Calhoun: The NPS Institutional Archive

Theses and Dissertations Thesis Collection

1948-01

Air atomization of fuel oil

Erkenbrach, Phillip Frederick

Monterey, California: U.S. Naval Postgraduate School

http://hdl.handle.net/10945/6319
 AIR AT0MI2ATI0N OF FUEL OIL

SUBMITTED BY:
LT. P.F. ERKENBRACK, U.S.MA.VY
LT. R.J. ZOELLFR, U.S.riA^/T

THESIS SUPERVISOR:
PROFESSOR H.C. HOTTEL

JA:WARY 16,19U8
 AIH aTOMIZATIOK of FUEL OIL
by

Ideutenant Phillip Frederick SrkenBrack, U. S. Havy

B.S., U* S. Naval acaaeagr, 1942

Lieutenant Hobert J'oseph 2;oeller, U. S. Navy

B.3., U. 3. Naval ^Gadeay» 1942

Sttbmitted in Partial Fulfillment of the

Hequireuients for the Degree of

MaS'IEH of SCI£HC£

in
KAVAL CONSTRUCTION AMD KIIQIHESBIMJ

froffl the

MASSACHUSETTS INSTITUTE OF TKCHNOLOGY

1948
 JIO JfOt YO HOXTASIliQTA fliA

ai

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TOo^^uvin^jai VJ STIJTITeHI 8TTaanB

8491
 dftAbrldge,
Masiiacliasetts,
January 16, 1948.

Professor J. S. Newoll,
Secretary of the Faculty,
Massaohusetts Inatitute of Technology,
Cii«*>brlAge, Hassuchusetta*

Dear Sir:

In accordance with the reouirements for the Degree

of Master of Science in Naval Construction and Engineering,

we submit herewith & thesis entitled ^'AIK AlX)MI2ATI0H OF

FUBL OIL".

Respectfully,
 « V-
lo tax e;r^#ai<il»B««jiM

."* ftaltfl^xia alaaii^ ^ il^riwe^ail ^liatftfa aw

,'^XXul;roe<ia6fi
 ACKNQWLEIXmEHT

The authors wish to express their appreolatlon for the

assistance and advioe of Professor Hoyt C. Kottel who sug-

gested the subject, and under whose supervision the investi-

gation was conducted.

 TABLE OF CONTENTS

Page

smmART X

INTROPUCTIOH 3

PHOCErURB 6

HSSULTS 13

DISCUSSIOK OF RESULTS . • . . 15

CONCLUSIONS 27

BSCOMMENDATIONS 29

APPENDIX
A. STMBOLS 34

B. SUPPLi<..MEHTARr INTRODUCTION 35

C. SomPMSKT 39

D. NOZZLE DATA AND OIL PROPERTIES 41

E. CALIBRATION OF EQUIB5EKT 43

F. DATA AND CALCULATIONS 49

0. SAMPLE CALCULATIONS 55

H. LITERATURE CITATIONS 58
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 ftxis thesla presents a naicroacopic study of the effect

of orifice dlaaeter, fuel rate, air velocity and typ« of In-

jection on the characteristics of a spray of fuel oil atomized

by a high velocity air streaxo. The qualitative results were ob*

talned from a close examination of photographs taken both by

noraml exposure technique and by use of the Edgerton high speed

spark-llghtinc; technique • The sprays Investigated were those

of U. S. Navy Diesel oil injected into an air stream in three

ways: (a) Parallel to and in the direction of air stream flow;

(b) perpendicular to the direction of air stream flow; and (c)

parallel to and counter to the direction of air stream flow.

The results show that normal photographic procedure with

time exposure to portray a spray envelope is of little value

in studying atomize tion characteristics and, in fact, leaves

erroneous impressions. Spark photography, on the other hand,

gives excellent qualitative Information and has possibilities

for some quantitative development.

It was fotind that:

(a) For Increasing orifice diameter, drop size

and uniformity were not materially affected, dispersion

increased.
(b) For increasing air velocity, drop size and

dispersion decreased and uniformity increased.

(c) For increased fuel rate, uniformity and dis-

persion decreased and drop sizi increased at low air

velocities andwasnot affected materially at high

velocities.
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aeXilXidlaaoq ajiii bna aol^amtolal ^vl:Saillauy £&qx& aovlg

:;Jailw^ f:. :tx

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 (d) For type of Injection, spray characteristics

were not materially affected.

Perpendicular and upetreem injection offer serious dis-

advantages in the way of fuel nozzle distortion of the air

stream. From all conaideratlcna, downstream injection from

large orifices affords the best atomlzatlon. This is fortunate

for in application to modern high rate combustion chambers, it

means maximum flexibility with moderate pump size.

. ' -jei^iij ifliBiieiaai cton 9i9w
 «

INTRODUCTION

With recent Inoreased interest in, and development of,

high rate combustion chambers, studies of the atomization

of liquid fuels by a hi|;h velocity air stream have assuiaed

new importance. Jet, ana turbo- Jet engines, and gas tur«-

bines have available a high velocity air streaA as an in*

herent part of the design which is aoBt efficiently used as

a fuel atomising force* At present, insufficient knowledge

of the variables and controlling factors of air atomization

prevents a wholly scientific attack on the design probloi

with the consequent result that much of the combustion plan-

ning is done on a trial and error, or rule of thumb, basis.

Fuels are atomized mechanically by "solid injection",

or by a gas stream. In the former, the liquid is atomized

by forcing it under high pressure throui^ a small orifice

of special design into a stagnant gas. In the latter, ttie

liquid is atomized by the shearing action of a high velocity

gas stream on the surface of the liquid column as it is

pumped from an orifice under just sufficient pressure to

give the desired fuel rate.

Until quite recently, air atomization has always given

wsy to pressure atoinization in the combustion of fuel oils
because of the high efficiency of pressure systems, the rela-

tively simple problem of putting fuel under pressure and

preheating it, and the unnecessarily complicated design

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problem of co&presfiliif; lar{;e cuantities of air and oontrol-

ling the velooities required for proper atCM&izatlon. How-

•Yer, the demand of modem power systems for oompeotness,

lightness, simplloityy dependability, and moat important*

extreme flexibility, has shifted attention to atomization

by an air stream. As the range of fuel rates increases in

a pressure atomization system* the pressure required (and,

consequently* the size and weight of pump) increases in far

greater proportion - the fuel rate beinf? proportional to the

square of the fuel oil pressure.

Because of the tremendous scope of the field and the

pressing need for specific information, a great deal of the

research work on the subject of atomization pertains to

ecMOMiroial arrangements tested under fixed conditions. Also,

because the characteristics of a liquid spray are so diffi-

cult to measure experimentally with accuracy, most of the

work is of a qualitative nature. The meager quantitative

data available to date is empirical in nature and investi*

gators are generally in poor agreement. Some theoretical

considerations have been made, but these, too, are meager.

In the literature, information is extremely sparse on

the effect of orifice diameter on the spray characteristics

of an atomized liquid. Longwell (11) has shown that drop

size increases with increasing orifice diameter and decreases

with fuel velocity at the orifice, the velocity being a func-

tion of the pressure, but this applies only to solid injection

using swirl-type nozzles. It is reasoned that penetration

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inoreases with decreasing orlfioe diameter, but even quali-

tative substantiation is laclcing. It is knoim tliat orifice

geometry is the most controlling factor for dispersion and

spray intensity, but there is no information as to how ori-

fice size affects them* It is felt, then, that an investi-

gation of even a qualitative nature could add nuxoh to the

knowledge of atorais&ation in general, and to air atoadzation

of liquid fuels in particular.

With this in Blind, this thesis is concerned with study-

ing the effect of orifice diameter on the characteristics

of a spray of diesel oil formed by air atomization under

varying and controlled conditions of air and fuel rate. Tor

this purpose, a series of nozzles were photographed by the

Xdgerton Spark technique and, where feasible, by tine ex-

posure on the spray envelope at each of six conditions of

fuel and air rate, and the results maorosoopioally oonpared.

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 6

PHOCEPUHE

Description of Apparatus

Ttk9 apparatus used was origiuaxXy oeslgned ancl con-

structed by Geoffrey Hobiilwro (14), latter KiOdifled by Robert

llax^ell of the M.I.T. Combustion Hesearoh Laboratory, and

finally modified for this thesis by the authors. It is de-

signed to take high speed photographs of a liquid spr&y. A

soheBStic arrangeisient of the apparatus is shown in Figure I.

Figure XI shows all the actual apparatus, with the exception

of the air compressor, while Figure III is a close-up of the

ohanber.

The focus of the investigation is on a dlesel oil spray

contained in a glass ohaAber, and for obtaining and photo-

graphing this spray, three systems are necessary: the air

system, the fuel system, and the photofcrapiiic system.

The Air Systeis ; Air froia a 100 psi, 533 cf» Ailis

Chalaers **HoTwin^ gear type compressor flows through a two-

inch pipe past a one-inch orifice for measuring air rate.

The air then flows through a diffuser in which is a four-inch

square section containing three fifty mesh screens in series

which minittise turbulence and maximize a uniforca velocity

front. The diffuser exit is reduced through a nozzle to a

one square inch cross section. Itie nozzle outlet is directly

connected to the spray ehaciber. This chamber consists of two

one-quarter inch thick optical flats and two one-quarter Inch

thick milled steel plates. These plates and flats form a

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itoal aa*t^ -— no ow^ btiM ^tpr** f.nttrro 7io.>jl.t ff«ni i©;»r.!'v:-«»ao

square duot one inoh on a side^ inside dimension, and six

inolies in length, two opposing walls of which are perfectly

trensparent. The outlet of the spray chamber is connected

to a two-inch exhaust line*

The spray chamber vmlls, when secured by thumb screws

into aluminuia blocks at each end, form a rigidly Intact unit

which slides into brass guide blocks secured to the nozzle

exit and exhaust duct. The chamber is then secured in place

by raising the lower guide block by means of a threaded

collar.

Air teaperature is measured at a thermometer well pre-

ceding the diffuser. Static pressure in the section between

diffuser and nozzle is measured by manometer and calibrated

against chamber pressure, as described in Appendix £• Static

pressure downstream of the metering orifice and differential

pressure across the orifice are measured by manometer.

A by-pass line from a point preceding the metering ori-

fice to the exhaust duct contains a stop valve by means of

which air rate is controlled, air velocities from 125 to

830 feet per second can be attained in the chamber.

The yuel System ; Fuel is supplied from a five gallon

reservoir by a ^'aerator** gear pump capable of 1^0 psi and

equipped with internal by-passes. The fuel is xaetered through

a 0.025-inch orifice in half -inch brass tubing and measured

b^r a fuel-over-meroury manometer independently calibrated, as

described in Appendix K.
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The fuel Is introduced Into the chamber through a

brass adapter which holds the noxale under investigation.

One end of the adapter acoofflfiaioclates the fuel line; the

other end screws into a tapped hole In one of the metal

walls of the oha&ber, as indicated in Figure IV. The

adapter is hald securely in place by means of two lock

washers and a nut.

The two setF of five nozzles, ranging In inside

diameter fron 0.023 to 0.105 inches, are Stainless steel

tubing of the type used for hypodermic needles. The word

nozzle is used only for convenience, and carries no im-*

plications of having converging or diverging sections, as

no attesipt was made to alter the character of flow at the

discharge end of the fuel line other than that dictated by

the differences in inside diameter. Each nozzle was silver

soldered into the adapter, bent, ground and polished, as de*

scribed in Appendix D.

Fuel rate is controlled by a globe valve preceding the

metering orifice.

The Photographic System ; Photographs are taken with a

fioightlander 9 x 12 cm. film, f 4»5 pack camera equipped with

a 7»5 om» focal length lens and double extension bellows.

The lighting and camera arrangement is shown In Figure III.

Light is provided by disciiarging across a one-half inch stain-

less steel spark gap a 0.01 microfarad condenser charged to

15,000 volts by a simple half -wave rectifier using 60 cycle
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LBQEm) FOR FIGPUES II AHD III

A. Air orifice meter,

B. Power pack,
C, Tiiermoffleter well.
D, Air by-pass valve.
E. Fuel control valve.
F, Fuel orifice meter,
a. Air trap.
H. Fuel pump by-pass valve and pressure gage.
I. Fuel puap,
J. Fuel Reservoir.
K. Diffuser.
L. Air rate manometer.
If. Fuel rate manometer.
N. Diffuser and Orifice Static pressure manometer.
0. Optical Bencxi and adjusting Jacks.
P. Exit Duct.
Q. Variac.
R. Air Control valve.
S Chamber
T. Spark Gap.
U. Condenser.
V. Condensing lenses.
W. Mirror.
X. Fuel adapter and nozzle.
Y. Light-proof cloth.
Z. Camera.
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 10

115 volt building pov/er. This spark technique and the power

pack design is tally deacribed in (14)* I'^rerious EieaBure-

ments have shown the spark duration to he less tnan 0.25 z

-7
10 seoonas.

The light froii the spark ie directed by two five-inoh

condensing lenses and a 3 x 6 inch siirror into the camera

through the ohaanber so that the spray is photographed in

8«Ki->silhouette* %%b light is diffused and centered by

manipulation of the lenses.

The camera » spark gap, mirror and lenses are supported

on a 24 X 24 inch bench with telescoping legs, which can be

adjusted vertically by means of two screw-* type jacks so

that any part of the chacaber laay be photographed. The base

is bolted rigidly to the floor.

A li|^t-proof cloth cloaks the chamber, nearest condens-

ing lens, an^ the camera lens so that the camera shutter may

be opened, the condenser discharged, and the shutter closed,

eliminating the necessity for spark-shutter synchronization.

Rgperimental Procedure

The oil spray was obtained with three types of fuel in-

jection: downstream flow, perpendicular flow and upstream

flow.

For downstream flow, the bent nozzle to be studied was

secured in a tapped hole near the top of one metal wall,

the chamber assembled and installed. The alignment of the

nozzle in the plane of the adapter was checked when the nozzle
01

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»aot!fBslao1AQBL'i^ fi3uAa^-sKmi^ Tot x^lQ^^^o^ «^ s^iSi»aXMLll9

cv ayl^^^qt
-fll Xa«t To Q^rixS aenri^ ri;}"!?! tonla^do aaw X0*iqa Xlo adT

«aa^J^aq» baB woXt «Cj%X0olbiiaqrcaq ^woXt maei^tainroft :iXQl^9at

•woXt

tarn hmt%mim m4 oS aXsson ^aacT aif^f «woXt oaai^aovoft lot

(XXsw Xa^faai ano to qo^ 9di lasn aXod baqqa^ a al baii/oaa

axl^ to ^aamijilXa mOT .baXXacTajxl boa f>aXtfA*«aa rtatfaaiCa aiU

aXfsoa aili smttm ftasCaada a aw aa;tq a bjs ail;^ to moBlq^ sdS al aXasoA
 11

aiid adapter were nade (seo AppezKllx D) • The alignment in

the line of eight of the eamerii was oheoked by opening a

plugged hole in the opposite nietal v/ull that was closest

to the no2:zle tip*

For perpendicular flow, diaasseoibly of the chamber was

not necessary and the noz2sle8 could be inserted by merely

screwing them into a tapped hole near the top until the for-

wardl face of the adapter was flush with the allied inner

surface of the wall.

For upstreaia flow, the procedure was the saiae as for

downstream flow except that the iietal wall waa reversed,

top-to- bottom, with the nozzle pointing up into the ohai&ber.

For each type of flow, and for each nozzle run at a

specifie<i condition of air and fuel rate, the procedure was

as follows:

1. Camera and lenses were aligned and the bench

was adjusted to proper height.

2. The air oompresaor was started and allowed to

build up pressure until stable conditions

existed in the surge tank with the by-pass open.

3« The fuel pump was started and pressure adjusted

by internal by-pass to 90 psi.

4« The desired air rate vms set by adjusting the

by- pa 88.

^. The desired fuel rate was set by adjusting

the fuel valve.

6. The light-proof cloth was adjusted around the

chamber.
II

Hi SammimllB mdT .(a xl^fl^qqA at»ft) •i>M.i ^'x*^ iMitfAis i^f*

"^^fil^^tt 1@B SOlf t'fTj: 3<j Di ux:: *jn sxiw ciu* v3-'*5««»«^w Jv«*

•i; 1 aj) Mi»« •iti SAW irxif&eooiq e^xli ,w: e^c ^of

& Sx^ CLU1 10J

OS omfOllB QUA amnBJB lum ^o«ii«*xqsoo 'i^^, anx •

•

r © ©Ids.tf5 Il^tnt' «»it0ac8icT tjii frlli«f

mitS :|flld'ejit;5A tirf ^•« •**^" »i.t ila '^<>'ilas*) erf? .A

 12

?• The shutter was opened, condenser discharged,

and shutter closed.

8. All manoneters were read.

£aoh nozzle was photographed at a high and a low fuel

rat© and at a low, interaeciato, and nigh air rate for each

fuel rate.

Fow (?ownBt?easi flow, the spray envelope was photographed

at each condition with reflected light from two Super Flood

lamps plaoed 16 Inches behind the camera lens and at the

maximua angle permitted by the chamber walls. Ttie exposure

tim9 was 2-4 second a at f3*^»

SI

.T

, a -^
til r ftij'*
 IS

RESULTS

Itio results are present eel as a series of plates, -Hgurea

V through XX^iCITI, portraying tha spray by two Independent

photographic techniques. The Instantaneous pictures were taken

by means of the spark-lighting apparatus while the spray en-

velopes shown were obtained by time er.posure with reflected

light.

Each figure represents the full series of nozxlos, in-

creasing in size from left to right, at one condition of air

rate and fuel rate, and for one type of injection. The number

beneath each picture refers to the experiaental run listed in

Appendix F. The plates are arranged as to type of injection

and for each type, they are arranged In order of increasing

air rate, and at each air rate, two plates are arranged In

order of Increasinf fuel rate. Pictures of the spray envelope

were obtained for downstream flow only because of the generally

poor character of the spray for the ether types of injection

which would raake time exposures of little constructive value.

For each individual photograph, a knowledge of what la

shown is necessary to permit correct analysis. The magnifi-

cation is approximately 2.8. The actual magnification can be

obtained by measuring the nozzle tip in the photograph and c<»i-

paring it with the actual diameter for that nozzle given in the

appendix. The depth of focus is about 1.5 mm. and the center

of focus is en the diameter of the fuel orifice or axis of the

•pray. The negatives were cut down for mounting but no vital

information was lost since the nozzle tip was in the center of
^i

'^Xri3-r?)ns'a *rf^ lo &ai/BO»d t-^no woX^ aa^ttfanwob toI b*nlMi6o #naw

al ctflilw lo ^^baXwoniC a

9iS nmo flolttaoi'iJtflSJWi Xai/iSfl '.dT -a. r.olJao

-a»o biia dqai^oiodq ari;l al ql;^ ^n ad;r ^rtlii/aaaii ^ baflla:tdo

nl navl3 aXaion :tadj '•f'^'* « .}.A«nrF. rn^rtoa »di d:Hw ;?! unliaq
•lii

•xainaa biH bnji .aw a.X ;tifooift al auoo'; "»o oWqab »ffT .xlCii q;i«

•d;t lo alxa to ftol . d;t lo i- flo al anool "io

Lii^lv on iudi ^titwox -*'^"' m*'^*- »'^«w ft"*^i^ATs*n o-^ .vaTca

lo fiamo •dt at saw qi;r >ia\ofl ^iicr &onla ;?aoi ^btj x1 o 1 ztam-io in x
 14

th« chamber in all cases and the chamber walls say be recon-

structed knowing the magnification. In some photcg, the chamber

wnll shows as a black strip to the right or left and was indi-

cated where impingement was present. The nozzle tip la shown in

the prints on the top for down stream, from the left for per-

pendicular injection and from below for upstream Injection.

Out-of -focus Imperfections are unavoidable, particularly at

low &lr velocities due to fuel impingement on the optical flats.

?uel rates of 1.08 and 5.34 grams per second and air rates

of 40, BO, and 180 grams per second were chosen bearing in mind

that the change in air rate is logarithmic in character and that

the intermediate range nifrht be expected to prove of greatest

interest. The metric system was used here to keep numbers large

enotigh to handle, and weight rates were used because the metering

was more feasible in terms of weight.

M

~i ty,a.*w 'J

kjl.

d^ ni .«%aX «i <*i«i •flK r jd3 ©rf^ *Aii:f

g^t^rt:^«il buziLr eiev «9^A«[ itdaiaw toji «albnAd o;t d'HX/oaa

• .tdg.?'*^ '^o s.vrtft-^ nt eXdlap^'^ A'^-n.-Q saw

 15

DISCUSSION OF RE.SULTS

There is a question as to the value of the photographs

regardixig their reproducibility. In all, 228 runs were made,

mostly all concerned iwith downstream flow, and the best

negative chosen for each condition. For the instantaneous

pictures, no marked misrepresentation was noted in any case.

However, to substantiate their value further, three pictures

were taken in rapid succession for each nozzle at an air and

fuel rate known to give acceptable atomization. Two of the

three taken are shown in Figures XVII, XVIII, XIX, XX and XXI.

They may be compared with the third, which was inserted in its

proper place in the series, Figure X. The Spray Envelopes,

however, are not so easily validated. The density of the nega-

tive is a function of the density and reflectability of the

spray itself. At the spray cone edges, where drops are small

and density is light, definition is not good in the negative

and it is bettered in developing only at the expense of losing

soae of the edge and thus not exactly portraying the true cone.

In printing negatives of varying density simultaneously, the

loss of definition is constant, but the ones of lighter density

suffer more in order to bring out the heavier ones. This is

most readily illustrated in the pictures at low air velocities

where spray density ?/a8 quite light.

Two important features of the instantaneous photographs

must be noted in order to understand what is actually recorded.

ax

,ei)d£B »i«w smn SSS ^XXis iil .vjii^ .*'i 'Uaii^r :^:

4^a©d «4cf biiB ,woXl su il^Iw £> oo X^

'% ftk
• IXX bii« XX ,XIX ell A

,o»qoX©vnS ^isaqa .X •a*i»XI ,»©i'Atoti ©ii^ ai e

XXasB 9TLB aqa*i& «iailiv ,«as&9 enoo ^^^iqa ©lU ^A .'iXes^X xb'Uia

SaiaoX lo BSitaqxB ed:s Sa xLao v^JtqoXevBb al beti^^ied el il han

• •HOC Bind^ •dS ^al^iii.i'Loq ^^oaxa ^oa auiit ba*^ b^b adci' lo •«<»

edct .xXeuoens^XiiKiB x^lcfleb a«XTi*5¥ to ••l^*i3»ii saicTniiq al

ai «X .aeixo leXviseci ?»xict ^uo ^ali6 oi t^bto al »ioa aatliia

tL9Uiool9r itB woX ^fi ©rf.t ai f)«cri5i^3iiXXl >cXXliiia^ iao«

 16

First, because the picture was not truly taken **in8tantane-

ously", though the exposure time is very small, there will be

a greater ratio of large drops to sjoall drops than actually

exists, due to the fact that the smallest drops are accelerated

faster and cannot be 'stopped". Secondly, the exposure tine

limits the size of drop that can be "stopped". In order for

a drop to be "stopped", it Bust not travel its own diameter

during the tiae of exposure. Knowing the time of exposure to

be less than 0.025 microseconds, it may be calculated that the

spark will "stop*' drops of size greater than 5 microns for an

air velocity of 660 feet per second and 2 microns for an air

velocity of 275 feet per second, iaXl6 probably "stops" even

smaller ones.

^e nature of the equipment limits the accuracy with which

conditions may be reproduced. Consequently, a representative

value of fuel rate and air velocity was chosen for labelling

each figure. This is an acceptable procedure for a qualitative

investigation. The actual data and calculations for each run

arc given in ^ippendix T for reference.

Eastman Plus X Fine Grain film packs were used throughout,

with an aperture of f 3»5. Negatives through Run 80 were de-

veloped in Eastman Microdol Developer, over-developed 100^ to

give maximum contrast and good grain for future enlargement.

It was then realized that a more compact presentation of re-

sults would be desirable, obviating the use of enlargements, so

all subsequent negatives were given normal development in

Eastman D-11 Developer. It was also physically impossible to

duplicate exactly the light intensity on the film when the lens
ai

Xi , Dmn oS aqo^ to qIS&i 3i^ a

£ua Tol aflo-ioliii ^ ...- ;-r isst' "^ -- --l*ir 'Aioqim

ila an 101 ''-floiola linoo&a 'leq i ^0 to xilool9r iIb

n©v« "BqOsta" '{Idadonq 3»a t«q ;^oel ^VS to y^IooXsy

axijtilediil lot fl»ao;lo o^,^ ^v^ic. ,.;v - -:^-- ^-''=' '^ ^ ,,_«;

©vl^B^llBup £• lol siufteoonq ©IdisJqoooii nw al aliff .©'lij^Ii: xloa©

nwi doae lot anoi^jaluoiido i)mj B^fib IjBi;toii ©: . ^ajilJaavol

.^TiJoisJJoiilcr baai; aievr aioaq ftXIl nltrxC aall X aul^* a^ii J

3^j«,^ 0** n«^' sf aaviJii^ftVf .c.^. t '::o f>TLij^iaqi5 na it;tiw

n; .»c:^.-r»vti.i- iavo ,T:aqoI^ t^'f

-9«r lo flOl.ti*crB»aetq ;JoBq«oo a'law :. i neii* aaw il

o« ,dvi.«. ©ftiJ ii^^i sni?i>uvdc teao ed »..^ . aiXxie

fll ^raoAc. b Xainnoa naYlg aaaw iiavi;rii;^fl inaiioaadiva Xlb

o^ aXdiafJoqai xXlBolex^lq oaXe aaw ^I .-laqoXava I IX-a aaa^aal

anaX ad^t najtor aXil anj ao ^jxtindd^iil ^d^lX ail^ ^XJ'oaxa ai^olXqxift
 17

arrangement was disturbed. For these reasons, the density of

the instantaneous pictures was not constant in all negatives

leading to non-uniform results in printing. Insufficient

time prevented using a more suitable but more tedious tech-

nique of printing each negative to best results, stripping

the prints in a plate and rephotographing the plate.

Itie following exceptions from standard conditions are

noted:

1. Fig. VI - Run 79 - Nozzle tip just out of picture.

2m Fig. XXIII - Hun 144 - Fuel rate 2.50 gms/sec. to

prevent impingement.

3. Fig. XXV - Run 149 - Fuel rate 3.05 gms/sec. to

prevent impingeiaent

4. Fig. XXIX - Run 91 - ^ip of spray 4.00 inches

above nozzle tip.

5. Fi{?. ZXIX - Run 99 - Tip of spray 3.64 inches

above nozzle tip.

It is apparent from a comparison of the Spray Envelope

pictures with the instantaneous pictures, that the time ex-

posure technique is incapable of telling the true story of

atoz&ization. In many instances, the time exposures give an

illusion of a good mist formation, but the instantaneous pic-

tures show incompletes atoiaization, often with fuel miaa con-

centrations. This is easily explained by the fact that the

negative receives many traces during exposure instead of re-

cording a physical mass position. vVhen the fuel becomes well

atomized, the dispersion of drops causes a diffusion of the

VI

•an •€

. c_ i. J a Xu„ :i u u a ' u'j **?

to rtocTe djrr^^ •i(J 9h1XI»? lo ©Xd ^^

©liifioq

*oxq 'iSjjueUitiJiiiiJ «ikX ^ili^ ^y4l lilOxviau]-: >. j otsxii i^v^^^ .^ i^ aoX^ uxi.^

-soo ^nem Xeut d^lw iui:Mo ^aDx^Tdaiiaocrs 6.te yI woiie qoilj:;^

• rivt #A^ ;t9jjt ©rf.t vrf fc^flliXqxo ^Xieae al elilT .onoltBt^fiAO

LLmxt 9k9mo9m4 i^iti Bt .uol^flaoq bbbs XaoIc; 'leo

•il# to itol«i;1115 fi eeauAO «qoi5 lo nolaaeqslb dilj , j^b

 18

light with the result that a fading is evident in pictures

where atoaization is fine and drops are well dispersed*

This fading effect is snail in comparison with the differ-

ences encountered in developing and printing, and, in fact,

is largely dependent on them, /ilso, this fading effect is

not uniform with increasing air or fuel rate because the film

cannot differentiate between a concentration of small drop-

lets and a solid mass concentration during long exposure.

Another feature of the time exposure is that it represents

the suxamation of positions occupied by the spray during the

exposure with the consequence that spray fluctuations cause a

false impression of spray volume and cone angle on the nega-

tive. It must be concluded that photographing the spray en-

velope with time exposure does not offer a picture valid enough

for even the roughest qualitative analysis of the spray charac-

teristics.

On the other hand, the instantaneous photographs lend

thoBSalves well to detailed analysis provided the air stream

has not been disturbed sufficiently to disrupt formation of a

good spray cone. An inspection of the figures indicates that

Downstream flow lends itself best to analysis because of least

interference from the nozzle. Only three spray characteristics

can be studied with any degree of certainty: Drop Size, Dis-

persion, and Uniformity.

IRQ? SIZE ; For velocities sufficient to produce accept-

able atojaization, no effect can be noted for increasing fuel

rate or increasing orifice diameter at one air rate, and for

81

• )Deai9C[r ' ^ lew aas aqo^o bne 9iilJ -^

' ol^^QxlmoSii 9t9dm

• eiiJb^si^c' ^i^'^jL t^al'itif) aoiS tsi^aii oaoQ eadoi blXou ^ dais m:iml

sa' . iiuD i^iixtt 9iiS x<f ibaiqijooo anclcflaoq Iro aol^mfuauB ©4J

••aefi diiAl no •XaizA saoo £»ai& •Jtiflov x<^9^ ^o nolaApiqml eeXsl

--JM ^Aiqa eiiJ^ 9xiliiqi3*i,'%o:toiiq indf bnbyltmoo 9ti ^8i»« ^I .svl^

liauQiia &XXbv eiu^oXft e i9\to ^o& aoob aaneoqxe vi-ix>- nJx.i ^qoXav

4«olcrRX'a:a;r

«0«i^8 ii« «»ii^ babivoiq siB^&nB baXl^dcTab u^ XXew «avX&^;i€»jii;t

a to aoi^i-jsriot J"qirxaJtt> o;> YX:tii»lollti/8 jb©dTu.Jftlo n««^ ton aoi!

^aaaX to aQjjL^oixf aXavifiUt;! o.i iXaad'i aonaX woX'X it^

Boid'alrr«.lo»^fide ^{ftrcqe 991AS ^XnO •eXSw'^oii erlj noil aott»ielif?icX

, iSsjBsnotia'J ba& ,aoX&

-^qaooa aaiJbo^q o^ .JxialoJt^tue eelctloolav 10I ; a»i^lB ia;dJ

Xawl ^jtaayxoxii 10^ ; :. .. .. i..-u joatta on ,iioite^Xmo,Jja wj.uw

lol ^Ai» ,a :a ano J', taio^ieXb ooi'tlio ^iH^oioal 1

 19

one type of flow ^^ ^^* *^^ veloolti»», the velocity of the

fuel Id o greater peroentage of the air velocity than at high,

with the oonsecuence that the change in fuel velocity imposed

by change of orifice diaaeter or increaee of fuel rate has a

ore noticeable effect on the relative velocity of fuel to

air, and a decrease in drop size is observed for inoreaaed

nozzle size and deoreaaed fuel rate. At high air velooitiea,

the change in relative fuel to air velocity with change in

fuel rate and nozzle size is ao snail that the effect on drop

aize is not noticeable* For one fuel rate and one nozzle Bize»
increased air velocity has a loarked effect on the decrease in

drop size. As the type of injection is shifted froci doimstream,

through perpendicular to upstream, the relative velocity of

fuel to air becomes greater, other variables constant, with the

result that drop size decreases. The effect is siore noticeable

with large nozzles than with saall, which leads to the conclu*

sion that the influence of type of injection on drop size as

photographed is exaggerated by the fact that there is sH>re physi*

oal interference from the large nozzle, causing more fuel to be

pulled out of the spray along the nozzle. This amounts to aa

appreciable decrease in fuel being atomized.

DISPKK3I0K: Dispersion decreases with an increase in air

velocity for all types of injection, due to increased stability
and increased resistance to distortion of streaaalinesas air

velocity increases. It decreases with increased fuel rate for

downstraan flow, probably because of the greater stability

of a more rapidly moving liquid column at the same air velocity.

For perpendicular injection, the dispersion increases because

 ei

&9ftoe«AX x^^^ '

;/t Hi <ar^i|uiii^9 &ii,r .inxux 9eJHiJi^«AOi^ m^ dUtHi

B ftil4 •^m X*i;t to (M/k*ttOfiX ^o t9^«Aili& doltlio lo e^ixaxlo t^

M«J7#%9fli '*••'*'
i*vK0^& ui. oiid ti€«.c ai sftfia'itt®!) a iUM «icla

«««»UiooXav %ia a;gUA 4A .M^ X»ul ftaaj^diMaA Aita •«!• aXisjtoa

nl u^^omAp Aihf x^^^oIqw -lie o+ X»j<I «v 1,t f5 1?n ci a^fiado ftrfj^

«aalB #i«£aa •oo i>Aia *»*iji X»ot mki lot «aXicr#aai^oa J^ou al aala

nl ••M%o»£^ aii» no i0all» MoKasi m a#it r^trjci^^ -rla fcaosaioat

,ittJMi^jra»fo6 «nt *03rijtil« ai aoX;ra»tiii itQ t^g- ^a ^..j ka .ecie q<yxfi

. r/ sv!.tAXon ad;r ,«aa»xir«qij o^ *ifiXiifol6flo<riaq ri^xjcyirf^

aX^aa^i^oft avos ai ^oatta ailT •aaana^coad aeiu ijoa* lail^ ^Xijaa-i

-liioflOD a4l;r o^ a^iiaX itDiifir ,XXami iiriw oad^f aaXssojt ©^ji^X il^jtw

aa asla qoib ao ool^aataX lo aq^^ l-j oon©f^X'2rnl ©£f;f ^mrft riQjta

a<r o^ Xai;; <*t<?a ^ngUmumo ,aXx.TOii aa«aX ail^ »nt aoaairalYe^isl Xao
«a o;t a^niiOiea aiilT .mltmoa aiU jihoXb '^fin^crr. »ri* tn i-m ftaXXxiq

• NMElflO^a 3aiod Xaj/l i^x a6Js»^«>aD dxaaiaanq({a

il& ai a^tjaioiiJ «a 4^ lit aaaaaiaa6 aolaitaqai I

YiiXlcJu^a ftecs'iToal o# atfH «aoicroeLfll ^o aaqx^ XXe lol x^iooXav

iXa aasoiixXtfi»a*xja to noJ:;r'7o^Rlft oiiaaaa^aJtaai beaiiartoal baa

lot mStn Xant WaaanoaX iWlw aaaaartaab il .aaaaa^oaX x^looXav
T^illcffi^a t?>t^i»f^ nrlt ->rt aeaaoad tXdado-xq ,woit A&ae^^aowob
• ^iTXooXay -xxii aoaa ©uj jja oiWJXoa biopU :^vQfl[ xXMqsi aioai a Jo
aaiti»aatf aaadaiDul nola-taqaift ad;r ,floX:raatflX i/maqiaq lol
 20

the increase in fuel velocity, with increase in fuel rate

and decrease in orifice size, serves only to shoot the fuel

column farther across the air stream, affording more area

upon which the air can work. For upstream injection, the
increased fuel velocity shoots the fuel column farther up-

stream. The farther the fuel column goes, the aiore it loses

its stability and becomes dispersed, thus presenting a

greater area of impact to the onrushing air.

Increasing no5izle size increases dispersion for all types

of injection, though the effect is not v^ell illustrated for

perpendicular injection. As nozzle size increases, the peri-

meter of the fuel column increases, providing more surface on

which the air may act. For upstream injection, larger nozzles

provide a greater area of impact to the velocity front.

UKITOMiITY : In atomization, the limit of drop size is

one infinitely small, and this is approached asymptotically,

with the force reeuired to obtain it increasing in a like

manner, i.e., an infinite shearing force being required to

give an infinitely small drop size. When the atomizing force

increases, fewer large drops will occur in relation to the num-

ber of small. Thus, with a general decrease in mean drop size,

the decrease is at the expense of large drops being broken up.

This amounts to saying that the variation of drop size from

the mean is less with a decrease in mean drop size, and this

variation is the definition of uniformity. Tliis reasoning is

confirmed by the photographs. Increased air rate gives better

uniformity for all types of injection. Increased fuel rate

OS

9 fun iBut al tmmiosa r .

nZ ^airsianl Ad^

ae^s 9it<ii;i ^tlrn \ju3eit^a ijt« ©d^r ijaono* •sa.i^iiil Ottuloo

edi^ ,aoi.toef.a ^itc'^i* fcT '

nio -rli? ».i;t dolifer

• -ilfl r3miil8/,--ao BUS Oi CTPi-iiil to B91B 1©Jii#aa

no sOBttiis j'j'jior- r^cl^tv^ ^^^^ «lo ^d^««

el eslB qo-il> to dliali od^ ,n .t© nl xMBHWWii

oif b9ilap9i t sni^iaerfe ©^liiitnl us ,.a.l ,i6flfla»

©otot ^ 911:^ >5l,n TOT^ '!>«!« YXo^Jiflilal iw

.
©via

,e»le qorrb iiii«A al avjia^xoai^ ijeriBam:^ m Ailv ,ai/rfT , f i»nn to led

«©nt w^iitf '.. -iQXJiijiixsv ftjiij jiiiu^ ^l^iM OS 9itsimmm\ldf

•tA$ baa ,asla qorb Aaam nl m%B9%^eb a ASI^h aaaX al anenn
«^
».! ?|fllffnci^«^ 8t.' ./T *
-otlrrn to noftr-Tf^fto aiit el noi^iiX^aY

ft/'T -r^irt basaa- .aoiij^lai to »©qxi IXa lot x^ifivctlov

 21

decreases the uniformity. The effect of nozzle aize is not

ffiarked except in upstroam flow where the same illusion occurs

as explained in the discussion of drop size regarding the

amount of fuel drawn out of the oolunn by the larger nozzle.

In line with these observations, an attorapt was made to

apply the formulation of Huklyama and Tanisawa (15) in order

to predict the effect of the variables on Mean Drop Size.

These investigators tested a small nozzle, using liquid fuels

injected into the throat of a venturi atoaizer with air as

the atomizing agent. From their tests they determined that:

where:

D s Volume- surf ace nean diameter in microns.

\/ z Relative velocity of air to liquid - meters/second.

Cr r Surface tension of liquid - dynes/cm.

p r Density of liquid - grams/oc.

/^ s Viscosity of liquid - dynes-sec. /sq. cm.

0^ r Volume rate of liquid - co./aec.

Q^ r Volume rate of air - co./sec.

They found no effect on drop size from changing the size

of venturi, witliin small limits. Lewis and Edwards (1?) have

also shown that the equation gives good results for Venturis

of any size. In particular, they tested perpendicular injec-

tion from a small nozzle into the ti^roat of a relatively large

venturi. This constitutes point injection into a reasonably

uniform air stream, and they found that equation (1) still held.
12

et'.

. ;.

ax©L.i :>i-;;j,il ^ali-^. «di^soii il. -^^1 q^.,

Jt'v*

*'i i W I Jl. i IJU

 22

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 23

Table I inoludes the calculations for sufficient pertinent

runs to provide a basis for correlation.

The conclusions drawn from this analysis generally agree

with those observed in the photographs. The veriablea inves-

tigated in this thesis affect the formula in the following

ways: (a) Increase of nozzle size decreases the fuel velocity,

thus affecting the relative velocity V; (b) Increased fuel

rate increases the fuel velocity, thus affecting relative

velocity, and increasing Qf ; (c) Increased air rate increases

the relative velocity V and increases Qa; (d) Type of injec-

tion affects relative velocity V - fuel and air velocitiea

being subtracted for downstream, added for upstream, and fuel

velocity being neglected for peri>endioular injection. The

general observation first mide is that the change in mean

drop size due to nozzle size, fuel rate and type of injection

at air velocities sufficient to give acceptable atomization

is of the same order of magnitude as the experimental error

Involved in this thesis. The predicted effect on mean drop

size from equation (1) is Most notable at low air velocity

for nozzle size and fuel rate, and most apparent for type of

injection at high fuel rates, as previously explained. The

change in drop diameter at higher air velocities is sufficiently

snail, with all the studied variables except air velocity it-

self, to escape detection by macroscopic examination of the

photographs. The variables are all significant at low air

velocities, but this does not contribute much to the knowledge

of atomization as regards its application to the proper com-

bustion of fuels, since atomization is not acceptable. The

 5S

^»lol^lys *xot Baoi^BLuoiao esU aabuloai I mUgfT

S 0"^ ^/t^ fil ^pgjtts alaftilcJ' Blii^ ill 5«^b,^1^

,X^-fooX*v ^^ .,..».-.! ^_:.v,i to •et.eical (u) :ax«r

-oe;,iti ttj ©qx^r ( ^al mat V t*^iooi&v avltsloi ed^

••JUrJooXeY rrl» ftne IiaMt - V x^iooXov €»vl,t.*x^i e^oelt^ aoit

ion» XioitiX9ffii*x«qx6 ed:^ Rd dbn/tla^isM lo isbio 9m»9 9Ai )o al

X^Xooiov aia woX tis ©id»Joc ja (I) nox^uupa awnt osle

lo ectX*^ "^^^^"^ :tflei«?M<TF t»^os« f>j3B .^.t/^i ieut baa ewslfi aXsson *ol

XX^fieloitlua al eelcrXooXeT iIa i^df^td Sa le^^malh qoi'o al asaAda

-tl x^^ooXev -tie ;fct«o^« aaXd ^^Iiht bai&ji;^a aii.t XXa ;i^lw ^XXflisa

arfr '^ tolo^.-iij J .! id iSoi^rQa^ab aqfioaa o;t ,tXaa

^ia woX ^a taaoltiaala XX£ ais aeXcfsiTav adT .exlqa^ao^odq

asft^lv e.^jidlT.tnoo ior aao5 aixit Sud ,eoi^iooXaT

-r:i<;?- .;^i...xu iC/^ 1%.^ Ai..iMi> tjji ajyta^'x aa aoijasldo^u to

•d^ •aXdaJqaooa jroa aX aoi^asXAOta aaiiXa ^Bileut lo xtolisiitf

 24

correlation does show that zhe foraula is correct as to

general trend, but its validity has been more coaprehenaively

established by otner investigators.

^e photograpiia afford a good comparison of the types

of injection and the advantages and disadvantages offered

Iqr each. The effects of each on the spray characteristics

have been previously explained. \ consideration of other

features is also feasible. It is seen that streamlining

that portion of the nozzle that extends into the air stream

is desirable for downstream flow, and a definite necessity

for the other types. The flow might be expected to be laore

asymmetrical for downstream injection than is indicated by

the photographs, and probably would be in a less restricted

gas duct v/here streamlines would have more freedom to dis-

tort laterally. Nozzle size in the range tested does not

seem to be an important factor with downstream flow, but it

is quite important with perpendicular and upstream injection.

For the perpendicular type, the large nozzles form a definite

low pressure area on the downstream side, although the tapered

tip did prevent fuel from running back along the nozzle (a con-

dition experienced by Hobillard with the blunt tip) . In up-

stream flow, general atomization was very poor because the

fuel collected on all exposed portions of the nozzle and was

blown off in large droplets. lUso, from the combustion stand-

point, it does not seem possible that a nozzle would stand up

well with the flame enveloping it. In summary, perpendicular

and upstream injection do not offer enough advantage in atomi-

 .

#s

^I©v1e fTO(1*jt<7.rTcn 9iom nBf^d R^rf t^Id* fi^v R.tl Slid ,hiiai:*t Ift'-i$ita;g

to JK

to fl;oi:tiii3 Xqx« ^QiJC iiaecf eVi2il

Tift ?ri f frifi<5'r-''=^ f-i ,• ^ .^;:{r-n 3f ^J .dicf Ifi;-.^-** Df^Ty : rfi;tft©"t

i;(^iB8»9ofi 4;rii3Jtld& a baa ^woi't fio^ncf aowob %ol eldBilasb al

Mi^oJtiJ'c^'i aaal ;3 nl ©d SXxiow \; ji^o^Oalj oil^f

-«JtB o* xaObiSdit dioia ©vad iil -^^ -* ^^"^'B9':„ . . ,,. ^ ^bj^

J'Ofl seob b»>??5al d^fljBi ©d^ al n^iu ©X^ . iiXii-xs^isX ;hrot

ctjt t0o jWoXl n. Ob dSbff *tc' id os ««dfi

•
i:ldb a artel iieXj^aon a^-jial »i*J ,&'Ji^? 'ijaXiiiJlonaqieq ed^ 'xol

t 9ri;j a s ,©blR flBd-r^renw'Oi) oxiJ' no jje^s siDsesiq woX

•iioo b) eXssoa ad'^ r^nof >(:n>r.; ^^nlfliii.<i i&oit Xoiil ^a«V9':q i)i*i ,*.

Hjo al .(qiJ ctHi^xv^ cfiiw iiiXvr biiiXXidofl xd bao^ .re nolJIb

arid" •: 'J looq v^sv bbw nol;!. ^no?» ^woX'T iifidl^ft

-biSB^a uoiJaiidaoii eiiJ Miom,of. . voib ©gi^X ill Ito xtwoXd

qfl bnj^ta bXimw il;t si 1. aaob iX ,o

 25

zatlon to oounterbalanoe the inherent disadvantages due to

interference of the nozzle. Perpendicular injection does

offer the easiest sieans of nozzle replaoeiaent, however.

The instantaneous photor.raphs, particularly those of

downstream flow, illustmte nicely the mechanism of atoai-

zation and are in good agreement with the theories expounded

by Castleaan (8), Hayleigh (10), and Haenlein (18), discussed

in Appendix '*B*'. It is not the purpose of this thesis to

elaborate on thin cv-reement, but attention should be called

to certain points pertaining to the effect of nozzle size.

At the same fuel rate and eir rate, atonization starts

sooner but takes longer for completion with the large nozzle

than with the snail. It starts sooner because of the greater

relative velocity, and takes longer for completion because of

the greater stability of a fuel ooluiaan of greater diameter.

The fuel coluism from the sxiiall nozzle shatters as soon as it

starts to atofsiize. These facts are laore evident at the lowest

air velocity. At high air velocities, the effect is small

but still noticeable.

^e mechanics of atoaization are illustrated tgr observ-

ing the principal action of surface tension at low air veloci-

ties and the oombineci action of surface tension and ligoiaeut

formation by shearing action at high air velocities. Ho evi-

dence of the action of turbulence in the fuel column can be

observed because the highest Reynolds' TTuabor encountered was

220.

Other observations made agree with the literature in that

atOMization occurs closer to the orifice with increasing air

as

sj*i> .bin t lo eon^iol-xe^ni

.n«vr*vofI ,.ti ^T *il::r.on •^^• nf?t^??.T. ts3»p;n'^ ©iU lotto

"'
" '^''
'- :J"X©q 3Jiii^; ii^jo o;f

I lit tiaa 9^tii iajJt KifiUHB ««>iiJ^ cfA

•sag- ijv Hji-iiw^'., ; aj'.;^je 4a aUxw iisxicr

^o ae 01 x© ;d3(acr &nij ,^^flt)oIav aTi;^BXaT

^®^ ^» 9iOiu Qta a$o> r« o4^ a;risja

-fioado ^ : 11 ai <40 aoifliJiioafti axH

 26

velocity, and tend to agree with Scheubel and Sauter (1) in

tliat ligii£i&nts cannot be observed above relative velocities

of 10,000 - 12,000 om/seo. It is further noted that a toad-

zation occurs cloaer to the orifice, with increasing orifice

size.
8S

-liSOcri' iiiiU bBfOn 'ffitiS'Lii'i ?i , ij .. ; ; . .

^
000,01 lo
 27

C0HCLU3IQNS

Fron the observations and discussion it may be con-

cluded that:

1. Spark photography affords a good representation

of the degree of atonization and general spray

characteristics, and that the results so obtained

are reproducible.

2. Correct analysis of the atojsization of a fluid

cannot be aaade frosi relatively long exposure pic-

tures of the spray.

3. With increasing orifice diameter:

(a) No appreciable effect is noted on drop size

at air velocities sufficient to give accept-

able atomlzation. At low air velocities,

drop size decreases.

(b) Dispersion increases.

(c) Uniformity not materially affected.

4. With increased air velocity:

(a) Drop size decreases.

(b) Dispersion decreases.

(c) Uniformity increases.

5. With increased fuel rate:

(a) No appreciable effect on drop size at air

velocities sufficient to give acceptable

atomization. At low air velocities, drop

size increases.
vs

.f b9buio

^•alf^^do oa aJ^Iuasi ed^ ;^»ili Mb «8olJBX'ia^odfijio

,^ldl-. '^f WIS

Ml/It » lo ffol;^saJUaocfii eild* lo elB^Xi-.-iii^ lyji.T.v. >

mjjunqB. 9dS )o %trtu$

iieSomalb eoillto ^jilBin^^ioal Att^ .C

,aei^iooIev tIb woI ^a ,nol;t£^sliio;rii ^JucSb

• 8e«BetLoa& asia qon&

.aaaeeiofli noiaiaqaid (d)

• be^oal^B t-ilBliacr Jia ;rofl ifcrlraiollnTj (o)

:Y*iool9v ili^ g>aeJiaionl ilriw .^

•aaaBdioeb asle qoiT (a)

• aaai5e:coab aoiaiaqaii :
u )

• ••aaaioajt iS lanotta\3 (a)

:»^in Xairl 6aHiie-r on t iiSt^f .^

ilfl era aai« qoib no Goalie alcfalorr-iji. ^/i ^^.^

aldai^qaooB evlji ©it ^naioif^i/a saiilooXaT

qon£> ^aalcrloolav ilii woi Sh .aoli&siaofa

• aaaaaidci ti^le
 28

(b) Diaperslon decreases for downstream injec-

tion, and increases for perpendicular and

upstream injection.

(o) Uniformity decreases.

6. For type of injection:

(a) Spray characteristics are not materially

affected.

(b) Perpendicular and upstreaax injection have

serious nozzle design problems, with large

nozzles showing the greatest disadvantages.

7. Within the limits tested, air velocity was the only

variable that materially affected the fineness of

atomization.

8. From all considerations ^ downstream injection with

large nozzles offers most to proper and complete

etOBiization.
82

, B ^ « f^ '^'^ OS ft V.I" t Mf t")*^ .? f <

XlXfllid^ii^ ^c>fl SIB 80 lJf« lie ^oaxfixlc ^ (a)

©gajil xiJlw ,8m9ldoiq iTjj^leeb alsson ajjoiise

xXflO ail^ SBw x^floolev i1b (£>9^a9;t B^tJLralX aiict niii^IW .V

lo aaaaanll a£U ba^oaltjs X-^^^i'^^^flcs ^dii:t oXdBl^fiv

xl^Xw noliJo9i,aI x' t ic-anwob iaaoiJiina&Xanoo XXf. aoaX .8

•;faXqiBOo bOB leqoiq o^ iaom aiatlo aaXsson e^iisX

 29

!• An attempt be made ¥dth this apparatus to atomize Bunker

'•C'* fuel oil under carefully controlled conditions to

determine the character of atomization and what air

velocities are necessary for acceptable spray formation.

2. An investigation into the effect of orifice perimeter/

area ratio on atomization might prove of value.

3. With the chamber redesigned to permit good side lighting,

and using a much shorter exposure time and smaller lens

aperture, it might be possible to correlate quantita-

tively cone angle with nozzle size and other variables,

4« The effect of preheat on highly viscous fuels could be

investigated on this equipment.

5« Specific nozzle designs could be analyzed with this ap*

paratus. This is particularly true for attempts to im-

prove perpendicular injection.

6. If the apparatus is to be used for further Investigation,

the chamber assembly could be further improved to prevent

air leaks by assuring positive contact between glass and

metal walls. This could be done by drilling countersunk

holes in the glass every inch along its length next to

both sides and using fine thread screws into tapped holes

in the metal walls. A stop valve should also be placed

in the exhaust line before it joins the by-pass to permit

rejsK)val of the chamber without shutting off the air com-

pressor. Also, a simple hat efficient separator should

be installed on the exhaust line if heavy liquids are to

be used.
GS

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aeiod becraai oiai eweioa &«9*i.-w -^xiLlt 'arrrsi: Sxta sebla rfJ-crf

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o;^ arcji cJ^XjjplX ^vbox? ti •nXX ;tex'j»rijce oxi^ no bsll&SBaX ed

 30

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179 180
i^'IG. XVII Fuel 1.08 gms./sec,
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j?'IG. XVIII i«^uel 1.08 gms./sec.

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 169]
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159 i6^

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PER}^Hr.ICULAH IKJECTIOH
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 66

APFENPIX
 34

/iPPEHDIX A

SYMBOLS
2
Ae - Chamber area *- in.
2
Ai * Nozzle area, inside * in*
3
d^ - Tensity of fuel - 0*83 gios./om.

Dl - Nozzle diameter. Inside - in.

Do - Ifo^zle diameter, outside - in.

Apa • Differential air pressure - in. hg.

Po - Chamber pressure ~ in. iig., gage.

Poa - Chamber pressure - psla.

Pd - Diffuser outlet pressure - in. hg., gage.

Pf - Fuel pump pressure - psi.

APf • Differential fuel pressure - in. hg.

Po • Static pressure doifmstreait of air nozzle - in. hg.,

gmge.

Poa -> Static pressure downstream of air nozzle - pais.

R - Gas constant for air - 53.34 ft. lb. /lb. Fabs.

Re -> Reynolds* number.

tn • Air temperature before diffuser - r.

Ta - Air temperature before diffuser - ^abs.

Ta - Air velocity in chamber - ft. /sec.

Vf - Fuel velocity at nozzle tip - ft. /sec.

Wa - Air weight rate - Ib/min. or gms./sec*, as indicated.

Wf - Fuel walght rate - gms./sec.

:^e>

.Mo\.aflqi CS-0 - l«irt lo x^lexx*! - ^h

.fli - dblanl ,ie^»iBi«iJb •XasoH - la
• fii - 9&iB;rifo ,iot9A0lJ^ •Iscj<«l - oa
• ail .fll - eisnsoiq li.^ ^oUaQi^^tta - aS.&

••MS t*S^ -itl <- siiJiKBonq notfoAilO - of};

• •IKHI ««a|it -Ai " ;>*«.»a»T<| 39lSao iB&ultld - JM

• isq - 9r£jMi8«'xq qjuHx I«»«t - l<i

.ad .fli - •ifl»8©-tq i9ut iai^TfleieltlT - t^lA

,.»if *al - »Xfffon *xid to auwi^cowob eijiaaoriq oxji-jt. • ::jI

• ^i^q - •is'sofi liB lo mBBVLS9La!0Ot» o^iiaaa^q oiJij^a - bo^i

o

• ^ - i©8ulli& 9HQj9di 9'ia^Bnmi/mm4 !tiA - ^^

• atfav' - taei/itia eioled ©iu^B'x»(ia8;r liA • ^T
.08«\.cri - tmtim&iio al xtlooLB^ ilA - mt
.©•a\.**t - qiJ aXssofl S.^ ^;tiooXov xwiii - TV
• fto^BOibni B,,oeB\.a«» ao .iiiffl\dX - qS»i isi^i^m liA - bW
 S5

Til* atoiaization of liquids is important for many uses,

such as spraying insecticides ancl paints, laying military

si^ke screens, unci in crying and evaporation operations; but

perhaps the jjiost important us© is in fuel burning power de-

vices. In the latx-er it is essential that the fuel be finely

atomized to permit intiaiite 'niiin^ of the fuel with as great

a surface/volume r&tio as posf^ibie, and that the fuel be

mixed as rapioly us possible with the proper amount of air

for combustion.

The ch Sir act eristics c.ost often used to describe a spray

are:

1. Prop oisie - diaiaeter of the iiuiividual particles

in the QpTty •

2. ITnlforr^ity - deviation of the diop size froai the

mean •

3. Intensity - vveight rate of flo\? of fluid per

steradian.

4* rispersion - I-atio of spray volume to liquid

volume.

5. Distribution - Patio of weight of air to fuel at

any point in the spray.

6. Penetration - P&rthest diat^iace from the orifice

along the axis of the spray reached by the spray.

35

V <

«Mi8tf xfimM lot ia&S'ioqsci eJt g uupli to

Xiaall Oil leu^ «rtcf Jailt Jft^tn^ ^

'-.'v|V

•d Iftut ^xii Waxier oflb ,€^ic<l«eor 8^ oli^t^ •li*W•^eOiit1iJe b

5 ©iii ai
•il^ noil ; o •
J -

.
f «

^» X9Ulf OS lift lo ^xijilsw Ic

 S6

?• Penetration rate - Velocity of the spray tip

along its axifu

8. Cone angle - Tne total plane angle between the

sides of the spray cone at its apex.

The physical variables affectinj;^ the spray character-

istics are licjuid nozzle geoaetry, spray container geonetry,

gas duct geometry, liquid characteristics and ^^as character-

istics. Some theoretical oonijiderations have been made to

determine the afreet of the above variables on the spray,

but quantitative relations are lacking for want of sufficient

generalized data.

Th# generally accepted theory of atomization is that

proposed by Gaatleiaan (8), who assumes that atomization is

tlie same for solid injection and air injection systems, de-

pending only upon the relative velocity of the gas and liquid.

His ligament theoxj' is that droplets form as a consequence of

sraall filaxaents of liquid being drawn out by the action of

air en the main stream of the fuel jet. According tc an

earlier investi^'.ation by K&yleigh (10), the stability of a

cylinder of liquid beiui? drawn out and ''decreasing in diameter

for any reason whatsoever ^decreases as the length of the

cylinder is increased in comparison to the dianeter of the

cylinder. i\t the point where the iength/dianeter ratio be-

comes greater than the clrcunference of the cylinder, a de-

cided instability is present and the action of surface tension

is enough to cause the cylinder of liquid tc collapse into

droplets. At low air velocities drops are formed directly

aei

•xl^ flanwJdd eljiue enf^icr isc^o^

-^«/o.a:a. s^^^^^ ^^^ ^iioi.1^. 8eXcf..ia.»V lBOiav.lq «,it

"9= V«0tJ0»r.C- Sfl^ flol^OHfli e.i.£o8 -tot OiSaB ..rt,

.tlupll ba» aa? »ji/t to ^tln ^,

IX all!

^ecrsfaBia ni ?inlBB«^09f^ &fl«

^,,0 n„^^5 ,,„^,,^ ^,^^j,^ ^^ -i^^nUyo
axlcr -to a^snex silr a. a..,..^...C ,,ve..
.0.^^ ^. ^^^

-©cf oX,tiif 10^0/ ^^, „» ^^

 27

from the jet l^ surfuoe tension alone, at high velocities

are formed by the combined ection of ligaiaent foniaation by

tlie air and surface tension, while at high orifice Reynolds'

niujibers drop formation is further augmented by the turbu-

lence of the liquid stream.

Haeniein (18) found tiiat drop fomation occurs by four

separate mechanisms. At low relative velocity of liquid and

air, the air does not appreciably affect the jet. Here the

Blijor factor in drop fonaation is the liquid surface ten-

sion, uncer the influence of which, rotationally syjarietrical

disturbances are set up in the coluxon v/hich increase until

drops are formed. As air velocity increases, the amplitude

of the disturbance increases, due to the high air velocity

in the peaks and the low air velocity in the troughs of the

liquid column. Vihen the velocity is further increased, the

initial disturbances become one-sided due to the augmented

influence of the air on the column. The surface tension in

this case retards wave formation since it tends to return

the liquid colunm to its original forn. At this point, the

Castleaan effect can be seen in liquids of low viscosity.

Filaments are torn from the main strean and small drops are

formed. Vfith still further increase of velocity, filaments

are forEied closer and closer to the nozzle until all that

can be seen is a cloud of droplets issuin^s dlreetly from the

orifice.
\G

•aWofl^^w. .oltlii^ .>i ,iioii:xiyj

.

liOii'i'-ijusj bflB xtB md^

•bu3Xiqm» a*-..- ^.^^c^i-.tricuvx ^jioox^^v UiJ aA .ddis-iol oib arfoi&

ailif 10 fJA^i/ont ^iiS r.t ^t.fr.cXor -rfr ^oX &Af bas a3l«©q autcr ni
eiiJ 5aa4>t>iOLa xL-auxiJi 31 ^twiooiav ^dj n«dV^
,
.anii^Xoo MjinJtX

6©;ffl8fflsjjii 8ii,; -ono eiiooac* aaDiiad*j:ii;fa. tint

fli floiana;t ©f5f--'tt. .rrn-fn^ ri» ed.^
. .^r^
to aoa^iiXlai

•H^ ,;f/iloq aldct JA .mot -xo acTX o;f ftanfied ftlx/plX »a$
V wol lo Bl^lnr, if ,1* rif^Ac: -j^rf »
^^^la iiBttalii^ai^

ai£ ', ,o-ij xj.iima .jxiii iii^a-iji; ale^^ m^s 3Si<ji\ aioi aia atuaffli^Xit

acffiamBXri ool#v to a t ^^ .bm^nf^r

^''^^ a
'^'^ 1.^:1-.
laaoXc 5am ol oii>

ail J Aj-ii ^xju&^LXD i,:iii/j.ji a.: , lo biK.^o ai ceaa atf nao

•aolllic
 38

The genaraily accepted theoi^'^ of atomizatlon, then,

Is that at low air velocities drops are formed directly from

the jet by surface tension alone; at high air velocities

drops are formed by the combined action of ligament forma-

tion by the air and of surface tension; while at high orifice

Heynolds' numbers drop formation is further augmented by the

turbulence of the liquid streojai.

»6
 39

msfxmsm data

Coapressor:

"Ro-Twin*' - Allls Ciaaimers Munuf acturing Co.,

Milwaukee, v«^isconsin.

relivery - $33 cubic feet pt^r rdnute at 100 pol

gage,

iipeed - 700 Km
Conpresaor Motor:

General Electric Induct ion Type.

220 v., 60 cycle, 3 piiaee, 180 amp., 75 H.P.

860 mM
I'uel iXinp:

•^Geratop" gear type.

Fuel Puskp aotor:

General Kloctric Split Ptidse ru^si stance

i H,P., 110 v., 6C cycle, 7.5 <ii!ip., 1725 ^mu

Camera

"Voightlander" f 4.5, 9 x 12 cm. film pack.

Lens; Wirgin, f 3«5» 7*5 ca. fociU length.

Fllra: Eastmu "Plua-X".

Spark Power Pack:

Heetifier Transfori^ier: ijola Gas Tube Trans-

former, 115 volt input, 15,000 volt output,
825 v.a., 60 laa.

Fil&Eient Transforricr: ^-I'Loroaroen Multivolt"

Electric Manufacturing Gosipany, Cliicago.
Type 1-11F61, 63 vatt.

Condenser: .01 mfd.

e5

" — »
""» M -
I I . ^ "

• •OO 8.,
-OS*'

.%.K ^S ,.qaa OSX ,98. ,©X0ic Od ,. OSS

jqioi/^ X«wi

T'fO \-r. ....

.t^fifi ^S^I ,.q.'i*, ^.V ,elo\ii OiJ ,.v OH ,,<3:.H ^

^^SHlSUO *IOV 000, ^X t/iJ'.iU J^uv <i.A ,-r^,,->V"

M f r ,,,, :.
 40

Rectifier Tube: Raytheon RKfi-7Z«

Resistances: 5 megohm In each lead to condenser.

Spark Gap: i** stainless steel rods with J" gap.
01^

• 9isi **i xi^Jtvr ft&oi: leecfB aaoXixlii^a "i :qBO 3fnsq3

 41

iiPPENT^IX D

NOZZLE RATA

Each nozzle consists of a polished stainless steel tube

tapered at the end and silver soldered to special brass

adapters which screw into one of the metal walls, being held
there by a nut and two lock washers, as shown in Figure IV.

The other end of the adapters connects to a one-half inch

brass fuel line. The nozzles were aligned in the adapters

so that when the end of the adapter \vaa flush with the metal

wall, the nozzle tip was in the center of the chamber cross-

section, and in the case of the bent nozzles, the bent portion

was also aligned vertically, parallel to the chamber walls.

The nozzle tips were tapered to give a cainiiaum inter-

ference between the air and fuel streams at the tip due to

wall thickness. The taper was gradual, starting approxl-

aately one-half inch from the end, and the isaximum taper cf

any one nozzle did not exceed 1^ degrees, thereby assuring

almost uni -directional flow of air along the nozzle at the

taper

No attempt, other than polishing, was made to streamline

that part of the nozzles which lay across the air stream. In

the case of the five nozzles bent for upstream and downstream

injection, that portion of the nozzle which lay along the air

stream was made sufficiently long to allow the disturbed air,

caused by the cross-stream part of the nozzle, to regain its

uni-directional flow once again before reaching the tip.

Ik^

asATCd XAio«c|ii o^ beiedloa lO'vLl^ broi bam mtii $ti hmimqsS

bXaxt 3|xii«cr ,&IIi3w Xti^em Bds lo ano o;tni waioe doldw aia^qaba

• Yl aixiBX*^ al mroxJlB sb ^aiaxieAW iooX owt baa Sua b x^ 919AS

xioiii tXaxi-oixo a ojT a;^aaiiiioo aio^qaAa axl^ lo bna isxl^o axlT

a^aJqaJ^a ad^ aI baxi;^Xa ^*iaw aaXjcsoii axlT .aalX Xanl aaaritf

Xa^am axi^ illlw dauXl bjsw la^qaft^ axlcf ^^ '^na ediS amdw S&dS o«

•aao^xo ladxKailo 9dS to i&^rnao aii:t al «asw qi^ aXssoa ail^ «XXaw

xioX^nLoq Samd 9dS ,aeXssou SaiS axlcT to aai»o ad^ al baB «xioi;roaa

• aXXair ladoueiiio &dS oS XaXXB^caq ^x-^XBoX^iaY baoslXa oaXa aaw

-lac^fil ausadalm a avXa o^ J^^aqad* ai;aw aql^ aXzsoa adT

o;^ oub qli edS l& aoaai^a Xaut baa tla adct SL99w;^ed aonanat

'Xxot<i<:i» ^Ai^iD^a ^laubBi^ aaw ^aqa;^ axl? • aaaasio Id^ XXaw

to i9qB;f mimlxam 9di baa ^bam adJ mott doal tXad-ano xleS^m

Sfti^iiaea x<f9iaf1t ^eaa-xsab ^X baaoxa ^on ftlb aXsson ano \aB

9di Sa 9jl:£^oxi suS ^aoLa tis to woXt i^inuiJOBilb'lau d^aomXa

. laqa^

anlXMsa^^a c:f aha« eaw ,^fli£ia.vXoQ a&dS ^adcfo ^Sq^ta^SSB oH

fli .1 , VI ; iXa ari^ aaouua iifj. uoxaw aaXssoa add to :J"iyq Ssd^

mBBiiBOwob boB mi^.Qi^^qu lot Saed aaX^son avXt ad^ to aaao ad«f

lie ©d:t "^iflolB XBi riolil'v eX^^-^an adct to nol^fnoq iniiS .aoi^o^lai

^ila bQataH&xD eiij woj-^^i oj :^o_ '^j.-txaioittuE aoxim ajuw joaaila

8^1 fllasar Oct «aXs::oa axtt to ^^Laq Asaa^ta-aaoTO Bd3 x^ beanaa

• qlJ^ ad^ ^idoisai a*iotad ala^a aaao woXt Xaaol^toa^Llb-lau

 42

Each tip was neasui-ed on a metallograph at a loagnifioa-

tion of 10.3 to 1. The outside diameters before the taper

were laeusured with a microneter.

Diameter Diameter Wall Diameter

Outside Inside Thickness Outside
Nozzle Gage at Tip at Tip at Tip before taper

1 Bent 10 0.1080" O.IO5O" 0.0015" 0.1330"

1 Perp. 10 0.1100 0.1020 O.OO4O 0.1280

2 Bent 12 O.O9IO 0.0845 0.0033 O.IO7O

2 Perp. 12 0.0950 0.0860 0.0045 0.10 30

3 Bent 15 0.0610 0.0550 O.OO3O O.07IO

3 Perp. 15 0.0650 0.0550 0.0050 O.07IO

4 Bent 18 O.O4OO 0.0340 O.OO3O 0.0470

4 Perp. 18 O.038O O.O35O 0.0015 O.046O

5 Bent 20 0.0320 O.O230 0.0045 0.0340

5 Perp. 20 0.0320 0.0230 0.0045 0.0340

PROPERTIKS OF U. S. NiiW I-IBSEL OIL

Flash pointy closed cup, mln 150 F

Pour point . « *^F

Cloud point 10 ^F

Viscosity, Say bolt Seconds Universal . 40

Water and sediment, max. trace

Total sulphur » nax 1.00$

Carbon residue, on 10^> bottoms, max. ...... 0.20%

Ash, max 0.01%

Corrosion at 212*^F, copper strips Passable

90% distillation temperature, max ... 675 F

Color, max 5

Ignition quality, ain. Centane nujsiber 50

Density, gas. /cm. ^ O.83

Surface tension, dynes/cm 25.0

s»

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or

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oscco 0£

JIO JSfcSI.I TViiK

.iii,.Li. ,,.T,o-:> 5^a(.jlf> .ctrri'iK)- rfn^IH

^^ ..... ^laioq "ijjol

T[® ox • * * • r • 4 , m » -
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O.cS , . . .iaoxauax^ ,aoiaaeo ostiiu^

 45

JiFFKHDIX B

cauhratioh of I^KOHETERS
Fuel Manorieter

The fuel loadft rate wad Moaaurod with a fuel over isier-

oury manometer acrosa a .025 sharp edge<S orifice in atandard

half -inch br&es tubing. Differential pressui'e in inches of

hg. across the orifice was plotted against fuel rate in grama

per second. The data for this curve, Figure SXnv» was ob«

tained by weighing the fuel uoou£aulated in a tared beaker

in a given amount of ti^e.

Ifeaimred Wt. 5lBae of Run nanometer Fuel Hate

Graras Second s In. of %. Gas. /Sec.

93.90 181.1 .98 .518

179-22 170.2 3.84 1.052

U0.68 90.4 7.74 1.557

137.00 66.4 11.87 2.002

163.20 71.0 15.75 2.30

186.25 71.2 20.11 2.620

181.00 63.0 24.21 2.870

177.85 54.7 30.52 3.245

184.50 52.0 35.67 3.545

Air Mass Hate

The air rate was uietisured t^ a standard one-inch sharp-

edged orifice. Mass rate calibrations were made for this

orifice for air by Dr. E. S. Bevans of the M.I.T. Staff, and

Figure XXXV shows curves taken froat his data. Differential

pressure across the orifice was laeasured in inches of mercu3?y

with an air over mercury iianometer. The static pressure down-

5!^

«-7«;e t^Yo X»iit » dStm !^9f%a%ts0m a aw •Sari asafli Xoiil otfT

-do acw ,l*^TXTT eijj's.t^ -9V-:roo ^ld:r "..zJ ^.t^fe arf? .inoooa i9q

auH ic? air;jtT .^H

£

8X?. 69. x.xdx 09. C^

S^O.X s.ovx ^ii,9VX

^ea.i 4V.V 4i.0l? nii.O^l

SOO.i. rn.j;: 4i*8a OO.Tfl

<V.vX o.xv u:*.^ox

:.ii XX. 0^ s.X? ^s.dax

- LSi.A^ O.Ci> oo.xsx

<Ai.i ii<.U^ ^.4^ ^a.vvx

<t4i?.f. Vi^.^C o,s$ Q^.ASX

(»^aH a«aM ilA

'-quails iioflX-«no Jr^ '"^flifl^a a frf Ik>i. »ftw »^*?r! lie ©HT

fiyBii ,t^»:r2 .T.I.*- 9tiS to aiuiTsfi .B .S .Tt id hXb lol •oitlto

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XtuoiQ& to aodoffl i 3011X^0 {3iiS aacnoA a^tfaaa^tq

-mvob aiuaaalq oUa^a ^^ Tio^'iO''^ 'la^o tIa ffa iUtim

 44

stream froa the orifice was measured with an open end mer-

cury manometer in inches. The air temperature was measured

at the entrance to the diffuser and the correction to the

mass rate ciade as indicated on the figure.

Chamber Pressure

Because the chamber had to be removed frequently in

order to change nozzles and clean the transparent walla, it

was deemed impractical to install a penaanent static pres-

sure tap in the chamber for measuring chamber pressure.

Instead, calibration curves (Figure XXXVI) were constructed

between a permanent pressure tap in the k^ x 4" section at

the outlet from the air diffuser and a temporary pressure

tap replacing the fuel nozzle in the spray chamber. Two

calibration curves were necessarj^ for determining chamber

pressure because the chamber exhaust piping was lengthened

starting witli Run 121, thereby influencing both the chamber

pressure and the diffuser outlet pressure.

Original Chamber Kxhaust Piping

Diffuser pressure (In.Hg.) Chamber pressure (In. Eg.!

10.1 9.8
10.9 10.0
11.7 10.0
12.4 9.9
13.0 9.8
13.7 9.6
14.5 9.3
15.4 9.1
16.3 8.9
17.8 8.7
18.5 8.3
19.8 8.0
23.0 7.8
btnu^itmA SBW •?u^i»*ieqnds< il ill i9;i9mQsum. x^uo

nl 'Ci^xseupait ft^^voaisi '

bad •xscfoBxio ©ill^ eai/iiosfi

fte;roi;i^afioo ei»w f"nrrTT fiiMu^l^) nsiriuh "'^-Pi^w^^MBo ,Jbfe9J^«ni

•niiscftiiq 'fiaTioqascr b bins tQ^u^ttlb %ln o4;t moal ^©I^wo sAf

owT .ledjtfiilo ^BTcqa »il* aX •Xs«c'^ '*-'^"t ed^r ^l0£slq«% qs^

A«ixoii^:S^iieX Sisw gniqlq ^ai/Bxlxo uadfluiiio ^lU aauAoo^ eiif&nsiq

ledmsdo tnii dSo^ ;^tU»aeul^al ^cld'xtyxi;^ ^XSX ojjH dc^Iw • '^'Cb^a

yksii<ll% ^muisnix:^ ^tedjmxiO XaflXai^iO

s.e x,ox
o.ox e.ox
o.ox v.xx
e*? 4.SX
S.9 O.CX
e.^ v.a
x,9 4. ax

v.B e.vx

0.8 8,9X
8.V 0,CS
 45

Moclified Chaaber Kxhaust X^lpin^

Dlffuser pressure (In.Hg.) Chdiaber pressure (In.Hg*)

7.4 7.0
8.1 7.2
9.0 7.3
9.8 7.3
10,5 7.3
11.3 7.2
12.3 7.1
13.0 6.9
14.2 6.6
1^.4 6.4
16.8 6.1
19.4 5.8
22.8 5.9

Spark Timing

An attempt was made by Robillard to cieasure the duration

of the spark and, consequently, the exposure time for the "in-

stantaneous" photographs of the spray. He indicates that the

-7
exposure time is less than, 25 x 10 ' seconds. Ho further at-
t«apt at physical measureiaent of the spark time was ciade by

the authors, since it was felt that more accurate information

than that given was not vital to a qualitative investigation.

31^

->» • >

S.V X.8

C.V <i.Oi
S.V C./i

9.d ©•ex
<i.d 4i.$X ^^
I.d S.dX

aiol$tusnota.X ^Satuoo'^ 9-ior ;J8d-t ui»i e^^vv c^l sonia ,aaon:ri<B »ti^
 47

FlCxUREi XXXV
CALIBRATION CURVE FOR OME INCH AIR ORIFICE FROtI DATA OF /?.$. 5fW4W3
STATIC PRESSURE DOWNSTREAM OF ORIFICE -MR TtHPERATU^E 7SF^

80EEEEEE
70=-- = " ^B
«d= = - = = =
\

40EEEEEE
tn i tfr T

III yiy^
iii:; :::::::: :: ::

3«= = = = -

2»EEEEEE
11 I
\
uWEnu

Of
*u
--

;
-....^.1
!
«'
--
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 55

SAMPLE GALCULiiTIONS

Run 180 - Nozzle 5 roYmstream with jyiodlfied chmaber exhaust

piping*

Calculate: (1) Fuel weight rate, (2) fuel velocity, (3) air

weight rate, and (4) air velocity.

Assume: (1) Compressible, steady state air flow in the

constant area chamber. This assumption Is valid

for the maximum Mach number encountered, approxi-

mately 0.6.

(2) The temperature of the air ijreceding the air

diffuser constant and equal to the temperature of

the air in the chamber. The variation in tempera-

ture preceding the diffuser in all zuns was no

greater than four degrees and the laaximum tempera-

ture difference between it and the chamber tem-

perature was iO^F, this maximum occurring only at

the highest air rate. To simplify tedious calcu-

lations, a mean temperature of 95^F was used for

all runs. The maximum error in air weigtit rate tqr

this assumption was 2^ at the highest air rate,

less for lower air rates. Since the use of Figure

JOOCV gave an error of approximately 5^, this as-

sumption was justified.

35

§1^ aj^IMAct

• X^iooXav iIb (^) f>flfl

eAS ttl voll *xl& e$ti^n X^Ae^B ^eXJisaotqi^oD (i) :c)ii

on aewr eniw: lis al tQ^.u^llb 9dS artl&oo?;tia air/;t

^B xLao ^xxliTiiODo ?5UE:lx.^^3Tf BisH ,vOi ^, 3w 9ti;:fi?rtorr

-yoXno aiiolfjoa \|.;i.i;iiiia o'l .sjicsi iXti Jtou*ij,iu enj

'^ •;ti»i i'iiji-t^''^ '^^^ "^ 'Toils 3rcislxflf^ srlT •anin lis

•li/a^^^ ^o ®QiJ •^^ *• .aecTA^ tIb *X8woX not aeeX

-a» •li1;> ,^^ xXft^fl^i^-oTAf^K "to loits nn evs-si VXXX

 56

I^^JXllli^ A.M-4 Vi'^JkAwVr WA>X^ A. A WXHIn/

(Cont'd)

Givan: t^ = 95F Ta r 555F abs.

Pf - 90 psi.

APf - 4.0 in. hg.

A Pa s 6.2 in . hg

Pd = 11*3 in. hg. gage

Po : 11.0 in. hg. gage Poa : 20.1 psia.

df 5 0.S3 gms./oa.^

Di = 0.023 in. Ai s 4.155 X 10"^ in? for

nozzle 5 Downstream
AC s 1.0 in.^

solution; (1) With APf - 4.0, enter curve, Figure XXXIV,

read ?^f -1.08 gsis./seo.

= 1.06 geis. /sec.

4.155 X 10-4 in? 0.83 ££8 6.45 2Sl 30.48
^
55jl
cm-^ ii? TT:

= 15.9 ft. /sec.

(3) With APa r 6.2 and Poa ^ 20.1 psia, enter

curve, Figure XXXV, read Wa r H.O Ib./ain.

Wa (corrected for temperature)

= Wa (1.06 - 0.0008 t^F)

r 11.0 (1.06 - 0.008 X 95)

= 10.81 Ib./min.
- 10.81 Ib./ffiin 453.6 gms./lb .
60 sec./min.

= 81. 9 gas. /sec.

 aa

W»AV«A.A Jt.4. .,*^ .^n^tA^

•leq 09 s ^

.S;i .Hi S^.a r

.fll«q X,OS s fio^ ©3ja^ .»;! .ai O.XX r ol

mseiSBtxwoil ^ ©Xssoii
".lii a.x s dA

.©•«\.eiia 80.1 r IV

^
:,.,..--.

, w (<r)

TH ^ <flo

, Ode ^. eft

ie:J'flo ,i»l«q X.OS = bo*I 6xiii S.d - aFl (^ d^l^i (C)

(%;r 8000.0 - dO.X} bM =

(^9 X 800.0 - do. I) O.XX z

X3.0X =
tia\.tfX
" ^ 0.i.<^ aLa\.dX X8.0X ^
• flljl\.!>«8 Od
 57

SAMPLK CiiLCULjlTIONS
(Cont'd)

(4) With Pd r 11.5, enter curve, Figure XSXVI,

modifiecl chamber exhaust piping, read

Po r 10.0 in. hg. gag©. Pea s 19.6 psia.

Then Va r ^^ ^ '^ ^ where R is the gas

Foa riC
constant for air s
53-34 ft. lb. /lb. P abs.

5
61.9 fSf-
sec.
53.34 JM^V
i.a.Faba.
555 F abs.

19.6 ii- 1.0 in.^ 453.6 f|§-

in. ^^

= 272 ft. /sec.

\Mr

8HQI . u...a

,IYZXX •lii^i^ ,©V£i;o lecTiia ,<J,XI s iiH il;flW (^k)

bmmi ^:^lfilq^ Saaaaxm fdmitdo b^l'x thorn

BBS •d^ 8l 5! p-tfrflw ^^ ^;

. «W i- . . a X • 0*ft -

•2S d.C^^ ^'.ai O.X -^ d.9X

.©••\«^t SVS -
 58

APPENDIX H

LITEIUTUHE CITATIONS

1. Sauter, J., "Peteriaining Size of Drops in Fuel Mixture

of Internal Conbustion Engines", NACA T.R. 390, 1926.

2. Sauter, J., "Investigation of Atpmization in Carburetors"

NaCA T.M. 518, 1929.

3. Lee, D, ¥/. , "The Kffects of Nozzle Design and Operating

Conditions on the Atomization and Distribution of Fuel
Sprays", NACa T.R. 424, 1932.

4* Lee, D. W., "PhotOBiicrographic Studies of Fuel Sprays",

HACA T.R. 454, 1933.

5. Lee, D. W., "A Gomparison of Fuel Sprays from Several

Types of Injection Nozzles", NACA T.R. 520, 1935-

6. De Juhasz, K. J., "Results of Recent Oil Spray Research",

Trans. ASlflE OGP-51-9, 1929.

7. De Juhasz, Sahn & Schweitzer, "On the Formation and Dis-

persion of Oil Sprays", Bulletin 40, Penn. State College
Eng. Experimental Station, 1932.

8. Castleiaan, R. A., Jr., "The Mechanism of the Atomization

of Licuids", Research Paper 281, Bar Standard J'ournal
Research, March 1931.

9. Castlesian, R. A., Jr.,"Mechanisa of Atomization Ac*

companying Solid Injections", HACA T.R. 440, 1932.

10. Rayleigh, Lord, "On the Instability of Jets", Proc.

London Math. Soc, Vol. X, pp 4-13, 1878.

11. Longwell, J. P., "Fuel Oil Atomization", Sc.D. Thesis,

M.I.T., Course X, 1941.

12. Kolupaev, P. C, "Atomization of Heavy Fuel Oil", Sc.D.

Thesis, M.I.T. Course X, 1941.

13. Snuggs, J. F., "Atomization of Heavy Fuel Oils", S.M.

Thesis, M.I.T. Course X, 1938.

14. Robillard, G., "Atomization of Liquid Fuels in an Air-

stream", S.M. Thesis, M.I.T., Course X, 1947-

j^ammmmmamtmmmam
&e

.dS9I ,OQC -a.T AO.iM ,«8anl^a iioi+ iBCfnl ^o

.'^Si9l ,31^ ^ll.T AOAK

Xe ciot:fu61 bna nol^Axlmo.^A eil;^ no anoX^ififloO

. C9X ,^24 .H.T AOAM , "aTjaiqS

• CC^X iM^ .a.T AQAll

X0i«T«8 «o*tl ets'i^TO Leist to aoaliAqAoO a" ,,ff .J ,eoJ .$

.^e^X ,0S^ wl.T AOAM ,''a©X«.^oH nolitoetnl lo aaq^T

«*^iftoiL0eaafl x^iqa XXO ^oeoaH \o bc^XuboH" ,.1^ .]I ^sbbjIuI aa .6

.^S^X ,9-I5-*^00 ataA .ana^T

-aXcr £ins floi;rBtfic^ 9d& aO"* «ias^lawifo8 4 aiIjbS ,aaaxlxiX aC .^

aaeXXoO a^a;r8 .Oiia^ ,0^ ni^tiXXuQ ,*'8xaiqB XIO to nolaiaq
-
^ *^
<?i , aoii aSh lai naaliaqxS . anX

aoli^aclmo^A axl^ '^

c •A .H ,iiAMiaXi8aO .8
XaiTSyo'l Ma&niav, ^.^ ..^.L^ . seH ,''a51wolJ to
doinU ,xioiBaaaH
*dA aolSBslmo^A to flKlaailauM" ,.:c.* .A .H ,aaMaX;t8aO , .9
.SC^X ,04«ii .H,T j^j/J! ^''aaoliJootal MXoa anlijaBqiCOO

• aoa<J ."a^TttX to t^Ilid^---" aiU aO« ,&r£OJ ,iisidX^aH .OX

.8^8X ,CX-4i .loV ,.ooa .ii^taM nofinal

«alaaifr •(T.o8 ,*»floi^i5^L;.^,. XIO Xaii^ ,•*! .X .XXew^noJ .XX

.X^eX ,X aaiiioO ,.7,I.M

.a.aa t'VCXO XaxiH xVijaH lo noi^Bslr.o^TA-' ,,0 .^ ,vasQuXo3l .SX

.i4^X ,X aaiiiaO .T.I.M ,aXaailT

.^^,3 ,"eilu LBiJ% x^^^H to iioi^fisiaw^A" .f .X ,as3|«nC , .CX

.ac<'X «X aaxuoO .T.I.U ^alaailT

-•xlA aa al sleui biugU tc ~ vtasiMO^A** ,,0 ,ftnaXXidoH .4X

.V49X ,X aaiuoO ^ .M ,aXaoin! .tji.a ."iiaai^e
 59

LI'I^RilTUitE CITATIONS

15. Nukiyama & Tonisawa, "iin Experliaent on the Atomizatlon

of Liquid", Report 1-6, Trans. 3oc. Mecii, Bug., Japan,
1938-1940.

16. British Fuel Research Board Report for the year ending
March 31, 1938.

17. Lewis, Edwards, Goglia, Rice and Smith, "A Study of the
Atomization of Liquids**, National Defense Research
Conaittoe, riv. 10, OSRB No. 6345, Oct. 10, 1945.

18. Haenlein, "I is integration of a Liquid Jet", NACA T.M. 659,

1932.
19. Bishko, H. at Freudenthal, B. R. , Atomization of Fuel
**

Oil", M.S. Thesis, K.I.T. , Course X, 1925.

20. Leisin^ & Rice, "Tlame Propogation in Fuel Oil Sprays-,

M.S. Thesis, M.I.T., Course XIII-A, 1946.

21. Pfieffer, Murati & Engel, '^iUxing of Gas Streams", M.S.

O^iesis, M.I.T., Course XIII-A, 1945.

22. Esso Laboratories Progress Report on "Study of Combustors

for Supersonic Ram-Jet" Period April 1, I946 - June 30,
,

1946. (CONFIDE^TI/JL).
 J
63

T^trrr- .rr^FTT
SljQIT ATI

'

^luaq,/' ,aiii»-tT ,d-X i"iOqe ^^

^iii£)Ji» lam^ 1 ,dX

• . ^ - -^ .vx
DAIS DUB ,.'.0 i J jJ .* ^j— C w *i.

'1
Feb '49 ^
,fli»Xn«BH • 8X
,t'<0 .ii.T ^
l6Feb'49

JttI -TT '^'•^ I'ifJ

'{ .H ,05(xl8iS .ex
,«.U ,"XXO

|;
..' -'Tie Is!* .OS
."Bxe^jr--

.xs
.b.M /'enef*-*^

aio^^axid.-w^ .
oaaS .ss
e«i/T. -
,0C •
<t*<X
 Thesis 6501
E6 Erkenbrach
Al r atomizatlon of
fuel oil.

Thesis 6501
E6 Erkenbrach
Air atomization of
fuel oil.