MERMOSE project Results and Perspectives

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MERMOSE project Results and Perspectives http://mermose.onera.fr/ D. Delhaye (Onera) & O. Penanhoat (Snecma) With input from: D.Ferry (CINaM-CNRS); F.-X. Ouf (IRSN), C.

1 MERMOSE project Results and Perspectives D. Delhaye (Onera) & O. Penanhoat (Snecma) With input from: D.Ferry (CINaM-CNRS); F.-X. Ouf (IRSN), C.Focsa (PhLAM-CNRS); X.Vancassel (Onera); J. Burguburu (Snecma); N. Harivel (Snecma); D.Gaffié (Onera) FORUM-AE WP3 Workshop on nvpm Hosted by MMU Manchester 10th January

2 Mermose project 2/30 Impact of aviation on global warming is a major concern. In this context, the French DGAC is funding six projects in order to provide a better understanding of contrail formation, a better evaluation of their impact on climate, and new detection and avoidance management means. MERMOSE, the first of these projects, led by ONERA, and with SNECMA as partner, aims to provide a modern aircraft engine emission dataset and to study ice nucleation on emitted soot particles. The project is 2 folds: one part with complete characterisation of fine particles behind a modern SaM146 turbofan from SNECMA and a tubular combustor representative of this turbofan combustor ; a second part with fundamental characterisation of soot particles and their impact on ice crystals formation. In parallel to its scientific objective, this project provides valuable information in the frame of the current work to propose a future nvpm standard.

Engine Campaign / Tested engine 3/30 The campaign was performed

This engine developed by SNECMA in collaboration with NPO

It is a modern mixed flow Turbo-fan with an optimised RQL

3 Engine Campaign / Tested engine 3/30 The campaign was performed on a SaM146-1S17 engine. This engine developed by SNECMA in collaboration with NPO Saturn was certified by Snecma in June It is a modern mixed flow Turbo-fan with an optimised RQL single annular combustor ; For -1S17: OPR = 21,9 & BPR = 4,42 & F00 = 69.21kN OPR This engine equipes the Russian regional jet SSJ100.

4 Engine Campaign / General data 4/30 The campaign was performed at Snecma Villaroche. The measurements were performed on 6th, 7th, 11th and 12th June with Onera, IRSN, CNRS and Snecma teams. The engine tested was an un-mixed flow configuration, in the same way it was for the pollution certification of SaM146 (it enables to realize representative sampling in the primary nozzle exit). The sampling system was the one used for the SaM146 pollution certification: it is a single orifice probe moved by a robot. 2 chains were used: the Snecma gaseous pollutant chain which is fully compliant to Annex 16 Vol. 2, and the Onera fine particles chain which is not fully compliant to AIR6241.

5 Research: Mermose set-up specificities 5/30 Close to the engine as possible Size distribution (SMPS+E, SMPS+C, DMS 500) upgrade Pegasor (Number & Mass at the same time) NSAM (effective surface area density µm²/cm 3 ) Laboratory samples (TEM, FTIR, EC/OC, Laser desorption-tof- MS, SIMS, Raman)

6 Engine Campaign / Test bench 6/30 P2 Snecma/ gaseous pollutants Chain Onera/fine particles Chain

7 Mermose engine campaign set-up 7/30 CO, CO2, NOx, UHC Gas measurement Mini-Impacteur Mini- Impactor 1.5L/min THE 4L/min P DMS L/min THE SMPS+C SMPS+C TSI 0.3L/min Pegasor 4L/min SMPS+E Grimm 1.5L/min 2L/min Dilution VKL10 Heated N 2 CO 2 Nitrogen heating Thermodenudor 60 C DMS 500 CPC Grimm L/min CPC Grimm L/min Grimm Onera - IRSN PEGASOR Cyclone Splitter MAAP MAAP L/min NSAM 2.5L/min NSAM 160 C 35 C Not heated

Engine campaign / Set-up versus AIR-6241 8/30 Main differences are given hereafter ; They were due either to practical or historical reasons, or to address the scientific purpose of Mermose Sampling

8 Engine campaign / Set-up versus AIR /30 Main differences are given hereafter ; They were due either to practical or historical reasons, or to address the scientific purpose of Mermose Sampling line from probe tip to diluter: Actual length=13m (AIR length < 8m) ; 1st splitter to diluter (3PTS) actual length=3.5m (AIR length < 1m). Diluter (3PTS): N2 was heated at 35 C (AIR6241 = 60 C). Flowrate after diluter actual value=21 slpm (AIR value = 25±2 slpm) Sampling line from diluter exit to cyclone (4PTS): actual length < 0.5m (AIR length=24.5±0.5m) ; actual material=stainless steel (AIR = PTFE); actual internal diameter=6.35mm (AIR ID=7.59mm-8.15mm). Line heating control actual temperature=35 C (AIR = 60 C). Measurement section: no flowmeter ; thermodenuder used instead of VPR with a dilution stage. Mass concentration instrument (MAAP) not compliant.

9 Ramp II Poussée Moteur [% LTO] Ramp I Poussée Moteur [% LTO] Work plan 9/30 2P1-2P2 Line loading Having a stable signal coming from a new line 3P2 «temperature» test Measurement sensitivity to the temperature of sampling probe Determination of the miminum temperature for a stable signal Ramps Hotest point n 11 Coolest point n 10 4P1 to 4P point 10 Pt Pt 0 Pt 16 Emission cartographies for %LTO engine thrust Investigation of 17 points with a 1 to 5 minutes of stabilisation on each Temps [min] point 10 point 11 point 10 point 11 point Temps [min] 3 Pt Pt 8 16 points on a plan at 5 cm from engine exit i g h f e d b c Pt a 7P2 Fine radial investigation at an engine thrust of 85% LTO Evaluation of the homogeneity along a radius from the boundary between hot and cool flow to the middle of the hot flow

10 Engine campaign / specific technical difficulties Diluter inlet pressure at low engine ratings At 7% power, pressure at probe tip is close to 1 atm and diluter inlet pressure was too low to perform satisfactorily particles measurements. This difficulty may be amplified by the single hole probe system but other reasons are also identified. Solutions are investigated to solve the problem (respecting simulaneously residence time constraints). Gas sample temperature at probe exit/heated line entrance: 10/30 To comply with AIR6241, gas should be maintained above 418K from probe tip to heated line entrance. However, for practical reason, it had to be cooled below 473K (200 C) before entering the heated line which for the single orifice moving probe must be sufficiently flexible, and was in PTFE. Complying with these 2 constraints, for the various engine ratings and the various probe positions, was uneasy. The effect observed on particle results seems however moderate. Nevertheless, a solution is investigated. See SAE-E31 presentation (Dec 2013).

11 11/30 Results

12 Morphology & structure 12/30 Measure

13 Primary particles size distribution 13/30 Author Autor Source Number of particle N Type of distribution Geometric diameter Dpp (nm) Standard deviation % Airport MER MOSE

14 Chemistry 14/30 XREDS Laser desorption-tof-ms, SIMS, RAMAN, FTIR

15 EC-OC/TC ratio (Sunset Lab., IMPROVE protocol) 15/30 Thrust [% LTO]

16 Surface area density Surfacic concentration [µm²/cm3] Surface area density = f(% thrust) 16/30 point Gas measurement P 2L/min Dilution VKL10 Heated N 2 DMS L/min 160 C 35 C Not heated CO 2 Cyclone Splitter NSAM 2.5L/min % 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 110% Thrust [% LTO] NSAM Point 11

17 Surface area density Surfacic concentration [µm²/cm3] Surface area density = f(point) 85%LTO 17/ Point / point % DMS % rampe I _ DMS500 85% rampe II_DMS500 85% 2P2_DMS500 85% 3P2_DMS500

18 Size [nm] Size distribution = f(% thrust) 18/30 Gas measurement point Mini- Impactor 1.5L/min P 2L/min Dilution VKL10 Heated N 2 DMS L/min 160 C 35 C Not heated Point SMPS+C TSI 0.3L/min CO 2 Cyclone Splitter SMPS+E Grimm 1.5L/min % 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 110% Thrust [% LTO] SMPS+E DMS 500 SMPS+C Polynomial (DMS 500) Polynomial (SMPS+C)

19 Diameter [nm] Size distribution = f(point) 85%LTO 19/ Point SMPS+C : ~50 nm DMS 500 : ~37 nm SMPS+E : ~35 nm 20 36,2 36, ,2 35,9 35,9 36,3 85% DMS % SMPS+C_modal 85% SMPS+E modal 85% rampe I _ DMS500 37,0 85% rampe I_SMPS+C_modal 37,385% rampe II_DMS500 85% rampe II_SMPS+C_modal 85% 2P2_DMS500 85% 2P2_SMPS+C_modal 36,7 85% 2P2_SMPS+E_modal 85% 3P2_DMS500 85% 3P2_SMPS+E_modal 85% Rampe I_SMPS+E_modal point

20 Mass density Particles mass [mg/m3] Mass concentrations = f(% thrust) 20/30 masse 11 3,50E+00 3,00E+00 Gas measurement 2,50E+00 2,00E+00 1,50E+00 1,00E+00 THE 4L/min Pegasor 4L/min P 2L/min Dilution VKL10 Heated N 2 CO 2 DMS L/min 160 C 35 C Not heated Cyclone -20% Splitter Limit of detection 5,00E-01 MAAP L/min Point 11 0,00E+00 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 110% Thrust [% LTO] pegasor MAAP

21 Mass density Particle mass [mg/m3] Mass concentrations = f(point) 85%LTO 21/30 4 Point 11 3,5 3 2,5-20% Pegasor 2 1,5 1 0,5 Filter THE 3,15 3,02 3,08 3,14 3,91 3,28 / 3,27 3,70 4,15 MAAP Limit of detection ~1 mg/m 3 0 3,61 3, , , ,55 / 3,57point 3,83 3,14 3,30 85% MAAP 85% Pegasor 85% filtre 85% rampe I _ MAAP 85% rampe I_pegasor 85% Rampe I_filtre 85% rampe II_MAAP 85% rampe II_Pegasor 85% rampe II_filtre 85% 2P2_MAAP 85% 2P2_pegasor 85% 2P2_filtre 85% 3P2_MAAP 85% 3P2_filtre

22 Number density Particles number [part./cm3] Number concentrations = f(% thrust) 22/30 point 11 3,50E+07 3,00E+07 Gas measurement 160 C 35 C Not heated 2,50E+07 Cyclone Splitter P DMS L/min 2L/min Heated N 2 2,00E+07 1,50E+07 SMPS+C TSI 0.3L/min Pegasor 4L/min Dilution VKL10 CO 2 CPC Grimm L/min 1,00E+07 5,00E+06 0,00E+00 Point 11 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 110% Thrust [% LTO] CPC ONERA pegasor DMS 500 SMPS+C Polynomial (CPC ONERA) Polynomial (pegasor) Polynomial (DMS 500) Polynomial (SMPS+C)

23 Number density Particles number [part./cm3] Number concentrations = f(point) 85%LTO 23/30 4,00E+07 3,50E+07 Point 11 3,00E+07 2,50E+07 2,00E+07 SMPS+C DMS 500 1,50E+07 1,18e7 1,22e7 / 1,21e7 1,00E+07 1,17e7 1,31e7 1,19e7 1,38e7 CPC Pegasor 5,00E+06 1,33e7 1,19e7 1,35e7 1,36e7 0,00E+00 1,35e ,31e7 1,26e7 1,31e7 point 1,30e7 1,23e7 1,31e7 1,30e7 85% CPC ONERA 85% Pegasor 85% DMS % SMPS+C 85% rampe I _ CPC 1,31e7 1,28e7 / 1,30e7 1,26e7 85% rampe I_pegasor 85% Rampe I_DMS % rampe II_CPC 85% rampe II_Pegasor 85% rampe II_DMS 500 1,21e7 85% rampe 1,19e7 II_SMPS+C 85% 2P2_CPC 1,22e7 85% 2P2_pegasor 85% 2P2_DMS % 2P2_SMPS+C 1,17e7 85% 3P2_CPC 85% 3P2_DMS 500

24 xco2 (%) Engine campaign / Emissions indices gradients 24/30 Emission indices are derived from particles concentrations and xco2 5,00E+00 Traverse measurements at 85% (JetA1) - xco2 1,18e7 1,17e7 1,19e7 1,22e7 / 1,21e7 1,31e7 1,38e7 4,50E+00 4,00E+00 3,50E+00 1,19e7 1,26e7 1,23e7 1,31e7 1,19e7 1,35e7 1,31e7 1,31e7 1,28e7 / 1,30e7 1,22e7 3,00E+00 2,50E+00 2,00E+00 1,50E+00 1,00E+00 5,00E-01 0,00E Radius

25 EIn (#/kg) - adim Engine campaign / Emissions indices gradients Number emission index at 85%: CPC concentration values exploited up to 25% variation observed Fine radial measurement shows smooth evolution Values are of the same order as those observed recently (A-PRIDE 5) on CFM Traverse and fine radial measurements at 85% - EIn (adim) 25/30 1,05E+00 1,00E+00 9,50E-01 9,00E-01 Ein (136 ) EIn traverse (45 ) Ein traverse (135 ) Ein traverse (-135 ) Ein traverse (-45 ) Check 8,50E-01 8,00E-01 7,50E-01 7,00E-01 y = -1E-05x 2 + 0,0022x + 0,

26 EIm (g/kg) - adim Engine campaign / Emissions indices gradients 26/30 Mass emission index at 85%: Pegasor concentration values exploited up to 25% variation observed 1,05E+00 Traverse and fine radial measurements at 85% - EIm(adim) EIn traverse (45 ) 1,00E+00 9,50E-01 9,00E-01 Ein traverse (135 ) Ein traverse (-135 ) Ein traverse (-45 ) Check 8,50E-01 8,00E-01 7,50E-01 7,00E radius

27 Eim (g/kg) adim EIn (n/kg) adim Engine campaign / Emissions indices 27/30 Average emission indices in mass and in number were obtained for all engine powers except 7%. Values are of the same order as those observed recently (A-PRIDE 5) on CFM Maximum values are achieved around 85% LTO. EIm (from Pegasor) - adim 0,90 0,80 0,70 0,60 0,50 0,40 0,30 0,20 0,10 0,00 0% 20% 40% 60% 80% 100% 120% % régime EIn (from CPC) - adim 0,90 0,80 0,70 0,60 0,50 0,40 0,30 0,20 0,10 0,00 0% 20% 40% 60% 80% 100% 120% % régime

Combustor Campaign: Objectives 28/30 Simulate precisely the cruise (P3, T3, FAR) condition Combined with engine measurements, should permit to extrapolate engine cruise particles emissions Compare

28 Combustor Campaign: Objectives 28/30 Simulate precisely the cruise (P3, T3, FAR) condition Combined with engine measurements, should permit to extrapolate engine cruise particles emissions Compare measurements with those at the engine exit for LTO ratings Assess potential evolution of particles between the combustor exit and the engine exit Perform sensitivity analysis at LTO conditions and conditions Potential useful input for the future particles standard: o To address correction to reference conditions o To make recommendation on the measurement protocol cruise Input for numerical simulation to better predict particles emissions

Combustor campaign: Description 29/30 Particles measurement campaign: With a tubular combustor representative of SaM146 annular combustor (same injection system, same air flow distribution) Delivery

29 Combustor campaign: Description 29/30 Particles measurement campaign: With a tubular combustor representative of SaM146 annular combustor (same injection system, same air flow distribution) Delivery of the combustor: march-april 2014 Test of the impact of pressure drop on particle signal: may-june 2014 Campaign: may-september 2014 Targeted power: 7%, 30%, 70% (ground conditions), cruise (real conditions), 85%, 100%. Sensitivity analysis: On P3, T3, FAR Particles: - 2 phases: real-time measurements / Laboratory sampling - Updates from SaM 146 engine campaign closer to AIR) but same core (some items Main challenge: keep particle concentrations within management of the Pressure drop (from bars to atmosphere)

30 Conclusion 30/30 The engine campaign : - Very good cooperation between all project members (ind, res. centers, ac. ) - Nearly 411 minutes of engine time for effective measurements of the particles + 74 min gas measurements, everything on 4 days - CAER framework: Alternative fuel tested ( % LTO) Measurement protocol : - High experience gained and key points still investigated - Useful lessons learnt on AIR6241 application for single hole probe system - Specific work on line conditionning, temperature sensitivity, fine traverse - Cast: Correlation between setting & engine emission Results : - Complete particles emission data for 30% to 100% LTO engine thrust: real-time and laboratory ; only DMS 500 data for 7% LTO - First set of representative results of SaM146 mass and number particle emissions Next steps : - Combustion chamber campaign - Data exploitation & communication

31 Thank you

32 Back-up

33 10:14:53 10:16:19 10:17:46 10:19:12 10:20:38 10:22:05 10:23:31 10:24:58 10:26:24 10:27:50 10:29:17 10:30:43 10:32:10 10:33:36 10:35:02 10:36:29 10:37:55 10:39:22 10:40:48 10:42:14 10:43:41 10:45:07 10:46:34 10:48:00 10:49:26 10:50:53 10:52:19 10:53:46 10:55:12 nombre particules [part./cm3] consigne 150 C consigne 160 C consigne 180 C Température [ C] Temperature sensitivity point ,80E+06 1,60E+06 1,40E+06 1,20E+06 1,00E C 116 C 132 C 125 C 127 C 162 C 161 C 182 C Temps [min] 8,00E+05 6,00E+05 4,00E+05 consigne xxx C artefact lié au prélèvement température sonde mesurée temps [hh:mm:ss] CPC ONERA CPC IRSN MAAP >132 C for stable signals

34 17:08:10 17:09:36 17:11:02 17:12:29 17:13:55 17:15:22 17:16:48 17:18:14 17:19:41 17:21:07 17:22:34 17:24:00 17:25:26 17:26:53 17:28:19 17:29:46 17:31:12 17:32:38 17:34:05 17:35:31 17:36:58 17:38:24 17:39:50 17:41:17 17:42:43 17:44:10 17:45:36 17:47:02 17:48:29 17:49:55 17:51:22 17:52:48 17:54:14 17:55:41 nombre particules [part./cm3] Poussée Moteur [% LTO] Ramp I 100 point ,60E+06 1,40E % LTO DR=9,9 Ramp I pts 10 85% LTO DR=9,9 Temps [min] 100% LTO DR=9,9 85% LTO DR=9,9 70% LTO DR=9,9 1,20E+06 1,00E+06 8,00E+05 6,00E+05 4,00E+05 2,00E+05 0,00E+00 30% LTO 7% LTO 7% LTO 30% LTO temps [hh:mm:ss] CPC ONERA

35 17:12:29 17:13:55 17:15:22 17:16:48 17:18:14 17:19:41 17:21:07 17:22:34 17:24:00 17:25:26 17:26:53 17:28:19 17:29:46 17:31:12 17:32:38 17:34:05 17:35:31 17:36:58 17:38:24 17:39:50 17:41:17 17:42:43 17:44:10 17:45:36 17:47:02 17:48:29 17:49:55 17:51:22 17:52:48 17:54:14 17:55:41 17:57:07 17:58:34 18:00:00 Nombre de particules [part./cm3] Poussée Moteur [% LTO] 100 Ramp II point 10 point 11 point 10 point 11 point Rampe II Temps [min] 1,80E+06 1,60E % LTO DR=9,9 100% LTO DR=9,9 85% LTO DR=9,9 85% LTO DR=9,9 70% LTO DR=9,9 70% LTO DR=9,9 30% LTO DR=14,6 30% LTO DR=14,6 1,40E+06 1,20E+06 1,00E+06 8,00E+05 6,00E+05 4,00E+05 2,00E+05 zero avec filtre HEPA 100% LTO DR=7,2 85% LTO DR=7,7 70% LTO DR=9,6 0,00E+00 Temps [hh:mm:ss] point 10 point 11 CPC ONERA

36 Back-up / Fuel Properties 36 Complete chemical analysis was performed of tested fuels

nvpm Measurements at Rolls-Royce

nvpm Measurements at Rolls-Royce FORUM-AE non-co2 Emissions Workshop Denise Ahrens, Paul Madden, Mark Johnson Berlin, 8 th -9 th March 2017 Rolls-Royce Deutschland Ltd & Co KG The information in this document