Chemical ionization mass spectrometric measurements of SO2 emissions from jet engines in flight and test chamber operations
Chemical ionization mass spectrometric measurements of SO2 emissions from jet engines in flight and test chamber operations
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飞行和测试室操作中喷气发动机 SO2 排放的化学电离质谱测量
DOI：
10.1029/2000jd900383
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发表时间：
2000
期刊：
影响因子：
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通讯作者：
C. C. Wey
中科院分区：
文献类型：
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作者：
D. Hunton;J. Ballenthin;J. Borghetti;G. Federico;T. Miller;W. Thorn;A. Viggiano;B. Anderson;W. R. Cofer;D. Mcdougal;C. C. Wey
本文报道了一台F100- 200 E型涡扇发动机排气中气相二氧化硫（EI（SO2））浓度和排放指数的两次测量结果。这两个实验的主要目标是获得排气硫形态和气溶胶特性作为燃料硫含量的函数。在第一次活动中，一架装有仪器的NASA T-39 Sabreliner飞机在几架F-16战斗机后面紧密编队飞行，以获得近场羽流成分和气溶胶特性。在第二次试验中，将同一类型的F-100发动机安装在NASA格伦研究中心的高空试验室中，在发动机出口平面获得气体成分和非挥发性气溶胶浓度和尺寸分布。在这两个实验中，二氧化硫浓度测量与空军研究实验室化学电离质谱仪作为海拔高度，发动机功率和燃料硫含量的函数。该计划的一个重要方面是在两个战役中使用相同的燃料，相同的发动机类型和许多相同的诊断方法。为这些实验专门购买了几种不同的燃料，包括高硫Jet A（约1150 ppmm S），低硫Jet A（约110 ppmm S），这两种燃料的中硫混合物，以及军用JP-8+100（约170和约300 ppmm S）。SO2浓度的飞行和试验电池测量之间的一致性非常好，显示出优于±10%的总体精度和± 20%的估计绝对精度。EI（SO2）从2.49 g SO2/kg燃料（试验室中的高硫燃料）到小于0.01 g/kg（最低硫燃料）不等。排放指数对发动机功率、高度或模拟高度、分离距离或羽流年龄或凝尾迹的存在没有依赖性。在所有实验中，测量的EI（SO2）与废气中以气相SO2形式出现的基本上所有燃料硫一致。然而，S（IV）到S（VI）转化率的准确测定受到燃料总硫含量测定不一致的阻碍。
We report the results of two measurements of the concentrations and emission indices of gas-phase sulfur dioxide (EI(SO2)) in the exhaust of an F100–200E turbofan engine. The broad goals of both experiments were to obtain exhaust sulfur speciation and aerosol properties as a function of fuel sulfur content. In the first campaign, an instrumented NASA T-39 Sabreliner aircraft flew in close formation behind several F-16 fighter aircraft to obtain near-field plume composition and aerosol properties. In the second, an F-100 engine of the same type was installed in an altitude test chamber at NASA Glenn Research Center where gas composition and nonvolatile aerosol concentrations and size distributions were obtained at the exit plane of the engine. In both experiments, SO2 concentrations were measured with the Air Force Research Laboratory chemical ionization mass spectrometer as a function of altitude, engine power, and fuel sulfur content. A significant aspect of the program was the use of the same fuels, the same engine type, and many of the same diagnostics in both campaigns. Several different fuels were purchased specifically for these experiments, including high-sulfur Jet A (∼1150 ppmm S), low-sulfur Jet A (∼10 ppmm S), medium-sulfur mixtures of these two fuels, and military JP-8+100 (∼170 and ∼300 ppmm S). The agreement between the flight and test cell measurements of SO2 concentrations was excellent, showing an overall precision of better than ±10% and an estimated absolute accuracy of ±20%. The EI(SO2) varied from 2.49 g SO2/kg fuel for the high-sulfur fuel in the test chamber to less than 0.01 g/kg for the lowest-sulfur fuel. No dependence of emission index on engine power, altitude or simulated altitude, separation distance or plume age, or the presence of contrails was observed. In all experiments the measured EI(SO2) was consistent with essentially all of the fuel sulfur appearing as gas-phase SO2 in the exhaust. However, accurate determination of S(IV) to S(VI) conversion was hampered by inconsistencies in the assays of total fuel sulfur content.