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Sample records for autoignition

  1. Premixed autoignition in compressible turbulence

    Science.gov (United States)

    Konduri, Aditya; Kolla, Hemanth; Krisman, Alexander; Chen, Jacqueline

    2016-11-01

    Prediction of chemical ignition delay in an autoignition process is critical in combustion systems like compression ignition engines and gas turbines. Often, ignition delay times measured in simple homogeneous experiments or homogeneous calculations are not representative of actual autoignition processes in complex turbulent flows. This is due the presence of turbulent mixing which results in fluctuations in thermodynamic properties as well as chemical composition. In the present study the effect of fluctuations of thermodynamic variables on the ignition delay is quantified with direct numerical simulations of compressible isotropic turbulence. A premixed syngas-air mixture is used to remove the effects of inhomogeneity in the chemical composition. Preliminary results show a significant spatial variation in the ignition delay time. We analyze the topology of autoignition kernels and identify the influence of extreme events resulting from compressibility and intermittency. The dependence of ignition delay time on Reynolds and turbulent Mach numbers is also quantified. Supported by Basic Energy Sciences, Dept of Energy, United States.

  2. Turbulent deflagrations, autoignitions, and detonations

    KAUST Repository

    Bradley, Derek

    2012-09-01

    Measurements of turbulent burning velocities in fan-stirred explosion bombs show an initial linear increase with the fan speed and RMS turbulent velocity. The line then bends over to form a plateau of high values around the maximum attainable burning velocity. A further increase in fan speed leads to the eventual complete quenching of the flame due to increasing localised extinctions because of the flame stretch rate. The greater the Markstein number, the more readily does flame quenching occur. Flame propagation along a duct closed at one end, with and without baffles to increase the turbulence, is subjected to a one-dimensional analysis. The flame, initiated at the closed end of the long duct, accelerates by the turbulent feedback mechanism, creating a shock wave ahead of it, until the maximum turbulent burning velocity for the mixture is attained. With the confining walls, the mixture is compressed between the flame and the shock plane up to the point where it might autoignite. This can be followed by a deflagration to detonation transition. The maximum shock intensity occurs with the maximum attainable turbulent burning velocity, and this defines the limit for autoignition of the mixture. For more reactive mixtures, autoignition can occur at turbulent burning velocities that are less than the maximum attainable one. Autoignition can be followed by quasi-detonation or fully developed detonation. The stability of ensuing detonations is discussed, along with the conditions that may lead to their extinction. © 2012 by Pleiades Publishing, Ltd.

  3. Numerical simulation of autoigniting flames

    Science.gov (United States)

    Asaithambi, Rajapandiyan; Mahesh, Krishnan

    2012-11-01

    Autoignition is highly sensitive to temperature and mixing. A density based method for DNS/LES of compressible chemically reacting flows is proposed with an explicit predictor step for advection and diffusion terms, and a semi-implicit corrector step for stiff chemical source terms. This segregated approach permits independent modification of the Navier-Stokes solver and the time integration algorithm for the chemical source term. The algorithm solves the total chemical and sensible energy equation and heat capacities of species are obtained from thermodynamic tables. Chemical mechanisms in the Chemkin format is parsed and source terms are automatically linearized allowing the ability to simulate multiple fuels with minimal effort. Validation of the algorithm is presented and results from autoigniting non-premixed flames in vitiated coflow with different fuels are discussed.

  4. Alternative Fuels DISI Engine Research ? Autoignition Metrics.

    Energy Technology Data Exchange (ETDEWEB)

    Sjoberg, Carl Magnus Goran [Sandia National Lab. (SNL-NM), Albuquerque, NM (United States); Vuilleumier, David [Sandia National Lab. (SNL-NM), Albuquerque, NM (United States)

    2018-02-01

    Improved engine efficiency is required to comply with future fuel economy standards. Alternative fuels have the potential to enable more efficient engines while addressing concerns about energy security. This project contributes to the science base needed by industry to develop highly efficient direct injection spark igniton (DISI) engines that also beneficially exploit the different properties of alternative fuels. Here, the emphasis is on quantifying autoignition behavior for a range of spark-ignited engine conditions, including directly injected boosted conditions. The efficiency of stoichiometrically operated spark ignition engines is often limited by fuel-oxidizer end-gas autoignition, which can result in engine knock. A fuel’s knock resistance is assessed empirically by the Research Octane Number (RON) and Motor Octane Number (MON) tests. By clarifying how these two tests relate to the autoignition behavior of conventional and alternative fuel formulations, fuel design guidelines for enhanced engine efficiency can be developed.

  5. Effect of hydrogen addition on autoignited methane lifted flames

    KAUST Repository

    Choin, Byung Chul

    2012-01-01

    Autoignited lifted flames in laminar jets with hydrogen-enriched methane fuels have been investigated experimentally in heated coflow air. The results showed that the autoignited lifted flame of the methane/hydrogen mixture, which had an initial temperature over 920 K, the threshold temperature for autoignition in methane jets, exhibited features typical of either a tribrachial edge or mild combustion depending on fuel mole fraction and the liftoff height increased with jet velocity. The liftoff height in the hydrogen-assisted autoignition regime was dependent on the square of the adiabatic ignition delay time for the addition of small amounts of hydrogen, as was the case for pure methane jets. When the initial temperature was below 920 K, where the methane fuel did not show autoignition behavior, the flame was autoignited by the addition of hydrogen, which is an ignition improver. The liftoff height demonstrated a unique feature in that it decreased nonlinearly as the jet velocity increased. The differential diffusion of hydrogen is expected to play a crucial role in the decrease in the liftoff height with increasing jet velocity.

  6. Feasibility study of autoignition process in heavy-oil reservoirs

    Energy Technology Data Exchange (ETDEWEB)

    Razaghi, S.; Kharrat, R. [Petroleum Univ. of Technology, Tehran (Iran, Islamic Republic of); Price, D. [Bolton Univ. (United States); Vossoughi, S. [Kansas Univ., KS (United States); Rashtchian, D. [Sharif Univ. of Technology, Tehran (Iran, Islamic Republic of)

    2005-11-01

    In situ combustion involves simultaneous heat and mass transfer in a multi-phase environment coupled with the chemical reactions of crude oil combustion. This study investigated the effect of oxygen content in order to determine optimal auto-ignition conditions for heavy oil reservoirs. Heavy oil samples mixed with silica sand or crushed carbonate rock and clay from southwest Iran were studied using a thermogravimetric analyzer (TGA) and differential scanning calorimeter (DSC) techniques. Non-isothermal experiments were carried out with various oxygen concentrations in the inlet gas. The oxygen concentration was stabilized at a level measured by an oxygen paramagnetic analyzer placed before the gas inlet. Oxygen concentrations in the exhaust gas of the TGA was measured. Another set of experiments showed the clay effect in the presence of silica sand on auto-ignition temperature, and a further set of experiments were conducted to show both carbonate and clay effect on auto-ignition temperatures. The initial reservoir temperature of the reservoir formation type and the percentage of oxygen content were the main parameters of the auto-ignition condition. It was noted that the presence of clay reduced the auto-ignition temperature for both carbonate and silica sand. It was suggested that this could have a major impact on front propagation in the matrix formation. It was concluded that auto-ignition was dependent on the percentage of oxygen in the oxygen-enriched air purge gas for both the silica sand and carbonate rock in the presence of clay. It was also noted that carbonate rock decomposed above 600 degrees C. It was determined that CO{sub 2} evolution observed above 600 degrees C in experiments in which carbonate rock was used as the substrate, was due to rock decomposition and not any residual oil or carbon residue reactions. 12 refs., 4 tabs., 18 figs.

  7. Autoignited and non-autoignited lifted flames of pre-vaporized n-heptane in coflow jets at elevated temperatures

    KAUST Repository

    Choi, Sangkyu

    2013-09-01

    The characteristics of laminar lifted flames of pre-vaporized n-heptane in coflow jets were investigated under both non-autoignited and autoignited conditions by varying the initial temperature. The fuel tested was n-heptane considering the importance as a primary reference fuel for gasoline and its low temperature ignition behavior at relatively low pressure. The results showed that the lifted flame edge in the non-autoignited regime had a tribrachial structure with lean and rich premixed flame wings together with a trailing diffusion flame. The liftoff heights correlated reasonably well with the fuel jet velocity scaled by the stoichiometric laminar burning velocity regardless of the initial temperature and the nitrogen dilution. The liftoff velocity multiplied by the buoyancy-induced velocity and the blowout velocity scaled by the mole fraction of the fuel correlated well with the stoichiometric laminar burning velocity. When the initial temperature was above 900. K, flames were autoignited without any external ignition source. Autoignited lifted flames with both tribrachial edges and mild combustion characteristics were observed. The correlation of the liftoff height with the calculated adiabatic ignition delay time was weak, unlike in cases with gaseous fuels of C1-C4 hydrocarbons in which the liftoff height of the autoignited flames correlated well with the square of the adiabatic ignition delay time. When the mole fraction of the fuel was small, mild combustion behaviors were exhibited with edge flames without distinct tribrachial structures. The liftoff height was correlated with the fuel jet velocity scaled by the initial fuel mass fraction, while the dependence on the ignition delay time was weak when compared with the gaseous fuels. © 2013 The Combustion Institute.

  8. Direct Numerical Simulations of Turbulent Autoigniting Hydrogen Jets

    Science.gov (United States)

    Asaithambi, Rajapandiyan

    Autoignition is an important phenomenon and a tool in the design of combustion engines. To study autoignition in a canonical form a direct numerical simulation of a turbulent autoigniting hydrogen jet in vitiated coflow conditions at a jet Reynolds number of 10,000 is performed. A detailed chemical mechanism for hydrogen-air combustion and non-unity Lewis numbers for species transport is used. Realistic inlet conditions are prescribed by obtaining the velocity eld from a fully developed turbulent pipe flow simulation. To perform this simulation a scalable modular density based method for direct numerical simulation (DNS) and large eddy simulation (LES) of compressible reacting flows is developed. The algorithm performs explicit time advancement of transport variables on structured grids. An iterative semi-implicit time advancement is developed for the chemical source terms to alleviate the chemical stiffness of detailed mechanisms. The algorithm is also extended from a Cartesian grid to a cylindrical coordinate system which introduces a singularity at the pole r = 0 where terms with a factor 1/r can be ill-defined. There are several approaches to eliminate this pole singularity and finite volume methods can bypass this issue by not storing or computing data at the pole. All methods however face a very restrictive time step when using a explicit time advancement scheme in the azimuthal direction (theta) where the cell sizes are of the order DelrDeltheta. We use a conservative finite volume based approach to remove the severe time step restriction imposed by the CFL condition by merging cells in the azimuthal direction. In addition, fluxes in the radial direction are computed with an implicit scheme to allow cells to be clustered along the jet's shear layer. This method is validated and used to perform the large scale turbulent reacting simulation. The resulting flame structure is found to be similar to a turbulent diusion flame but stabilized by autoignition at the

  9. Experiment and Simulation of Autoignition in Jet Flames and its Relevance to Flame Stabilization and Structure

    KAUST Repository

    Al-Noman, Saeed M.

    2016-06-01

    Autoignition characteristics of pre-vaporized iso-octane, primary reference fuels, gasolines, and dimethyl ether (DME) have been investigated experimentally in a coflow with elevated temperature of air. With the coflow air at relatively low initial temperatures below autoignition temperature Tauto, an external ignition source was required to stabilize the flame. Non-autoignited lifted flames had tribrachial edge structures and their liftoff heights correlated well with the jet velocity scaled by the stoichiometric laminar burning velocity, indicating the importance of the edge propagation speed on flame stabilization balanced with local flow velocity. At high initial temperatures over Tauto, the autoignited flames were stabilized without requiring an external ignition source. The autoignited lifted flames exhibited either tribrachial edge structures or Mild combustion behaviors depending on the level of fuel dilution. For the iso-octane and n-heptane fuels, two distinct transition behaviors were observed in the autoignition regime from a nozzle-attached flame to a lifted tribrachial-edge flame and then a sudden transition to lifted Mild combustion as the jet velocity increased at a certain fuel dilution level. The liftoff data of the autoignited flames with tribrachial edges were analyzed based on calculated ignition delay times for the pre-vaporized fuels. Analysis of the experimental data suggested that ignition delay time may be much less sensitive to initial temperature under atmospheric pressure conditions as compared with predictions. For the gasoline fuels for advanced combustion engines (FACEs), and primary reference fuels (PRFs), autoignited liftoff data were correlated with Research Octane Number and Cetane Number. For the DME fuel, planar laser-induced fluorescence (PLIF) of formaldehyde (CH2O) and CH* chemiluminescence were visualized qualitatively. In the autoignition regime for both tribrachial structure and mild combustion, formaldehyde were found

  10. Characteristics of autoignited laminar lifted flames in heated coflow jets of carbon monoxide/hydrogen mixtures

    KAUST Repository

    Choi, Byungchul

    2012-06-01

    The characteristics of autoignited lifted flames in laminar jets of carbon monoxide/hydrogen fuels have been investigated experimentally in heated coflow air. In result, as the jet velocity increased, the blowoff was directly occurred from the nozzle-attached flame without experiencing a stabilized lifted flame, in the non-autoignited regime. In the autoignited regime, the autoignited lifted flame of carbon monoxide diluted by nitrogen was affected by the water vapor content in the compressed air oxidizer, as evidenced by the variation of the ignition delay time estimated by numerical calculation. In particular, in the autoignition regime at low temperatures with added hydrogen, the liftoff height of the autoignited lifted flames decreased and then increased as the jet velocity increased. Based on the mechanism in which the autoignited laminar lifted flame is stabilized by ignition delay time, the liftoff height can be influenced not only by the heat loss, but also by the preferential diffusion between momentum and mass diffusion in fuel jets during the autoignition process. © 2012 The Korean Society of Mechanical Engineers.

  11. Experimental Study on Diesel Spray Characteristics and Autoignition Process

    OpenAIRE

    Taşkiran, Özgür Oğuz; Ergeneman, Metin

    2011-01-01

    The main goal of this study is to get the temporal and spatial spray evolution under diesel-like conditions and to investigate autoignition process of sprays which are injected from different nozzle geometries. A constant volume combustion chamber was manufactured and heated internally up to 825 K at 3.5 MPa for experiments. Macroscopic properties of diesel spray were recorded via a high-speed CCD camera by using shadowgraphy technique, and the images were analyzed by using a digital image pr...

  12. Experimental Study on Diesel Spray Characteristics and Autoignition Process

    Directory of Open Access Journals (Sweden)

    Özgür Oğuz Taşkiran

    2011-01-01

    Full Text Available The main goal of this study is to get the temporal and spatial spray evolution under diesel-like conditions and to investigate autoignition process of sprays which are injected from different nozzle geometries. A constant volume combustion chamber was manufactured and heated internally up to 825 K at 3.5 MPa for experiments. Macroscopic properties of diesel spray were recorded via a high-speed CCD camera by using shadowgraphy technique, and the images were analyzed by using a digital image processing program. To investigate the influence of nozzle geometry, 4 different types of divergent, straight, straight-rounded, convergent-rounded nozzles, were manufactured and used in both spray evolution and autoignition experiments. The internal geometry of the injector nozzles were obtained by using silicone mold method. The macroscopic properties of the nozzles are presented in the study. Ignition behaviour of different nozzle types was observed in terms of ignition delay time and ignition location. A commercial Diesel fuel, n-heptane, and a mixture of hexadecane-heptamethylnonane (CN65—cetane number 65 were used as fuels at ignition experiments. The similar macroscopic properties of different nozzles were searched for observing ignition time and ignition location differences. Though spray and ignition characteristics revealed very similar results, the dissimilarities are presented in the study.

  13. Autoignited laminar lifted flames of methane, ethylene, ethane, and n-butane jets in coflow air with elevated temperature

    KAUST Repository

    Choi, Byungchul

    2010-12-01

    The autoignition characteristics of laminar lifted flames of methane, ethylene, ethane, and n-butane fuels have been investigated experimentally in coflow air with elevated temperature over 800. K. The lifted flames were categorized into three regimes depending on the initial temperature and fuel mole fraction: (1) non-autoignited lifted flame, (2) autoignited lifted flame with tribrachial (or triple) edge, and (3) autoignited lifted flame with mild combustion. For the non-autoignited lifted flames at relatively low temperature, the existence of lifted flame depended on the Schmidt number of fuel, such that only the fuels with Sc > 1 exhibited stationary lifted flames. The balance mechanism between the propagation speed of tribrachial flame and local flow velocity stabilized the lifted flames. At relatively high initial temperatures, either autoignited lifted flames having tribrachial edge or autoignited lifted flames with mild combustion existed regardless of the Schmidt number of fuel. The adiabatic ignition delay time played a crucial role for the stabilization of autoignited flames. Especially, heat loss during the ignition process should be accounted for, such that the characteristic convection time, defined by the autoignition height divided by jet velocity was correlated well with the square of the adiabatic ignition delay time for the critical autoignition conditions. The liftoff height was also correlated well with the square of the adiabatic ignition delay time. © 2010 The Combustion Institute.

  14. Autoignited laminar lifted flames of methane/hydrogen mixtures in heated coflow air

    KAUST Repository

    Choi, Byungchul

    2012-04-01

    Autoignited lifted flame behavior in laminar jets of methane/hydrogen mixture fuels has been investigated experimentally in heated coflow air. Three regimes of autoignited lifted flames were identified depending on initial temperature and hydrogen to methane ratio. At relatively high initial temperature, addition of a small amount of hydrogen to methane improved ignition appreciably such that the liftoff height decreased significantly. In this hydrogen-assisted autoignition regime, the liftoff height increased with jet velocity, and the characteristic flow time - defined as the ratio of liftoff height to jet velocity - correlated well with the square of the adiabatic ignition delay time. At lower temperature, the autoignited lifted flame demonstrated a unique feature in that the liftoff height decreased with increasing jet velocity. Such behavior has never been observed in lifted laminar and turbulent jet flames. A transition regime existed between these two regimes at intermediate temperature. © 2011 The Combustion Institute.

  15. Comparative Autoignition Trends in Butanol Isomers at Elevated Pressure

    KAUST Repository

    Weber, Bryan W.

    2013-03-21

    Autoignition experiments of stoichiometric mixtures of s-, t-, and i-butanol in air have been performed using a heated rapid compression machine (RCM). At compressed pressures of 15 and 30 bar and for compressed temperatures in the range 715-910 K, no evidence of a negative temperature coefficient region in terms of ignition delay response is found. The present experimental results are also compared with previously reported RCM data of n-butanol in air. The order of reactivity of the butanols is n-butanol > s-butanol ≈ i-butanol > t-butanol at the lower pressure but changes to n-butanol > t-butanol > s-butanol > i-butanol at higher pressure. In addition, t-butanol shows preignition heat release behavior, which is especially evident at higher pressures. To help identify the controlling chemistry leading to this preignition heat release, off-stoichiometric experiments are further performed at 30 bar compressed pressure, for t-butanol at φ = 0.5 and φ = 2.0 in air. For these experiments, higher fuel loading (i.e., φ = 2.0) causes greater preignition heat release (as indicated by greater pressure rise) than the stoichiometric or φ = 0.5 cases. Comparison of the experimental ignition delays with the simulated results using two literature kinetic mechanisms shows generally good agreement, and one mechanism is further used to explore and compare the fuel decomposition pathways of butanol isomers. Using this mechanism, the importance of peroxy chemistry in the autoignition of the butanol isomers is highlighted and discussed. © 2013 American Chemical Society.

  16. Investigation of Auto-ignition of Several Single Fuels

    Directory of Open Access Journals (Sweden)

    Firmansyaha

    2014-07-01

    Full Text Available HCCI operating principals have been widely investigated yet the uncontrollable combustion of HCCI is the major obstacle in its development. This paper is trying to increase the understanding on the auto-ignition and combustion process of several fuels to be applied in HCCI combustion system. The investigation includes the combustion behavior of 4 fuels, gasoline (RON95, diesel, n-heptane, isooctane, The investigation was done in constant volume chamber with elevated temperature (800°C. Four lambdas were tested for each fuel namely 0.8, 1, 1.2 and 2. It is found that these fuels can be categorized into two major categories based on combustion characteristics, homogeneous and diffusive combustion. Gasoline and isooctane, homogeneous combustion, shows almost the same behavior where the increase in lambda will increase the combustion delay even though isooctane shows much longer delayed compared to gasoline. While diesel and n-heptane, diffusive combustion, has no ignition delay yet showing different behavior on the later parts of the combustion where diesel effecting 10-90% combustion stage while n-heptane on 90-100%.

  17. DNS of flame stabilization assisted by auto-ignition at reheat conditions

    Science.gov (United States)

    Konduri, Aditya; Gruber, Andrea; Chen, Jacqueline

    2017-11-01

    Staged gas turbines with two sequential combustion chambers are being developed for power generation for their ability to achieve low emissions within a wide operational range while conserving high thermal efficiency. A particular implementation of the sequential combustion concept is characterized by a ''reheat'' combustion stage downstream of a first premixed-type combustor. Hot exhaust gases from the first stage are mixed with fuel in a mixing section, which provides the inlet conditions for the second-stage reheat combustor. DNS of flame stabilization regimes in the reheat burner, i.e. the combustor including the mixing section (duct-in-a-duct), at idealized conditions is performed using a detailed hydrogen-air mechanism. Results show that combustion occurs in two distinct modes. The first mode is an auto-ignition mode, whereby the vitiated oxidant facilitates the auto-ignition of the fuel in the mixing section. The second mode combines both auto-ignition and flame propagation, with auto-ignition occurring at and around the centerline of the combustor while flame propagation is stabilized at the recirculation zones near the corners. Chemical explosive mode analysis is employed to quantify the contribution of auto-ignition to the combustion rate relative to flame propagation. We acknowledge the sponsorship of the DOE Office of Basic Energy Sciences, Division of Chemical Sciences, Geosciences, and Biosciences and the computing time from NERSC.

  18. Numerical study of laminar nonpremixed methane flames in coflow jets: Autoignited lifted flames with tribrachial edges and MILD combustion at elevated temperatures

    KAUST Repository

    M. Al-Noman, Saeed

    2016-07-07

    Autoignition characteristics of laminar nonpremixed methane jet flames in high-temperature coflow air are studied numerically. Several flame configurations are investigated by varying the initial temperature and fuel mole fraction. At a relatively low initial temperature, a non-autoignited nozzle-attached flame is simulated at relatively low jet velocity. When the initial temperature is higher than that required for autoignition, two regimes are investigated: an autoignited lifted flame with tribrachial edge structure and an autoignited lifted flame with Mild combustion. The autoignited lifted flame with tribrachial edge exhibited three branches: lean and rich premixed flame wings and a trailing diffusion flame. Characteristics of kinetic structure for autoignited lifted flames are discussed based on the kinetic structures of homogeneous autoignition and flame propagation of stoichiometric mixture. Results showed that a transition from autoignition to flame propagation modes occurs for reasonably stoichiometric mixtures. The autoignited lifted flame with Mild combustion occurs when methane fuel is highly diluted with nitrogen. The kinetic structure analysis shows that the characteristics of Mild combustion can be treated as an autoignited lean premixed lifted flame. Transition behavior from Mild combustion to nozzle-attached flame was investigated by increasing the fuel mole fraction. As the maximum flame temperature increases with decreasing liftoff height, the kinetic structure showed a transition behavior from autoignition to flame propagation of a lean premixed flame. © 2016 The Combustion Institute

  19. The influence of different auto-ignition modes on the behavior of pressure waves

    International Nuclear Information System (INIS)

    Xu, Han; Yao, Anren; Yao, Chunde

    2015-01-01

    Highlights: • Modes of pressure oscillations in knocking, HCCI and super knock are recognized. • Three representative auto-ignition modes in engines are proposed. • A new method of “Energy Injected” is brought into understanding pressure wave. • Simulation results revealed the decisive factors for these three auto-ignition modes. • Different modes lead to different pressure wave behaviors damaging engines. - Abstract: For internal combustion engines, the knock of Homogeneous Charge Compression Ignition engines, the conventional knock of gasoline engines and the super knock are all caused by the auto-ignition of unburned mixture which leads to the oscillation burning, but their Maximal Pressure Oscillation Amplitude (MPOA) and Maximum Pressure Rising Rate (MPRR) are totally different. In order to explore the reason, we propose three typical auto-ignition modes and then bring up the method of “Energy Injected” (EI) which is based on the experiment measured heat release rate. Through changing the heat source term in the energy equation for different auto-ignition modes, we conducted a series of numerical simulations for these three modes. After that, the following pressure oscillations can be compared and analyzed. The numerical simulation results show that different combustion pressure waves with different oscillation characteristics come from different auto-ignition modes, thus the macroscopic MPRR and MPOA are totally different. Furthermore, the method of “EI” based on the experiment measured heat release rate can accurately and rapidly help to research the formation and propagation of pressure waves in the engine combustion chamber.

  20. Intermediate species measurement during iso-butanol auto-ignition

    KAUST Repository

    Ji, Weiqi

    2015-10-01

    © 2015 The Combustion Institute.Published by Elsevier Inc. All rights reserved. This work presents the time histories of intermediate species during the auto-ignition of iso-butanol at high pressure and intermediate temperature conditions obtained using a rapid compression machine and recently developed fast sampling system. Iso-butanol ignition delays were acquired for iso-butanol/O2 mixture with an inert/O2 ratio of 7.26, equivalence ratio of 0.4, in the temperature range of 840-950 K and at pressure of 25 bar. Fast sampling and gas chromatography were used to acquire and quantify the intermediate species during the ignition delay of the same mixture at P = 25.3 bar and T = 905 K. The ignition delay times and quantitative measurements of the mole fraction time histories of methane, ethene, propene, iso-butene, iso-butyraldehyde, iso-butanol, and carbon monoxide were compared with predictions from the detailed mechanisms developed by Sarathy et al., Merchant et al., and Cai et al. It is shown that while the Sarathy mechanism well predicts the overall ignition delay time, it overpredicts ethene by a factor of 6-10, underpredicts iso-butene by a factor of 2, and overpredicts iso-butyraldehyde by a factor of 2. Reaction path and sensitivity analyses were carried out to identify the reactions responsible for the observed inadequacy. The rates of iso-butanol hydrogen atom abstraction by OH radical and the beta-scission reactions of hydroxybutyl radicals were updated based on recently published quantum calculation results. Significant improvements were achieved in predicting ignition delay at high pressures (25 and 30 bar) and the species concentrations of ethene and iso-butene. However, the updated mechanism still overpredicts iso-butyraldehyde concentrations. Also, the updated mechanism degrades the prediction in ignition delay at lower pressure (15 bar) compared to the original mechanism developed by Sarathy et al.

  1. Autoignition of isooctane beyond RON and MON conditions

    KAUST Repository

    Masurier, Jean-Baptiste

    2018-04-03

    The present study experimentally examines the low temperature autoignition area of isooctane within the in-cylinder pressure - in-cylinder temperature map. Experiments were run with the help of a CFR engine. The boundaries of this engine were extended so that experiments could be performed outside the domain delimited by RON and MON traces. Since HCCI combustion is governed by kinetics, the rotation speed for all the experiments was set at 600 rpm to allow time for low temperature heat release (LTHR). All the other parameters (intake pressure, intake temperature, compression ratio and equivalence ratio), were scanned, such as the occurrence of isooctane combustion. The principal results showed that LTHR for isooctane occurs effortlessly under high intake pressure (1.3 bar) and low intake temperature (25 °C). Increasing the intake temperature leads to the loss of the LTHR, and therefore to a smaller domain on the pressure-temperature trace. In such a case, the LTHR domain is restricted from 20 to 50 bar in pressure and from 600 to 850 K in temperature. By slightly decreasing the intake pressure, the LTHR domain remains unchanged, but the LTHR tends to disappear, and finally, at 1.0 bar, the LTHR domain ceases to exist. When the equivalence ratio is moved from 0.3 to 0.4, the LTHR domain is delimited in the same range of pressure and temperature, but the start of combustion occurs slightly earlier for the same pressure-temperature trace. Similar conclusions were drawn regarding the variation of both intake pressure and temperature, except that few LTHR points were observed under 1.0 bar intake.

  2. Auto-ignition control in turbocharged internal combustion engines operating with gaseous fuels

    International Nuclear Information System (INIS)

    Duarte, Jorge; Amador, Germán; Garcia, Jesus; Fontalvo, Armando; Vasquez Padilla, Ricardo; Sanjuan, Marco; Gonzalez Quiroga, Arturo

    2014-01-01

    Control strategies for auto-ignition control in turbocharged internal combustion engines operating with gaseous fuels are presented. Ambient temperature and ambient pressure are considered as the disturbing variables. A thermodynamic model for predicting temperature at the ignition point is developed, adjusted and validated with a large experimental data-set from high power turbocharged engines. Based on this model, the performance of feedback and feedforward auto-ignition control strategies is explored. A robustness and fragility analysis for the Feedback control strategies is presented. The feedforward control strategy showed the best performance however its implementation entails adding a sensor and new control logic. The proposed control strategies and the proposed thermodynamic model are useful tools for increasing the range of application of gaseous fuels with low methane number while ensuring a safe running in internal combustion engines. - Highlights: • A model for predicting temperature at the ignition point. • Robust PID, modified PID, and feedforward strategies for auto-ignition control. • λ′ were the best set of tuning equations for calculating controller parameters. • Robust PID showed significant improvements in auto-ignition control. • Feedforward control showed the best performance

  3. Direct Numerical Simulation of Turbulent Multi-Stage Autoignition Relevant to Engine Conditions

    Science.gov (United States)

    Chen, Jacqueline

    2017-11-01

    Due to the unrivaled energy density of liquid hydrocarbon fuels combustion will continue to provide over 80% of the world's energy for at least the next fifty years. Hence, combustion needs to be understood and controlled to optimize combustion systems for efficiency to prevent further climate change, to reduce emissions and to ensure U.S. energy security. In this talk I will discuss recent progress in direct numerical simulations of turbulent combustion focused on providing fundamental insights into key `turbulence-chemistry' interactions that underpin the development of next generation fuel efficient, fuel flexible engines for transportation and power generation. Petascale direct numerical simulation (DNS) of multi-stage mixed-mode turbulent combustion in canonical configurations have elucidated key physics that govern autoignition and flame stabilization in engines and provide benchmark data for combustion model development under the conditions of advanced engines which operate near combustion limits to maximize efficiency and minimize emissions. Mixed-mode combustion refers to premixed or partially-premixed flames propagating into stratified autoignitive mixtures. Multi-stage ignition refers to hydrocarbon fuels with negative temperature coefficient behavior that undergo sequential low- and high-temperature autoignition. Key issues that will be discussed include: 1) the role of mixing in shear driven turbulence on the dynamics of multi-stage autoignition and cool flame propagation in diesel environments, 2) the role of thermal and composition stratification on the evolution of the balance of mixed combustion modes - flame propagation versus spontaneous ignition - which determines the overall combustion rate in autoignition processes, and 3) the role of cool flames on lifted flame stabilization. Finally prospects for DNS of turbulent combustion at the exascale will be discussed in the context of anticipated heterogeneous machine architectures. sponsored by DOE

  4. A numerical study of the influence of ammonia addition on the auto-ignition limits of methane/air mixtures

    International Nuclear Information System (INIS)

    Van den Schoor, F.; Norman, F.; Vandebroek, L.; Verplaetsen, F.; Berghmans, J.

    2009-01-01

    In this study the auto-ignition limit of ammonia/methane/air mixtures is calculated based upon a perfectly stirred reactor model with convective heat transfer. The results of four different reaction mechanisms are compared with existing experimental data at an initial temperature of 723 K with ammonia concentrations of 0-20 mol.% and methane concentrations of 2.5-10 mol.%. It is found that the calculation of the auto-ignition limit pressure at constant temperature leads to larger relative deviations between calculated and experimental results than the calculation of the auto-ignition temperature at constant pressure. In addition to the calculations, a reaction path analysis is performed to explain the observed lowering of the auto-ignition limit of methane/air mixtures by ammonia addition. It is found that this decrease is caused by the formation of NO and NO 2 , which enhance the oxidation of methane at low temperatures.

  5. Autoignition characteristics of laminar lifted jet flames of pre-vaporized iso-octane in heated coflow air

    KAUST Repository

    Alnoman, Saeed

    2015-12-01

    The stabilization characteristics of laminar non-premixed jet flames of pre-vaporized iso-octane, one of the primary reference fuels for octane rating, have been studied experimentally in heated coflow air. Non-autoignited and autoignited lifted flames were analyzed. With the coflow air at relatively low initial temperatures below 940 K, an external ignition source was required to stabilize the flame. These lifted flames had tribrachial edge structures and their liftoff heights correlated well with the jet velocity scaled by stoichiometric laminar burning velocity, indicating the importance of the edge propagation speed on flame stabilization. At high initial temperatures over 940 K, the autoignited flames were stabilized without requiring an external ignition source. These autoignited lifted flames exhibited either tribrachial edge structures or mild combustion behaviors depending on the level of fuel dilution. Two distinct transition behaviors were observed in the autoignition regime from a nozzle-attached flame to a lifted tribrachial-edge flame and then to lifted mild combustion as the jet velocity increased at a certain fuel dilution level. The liftoff data of the autoignited flames with tribrachial edges were analyzed based on calculated ignition delay times. Analysis of the experimental data suggested that ignition delay time may be much less sensitive to initial temperature under atmospheric pressure conditions as compared with predictions. © 2015 Elsevier Ltd. All rights reserved.

  6. Effects of methyl substitution on the auto-ignition of C16 alkanes

    KAUST Repository

    Lapuerta, Magín

    2015-12-18

    The auto-ignition quality of diesel fuels, quantified by their cetane number or derived cetane number (DCN), is a critical design property to consider when producing and upgrading synthetic paraffinic fuels. It is well known that auto-ignition characteristics of paraffinic fuels depend on their degree of methyl substitution. However, there remains a need to study the governing chemical functionalities contributing to such ignition characteristics, especially in the case of methyl substitutions, which have not been studied in detail. In this work, the auto-ignition of 2,6,10-trimethyltridecane has been compared with the reference hydrocarbons used for cetane number determination, i.e. n-hexadecane and heptamethylnonane, all of them being C16 isomers. Results from a constant-volume combustion chamber under different pressure and temperature initial conditions showed that the ignition delay time for both cool flame and main combustion events increased less from n-hexadecane to trimethyltridecane than from trimethyltridecane to heptamethylnonane. Additional experimental results from blends of these hydrocarbons, together with kinetic modelling, showed that auto-ignition times and combustion rates were correlated to the concentration of the functional groups indicative of methyl substitution, although not in a linear manner. When the concentration of these functional groups decreased, the first stage OH radical concentration increased and ignition delay times decreased, whereas when their concentration increased, H2O2 production was slower and ignition was retarded. Contrary to the ignition delay times, DCN was correlated linearly with functional groups, thus homogenizing the range of values and clarifying the differences between fuels.

  7. Direct numerical simulations of premixed autoignition in compressible uniformly-sheared turbulence

    Science.gov (United States)

    Towery, Colin; Darragh, Ryan; Poludnenko, Alexei; Hamlington, Peter

    2017-11-01

    High-speed combustion systems, such as scramjet engines, operate at high temperatures and pressures, extremely short combustor residence times, very high rates of shear stress, and intense turbulent mixing. As a result, the reacting flow can be premixed and have highly-compressible turbulence fluctuations. We investigate the effects of compressible turbulence on the ignition delay time, heat-release-rate (HRR) intermittency, and mode of autoignition of premixed Hydrogen-air fuel in uniformly-sheared turbulence using new three-dimensional direct numerical simulations with a multi-step chemistry mechanism. We analyze autoignition in both the Eulerian and Lagrangian reference frames at eight different turbulence Mach numbers, Mat , spanning the quasi-isentropic, linear thermodynamic, and nonlinear compressibility regimes, with eddy shocklets appearing in the nonlinear regime. Results are compared to our previous study of premixed autoignition in isotropic turbulence at the same Mat and with a single-step reaction mechanism. This previous study found large decreases in delay times and large increases in HRR intermittency between the linear and nonlinear compressibility regimes and that detonation waves could form in both regimes.

  8. A direct numerical simulation of cool-flame affected autoignition in diesel engine-relevant conditions

    Energy Technology Data Exchange (ETDEWEB)

    Krisman, Alexander; Hawkes, Evatt Robert.; Talei, Mohsen; Bhagatwala, Ankit; Chen, Jacqueline H.

    2016-11-11

    In diesel engines, combustion is initiated by a two-staged autoignition that includes both low- and high-temperature chemistry. The location and timing of both stages of autoignition are important parameters that influence the development and stabilisation of the flame. In this study, a two-dimensional direct numerical simulation (DNS) is conducted to provide a fully resolved description of ignition at diesel engine-relevant conditions. The DNS is performed at a pressure of 40 atmospheres and at an ambient temperature of 900 K using dimethyl ether (DME) as the fuel, with a 30 species reduced chemical mechanism. At these conditions, similar to diesel fuel, DME exhibits two-stage ignition. The focus of this study is on the behaviour of the low-temperature chemistry (LTC) and the way in which it influences the high-temperature ignition. The results show that the LTC develops as a “spotty” first-stage autoignition in lean regions which transitions to a diffusively supported cool-flame and then propagates up the local mixture fraction gradient towards richer regions. The cool-flame speed is much faster than can be attributed to spatial gradients in first-stage ignition delay time in homogeneous reactors. The cool-flame causes a shortening of the second-stage ignition delay times compared to a homogeneous reactor and the shortening becomes more pronounced at richer mixtures. Multiple high-temperature ignition kernels are observed over a range of rich mixtures that are much richer than the homogeneous most reactive mixture and most kernels form much earlier than suggested by the homogeneous ignition delay time of the corresponding local mixture. Altogether, the results suggest that LTC can strongly influence both the timing and location in composition space of the high-temperature ignition.

  9. Transcritical phenomena of autoignited fuel droplet at high pressures under microgravity

    Science.gov (United States)

    Segawa, Daisuke; Kajikawa, Tomoki; Kadoka, Toshikazu

    2005-09-01

    An experimental study has been performed under microgravity to obtain the detailed information needed for the deep understanding of the combustion phenomena of single fuel droplets which autoignite in supercritical gaseous environment. The microgravity environments both in a capsule of a drop shaft and during the parabolic flight of an aircraft were utilized for the experiments. An octadecanol droplet suspended at the tip of a fine quartz fiber in the cold section of the high-pressure combustion chamber was transferred quickly to be subjected to a hot gaseous medium in an electric furnace, this followed by autoignition and combustion of the fuel droplet in supercritical gaseous environment. High-pressure gaseous mixture of oxygen and nitrogen was used as the ambient gas. Temporal variation of temperature of the fuel droplet in supercritical gaseous environment was examined using an embedded fine thermocouple. Sequential backlighted images of the autoignited fuel droplet or the lump of fuel were acquired in supercritical gaseous environment with reduced oxygen concentration. The observed pressure dependence of the ignition delay and that of the burning time of the droplet with the embedded thermocouple were consistent with the previous results. Simultaneous imaging with thermometry showed that the appearance of the fuel changed remarkably at measured fuel temperatures around the critical temperature of the pure fuel. The interface temperature of the fuel rose well beyond the critical temperature of the pure fuel in supercritical gaseous environment. The fuel was gasified long before the end of combustion in supercritical gaseous environment. The proportion of the gasification time to the burning time decreased monotonically with increasing the ambient pressure.

  10. Large Eddy Simulation of Autoignition in a Turbulent Hydrogen Jet Flame Using a Progress Variable Approach

    Directory of Open Access Journals (Sweden)

    Rohit Kulkarni

    2012-01-01

    Full Text Available The potential of a progress variable formulation for predicting autoignition and subsequent kernel development in a nonpremixed jet flame is explored in the LES (Large Eddy Simulation context. The chemistry is tabulated as a function of mixture fraction and a composite progress variable, which is defined as a combination of an intermediate and a product species. Transport equations are solved for mixture fraction and progress variable. The filtered mean source term for the progress variable is closed using a probability density function of presumed shape for the mixture fraction. Subgrid fluctuations of the progress variable conditioned on the mixture fraction are neglected. A diluted hydrogen jet issuing into a turbulent coflow of preheated air is chosen as a test case. The model predicts ignition lengths and subsequent kernel growth in good agreement with experiment without any adjustment of model parameters. The autoignition length predicted by the model depends noticeably on the chemical mechanism which the tabulated chemistry is based on. Compared to models using detailed chemistry, significant reduction in computational costs can be realized with the progress variable formulation.

  11. Numerical investigation of kinetic energy dynamics during autoignition of n-heptane/air mixture

    Science.gov (United States)

    Lucena Kreppel Paes, Paulo; Brasseur, James; Xuan, Yuan

    2015-11-01

    Many engineering applications involve complex turbulent reacting flows, where nonlinear, multi-scale turbulence-combustion couplings are important. Direct representation of turbulent reacting flow dynamics is associated with prohibitive computational costs, which makes it necessary to employ turbulent combustion models to account for the effects of unresolved scales on resolved scales. Classical turbulence models are extensively employed in reacting flow simulations. However, they rely on assumptions about the energy cascade, which are valid for incompressible, isothermal homogeneous isotropic turbulence. A better understanding of the turbulence-combustion interactions is required for the development of more accurate, physics-based sub-grid-scale models for turbulent reacting flows. In order to investigate the effects of reaction-induced density, viscosity, and pressure variations on the turbulent kinetic energy, Direct Numerical Simulation (DNS) of autoignition of partially-premixed, lean n-heptane/air mixture in three-dimensional homogeneous isotropic turbulence has been performed. This configuration represents standard operating conditions of Homogeneous-Charge Compression-Ignition (HCCI) engines. The differences in the turbulent kinetic energy balance between the present turbulent reacting flow and incompressible, isothermal homogeneous isotropic turbulence are highlighted at different stages during the autoignition process.

  12. Characteristics of Syngas Auto-ignition at High Pressure and Low Temperature Conditions with Thermal Inhomogeneities

    KAUST Repository

    Pal, Pinaki

    2015-05-31

    Effects of thermal inhomogeneities on syngas auto-ignition at high-pressure low-temperature conditions, relevant to gas turbine operation, are investigated using detailed one-dimensional numerical simulations. Parametric tests are carried out for a range of thermodynamic conditions (T = 890-1100 K, P = 3-20 atm) and composition (Ф = 0.1, 0.5). Effects of global thermal gradients and localized thermal hot spots are studied. In the presence of a thermal gradient, the propagating reaction front transitions from spontaneous ignition to deflagration mode as the initial mean temperature decreases. The critical mean temperature separating the two distinct auto-ignition modes is computed using a predictive criterion and found to be consistent with front speed and Damkohler number analyses. The hot spot study reveals that compression heating of end-gas mixture by the propagating front is more pronounced at lower mean temperatures, significantly advancing the ignition delay. Moreover, the compression heating effect is dependent on the domain size.

  13. Effects of Mixture Stratification on Combustion and Emissions of Boosted Controlled Auto-Ignition Engines

    Directory of Open Access Journals (Sweden)

    Jacek Hunicz

    2017-12-01

    Full Text Available The stratification of in-cylinder mixtures appears to be an effective method for managing the combustion process in controlled auto-ignition (CAI engines. Stratification can be achieved and controlled using various injection strategies such as split fuel injection and the introduction of a portion of fuel directly before the start of combustion. This study investigates the effect of injection timing and the amount of fuel injected for stratification on the combustion and emissions in CAI engine. The experimental research was performed on a single cylinder engine with direct gasoline injection. CAI combustion was achieved using negative valve overlap and exhaust gas trapping. The experiments were performed at constant engine fueling. Intake boost was applied to control the excess air ratio. The results show that the application of the late injection strategy has a significant effect on the heat release process. In general, the later the injection is and the more fuel is injected for stratification, the earlier the auto-ignition occurs. However, the experimental findings reveal that the effect of stratification on combustion duration is much more complex. Changes in combustion are reflected in NOX emissions. The attainable level of stratification is limited by the excessive emission of unburned hydrocarbons, CO and soot.

  14. Auto-ignition of lubricating oil working at high pressures in a compressor for an air conditioner.

    Science.gov (United States)

    Kim, Chul Jin; Choi, Hyo Hyun; Sohn, Chae Hoon

    2011-01-15

    Auto-ignition of lubricating oil working in a compressor for an air conditioner is studied experimentally. The adopted lubricating oil is an unknown mixture with multi-components and known to have flash point temperature of 170 °C. First, its auto-ignition temperature is measured 365 °C at atmospheric pressure. The lubricating oil works under high-pressure condition up to 30 atm and it is heated and cooled down repeatedly. Accordingly, auto-ignition temperatures or flammable limits of lubricating oil are required at high pressures with respect to fire safety. Because there is not a standard test method for the purpose, a new ignition-test method is proposed in this study and thereby, auto-ignition temperatures are measured over the pressure range below 30 atm. The measured temperatures range from 215 °C to 255 °C and they strongly depend on pressure of gas mixture consisting of oil vapor, nitrogen, and oxygen. They are close to flash point temperature and the lubricating oil can be hazardous when it works for high-pressure operating condition and abundant air flows into a compressor. Copyright © 2010 Elsevier B.V. All rights reserved.

  15. Auto-ignition of lubricating oil working at high pressures in a compressor for an air conditioner

    International Nuclear Information System (INIS)

    Kim, Chul Jin; Choi, Hyo Hyun; Sohn, Chae Hoon

    2011-01-01

    Auto-ignition of lubricating oil working in a compressor for an air conditioner is studied experimentally. The adopted lubricating oil is an unknown mixture with multi-components and known to have flash point temperature of 170 deg. C. First, its auto-ignition temperature is measured 365 deg. C at atmospheric pressure. The lubricating oil works under high-pressure condition up to 30 atm and it is heated and cooled down repeatedly. Accordingly, auto-ignition temperatures or flammable limits of lubricating oil are required at high pressures with respect to fire safety. Because there is not a standard test method for the purpose, a new ignition-test method is proposed in this study and thereby, auto-ignition temperatures are measured over the pressure range below 30 atm. The measured temperatures range from 215 deg. C to 255 deg. C and they strongly depend on pressure of gas mixture consisting of oil vapor, nitrogen, and oxygen. They are close to flash point temperature and the lubricating oil can be hazardous when it works for high-pressure operating condition and abundant air flows into a compressor.

  16. Global quasi-linearization (GQL) versus QSSA for a hydrogen-air auto-ignition problem.

    Science.gov (United States)

    Yu, Chunkan; Bykov, Viatcheslav; Maas, Ulrich

    2018-01-31

    A recently developed automatic reduction method for systems of chemical kinetics, the so-called Global Quasi-Linearization (GQL) method, has been implemented to study and reduce the dimensions of a homogeneous combustion system. The results of application of the GQL and the Quasi-Steady State Assumption (QSSA) are compared. A number of drawbacks of the QSSA are discussed, i.e. the selection criteria of QSS-species and its sensitivity to system parameters, initial conditions, etc. To overcome these drawbacks, the GQL approach has been developed as a robust, automatic and scaling invariant method for a global analysis of the system timescale hierarchy and subsequent model reduction. In this work the auto-ignition problem of the hydrogen-air system is considered in a wide range of system parameters and initial conditions. The potential of the suggested approach to overcome most of the drawbacks of the standard approaches is illustrated.

  17. ADAPTATION OF N-HEPTANE AUTOIGNITION TABULATION FOR COMPLEX CHEMISTRY MECHANISMS

    Directory of Open Access Journals (Sweden)

    Neven Duić

    2011-01-01

    Full Text Available The adaptation of auto-ignition tabulation for effective use of complex chemical mechanisms will be presented in this paper. Taking cool flame ignition phenomenon into account could improve numerical simulations of combustion in compression ignition engines. Current approaches of successful simulation of this phenomenon are based on the extraction of ignition delay times, heat releases and also reaction rates from tabulated data dependant on four parameters: temperature, pressure, equivalence ratio and exhaust gasses mass fraction. The methods described here were used to create lookup tables including cool flame using a comprehensive chemical mechanism without including reaction rates data (as used by other authors. The method proved to be stable for creating tables and these results will be shown, as well as initial implementation results using the tables in computational fluid dynamics software.

  18. Autoignition of straight-run naphtha: A promising fuel for advanced compression ignition engines

    KAUST Repository

    Alabbad, Mohammed

    2017-11-24

    Naphtha, a low-octane distillate fuel, has been proposed as a promising low-cost fuel for advanced compression ignition engine technologies. Experimental and modelling studies have been conducted in this work to assess autoignition characteristics of naphtha for use in advanced engines. Ignition delay times of a certified straight-run naphtha fuel, supplied by Haltermann Solutions, were measured in a shock tube and a rapid comparison machine over wide ranges of experimental conditions (20 and 60 bar, 620–1223 K, ϕ = 0.5, 1 and 2). The Haltermann straight-run naphtha (HSRN) has research octane number (RON) of 60 and motor octane number (MON) of 58.3, with carbon range spanning C3–C9. Reactivity of HSRN was compared, via experiments and simulations, with three suitably formulated surrogates: a two-component PRF (n-heptane/iso-octane) surrogate, a three-component TPRF (toluene/n-heptane/iso-octane) surrogate, and a six-component surrogate. All surrogates reasonably captured the ignition delays of HSRN at high and intermediate temperatures. However, at low temperatures (T < 750 K), the six-component surrogate performed the best in emulating the reactivity of naphtha fuel. Temperature sensitivity and rate of production analyses revealed that the presence of cyclo-alkanes in naphtha inhibits the overall fuel reactivity. Zero-dimensional engine simulations showed that PRF is a good autoignition surrogate for naphtha at high engine loads, however, the six-component surrogate is needed to match the combustion phasing of naphtha at low engine loads.

  19. Third O2 addition reactions promote the low-temperature auto-ignition of n-alkanes

    KAUST Repository

    Wang, Zhandong

    2016-01-20

    Comprehensive low-temperature oxidation mechanisms are needed to accurately predict fuel auto-ignition properties. This paper studies the effects of a previously unconsidered third O2 addition reaction scheme on the simulated auto-ignition of n-alkanes. We demonstrate that this extended low-temperature oxidation scheme has a minor effect on the simulation of n-pentane ignition; however, its addition significantly improves the prediction of n-hexane auto-ignition under low-temperature rapid compression machine conditions. Additional simulations of n-hexane in a homogeneous charge compression ignition engine show that engine-operating parameters (e.g., intake temperature and combustion phasing) are significantly altered when the third O2 addition kinetic mechanism is considered. The advanced combustion phasing is initiated by the formation and destruction of additional radical chain-branching intermediates produced in the third O2 addition process, e.g. keto-dihydroperoxides and/or keto-hydroperoxy cyclic ethers. Our results indicate that third O2 addition reactions accelerate low-temperature radical chain branching at conditions of relevance to advance engine technologies, and therefore these chemical pathways should also be considered for n-alkanes with 6 or more carbon atoms. © 2015 The Combustion Institute.

  20. CH4/air homogeneous autoignition: A comparison of two chemical kinetics mechanisms

    KAUST Repository

    Tingas, Efstathios Al.

    2018-03-11

    Reactions contributing to the generation of the explosive time scale that characterise autoignition of homogeneous stoichiometric CH4/air mixture are identified using two different chemical kinetics models; the well known GRI-3.0 mechanism (53/325 species/reactions with N-chemistry) and the AramcoMech mechanism from NUI Galway (113/710 species/reactions without N-chemistry; Combustion and Flame 162:315-330, 2015). Although the two mechanisms provide qualitatively similar results (regarding ignition delay and profiles of temperature, of mass fractions and of explosive time scale), the 113/710 mechanism was shown to reproduce the experimental data with higher accuracy than the 53/325 mechanism. The present analysis explores the origin of the improved accuracy provided by the more complex kinetics mechanism. It is shown that the reactions responsible for the generation of the explosive time scale differ significantly. This is reflected to differences in the length of the chemical and thermal runaways and in the set of the most influential species.

  1. Numerical and experimental studies of ethanol flames and autoignition theory for higher alkanes

    Science.gov (United States)

    Saxena, Priyank

    In order to enhance the fuel efficiency of an engine and to control pollutant formation, an improved understanding of the combustion chemistry of the fuels at a fundamental level is paramount. This knowledge can be gained by developing detailed reaction mechanisms of the fuels for various combustion processes and by studying combustion analytically employing reduced-chemistry descriptions. There is a need for small detailed reaction mechanisms for alkane and alcohol fuels with reduced uncertainties in their combustion chemistry that are computationally cheaper in multidimensional CFD calculations. Detailed mechanisms are the starting points in identifying reduced-chemistry descriptions of combustion processes to study problems analytically. This research includes numerical, experimental and analytical studies. The first part of the dissertation consists of numerical and experimental studies of ethanol flames. Although ethanol has gained popularity as a possible low-pollution source of renewable energy, significant uncertainties remain in its combustion chemistry. To begin to address ethanol combustion, first a relatively small detailed reaction mechanism, commonly known as the San Diego Mech, is developed for the combustion of hydrogen, carbon monoxide, formaldehyde, methane, methanol, ethane, ethylene, and acetylene, in air or oxygen-inert mixtures. This mechanism is tested for autoignition, premixed-flame burning velocities, and structures and extinction of diffusion flames and of partially premixed flames of many of these fuels. The reduction in uncertainties in the combustion chemistry can best be achieved by consistently updating a reaction mechanism with reaction rate data for the elementary steps based on newer studies in literature and by testing it against as many experimental conditions as available. The results of such a testing for abovementioned fuels are reported here along with the modifications of reaction-rate parameters of the most important

  2. Optical properties of nanocrystalline HfO2 synthesized by an auto-igniting combustion synthesis

    Directory of Open Access Journals (Sweden)

    H. Padma Kumar

    2015-03-01

    Full Text Available The optical properties of nanocrystalline HfO2 synthesized using a single-step auto-igniting combustion technique is reported. Nanocrystalline hafnium oxide having particle size of the order 10–15 nm were obtained in the present method. The nanopowder was characterized using X-ray diffraction, Fourier transform infrared and Fourier transform Raman spectroscopic studies. All these studies confirm that the phase formation is complete in the combustion synthesis and monoclinic phase [P21/c(14] of HfO2 is obtained without the presence of any impurities or additional phases. The powder morphology of the as-prepared sample was studied using transmission electron microscopy and the results were in good agreement with that of the X-ray diffraction studies. The optical constants such as refractive index, extinction coefficient, optical conductivity and the band gap were estimated from UV–vis spectroscopic techniques. The band gap of nanocrystalline HfO2 was found to be 5.1 eV and the sample shows a broad PL emission at 628 nm. It is concluded that the transitions between intermediate energy levels in the band gap are responsible for the interesting photoluminescent properties of nanocrystalline HfO2.

  3. Calculating the vulnerability of synthetic polymers to autoignition during nuclear flash. Final report

    Energy Technology Data Exchange (ETDEWEB)

    Hickman, R.; Reitter, T.

    1985-01-01

    The purpose of our investigation was to determine if the rapid progression of fire to flashover conditions in a furnished room, observed in a 1953 nuclear weapons test at the Nevada Test Site (the Encore Event), might be typical behavior rather than an aberration. If flashover under such conditions is indeed likely, this phenomenon is worth pursuing in view of the increased threat to buildings and human life from possible large-scale fires. We placed special emphasis on fires that occurred in modern rooms, i.e., ones furnished with upholstery and drapery materials made from synthetic polymers. Examination of photochemical processes showed them to be an unlikely explanation, either in Encore or in the future. Our calculation of rapid radiant-heating behavior of a few materials demonstrated that fabrics and fabric-covered foams would exceed their autoignition temperature when exposed to a 25-cal/cm/sup 2/ fluence from a 1-Mt air burst weapon. Because synthetic polymers have higher heating values and release heat faster during combustion than do the cellulosics used in the Encore experiment, early flashover should not be unexpected in contemporary households. However, the far-field thermal fluence required would be higher because of the absorption of thermal energy by windows and window coverings. Because of the complexity of the problem, carefully planned, full-scale experiments will be needed to finally answer the question. 39 refs., 9 figs., 8 tabs.

  4. Calculating the vulnerability of synthetic polymers to autoignition during nuclear flash. Final report

    International Nuclear Information System (INIS)

    Hickman, R.; Reitter, T.

    1985-01-01

    The purpose of our investigation was to determine if the rapid progression of fire to flashover conditions in a furnished room, observed in a 1953 nuclear weapons test at the Nevada Test Site (the Encore Event), might be typical behavior rather than an aberration. If flashover under such conditions is indeed likely, this phenomenon is worth pursuing in view of the increased threat to buildings and human life from possible large-scale fires. We placed special emphasis on fires that occurred in modern rooms, i.e., ones furnished with upholstery and drapery materials made from synthetic polymers. Examination of photochemical processes showed them to be an unlikely explanation, either in Encore or in the future. Our calculation of rapid radiant-heating behavior of a few materials demonstrated that fabrics and fabric-covered foams would exceed their autoignition temperature when exposed to a 25-cal/cm 2 fluence from a 1-Mt air burst weapon. Because synthetic polymers have higher heating values and release heat faster during combustion than do the cellulosics used in the Encore experiment, early flashover should not be unexpected in contemporary households. However, the far-field thermal fluence required would be higher because of the absorption of thermal energy by windows and window coverings. Because of the complexity of the problem, carefully planned, full-scale experiments will be needed to finally answer the question. 39 refs., 9 figs., 8 tabs

  5. Experiments and modeling of the autoignition of methylcyclohexane at high pressure

    KAUST Repository

    Weber, Bryan W.

    2014-08-01

    New experimental data are collected for methyl-cyclohexane (MCH) autoignition in a heated rapid compression machine (RCM). Three mixtures of MCH/O2/N2/Ar at equivalence ratios of φ=0.5, 1.0, and 1.5 are studied and the ignition delays are measured at compressed pressure of 50bar and for compressed temperatures in the range of 690-900K. By keeping the fuel mole fraction in the mixture constant, the order of reactivity, in terms of inverse ignition delay, is measured to be φ=0.5>φ=1.0>φ=1.5, demonstrating the dependence of the ignition delay on oxygen concentration. In addition, an existing model for the combustion of MCH is updated with new reaction rates and pathways, including substantial updates to the low-temperature chemistry. The new model shows good agreement with the overall ignition delays measured in this study, as well as the ignition delays measured previously in the literature using RCMs and shock tubes. This model therefore represents a strong improvement compared to the previous version, which uniformly over-predicted the ignition delays. Chemical kinetic analyses of the updated mechanism are also conducted to help understand the fuel decomposition pathways and the reactions controlling the ignition. Combined, these results and analyses suggest that further investigation of several of the low-temperature fuel decomposition pathways is required. © 2014 The Combustion Institute.

  6. Experimental investigation of the influence of internal and external EGR on the combustion characteristics of a controlled auto-ignition two-stroke cycle engine

    International Nuclear Information System (INIS)

    Andwari, Amin Mahmoudzadeh; Aziz, Azhar Abdul; Said, Mohd Farid Muhamad; Latiff, Zulkarnain Abdul

    2014-01-01

    Highlights: • Investigate the effect of In-EGR, Ex-EGR and octane number on a CAI 2-stroke engine. • Effect of In-EGR, Ex-EGR and octane number on combustion phasing of the engine. • Effect of In-EGR, Ex-EGR and octane number on cyclic variability of the engine. • Identify the CAI combustion upper and lower boundary for operating regions. - Abstract: A two-stroke cycle engine incorporated with a controlled auto-ignition combustion approach presents a high thermodynamic efficiency, ultra-low exhaust emissions and high power-to-weight ratio features for future demand of prime movers. The start of auto-ignition, control of the auto-ignition and its cyclic variability, are major concerns that should be addressed in the combustion timing control of controlled auto-ignition engines. Several studies have been performed to examine the effect of internal exhaust gas recirculation utilization on auto-ignited two-stroke cycle engines. However, far too little attention has been devoted to study on the influence of external exhaust gas recirculation on the cyclic variation and the combustion characteristics of controlled auto-ignition two-stroke cycle engines. The purpose of this study is to examine the influence of external exhaust gas recirculation in combination with internal exhaust gas recirculation on the combustion characteristics and the cyclic variability of a controlled auto-ignition two-stroke engine using fuel with different octane numbers. In a detailed experimental investigation, the combustion-related and pressure-related parameters of the engine are examined and statistically associated with the coefficient of variation and the standard deviation. The outcomes of the investigation indicates that the most influential controlled auto-ignition combustion phasing parameters can be managed appropriately via regulating the internal and external exhaust gas recirculation and fuel octane number. In general, start of auto-ignition and its cyclic variability are

  7. Combined impact of branching and unsaturation on the autoignition of binary blends in a motored engine

    KAUST Repository

    Kang, Dongil

    2014-11-20

    The impact of a branched and unsaturated compound (diisobutylene) mixed with simple hydrocarbons such as n-heptane and isooctane in binary blends on the autoignition behavior were investigated in a modified cooperative fuel research (CFR) engine at an equivlanece ratio of 0.5 and intake temperature of 120 °C. From this test condition, a homogeneous charge of fuel and intake air can be achieved. The test fuels were prepared by addition of 5-20 vol % diisobutylene into n-heptane and isooctane. The engine compression ratio (CR) was gradually increased from the lowest point to the point where significant high temperature heat release (HTHR) was observed, and this point is also referred to as the critical compression ratio (CCR). Heat release analysis showed that each n-heptane blend had a noticeable low temperature heat release (LTHR), which was not observed in the isooctane blends. The gradual addition of diisobutylene into each primary reference fuel contributed to retarded high temperature heat release in these binary blends, increasing the in-cylinder temperature and decreasing formation of CO. The 15 and 20 vol % blends of diisobutylene in isooctane were not able to reach high temperature heat release in the CFR engine system under these test conditions. The fundamental ignition behavior such as CCR and calculated % LTHR show the impact of the presence of the C-C double bond on ignition reactivity. Species concentration profiles obtained in condensed products from the engine exhaust were measured via gas chromatrography-mass spectrometry and -flame ionization detector. The major intermediate species for each blend were captured at a compression ratio selected just before the high temperature heat release was observed. Most intermediate species were derived from n-heptane and isooctane, while diisobutylene rarely participated in forming any major species, with the exception of the formation of 4,4-dimethyl-2-pentanone. Addition of diisobutylene exhibited opposite

  8. A Phenomenological Model for Prediction Auto-Ignition and Soot Formation of Turbulent Diffusion Combustion in a High Pressure Common Rail Diesel Engine

    Directory of Open Access Journals (Sweden)

    Qinghui Zhou

    2011-06-01

    Full Text Available A new phenomenological model, the TP (Temperature Phase model, is presented to carry out optimization calculations for turbulent diffusion combustion in a high-pressure common rail diesel engine. Temperature is the most important parameter in the TP model, which includes two parts: an auto-ignition and a soot model. In the auto-ignition phase, different reaction mechanisms are built for different zones. For the soot model, different methods are used for different temperatures. The TP model is then implemented in KIVA code instead of original model to carry out optimization. The results of cylinder pressures, the corresponding heat release rates, and soot with variation of injection time, variation of rail pressure and variation of speed among TP model, KIVA standard model and experimental data are analyzed. The results indicate that the TP model can carry out optimization and CFD (computational fluid dynamics and can be a useful tool to study turbulent diffusion combustion.

  9. Auto-Ignition and Spray Characteristics of n-Heptane and iso-Octane Fuels in Ignition Quality Tester

    KAUST Repository

    Jaasim, Mohammed

    2018-04-04

    Numerical simulations were conducted to systematically assess the effects of different spray models on the ignition delay predictions and compared with experimental measurements obtained at the KAUST ignition quality tester (IQT) facility. The influence of physical properties and chemical kinetics over the ignition delay time is also investigated. The IQT experiments provided the pressure traces as the main observables, which are not sufficient to obtain a detailed understanding of physical (breakup, evaporation) and chemical (reactivity) processes associated with auto-ignition. A three-dimensional computational fluid dynamics (CFD) code, CONVERGE™, was used to capture the detailed fluid/spray dynamics and chemical characteristics within the IQT configuration. The Reynolds-averaged Navier-Stokes (RANS) turbulence with multi-zone chemistry sub-models was adopted with a reduced chemical kinetic mechanism for n-heptane and iso-octane. The emphasis was on the assessment of two common spray breakup models, namely the Kelvin-Helmholtz/Rayleigh-Taylor (KH-RT) and linearized instability sheet atomization (LISA) models, in terms of their influence on auto-ignition predictions. Two spray models resulted in different local mixing, and their influence in the prediction of auto-ignition was investigated. The relative importance of physical ignition delay, characterized by spray evaporation and mixing processes, in the overall ignition behavior for the two different fuels were examined. The results provided an improved understanding of the essential contribution of physical and chemical processes that are critical in describing the IQT auto-ignition event at different pressure and temperature conditions, and allowed a systematic way to distinguish between the physical and chemical ignition delay times.

  10. Investigation of Spark Ignition and Autoignition in Methane and Air Using Computational Fluid Dynamics and Chemical Reaction Kinetics. A numerical Study of Ignition Processes in Internal Combustion Engines

    Energy Technology Data Exchange (ETDEWEB)

    Nordrik, R.

    1993-12-01

    The processes in the combustion chamber of internal combustion engines have received increased attention in recent years because their efficiencies are important both economically and environmentally. This doctoral thesis studies the ignition phenomena by means of numerical simulation methods. The fundamental physical relations include flow field conservation equations, thermodynamics, chemical reaction kinetics, transport properties and spark modelling. Special attention is given to the inclusion of chemical kinetics in the flow field equations. Using his No Transport of Radicals Concept method, the author reduces the computational efforts by neglecting the transport of selected intermediate species. The method is validated by comparison with flame propagation data. A computational method is described and used to simulate spark ignition in laminar premixed methane-air mixtures and the autoignition process of a methane bubble surrounded by hot air. The spark ignition simulation agrees well with experimental results from the literature. The autoignition simulation identifies the importance of diffusive and chemical processes acting together. The ignition delay times exceed the experimental values found in the literature for premixed ignition delay, presumably because of the mixing process and lack of information on low temperature reactions in the skeletal kinetic mechanism. Transient turbulent methane jet autoignition is simulated by means of the KIVA-II code. Turbulent combustion is modelled by the Eddy Dissipation Concept. 90 refs., 81 figs., 3 tabs.

  11. Autoignition characterization of primary reference fuels and n-heptane/n-butanol mixtures in a constant volume combustion device and homogeneous charge compression ignition engine

    KAUST Repository

    Baumgardner, Marc E.

    2013-12-19

    In this study, the autoignition behavior of primary reference fuels (PRF) and blends of n-heptane/n-butanol were examined in a Waukesha Fuel Ignition Tester (FIT) and a Homogeneous Charge Compression Engine (HCCI). Fourteen different blends of iso-octane, n-heptane, and n-butanol were tested in the FIT - 28 test runs with 25 ignition measurements for each test run, totaling 350 individual tests in all. These experimental results supported previous findings that fuel blends with high alcohol content can exhibit very different ignition delay periods than similarly blended reference fuels. The experiments further showed that n-butanol blends behaved unlike PRF blends when comparing the autoignition behavior as a function of the percentage of low reactivity component. The HCCI and FIT experimental results favorably compared against single and multizone models with detailed chemical kinetic mechanisms - both an existing mechanism as well as one developed during this study were used. The experimental and modeling results suggest that that the FIT instrument is a valuable tool for analysis of high pressure, low temperature chemistry, and autoignition for future fuels in advanced combustion engines. Additionally, in both the FIT and engine experiments the fraction of low temperature heat release (fLTHR) was found to correlate very well with the crank angle of maximum heat release and shows promise as a useful metric for fuel reactivity in advanced combustion applications. © 2013 American Chemical Society.

  12. The use of CO 2 as an additive for ignition delay and pollutant control in CH 4 /air autoignition

    KAUST Repository

    Tingas, Efstathios Al.

    2017-10-05

    The effect of CO2 dilution on the adiabatic and isochoric autoignition of CH4/air mixtures is analyzed with Computational Singular Perturbation (CSP) algorithmic tools, with a particular emphasis on the determination of the features of the chemical dynamics that control ignition delay and emission formation. Increasing CO2 dilution causes longer ignition delays, lower final temperatures and decreased formation of NO and CO. These effects of CO2 dilution are shown to be entirely thermal, contrary to what happens with dilution with H2O, which also has chemical activity and can reduce ignition delay. For the same initial mole fraction of the diluent, the decrease in final temperature and in NO concentration is larger in the CO2 case whereas the decrease in CO is larger in the H2O case. The thermal effect of CO2 is entirely analogous with those of dilution with the chemically inert Ar, only stronger for the same percentage of initial dilution, because of the larger specific heat of CO2. The reactions that have the largest contribution to the characteristic explosive time scale of the system during ignition delay (H2O2(+M)→OH+OH(+M), CH3O2+CH2O→CH3O2H+HCO, CH4+CH3O2→CH3+CH3O2H, H+O2→O+OH, etc.) are not substantially affected by CO2 dilution, neither are the species that are pointed by CSP (CH3O2, H2O2, CH2O, etc.) as having the largest impact on the this timescale. The same holds for the modes that control CO and NO formation. The results point to the possibility of cold exhaust gas recirculation being used in order to produce mixtures with longer ignition delays and therefore substantial resistance to uncontrolled ignition.

  13. Autoignition in a premixing-prevaporizing fuel duct using 3 different fuel injection systems at inlet air temperatures to 1250 K

    Science.gov (United States)

    Tacina, R. R.

    1983-01-01

    Conditions were determined in a continuous-flow, premixing-prevaporizing duct at which autoignition occurred. Test conditions were representative of an advanced, regenerative-cycle, automotive gas turbine. The test conditions inlet air temperatures from 600 to 1250 K (a vitiated preheater was used), pressures from 170 to 600 kPa, air velocities of 10 to 30 m/sec, equivalence ratios from 0.3 to 1.0, mixing lengths from 10 to 60 cm, and residence times of 2 to 100 ms. The fuel was diesel number 2. The duct was insulated and had an inside diameter of 12 cm. Three different fuel injection systems were used: One was a single simplex pressure atomizer, and the other two were multiple-source injectors. The data obtained with the simplex and one of the multiple-source injectors agreed satisfactorily with the references and correlated with an Arrenhius expression. The data obtained with the other multiple source injector, which used multiple cones to improve the fuel-air distribution, did not correlate well with residence time.

  14. A computational study of syngas auto-ignition characteristics at high-pressure and low-temperature conditions with thermal inhomogeneities

    KAUST Repository

    Pal, Pinaki

    2015-07-30

    A computational study was conducted to investigate the characteristics of auto-ignition in a syngas mixture at high-pressure and low-temperature conditions in the presence of thermal inhomogeneities. Highly resolved one-dimensional numerical simulations incorporating detailed chemistry and transport were performed. The temperature inhomogeneities were represented by a global sinusoidal temperature profile and a local Gaussian temperature spike (hot spot). Reaction front speed and front Damköhler number analyses were employed to characterise the propagating ignition front. In the presence of a global temperature gradient, the ignition behaviour shifted from spontaneous propagation (strong) to deflagrative (weak), as the initial mean temperature of the reactant mixture was lowered. A predictive Zel\\'dovich–Sankaran criterion to determine the transition from strong to weak ignition was validated for different parametric sets. At sufficiently low temperatures, the strong ignition regime was recovered due to faster passive scalar dissipation of the imposed thermal fluctuations relative to the reaction timescale, which was quantified by the mixing Damköhler number. In the presence of local hot spots, only deflagrative fronts were observed. However, the fraction of the reactant mixture consumed by the propagating front was found to increase as the initial mean temperature was lowered, thereby leading to more enhanced compression-heating of the end-gas. Passive scalar mixing was not found to be important for the hot spot cases considered. The parametric study confirmed that the relative magnitude of the Sankaran number translates accurately to the quantitative strength of the deflagration front in the overall ignition advancement. © 2015 Taylor & Francis

  15. Auto-ignition modelling: analysis of the dilution effects by the unburnt gases and of the interactions with turbulence for diesel homogeneous charge compression ignition (HCCI) engines; Modelisation de l'auto-inflammation: analyse des effets de la dilution par les gaz brules et des interactions avec la turbulence dediee aux moteurs Diesel a charge homogene

    Energy Technology Data Exchange (ETDEWEB)

    Subramanian, G.

    2005-09-15

    Homogeneous Charge Compression Ignition (HCCI) is an alternative engine combustion process that offers the potential for substantial reductions in both NO{sub x} and particulate matter still providing high Diesel-like efficiencies. Combustion in HCCI mode takes place essentially by auto-ignition. It is mainly controlled by the chemical kinetics. It is therefore necessary to introduce detailed chemistry effects in combustion CFD codes in order to properly model the HCCI combustion process. The objective of this work is to develop an auto-ignition model including detailed chemical kinetics and its interactions with turbulence. Also, a comprehensive study has been performed to analyze the chemical influence of CO and H{sub 2} residual species on auto-ignition, which can be present in the exhaust gases. A new auto-ignition model, TKI-PDF (Tabulated Kinetics for Ignition - with turbulent mixing interactions through a pdf approach) dedicated to RANS 3D engine combustion CFD calculations is proposed. The TKI-PDF model is formulated in order to accommodate the detailed chemical kinetics of auto-ignition coupled with turbulence/chemistry interactions. The complete model development and its validation against experimental results are presented in two parts. The first part of this work describes the detailed chemistry input to the model. The second part is dedicated to the turbulent mixing description. A method based on a progress variable reaction rate tabulation is used. A look-up table for the progress variable reaction rates has been built through constant volume complex chemistry simulations. Instantaneous local reaction rates inside the CFD computational cell are then calculated by linear interpolation inside the look-up table depending on the local thermodynamic conditions. In order to introduce the turbulent mixing effects on auto-ignition, a presumed pdf approach is used. The model has been validated in different levels. First, the detailed kinetic approach was

  16. Autoignition characteristics of oxygenated gasolines

    KAUST Repository

    Lee, Changyoul

    2017-08-14

    Gasoline anti-knock quality, defined by the research and motor octane numbers (RON and MON), is important for increasing spark ignition (SI) engine efficiency. Gasoline knock resistance can be increased using a number of blending components. For over two decades, ethanol has become a popular anti-knock blending agent with gasoline fuels due to its production from bio-derived resources. This work explores the oxidation behavior of two oxygenated certification gasoline fuels and the variation of fuel reactivity with molecular composition. Ignition delay times of Haltermann (RON = 91) and Coryton (RON = 97.5) gasolines have been measured in a high-pressure shock tube and in a rapid compression machine at three pressures of 10, 20 and 40 bar, at equivalence ratios of φ = 0.45, 0.9 and 1.8, and in the temperature range of 650–1250 K. The results indicate that the effects of fuel octane number and fuel composition on ignition characteristics are strongest in the intermediate temperature (negative temperature coefficient) region. To simulate the reactivity of these gasolines, three kinds of surrogates, consisting of three, four and eight components, are proposed and compared with the gasoline ignition delay times. It is shown that more complex surrogate mixtures are needed to emulate the reactivity of gasoline with higher octane sensitivity (S = RON–MON). Detailed kinetic analyses are performed to illustrate the dependence of gasoline ignition delay times on fuel composition and, in particular, on ethanol content.

  17. Low temperature oxidation, co-oxidation and auto-ignition of olefinic and aromatic blending compounds: Experimental study of interactions during the oxidation of a surrogate fuel; Oxydation, co-oxydation et auto-inflammation a basses temperatures d'alcenes et aromatiques types: etude experimentale des interactions au sein d'un carburant-modele

    Energy Technology Data Exchange (ETDEWEB)

    Vanhove, G.

    2004-12-15

    The low-temperature (600-900 K) and high-pressure (5-25 bar) oxidation and auto-ignition of the three position isomers of hexene, of binary mixtures of 1-hexene, toluene and iso-octane, and of a surrogate fuel composed of these three compounds were studied in motor conditions using a rapid compression machine. Auto-ignition delay times were measured as long as intermediate products concentrations during the delay. The results show that the oxidation chemistry of the hexenes is very dependent on the position of the double bond inside the molecule, and that strong interactions between the oxidation mechanisms of hydrocarbons in mixtures can occur. The data obtained concerning the surrogate fuel give a good insight into the behaviour of a practical gasoline after an homogeneous charge compression. (author)

  18. Autoignition Chemistry of Surrogate Fuel Components in an Engine Environment

    Science.gov (United States)

    2015-08-21

    conditions. Relevance to Army Research on combustion in CI engines is an important need for Army ground transportation systems, including fundamental...government laboratories) on next generation fuels and engines at professional meetings, such as Combustion Institute Conferences, SAE International... engine chamber at condition of ER=0.72, CR=11.0, IT= 450K. Both the pressure and temperature shows the two stage ignition combustion of methyl

  19. Autoignition and Combustion of Diesel and JP-8

    National Research Council Canada - National Science Library

    Seshadri, Kalyanasundaram

    2007-01-01

    The Department of Defense directive 4140.25 dated April 12, 2004 mandates that "primary fuel support for land-based air and ground forces in all theaters shall be accomplished using a single kerosene-based fuel, in order of precedence...

  20. Autoignition and Combustion of Diesel and JP-8

    National Research Council Canada - National Science Library

    Seshadri, Kalyanasundaram

    2007-01-01

    ...: JP-8, commercial jet fuel (with additive package), or commercial jet fuel (without additives)." The objective of the proposed research is to understand those key aspects of combustion of JP-8 that are required to facilitate this conversion...

  1. Effect of Materials on the Autoignition of Cyclopentane

    Energy Technology Data Exchange (ETDEWEB)

    Donna Post Guillen; Mark Walls

    2012-03-01

    Cyclopentane, a flammable hydrocarbon, is being considered as a working fluid for waste heat recovery applications. Experiments were conducted to determine the ignition delay time (IDT) of cyclopentane using an Ignition Quality Test (IQT) device. Two sets of experiments were conducted per ASTM D6890 (with exception to charge pressure and temperature) to determine ignition delay of the fuel at atmospheric pressure for normal air ({approx}21% oxygen) and vitiated air (13.3% oxygen) at a temperature of 530 C. Operation of the IQT device at a much lower pressure (1 bar) than normal operation (21.1 bar) led to very rich conditions and wetting of the stainless steel chamber walls. Catalytic effects produced small IDTs. Experiments were repeated with a modified injector to prevent wall wetting, resulting in average IDTs that are substantially longer.

  2. Preignition and Autoignition Behavior of the Xylene Isomers

    Science.gov (United States)

    2010-03-01

    24 Figure 3-4: Engine piston position at (a) IVC (10° bTDC), (b) IVC (34° aBDC), (c) EVO 40° bBDC), and (d) EVC (15° aTDC...displacement is 611.6 cm3. The intake valve opening (IVO), intake valve closing (IVC), exhaust valve opening (EVO), and exhaust valve closing ( EVC ...the exhaust stroke as combustion products exit the cylinder. Figure 3-4(d) shows the 23 engine at EVC . As seen in Fig. 3-4 and as with most engines

  3. Auto-ignition of concreted uranium scrap, July 23, 1979

    International Nuclear Information System (INIS)

    Forby, L.P.

    1980-01-01

    UNC Nuclear Industries is a prime contractor to the Department of Energy and is responsible for the operation of the dual purpose N Reactor at Hanford and fabrication of the uranium fuel used in the reactor. On July 23, 1979, a fire occurred in our storage warehouse involving concreted uranium fines and machine turnings stored in metal cans placed in wooden shipping crates awaiting shipment to National Lead Company of Ohio. The total cost of the fire was $23,000. The fire loss was $1,000 for the wooden shipping boxes and $22,000 for the clean-up of the warehouse from contamination spread and reconcretion of the uranium scrap. A description of the fire is presented

  4. A Regime Diagram for Autoignition of Homogeneous Reactant Mixtures with Turbulent Velocity and Temperature Fluctuations

    KAUST Repository

    Im, Hong G.

    2015-04-02

    A theoretical scaling analysis is conducted to propose a diagram to predict weak and strong ignition regimes for a compositionally homogeneous reactant mixture with turbulent velocity and temperature fluctuations. The diagram provides guidance on expected ignition behavior based on the thermo-chemical properties of the mixture and the flow/scalar field conditions. The analysis is an extension of the original Zeldovich’s analysis by combining the turbulent flow and scalar characteristics in terms of the characteristic Damköhler and Reynolds numbers of the system, thereby providing unified and comprehensive understanding of the physical and chemical mechanisms controlling ignition characteristics. Estimated parameters for existing experimental measurements in a rapid compression facility show that the regime diagram predicts the observed ignition characteristics with good fidelity.

  5. Autoignition and Burning Speeds of JP-8 Fuel at High Temperatures and Pressures

    Science.gov (United States)

    2004-08-25

    for Schlieren and Shadowgraph Images of Transient Expanding Spherical Thin Flames, ASME International Journal of Engineering for Gas Turbines and...Editorial Board of the International Journal of Exergy . He is also a member of the Scientific Council of International Center for Applied Thermodynamics...Combustion and Flame, ASME Journal of Energy Resources Technology, ASME Journal of Engineering for Gas Turbine and Power, Biotechnology and American

  6. Experimental and Theoretical Studies of Autoignition and Burning Speed of JP8 and DF-2

    Science.gov (United States)

    2008-10-20

    Exergy . He is also a member of the Scientific Council of International Center for Applied Thermodynamics. He has been proposal and scientific paper...Journal of Energy Resources Technology, ASME Journal of Engineering for Gas Turbine and Power, Biotechnology and American Chemical Society- the Petroleum...Journal of Engineering for Gas Turbines and Power, January 2001, Vol.190-196. [5] F. Rahim, M. Metghalchi, “Burning Velocity for Spherical Flames in

  7. Calculating the Vulnerability of Synthetic Polymers to Autoignition during Nuclear Flash.

    Science.gov (United States)

    1985-03-01

    8217 20t Excelsior, ponderosa pine 2 lb/ft 3 Light yellow Ignites 2 3 t 2 3 t • Radiant exposures for the indicated responses (except where marked t) are... wallpaper covering.) When K = 3 cal/cm s*deg, computer. t 3 s, C = 0.26 cal/g. deg, p = 2.3 g/cm3 , and The last material we consider using this sim

  8. Impact of fuel molecular structure on auto-ignition behavior – Design rules for future high performance gasolines

    KAUST Repository

    Boot, Michael D.

    2016-12-29

    At a first glance, ethanol, toluene and methyl tert-butyl ether look nothing alike with respect to their molecular structures. Nevertheless, all share a similarly high octane number. A comprehensive review of the inner workings of such octane boosters has been long overdue, particularly at a time when feedstocks for transport fuels other than crude oil, such as natural gas and biomass, are enjoying a rapidly growing market share. As high octane fuels sell at a considerable premium over gasoline, diesel and jet fuel, new entrants into the refining business should take note and gear their processes towards knock resistant compounds if they are to maximize their respective bottom lines. Starting from crude oil, the route towards this goal is well established. Starting from biomass or natural gas, however, it is less clear what dots on the horizon to aim for. The goal of this paper is to offer insight into the chemistry behind octane boosters and to subsequently distill from this knowledge, taking into account recent advances in engine technology, multiple generic design rules that guarantee good anti-knock performance. Careful analysis of the literature suggests that highly unsaturated (cyclic) compounds are the preferred octane boosters for modern spark-ignition engines. Additional side chains of any variety will dilute this strong performance. Multi-branched paraffins come in distant second place, owing to their negligible sensitivity. Depending on the type and location of functional oxygen groups, oxygenates can have a beneficial, neutral or detrimental impact on anti-knock quality.

  9. Auto-Ignition of Iso-Stoichiometric Blends of Gasoline-Ethanol-Methanol (GEM) in SI, HCCI and CI Combustion Modes

    KAUST Repository

    Waqas, Muhammad

    2017-03-28

    Gasoline-ethanol-methanol (GEM) blends, with constant stoichiometric air-to-fuel ratio (iso-stoichiometric blending rule) and equivalent to binary gasoline-ethanol blends (E2, E5, E10 and E15 in % vol.), were defined to investigate the effect of methanol and combined mixtures of ethanol and methanol when blended with three FACE (Fuels for Advanced Combustion Engines) Gasolines, I, J and A corresponding to RON 70.2, 73.8 and 83.9, respectively, and their corresponding Primary Reference Fuels (PRFs). A Cooperative Fuel Research (CFR) engine was used under Spark Ignition and Homogeneous Charge Compression Ignited modes. An ignition quality tester was utilized in the Compression Ignition mode. One of the promising properties of GEM blends, which are derived using the iso-stoichiometric blending rule, is that they maintain a constant octane number, which has led to the introduction of methanol as a drop-in fuel to supplement bio-derived ethanol. A constant RON/HCCI fuel number/derived Research octane number property was observed in all three combustion modes for high RON fuels, but for low RON fuels, the iso-stoichiometric blending rule for constant octane number did not appear to be valid. The chemical composition and octane number of the base fuel also influenced the behavior of the GEM blends under different conditions.

  10. The Preignition and Autoignition Oxidation of Alternatives to Petroleum Derived JP-8 and their Surrogate Components in a Pressurized Flow Reactor and Single Cylinder Research Engine

    Science.gov (United States)

    2009-09-01

    Alkylbenzenes 13.5 Indans/tetralins 3.4 Indenes ɘ.2 Napthalene ɘ.2 Napthalenes 1.7 Acenaphthenes ɘ.2 Acenaphthylenes ɘ.2 Tricylic aromatics...valve on the manifold by the FTIR . (See Figure A.4) 11.) Adjust flow meter ball to 3 by turning the flow adjusting valve. (See Figure A.3, #1

  11. Development and Experimental Validation of Large Eddy Simulation Techniques for the Prediction of Combustion-Dynamic Process in Syngas Combustion: Characterization of Autoignition, Flashback, and Flame-Liftoff at Gas-Turbine Relevant Operating Conditions

    Energy Technology Data Exchange (ETDEWEB)

    Ihme, Matthias [Univ. of Michigan, Ann Arbor, MI (United States); Driscoll, James [Univ. of Michigan, Ann Arbor, MI (United States)

    2015-08-31

    The objective of this closely coordinated experimental and computational research effort is the development of simulation techniques for the prediction of combustion processes, relevant to the oxidation of syngas and high hydrogen content (HHC) fuels at gas-turbine relevant operating conditions. Specifically, the research goals are (i) the characterization of the sensitivity of syngas ignition processes to hydrodynamic processes and perturbations in temperature and mixture composition in rapid compression machines and ow-reactors and (ii) to conduct comprehensive experimental investigations in a swirl-stabilized gas turbine (GT) combustor under realistic high-pressure operating conditions in order (iii) to obtain fundamental understanding about mechanisms controlling unstable flame regimes in HHC-combustion.

  12. Comparison of combustion characteristics of n-butanol/ethanol–gasoline blends in a HCCI engine

    International Nuclear Information System (INIS)

    He, Bang-Quan; Liu, Mao-Bin; Zhao, Hua

    2015-01-01

    Highlights: • The blends with alcohol autoignite early in the conditions highly diluted by exhaust. • n-Butanol is more reactive than ethanol in the blend with the same alcohol content. • Autoignition timing delays with retarding IVO timing for all alcohol–gasoline blends. • Advanced autoignition for the blends with alcohol leads to lower thermal efficiency. - Abstract: As a sustainable biofuel, n-butanol can be used in conventional spark ignition (SI) and compression ignition (CI) engines in order to reduce the dependence on fossil fuel. Homogeneous charge compression ignition (HCCI) is a novel combustion to improve the thermal efficiency of conventional SI engines at part loads. To understand the effect of alcohol structure on HCCI combustion under stoichiometric conditions highly diluted by exhaust gases, the combustion characteristics of n-butanol, ethanol and their blends with gasoline were investigated on a single cylinder port fuel injection gasoline engine with fixed intake/exhaust valve lifts at the same operating conditions in this study. The results show that autoignition timing for alcohol–gasoline blends is dependent on alcohol types and its concentration in the blend, engine speed and intake valve opening (IVO)/exhaust valve closing (EVC) timing. In the operating conditions with the residual gases more than 38% by mass in the mixture, alcohol–gasoline blends autoignite more easily than gasoline. Autoignition timing for n-butanol–gasoline blend is earlier than that for ethanol–gasoline blend with the same alcohol volume fraction at 1500 rpm in most cases while the autoignition timings for the blends with alcohol are relatively close at 2000 rpm at the same IVO/EVC timing. Combustion stability is improved with advanced EVC timing at a fixed IVO timing, which is benefit for the improvement in the thermal efficiency in the case of alcohol–gasoline blends. In addition, n-butanol–gasoline blends autoignite earlier than their ethanol

  13. Modelling studies of the oxidation and auto-ignition of alkanes, aromatics, and their mixtures at high pressure between 600 and 1500 K: reduction of detailed mechanisms: measurements of the building up of soot; Etudes par modelisation de l'oxydation et de l'autoinflammation d'alcanes et d'aromatiques purs et de melanges a haute pression entre 600 et 1500 K: reduction de mecanismes detailles: mesure de la formation des suies

    Energy Technology Data Exchange (ETDEWEB)

    Saylam, A.

    2005-11-15

    The understanding and control of many combustion phenomena requires an interactive work between experiments and modelling. The presentation of the two coupled approaches is a prerequisite to demonstrate the complexity of the phenomena (Chapters I and II). This complexity often precludes from fully elucidating the details of the chemistry of hydrocarbon oxidations. Such a failure has been shown by an attempt to improve the mechanism of oxidation of iso-octane (Chapter III). Hundreds of species and thousands of reactions come into play during the oxidation of an hydrocarbon and they all must be included into the detailed mechanisms. The need for smaller mechanisms logically has led to devise a technique of reduction (Chapter IV). Predictive thermo-kinetic mechanisms have been built, reduced, and validated with new experimental data and data collected from previous work or published elsewhere (Chapter V). Laser diagnostic techniques have been used to measure soot particles and PAH inside a methane flame (Chapter VI). (author)

  14. Coupled nonequilibrium flow, energy and radiation transport for hypersonic planetary entry

    Science.gov (United States)

    Frederick, Donald Jerome

    An ever increasing demand for energy coupled with a need to mitigate climate change necessitates technology (and lifestyle) changes globally. An aspect of the needed change is a decrease in the amount of anthropogenically generated CO2 emitted to the atmosphere. The decrease needed cannot be expected to be achieved through only one source of change or technology, but rather a portfolio of solutions are needed. One possible technology is Carbon Capture and Storage (CCS), which is likely to play some role due to its combination of mature and promising emerging technologies, such as the burning of hydrogen in gas turbines created by pre-combustion CCS separation processes. Thus research on effective methods of burning turbulent hydrogen jet flames (mimicking gas turbine environments) are needed, both in terms of experimental investigation and model development. The challenge in burning (and modeling the burning of) hydrogen lies in its wide range of flammable conditions, its high diffusivity (often requiring a diluent such as nitrogen to produce a lifted turbulent jet flame), and its behavior under a wide range of pressures. In this work, numerical models are used to simulate the environment of a gas turbine combustion chamber. Concurrent experimental investigations are separately conducted using a vitiated coflow burner (which mimics the gas turbine environment) to guide the numerical work in this dissertation. A variety of models are used to simulate, and occasionally guide, the experiment. On the fundamental side, mixing and chemistry interactions motivated by a H2/N2 jet flame in a vitiated coflow are investigated using a 1-D numerical model for laminar flows and the Linear Eddy Model for turbulent flows. A radial profile of the jet in coflow can be modeled as fuel and oxidizer separated by an initial mixing width. The effects of species diffusion model, pressure, coflow composition, and turbulent mixing on the predicted autoignition delay times and mixture

  15. Experimental and Numerical Investigation of Ethanol/Diethyl Ether Mixtures in a CI Engine

    KAUST Repository

    Sivasankaralingam, Vedharaj

    2016-10-17

    The auto-ignition characteristics of diethyl ether (DEE)/ethanol mixtures are investigated in compression ignition (CI) engines both numerically and experimentally. While DEE has a higher derived cetane number (DCN) of 139, ethanol exhibits poor ignition characteristics with a DCN of 8. DEE was used as an ignition promoter for the operation of ethanol in a CI engine. Mixtures of DEE and ethanol (DE), i.e., DE75 (75% DEE + 25% ethanol), DE50 (50% DEE + 50% ethanol) and DE25 (25% DEE + 75% ethanol), were tested in a CI engine. While DE75 and DE50 auto-ignited at an inlet air pressure of 1.5 bar, DE25 failed to auto-ignite even at boosted pressure of 2 bar. The peak in-cylinder pressure for diesel and DE75 were comparable, while DE50 showed reduced peak in-cylinder pressure with delayed start of combustion (SOC). Numerical simulations were conducted to study the engine combustion characteristics of DE mixture. A comprehensive detailed chemical kinetic model was created to represent the combustion of DE mixtures. The detailed mechanism was then reduced using standard direct relation graph (DRG-X) method and coupled with 3D CFD code, CONVERGE, to simulate the experimental data. The simulation results showed that the effects of physical properties on DE50 combustion are negligible. Simulations of DE50 mixture revealed that the combustion is nearly homogenous, while diesel (n-heptane used as a surrogate) and DE75 showed similar combustion behavior with flame liftoff and diffusion controlled combustion. Diesel exhibited auto-ignition at an equivalence ratio of 2, while DE75 and DE50 showed auto-ignition in the equivalence ratio range of 1-1.5 and 0-1, respectively. The experiments and numerical simulations demonstrate how the high reactivity of DEE supports the auto-ignition of ethanol, while ethanol acts as a radical scavenger.

  16. Experimental and Modeling Investigation of the Effectof H2S Addition to Methane on the Ignition and Oxidation at High Pressures

    OpenAIRE

    Gersen, Sander; van Essen, Martijn; Darmeveil, Harry; Hashemi, Hamid; Rasmussen, Christian Tihic; Christensen, Jakob Munkholt; Glarborg, Peter; Levinsky, Howard

    2017-01-01

    The autoignition and oxidation behavior of CH4/H2S mixtures has been studied experimentally in a rapid compression machine (RCM) and a high-pressure flow reactor. The RCM measurements show that the addition of 1% H2S to methane reduces the autoignition delay time by a factor of 2 at pressures ranging from 30 to 80 bar and temperatures from 930 to 1050 K. The flow reactor experiments performed at 50 bar show that, for stoichiometric conditions,a large fraction of H2S is already consumed at 600...

  17. Ignition-promoting effect of NO2 on methane, ethane and methane/ethane mixtures in a rapid compression machine

    NARCIS (Netherlands)

    Gersen, S.; Mokhov, A. V.; Darmeveil, J. H.; Levinsky, H. B.; Glarborg, P.

    2011-01-01

    Autoignition delay times of stoichiometric methane, ethane and methane/ethane mixtures doped with 100 and 270 ppm of NO2 have been measured in a RCM in the temperature range 900-1050 K and pressures from 25 to 50 bar. The measurements show that addition of NO2 to CH4/O-2/N-2/ Ar and

  18. Ignition properties of methane/hydrogen mixtures in a rapid compression machine

    NARCIS (Netherlands)

    Gersen, S.; Anikin, N. B.; Mokhov, A. V.; Levinsky, H. B.

    We investigate changes in the combustion behavior of methane, the primary component of natural gas, upon hydrogen addition by characterizing the autoignition behavior of methane/hydrogen mixtures in a rapid compression machine (RCM). Ignition delay times were measured under stoichiometric conditions

  19. Experimental study of the combustion properties of methane/hydrogen mixtures

    NARCIS (Netherlands)

    Gersen, Sander

    2007-01-01

    In this thesis the combustion properties of methane / hydrogen mixtures are investigated by measering autoignition delay times in methane/hydrogen mixtures under conditions relevant for gasengines. Moreover HCN and C2H2 measurements have been performed in fuel-rich one dimensional laminar CH4/H2/air

  20. VOC destruction by water diluted hydrogen mild combustion.

    Science.gov (United States)

    Sabia, P; Romeo, F; de Joannon, M; Cavaliere, A

    2007-06-01

    This study represents a preliminary numerical evaluation of the effect of steam dilution and hydrogen addition on the oxidation of formaldehyde and benzene, chosen as representative of the volatile organic compounds (VOC), in mild condition by evaluating the autoignition time and the steady state attainment. These parameters are important in the design of thermal VOC destruction plants since they influence the abatement efficiency and, therefore, the plant dimension. It has come out that, in comparison with the system diluted in nitrogen, steam induces lower autoignition times and, on the other hand, longer times for the attainment of the steady state. In contrast, for very high water content the autoignition time slightly increases. In particular results have shown that is possible to identify an optimum value of steam content that allows for the attainment of the steady state condition by the lowest residence time. Hydrogen addition to systems diluted in nitrogen promotes the oxidation reactions and anticipates the steady state condition. In steam diluted systems hydrogen delays the autoignition of the mixtures even though anticipates the attainment of the complete destruction of the VOC. The rate of production analysis has showed that the H(2)/O(2) reactions, that promote the ignition and the destruction of VOC, are sensibly modified by the presence of water and hydrogen.

  1. Physicochemical effects of varying fuel composition on knock characteristics of natural gas mixtures

    NARCIS (Netherlands)

    Gersen, Sander; van Essen, Martijn; van Dijk, Gerco; Levinsky, Howard

    2014-01-01

    The physicochemical origins of how changes in fuel composition affect autoignition of the end gas, leading to engine knock, are analyzed for a natural gas engine. Experiments in a lean-burn, high-speed medium-BMEP gas engine are performed using a reference natural gas with systematically varied

  2. Development, characterization, sintering, dielectric and optical ...

    Indian Academy of Sciences (India)

    Nanocrystalline NdBa2ZrO5.5 has been successfully synthesized through a single step auto-ignition combustion route for the first time. X-ray diffraction and Fourier transform infrared spectroscopy revealed that the combustion product is phase pure and has an ordered cubic perovskite structure. The phase transitions and ...

  3. Bulletin of Materials Science | Indian Academy of Sciences

    Indian Academy of Sciences (India)

    Nanocrystalline NdBa2ZrO5.5 has been successfully synthesized through a single step auto-ignition combustion route for the first time. X-ray diffraction and Fourier transform infrared spectroscopy revealed that the combustion product is phase pure and has an ordered cubic perovskite structure. The phase transitions and ...

  4. Computational characterization of ignition regimes in a syngas/air mixture with temperature fluctuations

    KAUST Repository

    Pal, Pinaki

    2016-07-27

    Auto-ignition characteristics of compositionally homogeneous reactant mixtures in the presence of thermal non-uniformities and turbulent velocity fluctuations were computationally investigated. The main objectives were to quantify the observed ignition characteristics and numerically validate the theory of the turbulent ignition regime diagram recently proposed by Im et al. 2015 [29] that provides a framework to predict ignition behavior . a priori based on the thermo-chemical properties of the reactant mixture and initial flow and scalar field conditions. Ignition regimes were classified into three categories: . weak (where deflagration is the dominant mode of fuel consumption), . reaction-dominant strong, and . mixing-dominant strong (where volumetric ignition is the dominant mode of fuel consumption). Two-dimensional (2D) direct numerical simulations (DNS) of auto-ignition in a lean syngas/air mixture with uniform mixture composition at high-pressure, low-temperature conditions were performed in a fixed volume. The initial conditions considered two-dimensional isotropic velocity spectrums, temperature fluctuations and localized thermal hot spots. A number of parametric test cases, by varying the characteristic turbulent Damköhler and Reynolds numbers, were investigated. The evolution of the auto-ignition phenomena, pressure rise, and heat release rate were analyzed. In addition, combustion mode analysis based on front propagation speed and computational singular perturbation (CSP) was applied to characterize the auto-ignition phenomena. All results supported that the observed ignition behaviors were consistent with the expected ignition regimes predicted by the theory of the regime diagram. This work provides new high-fidelity data on syngas ignition characteristics over a broad range of conditions and demonstrates that the regime diagram serves as a predictive guidance in the understanding of various physical and chemical mechanisms controlling auto-ignition

  5. Fuels and Combustion

    KAUST Repository

    Johansson, Bengt

    2016-08-17

    This chapter discusses the combustion processes and the link to the fuel properties that are suitable for them. It describes the basic three concepts, including spark ignition (SI) and compression ignition (CI), and homogeneous charge compression ignition (HCCI). The fuel used in a CI engine is vastly different from that in an SI engine. In an SI engine, the fuel should sustain high pressure and temperature without autoignition. Apart from the dominating SI and CI engines, it is also possible to operate with a type of combustion: autoignition. With HCCI, the fuel and air are fully premixed before combustion as in the SI engine, but combustion is started by the increased pressure and temperature during the compression stroke. Apart from the three combustion processes, there are also a few combined or intermediate concepts, such as Spark-Assisted Compression Ignition (SACI). Those concepts are discussed in terms of the requirements of fuel properties.

  6. Advanced fuel chemistry for advanced engines.

    Energy Technology Data Exchange (ETDEWEB)

    Taatjes, Craig A.; Jusinski, Leonard E.; Zador, Judit; Fernandes, Ravi X.; Miller, James A.

    2009-09-01

    Autoignition chemistry is central to predictive modeling of many advanced engine designs that combine high efficiency and low inherent pollutant emissions. This chemistry, and especially its pressure dependence, is poorly known for fuels derived from heavy petroleum and for biofuels, both of which are becoming increasingly prominent in the nation's fuel stream. We have investigated the pressure dependence of key ignition reactions for a series of molecules representative of non-traditional and alternative fuels. These investigations combined experimental characterization of hydroxyl radical production in well-controlled photolytically initiated oxidation and a hybrid modeling strategy that linked detailed quantum chemistry and computational kinetics of critical reactions with rate-equation models of the global chemical system. Comprehensive mechanisms for autoignition generally ignore the pressure dependence of branching fractions in the important alkyl + O{sub 2} reaction systems; however we have demonstrated that pressure-dependent 'formally direct' pathways persist at in-cylinder pressures.

  7. Free-piston engine

    Science.gov (United States)

    Van Blarigan, Peter

    2001-01-01

    A combustion system which can utilize high compression ratios, short burn durations, and homogeneous fuel/air mixtures in conjunction with low equivalence ratios. In particular, a free-piston, two-stroke autoignition internal combustion engine including an electrical generator having a linear alternator with a double-ended free piston that oscillates inside a closed cylinder is provided. Fuel and air are introduced in a two-stroke cycle fashion on each end, where the cylinder charge is compressed to the point of autoignition without spark plugs. The piston is driven in an oscillating motion as combustion occurs successively on each end. This leads to rapid combustion at almost constant volume for any fuel/air equivalence ratio mixture at very high compression ratios. The engine is characterized by high thermal efficiency and low NO.sub.x emissions. The engine is particularly suited for generating electrical current in a hybrid automobile.

  8. Preliminary assessment of combustion modes for internal combustion wave rotors

    Science.gov (United States)

    Nalim, M. Razi

    1995-01-01

    Combustion within the channels of a wave rotor is examined as a means of obtaining pressure gain during heat addition in a gas turbine engine. Several modes of combustion are considered and the factors that determine the applicability of three modes are evaluated in detail; premixed autoignition/detonation, premixed deflagration, and non-premixed compression ignition. The last two will require strong turbulence for completion of combustion in a reasonable time in the wave rotor. The compression/autoignition modes will require inlet temperatures in excess of 1500 R for reliable ignition with most hydrocarbon fuels; otherwise, a supplementary ignition method must be provided. Examples of combustion mode selection are presented for two core engine applications that had been previously designed with equivalent 4-port wave rotor topping cycles using external combustion.

  9. Experimental Study of Ignition by Hot Spot in Internal Combustion Engines

    Science.gov (United States)

    Serruys, Max

    1938-01-01

    In order to carry out the contemplated study, it was first necessary to provide hot spots in the combustion chamber, which could be measured and whose temperature could be changed. It seemed difficult to realize both conditions working solely on the temperature of the cooling water in a way so as to produce hot spots on the cylinder wall capable of provoking autoignition. Moreover, in the majority of practical cases, autoignition is produced by the spark plug, one of the least cooled parts in the engine. The first procedure therefore did not resemble that which most generally occurs in actual engine operation. All of these considerations caused us to reproduce similar hot spots at the spark plugs. The hot spots produced were of two kinds and designated with the name of thermo-electric spark plug and of metallic hot spot.

  10. Numerical Studies on Controlling Gaseous Fuel Combustion by Managing the Combustion Process of Diesel Pilot Dose in a Dual-Fuel Engine

    OpenAIRE

    Mikulski Maciej; Wierzbicki Sławomir; Piętak Andrzej

    2015-01-01

    Protection of the environment and counteracting global warming require finding alternative sources of energy. One of the methods of generating energy from environmentally friendly sources is increasing the share of gaseous fuels in the total energy balance. The use of these fuels in compression-ignition (CI) engines is difficult due to their relatively high autoignition temperature. One solution for using these fuels in CI engines is operating in a dualfuel mode, where the air and gas mixture...

  11. Effect of laser induced plasma ignition timing and location on Diesel spray combustion

    International Nuclear Information System (INIS)

    Pastor, José V.; García-Oliver, José M.; García, Antonio; Pinotti, Mattia

    2017-01-01

    Highlights: • Laser plasma ignition is applied to a direct injection Diesel spray, compared with auto-ignition. • Critical local fuel/air ratio for LIP provoked ignition is obtained. • The LIP system is able to stabilize Diesel combustion compared to auto-ignition cases. • Varying LIP position along spray axis directly affects Ignition-delay. • Premixed combustion is reduced both by varying position and delay of the LIP ignition system. - Abstract: An experimental study about the influence of the local conditions at the ignition location on combustion development of a direct injection spray is carried out in an optical engine. A laser induced plasma ignition system has been used to force the spray ignition, allowing comparison of combustion’s evolution and stability with the case of conventional autoignition on the Diesel fuel in terms of ignition delay, rate of heat release, spray penetration and soot location evolution. The local equivalence ratio variation along the spray axis during the injection process was determined with a 1D spray model, previously calibrated and validated. Upper equivalence ratios limits for the ignition event of a direct injected Diesel spray, both in terms of ignition success possibilities and stability of the phenomena, could been determined thanks to application of the laser plasma ignition system. In all laser plasma induced ignition cases, heat release was found to be higher than for the autoignition reference cases, and it was found to be linked to a decrease of ignition delay, with the premixed peak in the rate of heat release curve progressively disappearing as the ignition delay time gets shorter. Ignition delay has been analyzed as a function of the laser position, too. It was found that ignition delay increases for plasma positions closer to the nozzle, indicating that the amount of energy introduced by the laser induced plasma is not the only parameter affecting combustion initiation, but local equivalence ratio

  12. Progress Toward Analytic Predictions of Supersonic Hydrocarbon-Air Combustion: Computation of Ignition Times and Supersonic Mixing Layers

    Science.gov (United States)

    Sexton, Scott Michael

    Combustion in scramjet engines is faced with the limitation of brief residence time in the combustion chamber, requiring fuel and preheated air streams to mix and ignite in a matter of milliseconds. Accurate predictions of autoignition times are needed to design reliable supersonic combustion chambers. Most efforts in estimating non-premixed autoignition times have been devoted to hydrogen-air mixtures. The present work addresses hydrocarbon-air combustion, which is of interest for future scramjet engines. Computation of ignition in supersonic flows requires adequate characterization of ignition chemistry and description of the flow, both of which are derived in this work. In particular, we have shown that activation energy asymptotics combined with a previously derived reduced chemical kinetic mechanism provides analytic predictions of autoignition times in homogeneous systems. Results are compared with data from shock tube experiments, and previous expressions which employ a fuel depletion criterion. Ignition in scramjet engines has a strong dependence on temperature, which is found by perturbing the chemically frozen mixing layer solution. The frozen solution is obtained here, accounting for effects of viscous dissipation between the fuel and air streams. We investigate variations of thermodynamic and transport properties, and compare these to simplified mixing layers which neglect these variations. Numerically integrating the mixing layer problem reveals a nonmonotonic temperature profile, with a peak occurring inside the shear layer for sufficiently high Mach numbers. These results will be essential in computation of ignition distances in supersonic combustion chambers.

  13. Fuel spray and combustion characteristics of butanol blends in a constant volume combustion chamber

    International Nuclear Information System (INIS)

    Liu, Yu; Li, Jun; Jin, Chao

    2015-01-01

    Highlights: • A sudden drop is observed in spray penetration for B10S10D80 fuel at 800 and 900 K. • With increasing of temperature, auto-ignition timings of fuels become unperceivable. • Low n-butanol addition has little effect on autoignition timings from 800 to 1200 K. • n-Butanol additive can reduce soot emissions at the near-wall regions. • Larger soot reduction is seen at higher ambient temperatures for n-butanol addition. - Abstract: The processes of spray penetrations, flame propagation and soot formation and oxidation fueling n-butanol/biodiesel/diesel blends were experimentally investigated in a constant volume combustion chamber with an optical access. B0S20D80 (0% n-butanol, 20% soybean biodiesel, and 80% diesel in volume) was prepared as the base fuel. n-Butanol was added into the base fuel by volumetric percent of 5% and 10%, denoted as B5S15D80 (5% n-butanol/15% soybean biodiesel/80% diesel) and B10S10D80 (10% n-butanol/10% soybean biodiesel/80% diesel). The ambient temperatures at the time of fuel injection were set to 800 K, 900 K, 1000 K, and 1200 K. Results indicate that the penetration length reduces with the increase of n-butanol volumes in blending fuels and ambient temperatures. The spray penetration presents a sudden drop as fueling B10S10D80 at 800 K and 900 K, which might be caused by micro-explosion. A larger premixed combustion process is observed at low ambient temperatures, while the heat release rate of high ambient temperatures presents mixing controlled diffusion combustion. With a lower ambient temperature, the auto-ignition delay becomes longer with increasing of n-butanol volume in blends. However, with increasing of ambient temperatures, the auto-ignition timing between three fuels becomes unperceivable. Generally, low n-butanol addition has a limited or no effect on the auto-ignition timing in the current conditions. Compared with the base fuel of B0S20D80, n-butanol additive with 5% or 10% in volume can reduce soot

  14. A fundamental study of the oxidation behavior of SI primary reference fuels with propionaldehyde and DTBP as an additive

    Science.gov (United States)

    Johnson, Rodney

    In an effort to combine the benefits of SI and CI engines, Homogeneous Charge Compression Ignition (HCCI) engines are being developed. HCCI combustion is achieved by controlling the temperature, pressure, and composition of the fuel and air mixture so that autoignition occurs in proper phasing with the piston motion. This control system is fundamentally more challenging than using a spark plug or fuel injector to determine ignition timing as in SI and CI engines, respectively. As a result, this is a technical barrier that must be overcome to make HCCI engines applicable to a wide range of vehicles and viable for high volume production. One way to tailor the autoignition timing is to use small amounts of ignition enhancing additives. In this study, the effect of the addition of DTBP and propionaldehyde on the autoignition behavior of SI primary reference fuels was investigated. The present work was conducted in a new research facility built around a single cylinder Cooperative Fuels Research (CFR) octane rating engine but modified to run in HCCI mode. It focused on the effect of select oxygenated hydrocarbons on hydrocarbon fuel oxidation, specifically, the primary reference fuels n-heptane and iso-octane. This work was conducted under HCCI operating conditions. Previously, the operating parameters for this engine were validated for stable combustion under a wide range of operating parameters such as engine speeds, equivalence ratios, compression ratios and inlet manifold temperature. The stable operating range under these conditions was recorded and used for the present study. The major focus of this study was to examine the effect of the addition of DTBP or propionaldehyde on the oxidation behavior of SI primary reference fuels. Under every test condition the addition of the additives DTBP and propionaldehyde caused a change in fuel oxidation. DTBP always promoted fuel oxidation while propionaldehyde promoted oxidation for lower octane number fuels and delayed

  15. Effect of silane concentration on the supersonic combustion of a silane/methane mixture

    Science.gov (United States)

    Northam, G. B.; Mclain, A. G.; Pellett, G. L.; Diskin, G. S.

    1986-01-01

    A series of direct connect combustor tests was conducted to determine the effect of silane concentration on the supersonic combustion characteristics of silane/methane mixtures. Shock tube ignition delay data indicated more than an order of magnitude reduction in ignition delay times for both 10 and 20 percent silane/methane mixtures as compared to methane. The ignition delay time of the 10 percent mixture was only a factor of 2.3 greater than that of the 20 percent mixture. Supersonic combustion tests were conducted with the fuel injected into a model scramjet combustor. The combustor was mounted at the exit of a Mach 2 nozzle and a hydrogen fired heater was used to provide a variation in test gas total temperature. Tests using the 20 percent silane/methane mixture indicated considerable combustion enhancement when compared to methane alone. This mixture had an autoignition total temperature of 1650 R. This autoignition temperature can be contrasted with 2330 R for hydrogen and 1350 R for a 20 percent silane/hydrogen mixture in similar hardware. Methane without the silane additive did not autoignite in this configuration at total temperatures as high as 3900 R, the maximum temperature at which tests were conducted. Supersonic combustion tests with the silane concentration reduced to 10 percent indicated little improvement in combustion performance over pure methane. The addition of 20 percent silane to methane resulted in a pyrophoric fuel with good supersonic combustion performance. Reducing the silane concentration below this level, however, yielded a less pyrophoric fuel that exhibited poor supersonic combustion performance.

  16. Impact of thermodynamic properties and heat loss on ignition of transportation fuels in rapid compression machines

    KAUST Repository

    Ahmed, Ahfaz

    2018-01-30

    Rapid compression machines (RCM) are extensively used to study autoignition of a wide variety of fuels at engine relevant conditions. Fuels ranging from pure species to full boiling range gasoline and diesel can be studied in an RCM to develop a better understanding of autoignition kinetics in low to intermediate temperature ranges. In an RCM, autoignition is achieved by compressing a fuel/oxidizer mixture to higher pressure and temperature, thereby initiating chemical reactions promoting ignition. During these experiments, the pressure is continuously monitored and is used to deduce significant events such as the end of compression and the onset of ignition. The pressure profile is also used to assess the temperature evolution of the gas mixture with time using the adiabatic core hypothesis and the heat capacity ratio of the gas mixture. In such RCM studies, real transportation fuels containing many components are often represented by simpler surrogate fuels. While simpler surrogates such as primary reference fuels (PRFs) and ternary primary reference fuel (TPRFs) can match research and motor octane number of transportation fuels, they may not accurately replicate thermodynamic properties (including heat capacity ratio). This non-conformity could exhibit significant discrepancies in the end of compression temperature, thereby affecting ignition delay (τign) measurements. Another aspect of RCMs that can affect τign measurement is post compression heat loss, which depends on various RCM parameters including geometry, extent of insulation, pre-heating temperature etc. To, better understand the effects of these non-chemical kinetic parameters on τign, thermodynamic properties of a number of FACE G gasoline surrogates were calculated and simulated in a multi-zone RCM model. The problem was further investigated using a variance based analysis and individual sensitivities were calculated. This study highlights the effects on τign due to thermodynamic properties of

  17. Effects of substitution on counterflow ignition and extinction of C3 and C4 alcohols

    KAUST Repository

    Alfazazi, Adamu

    2016-06-17

    Dwindling reserves and inherent uncertainty in the price of conventional fuels necessitates a search for alternative fuels. Alcohols represent a potential source of energy for the future. The structural features of an alcohol fuel have a direct impact on combustion properties. In particular, substitution in alcohols can alter the global combustion reactivity. In this study, experiments and numerical simulations were conducted to investigate the critical conditions of extinction and autoignition of n-propanol, 1-butanol, iso-propanol and iso-butanol in non-premixed diffusion flames. Experiments were carried out in the counterflow configuration, while simulations were conducted using a skeletal chemical kinetic model for the C3 and C4 alcohols. The fuel stream consists of the pre-vaporized fuel diluted with nitrogen, while the oxidizer stream is air. The experimental results show that autoignition temperatures of the tested alcohols increase in the following order: iso-propanol > iso-butanol > 1-butanol ≈ n-propanol. The simulated results for the branched alcohols agree with the experiments, while the autoignition temperature of 1-butanol is slightly higher than that of n-propanol. For extinction, the experiments show that the extinction limits of the tested fuels increase in the following order: n-propanol ≈ 1-butanol > iso-butanol > iso-propanol. The model suggests that the extinction limits of 1-butanol is slightly higher than n-propanol with extinction strain rate of iso-butanol and iso-propanol maintaining the experimentally observed trend. The transport weighted enthalpy (TWE) and radical index (Ri) concepts were utilized to rationalize the observed reactivity trends for these fuels.

  18. Combustion visualization and experimental study on spark induced compression ignition (SICI) in gasoline HCCI engines

    International Nuclear Information System (INIS)

    Wang Zhi; He Xu; Wang Jianxin; Shuai Shijin; Xu Fan; Yang Dongbo

    2010-01-01

    Spark induced compression ignition (SICI) is a relatively new combustion control technology and a promising combustion mode in gasoline engines with high efficiency. SICI can be divided into two categories, SACI and SI-CI. This paper investigated the SICI combustion process using combustion visualization and engine experiment respectively. Ignition process of SICI was captured by high speed photography in an optical engine with different compression ratios. The results show that SICI is a combustion mode combined with partly flame propagation and main auto-ignition. The spark ignites the local mixture near spark electrodes and the flame propagation occurs before the homogeneous mixture is auto-ignited. The heat release from central burned zone due to the flame propagation increases the in-cylinder pressure and temperature, resulting in the unburned mixture auto-ignition. The SICI combustion process can be divided into three stages of the spark induced stage, the flame propagation stage and the compression ignition stage. The SICI combustion mode is different from the spark ignition (SI) knocking in terms of the combustion and emission characteristics. Furthermore, three typical combustion modes including HCCI, SICI, SI, were compared on a gasoline direct injection engine with higher compression ratio and switchable cam-profiles. The results show that SICI has an obvious combustion characteristic with two-stage heat release and lower pressure rise rate. The SICI combustion mode can be controlled by spark timings and EGR rates and utilized as an effective method for high load extension on the gasoline HCCI engine. The maximum IMEP of 0.82 MPa can be achieved with relatively low NO x emission and high thermal efficiency. The SICI combustion mode can be applied in medium-high load region for high efficiency gasoline engines.

  19. Flammability characteristics of combustible gases and vapors

    Energy Technology Data Exchange (ETDEWEB)

    Zabetakis, M. G. [Bureau of Mines, Pittsburgh, PA (United States)

    1964-05-01

    This is a summary of the available limit of flammability, autoignition and burning-rate data for more than 200 combustible gases and vapors in air and other oxidants, as well as of empirical rules and graphs that can be used to predict similar data for thousands of other combustibles under a variety of environmental conditions. Spec$c data are presented on the paraffinic, unsaturated, aromatic, and alicyclic hydrocarbons, alcohols, ethers, aldehydes, ketones, and sulfur compounds, and an assortment of fuels, fuel blends, hydraulic fluids, engine oils, and miscellaneous combustible gases and vapors.

  20. Modelling of diesel spray flame under engine-like conditions using an accelerated eulerian stochastic fields method: A convergence study of the number of stochastic fields

    DEFF Research Database (Denmark)

    Pang, Kar Mun; Jangi, Mehdi; Bai, X.-S.

    The use of transported Probability Density Function(PDF) methods allows a single model to compute the autoignition, premixed mode and diffusion flame of diesel combustion under engine-like conditions [1,2]. The Lagrangian particle based transported PDF models have been validated across a wide range...... generated similar results. The principal motivation for ESF compared to Lagrangian particle based PDF is the relative ease of implementation of the former into Eulerian computational fluid dynamics(CFD) codes [5]. Several works have attempted to implement the ESF model for the simulations of diesel spray...

  1. Optimizing the Performance of a 50cc Compression Ignition Two-Stroke Engine Operating on Dimethyl Ether

    DEFF Research Database (Denmark)

    Hansen, Kim Rene; Dolriis, J.D.; Hansson, C.

    2011-01-01

    . Design improvements relative to an earlier prototype are described. The major alterations are related to air intake arrangement, exhaust tuning and the fuel injector. Comparison is made to the first prototype engine and the effects of fuel injection rate, injection pressure, cylinder head geometry...... of premixing occurs before auto-ignition of the fuel. This results in approximately 65% of the fuel being burnt rapidly in the premixed phase of combustion. The engine mode of operation can be characterized as premixed compression ignition (PCI)....

  2. Chemistry Impacts in Gasoline HCCI

    Energy Technology Data Exchange (ETDEWEB)

    Szybist, James P [ORNL; Bunting, Bruce G [ORNL

    2006-09-01

    The use of homogeneous charge compression ignition (HCCI) combustion in internal combustion engines is of interest because it has the potential to produce low oxides of nitrogen (NOx) and particulate matter (PM) emissions while providing diesel-like efficiency. In HCCI combustion, a premixed charge of fuel and air auto-ignites at multiple points in the cylinder near top dead center (TDC), resulting in rapid combustion with very little flame propagation. In order to prevent excessive knocking during HCCI combustion, it must take place in a dilute environment, resulting from either operating fuel lean or providing high levels of either internal or external exhaust gas recirculation (EGR). Operating the engine in a dilute environment can substantially reduce the pumping losses, thus providing the main efficiency advantage compared to spark-ignition (SI) engines. Low NOx and PM emissions have been reported by virtually all researchers for operation under HCCI conditions. The precise emissions can vary depending on how well mixed the intake charge is, the fuel used, and the phasing of the HCCI combustion event; but it is common for there to be no measurable PM emissions and NOx emissions <10 ppm. Much of the early HCCI work was done on 2-stroke engines, and in these studies the CO and hydrocarbon emissions were reported to decrease [1]. However, in modern 4-stroke engines, the CO and hydrocarbon emissions from HCCI usually represent a marked increase compared with conventional SI combustion. This literature review does not report on HCCI emissions because the trends mentioned above are well established in the literature. The main focus of this literature review is the auto-ignition performance of gasoline-type fuels. It follows that this discussion relies heavily on the extensive information available about gasoline auto-ignition from studying knock in SI engines. Section 2 discusses hydrocarbon auto-ignition, the octane number scale, the chemistry behind it, its

  3. Optimal piston motion for maximum net output work of Daniel cam engines with low heat rejection

    International Nuclear Information System (INIS)

    Badescu, Viorel

    2015-01-01

    Highlights: • The piston motion of low heat rejection compression ignition engines is optimized. • A realistic model taking into account the cooling system is developed. • The optimized cam is smaller for cylinders without thermal insulation. • The optimized cam size depends on ignition moment and cooling process intensity. - Abstract: Compression ignition engines based on classical tapper-crank systems cannot provide optimal piston motion. Cam engines are more appropriate for this purpose. In this paper the piston motion of a Daniel cam engine is optimized. Piston acceleration is taken as a control. The objective is to maximize the net output work during the compression and power strokes. A major research effort has been allocated in the last two decades for the development of low heat rejection engines. A thermally insulated cylinder is considered and a realistic model taking into account the cooling system is developed. The sinusoidal approximation of piston motion in the classical tapper-crank system overestimates the engine efficiency. The exact description of the piston motion in tapper-crank system is used here as a reference. The radiation process has negligible effects during the optimization. The approach with no constraint on piston acceleration is a reasonable approximation. The net output work is much larger (by 12–13%) for the optimized system than for the classical tapper-crank system, for similar thickness of cylinder walls and thermal insulation. Low heat rejection measures are not of significant importance for optimized cam engines. The optimized cam is smaller for a cylinder without thermal insulation than for an insulated cylinder (by up to 8%, depending on the local polar radius). The auto-ignition moment is not a parameter of significant importance for optimized cam engines. However, for given cylinder wall and insulation materials there is an optimum auto-ignition moment which maximizes the net output work. The optimum auto-ignition

  4. Ignition delay measurements of light naphtha: A fully blended low octane fuel

    KAUST Repository

    Javed, Tamour

    2016-06-15

    Light naphtha is a fully blended, low-octane (RON. = 64.5, MON. = 63.5), highly paraffinic (>. 90% paraffinic content) fuel, and is one of the first distillates obtained during the crude oil refining process. Light naphtha is an attractive low-cost fuel candidate for advanced low-temperature compression ignition engines where autoignition is the primary control mechanism. We measured ignition delay times for light naphtha in a shock tube and a rapid compression machine (RCM) over a broad range of temperatures (640-1250. K), pressures (20 and 40. bar) and equivalence ratios (0.5, 1 and 2). Ignition delay times were modeled using a two-component primary reference fuel (PRF) surrogate and a multi-component surrogate. Both surrogates adequately captured the measured ignition delay times of light naphtha under shock tube conditions. However, for low-temperature RCM conditions, simulations with the multi-component surrogate showed better agreement with experimental data. These simulated surrogate trends were confirmed by measuring the ignition delay times of the PRF and multi-component surrogates in the RCM at . P = 20. bar, . ϕ = 2. Detailed kinetic analyses were undertaken to ascertain the dependence of the surrogates\\' reactivity on their chemical composition. To the best of our knowledge, this is the first fundamental autoignition study on the reactivity of a low-octane fully blended fuel and the use of a suitably formulated multi-component surrogate to model its behavior.

  5. Examples of the Potential of DNS for the Understanding of Reactive Multiphase Flows

    Directory of Open Access Journals (Sweden)

    J. Reveillon

    2011-03-01

    Full Text Available The objective of this article is to point out the ability of the multiphase flow DNS (Direct Numerical Simulation to help to understand basic physics and to interpret some experimental observations. To illustrate the DNS' potential to give access to key phenomena involved in reactive multiphase flows, several recent results obtained by the authors are summed up with a bridge to experimental results. It includes droplet dispersion, laminar spray flame instability, spray combustion regimes or acoustic modulation effect on a two-phase flow Bunsen burner. As a perspective, two-phase flow DNS auto-ignition is considered thanks to a skeletal mechanism for the n-heptane chemistry involving 29 species and 52 reactions. Results highlight evaporating droplet effects on the auto-ignition process that is generally dramatically modified by spray distribution resulting from the turbulent fluid motion. This paper shows that DNS is a powerful tool to understand the intricate coupling between the evaporating spray, the turbulent fluid motion and the detailed chemistry, inseparable in the experimental context.

  6. Modes of reaction front propagation and end-gas combustion of hydrogen/air mixtures in a closed chamber

    KAUST Repository

    Shi, Xian

    2017-01-05

    Modes of reaction front propagation and end-gas combustion of hydrogen/air mixtures in a closed chamber are numerically investigated using an 1-D unsteady, shock-capturing, compressible and reacting flow solver. Different combinations of reaction front propagation and end-gas combustion modes are observed, i.e., 1) deflagration without end-gas combustion, 2) deflagration to end-gas autoignition, 3) deflagration to end-gas detonation, 4) developing or developed detonation, occurring in the sequence of increasing initial temperatures. Effects of ignition location and chamber size are evaluated: the asymmetric ignition is found to promote the reactivity of unburnt mixture compared to ignitions at center/wall, due to additional heating from asymmetric pressure waves. End-gas combustion occurs earlier in smaller chambers, where end-gas temperature rise due to compression heating from the deflagration is faster. According to the ξ−ε regime diagram based on Zeldovich theory, modes of reaction front propagation are primarily determined by reactivity gradients introduced by initial ignition, while modes of end-gas combustion are influenced by the total amount of unburnt mixture at the time when autoignition occurs. A transient reactivity gradient method is provided and able to capture the occurrence of detonation.

  7. Oxidation of Alkane Rich Gasoline Fuels and their Surrogates in a Motored Engine

    KAUST Repository

    Shankar, Vijai S B

    2015-03-30

    The validation of surrogates formulated using a computational framework by Ahmed et al.[1]for two purely paraffinic gasoline fuels labelled FACE A and FACE C was undertaken in this study. The ability of these surrogate mixtures to be used in modelling LTC engines was accessed by comparison of their low temperature oxidation chemistry with that of the respective parent fuel as well as a PRF based on RON. This was done by testing the surrogate mixtures in a modified Cooperative Fuels Research (CFR) engine running in Controlled Autoignition Mode (CAI) mode. The engine was run at a constant speed of 600 rpm at an equivalence ratio of 0.5 with the intake temperature at 150 °C and a pressure of 98 kPa. The low temperature reactivity of the fuels were studied by varying the compression ratio of the engine from the point were very only small low temperature heat release was observed to a point beyond which auto-ignition of the fuel/air mixture occurred. The apparent heat release rates of different fuels was calculated from the pressure histories using first law analysis and the CA 50 times of the low temperature heat release (LTHR) were compared. The surrogates reproduced the cool flame behavior of the parent fuels better than the PRF across all compression ratios.

  8. Numerical Investigation Into Effect of Fuel Injection Timing on CAI/HCCI Combustion in a Four-Stroke GDI Engine

    Science.gov (United States)

    Cao, Li; Zhao, Hua; Jiang, Xi; Kalian, Navin

    2006-02-01

    The Controlled Auto-Ignition (CAI) combustion, also known as Homogeneous Charge Compression Ignition (HCCI), was achieved by trapping residuals with early exhaust valve closure in conjunction with direct injection. Multi-cycle 3D engine simulations have been carried out for parametric study on four different injection timings in order to better understand the effects of injection timings on in-cylinder mixing and CAI combustion. The full engine cycle simulation including complete gas exchange and combustion processes was carried out over several cycles in order to obtain the stable cycle for analysis. The combustion models used in the present study are the Shell auto-ignition model and the characteristic-time combustion model, which were modified to take the high level of EGR into consideration. A liquid sheet breakup spray model was used for the droplet breakup processes. The analyses show that the injection timing plays an important role in affecting the in-cylinder air/fuel mixing and mixture temperature, which in turn affects the CAI combustion and engine performance.

  9. Reaction kinetics of hydrogen atom abstraction from isopentanol by the H atom and HO2˙ radical.

    Science.gov (United States)

    Parab, Prajakta Rajaram; Heufer, K Alexander; Fernandes, Ravi Xavier

    2018-03-13

    Isopentanol is a potential next-generation biofuel for future applications to Homogeneous Charge Compression Ignition (HCCI) engine concepts. To provide insights into the combustion behavior of isopentanol, especially to its auto-ignition behavior which is linked both to efficiency and pollutant formation in real combustion systems, detailed quantum chemical studies for crucial reactions are desired. H-Abstraction reaction rates from fuel molecules are key initiation steps for chain branching required for auto-ignition. In this study, rate constants are determined for the hydrogen atom abstraction reactions from isopentanol by the H atom and HO 2 ˙ radical by implementing the CBS-QB3 composite method. For the treatment of the internal rotors, a Pitzer-Gwinn-like approximation is applied. On comparing the computed reaction energies, the highest exothermicity (ΔE = -46 kJ mol -1 ) is depicted for H α abstraction by the H atom whereas the lowest endothermicity (ΔE = 29 kJ mol -1 ) is shown for the abstraction of H α by the HO 2 ˙ radical. The formation of hydrogen bonding is found to affect the kinetics of the H atom abstraction reactions by the HO 2 ˙ radical. Further above 750 K, the calculated high pressure limit rate constants indicate that the total contribution from delta carbon sites (C δ ) is predominant for hydrogen atom abstraction by the H atom and HO 2 ˙ radical.

  10. Experimental Study of Ignition over Impact-Driven Supersonic Liquid Fuel Jet

    Directory of Open Access Journals (Sweden)

    Anirut Matthujak

    2013-01-01

    Full Text Available This study experimentally investigates the mechanism of the ignition of the supersonic liquid fuel jet by the visualization. N-Hexadecane having the cetane number of 100 was used as a liquid for the jet in order to enhance the ignition potential of the liquid fuel jet. Moreover, the heat column and the high intensity CO2 laser were applied to initiate the ignition. The ignition over the liquid fuel jet was visualized by a high-speed digital video camera with a shadowgraph system. From the shadowgraph images, the autoignition or ignition of the supersonic liquid fuel jet, at the velocity of 1,186 m/s which is a Mach number relative to the air of 3.41, did not take place. The ignition still did not occur, even though the heat column or the high intensity CO2 laser was alone applied. The attempt to initiate the ignition over the liquid fuel jet was achieved by applying both the heat column and the high intensity CO2 laser. Observing the signs of luminous spots or flames in the shadowgraph would readily indicate the presence of ignitions. The mechanism of the ignition and combustion over the liquid fuel jet was clearly clarified. Moreover, it was found that the ignition over the supersonic liquid fuel jet in this study was rather the force ignition than being the auto-ignition induced by shock wave heating.

  11. Development of an instantaneous local fuel-concentration measurement probe: an engine application

    Science.gov (United States)

    Guibert, P.; Boutar, Z.; Lemoyne, L.

    2003-11-01

    This work presents a new tool which can deliver instantaneous local measurements of fuel concentration in an engine cylinder with a high temporal resolution, particularly during compression strokes. Fuel concentration is represented by means of equivalence fuel-air ratio, i.e. the real engine mass ratio of fuel to air divided by the same ratio in ideal stoichiometry conditions. Controlling the mixture configuration for any strategy in a spark ignition engine and for auto-ignition combustion has a dominant effect on the subsequent processes of ignition, flame propagation and auto-ignition combustion progression, pollutant formation under lean or even stoichiometric operating conditions. It is extremely difficult, under a transient operation, to control the equivalence air/fuel ratio precisely at a required value and at the right time. This requires the development of a highly accurate equivalence air/fuel ratio control system and a tool to measure using crank angle (CA) resolution. Although non-intrusive laser techniques have considerable advantages, they are most of the time inappropriate due to their optical inaccessibility or the complex experimental set-up involved. Therefore, as a response to the demand for a relatively simple fuel-concentration measurement system a probe is presented that replaces a spark plug and allows the engine to run completely normally. The probe is based on hot-wire like apparatus, but involves catalytic oxidation at the wire surface. The development, characteristics and calibration of the probe are presented followed by applications to in-cylinder engine measurements.

  12. Homogeneous charge compression ignition engine-out emissions - does flame propagation occur in homogeneous charge compression ignition?

    Energy Technology Data Exchange (ETDEWEB)

    Kaiser, E.W.; Yang, J.; Culp, T.; Maricq, M.M. [Ford Motor Co., Research Lab., Dearborn, MI (United States)

    2002-12-01

    Engine-out emissions data [CO, CO{sub 2}, speciated hydrocarbons (HC), and particulate matter (size and number density)] were obtained from a single-cylinder, 660 cm{sup 3}, homogeneous charge compression ignition (HCCI) engine operated on gasoline fuel using direct in-cylinder injection. Data were taken as functions of the air-fuel ratio (A/F) (30-270), r/min, inlet air temperature and fuel injection timing. Three important observations were made: 1. A sharp break occurs in the CO and CO{sub 2} emissions indices beginning near A/F = 75. Above A/F {approx} 100, CO is the primary carbon oxide while for A/F < 70, CO{sub 2} is the major carbon oxide. 2. The HC emissions index increases linearly, beginning near A/F {approx}30 : 1. Below this A/F, the HC index is characteristic of crevice emissions ({approx} 3.5 per cent). These results do not prove this unequivocally, but can be explained by a mechanism in which, for A/F < 75, flame propagation occurs over relatively short distances between the multiple autoignition sites within the combustion chamber. Adiabatic compression calculations indicate that for A/F < 75, the compression temperature ({approx}1150 K) is sufficiently high to support flame propagation. The linear increase in HC emissions above that expected from crevice storage can be explained by noting that autoignition becomes more difficult as the A/F becomes leaner and fewer ignition sites are likely to exist within the combustion chamber, reducing the amount of fuel combusted. Conventional models of HCCI combustion involving multi-zone autoignition may also explain the data, but the above concept is an alternative combustion mechanism for HCCI, which should be considered. 3. Particulate emissions at moderate load from this HCCI engine, while much lower than from a diesel, are similar to those from early-injection DISI (direct injection spark ignition) engines and should not be assumed to be negligible. (Author)

  13. Impact of branched structures on cycloalkane ignition in a motored engine: Detailed product and conformational analyses

    KAUST Repository

    Kang, Dongil

    2015-04-01

    The ignition process of ethylcyclohexane (ECH) and its two isomers, 1,3-dimethylcyclohexane (13DMCH) and 1,2-dimethylcyclohexane (12DMCH) was investigated in a modified CFR engine. The experiment was conducted with intake air temperature of 155. °C, equivalence ratio of 0.5 and engine speed of 600. rpm. The engine compression ratio (CR) was gradually increased in a stepwise manner until autoignition occurred. It was found that ECH exhibited a significantly higher oxidation reactivity compared to its two isomers. The autoignition criterion was based on CO emissions and the apparent heat release rates. Ethylcyclohexane (ECH) indicated noticeable two stage ignition behavior, while less significant heat release occurred for the two isomers at comparable conditions. The mole fractions of unreacted fuel and stable intermediate species over a wide range of compression ratios were analyzed by GC-MS and GC-FID. Most of the species indicated constant rates of formation and the trends of relative yield to unreacted fuel are well in agreement with the oxidation reactivity in the low temperature regime. The major intermediate species are revealed as a group of conjugate olefins, which possess the same molecular structure as the original fuel compound except for the presence of a double carbon bond. Conjugate olefins were mostly formed through (1,4) H-shift isomerization during the low temperature oxidation of alkylcyclohexanes. Conformation analysis explains the reactivity differences in the three isomers as well as the fractions of intermediate species. The hydrogen availability located in alkyl substituents plays an important role in determining oxidation reactivity, requiring less activation energy for abstraction through the (1,5) H-shift isomerization. This reactivity difference contributes to building up the major intermediate species observed during oxidation of each test fuel. 12DMCH, whose ignition reactivity is the lowest, less favors β-scission of C-C backbone of

  14. Turbulent Jet Flames Into a Vitiated Coflow. PhD Thesis awarded Spring 2003

    Science.gov (United States)

    Holdeman, James D. (Technical Monitor); Cabra, Ricardo

    2004-01-01

    coflow or jet velocity. An explanation for this phenomenon is that entrainment of ambient air at the high lift-off heights prevents autoignition. Analysis of the results suggests that flame stabilization occurs through a combination of flame propagation, autoignition, and localized extinction processes. Proposed is an expanded view of distributed reaction combustion based on analysis of the distributions of probe volume conditions at the stabilization region of the lifted hydrogen and methane flames. Turbulent eddies the size of the flame thickness mix fuel and hot coflow across the flame front, thereby enhancing the reaction zone with autoignition of reactants at elevated temperatures; this is the reverse effect of turbulent flames in ambient air, where intense turbulence in cool mixtures result in localized extinction. Each of the three processes (i.e., flame propagation, autoignition and localized extinction) contributes to flame stabilization in varying degrees, depending on flow conditions.

  15. Initiation of unconfined gas detonations in hydrocarbon-air mixtures by a sympathetic mechanism

    International Nuclear Information System (INIS)

    Bull, D.C.; Elsworth, J.E.

    1981-01-01

    The considered investigation is concerned with the study of the factors which influence detonation propagation in a gas of heterogeneous composition. The conducted experiments assess the ability of a blast wave, emerging from a donor gas detonation and crossing an air gap, to initiate detonation in a second, similar, acceptor gas mixture. Stoichiometric mixtures of both ethylene-air and propane-air are found to exhibit 'sympathetic' gas detonation only across small air gaps. Conditions critical to sympathetic gas detonation agree with predictions of a simple theory taking account of the net shock decay occurring across two acoustic interfaces bounded by an air gap. Sympathetic detonation occurs only if the strength of the shock upon entering the acceptor exceeds a threshold value for the particular gas mixture. Reinitiation of detonation is not satisfactorily explained by planar blast wave decay and autoignition considerations

  16. Fire test methodology for aerospace materials. 1: Thermal and smoke toxicological assessments of graphite/bismaleimide and graphite/epoxy systems

    Science.gov (United States)

    Kanakia, M. D.; Switzer, W. G.; Hartzell, G. E.; Kaplan, H. L.

    1980-01-01

    Both materials possess a high degree of thermal stability, with total heat release values being essentially identical under piloted ignition conditions over a range of 5 to 10 W/sq cm incident heat flux. The graphite/epoxy material had a tendency to auto-ignite at a lower heat flux (about 7 W/sq cm) and produced about 23 percent higher peak heat release rates, approximately 42 percent more carbon monoxide and considerably more smoke than the graphite/bismaleimide under conditions of piloted ignition. Toxicological potencies of smoke produced from the two composites were equivalent for 30 minute exposures. Potencies were also comparable to many common materials, such as wood. There was no evidence for the formation of an "unusual toxicant" nor for any short term post-exposure toxicological effects.

  17. Preknock Vibrations in a Spark-Ignition Engine Cylinder as Revealed by High-Speed Photography

    Science.gov (United States)

    Miller, Cearcy D; Logan, Walter O , Jr

    1944-01-01

    The high-speed photographic investigation of the mechanics of spark-ignition engine knock recorded in three previous reports has been extended with use of the NACA high-speed camera and combustion apparatus with a piezoelectric pressure pickup in the combustion chamber. The motion pictures of knocking combustion were taken at the rate of 40,000 frames per second. Existence of the preknock vibrations in the engine cylinder suggested in Technical Report no.727 has been definitely proved and the vibrations have been analyzed both in the high-speed motion pictures and the pressure traces. Data are also included to show that the preknock vibrations do not progressively build up to cause knock. The effect of tetraethyl lead on the preknock vibrations has been studied and results of the tests are presented. Photographs are presented which in some cases clearly show evidence of autoignition in the end zone a considerable length of time before knock occurs.

  18. Identification of Knock in NACA High-Speed Photographs of Combustion in a Spark-Ignition Engine

    Science.gov (United States)

    Miller, Cearcy D; Olsen, H Lowell

    1943-01-01

    Report presents the results of a study of combustion in a spark-ignition engine given in NACA Technical Reports 704 and 727. The present investigation was made with the NACA high-speed motion-picture camera, operating at 40,000 photographs a second, and with a cathode-ray oscillograph operating on a piezoelectric pick-up in the combustion chamber. Photographs are presented showing that the origin of knock is not necessarily in the end gas. The data obtained indicates that knock takes place only in a part of the cylinder charge which has been previously ignited either by autoignition or by the passage of the flame fronts but which has not burned to completion. Mottled regions in the high-speed Schlieren photographs are demonstrated to represent combustion regions.

  19. Development of multi-component diesel surrogate fuel models – Part I: Validation of reduced mechanisms of diesel fuel constituents in 0-D kinetic simulations

    DEFF Research Database (Denmark)

    Poon, Hiew Mun; Pang, Kar Mun; Ng, Hoon Kiat

    2016-01-01

    In the present work, development and validation of reduced chemical kinetic mechanisms for several different hydrocarbons are performed. These hydrocarbons are potential representative for practical diesel fuel constituents. n-Hexadecane (HXN), 2,2,4,4,6,8,8-heptamethylnonane (HMN), cyclohexane...... (CHX) and toluene are selected to represent straight-alkane, branched-alkane, cyclo-alkane and aromatic compounds in the diesel fuel. A five-stage chemical kinetic mechanism reduction scheme formulated in the previous work is applied to develop the reduced HMN and CHX models based on their respective...... mechanisms is achieved for ignition delay (ID) and species concentration predictions under both auto-ignition and JSR conditions, with a maximum relative error of 40%. In addition, the reduced models are further validated against the JSR experimental results for each diesel fuel constituents. The surrogate...

  20. An interband cascade laser-based in situ absorption sensor for nitric oxide in combustion exhaust gases

    Science.gov (United States)

    Diemel, O.; Pareja, J.; Dreizler, A.; Wagner, S.

    2017-05-01

    A direct absorption nitric oxide sensor for combustion exhaust gas measurements, based on an interband cascade laser operating at 5.2 µm, is presented. The sensor was applied to the hot air co-flow of an auto-ignition test rig (800-1300 K), which contains nitric oxide mole fractions of the order of 1 mol%, due to prior microwave plasma heating. The effect of non-uniform temperature along the beam path, on both absorption line strength and gas density, was included in mole fraction measurements at various co-flow temperatures and velocities. At an absorption length of only 82 mm, a noise-limited detection limit of 30 ppm with a 10 ms observation time was achieved at 800 K. The results were compared in detail to previously measured mole fractions, using a sampling gas analyzer.

  1. Carbon-free H2production from ammonia triggered at room temperature with an acidic RuO2/γ-Al2O3catalyst.

    Science.gov (United States)

    Nagaoka, Katsutoshi; Eboshi, Takaaki; Takeishi, Yuma; Tasaki, Ryo; Honda, Kyoko; Imamura, Kazuya; Sato, Katsutoshi

    2017-04-01

    Ammonia has been suggested as a carbon-free hydrogen source, but a convenient method for producing hydrogen from ammonia with rapid initiation has not been developed. Ideally, this method would require no external energy input. We demonstrate hydrogen production by exposing ammonia and O 2 at room temperature to an acidic RuO 2 /γ-Al 2 O 3 catalyst. Because adsorption of ammonia onto the catalyst is exothermic, the catalyst bed is rapidly heated to the catalytic ammonia autoignition temperature, and subsequent oxidative decomposition of ammonia produces hydrogen. A differential calorimeter combined with a volumetric gas adsorption analyzer revealed a large quantity of heat evolved both with chemisorption of ammonia onto RuO 2 and acidic sites on the γ-Al 2 O 3 and with physisorption of multiple ammonia molecules.

  2. Reactivity of hydrocarbons in response to injection of a CO2/O2 mixture under depleted reservoir conditions: experimental and numerical modeling

    International Nuclear Information System (INIS)

    Pacini-Petitjean, Claire

    2015-01-01

    The geological storage of CO 2 (CO 2 Capture-Storage - CCS) and the Enhanced Oil Recovery (EOR) by CO 2 injection into petroleum reservoirs could limit CO 2 atmospheric accumulation. However, CO 2 can be associated with oxygen. To predict the hydrocarbon evolution under these conditions involves the study of oxidation mechanisms. Oxidation experiment and kinetic detailed modeling were carried out with pure compounds. The comparison between experimental and modeling results led to the construction of a hydrocarbon oxidation kinetic model and emphasized the parameters leading to auto ignition. The good agreement between our experiments and modeling are promising for the development of a tool predicting the critical temperature leading to auto-ignition and the evolution of hydrocarbon composition, to estimate the stability of a petroleum system in CO 2 injection context. (author) [fr

  3. Nonequilibrium phase coexistence and criticality near the second explosion limit of hydrogen combustion.

    Science.gov (United States)

    Newcomb, Lucas B; Alaghemandi, Mohammad; Green, Jason R

    2017-07-21

    While hydrogen is a promising source of clean energy, the safety and optimization of hydrogen technologies rely on controlling ignition through explosion limits: pressure-temperature boundaries separating explosive behavior from comparatively slow burning. Here, we show that the emergent nonequilibrium chemistry of combustible mixtures can exhibit the quantitative features of a phase transition. With stochastic simulations of the chemical kinetics for a model mechanism of hydrogen combustion, we show that the boundaries marking explosive domains of kinetic behavior are nonequilibrium critical points. Near the pressure of the second explosion limit, these critical points terminate the transient coexistence of dynamical phases-one that autoignites and another that progresses slowly. Below the critical point temperature, the chemistry of these phases is indistinguishable. In the large system limit, the pseudo-critical temperature converges to the temperature of the second explosion limit derived from mass-action kinetics.

  4. 3rd International Workshop on Turbulent Spray Combustion

    CERN Document Server

    Gutheil, Eva

    2014-01-01

    This book reflects the results of the 2nd and 3rd International Workshops on Turbulent Spray Combustion. The focus is on progress in experiments and numerical simulations for two-phase flows, with emphasis on spray combustion. Knowledge of the dominant phenomena and their interactions allows development of predictive models and their use in combustor and gas turbine design. Experts and young researchers present the state-of-the-art results, report on the latest developments and exchange ideas in the areas of experiments, modelling and simulation of reactive multiphase flows. The first chapter reflects on flame structure, auto-ignition and atomization with reference to well-characterized burners, to be implemented by modellers with relative ease. The second chapter presents an overview of first simulation results on target test cases, developed at the occasion of the 1st International Workshop on Turbulent Spray Combustion. In the third chapter, evaporation rate modelling aspects are covered, while the fourth ...

  5. Development and validation of a generic reduced chemical kinetic mechanism for CFD spray combustion modelling of biodiesel fuels

    DEFF Research Database (Denmark)

    Cheng, Xinwei; Ng, Hoon Kiat; Ho, Jee Hou

    2015-01-01

    In this reported work, a generic reduced biodiesel chemical kinetic mechanism, with components of methyl decanoate (C11H22O2, MD), methyl-9-decenoate (C11H20O2, MD9D) and n-heptane (C7H16) was built to represent the methyl esters of coconut, palm, rapeseed and soybean. The reduced biodiesel...... mechanism with 92 species and 360 elementary reactions was developed using reduction techniques of directed relation graph (DRG), isomer lumping and temperature sensitivity analysis. The reduced biodiesel mechanism was then validated under various shock tube conditions against experimental measurements...... and detailed mechanism predictions, for each zero-dimensional (0D) auto-ignition and extinction process using CHEMKIN-PRO. Maximum percentage errors of less than 40.0% were recorded when the predicted ignition delay (ID) periods for coconut, palm, rapeseed and soybean methyl esters were compared to those...

  6. Multi-fuel surrogate chemical kinetic mechanisms for real world applications.

    Science.gov (United States)

    Westbrook, Charles K; Mehl, Marco; Pitz, William J; Kukkadapu, Goutham; Wagnon, Scott; Zhang, Kuiwen

    2018-02-02

    The most important driving force for development of detailed chemical kinetic reaction mechanisms in combustion is the desire by researchers to simulate practical systems. This paper reviews the parallel evolution of kinetic reaction mechanisms and applications of those models to practical, real engines. Early, quite simple, kinetic models for small fuel molecules were extremely valuable in analyzing long-standing, poorly understood applied ignition and flame quenching problems, and later kinetic models have been applied to much more complex flame propagation, problems including autoignition in spark-ignition engines and issues related to octane numbers and knock in modern, high compression ratio and other engines. The recent emergence of very large, multi-fuel surrogate kinetic mechanisms that can address many different fuel types and real engine applications is discussed as a modern analytical tool that can be used for a wide variety of practical applications.

  7. Development and Validation of a Reduced DME Mechanism Applicable to Various Combustion Modes in Internal Combustion Engines

    Directory of Open Access Journals (Sweden)

    Gregory T. Chin

    2011-01-01

    Full Text Available A 28-species reduced chemistry mechanism for Dimethyl Ether (DME combustion is developed on the basis of a recent detailed mechanism by Zhao et al. (2008. The construction of reduced chemistry was carried out with automatic algorithms incorporating newly developed strategies. The performance of the reduced mechanism is assessed over a wide range of combustion conditions anticipated to occur in future advanced piston internal combustion engines, such as HCCI, SAHCCI, and PCCI. Overall, the reduced chemistry gives results in good agreement with those from the detailed mechanism for all the combustion modes tested. While the detailed mechanism by Zhao et al. (2008 shows reasonable agreement with the shock tube autoignition delay data, the detailed mechanism requires further improvement in order to better predict HCCI combustion under engine conditions.

  8. Bulk synthesis of nanocrystalline urania powders by citrate gel-combustion method

    Science.gov (United States)

    Sanjay Kumar, D.; Ananthasivan, K.; Venkata Krishnan, R.; Amirthapandian, S.; Dasgupta, Arup

    2016-01-01

    Bulk quantities (60 g) of nanocrystalline (nc) free flowing urania powders with crystallite size ranging from 38 to 252 nm have been synthesized for the first time by the citrate gel combustion method. A systematic study of the influence of the fuel (citric acid) to oxidant (nitrate) ratio (R) on the characteristics of the urania powders has been carried out for the first time. Mixture with an "R" value of 0.25 exhibited a vigorous auto-ignition reaction. This reaction was investigated with Differential Scanning Calorimetry (DSC) and in-situ thermogravimetry coupled with differential thermal analysis and mass spectrometry (TG-DTA-MS). The bulk density, specific surface area, X-ray crystallite size, residual carbon and size distribution of particles of this powder were unique. Microscopic and microstructural investigation of selected samples revealed the presence of nanocrystals with irregular exfoliated morphology; their Electron Energy Loss Spectra testified the covalency of the U-O bond.

  9. Reduced Toxicity Fuel Satellite Propulsion System Including Fuel Cell Reformer with Alcohols Such as Methanol

    Science.gov (United States)

    Schneider, Steven J. (Inventor)

    2001-01-01

    A reduced toxicity fuel satellite propulsion system including a reduced toxicity propellant supply for consumption in an axial class thruster and an ACS class thruster. The system includes suitable valves and conduits for supplying the reduced toxicity propellant to the ACS decomposing element of an ACS thruster. The ACS decomposing element is operative to decompose the reduced toxicity propellant into hot propulsive gases. In addition the system includes suitable valves and conduits for supplying the reduced toxicity propellant to an axial decomposing element of the axial thruster. The axial decomposing element is operative to decompose the reduced toxicity propellant into hot gases. The system further includes suitable valves and conduits for supplying a second propellant to a combustion chamber of the axial thruster, whereby the hot gases and the second propellant auto-ignite and begin the combustion process for producing thrust.

  10. Glycine-nitrate combustion synthesis of oxide ceramic powders

    Energy Technology Data Exchange (ETDEWEB)

    Chick, L.A.; Pederson, L.R.; Maupin, G.D.; Bates, J.L.; Thomas, L.E.; Exarhos, G.J. (Pacific Northwest Lab., Richland, WA (United States))

    1990-09-01

    A new combustion synthesis method, the glycine-nitrate process, has been used to prepare oxide ceramic powders, including substituted chromite and manganite powders of high quality. A precursor was prepared by combining glycine with metal nitrates in their appropriate stoichiometric ratios in an aqueous solution. The precursor was heated to evaporate excess water, yielding a viscous liquid. Further heating to about 180[degrees]C caused the precursor liquid to autoignite. Combustion was rapid and self-sustaining, with flame temperatures ranging from 1100 to 1450[degrees]C. The chromite product was compositionally homogeneous with a specific surface area of 32 m[sup 2]/g, while the manganite product was composed of two distinct phases with a 23 m[sup 2]/g surface area after calcination. When compared to similar compositions made using the amorphous citrate process, glycine-nitrate-produced powders had greater compositional uniformity, lower residual carbon levels and smaller particle sizes.

  11. Thermal explosion in oscillating ambient conditions

    Science.gov (United States)

    Novozhilov, Vasily

    2016-07-01

    Thermal explosion problem for a medium with oscillating ambient temperature at its boundaries is considered. This is a new problem in thermal explosion theory, not previously considered in a distributed system formulation, but important for combustion and fire science. It describes autoignition of wide range of fires (such as but not limited to piles of biosolids and other organic matter; storages of munitions, explosives, propellants) subjected to temperature variations, such as seasonal or day/night variation. The problem is considered in formulation adopted in classical studies of thermal explosion. Critical conditions are determined by frequency and amplitude of ambient temperature oscillations, as well as by a number of other parameters. Effects of all the parameters on critical conditions are quantified. Results are presented for the case of planar symmetry. Development of thermal explosion in time is also considered, and a new type of unsteady thermal explosion development is discovered where thermal runaway occurs after several periods of temperature oscillations within the medium.

  12. Hydrogen formation and control under postulated LMFBR accident conditions

    International Nuclear Information System (INIS)

    Armstrong, G.R.; Wierman, R.W.

    1976-09-01

    The objective of this study is to experimentally investigate the potential for autoignition and combustion of hydrogen-sodium mixtures which may be produced in LMFBR accidents. The purpose and ultimate usefulness of this work is to provide data that will establish the validity and acceptability of mechanisms inherent to the LMFBR that could either prevent or delay the accumulation of hydrogen gas to less than 4 percent (V) in the Reactor Containment Building (RCB) under accident conditions. The results to date indicate that sodium and sodium-hydrogen mixtures such as may be expected during LMFBR postulated accidents will ignite upon entering an air atmosphere and that the hydrogen present will be essentially all consumed until such time that the oxygen concentration is depleted

  13. Evaluation of solution combustion method in the synthesis of Fe-ZrSiO4 based coral pigment

    International Nuclear Information System (INIS)

    Moosavi, A.; Aghaei, A.

    2008-01-01

    Auto-ignited gel combustion process has been used for producing a red hematite-zircon based pigment. The combustible mixtures contained the metal nitrates and citric acid as oxidizers and fuel, respectively. Sodium silicate (water glass) was used as silica source for producing zircon phase. X-Ray Diffractometry, Electron Microscopy and Simultaneous Thermal Analysis were used for characterization of reactions happened in the resulted dried gel during its heat-treatment. L*a*b* color parameters were measured by the CIE (Commission International de I'Eclairage) colorimetric method. This research has showed that solution combustion was unable 10 produce coral pigment as the end product of combustion without the need for any further heat treatment process

  14. Operating experience of a portable thermophotovoltaic power supply

    Science.gov (United States)

    Becker, Frederick E.; Doyle, Edward F.; Shukla, Kailash

    1999-03-01

    Two configurations of man-portable thermophotovoltaic (TPV) power supplies based on Thermo Power's supported continuous fiber emitter have been designed, built, and are being tested. The systems use narrow-band, fibrous, ytterbia emitters radiating to bandgap matched silicon photovoltaic arrays with dielectric stack filters for optical energy recovery and recuperators for thermal energy recovery. The systems have been designed for operation with propane and with combustion air preheat temperatures of up to 1250 K. To operate at air preheat temperatures above the auto-ignition temperature of the fuel, a unique fuel delivery system was devised which results in the micromixing and rapid combustion of the fuel and air right in the emitter fibers. This allows the ytterbia emitter fibers to run much hotter (˜2000 K) than any of the surrounding structure.

  15. Los Alamos National Security, LLC Request for Information on how industry may partner with the Laboratory on KIVA software.

    Energy Technology Data Exchange (ETDEWEB)

    Mcdonald, Kathleen Herrera [Los Alamos National Lab. (LANL), Los Alamos, NM (United States)

    2016-02-29

    KIVA is a family of Fortran-based computational fluid dynamics software developed by LANL. The software predicts complex fuel and air flows as well as ignition, combustion, and pollutant-formation processes in engines. The KIVA models have been used to understand combustion chemistry processes, such as auto-ignition of fuels, and to optimize diesel engines for high efficiency and low emissions. Fuel economy is heavily dependent upon engine efficiency, which in turn depends to a large degree on how fuel is burned within the cylinders of the engine. Higher in-cylinder pressures and temperatures lead to increased fuel economy, but they also create more difficulty in controlling the combustion process. Poorly controlled and incomplete combustion can cause higher levels of emissions and lower engine efficiencies.

  16. A case of deep burns, while diving The Lusitania.

    LENUS (Irish Health Repository)

    Curran, John N

    2010-07-01

    We present the first documented case of severe burns, sustained by a diver as a result of auto-ignition of air-activated heat packs at high partial pressure of oxygen and high ambient pressure. Our patient was diving the shipwreck of The Lusitania off the south coast of Ireland. This is a significant wreck, lying 90 metres down on the seabed. Torpedoed by a German U-boat in 1915, its loss prompted American involvement in WW1. Several unlikely events combined in this case to bring about serious and life threatening injuries. Herein we discuss the case and explore some of the physical and chemical processes that lead to these injuries.

  17. Internal combustion engine using premixed combustion of stratified charges

    Science.gov (United States)

    Marriott, Craig D [Rochester Hills, MI; Reitz, Rolf D [Madison, WI

    2003-12-30

    During a combustion cycle, a first stoichiometrically lean fuel charge is injected well prior to top dead center, preferably during the intake stroke. This first fuel charge is substantially mixed with the combustion chamber air during subsequent motion of the piston towards top dead center. A subsequent fuel charge is then injected prior to top dead center to create a stratified, locally richer mixture (but still leaner than stoichiometric) within the combustion chamber. The locally rich region within the combustion chamber has sufficient fuel density to autoignite, and its self-ignition serves to activate ignition for the lean mixture existing within the remainder of the combustion chamber. Because the mixture within the combustion chamber is overall premixed and relatively lean, NO.sub.x and soot production are significantly diminished.

  18. Shock tubes and waves; Proceedings of the Sixteenth International Symposium, Rheinisch-Westfaelische Technische Hochschule, Aachen, Federal Republic of Germany, July 26-31, 1987

    Science.gov (United States)

    Groenig, Hans

    Topics discussed in this volume include shock wave structure, propagation, and interaction; shocks in condensed matter, dusty gases, and multiphase media; chemical processes and related combustion and detonation phenomena; shock wave reflection, diffraction, and focusing; computational fluid dynamic code development and shock wave application; blast and detonation waves; advanced shock tube technology and measuring technique; and shock wave applications. Papers are presented on dust explosions, the dynamics of shock waves in certain dense gases, studies of condensation kinetics behind incident shock waves, the autoignition mechanism of n-butane behind a reflected shock wave, and a numerical simulation of the focusing process of reflected shock waves. Attention is also given to the equilibrium shock tube flow of real gases, blast waves generated by planar detonations, modern diagnostic methods for high-speed flows, and interaction between induced waves and electric discharge in a very high repetition rate excimer laser.

  19. Efficient numerical simulation of the deflagration-to-detonation transition

    International Nuclear Information System (INIS)

    Ettner, Florian Anton

    2013-01-01

    In order to improve safety analyses of nuclear power plants, it is necessary to investigate if hydrogen-air mixtures (created in severe accidents) burn in a deflagrative manner or whether a deflagration-to-detonation transition (DDT) occurs. In this work a CFD solver has been developed for the simulation of a complete combustion process including DDT. The density-based solver incorporates a deflagration model and an auto-ignition model which are coupled via a progress variable. The application to both homogeneous and inhomogeneous mixtures shows very good agreement with experiments. Depending on the boundary conditions the presence of a hydrogen concentration gradient can either increase or decrease the probability of DDT when compared to a homogeneous mixture. Under certain circumstances extremely high pressure loads occur even in areas of low hydrogen content. This should be taken into consideration in future safety analyses.

  20. The global relaxation redistribution method for reduction of combustion kinetics.

    Science.gov (United States)

    Kooshkbaghi, Mahdi; Frouzakis, Christos E; Chiavazzo, Eliodoro; Boulouchos, Konstantinos; Karlin, Iliya V

    2014-07-28

    An algorithm based on the Relaxation Redistribution Method (RRM) is proposed for constructing the Slow Invariant Manifold (SIM) of a chosen dimension to cover a large fraction of the admissible composition space that includes the equilibrium and initial states. The manifold boundaries are determined with the help of the Rate Controlled Constrained Equilibrium method, which also provides the initial guess for the SIM. The latter is iteratively refined until convergence and the converged manifold is tabulated. A criterion based on the departure from invariance is proposed to find the region over which the reduced description is valid. The global realization of the RRM algorithm is applied to constant pressure auto-ignition and adiabatic premixed laminar flames of hydrogen-air mixtures.

  1. Effects of Direct Fuel Injection Strategies on Cycle-by-Cycle Variability in a Gasoline Homogeneous Charge Compression Ignition Engine: Sample Entropy Analysis

    Directory of Open Access Journals (Sweden)

    Jacek Hunicz

    2015-01-01

    Full Text Available In this study we summarize and analyze experimental observations of cyclic variability in homogeneous charge compression ignition (HCCI combustion in a single-cylinder gasoline engine. The engine was configured with negative valve overlap (NVO to trap residual gases from prior cycles and thus enable auto-ignition in successive cycles. Correlations were developed between different fuel injection strategies and cycle average combustion and work output profiles. Hypothesized physical mechanisms based on these correlations were then compared with trends in cycle-by-cycle predictability as revealed by sample entropy. The results of these comparisons help to clarify how fuel injection strategy can interact with prior cycle effects to affect combustion stability and so contribute to design control methods for HCCI engines.

  2. Reduced Toxicity Fuel Satellite Propulsion System Including Catalytic Decomposing Element with Hydrogen Peroxide

    Science.gov (United States)

    Schneider, Steven J. (Inventor)

    2002-01-01

    A reduced toxicity fuel satellite propulsion system including a reduced toxicity propellant supply for consumption in an axial class thruster and an ACS class thruster. The system includes suitable valves and conduits for supplying the reduced toxicity propellant to the ACS decomposing element of an ACS thruster. The ACS decomposing element is operative to decompose the reduced toxicity propellant into hot propulsive gases. In addition the system includes suitable valves and conduits for supplying the reduced toxicity propellant to an axial decomposing element of the axial thruster. The axial decomposing element is operative to decompose the reduced toxicity propellant into hot gases. The system further includes suitable valves and conduits for supplying a second propellant to a combustion chamber of the axial thruster, whereby the hot gases and the second propellant auto-ignite and begin the combustion process for producing thrust.

  3. Ignition of lean fuel-air mixtures in a premixing-prevaporizing duct at temperatures up to 1000 K

    Science.gov (United States)

    Tacina, R. R.

    1980-01-01

    Conditions were determined in a premixing prevaporizing fuel preparation duct at which ignition occurred. An air blast type fuel injector with nineteen fuel injection points was used to provide a uniform spatial fuel air mixture. The range of inlet conditions where ignition occurred were: inlet air temperatures of 600 to 1000 K air pressures of 180 to 660 kPa, equivalence ratios (fuel air ratio divided by stoichiometric fuel air ratio) from 0.12 to 1.05, and velocities from 3.5 to 30 m/s. The duct was insulated and the diameter was 12 cm. Mixing lengths were varied from 16.5 to 47.6 and residence times ranged from 4.6 to 107 ms. The fuel was no. 2 diesel. Results show a strong effect of equivalence ratio, pressure and temperature on the conditions where ignition occurred. The data did not fit the most commonly used model of auto-ignition. A correlation of the conditions where ignition would occur which apply to this test apparatus over the conditions tested is (p/V) phi to the 1.3 power = 0.62 e to the 2804/T power where p is the pressure in kPa, V is the velocity in m/e, phi is the equivalence ratio, and T is the temperature in K. The data scatter was considerable, varying by a maximum value of 5 at a given temperature and equivalence ratio. There was wide spread in the autoignition data contained in the references.

  4. Construction and validation of detailed kinetic models for the combustion of gasoline surrogates; Construction et validation de modeles cinetiques detailles pour la combustion de melanges modeles des essences

    Energy Technology Data Exchange (ETDEWEB)

    Touchard, S.

    2005-10-15

    The irreversible reduction of oil resources, the CO{sub 2} emission control and the application of increasingly strict standards of pollutants emission lead the worldwide researchers to work to reduce the pollutants formation and to improve the engine yields, especially by using homogenous charge combustion of lean mixtures. The numerical simulation of fuel blends oxidation is an essential tool to study the influence of fuel formulation and motor conditions on auto-ignition and on pollutants emissions. The automatic generation helps to obtain detailed kinetic models, especially at low temperature, where the number of reactions quickly exceeds thousand. The main purpose of this study is the generation and the validation of detailed kinetic models for the oxidation of gasoline blends using the EXGAS software. This work has implied an improvement of computation rules for thermodynamic and kinetic data, those were validated by numerical simulation using CHEMKIN II softwares. A large part of this work has concerned the understanding of the low temperature oxidation chemistry of the C5 and larger alkenes. Low and high temperature mechanisms were proposed and validated for 1 pentene, 1-hexene, the binary mixtures containing 1 hexene/iso octane, 1 hexene/toluene, iso octane/toluene and the ternary mixture of 1 hexene/toluene/iso octane. Simulations were also done for propene, 1-butene and iso-octane with former models including the modifications proposed in this PhD work. If the generated models allowed us to simulate with a good agreement the auto-ignition delays of the studied molecules and blends, some uncertainties still remains for some reaction paths leading to the formation of cyclic products in the case of alkenes oxidation at low temperature. It would be also interesting to carry on this work for combustion models of gasoline blends at low temperature. (author)

  5. Laser induced plasma methodology for ignition control in direct injection sprays

    International Nuclear Information System (INIS)

    Pastor, José V.; García-Oliver, José M.; García, Antonio; Pinotti, Mattia

    2016-01-01

    Highlights: • Laser Induced Plasma Ignition system is designed and applied to a Diesel Spray. • A method for quantification of the system effectiveness and reliability is proposed. • The ignition system is optimized in atmospheric and engine-like conditions. • Higher system effectiveness is reached with higher ambient density. • The system is able to stabilize Diesel combustion compared to auto-ignition cases. - Abstract: New combustion modes for internal combustion engines represent one of the main fields of investigation for emissions control in transportation Industry. However, the implementation of lean fuel mixture condition and low temperature combustion in real engines is limited by different unsolved practical issues. To achieve an appropriate combustion phasing and cycle-to-cycle control of the process, the laser plasma ignition system arises as a valid alternative to the traditional electrical spark ignition system. This paper proposes a methodology to set-up and optimize a laser induced plasma ignition system that allows ensuring reliability through the quantification of the system effectiveness in the plasma generation and positional stability, in order to reach optimal ignition performance. For this purpose, experimental tests have been carried out in an optical test rig. At first the system has been optimized in an atmospheric environment, based on the statistical analysis of the plasma records taken with a high speed camera to evaluate the induction effectiveness and consequently regulate and control the system settings. The same optimization method has then been applied under engine-like conditions, analyzing the effect of thermodynamic ambient conditions on the plasma induction success and repeatability, which have shown to depend mainly on ambient density. Once optimized for selected engine conditions, the laser plasma induction system has been used to ignite a direct injection Diesel spray, and to compare the evolution of combustion

  6. Degradation of carbonyl hydroperoxides in the atmosphere and in combustion

    KAUST Repository

    Xing, Lili

    2017-10-12

    Oxygenates with carbonyl and hydroperoxy functional groups are important intermediates that are generated during the autooxidation of organic compounds in the atmosphere and during the autoignition of transport fuels. In the troposphere, the degradation of carbonyl hydroperoxides leads to low-vapor-pressure polyfunctional species that be taken into in cloud and fog droplets or to the formation of secondary organic aerosols (SOAs). In combustion, the fate of carbonyl hydroperoxides is important for the performance of advanced combustion engines, especially for autoignition. A key fate of the carbonyl hydroperoxides is reac-tion with OH radicals, for which kinetics data are experimentally unavailable. Here, we study 4-hydroperoxy-2-pentanone (CH3C(=O)CH2CH(OOH)CH3) as a model compound to clarify the kinetics of OH reactions with carbonyl hydroperoxides, in par-ticular H-atom abstraction and OH addition reactions. With a combination of electronic structure calculations, we determine previ-ously missing thermochemical data, and with multipath variational transition state theory (MP-VTST), a multidimensional tunnel-ing (MT) approximation, multiple-structure anharmonicity, and torsional potential anharmonicity we obtained much more accurate rate constants than the ones that can computed by conventional single-structure harmonic transition state theory (TST) and than the empirically estimated rate constants that are currently used in atmospheric and combustion modeling. The roles of various factors in determining the rates are elucidated. The pressure-dependent rate constants for the addition reaction are computed using system-specific quantum RRK theory. The calculated temperature range is 298-2400 K, and the pressure range is 0.01–100 atm. The accu-rate thermodynamic and kinetics data determined in this work are indispensable in the global modeling of SOAs in atmospheric science and in the detailed understanding and prediction of ignition properties of hydrocarbons

  7. Biferroic LuCrO3: Structural characterization, magnetic and dielectric properties

    International Nuclear Information System (INIS)

    Durán, A.; Meza F, C.; Morán, E.; Alario-Franco, M.A.; Ostos, C.

    2014-01-01

    Multiferroic LuCrO 3 perovskite-type structure (Pbnm) obtained via auto-ignition synthesis was characterized by a combination of X-ray diffraction (XRD) and thermogravimetric (TG) techniques, and through magnetization and permittivity measurements. Results showed that amorphous combustion powders were fully transformed to orthorhombic LuCrO 3 structure at 1200 K after the first LuCrO 4 crystallization at 700 K. The magnetic response displays thermal irreversibility between zero-field-cooling and field-cooling condition which is due to spin canted AF switching at 116 K. Accordingly, a hysteresis loop in the M(H) data confirms weak ferromagnetism in LuCrO 3 . On the other hand, the permittivity measurement shows a broad peak transition typical of relaxor-type ferroelectrics transition at ∼450 K. Electrical conductivity increases as temperature increases showing an anomaly around the diffuse phase transition. The diffuse phase transition and the formation of the charge carriers are discussed in terms of a local distortion around the Lu Site. - Highlights: • Multiferroic LuCrO 3 was successfully obtained via auto-ignition synthesis. • Amorphous powder is transformed first to LuCrO 4 (700 K) and next to LuCrO 3 (1100 K). • The CrO 6 octahedra are tilted away and rotates from the ideal octahedral shape. • LuCrO 3 exhibits a canted AFM transition (116 K) and a relaxor ferroelectric behavior. • Tilting and rotation of CrO 6 octahedra influenced transport properties on LuCrO 3

  8. The effect of ethanol–diesel–biodiesel blends on combustion, performance and emissions of a direct injection diesel engine

    International Nuclear Information System (INIS)

    Labeckas, Gvidonas; Slavinskas, Stasys; Mažeika, Marius

    2014-01-01

    Highlights: • Ethanol–diesel–biodiesel blends were tested at the same air–fuel ratios and three ranges of speed. • The fuel oxygen mass content reflects changes in the autoignition delay more predictably than the cetane number does. • Using of composite blend E15B suggests the brake thermal efficiency the same as the normal diesel fuel. • Adding of ethanol to diesel fuel reduces the NO x emission for richer air–fuel mixtures at all engine speeds. • The ethanol effect on CO, HC emissions and smoke opacity depends on the air–fuel ratio and engine speed. - Abstract: The article presents the test results of a four-stroke, four-cylinder, naturally aspirated, DI 60 kW diesel engine operating on diesel fuel (DF) and its 5 vol% (E5), 10 vol% (E10), and 15 vol% (E15) blends with anhydrous (99.8%) ethanol (E). An additional ethanol–diesel–biodiesel blend E15B was prepared by adding the 15 vol% of ethanol and 5 vol% of biodiesel (B) to diesel fuel (80 vol%). The purpose of the research was to examine the influence of the ethanol and RME addition to diesel fuel on start of injection, autoignition delay, combustion and maximum heat release rate, engine performance efficiency and emissions of the exhaust when operating over a wide range of loads and speeds. The test results were analysed and compared with a base diesel engine running at the same air–fuel ratios of λ = 5.5, 3.0 and 1.5 corresponding to light, medium and high loads. The same air–fuel ratios predict that the energy content delivered per each engine cycle will be almost the same for various ethanol–diesel–biodiesel blends that eliminate some side effects and improve analyses of the test results. A new approach revealed an important role of the fuel bound oxygen, which reflects changes of the autoignition delay more predictably than the cetane number does. The influence of the fuel oxygen on maximum heat release rate, maximum combustion pressure, NO x , CO emissions and smoke opacity

  9. Low-Temperature Combustion of High Octane Fuels in a Gasoline Compression Ignition Engine

    Directory of Open Access Journals (Sweden)

    Khanh Duc Cung

    2017-12-01

    Full Text Available Gasoline compression ignition (GCI has been shown as one of the advanced combustion concepts that could potentially provide a pathway to achieve cleaner and more efficient combustion engines. Fuel and air in GCI are not fully premixed compared to homogeneous charge compression ignition (HCCI, which is a completely kinetic-controlled combustion system. Therefore, the combustion phasing can be controlled by the time of injection, usually postinjection in a multiple-injection scheme, to mitigate combustion noise. Gasoline usually has longer ignition delay than diesel. The autoignition quality of gasoline can be indicated by research octane number (RON. Fuels with high octane tend to have more resistance to autoignition, hence more time for fuel-air mixing. In this study, three fuels, namely, aromatic, alkylate, and E30, with similar RON value of 98 but different hydrocarbon compositions were tested in a multicylinder engine under GCI combustion mode. Considerations of exhaust gas recirculating (EGR, start of injection, and boost were investigated to study the sensitivity of dilution, local stratification, and reactivity of the charge, respectively, for each fuel. Combustion phasing (location of 50% of fuel mass burned was kept constant during the experiments. This provides similar thermodynamic conditions to study the effect of fuels on emissions. Emission characteristics at different levels of EGR and lambda were revealed for all fuels with E30 having the lowest filter smoke number and was also most sensitive to the change in dilution. Reasonably low combustion noise (<90 dB and stable combustion (coefficient of variance of indicated mean effective pressure <3% were maintained during the experiments. The second part of this article contains visualization of the combustion process obtained from endoscope imaging for each fuel at selected conditions. Soot radiation signal from GCI combustion were strong during late injection and also more intense

  10. Natural Gas for Advanced Dual-Fuel Combustion Strategies

    Science.gov (United States)

    Walker, Nicholas Ryan

    Natural gas fuels represent the next evolution of low-carbon energy feedstocks powering human activity worldwide. The internal combustion engine, the energy conversion device widely used by society for more than one century, is capable of utilizing advanced combustion strategies in pursuit of ultra-high efficiency and ultra-low emissions. Yet many emerging advanced combustion strategies depend upon traditional petroleum-based fuels for their operation. In this research the use of natural gas, namely methane, is applied to both conventional and advanced dual-fuel combustion strategies. In the first part of this work both computational and experimental studies are undertaken to examine the viability of utilizing methane as the premixed low reactivity fuel in reactivity controlled compression ignition, a leading advanced dual-fuel combustion strategy. As a result, methane is shown to be capable of significantly extending the load limits for dual-fuel reactivity controlled compression ignition in both light- and heavy-duty engines. In the second part of this work heavy-duty single-cylinder engine experiments are performed to research the performance of both conventional dual-fuel (diesel pilot ignition) and advanced dual-fuel (reactivity controlled compression ignition) combustion strategies using methane as the premixed low reactivity fuel. Both strategies are strongly influenced by equivalence ratio; diesel pilot ignition offers best performance at higher equivalence ratios and higher premixed methane ratios, whereas reactivity controlled compression ignition offers superior performance at lower equivalence ratios and lower premixed methane ratios. In the third part of this work experiments are performed in order to determine the dominant mode of heat release for both dual-fuel combustion strategies. By studying the dual-fuel homogeneous charge compression ignition and single-fuel spark ignition, strategies representative of autoignition and flame propagation

  11. Chemical Kinetic Insights into the Octane Number and Octane Sensitivity of Gasoline Surrogate Mixtures

    KAUST Repository

    Singh, Eshan

    2017-02-01

    Gasoline octane number is a significant empirical parameter for the optimization and development of internal combustion engines capable of resisting knock. Although extensive databases and blending rules to estimate the octane numbers of mixtures have been developed and the effects of molecular structure on autoignition properties are somewhat understood, a comprehensive theoretical chemistry-based foundation for blending effects of fuels on engine operations is still to be developed. In this study, we present models that correlate the research octane number (RON) and motor octane number (MON) with simulated homogeneous gas-phase ignition delay times of stoichiometric fuel/air mixtures. These correlations attempt to bridge the gap between the fundamental autoignition behavior of the fuel (e.g., its chemistry and how reactivity changes with temperature and pressure) and engine properties such as its knocking behavior in a cooperative fuels research (CFR) engine. The study encompasses a total of 79 hydrocarbon gasoline surrogate mixtures including 11 primary reference fuels (PRF), 43 toluene primary reference fuels (TPRF), and 19 multicomponent (MC) surrogate mixtures. In addition to TPRF mixture components of iso-octane/n-heptane/toluene, MC mixtures, including n-heptane, iso-octane, toluene, 1-hexene, and 1,2,4-trimethylbenzene, were blended and tested to mimic real gasoline sensitivity. ASTM testing protocols D-2699 and D-2700 were used to measure the RON and MON of the MC mixtures in a CFR engine, while the PRF and TPRF mixtures’ octane ratings were obtained from the literature. The mixtures cover a RON range of 0–100, with the majority being in the 70–100 range. A parametric simulation study across a temperature range of 650–950 K and pressure range of 15–50 bar was carried out in a constant-volume homogeneous batch reactor to calculate chemical kinetic ignition delay times. Regression tools were utilized to find the conditions at which RON and MON

  12. Transient flow characteristics of a high speed rotary valve

    Science.gov (United States)

    Browning, Patrick H.

    Pressing economic and environmental concerns related to the performance of fossil fuel burning internal combustion engines have revitalized research in more efficient, cleaner burning combustion methods such as homogeneous charge compression ignition (HCCI). Although many variations of such engines now exist, several limiting factors have restrained the full potential of HCCI. A new method patented by West Virginia University (WVU) called Compression Ignition by Air Injection (CIBAI) may help broaden the range of effective HCCI operation. The CIBAI process is ideally facilitated by operating two synchronized piston-cylinders mounted head-to-head with one of the cylinders filled with a homogeneous mixture of air and fuel and the other cylinder filled with air. A specialized valve called the cylinder connecting valve (CCV) separates the two cylinders, opens just before reaching top dead center (TDC), and allows the injection air into the charge to achieve autoignition. The CCV remains open during the entire power stroke such that upon ignition the rapid pressure rise in the charge cylinder forces mass flow back through the CCV into the air-only cylinder. The limited mass transfer between the cylinders through the CCV limits the theoretical auto ignition timing capabilities and thermal efficiency of the CIBAI cycle. Research has been performed to: (1) Experimentally measure the transient behavior of a potential CCV design during valve opening between two chambers maintained at constant pressure and again at constant volume; (2) Develop a modified theoretical CCV mass flow model based upon the measured cold flow valve performance that is capable of predicting the operating conditions required for successful mixture autoignition; (3) Make recommendations for future CCV designs to maximize CIBAI combustion range. Results indicate that the modified-ball CCV design offers suitable transient flow qualities required for application to the CIBAI concept. Mass injection events

  13. Development of the Low Swirl Injector for Fuel-Flexible GasTurbines

    Energy Technology Data Exchange (ETDEWEB)

    Littlejohn, D.; Cheng, R.K.; Nazeer,W.A.; Smith, K.O

    2007-02-14

    Industrial gas turbines are primarily fueled with natural gas. However, changes in fuel cost and availability, and a desire to control carbon dioxide emissions, are creating pressure to utilize other fuels. There is an increased interest in the use of fuels from coal gasification, such as syngas and hydrogen, and renewable fuels, such as biogas and biodiesel. Current turbine fuel injectors have had years of development to optimize their performance with natural gas. The new fuels appearing on the horizon can have combustion properties that differ substantially from natural gas. Factors such as turbulent flame speed, heat content, autoignition characteristics, and range of flammability must be considered when evaluating injector performance. The low swirl injector utilizes a unique flame stabilization mechanism and is under development for gas turbine applications. Its design and mode of operation allow it to operate effectively over a wide range of conditions. Studies conducted at LBNL indicate that the LSI can operate on fuels with a wide range of flame speeds, including hydrogen. It can also utilize low heat content fuels, such as biogas and syngas. We will discuss the low swirl injector operating parameters, and how the LSC performs with various alternative fuels.

  14. Study of ignition in a high compression ratio SI (spark ignition) methanol engine using LES (large eddy simulation) with detailed chemical kinetics

    International Nuclear Information System (INIS)

    Zhen, Xudong; Wang, Yang

    2013-01-01

    Methanol has been recently used as an alternative to conventional fuels for internal combustion engines in order to satisfy some environmental and economical concerns. In this paper, the ignition in a high compression ratio SI (spark ignition) methanol engine was studied by using LES (large eddy simulation) with detailed chemical kinetics. A 21-species, 84-reaction methanol mechanism was adopted to simulate the auto-ignition process of the methanol/air mixture. The MIT (minimum ignition temperature) and MIE (minimum ignition energy) are two important properties for designing safety standards and understanding the ignition process of combustible mixtures. The effects of the flame kernel size, flame kernel temperature and equivalence ratio were also examined on MIT, MIE and IDP (ignition delay period). The methanol mechanism was validated by experimental test. The simulated results showed that the flame kernel size, temperature and energy dramatically affected the values of the MIT, MIE and IDP for a methanol/air mixture, the value of the ignition delay period was not only related to the flame kernel energy, but also to the flame kernel temperature. - Highlights: • We used LES (large eddy simulation) coupled with detailed chemical kinetics to simulate methanol ignition. • The flame kernel size and temperature affected the minimum ignition temperature. • The flame kernel temperature and energy affected the ignition delay period. • The equivalence ratio of methanol–air mixture affected the ignition delay period

  15. Exploring the negative temperature coefficient behavior of acetaldehyde based on detailed intermediate measurements in a jet-stirred reactor

    KAUST Repository

    Tao, Tao

    2018-03-20

    Acetaldehyde is an observed emission species and a key intermediate produced during the combustion and low-temperature oxidation of fossil and bio-derived fuels. Investigations into the low-temperature oxidation chemistry of acetaldehyde are essential to develop a better core mechanism and to better understand auto-ignition and cool flame phenomena. Here, the oxidation of acetaldehyde was studied at low-temperatures (528–946 K) in a jet-stirred reactor (JSR) with the corrected residence time of 2.7 s at 700 Torr. This work describes a detailed set of experimental results that capture the negative temperature coefficient (NTC) behavior in the low-temperature oxidation of acetaldehyde. The mole fractions of 28 species were measured as functions of the temperature by employing a vacuum ultra-violet photoionization molecular-beam mass spectrometer. To explain the observed NTC behavior, an updated mechanism was proposed, which well reproduces the concentration profiles of many observed peroxide intermediates. The kinetic analysis based on the updated mechanism reveals that the NTC behavior of acetaldehyde oxidation is caused by the competition between the O-addition to and the decomposition of the CHCO radical.

  16. Numerical Studies on Controlling Gaseous Fuel Combustion by Managing the Combustion Process of Diesel Pilot Dose in a Dual-Fuel Engine

    Directory of Open Access Journals (Sweden)

    Mikulski Maciej

    2015-06-01

    Full Text Available Protection of the environment and counteracting global warming require finding alternative sources of energy. One of the methods of generating energy from environmentally friendly sources is increasing the share of gaseous fuels in the total energy balance. The use of these fuels in compression-ignition (CI engines is difficult due to their relatively high autoignition temperature. One solution for using these fuels in CI engines is operating in a dualfuel mode, where the air and gas mixture is ignited with a liquid fuel dose. In this method, a series of relatively complex chemical processes occur in the engine's combustion chamber, related to the combustion of individual fuel fractions that interact with one another. Analysis of combustion of specific fuels in this type of fuel injection to the engine is difficult due to the fact that combustion of both fuel fractions takes place simultaneously. Simulation experiments can be used to analyse the impact of diesel fuel combustion on gaseous fuel combustion. In this paper, we discuss the results of simulation tests of combustion, based on the proprietary multiphase model of a dual-fuel engine. The results obtained from the simulation allow for analysis of the combustion process of individual fuels separately, which expands the knowledge obtained from experimental tests on the engine.

  17. High-speed combustion diagnostics in a rapid compression machine by broadband supercontinuum absorption spectroscopy.

    Science.gov (United States)

    Werblinski, Thomas; Fendt, Peter; Zigan, Lars; Will, Stefan

    2017-05-20

    The first results under fired internal combustion engine conditions based on a supercontinuum absorption spectrometer are presented and discussed. Temperature, pressure, and water mole fraction are inferred simultaneously from broadband H 2 O absorbance spectra ranging from 1340 nm to 1440 nm. The auto-ignition combustion process is monitored for two premixed n-heptane/air mixtures with 10 kHz in a rapid compression machine. Pressure and temperature levels during combustion exceed 65 bar and 1900 K, respectively. To allow for combustion measurements, the robustness of the spectrometer against beam steering has been improved compared to its previous version. Additionally, the detectable wavelength range has been extended further into the infrared region to allow for the acquisition of distinct high-temperature water transitions located in the P-branch above 1410 nm. Based on a theoretical study, line-of-sight (LOS) effects introduced by temperature stratification on the broadband fitting algorithm in the complete range from 1340 nm to 1440 nm are discussed. In this context, the recorded spectra during combustion were evaluated only within a narrower spectral region exhibiting almost no interference from low-temperature molecules (here, P-branch from 1410 nm to 1440 nm). It is shown that this strategy mitigates almost all of the LOS effects introduced by cold molecules and the evaluation of the spectrum in the entirely recorded wavelength range at engine combustion conditions.

  18. Dynamic control of a homogeneous charge compression ignition engine

    Science.gov (United States)

    Duffy, Kevin P [Metamora, IL; Mehresh, Parag [Peoria, IL; Schuh, David [Peoria, IL; Kieser, Andrew J [Morton, IL; Hergart, Carl-Anders [Peoria, IL; Hardy, William L [Peoria, IL; Rodman, Anthony [Chillicothe, IL; Liechty, Michael P [Chillicothe, IL

    2008-06-03

    A homogenous charge compression ignition engine is operated by compressing a charge mixture of air, exhaust and fuel in a combustion chamber to an autoignition condition of the fuel. The engine may facilitate a transition from a first combination of speed and load to a second combination of speed and load by changing the charge mixture and compression ratio. This may be accomplished in a consecutive engine cycle by adjusting both a fuel injector control signal and a variable valve control signal away from a nominal variable valve control signal. Thereafter in one or more subsequent engine cycles, more sluggish adjustments are made to at least one of a geometric compression ratio control signal and an exhaust gas recirculation control signal to allow the variable valve control signal to be readjusted back toward its nominal variable valve control signal setting. By readjusting the variable valve control signal back toward its nominal setting, the engine will be ready for another transition to a new combination of engine speed and load.

  19. Final Report - Low Temperature Combustion Chemistry And Fuel Component Interactions

    Energy Technology Data Exchange (ETDEWEB)

    Wooldridge, Margaret [Univ. of Michigan, Ann Arbor, MI (United States)

    2017-02-24

    Recent research into combustion chemistry has shown that reactions at “low temperatures” (700 – 1100 K) have a dramatic influence on ignition and combustion of fuels in virtually every practical combustion system. A powerful class of laboratory-scale experimental facilities that can focus on fuel chemistry in this temperature range is the rapid compression facility (RCF), which has proven to be a versatile tool to examine the details of fuel chemistry in this important regime. An RCF was used in this project to advance our understanding of low temperature chemistry of important fuel compounds. We show how factors including fuel molecular structure, the presence of unsaturated C=C bonds, and the presence of alkyl ester groups influence fuel auto-ignition and produce variable amounts of negative temperature coefficient behavior of fuel ignition. We report new discoveries of synergistic ignition interactions between alkane and alcohol fuels, with both experimental and kinetic modeling studies of these complex interactions. The results of this project quantify the effects of molecular structure on combustion chemistry including carbon bond saturation, through low temperature experimental studies of esters, alkanes, alkenes, and alcohols.

  20. Thermodynamic analysis of fuels in gas phase: ethanol, gasoline and ethanol - gasoline predicted by DFT method.

    Science.gov (United States)

    Neto, A F G; Lopes, F S; Carvalho, E V; Huda, M N; Neto, A M J C; Machado, N T

    2015-10-01

    This paper presents a theoretical study using density functional theory to calculate thermodynamics properties of major molecules compounds at gas phase of fuels like gasoline, ethanol, and gasoline-ethanol mixture in thermal equilibrium on temperature range up to 1500 K. We simulated a composition of gasoline mixture with ethanol for a thorough study of thermal energy, enthalpy, Gibbs free energy, entropy, heat capacity at constant pressure with respect to temperature in order to study the influence caused by ethanol as an additive to gasoline. We used semi-empirical computational methods as well in order to know the efficiency of other methods to simulate fuels through this methodology. In addition, the ethanol influence through the changes in percentage fractions of chemical energy released in combustion reaction and the variations on thermal properties for autoignition temperatures of fuels was analyzed. We verified how ethanol reduces the chemical energy released by gasoline combustion and how at low temperatures the gas phase fuels in thermal equilibrium have similar thermodynamic behavior. Theoretical results were compared with experimental data, when available, and showed agreement. Graphical Abstract Thermodynamic analysis of fuels in gas phase.

  1. Knock Prediction Using a Simple Model for Ignition Delay

    KAUST Repository

    Kalghatgi, Gautam

    2016-04-05

    An earlier paper has shown the ability to predict the phasing of knock onset in a gasoline PFI engine using a simple ignition delay equation for an appropriate surrogate fuel made up of toluene and PRF (TPRF). The applicability of this approach is confirmed in this paper in a different engine using five different fuels of differing RON, sensitivity, and composition - including ethanol blends. An Arrhenius type equation with a pressure correction for ignition delay can be found from interpolation of previously published data for any gasoline if its RON and sensitivity are known. Then, if the pressure and temperature in the unburned gas can be estimated or measured, the Livengood-Wu integral can be estimated as a function of crank angle to predict the occurrence of knock. Experiments in a single cylinder DISI engine over a wide operating range confirm that this simple approach can predict knock very accurately. The data presented should enable engineers to study knock or other auto-ignition phenomena e.g. in premixed compression ignition (PCI) engines without explicit chemical kinetic calculations. © Copyright 2016 SAE International.

  2. Combustion synthesis of LiMn{sub 2}O{sub 4} with citric acid and the effect of post-heat treatment

    Energy Technology Data Exchange (ETDEWEB)

    Han, Y.S. [Korea Advanced Istitute of Science and Technology, Taejeon (Korea); Son, J.T. [Dong-A Electric Equipment Co. LTD., Seoul (Korea); Kim, H.G. [Korea Advanced Istitute of Science and Technology, Taejeon (Korea); Jung, H.T. [Dongshin University, Chonnam (Korea)

    2001-04-01

    Combustion process with citrate was used to produce the LiMn{sub 2}O{sub 4} powder. Precursors are pre-ignited in open air followed by post-heating in the range from 600 deg. C to 800 deg. C for 4 h. With varying the molar ration (R) of ethylene glycol (EG) to citric acid (CA) from 0 to 4, the effect of EG content on powder characteristics is evaluated. Vacuum drying promote the auto-ignition at room temperature. With small addition of EG metal ion was selectively segregated with organic substances and undesired lithium evaporation occurred during post-heating. LiMn {sub 2}O{sub 4} phase which is produced by combustion reaction was decomposed back to Mn {sub 3}O{sub 4} because the reaction temperature was higher than 950 deg. C. With increasing EG content, the homogeneity of LiMn {sub 2}O{sub 4} powder increased and specific surface area increased. And lithium evaporation during vacuum drying and/or ignition also increased. (author). 18 refs., 1 tab., 11 figs.

  3. Effects of mesh type on a non-premixed model in a flameless combustion simulation

    Science.gov (United States)

    Komonhirun, Seekharin; Yongyingsakthavorn, Pisit; Nontakeaw, Udomkiat

    2018-01-01

    Flameless combustion is a recently developed combustion system, which provides zero emission product. This phenomenon requires auto-ignition by supplying high-temperature air with low oxygen concentration. The flame is vanished and colorless. Temperature of the flameless combustion is less than that of a conventional case, where NOx reactions can be well suppressed. To design a flameless combustor, the computational fluid dynamics (CFD) is employed. The designed air-and-fuel injection method can be applied with the turbulent and non-premixed models. Due to the fact that nature of turbulent non-premixed combustion is based on molecular randomness, inappropriate mesh type can lead to significant numerical errors. Therefore, this research aims to numerically investigate the effects of mesh type on flameless combustion characteristics, which is a primary step of design process. Different meshes, i.e. tetrahedral, hexagonal are selected. Boundary conditions are 5% of oxygen and 900 K of air-inlet temperature for the flameless combustion, and 21% of oxygen and 300 K of air-inlet temperature for the conventional case. The results are finally presented and discussed in terms of velocity streamlines, and contours of turbulent kinetic energy and viscosity, temperature, and combustion products.

  4. The upper explosion limit of lower alkanes and alkenes in air at elevated pressures and temperatures.

    Science.gov (United States)

    Van den Schoor, F; Verplaetsen, F

    2006-01-16

    The upper explosion limit (UEL) of ethane-air, propane-air, n-butane-air, ethylene-air and propylene-air mixtures is determined experimentally at initial pressures up to 30 bar and temperatures up to 250 degrees C. The experiments are performed in a closed spherical vessel with an internal diameter of 200 mm. The mixtures are ignited by fusing a coiled tungsten wire, placed at the centre of the vessel, by electric current. Flame propagation is said to have taken place if there is a pressure rise of at least 1% of the initial pressure after ignition of the mixture. In the pressure-temperature range investigated, a linear dependence of UEL on temperature and a bilinear dependence on pressure are found except in the vicinity of the auto-ignition range. A comparison of the UEL data of the lower alkanes shows that the UEL expressed as equivalence ratio (the actual fuel/air ratio divided by the stoichiometric fuel/air ratio) increases with increasing carbon number in the homologous series of alkanes.

  5. Ventilation air methane destruction - the new challenge to the underground coal mining industry

    International Nuclear Information System (INIS)

    Clarke, Michael; Seddon, Duncan

    2012-01-01

    With the advent of 'Carbon Taxes' the carbon footprint of coal has become an economic as well as an environmental issue and the emission of methane in mine out- bye air as ventilation air methane (VAM) is a pending liability. As well as being economic and environmental concerns, VAM and VAM management have safety, social licence and operational factors that must also be addressed. The need to mitigate (oxidise) methane to produce carbon dioxide and water vapour (VAM destruction) and thus lower the Greenhouse footprint is coming to be seen as a necessary mining activity. However, there are several key issues to be addressed with present technology using high temperature (1000°C) thermal oxidisers. Emerging technology may involve a catalytic approach. This technology aims to lower the oxidation temperature and produce a more efficient combustion process. Several systems (based on both precious metals and transition metals) have been shown to operate below 400°C. An ultimate solution would be oxidation at ambient temperature, which is clearly demonstrated by the enzyme methane mono-oxygenase (MMO) which oxidises methane to methanol. However, the rate of oxidation at ambient temperature is too low and the structure of the bio-reactors required would be very large. The challenge is to marry the natural oxidation with modern catalytic approaches and achieve high rates of methane oxidation, in compact equipment, well below the methane auto-ignition temperature.

  6. Mechanism and kinetics of low-temperature oxidation of a biodiesel surrogate: methyl propanoate radicals with oxygen molecule.

    Science.gov (United States)

    Le, Xuan T; Mai, Tam V T; Ratkiewicz, Artur; Huynh, Lam K

    2015-04-23

    This paper presents a computational study on the low-temperature mechanism and kinetics of the reaction between molecular oxygen and alkyl radicals of methyl propanoate (MP), which plays an important role in low-temperature oxidation and/or autoignition processes of the title fuel. Their multiple reaction pathways either accelerate the oxidation process via chain branching or inhibit it by forming relatively stable products. The potential energy surfaces of the reactions between three primary MP radicals and molecular oxygen, namely, C(•)H2CH2COOCH3 + O2, CH3C(•)HCOOCH3 + O2, and CH3CH2COOC(•)H2 + O2, were constructed using the accurate composite CBS-QB3 method. Thermodynamic properties of all species as well as high-pressure rate constants of all reaction channels were derived with explicit corrections for tunneling and hindered internal rotations. Our calculation results are in good agreement with a limited number of scattered data in the literature. Furthermore, pressure- and temperature-dependent rate constants for all reaction channels on the multiwell-multichannel potential energy surfaces were computed with the quantum Rice-Ramsperger-Kassel (QRRK) and the modified strong collision (MSC) theories. This procedure resulted in a thermodynamically consistent detailed kinetic submechanism for low-temperature oxidation governed by the title process. A simplified mechanism, which consists of important reactions, is also suggested for low-temperature combustion at engine-like conditions.

  7. Assessing the damage importance rank in acoustic diagnostics of technical conditions of the internal combustion engine with multi-valued logical decision trees

    Directory of Open Access Journals (Sweden)

    Deptuła Adam

    2017-01-01

    Full Text Available This paper presents possible applications of acoustic diagnostics in inspecting the technical condition of an internal combustion engine with autoignition on the example of the Fiat drive unit with the common rail system. As a result of measuring the sound pressure level for specific faults and comparing the noise generated by the motor running smoothly, the detailed maps of changes in the acoustic spectrum may be generated. These results may be helpful in future diagnostics of internal combustion engines. In the paper, we present the results from the scientific works in the area of research, design and operation of internal combustion engines, conducted at the Department of Automotive Engineering, in cooperation with the Laboratory of Hydraulic Drives & Vibroacoustics of Machines at the Wroclaw University of Technology. The broader study has so far allowed us to develop an authoritative method of identifying the type of engine damage using gametree structures. The present works assess the possibility of using multi-valued logic trees.

  8. Knock probability estimation through an in-cylinder temperature model with exogenous noise

    Science.gov (United States)

    Bares, P.; Selmanaj, D.; Guardiola, C.; Onder, C.

    2018-01-01

    This paper presents a new knock model which combines a deterministic knock model based on the in-cylinder temperature and an exogenous noise disturbing this temperature. The autoignition of the end-gas is modelled by an Arrhenius-like function and the knock probability is estimated by propagating a virtual error probability distribution. Results show that the random nature of knock can be explained by uncertainties at the in-cylinder temperature estimation. The model only has one parameter for calibration and thus can be easily adapted online. In order to reduce the measurement uncertainties associated with the air mass flow sensor, the trapped mass is derived from the in-cylinder pressure resonance, which improves the knock probability estimation and reduces the number of sensors needed for the model. A four stroke SI engine was used for model validation. By varying the intake temperature, the engine speed, the injected fuel mass, and the spark advance, specific tests were conducted, which furnished data with various knock intensities and probabilities. The new model is able to predict the knock probability within a sufficient range at various operating conditions. The trapped mass obtained by the acoustical model was compared in steady conditions by using a fuel balance and a lambda sensor and differences below 1 % were found.

  9. Synthesis, sintering and optical properties of CaMoO{sub 4}: A promising scheelite LTCC and photoluminescent material

    Energy Technology Data Exchange (ETDEWEB)

    Vidya, S.; Thomas, J.K. [Electronic Materials Research Laboratory, Department of Physics, Mar Ivanios College, Kerala (India); Solomon, S. [Department of Physics, St. John' s College, Anchal, Kerala (India)

    2012-06-15

    The synthesis of nanocrystalline calcium molybdate (CaMoO{sub 4}) through an autoigniting combustion technique is reported in this paper. The structural characterization of the as-prepared nanocrystallites were done by X-ray diffraction (XRD), Fourier transform Raman, and Fourier transform infrared (IR) spectroscopy and the morphological studies using transmission electron microscopy (TEM) and scanning electron microscopy (SEM). The studies reveal that the as-prepared powder itself was phase pure with tetragonal structure and of particle size 25 nm. The sample was sintered at a relatively low temperature of 775 C to a high density of {proportional_to}95% for the first time, without the use of any sintering aid. The optical bandgap energy calculated from the ultraviolet-visible absorption spectrum for the as-prepared and annealed sample was 3.72 and 3.99 eV, respectively. The photoluminescence spectra of the sample showed an intense emission in the green region (528 nm). The dielectric constant and loss factor of the sample at 5 MHz was found to be 11.00 and 6.40 x 10{sup -3} at room temperature. The temperature coefficient of dielectric constant was -95.04 pp/ C. These observations reveal that nanostructured CaMoO{sub 4} is a promising scheelite low-temperature co-fired ceramic (LTCC) and also an excellent luminescent material. (Copyright copyright 2012 WILEY-VCH Verlag GmbH and Co. KGaA, Weinheim)

  10. Signature of ferro–paraelectric transition in biferroic LuCrO3 from electron paramagnetic resonance and non-resonant microwave absorption

    International Nuclear Information System (INIS)

    Alvarez, G.; Montiel, H.; Durán, A.; Conde-Gallardo, A.; Zamorano, R.

    2014-01-01

    An electron paramagnetic resonance (EPR) study in the polycrystalline biferroic LuCrO 3 is carried out at X-band (8.8–9.8 GHz) in the 295–510 K temperature range. For all the temperatures, the EPR spectra show a single broad line attributable to Cr 3+ (S = 3/2) ions. The onset of a ferro–paraelectric transition has been determined from the temperature dependence of the parameters deduced from EPR spectra: the peak-to-peak linewidth (ΔH pp ), the g-factor and the integral intensity (I EPR ). Magnetically modulated microwave absorption spectroscopy (MAMMAS) and low-field microwave absorption (LFMA) are used to give further information on this material, where these techniques give also evidence of the ferro–paraelectric transition; indicating a behavior in agreement with a diffuse phase transition. - Highlights: • LuCrO 3 powders are obtained via auto-ignition synthesis. • EPR is employed to study the onset of the ferro–paraelectric transition. • MAMMAS and LFMA techniques are used to give further information on this material

  11. Hot surface assisted compression ignition in a direct injection natural gas engine

    Energy Technology Data Exchange (ETDEWEB)

    Aesoey, Vilmar

    1996-12-31

    This study investigates the problem of ignition in a direct injection natural gas engine. Due to poor auto-ignition properties of natural gas compared to regular diesel engine fuels, a special arrangement to assist and secure ignition is required. The objective was to investigate the feasibility of using a hot surface as ignition assistance, primarily for application in medium and large size engines, and further study the main mechanisms involved in the ignition process. A constant volume combustion bomb and a test engine are used for experiments, supported by theoretical analysis and numerical simulations. Variable composition of natural gas depending on the gas source and over time, is a important problem causing significant variation in ignition properties. It is shown that even small quantities of non-methane components, which are normally present in natural gases, strongly influence ignition. Actions to handle the ignition problem caused by variable natural composition, are also discussed. In order to estimate the ignition properties of natural gas, a simple correlation to gas composition is proposed, showing good correlation to the experimental data. Mathematical models for simulation of the processes are developed based on fundamental physical relations and experimental results. They are mainly used in this study to support and analyze the physical experiments, but can also be useful in future design and optimization processes. 71 refs., 80 figs., 6 tabs.

  12. Experiments on Induction Times of Diesel-Fuels and its Surrogates

    Science.gov (United States)

    Eigenbrod, Christian; Reimert, Manfredo; Marks, Guenther; Rickmers, Peter; Klinkov, Konstantin; Moriue, Osamu

    Aiming for as low polluting combustion control as possible in Diesel-engines or gas-turbines, pre-vaporized and pre-mixed combustion at low mean temperature levels marks the goal. Low-est emissions of nitric-oxides are achievable at combustion temperatures associated to mixture ratios close to the lean flammability limit. In order to prevent local mixture ratios to be below the flammability limit (resulting in flame extinction or generation of unburned hydrocarbons and carbon-monoxide) or to be richer than required (resulting in more nitric-oxide than possi-ble), well-stirred conditioning is required. The time needed for spray generation, vaporization and turbulent mixing is limited through the induction time to self-ignition in a hot high-pressure ambiance. Therefore, detailed knowledge about the autoignition of fuels is a pre-requisit. Experiments were performed at the Bremen drop tower to investigate the self-ignition behavior of single droplets of fossil-Diesel oil, rapeseed-oil, Gas-to-Liquid (GTL) synthetic Diesel-oil and the fossil Diesel surrogates n-heptane, n-tetradecane, 50 n-tetradecane/ 50 1-methylnaphthalene as well as on the GTL-surrogates n-tetradecane / bicyclohexyl and n-tetradecane / 2,2,4,4,6,8,8-heptamethylnonane (iso-cetane). The rules for selection of the above fuels and the experimental results are presented and dis-cussed.

  13. Combustion and exhaust emission characteristics of a compression ignition engine using liquefied petroleum gas-Diesel blended fuel

    International Nuclear Information System (INIS)

    Qi, D.H.; Bian, Y.ZH.; Ma, ZH.Y.; Zhang, CH.H.; Liu, SH.Q.

    2007-01-01

    Towards the effort of reducing pollutant emissions, especially smoke and nitrogen oxides, from direct injection (DI) Diesel engines, engineers have proposed various solutions, one of which is the use of a gaseous fuel as a partial supplement for liquid Diesel fuel. The use of liquefied petroleum gas (LPG) as an alternative fuel is a promising solution. The potential benefits of using LPG in Diesel engines are both economical and environmental. The high auto-ignition temperature of LPG is a serious advantage since the compression ratio of conventional Diesel engines can be maintained. The present contribution describes an experimental investigation conducted on a single cylinder DI Diesel engine, which has been properly modified to operate under LPG-Diesel blended fuel conditions, using LPG-Diesel blended fuels with various blended rates (0%, 10%, 20%, 30%, 40%). Comparative results are given for various engine speeds and loads for conventional Diesel and blended fuels, revealing the effect of blended fuel combustion on engine performance and exhaust emissions

  14. Effect of metal-ion-to-fuel ratio on the phase formation of bioceramic phosphates synthesized by self-propagating combustion

    Directory of Open Access Journals (Sweden)

    Swamiappan Sasikumar and Rajagopalan Vijayaraghavan

    2008-01-01

    Full Text Available Synthetic calcium hydroxyapatite (HAP, Ca10 (PO46 (OH2 is a well-known bioceramic material used in orthopedic and dental applications because of its excellent biocompatibility and bone-bonding ability due to its structural and compositional similarity to human bone. Here we report, for the first time, the synthesis of HAP by combustion employing tartaric acid as a fuel. Calcium nitrate is used as the source of calcium and diammonium hydrogen phosphate serves as the source of phosphate ions. Reaction processing parameters such as the pH, fuel-oxidant ratio and autoignition temperature are controlled and monitored. The products were characterized by powder x-ray diffraction, which revealed the formation of a hexagonal hydroxyapatite phase. Fourier transform infrared spectroscopy (FT-IR spectra showed that the substitution of a carbonate ion occurs at the phosphate site. The morphology of the particles was imaged by scanning electron microscopy, which also revealed that the particles are of submicron size. Thermal analysis showed that the phase formation takes place at the time of combustion. Surface area and porosity analysis showed that the surface area is high and that the pores are of nanometer size. The mean grain size of the HAP powder, determined by the Debye–Scherrer formula, is in the range 20–30 nm. Chemical analyses to determine the Ca : P atomic ratio in synthesized ceramics were performed, and it was found to be 1 : 1.66.

  15. Electrical and optical properties of NdAlO3 synthesized by an optimized combustion process

    International Nuclear Information System (INIS)

    Harilal, Midhun; Nair, V. Manikantan; Wariar, P.R.S.; Padmasree, K.P.; Yusoff, Mashitah M.; Jose, Rajan

    2014-01-01

    Nanocrystals of neodymium aluminate (NdAlO 3 ) are synthesized using an optimized single step auto-ignition citrate complex combustion process. The combustion product was characterized by X-ray diffraction, transmission electron microscopy, Fourier transform infrared spectroscopy, Raman spectroscopy and Ultraviolet–visible reflection spectroscopy. The combustion product is single phase and composed of aggregates of nanocrystals of sizes in the range 20–40 nm. The NdAlO 3 crystallized in rhombohedral perovskite structure with lattice parameters a = 5.3223 Å and c = 12.9292 Å. The absorption spectrum of the NdAlO 3 nanocrystals shows characteristic absorption bands of the Nd atom. The polycrystalline fluffy combustion product is sintered to high density (∼ 97%) at ∼ 1450 °C for 4 h and the microstructure was characterized by scanning electron microscopy. The electrical properties of the sintered product were studied using dielectric measurements. The sintered NdAlO 3 has a dielectric constant (ε r ) and a dielectric loss (tan δ) of 21.9 and ∼ 10 −3 at 5 MHz, respectively. - Highlights: • NdAlO 3 nanocrystals were synthesized through a citrate combustion process. • The nanocrystals were sintered to ∼ 97% of theoretical density. • The materials were characterized using a number of analytical techniques. • Nanostructured NdAlO 3 showed crystal field splitting of Nd ions. • Dielectric properties of the sintered NdAlO 3 ceramics were studied

  16. Evaluation of Anti-Knock Quality of Dicyclopentadiene-Gasoline Blends

    KAUST Repository

    Al-Khodaier, Mohannad

    2017-03-28

    Increasing the anti-knock quality of gasoline fuels can enable higher efficiency in spark ignition engines. In this study, the blending anti-knock quality of dicyclopentadiene (DCPD), a by-product of ethylene production from naphtha cracking, with various gasoline fuels is explored. The blends were tested in an ignition quality tester (IQT) and a modified cooperative fuel research (CFR) engine operating under homogenous charge compression ignition (HCCI) and knock limited spark advance (KLSA) conditions. Due to current fuel regulations, ethanol is widely used as a gasoline blending component in many markets. In addition, ethanol is widely used as a fuel and literature verifying its performance. Moreover, because ethanol exhibits synergistic effects, the test results of DCPD-gasoline blends were compared to those of ethanol-gasoline blends. The experiments conducted in this work enabled the screening of DCPD auto-ignition characteristics across a range of combustion modes. The synergistic blending nature of DCPD was apparent and appeared to be greater than that of ethanol. The data presented suggests that DCPD has the potential to be a high octane blending component in gasoline; one which can substitute alkylates, isomerates, reformates, and oxygenates.

  17. The development of an on-site container

    International Nuclear Information System (INIS)

    Glass, R.E.; McAllaster, M.E.; Jones, P.L.; McKinney, A.L.

    1992-01-01

    Sandia National Laboratories (SNL) has developed a package for the on-site transport of chemical munitions for the US Army. This package was designed to prevent the release of lethal quantities of chemical agents during transportation of munitions to the demilitarization facilities on-site. The packaging prevents auto-ignition of the munitions by limiting the thermal and structural assault on the munitions during an accident. This package, with some modifications to account for contents, may be suitable for the on-site transport of mixed wastes at United States Department of Energy facilities. This paper discusses the design and verification testing of the package. The safety criteria for the package were modeled after the International Atomic Energy Agency (IAEA) hypothetical accident sequence and modified to take credit for operational controls. The modified accident sequence consisted of drop, puncture, and thermal events. The post-accident leak rate was established to prevent harm to an exposed worker. The packaging has a mass of 8600 kg and can accommodate up to 3600 kg of contents. The interior of the package is 188 cm in diameter and 232 cm long. Two sample ports can be used to sample the interior of the package prior to opening the closure and an o-ring test port can be used to determine the leak rates prior to and after transport

  18. Terascale High-Fidelity Simulations of Turbulent Combustion with Detailed Chemistry

    Energy Technology Data Exchange (ETDEWEB)

    Hong G. Im; Arnaud Trouve; Christopher J. Rutland; Jacqueline H. Chen

    2009-02-02

    The TSTC project is a multi-university collaborative effort to develop a high-fidelity turbulent reacting flow simulation capability utilizing terascale, massively parallel computer technology. The main paradigm of our approach is direct numerical simulation (DNS) featuring highest temporal and spatial accuracy, allowing quantitative observations of the fine-scale physics found in turbulent reacting flows as well as providing a useful tool for development of sub-models needed in device-level simulations. The code named S3D, developed and shared with Chen and coworkers at Sandia National Laboratories, has been enhanced with new numerical algorithms and physical models to provide predictive capabilities for spray dynamics, combustion, and pollutant formation processes in turbulent combustion. Major accomplishments include improved characteristic boundary conditions, fundamental studies of auto-ignition in turbulent stratified reactant mixtures, flame-wall interaction, and turbulent flame extinction by water spray. The overarching scientific issue in our recent investigations is to characterize criticality phenomena (ignition/extinction) in turbulent combustion, thereby developing unified criteria to identify ignition and extinction conditions. The computational development under TSTC has enabled the recent large-scale 3D turbulent combustion simulations conducted at Sandia National Laboratories.

  19. Terascale High-Fidelity Simulations of Turbulent Combustion with Detailed Chemistry

    Energy Technology Data Exchange (ETDEWEB)

    Im, Hong G [University of Michigan; Trouve, Arnaud [University of Maryland; Rutland, Christopher J [University of Wisconsin; Chen, Jacqueline H [Sandia National Laboratories

    2012-08-13

    The TSTC project is a multi-university collaborative effort to develop a high-fidelity turbulent reacting flow simulation capability utilizing terascale, massively parallel computer technology. The main paradigm of our approach is direct numerical simulation (DNS) featuring highest temporal and spatial accuracy, allowing quantitative observations of the fine-scale physics found in turbulent reacting flows as well as providing a useful tool for development of sub-models needed in device-level simulations. The code named S3D, developed and shared with Chen and coworkers at Sandia National Laboratories, has been enhanced with new numerical algorithms and physical models to provide predictive capabilities for spray dynamics, combustion, and pollutant formation processes in turbulent combustion. Major accomplishments include improved characteristic boundary conditions, fundamental studies of auto-ignition in turbulent stratified reactant mixtures, flame-wall interaction, and turbulent flame extinction by water spray. The overarching scientific issue in our recent investigations is to characterize criticality phenomena (ignition/extinction) in turbulent combustion, thereby developing unified criteria to identify ignition and extinction conditions. The computational development under TSTC has enabled the recent large-scale 3D turbulent combustion simulations conducted at Sandia National Laboratories.

  20. Thermal decomposition of selected chlorinated hydrocarbons during gas combustion in fluidized bed

    Directory of Open Access Journals (Sweden)

    Olek Malgorzata

    2013-01-01

    Full Text Available Abstract Background The process of thermal decomposition of dichloromethane (DCM and chlorobenzene (MCB during the combustion in an inert, bubbling fluidized bed, supported by LPG as auxiliary fuel, have been studied. The concentration profiles of C6H5CI, CH2Cl2, CO2, CO, NOx, COCl2, CHCl3, CH3Cl, C2H2, C6H6, CH4 in the flue gases were specified versus mean bed temperature. Results The role of preheating of gaseous mixture in fluidized bed prior to its ignition inside bubbles was identified as important factor for increase the degree of conversion of DCM and MCB in low bed temperature, in comparison to similar process in the tubular reactor. Conclusions Taking into account possible combustion mechanisms, it was identified that autoignition in bubbles rather than flame propagation between bubbles is needed to achieve complete destruction of DCM and MCB. These condition occurs above 900°C causing the degree of conversion of chlorine compounds of 92-100%.

  1. Mixture preparation by cool flames for diesel-reforming technologies

    Science.gov (United States)

    Hartmann, L.; Lucka, K.; Köhne, H.

    The separation of the evaporation from the high-temperature reaction zone is crucial for the reforming process. Unfavorable mixtures of liquid fuels, water and air lead to degradation by local hot spots in the sensitive catalysts and formation of unwanted by-products in the reformer. Furthermore, the evaporator has to work with dynamic changes in the heat transfer, residence times and educt compositions. By using exothermal pre-reactions in the form of cool flames it is possible to realize a complete and residue-free evaporation of liquid hydrocarbon mixtures. The conditions whether cool flames can be stabilised or not is related to the heat release of the pre-reactions in comparison to the heat losses of the system. Examinations were conducted in a flow reactor at atmospheric pressure and changing residence times to investigate the conditions under which stable cool flame operation is possible and auto-ignition or quenching occurs. An energy balance of the evaporator should deliver the values of heat release by cool flames in comparison to the heat losses of the system. The cool flame evaporation is applied in the design of several diesel-reforming processes (thermal and catalytic partial oxidation, autothermal reforming) with different demands in the heat management and operation range (air ratio λ, steam-to-carbon ratio, SCR). The results are discussed at the end of this paper.

  2. Novel injector techniques for coal-fueled diesel engines

    Energy Technology Data Exchange (ETDEWEB)

    Badgley, P.R.

    1992-09-01

    This report, entitled Novel Injector Techniques for Coal-Fueled Diesel Engines,'' describes the progress and findings of a research program aimed at development of a dry coal powder fuel injector in conjunction with the Thermal Ignition Combustion System (TICS) concept to achieve autoignition of dry powdered coal in a single-cylinder high speed diesel engine. The basic program consisted of concept selection, analysis and design, bench testing and single cylinder engine testing. The coal injector concept which was selected was a one moving part dry-coal-powder injector utilizing air blast injection. Adiabatics has had previous experience running high speed diesel engines on both direct injected directed coal-water-slurry (CWS) fuel and also with dry coal powder aspirated into the intake air. The Thermal Ignition Combustion System successfully ignited these fuels at all speeds and loads without requiring auxiliary ignition energy such as pilot diesel fuel, heated intake air or glow or spark plugs. Based upon this prior experience, it was shown that the highest efficiency and fastest combustion was with the dry coal, but that the use of aspiration of coal resulted in excessive coal migration into the engine lubrication system. Based upon a desire of DOE to utilize a more modern test engine, the previous naturally-aspirated Caterpillar model 1Y73 single cylinder engine was replaced with a turbocharged (by use of shop air compressor and back pressure control valve) single cylinder version of the Cummins model 855 engine.

  3. Charge-Dipole Acceleration of Polar Gas Molecules towards Charged Nanoparticles: Involvement in Powerful Charge-Induced Catalysis of Heterophase Chemical Reactions and Ball Lightning Phenomenon

    Directory of Open Access Journals (Sweden)

    Oleg Meshcheryakov

    2010-01-01

    Full Text Available In humid air, the substantial charge-dipole attraction and electrostatic acceleration of surrounding water vapour molecules towards charged combustible nanoparticles cause intense electrostatic hydration and preferential oxidation of these nanoparticles by electrostatically accelerated polar water vapour molecules rather than nonaccelerated nonpolar oxygen gas molecules. Intense electrostatic hydration of charged combustible nanoparticles converts the nanoparticle's oxide-based shells into the hydroxide-based electrolyte shells, transforming these nanoparticles into reductant/air core-shell nanobatteries, periodically short-circuited by intraparticle field and thermionic emission. Partially synchronized electron emission breakdowns within trillions of nanoparticles-nanobatteries turn a cloud of charged nanoparticles-nanobatteries into a powerful radiofrequency aerosol generator. Electrostatic oxidative hydration and charge-catalyzed oxidation of charged combustible nanoparticles also contribute to a self-oscillating thermocycling process of evolution and periodic autoignition of inflammable gases near to the nanoparticle's surface. The described effects might be of interest for the improvement of certain nanotechnological heterophase processes and to better understand ball lightning phenomenon.

  4. New insights into the low-temperature oxidation of 2-methylhexane

    KAUST Repository

    Wang, Zhandong

    2016-09-24

    In this work, we studied the low-temperature oxidation of a stoichiometric 2-methylhexane/O2/Ar mixture in a jet-stirred reactor coupled with synchrotron vacuum ultraviolet photoionization molecular-beam mass spectrometry. The initial gas mixture was composed of 2% 2-methyhexane, 22% O2 and 76% Ar and the pressure of the reactor was kept at 780Torr. Low-temperature oxidation intermediates with two to five oxygen atoms were observed. The detection of C7H14O5 and C7H12O4 species suggests that a third O2 addition process occurs in 2-methylhexane low-temperature oxidation. A detailed kinetic model was developed that describes the third O2 addition and subsequent reactions leading to C7H14O5 (keto-dihydroperoxide and dihydroperoxy cyclic ether) and C7H12O4 (diketo-hydroperoxide and keto-hydroperoxy cyclic ether) species. The kinetics of the third O2 addition reactions are discussed and model calculations were performed that reveal that third O2 addition reactions promote 2-methylhexane auto-ignition at low temperatures. © 2016 The Combustion Institute.

  5. A high-pressure plug flow reactor for combustion chemistry investigations

    Science.gov (United States)

    Lu, Zhewen; Cochet, Julien; Leplat, Nicolas; Yang, Yi; Brear, Michael J.

    2017-10-01

    A plug flow reactor (PFR) is built for investigating the oxidation chemistry of fuels at up to 50 bar and 1000 K. These conditions include those corresponding to the low temperature combustion (i.e. the autoignition) that commonly occurs in internal combustion engines. Turbulent flow that approximates ideal, plug flow conditions is established in a quartz tube reactor. The reacting mixture is highly diluted by excess air to reduce the reaction rates for kinetic investigations. A novel mixer design is used to achieve fast mixing of the preheated air and fuel vapour at the reactor entrance, reducing the issue of reaction initialization in kinetic modelling. A water-cooled probe moves along the reactor extracting gases for further analysis. Measurement of the sampled gas temperature uses an extended form of a three-thermocouple method that corrects for radiative heat losses from the thermocouples to the enclosed PFR environment. Investigation of the PFR’s operation is first conducted using non-reacting flows, and then with isooctane oxidation at 900 K and 10 bar. Mixing of the non-reacting temperature and species fields is shown to be rapid. The measured fuel consumption and CO formation are then closely reproduced by kinetic modelling using an extensively validated iso-octane mechanism from the literature and the corrected gas temperature. Together, these results demonstrate the PFR’s utility for chemical kinetic investigations.

  6. Kinetic effects in thermal explosion with oscillating ambient conditions.

    Science.gov (United States)

    Novozhilov, Vasily

    2018-03-05

    Thermal explosion problem for a medium with oscillating ambient temperature at its boundaries is a new problem which was introduced in the preceding publication by the present author. It is directly applicable to a range of practical fire autoignition scenarios (e.g. in the storages of organic matter, explosives, propellants, etc.). Effects of kinetic mechanisms, however, need be further investigated as they are expected to alter critical conditions of thermal explosion. We consider several global kinetic mechanisms: first order reaction, second order reaction, and first order autocatalysis. It is demonstrated that kinetic effects related to reactants consumption do indeed shift respective critical boundaries. Effect of kinetics on oscillatory development of thermal explosion is of particular interest. In line with conclusions of the preceding publication, it is confirmed that temperature oscillations may develop during induction phase of thermal explosion when the effect of reactants consumption is properly taken into account. Moreover, development of thermal explosion instability through the prior oscillations is an inevitable and natural scenario. This fact is confirmed by a number of examples. Besides, effects of the other relevant parameter, Zeldovich number on critical conditions are also investigated.

  7. FY2015 Annual Report for Alternative Fuels DISI Engine Research.

    Energy Technology Data Exchange (ETDEWEB)

    Sjöberg, Carl-Magnus G. [Sandia National Lab. (SNL-CA), Livermore, CA (United States)

    2016-01-01

    Climate change and the need to secure energy supplies are two reasons for a growing interest in engine efficiency and alternative fuels. This project contributes to the science-base needed by industry to develop highly efficient DISI engines that also beneficially exploit the different properties of alternative fuels. Our emphasis is on lean operation, which can provide higher efficiencies than traditional non-dilute stoichiometric operation. Since lean operation can lead to issues with ignition stability, slow flame propagation and low combustion efficiency, we focus on techniques that can overcome these challenges. Specifically, fuel stratification is used to ensure ignition and completeness of combustion but has soot- and NOx- emissions challenges. For ultralean well-mixed operation, turbulent deflagration can be combined with controlled end-gas auto-ignition to render mixed-mode combustion that facilitates high combustion efficiency. However, the response of both combustion and exhaust emissions to these techniques depends on the fuel properties. Therefore, to achieve optimal fuel-economy gains, the engine combustion-control strategies must be adapted to the fuel being utilized.

  8. Advanced Light-Duty SI Engine Fuels Research: Multiple Optical Diagnostics of Well-mixed and Stratified Operation.

    Energy Technology Data Exchange (ETDEWEB)

    Sjoberg, Carl Magnus Goran [Sandia National Lab. (SNL-CA), Livermore, CA (United States); Vuilleumier, David [Sandia National Lab. (SNL-CA), Livermore, CA (United States)

    2018-02-01

    Ever tighter fuel economy standards and concerns about energy security motivate efforts to improve engine efficiency and to develop alternative fuels. This project contributes to the science base needed by industry to develop highly efficient direct injection spark ignition (DISI) engines that also beneficially exploit the different properties of alternative fuels. Here, the emphasis is on lean operation, which can provide higher efficiencies than traditional non-dilute stoichiometric operation. Since lean operation can lead to issues with ignition stability, slow flame propagation and low combustion efficiency, the focus is on techniques that can overcome these challenges. Specifically, fuel stratification is used to ensure ignition and completeness of combustion but this technique has soot and NOx emissions challenges. For ultra-lean well-mixed operation, turbulent deflagration can be combined with controlled end-gas autoignition to render mixed-mode combustion for sufficiently fast heat release. However, such mixed-mode combustion requires very stable inflammation, motivating studies on the effects of near-spark flow and turbulence, and the use of small amounts of fuel stratification near the spark plug.

  9. Tunable magnetic and magnetocaloric properties of La0.6Sr0.4MnO3 nanoparticles

    Science.gov (United States)

    Ehsani, M. H.; Kameli, P.; Ghazi, M. E.; Razavi, F. S.; Taheri, M.

    2013-12-01

    Nanoparticles of La0.6Sr0.4MnO3 with different particle sizes are synthesized by the nitrate-complex auto-ignition method. The structural and magnetic properties of the samples are investigated by X-Ray diffraction (XRD), Fourier transform infra-red (FT-IR) spectroscopy, transmission electron microscopy (TEM), and DC magnetization measurements. The XRD study coupled with the Rietveld refinement shows that all samples crystallize in a rhombohedral structure with the space group of R-3 C. The FT-IR spectroscopy and TEM images indicate formation of the perovskite structure with the average sizes of 20, 40, and 100 nm for the samples sintered at 700, 800, and 1100 °C, respectively. The DC magnetization measurements confirm tuning of the magnetic properties due to the particle size effects, e.g., reduction in the ferromagnetic moment and increase in the surface spin disorder by decreasing the particle size. The magnetocaloric effect (MCE) study based on isothermal magnetization vs. filed measurements in all samples reveals a relatively large MCE around the Curie temperature of the samples. The peak around the Curie temperature gradually broadens with reduction of the particle size. The data obtained show that although variations in the magnetic entropy and adiabatic temperature decrease by lowering the particle size, variation in the relative cooling power values are the same for all samples. These results make this material a proper candidate in the magnetic refrigerator application above room temperature at moderate fields.

  10. Review of modern low emissions combustion technologies for aero gas turbine engines

    Science.gov (United States)

    Liu, Yize; Sun, Xiaoxiao; Sethi, Vishal; Nalianda, Devaiah; Li, Yi-Guang; Wang, Lu

    2017-10-01

    Pollutant emissions from aircraft in the vicinity of airports and at altitude are of great public concern due to their impact on environment and human health. The legislations aimed at limiting aircraft emissions have become more stringent over the past few decades. This has resulted in an urgent need to develop low emissions combustors in order to meet legislative requirements and reduce the impact of civil aviation on the environment. This article provides a comprehensive review of low emissions combustion technologies for modern aero gas turbines. The review considers current high Technologies Readiness Level (TRL) technologies including Rich-Burn Quick-quench Lean-burn (RQL), Double Annular Combustor (DAC), Twin Annular Premixing Swirler combustors (TAPS), Lean Direct Injection (LDI). It further reviews some of the advanced technologies at lower TRL. These include NASA multi-point LDI, Lean Premixed Prevaporised (LPP), Axially Staged Combustors (ASC) and Variable Geometry Combustors (VGC). The focus of the review is placed on working principles, a review of the key technologies (includes the key technology features, methods of realising the technology, associated technology advantages and design challenges, progress in development), technology application and emissions mitigation potential. The article concludes the technology review by providing a technology evaluation matrix based on a number of combustion performance criteria including altitude relight auto-ignition flashback, combustion stability, combustion efficiency, pressure loss, size and weight, liner life and exit temperature distribution.

  11. A high-pressure plug flow reactor for combustion chemistry investigations

    International Nuclear Information System (INIS)

    Lu, Zhewen; Cochet, Julien; Leplat, Nicolas; Yang, Yi; Brear, Michael J

    2017-01-01

    A plug flow reactor (PFR) is built for investigating the oxidation chemistry of fuels at up to 50 bar and 1000 K. These conditions include those corresponding to the low temperature combustion (i.e. the autoignition) that commonly occurs in internal combustion engines. Turbulent flow that approximates ideal, plug flow conditions is established in a quartz tube reactor. The reacting mixture is highly diluted by excess air to reduce the reaction rates for kinetic investigations. A novel mixer design is used to achieve fast mixing of the preheated air and fuel vapour at the reactor entrance, reducing the issue of reaction initialization in kinetic modelling. A water-cooled probe moves along the reactor extracting gases for further analysis. Measurement of the sampled gas temperature uses an extended form of a three-thermocouple method that corrects for radiative heat losses from the thermocouples to the enclosed PFR environment. Investigation of the PFR’s operation is first conducted using non-reacting flows, and then with isooctane oxidation at 900 K and 10 bar. Mixing of the non-reacting temperature and species fields is shown to be rapid. The measured fuel consumption and CO formation are then closely reproduced by kinetic modelling using an extensively validated iso-octane mechanism from the literature and the corrected gas temperature. Together, these results demonstrate the PFR’s utility for chemical kinetic investigations. (paper)

  12. Measuring hydroperoxide chain-branching agents during n-pentane low-temperature oxidation

    KAUST Repository

    Rodriguez, Anne

    2016-06-23

    The reactions of chain-branching agents, such as HO and hydroperoxides, have a decisive role in the occurrence of autoignition. The formation of these agents has been investigated in an atmospheric-pressure jet-stirred reactor during the low-temperature oxidation of n-pentane (initial fuel mole fraction of 0.01, residence time of 2s) using three different diagnostics: time-of-flight mass spectrometry combined with tunable synchrotron photoionization, time-of-flight mass spectrometry combined with laser photoionization, and cw-cavity ring-down spectroscopy. These three diagnostics enable a combined analysis of HO, C-C, and C alkylhydroperoxides, C-C alkenylhydroperoxides, and C alkylhydroperoxides including a carbonyl function (ketohydroperoxides). Results using both types of mass spectrometry are compared for the stoichiometric mixture. Formation data are presented at equivalence ratios from 0.5 to 2 for these peroxides and of two oxygenated products, ketene and pentanediones, which are not usually analyzed during jet-stirred reactor oxidation. The formation of alkenylhydroperoxides during alkane oxidation is followed for the first time. A recently developed model of n-pentane oxidation aids discussion of the kinetics of these products and of proposed pathways for C-C alkenylhydroperoxides and the pentanediones.

  13. Numerical investigation of injector geometry effects on fuel stratification in a GCI engine

    KAUST Repository

    Atef, Nour

    2017-11-24

    Injectors play an important role in direct injection (DI) gasoline compression ignition (GCI) engines by affecting the in-cylinder mixture formation and stratification, which in turn impacts combustion and emissions. In this work, the effects of two different injector geometries, a 7-hole solid-cone injector and an outwardly opening hollow-cone injector, on fuel mixture stratification in a GCI engine were investigated by computational simulations. Three fuels with similar autoignition kinetics, but with different physical properties, were studied to isolate the effect of the combustion chemistry on combustion phasing. In addition, start of injection (SOI) sweeps relevant to low-load engine operating conditions were performed. The results show that physical properties of the fuel do not have significant influence when using a hollow-cone injector. Richer mixtures were observed at all the studied SOI (−40 to −14 CAD aTDC) cases, which can be attributed to the nature of the hollow cone spray. At later SOIs (−18 and −14 CAD aTDC), the richer mixtures are accompanied by lower mean in-cylinder temperature due to the charge cooling effect, which surpasses the equivalence ratio effect. The effect of fuel physical properties on combustion phasing was evident in multi-hole injection cases, which can be attributed to the differences in mixture stratification and equivalence ratio distribution at the time of ignition.

  14. Preparation, Characterization, and Ionic Transport Properties of Nanoscale Ln2Zr2O7 (Ln = Ce, Pr, Nd, Sm, Gd, Dy, Er, and Yb) Energy Materials

    Science.gov (United States)

    Solomon, Sam; George, Aneesh; Thomas, Jijimon Kumpakkattu; John, Annamma

    2015-01-01

    Nanoparticles of lanthanide (Ln)-based zirconates have been prepared through the autoignited combustion technique. The structure of the system was analyzed by powder x-ray diffraction and vibrational spectroscopic tools. The compounds with Ln = Ce, Pr, Nd, Sm, and Gd have pyrochlore cubic structure, whereas those with Ln = Dy, Er, and Yb possess anion-deficient disordered cubic fluorite structure. The optical properties of the powder were analyzed using ultraviolet-visible spectroscopy. Pellets of the compounds were sintered in the range from 1325°C to 1530°C for 2 h. The surface morphology of sintered Nd2Zr2O7 was analyzed by scanning electron microscopy. Impedance spectroscopic studies of the samples were carried out at different temperatures. The conductivity increased to the order of 10-2 S/m at 750°C, and the highest conductivity of 13.21 × 10-2 S/m was obtained for Er2Zr2O7. All samples of this system are suitable candidates for fabrication of electrolytes for use in solid oxide fuel cells, particularly at moderate temperatures.

  15. Effect of metal-ion-to-fuel ratio on the phase formation of bioceramic phosphates synthesized by self-propagating combustion

    Science.gov (United States)

    Sasikumar, Swamiappan; Vijayaraghavan, Rajagopalan

    2008-07-01

    Synthetic calcium hydroxyapatite (HAP, Ca10 (PO4)6 (OH)2) is a well-known bioceramic material used in orthopedic and dental applications because of its excellent biocompatibility and bone-bonding ability due to its structural and compositional similarity to human bone. Here we report, for the first time, the synthesis of HAP by combustion employing tartaric acid as a fuel. Calcium nitrate is used as the source of calcium and diammonium hydrogen phosphate serves as the source of phosphate ions. Reaction processing parameters such as the pH, fuel-oxidant ratio and autoignition temperature are controlled and monitored. The products were characterized by powder x-ray diffraction, which revealed the formation of a hexagonal hydroxyapatite phase. Fourier transform infrared spectroscopy (FT-IR) spectra showed that the substitution of a carbonate ion occurs at the phosphate site. The morphology of the particles was imaged by scanning electron microscopy, which also revealed that the particles are of submicron size. Thermal analysis showed that the phase formation takes place at the time of combustion. Surface area and porosity analysis showed that the surface area is high and that the pores are of nanometer size. The mean grain size of the HAP powder, determined by the Debye-Scherrer formula, is in the range 20-30 nm. Chemical analyses to determine the Ca : P atomic ratio in synthesized ceramics were performed, and it was found to be 1 : 1.66.

  16. Monitoring of chemical degradation in propellants using AOTF spectrometer

    Science.gov (United States)

    Feigley, Robert; Jin, Feng; Lorenzo, Jose; Soos, Jolanta; Trivedi, Sudhir

    2004-02-01

    Candidate weapon systems have conservative environmental and service life limits to ensure both performance reliability and ordnance safety. One important element that must be monitored is chemical indicators of propellant degradation. Chemical degradation of energetic compounds in propellants can result in reduced performance and potential instability and auto-ignition in extreme circumstances. The current method for testing for chemical indicators of propellant degradation consists of removing a missile from its sub, disassembling it, and performing HPLC testing. An improvement to the current system is to use near-infrared (NIR) spectral analysis to measure chemical indicators of propellant degradation. An AOTF multi-channel spectrometer with reflectance probes can simultaneously scan different areas of a propellant. A study has shown clear spectral differences in samples of M1MP propellant with two different concentrations of the chemical diphenyl amine (DPA). DPA is very similar to many important chemical indicators of propellant degradation. The spectral differences provide the basis for correlating spectral data to DPA concentration using a multivariate regression technique.

  17. [Protecting Safety During Dust Fires and Dust Explosions - The Example of the Formosa Fun Coast Water Park Accident].

    Science.gov (United States)

    Hsieh, Ming-Hong; Wu, Jia-Wun; Li, Ya-Cing; Tang, Jia-Suei; Hsieh, Chun-Chien

    2016-02-01

    This paper will explore the fire and explosion characteristics of cornstarch powder as well as strategies for protecting the safety of people who are involved a dust fire or dust explosion. We discuss the 5 elements of dust explosions and conduct tests to analyze the fire and explosion characteristics of differently colored powders (yellow, golden yellow, pink, purple, orange and green). The results show that, while all of the tested powders were difficult to ignite, low moisture content was associated with significantly greater risks of ignition and flame spread. We found the auto-ignition temperature (AIT) of air-borne cornstarch powder to be between 385°C and 405°C, with yellow-colored cornstarch powder showing the highest AIT and pink-colored cornstarch powder showing the lowest AIT. The volume resistivity of all powder samples was approximately 108 Ω.m, indicating that they were nonconductive. Lighters and cigarettes are effective ignition sources, as their lit temperatures are higher than the AIT of cornstarch powder. In order to better protect the safety of individuals at venues where cornstarch powder is released, explosion control measures such as explosion containment facilities, vents, and explosion suppression and isolation devices should be installed. Furthermore, employees that work at these venues should be better trained in explosion prevention and control measures. We hope this article is a reminder to the public to recognize the fire and explosion characteristics of flammable powders as well as the preventive and control measures for dust explosions.

  18. New engine method for biodiesel cetane number testing

    Directory of Open Access Journals (Sweden)

    Pešić Radivoje B.

    2008-01-01

    Full Text Available Substitution of fossil fuels with fuels that come from part renewable sources has been a subject of many studies and researches in the past decade. Considering the higher cost and limits of production resources, a special attention is focused on raising the energy efficiency of biofuel usage, mainly through optimization of the combustion process. Consequently, in biofuel applications, there is a need for determination of auto-ignition quality expressed by cetane number as a dominant characteristic that influences combustion parameters. The fact that the method for cetane number determination is comparative in nature has led us to try to develop substitute engine method for cetane number determination, by the use of the available laboratory equipment and serial, mono-cylinder engine with direct injection, DMB LDA 450. Description of the method, results of optimization of engine’s working parameters for conduction of the test and method’s Accuracy estimation are given in the paper. The paper also presents the results of domestic biodiesel fuels cetane number testing with the application of described engine method, developed at the Laboratory for internal combustion engines and fuels and lubricants of the Faculty of Mechanical Engineering from Kragujevac, Serbia.

  19. Numerical investigation of CAI Combustion in the Opposed- Piston Engine with Direct and Indirect Water Injection

    Science.gov (United States)

    Pyszczek, R.; Mazuro, P.; Teodorczyk, A.

    2016-09-01

    This paper is focused on the CAI combustion control in a turbocharged 2-stroke Opposed-Piston (OP) engine. The barrel type OP engine arrangement is of particular interest for the authors because of its robust design, high mechanical efficiency and relatively easy incorporation of a Variable Compression Ratio (VCR). The other advantage of such design is that combustion chamber is formed between two moving pistons - there is no additional cylinder head to be cooled which directly results in an increased thermal efficiency. Furthermore, engine operation in a Controlled Auto-Ignition (CAI) mode at high compression ratios (CR) raises a possibility of reaching even higher efficiencies and very low emissions. In order to control CAI combustion such measures as VCR and water injection were considered for indirect ignition timing control. Numerical simulations of the scavenging and combustion processes were performed with the 3D CFD multipurpose AVL Fire solver. Numerous cases were calculated with different engine compression ratios and different amounts of directly and indirectly injected water. The influence of the VCR and water injection on the ignition timing and engine performance was determined and their application in the real engine was discussed.

  20. Control of the low-load region in partially premixed combustion

    Science.gov (United States)

    Ingesson, Gabriel; Yin, Lianhao; Johansson, Rolf; Tunestal, Per

    2016-09-01

    Partially premixed combustion (PPC) is a low temperature, direct-injection combustion concept that has shown to give promising emission levels and efficiencies over a wide operating range. In this concept, high EGR ratios, high octane-number fuels and early injection timings are used to slow down the auto-ignition reactions and to enhance the fuel and are mixing before the start of combustion. A drawback with this concept is the combustion stability in the low-load region where a high octane-number fuel might cause misfire and low combustion efficiency. This paper investigates the problem of low-load PPC controller design for increased engine efficiency. First, low-load PPC data, obtained from a multi-cylinder heavy- duty engine is presented. The data shows that combustion efficiency could be increased by using a pilot injection and that there is a non-linearity in the relation between injection and combustion timing. Furthermore, intake conditions should be set in order to avoid operating points with unfavourable global equivalence ratio and in-cylinder temperature combinations. Model predictive control simulations were used together with a calibrated engine model to find a gas-system controller that fulfilled this task. The findings are then summarized in a suggested engine controller design. Finally, an experimental performance evaluation of the suggested controller is presented.

  1. The Measurement and Prediction of Combustible Properties of Dimethylacetamide (DMAc)

    Energy Technology Data Exchange (ETDEWEB)

    Ha, Dong-Myeong [Semyung University, Jecheon (Korea, Republic of)

    2015-10-15

    The usage of the correct combustion characteristic of the treated substance for the safety of the process is critical. For the safe handling of dimethylacetamide (DMAc) being used in various ways in the chemical industry, the flash point and the autoignition temperature (AIT) of DMAc was experimented. And, the lower explosion limit of DMAc was calculated by using the lower flash point obtained in the experiment. The flash points of DMAc by using the Setaflash and Pensky-Martens closed-cup testers measured 61 .deg. C and 65 .deg. C, respectively. The flash points of DMAc by using the Tag and Cleveland automatic open cup testers are measured 68 .deg. C and 71 .deg. C. The AIT of DMAc by ASTM 659E tester was measured as 347 .deg. C. The lower explosion limit by the measured flash point 61 .deg. C was calculated as 1.52 vol%. It was possible to predict lower explosion limit by using the experimental flash point or flash point in the literature.

  2. Do sealless pumps belong in hydrocarbon processing services?

    Energy Technology Data Exchange (ETDEWEB)

    Bennett, Shawn L. [Sundyne Corporation, Arvada, CO (Brazil)

    2004-07-01

    Sealless pump technology seems unimaginable in the hot, dirty and high-pressure world of hydrocarbon processing. Furthermore the high flow rates typical of the industry seem incompatible with sealless pumps. Seals and their environmental controls used in conventional technologies are not immune from these factors making sealless worth another look. In October 2000 the Sealless Centrifugal Pump Specification API 685 was published. This specification lends sealless pumps credibility and emphasizes the proper application of the technology. In many process units seal leaks can be extremely dangerous and costly. The heavy hydrocarbons can auto-ignite and light hydrocarbons will tend to find a source of ignition. The ever-increasing requirements for clean fuels are driving many of the current refinery upgrades. Best Also available control technology requirements and additional focus on Environmental Health and Safety increase the attractiveness of sealless technology to mitigate the hazards associated with seal leaks. Sealless has a place in hydrocarbon processing to eliminate seals, provide mechanical simplification, and ensure personnel/environmental protection. The proper application involves evaluating canned motor/magnetic drive technology, API 685 Guidelines, and vapor pressure versus pump circuit pressure analysis. There are four (4) specific processes where sealless pumps should be targeted: Alkylation, Sulfur Recovery/Hydrotreating, Naphtha Reforming Production, and Neutralization. (author)

  3. Evaporation and Ignition Characteristics of Water Emulsified Diesel under Conventional and Low Temperature Combustion Conditions

    Directory of Open Access Journals (Sweden)

    Zhaowen Wang

    2017-07-01

    Full Text Available The combination of emulsified diesel and low temperature combustion (LTC technology has great potential in reducing engine emissions. A visualization study on the spray and combustion characteristics of water emulsified diesel was conducted experimentally in a constant volume chamber under conventional and LTC conditions. The effects of ambient temperature on the evaporation, ignition and combustion characteristics of water emulsified diesel were studied under cold, evaporating and combustion conditions. Experimental results showed that the ambient temperature had little effect on the spray structures, in terms of the liquid core length, the spray shape and the spray area. However, higher ambient temperature slightly reduced the Sauter Mean Diameter (SMD of the spray droplets. The auto-ignition delay time increased significantly with the decrease of the ambient temperature. The ignition process always occurred at the entrainment region near the front periphery of the liquid core. This entrainment region was evolved from the early injected fuel droplets which were heated and mixed by the continuous entrainment until the local temperature and equivalence ratio reached the ignition condition. The maximum value of integrated natural flame luminosity (INFL reduced by 60% when the ambient temperature dropped from 1000 to 800 K, indicating a significant decrease of the soot emissions could be achieved by LTC combustion mode than the conventional diesel engines.

  4. Vehicle Integrated Photovoltaics for Compression Ignition Vehicles: An Experimental Investigation of Solar Alkaline Water Electrolysis for Improving Diesel Combustion and a Solar Charging System for Reducing Auxiliary Engine Loads

    Science.gov (United States)

    Negroni, Garry Inocentes

    Vehicle-integrated photovoltaic electricity can be applied towards aspiration of hydrogen-oxygen-steam gas produced through alkaline electrolysis and reductions in auxiliary alternator load for reducing hydrocarbon emissions in low nitrogen oxide indirect-injection compression-ignition engines. Aspiration of 0.516 ± 0.007 liters-per-minute of gas produced through alkaline electrolysis of potassium-hydroxide 2wt.% improves full-load performance; however, part-load performance decreases due to auto-ignition of aspirated gas prior to top-dead center. Alternator load reductions offer improved part-load and full-load performance with practical limitations resulting from accessory electrical loads. In an additive approach, solar electrolysis can electrochemically convert solar photovoltaic electricity into a gas comprised of stoichiometric hydrogen and oxygen gas. Aspiration of this hydrogen-oxygen gas enhances combustion properties decreasing emissions and increased combustion efficiency in light-duty diesel vehicles. The 316L stainless steel (SS) electrolyser plates are arranged with two anodes and three cathodes space with four bipolar plates delineating four stacks in parallel with five cells per stack. The electrolyser was tested using potassium hydroxide 2 wt.% and hydronium 3wt.% at measured voltage and current inputs. The flow rate output from the reservoir cell was measured in parallel with the V and I inputs producing a regression model correlating current input to flow rate. KOH 2 wt.% produced 0.005 LPM/W, while H9O44 3 wt.% produced less at 0.00126 LPM/W. In a subtractive approach, solar energy can be used to charge a larger energy storage device, as is with plug-in electric vehicles, in order to alleviate the engine of the mechanical load placed upon it by the vehicles electrical accessories through the alternator. Solar electrolysis can improve part-load emissions and full-load performance. The average solar-to-battery efficiency based on the OEM rated

  5. Experimental investigation of gasoline compression ignition combustion in a light-duty diesel engine

    Science.gov (United States)

    Loeper, C. Paul

    Due to increased ignition delay and volatility, low temperature combustion (LTC) research utilizing gasoline fuel has experienced recent interest [1-3]. These characteristics improve air-fuel mixing prior to ignition allowing for reduced emissions of nitrogen oxides (NOx) and soot (or particulate matter, PM). Computational fluid dynamics (CFD) results at the University of Wisconsin-Madison's Engine Research Center (Ra et al. [4, 5]) have validated these attributes and established baseline operating parameters for a gasoline compression ignition (GCI) concept in a light-duty diesel engine over a large load range (3-16 bar net IMEP). In addition to validating these computational results, subsequent experiments at the Engine Research Center utilizing a single cylinder research engine based on a GM 1.9-liter diesel engine have progressed fundamental understanding of gasoline autoignition processes, and established the capability of critical controlling input parameters to better control GCI operation. The focus of this thesis can be divided into three segments: 1) establishment of operating requirements in the low-load operating limit, including operation sensitivities with respect to inlet temperature, and the capabilities of injection strategy to minimize NOx emissions while maintaining good cycle-to-cycle combustion stability; 2) development of novel three-injection strategies to extend the high load limit; and 3) having developed fundamental understanding of gasoline autoignition kinetics, and how changes in physical processes (e.g. engine speed effects, inlet pressure variation, and air-fuel mixture processes) affects operation, develop operating strategies to maintain robust engine operation. Collectively, experimental results have demonstrated the ability of GCI strategies to operate over a large load-speed range (3 bar to 17.8 bar net IMEP and 1300-2500 RPM, respectively) with low emissions (NOx and PM less than 1 g/kg-FI and 0.2 g/kg-FI, respectively), and low

  6. Reactions homogenes en phase gazeuse dans les lits fluidises

    Science.gov (United States)

    Laviolette, Jean-Philippe

    This thesis presents a study on homogeneous gas-phase reactions in fluidized beds. The main objective is to develop new tools to model and characterize homogeneous gas-phase reactions in this type of reactor. In the first part of this work, the non-premixed combustion of C 1 to C4 n-alkanes with air was investigated inside a bubbling fluidized bed of inert sand particles at intermediate temperatures: 923 K ≤ TB ≤ 1123 K. For ethane, propane and n-butane, combustion occurred mainly in the freeboard region at bed temperatures below T1 = 923 K. On the other hand, complete conversion occurred within 0.2 m of the injector at: T2 = 1073 K. For methane, the measured values of T1 and T2 were significantly higher at 1023 K and above 1123 K, respectively. The fluidized bed combustion was accurately modeled with first-order global kinetics and two one-phase PFR models in series: one PFR to model the region close to the injector and another to represent the main fluidized bed body. The measured global reaction rates for C2 to C4 n-alkanes were characterized by a uniform Arrhenius expression, while the global reaction rate for methane was significantly slower. Reactions in the injector region either led to significant conversion in that zone or an autoignition delay inside the main fluidized bed body. The conversion in the injector region increased with rising fluidized bed temperature and decreased with increasing jet velocity. To account for the promoting and inhibiting effects, an analogy was made with the concept of induction time: the PFR length (bi) of the injector region was correlated to the fluidized bed temperature and jet velocity using an Arrhenius expression. In the second part of this work, propane combustion experiments were conducted in the freeboard of a fluidized bed of sand particles at temperatures between 818 K and 923 K and at superficial gas velocity twice the minimum fluidization velocity. The freeboard region was characterized by simultaneous

  7. Combustion Mode Design with High Efficiency and Low Emissions Controlled by Mixtures Stratification and Fuel Reactivity

    Directory of Open Access Journals (Sweden)

    Hu eWang

    2015-08-01

    Full Text Available This paper presents a review on the combustion mode design with high efficiency and low emissions controlled by fuel reactivity and mixture stratification that have been conducted in the authors’ group, including the charge reactivity controlled homogeneous charge compression ignition (HCCI combustion, stratification controlled premixed charge compression ignition (PCCI combustion, and dual-fuel combustion concepts controlled by both fuel reactivity and mixture stratification. The review starts with the charge reactivity controlled HCCI combustion, and the works on HCCI fuelled with both high cetane number fuels, such as DME and n-heptane, and high octane number fuels, such as methanol, natural gas, gasoline and mixtures of gasoline/alcohols, are reviewed and discussed. Since single fuel cannot meet the reactivity requirements under different loads to control the combustion process, the studies related to concentration stratification and dual-fuel charge reactivity controlled HCCI combustion are then presented, which have been shown to have the potential to achieve effective combustion control. The efforts of using both mixture and thermal stratifications to achieve the auto-ignition and combustion control are also discussed. Thereafter, both charge reactivity and mixture stratification are then applied to control the combustion process. The potential and capability of thermal-atmosphere controlled compound combustion mode and dual-fuel reactivity controlled compression ignition (RCCI/highly premixed charge combustion (HPCC mode to achieve clean and high efficiency combustion are then presented and discussed. Based on these results and discussions, combustion mode design with high efficiency and low emissions controlled by fuel reactivity and mixtures stratification in the whole operating range is proposed.

  8. Studies on the synthesis of nanocrystalline Y{sub 2}O{sub 3} and ThO{sub 2} through volume combustion and their sintering

    Energy Technology Data Exchange (ETDEWEB)

    Sanjay Kumar, D. [Fuel Chemistry Division, Chemistry Group, Indira Gandhi Centre for Atomic Research, Kalpakkam, 603102, Tamil Nadu (India); Ananthasivan, K., E-mail: asivan@igcar.gov.in [Fuel Chemistry Division, Chemistry Group, Indira Gandhi Centre for Atomic Research, Kalpakkam, 603102, Tamil Nadu (India); Venkata Krishnan, R. [Fuel Chemistry Division, Chemistry Group, Indira Gandhi Centre for Atomic Research, Kalpakkam, 603102, Tamil Nadu (India); Amirthapandian, S. [Material Physics Division, Materials Science Group, Indira Gandhi Centre for Atomic Research, Kalpakkam, 603102, Tamil Nadu (India); Dasgupta, Arup [Microscopy and Thermo-Physical Property Division, Metallurgy and Materials Group, Indira Gandhi Centre for Atomic Research, Kalpakkam, 603102, Tamil Nadu (India)

    2016-10-15

    Volume combustion was observed in the auto-ignition of the citrate gels containing the nitrates of yttrium/thorium for the first time in mixture with a fuel (citric acid) to oxidant (Y{sup 3+} or Th{sup 4+} nitrate) ratio close to that demanded by the stoichiometry. These nanocrystalline powders were characterized for their bulk density, specific surface area, particle size distribution, carbon residue and X-ray crystallite size and were sintered by both the conventional and the two-step method. The maximum relative sintered density of Y{sub 2}O{sub 3} was 98.9% TD. The sintered density of thoria (97.8% TD) is the highest among the values reported so far, for nanocrystalline ThO{sub 2}. Characterization of the pellets and powders by using scanning electron microscopy and transmission electron microscopy reaffirmed nanocrystallinity and that the sintered pellets comprised faceted sintered grains. The two-step sintering was found to restrict “runaway” sintering. - Highlights: • Scaled-up synthesis of nanocrystalline Y{sub 2}O{sub 3} and ThO{sub 2} using citrate gel-combustion method. • VCR was observed at a fuel to nitrate ratio (R) of 0.125 and 0.17 in mixtures containing Th(NO{sub 3}){sub 4} and Y(NO{sub 3}){sub 3} respectively. • The calcined powders were compacted and sintered by using a novel two-step sintering method. • Sintered densities as high as 97.8% T.D. (ThO{sub 2}, T{sub H} = 0.48) and 98.9% T.D. (Y{sub 2}O{sub 3}, T{sub H} = 0.61) were obtained.

  9. Chemical kinetic modeling of H{sub 2} applications

    Energy Technology Data Exchange (ETDEWEB)

    Marinov, N.M.; Westbrook, C.K.; Cloutman, L.D. [Lawrence Livermore National Lab., CA (United States)] [and others

    1995-09-01

    Work being carried out at LLNL has concentrated on studies of the role of chemical kinetics in a variety of problems related to hydrogen combustion in practical combustion systems, with an emphasis on vehicle propulsion. Use of hydrogen offers significant advantages over fossil fuels, and computer modeling provides advantages when used in concert with experimental studies. Many numerical {open_quotes}experiments{close_quotes} can be carried out quickly and efficiently, reducing the cost and time of system development, and many new and speculative concepts can be screened to identify those with sufficient promise to pursue experimentally. This project uses chemical kinetic and fluid dynamic computational modeling to examine the combustion characteristics of systems burning hydrogen, either as the only fuel or mixed with natural gas. Oxidation kinetics are combined with pollutant formation kinetics, including formation of oxides of nitrogen but also including air toxics in natural gas combustion. We have refined many of the elementary kinetic reaction steps in the detailed reaction mechanism for hydrogen oxidation. To extend the model to pressures characteristic of internal combustion engines, it was necessary to apply theoretical pressure falloff formalisms for several key steps in the reaction mechanism. We have continued development of simplified reaction mechanisms for hydrogen oxidation, we have implemented those mechanisms into multidimensional computational fluid dynamics models, and we have used models of chemistry and fluid dynamics to address selected application problems. At the present time, we are using computed high pressure flame, and auto-ignition data to further refine the simplified kinetics models that are then to be used in multidimensional fluid mechanics models. Detailed kinetics studies have investigated hydrogen flames and ignition of hydrogen behind shock waves, intended to refine the detailed reactions mechanisms.

  10. Compendium of Experimental Cetane Numbers

    Energy Technology Data Exchange (ETDEWEB)

    Yanowitz, Janet [Ecoengineering, Sharonville, OH (United States); Ratcliff, Matthew A. [National Renewable Energy Lab. (NREL), Golden, CO (United States); McCormick, Robert L. [National Renewable Energy Lab. (NREL), Golden, CO (United States); Taylor, J. D. [National Renewable Energy Lab. (NREL), Golden, CO (United States); Murphy, M. J. [Battelle, Columbus, OH (United States)

    2017-02-22

    This report is an updated version of the 2014 Compendium of Experimental Cetane Number Data and presents a compilation of measured cetane numbers for pure chemical compounds. It includes all available single-compound cetane number data found in the scientific literature up until December 2016 as well as a number of previously unpublished values, most measured over the past decade at the National Renewable Energy Laboratory. This version of the compendium contains cetane values for 496 pure compounds, including 204 hydrocarbons and 292 oxygenates. 176 individual measurements are new to this version of the compendium, all of them collected using ASTM Method D6890, which utilizes an Ignition Quality Tester (IQT) a type of constant-volume combustion chamber. For many compounds, numerous measurements are included, often collected by different researchers using different methods. The text of this document is unchanged from the 2014 version, except for the numbers of compounds in Section 3.1, the Appendices, Table 1. Primary Cetane Number Data Sources and Table 2. Number of Measurements Included in Compendium. Cetane number is a relative ranking of a fuel's autoignition characteristics for use in compression ignition engines. It is based on the amount of time between fuel injection and ignition, also known as ignition delay. The cetane number is typically measured either in a single-cylinder engine or a constant-volume combustion chamber. Values in the previous compendium derived from octane numbers have been removed and replaced with a brief analysis of the correlation between cetane numbers and octane numbers. The discussion on the accuracy and precision of the most commonly used methods for measuring cetane number has been expanded, and the data have been annotated extensively to provide additional information that will help the reader judge the relative reliability of individual results.

  11. An analysis of limits for part load efficiency improvement with VVA devices

    International Nuclear Information System (INIS)

    Knop, Vincent; Mattioli, Leonardo

    2015-01-01

    Highlights: • Variable valve actuation aims at reducing pumping losses for spark-ignition engines. • Fully unthrottled operation is never reached because of combustion degradation. • Present paper quantifies the combustion degradation origins for various strategies. • Fully unthrottled CAI combustion mode is a non-combustion-limited alternative. • Combustion limitation is, however, replaced by a heat loss limitation. - Abstract: The implementation of Variable Valve Actuation (VVA) in Spark-Ignition (SI) engines generally aims at increasing part-load efficiency by reducing pumping losses. However, any innovative valve strategy has effects on the combustion process itself, introducing new limitations and mitigating the fuel consumption benefits. The experimental analysis of such valve strategies identifies the optimum settings but does not explain the origin of benefits and the sources of unexpected drawbacks. In the present study, the experimentally-optimised operating conditions for different valve strategies were numerically compared with 3D CFD to gain knowledge about causes for efficiency benefits and consequences of valve strategy on combustion progress. We compared standard SI operation in a single-cylinder port-fuel injection gasoline engine to mixture leaning, early intake valve closure (Miller cycle), late intake valve closure (Atkinson cycle), as well as Controlled Auto-Ignition (CAI). All alternative methods reduced pumping work and improved fuel consumption. However, all alternative methods also altered combustion progress and thermodynamic state within the combustion chamber, so that the observed fuel consumption benefits never reached the expected values. An energy balance provided the additional losses induced by each strategy while in-cylinder turbulence and temperature quantification helped explain the trends in combustion speed.

  12. Influence of turbulence-chemistry interaction for n-heptane spray combustion under diesel engine conditions with emphasis on soot formation and oxidation

    Science.gov (United States)

    Bolla, Michele; Farrace, Daniele; Wright, Yuri M.; Boulouchos, Konstantinos; Mastorakos, Epaminondas

    2014-03-01

    The influence of the turbulence-chemistry interaction (TCI) for n-heptane sprays under diesel engine conditions has been investigated by means of computational fluid dynamics (CFD) simulations. The conditional moment closure approach, which has been previously validated thoroughly for such flows, and the homogeneous reactor (i.e. no turbulent combustion model) approach have been compared, in view of the recent resurgence of the latter approaches for diesel engine CFD. Experimental data available from a constant-volume combustion chamber have been used for model validation purposes for a broad range of conditions including variations in ambient oxygen (8-21% by vol.), ambient temperature (900 and 1000 K) and ambient density (14.8 and 30 kg/m3). The results from both numerical approaches have been compared to the experimental values of ignition delay (ID), flame lift-off length (LOL), and soot volume fraction distributions. TCI was found to have a weak influence on ignition delay for the conditions simulated, attributed to the low values of the scalar dissipation relative to the critical value above which auto-ignition does not occur. In contrast, the flame LOL was considerably affected, in particular at low oxygen concentrations. Quasi-steady soot formation was similar; however, pronounced differences in soot oxidation behaviour are reported. The differences were further emphasised for a case with short injection duration: in such conditions, TCI was found to play a major role concerning the soot oxidation behaviour because of the importance of soot-oxidiser structure in mixture fraction space. Neglecting TCI leads to a strong over-estimation of soot oxidation after the end of injection. The results suggest that for some engines, and for some phenomena, the neglect of turbulent fluctuations may lead to predictions of acceptable engineering accuracy, but that a proper turbulent combustion model is needed for more reliable results.

  13. Thermofluidic compression effects to achieve combustion in a low-compression scramjet engine

    Science.gov (United States)

    Moura, A. F.; Wheatley, V.; Jahn, I.

    2017-12-01

    The compression provided by a scramjet inlet is an important parameter in its design. It must be low enough to limit thermal and structural loads and stagnation pressure losses, but high enough to provide the conditions favourable for combustion. Inlets are typically designed to achieve sufficient compression without accounting for the fluidic, and subsequently thermal, compression provided by the fuel injection, which can enable robust combustion in a low-compression engine. This is investigated using Reynolds-averaged Navier-Stokes numerical simulations of a simplified scramjet engine designed to have insufficient compression to auto-ignite fuel in the absence of thermofluidic compression. The engine was designed with a wide rectangular combustor and a single centrally located injector, in order to reduce three-dimensional effects of the walls on the fuel plume. By varying the injected mass flow rate of hydrogen fuel (equivalence ratios of 0.22, 0.17, and 0.13), it is demonstrated that higher equivalence ratios lead to earlier ignition and more rapid combustion, even though mean conditions in the combustor change by no more than 5% for pressure and 3% for temperature with higher equivalence ratio. By supplementing the lower equivalence ratio with helium to achieve a higher mass flow rate, it is confirmed that these benefits are primarily due to the local compression provided by the extra injected mass. Investigation of the conditions around the fuel plume indicated two connected mechanisms. The higher mass flow rate for higher equivalence ratios generated a stronger injector bow shock that compresses the free-stream gas, increasing OH radical production and promoting ignition. This was observed both in the higher equivalence ratio case and in the case with helium. This earlier ignition led to increased temperature and pressure downstream and, consequently, stronger combustion. The heat release from combustion provided thermal compression in the combustor, further

  14. Antiknock quality and ignition kinetics of 2-phenylethanol, a novel lignocellulosic octane booster

    KAUST Repository

    Shankar, Vijai

    2016-06-28

    High-octane quality fuels are important for increasing spark ignition engine efficiency, but their production comes at a substantial economic and environmental cost. The possibility of producing high anti-knock quality gasoline by blending high-octane bio-derived components with low octane naphtha streams is attractive. 2-phenyl ethanol (2-PE), is one such potential candidate that can be derived from lignin, a biomass component made of interconnected aromatic groups. We first ascertained the blending anti-knock quality of 2-PE by studying the effect of spark advancement on knock for various blends 2-PE, toluene, and ethanol with naphtha in a cooperative fuels research engine. The blending octane quality of 2-PE indicated an anti-knock behavior similar or slightly greater than that of toluene, and ethylbenzene, which could be attributed to either chemical kinetics or charge cooling effects. To isolate chemical kinetic effects, a model for 2-PE auto-ignition was developed and validated using ignition delay times measured in a high-pressure shock tube. Simulated ignition delay times of 2-PE were also compared to those of traditional high-octane gasoline blending components to show that the gas phase reactivity of 2-PE is lower than ethanol, and comparable to toluene, and ethylbenzene at RON, and MON relevant conditions. The gas-phase reactivity of 2-PE is largely controlled by its aromatic ring, while the effect of the hydroxyl group is minimal. The higher blending octane quality of 2-PE compared to toluene, and ethylbenzene can be attributed primarily to the effect of the hydroxyl group on increasing heat of vaporization. © 2016 The Combustion Institute.

  15. Naphtha vs. dieseline – The effect of fuel properties on combustion homogeneity in transition from CI combustion towards HCCI

    KAUST Repository

    Vallinayagam, R.

    2018-03-20

    The scope of this research study pertains to compare the combustion and emission behavior between naphtha and dieseline at different combustion modes. In this study, US dieseline (50% US diesel + 50% RON 91 gasoline) and EU dieseline (45% EU diesel + 55% RON 97 gasoline) with derived cetane number (DCN) of 36 are selected for experimentation in an optical engine. Besides naphtha and dieseline, PRF60 is also tested as a surrogate fuel for naphtha. For the reported fuel with same RON = 60, the effect of physical properties on combustion homogeneity when moving from homogenized charge compression ignition (HCCI) to compression ignition (CI) combustion is studied.The combustion phasing of naphtha at an intake air temperature of 95 °C is taken as the baseline data. The engine experimental results show that higher and lower intake air temperature is required for dieseline mixtures to have same combustion phasing as that of naphtha at HCCI and CI conditions due to the difference in the physical properties. Especially at HCCI mode, due to wider distillation range of dieseline, the evaporation of the fuel is affected so that the gas phase mixture becomes too lean to auto-ignite. However, at partially premixed combustion (PPC) conditions, all test fuels required almost same intake air temperature to match up with the combustion phasing of baseline naphtha. From the rate of heat release and combustion images, it was found that naphtha and PRF60 showed improved premixed combustion when compared dieseline mixtures. The stratification analysis shows that combustion is more stratified for dieseline whereas it is premixed for naphtha and PRF60. The level of stratification linked with soot emission showed that soot concentration is higher at stratified CI combustion whereas near zero soot emissions were noted at PPC mode.

  16. A computational methodology for formulating gasoline surrogate fuels with accurate physical and chemical kinetic properties

    KAUST Repository

    Ahmed, Ahfaz

    2015-03-01

    Gasoline is the most widely used fuel for light duty automobile transportation, but its molecular complexity makes it intractable to experimentally and computationally study the fundamental combustion properties. Therefore, surrogate fuels with a simpler molecular composition that represent real fuel behavior in one or more aspects are needed to enable repeatable experimental and computational combustion investigations. This study presents a novel computational methodology for formulating surrogates for FACE (fuels for advanced combustion engines) gasolines A and C by combining regression modeling with physical and chemical kinetics simulations. The computational methodology integrates simulation tools executed across different software platforms. Initially, the palette of surrogate species and carbon types for the target fuels were determined from a detailed hydrocarbon analysis (DHA). A regression algorithm implemented in MATLAB was linked to REFPROP for simulation of distillation curves and calculation of physical properties of surrogate compositions. The MATLAB code generates a surrogate composition at each iteration, which is then used to automatically generate CHEMKIN input files that are submitted to homogeneous batch reactor simulations for prediction of research octane number (RON). The regression algorithm determines the optimal surrogate composition to match the fuel properties of FACE A and C gasoline, specifically hydrogen/carbon (H/C) ratio, density, distillation characteristics, carbon types, and RON. The optimal surrogate fuel compositions obtained using the present computational approach was compared to the real fuel properties, as well as with surrogate compositions available in the literature. Experiments were conducted within a Cooperative Fuels Research (CFR) engine operating under controlled autoignition (CAI) mode to compare the formulated surrogates against the real fuels. Carbon monoxide measurements indicated that the proposed surrogates

  17. Modelling and exergoeconomic-environmental analysis of combined cycle power generation system using flameless burner for steam generation

    International Nuclear Information System (INIS)

    Hosseini, Seyed Ehsan; Barzegaravval, Hasan; Ganjehkaviri, Abdolsaeid; Wahid, Mazlan Abdul; Mohd Jaafar, M.N.

    2017-01-01

    Highlights: • Using flameless burner as a supplementary firing system after gas turbine is modeled. • Thermodynamic, economic and environmental analyses of this model are performed. • Efficiency of the plant increases about 6% and CO 2 emission decreases up to 5.63% in this design. • Available exergy for work production in both gas cycle and steam cycle increases in this model. - Abstract: To have an optimum condition for the performance of a combined cycle power generation, using supplementary firing system after gas turbine was investigated by various researchers. Since the temperature of turbine exhaust is higher than auto-ignition temperature of the fuel in optimum condition, using flameless burner is modelled in this paper. Flameless burner is installed between gas turbine cycle and Rankine cycle of a combined cycle power plant which one end is connected to the outlet of gas turbine (as primary combustion oxidizer) and the other end opened to the heat recovery steam generator. Then, the exergoeconomic-environmental analysis of the proposed model is evaluated. Results demonstrate that efficiency of the combined cycle power plant increases about 6% and CO 2 emission reduces up to 5.63% in this proposed model. It is found that the variation in the cost is less than 1% due to the fact that a cost constraint is implemented to be equal or lower than the design point cost. Moreover, exergy of flow gases increases in all points except in heat recovery steam generator. Hence, available exergy for work production in both gas cycle and steam cycle will increase in new model.

  18. Chemiluminescence analysis of the effect of butanol-diesel fuel blends on the spray-combustion process in an experimental common rail diesel engine

    Directory of Open Access Journals (Sweden)

    Merola Simona Silvia S.

    2015-01-01

    Full Text Available Combustion process was studied from the injection until the late combustion phase in an high swirl optically accessible combustion bowl connected to a single cylinder 2-stroke high pressure common rail compression ignition engine. Commercial diesel and blends of diesel and n-butanol (20%: BU20 and 40%: BU40 were used for the experiments. A pilot plus main injection strategy was investigated fixing the injection pressure and fuel mass injected per stroke. Two main injection timings and different pilot-main dwell times were explored achieving for any strategy a mixing controlled combustion. Advancing the main injection start, an increase in net engine working cycle (>40% together with a strong smoke number decrease (>80% and NOx concentration increase (@50% were measured for all pilot injection timings. Compared to diesel fuel, butanol induced a decrease in soot emission and an increase in net engine working area when butanol ratio increased in the blend. A noticeable increase in NOx was detected at the exhaust for BU40 with a slight effect of the dwell-time. Spectroscopic investigations confirmed the delayed auto-ignition (~60 ms of the pilot injection for BU40 compared to diesel. The spectral features for the different fuels were comparable at the start of combustion process, but they evolved in different ways. Broadband signal caused by soot emission, was lower for BU40 than diesel. Different balance of the bands at 309 and 282 nm, due to different OH transitions, were detected between the two fuels. The ratio of these intensities was used to follow flame temperature evolution.

  19. Numerical investigation of biogas flameless combustion

    International Nuclear Information System (INIS)

    Hosseini, Seyed Ehsan; Bagheri, Ghobad; Wahid, Mazlan Abdul

    2014-01-01

    Highlights: • Fuel consumption decreases from 3.24 g/s in biogas conventional combustion to 1.07 g/s in flameless mode. • The differences between reactants and products temperature intensifies irreversibility in traditional combustion. • The temperature inside the chamber is uniform in biogas flameless mode and exergy loss decreases in this technique. • Low O 2 concentration in the flameless mode confirms a complete and quick combustion process in flameless regime. - Abstract: The purpose of this investigation is to analyze combustion characteristics of biogas flameless mode based on clean technology development strategies. A three dimensional (3D) computational fluid dynamic (CFD) study has been performed to illustrate various priorities of biogas flameless combustion compared to the conventional mode. The effects of preheated temperature and wall temperature, reaction zone and pollutant formation are observed and the impacts of combustion and turbulence models on numerical results are discussed. Although preheated conventional combustion could be effective in terms of fuel consumption reduction, NO x formation increases. It has been found that biogas is not eligible to be applied in furnace heat up due to its low calorific value (LCV) and it is necessary to utilize a high calorific value fuel to preheat the furnace. The required enthalpy for biogas auto-ignition temperature is supplied by enthalpy of preheated oxidizer. In biogas flameless combustion, the mean temperature of the furnace is lower than traditional combustion throughout the chamber. Compared to the biogas flameless combustion with uniform temperature, very high and fluctuated temperatures are recorded in conventional combustion. Since high entropy generation intensifies irreversibility, exergy loss is higher in biogas conventional combustion compared to the biogas flameless regime. Entropy generation minimization in flameless mode is attributed to the uniform temperature inside the chamber

  20. Ignition studies of two low-octane gasolines

    KAUST Repository

    Javed, Tamour

    2017-07-24

    Low-octane gasolines (RON ∼ 50–70 range) are prospective fuels for gasoline compression ignition (GCI) internal combustion engines. GCI technology utilizing low-octane fuels has the potential to significantly improve well-to-wheel efficiency and reduce the transportation sector\\'s environmental footprint by offsetting diesel fuel usage in compression ignition engines. In this study, ignition delay times of two low-octane FACE (Fuels for Advanced Combustion Engines) gasolines, FACE I and FACE J, were measured in a shock tube and a rapid compression machine over a broad range of engine-relevant conditions (650–1200 K, 20 and 40 bar and ϕ = 0.5 and 1). The two gasolines are of similar octane ratings with anti-knock index, AKI = (RON + MON)/2, of ∼ 70 and sensitivity, S = RON–MON, of ∼ 3. However, the molecular compositions of the two gasolines are notably different. Experimental ignition delay time results showed that the two gasolines exhibited similar reactivity over a wide range of test conditions. Furthermore, ignition delay times of a primary reference fuel (PRF) surrogate (n-heptane/iso-octane blend), having the same AKI as the FACE gasolines, captured the ignition behavior of these gasolines with some minor discrepancies at low temperatures (T < 700 K). Multi-component surrogates, formulated by matching the octane ratings and compositions of the two gasolines, emulated the autoignition behavior of gasolines from high to low temperatures. Homogeneous charge compression ignition (HCCI) engine simulations were used to show that the PRF and multi-component surrogates exhibited similar combustion phasing over a wide range of engine operating conditions.

  1. Enhanced infrared transmittance properties in ultrafine MgAl2O4 nanoparticles synthesised by a single step combustion method, followed by hybrid microwave sintering

    Science.gov (United States)

    Mathew, C. T.; Vidya, S.; Koshy, Jacob; Solomon, Sam; Thomas, Jijimon K.

    2015-09-01

    Infrared transparent ceramics found to have potential applications as infrared windows and domes in strategic defence and space missions. Synthesis of ultrafine nanostructured MgAl2O4 ceramics by a modified single step auto-igniting combustion technique, followed by sintering of the sample by resistive and resistive-microwave hybrid heating to high density and their excellent infrared transmission characteristics are presented in this paper. Structural characterisations of MgAl2O4 nanoparticles reveal that the as prepared powder is phase pure, with average crystallite size ∼15 nm and possess a cubic structure. Optical band gap calculated using the Kubelka-Munk method is 5.75 eV. The thermal stability of the nanopowder at elevated temperatures has been studied using thermo gravimetric analysis (TGA) and differential thermal analysis (DTA). Hybrid heating yield a substantial reduction in sintering temperature and soaking time relative to the conventional resistive heating, and the samples achieved >99% density by microwave-resistive hybrid heating. Scanning electron micrograph (SEM) showed that the pellets are well sintered. The pellet sintered by hybrid heating showed a better transmittance of ∼79% in the UV-Visible region and ∼82% in the mid IR region compared to pellet sintered by resistive heating which has ∼68% in the UV-Visible region and ∼66% in the mid IR region. The results confirm the effective use of nanocrystalline powders from modified combustion synthesis as starting material for the development of high quality IR transparent windows and domes. In addition the microwave hybrid sintering technique employed in the present study also contributes to the results of better transmittance characteristics in highly densified MgAl2O4 ceramic pellets.

  2. Ethanol-fueled low temperature combustion: A pathway to clean and efficient diesel engine cycles

    International Nuclear Information System (INIS)

    Asad, Usman; Kumar, Raj; Zheng, Ming; Tjong, Jimi

    2015-01-01

    Highlights: • Concept of ethanol–diesel fueled Premixed Pilot Assisted Combustion (PPAC). • Ultra-low NOx and soot with diesel-like thermal efficiency across the load range. • Close to TDC pilot injection timing for direct combustion phasing control. • Minimum pilot quantity (15% of total energy input) for clean, stable operation. • Defined heat release profile distribution (HRPD) to optimize pilot-ethanol ratio. - Abstract: Low temperature combustion (LTC) in diesel engines offers the benefits of ultra-low NOx and smoke emissions but suffers from lowered energy efficiency due to the high reactivity and low volatility of diesel fuel. Ethanol from renewable biomass provides a viable alternate to the petroleum based transportation fuels. The high resistance to auto-ignition (low reactivity) and its high volatility make ethanol a suitable fuel for low temperature combustion (LTC) in compression-ignition engines. In this work, a Premixed Pilot Assisted Combustion (PPAC) strategy comprising of the port fuel injection of ethanol, ignited with a single diesel pilot injection near the top dead centre has been investigated on a single-cylinder high compression ratio diesel engine. The impact of the diesel pilot injection timing, ethanol to diesel quantity ratio and exhaust gas recirculation on the emissions and efficiency are studied at 10 bar IMEP. With the lessons learnt, successful ethanol–diesel PPAC has been demonstrated up to a load of 18 bar IMEP with ultra-low NOx and soot emissions across the full load range. The main challenge of PPAC is the reduced combustion efficiency especially at low loads; therefore, the authors have presented a combustion control strategy to allow high efficiency, clean combustion across the load range. This work entails to provide a detailed framework for the ethanol-fueled PPAC to be successfully implemented.

  3. Estimating fuel octane numbers from homogeneous gas-phase ignition delay times

    KAUST Repository

    Naser, Nimal

    2017-11-05

    Fuel octane numbers are directly related to the autoignition properties of fuel/air mixtures in spark ignition (SI) engines. This work presents a methodology to estimate the research and the motor octane numbers (RON and MON) from homogeneous gas-phase ignition delay time (IDT) data calculated at various pressures and temperatures. The hypothesis under investigation is that at specific conditions of pressure and temperature (i.e., RON-like and MON-like conditions), fuels with IDT identical to that of a primary reference fuel (PRF) have the same octane rating. To test this hypothesis, IDTs with a detailed gasoline surrogate chemical kinetic model have been calculated at various temperatures and pressures. From this dataset, temperatures that best represent RON and MON have been correlated at a specified pressure. Correlations for pressures in the range of 10–50 bar were obtained. The proposed correlations were validated with toluene reference fuels (TRF), toluene primary reference fuels (TPRF), ethanol reference fuels (ERF), PRFs and TPRFs with ethanol, and multi-component gasoline surrogate mixtures. The predicted RON and MON showed satisfactory accuracy against measurements obtained by the standard ASTM methods and blending rules, demonstrating that the present methodology can be a viable tool for a first approximation. The correlations were also validated against an extensive set of experimental IDT data obtained from literature with a high degree of accuracy in RON/MON prediction. Conditions in homogeneous reactors such as shock tubes and rapid compression machines that are relevant to modern SI engines were also identified. Uncertainty analysis of the proposed correlations with linear error propagation theory is also presented.

  4. Additional chain-branching pathways in the low-temperature oxidation of branched alkanes

    KAUST Repository

    Wang, Zhandong

    2015-12-31

    Chain-branching reactions represent a general motif in chemistry, encountered in atmospheric chemistry, combustion, polymerization, and photochemistry; the nature and amount of radicals generated by chain-branching are decisive for the reaction progress, its energy signature, and the time towards its completion. In this study, experimental evidence for two new types of chain-branching reactions is presented, based upon detection of highly oxidized multifunctional molecules (HOM) formed during the gas-phase low-temperature oxidation of a branched alkane under conditions relevant to combustion. The oxidation of 2,5-dimethylhexane (DMH) in a jet-stirred reactor (JSR) was studied using synchrotron vacuum ultra-violet photoionization molecular beam mass spectrometry (SVUV-PI-MBMS). Specifically, species with four and five oxygen atoms were probed, having molecular formulas of C8H14O4 (e.g., diketo-hydroperoxide/keto-hydroperoxy cyclic ether) and C8H16O5 (e.g., keto-dihydroperoxide/dihydroperoxy cyclic ether), respectively. The formation of C8H16O5 species involves alternative isomerization of OOQOOH radicals via intramolecular H-atom migration, followed by third O2 addition, intramolecular isomerization, and OH release; C8H14O4 species are proposed to result from subsequent reactions of C8H16O5 species. The mechanistic pathways involving these species are related to those proposed as a source of low-volatility highly oxygenated species in Earth\\'s troposphere. At the higher temperatures relevant to auto-ignition, they can result in a net increase of hydroxyl radical production, so these are additional radical chain-branching pathways for ignition. The results presented herein extend the conceptual basis of reaction mechanisms used to predict the reaction behavior of ignition, and have implications on atmospheric gas-phase chemistry and the oxidative stability of organic substances. © 2015 The Combustion Institute.

  5. The regimes of twin-fluid jet-in-crossflow at atmospheric and jet-engine operating conditions

    Science.gov (United States)

    Tan, Zu Puayen; Bibik, Oleksandr; Shcherbik, Dmitriy; Zinn, Ben T.; Patel, Nayan

    2018-02-01

    The "Twin-Fluid Jet-in-Crossflow (TF-JICF)" is a nascent variation of the classical JICF, in which a liquid jet is co-injected with an annular sleeve of gas into a gaseous crossflow. Jet-engine designers are interested in using TF-JICF for liquid-fuel injection and atomization in the next-generation combustors because it is expected to minimize combustor-damaging auto-ignition and fuel-coking tendencies. However, experimental data of TF-JICF are sparse. Furthermore, a widely accepted TF-JICF model that correlates the spray's penetration to the combined liquid-gas momentum-flux ratio (Jeff) is increasingly showing discrepancy with emerging results, suggesting a gap in the current understanding of TF-JICF. This paper describes an investigation that addressed the gap by experimentally characterizing the TF-JICF produced by a single injector across wide ranges of operating conditions (i.e., jet-A injectant, crossflow of air, crossflow Weber number = 175-1050, crossflow pressure Pcf = 1.8-9.5 atm, momentum-flux ratio J = 5-40, and air-nozzle dP = 0%-150% of Pcf). These covered the conditions previously used to develop the Jeff model, recently reported conditions that produced Jeff discrepancies, and high-pressure conditions found in jet-engines. Dye-based shadowgraph was used to acquire high-resolution (13.52 μm/pixel) images of the TF-JICF, which revealed wide-ranging characteristics such as the disrupted Rayleigh-Taylor jet instabilities, air-induced jet corrugations, spray-bifurcations, and prompt-atomization. Analyses of the data showed that contrary to the literature, the TF-JICF's penetration is not monotonically related to Jeff. A new conceptual framework for TF-JICF is proposed, where the flow configuration is composed of four regimes, each having different penetration trends, spray structures, and underlying mechanisms.

  6. Simulating HCCI Blending Octane Number of Primary Reference Fuel with Ethanol

    KAUST Repository

    Singh, Eshan

    2017-03-28

    The blending of ethanol with primary reference fuel (PRF) mixtures comprising n-heptane and iso-octane is known to exhibit a non-linear octane response; however, the underlying chemistry and intermolecular interactions are poorly understood. Well-designed experiments and numerical simulations are required to understand these blending effects and the chemical kinetic phenomenon responsible for them. To this end, HCCI engine experiments were previously performed at four different conditions of intake temperature and engine speed for various PRF/ethanol mixtures. Transfer functions were developed in the HCCI engine to relate PRF mixture composition to autoignition tendency at various compression ratios. The HCCI blending octane number (BON) was determined for mixtures of 2-20 vol % ethanol with PRF70. In the present work, the experimental conditions were considered to perform zero-dimensional HCCI engine simulations with detailed chemical kinetics for ethanol/PRF blends. The simulations used the actual engine geometry and estimated intake valve closure conditions to replicate the experimentally measured start of combustion (SOC) for various PRF mixtures. The simulated HCCI heat release profiles were shown to reproduce the experimentally observed trends, specifically on the effectiveness of ethanol as a low temperature chemistry inhibitor at various concentrations. Detailed analysis of simulated heat release profiles and the evolution of important radical intermediates (e.g., OH and HO) were used to show the effect of ethanol blending on controlling reactivity. A strong coupling between the low temperature oxidation reactions of ethanol and those of n-heptane and iso-octane is shown to be responsible for the observed blending effects of ethanol/PRF mixtures.

  7. Thermal, optical and dielectric properties of phase stabilized δ - Dy-Bi2O3 ionic conductors

    Science.gov (United States)

    Bandyopadhyay, Swagata; Dutta, Abhigyan

    2017-03-01

    In this work, we have investigated the thermal, structural, optical and dielectric properties of Bi1-xDyxO1.5-δ (0.10≤x≤0.40) ionic conductors prepared by citrate auto-ignition method. The Thermo gravimetric-DTA analysis and X-Ray Diffraction pattern confirm the single δ-phase stabilization of doped system beyond 25 mol% doping concentration. XRD analysis also indicates that average crystallite size is maximum and micro strain is minimum for Bi0.75Dy0.25O1.5-δ composition. The optical band gap of the prepared compositions is obtained from the Ultraviolet- Visible spectroscopy that shows a red shift with the increase in Dy content. The presence of different structural bonds is confirmed from FT-IR spectroscopy analysis. Ionic transport property of the prepared compositions has been analyzed using Nyquist plot for dc conduction and Nernst-Einstein relation for ac conduction mechanism. This analysis indicates that the composition Bi0.75Dy0.25O1.5-δ shows highest conductivity. The dielectric properties of these ionic conductors have been analyzed using Havriliak-Negami (HN) formalism. The dielectric permittivity ε' (ω) of all the prepared compositions is found to be within the range 1.61-3.63(x102) in S.I. unit. Analysis of electric modulus data reveals that dielectric and modulus relaxation follows same mechanism. The time-temperature superposition principle has been verified from the scaling of modulus spectra.

  8. Crude glycerol combustion: Particulate, acrolein, and other volatile organic emissions

    KAUST Repository

    Steinmetz, Scott

    2013-01-01

    Crude glycerol is an abundant by-product of biodiesel production. As volumes of this potential waste grow, there is increasing interest in developing new value added uses. One possible use, as a boiler fuel for process heating, offers added advantages of energy integration and fossil fuel substitution. However, challenges to the use of crude glycerol as a boiler fuel include its low energy density, high viscosity, and high autoignition temperature. We have previously shown that a refractory-lined, high swirl burner can overcome challenges related to flame ignition and stability. However, critical issues related to ash behavior and the possible formation of acrolein remained. The work presented here indicates that the presence of dissolved catalysts used during the esterification and transesterification processes results in extremely large amounts of inorganic species in the crude glycerol. For the fuels examined here, the result is a submicron fly ash comprised primarily of sodium carbonates, phosphates, and sulfates. These particles report to a well-developed accumulation mode (0.3-0.7 μm diameter), indicating extensive ash vaporization and particle formation via nucleation, condensation, and coagulation. Particle mass emissions were between 2 and 4 g/m3. These results indicate that glycerol containing soluble catalyst is not suitable as a boiler fuel. Fortunately, process improvements are currently addressing this issue. Additionally, acrolein is of concern due to its toxicity, and is known to be formed from the low temperature thermal decomposition of glycerol. Currently, there is no known reliable method for measuring acrolein in sources. Acrolein and emissions of other volatile organic compounds were characterized through the use of a SUMMA canister-based sampling method followed by GC-MS analysis designed for ambient measurements. Results indicate crude glycerol combustion produces relatively small amounts of acrolein (∼15 ppbv) and other volatile organic

  9. A laser-based study of kerosine evaporation and -mixing for lean prevaporized combustion at elevated pressure; Lasermesstechnische Untersuchung der Kerosinverdampfung und -mischung fuer die magere Vormischverbrennung unter erhoehtem Druck

    Energy Technology Data Exchange (ETDEWEB)

    Brandt, M.

    1999-05-01

    The evaporation and mixing of a kerosine spray in the turbulent airstream of a prevaporizer is investigated at conditions prevailing in the combustion chamber of gas turbines. An experiment is described that allows to study an evaporating fuel spray downstream a prefilming airblast atomizer with Phase-Doppler anemometry, laser-induced fluorescence and an infrared light absorption technique. At an air pressure of 9 bars, an air temperature of 750 K, a mean air velocity of 120 m/s and a fuel flow rate of 1 g/s the kerosine spray evaporates completely without autoignition. At this operating condition the parameters air pressure, air temperature and air turbulence are varied. The influence of these parametric variations on the dropsize distribution, the evaporation rate and the concentration profiles of liquid and evaporated fuel is presented and discussed. (orig.) [German] Die Verdampfung und Vermischung eines Kerosinsprays in der turbulenten Luftstroemung eines Vorverdampfers wird unter Bedingungen untersucht, die in Brennkammern fuer Gasturbinen vorherrschen. Ein Experiment wird vorgestellt, welches es erlaubt, ein verdampfendes Kraftstoffspray stromab eines ebenen Luftstromzerstaeubers mit Filmleger mittels der Phasen-Doppler-Anemometrie, Laser-induzierter Fluoreszenz und einer Infrarotabsorptionsmesstechnik zu untersuchen. Bei einem Luftdruck von 9 bar, einer Vorwaermetemperatur der Luft von 750 K, einer mittleren Luftgeschwindigkeit von 120 m/s und einem Kraftstoffmassenstrom von 1 g/s verdampft das Kerosinspray vollstaendig, ohne die Selbstzuendungszeit zu erreichen. Bei dieser Betriebsbedingung werden die Parameter Luftdruck, Lufttemperatur und Turbulenzgrad variiert. Der Einfluss dieser Parameter auf das Tropfengroessenspektrum, den Verdampfungsgrad und die Konzentrationsprofile des fluessigen sowie des verdampften Kraftstoffs wird dargestellt und diskutiert. (orig.)

  10. Effect of Timing and Location of Hotspot on Super Knock during Pre-ignition

    KAUST Repository

    Jaasim, Mohammed

    2017-03-28

    Pre-ignition in SI engine is a critical issue that needs addressing as it may lead to super knock event. It is widely accepted that pre-ignition event emanates from hot spot(s) that can be anywhere inside the combustion chamber. The location and timing of hotspot is expected to influence the knock intensity from a pre-ignition event. In this study, we study the effect of location and timing of hot spot inside the combustion chamber using numerical simulations. The simulation is performed using a three-dimensional computational fluid dynamics (CFD) code, CONVERGE™. We simulate 3-D engine geometry coupled with chemistry, turbulence and moving structures (valves, piston). G-equation model for flame tracking coupled with multi-zone model is utilized to capture auto-ignition (knock) and solve gas phase kinetics. A parametric study on the effect of hot spot timing and location inside the combustion chamber is performed. The hot spot timing considered are -180 CAD, -90 CAD and -30 CAD and the locations of the hot spots are in the center and two edges of the piston surfaces. Simulation results for normal combustion cycle are validated against the experimental data. The simulation results show great sensitivity to the hot spot timing, and the influence of local temperature gradient is noted to be significant. In case of early hot spot timing of -180 CAD, the pre-ignition event did not lead to super knock. Nevertheless, at late hot spot timing, super knock was realized. On the other hand, the effect of hot spot location on pre-ignition event depends on the geometry of the combustion chamber.

  11. Development and application of laser techniques for studying fuel dynamics and NO formation in engines

    Energy Technology Data Exchange (ETDEWEB)

    Andersson, Oeivind

    2000-11-01

    was detected using two-photon induced fluorescence. The two signals were imaged on different portions of the same CCD camera. Water is used in a number of combustion applications, but it would be a great advantage if this technique could be developed for application in fuel sprays. It could then be used as an alternative to the fluorescent-exciplex technique commonly used for two-phase detection in such applications. The exciplex technique requires an oxygen-free atmosphere and can thus not be used in real combustion environments. Fuel dynamics have also been studied in DME sprays, both in a combustion vessel and in an optical diesel truck engine. The studies were made using laser-Rayleigh imaging and provided interesting information about the general development and autoignition of these sprays. Among other things it was found that autoignition occurred differently in the two environments. In the vessel, the sprays ignited around the periphery where fuel/air mixtures were close to stoichiometric. In the engine, however ignition occurred volumetrically throughout the cross section of the spray vortex. There is reason to believe that mixtures were fuel-rich in this region. The explanation for the different behaviours is assumed to be found in the temperature and density conditions of the atmospheres into which the sprays were injected. The results show that sprays can behave quite differently in different environments. A thorough study of the effects of temperature, density, and EGR on autoignition in sprays is highly desirable, since current models do not seem to give a general description of the phenomenon. Both the measurements in the DISI engine and the NO measurements in the SI engine show that laser spectroscopic techniques can be used for improving and developing computer-based design tools. In the case of the DISI engine, the data were used to validate results from CFD codes used for engine design. The NO data provided a database for development of a model for

  12. Thermodynamic and fluid mechanic analysis of rapid pressurization in a dead-end tube

    Science.gov (United States)

    Leslie, Ian H.

    1989-01-01

    Three models have been applied to very rapid compression of oxygen in a dead-ended tube. Pressures as high as 41 MPa (6000 psi) leading to peak temperatures of 1400 K are predicted. These temperatures are well in excess of the autoignition temperature (750 K) of teflon, a frequently used material for lining hoses employed in oxygen service. These findings are in accord with experiments that have resulted in ignition and combustion of the teflon, leading to the combustion of the stainless steel braiding and catastrophic failure. The system analyzed was representative of a capped off-high-pressure oxygen line, which could be part of a larger system. Pressurization of the larger system would lead to compression in the dead-end line, and possible ignition of the teflon liner. The model consists of a large plenum containing oxygen at the desired pressure (500 to 6000 psi). The plenum is connected via a fast acting valve to a stainless steel tube 2 cm inside diameter. Opening times are on the order of 15 ms. Downstream of the valve is an orifice sized to increase filling times to around 100 ms. The total length from the valve to the dead-end is 150 cm. The distance from the valve to the orifice is 95 cm. The models describe the fluid mechanics and thermodynamics of the flow, and do not include any combustion phenomena. A purely thermodynamic model assumes filling to be complete upstream of the orifice before any gas passes through the orifice. This simplification is reasonable based on experiment and computer modeling. Results show that peak temperatures as high as 4800 K can result from recompression of the gas after expanding through the orifice. An approximate transient model without an orifice was developed assuming an isentropic compression process. An analytical solution was obtained. Results indicated that fill times can be considerably shorter than valve opening times. The third model was a finite difference, 1-D transient compressible flow model. Results from

  13. Large eddy simulation of spray and combustion characteristics with realistic chemistry and high-order numerical scheme under diesel engine-like conditions

    International Nuclear Information System (INIS)

    Zhou, Lei; Luo, Kai Hong; Qin, Wenjin; Jia, Ming; Shuai, Shi Jin

    2015-01-01

    % with ambient density increasing from 14.8 kg/m 3 to 30.0 kg/m 3 and ambient temperatures from 850 K to 1300 K in a constant volume combustion chamber. With increasing oxygen concentration, the ignition delay time and consequently the flame LOL decrease, as the flame moves upstream as expected. On the other hand, reduction in the ambient temperature from 1000 K to 900 K retards the auto-ignition time and moves the burning location downstream under different oxygen concentrations

  14. Development and validation of an n-dodecane skeletal mechanism for spray combustion applications

    KAUST Repository

    Luo, Zhaoyu

    2014-03-04

    n-Dodecane is a promising surrogate fuel for diesel engine study because its physicochemical properties are similar to those of the practical diesel fuels. In the present study, a skeletal mechanism for n-dodecane with 105 species and 420 reactions was developed for spray combustion simulations. The reduction starts from the most recent detailed mechanism for n-alkanes consisting of 2755 species and 11,173 reactions developed by the Lawrence Livermore National Laboratory. An algorithm combining direct relation graph with expert knowledge (DRGX) and sensitivity analysis was employed for the present skeletal reduction. The skeletal mechanism was first extensively validated in 0-D and 1-D combustion systems, including auto-ignition, jet stirred reactor (JSR), laminar premixed flame and counter flow diffusion flame. Then it was coupled with well-established spray models and further validated in 3-D turbulent spray combustion simulations under engine-like conditions. These simulations were compared with the recent experiments with n-dodecane as a surrogate for diesel fuels. It can be seen that combustion characteristics such as ignition delay and flame lift-off length were well captured by the skeletal mechanism, particularly under conditions with high ambient temperatures. Simulations also captured the transient flame development phenomenon fairly well. The results further show that ignition delay may not be the only factor controlling the stabilisation of the present flames since a good match in ignition delay does not necessarily result in improved flame lift-off length prediction. The work of Zhaoyu Luo, Sibendu Som, Max Plomer, William J. Pitz, Douglas E. Longman and Tianfeng Lu was authored as part of their official duties as Employees of the United States Government and is therefore a work of the United States Government. In accordance with 17 USC. 105, no copyright protection is available for such works under US Law. S. Mani Sarathy hereby waives his right to

  15. A spectroscopy study of gasoline partially premixed compression ignition spark assisted combustion

    International Nuclear Information System (INIS)

    Pastor, J.V.; García-Oliver, J.M.; García, A.; Micó, C.; Durrett, R.

    2013-01-01

    temperature and pressure inside the combustion chamber, which causes the auto-ignition of the rest of the unburned mixture. This second stage is characterized by a more pronounced rate of heat release and a faster propagation of the reactions through the combustion chamber. Moreover, the measured UV–Visible spectra show some differences in comparison with the other stages. The relative intensities in of spectra from different combustion radicals have also been related to the different combustion phases

  16. Ensemble Diffraction Measurements of Spray Combustion in a Novel Vitiated Coflow Turbulent Jet Flame Burner

    Science.gov (United States)

    Cabra, R.; Hamano, Y.; Chen, J. Y.; Dibble, R. W.; Acosta, F.; Holve, D.

    2000-01-01

    An experimental investigation is presented of a novel vitiated coflow spray flame burner. The vitiated coflow emulates the recirculation region of most combustors, such as gas turbines or furnaces; additionally, since the vitiated gases are coflowing, the burner allows exploration of the chemistry of recirculation without the corresponding fluid mechanics of recirculation. As such, this burner allows for chemical kinetic model development without obscurations caused by fluid mechanics. The burner consists of a central fuel jet (droplet or gaseous) surrounded by the oxygen rich combustion products of a lean premixed flame that is stabilized on a perforated, brass plate. The design presented allows for the reacting coflow to span a large range of temperatures and oxygen concentrations. Several experiments measuring the relationships between mixture stoichiometry and flame temperature are used to map out the operating ranges of the coflow burner. These include temperatures as low 300 C to stoichiometric and oxygen concentrations from 18 percent to zero. This is achieved by stabilizing hydrogen-air premixed flames on a perforated plate. Furthermore, all of the CO2 generated is from the jet combustion. Thus, a probe sample of NO(sub X) and CO2 yields uniquely an emission index, as is commonly done in gas turbine engine exhaust research. The ability to adjust the oxygen content of the coflow allows us to steadily increase the coflow temperature surrounding the jet. At some temperature, the jet ignites far downstream from the injector tube. Further increases in the coflow temperature results in autoignition occurring closer to the nozzle. Examples are given of methane jetting into a coflow that is lean, stoichiometric, and even rich. Furthermore, an air jet with a rich coflow produced a normal looking flame that is actually 'inverted' (air on the inside, surrounded by fuel). In the special case of spray injection, we demonstrate the efficacy of this novel burner with a

  17. Operation of neat pine oil biofuel in a diesel engine by providing ignition assistance

    International Nuclear Information System (INIS)

    Vallinayagam, R.; Vedharaj, S.; Yang, W.M.; Lee, P.S.

    2014-01-01

    Highlights: • Operational feasibility of neat pine oil biofuel has been examined. • Pine oil suffers lower cetane number, which mandates for necessary ignition assistance. • Ignition support is provided by preheating the inlet air and incorporating a glow plug. • At an inlet air temperature of 60 °C, the BTE for pine oil was found to be in par with diesel. • CO and smoke emissions were reduced by 13.2% and 16.8%, respectively, for neat pine oil. - Abstract: The notion to provide ignition support for the effective operation of lower cetane fuels in a diesel engine has been ably adopted in the present study for the sole fuel operation of pine oil biofuel. Having noted that the lower cetane number and higher self-ignition temperature of pine oil biofuel would inhibit its direct use in a diesel engine, combined ignition support in the form of preheating the inlet air and installing a glow plug in the cylinder head has been provided to improve the auto-ignition of pine oil. While, an air preheater, installed in the inlet manifold of the engine, preheated the inlet air so as to provide ignition assistance partially, the incorporation of glow plug in the cylinder head imparted the further required ignition support appropriately. Subsequently, the operational feasibility of neat pine oil biofuel has been examined in a single cylinder diesel engine and the engine test results were analyzed. From the experimental investigation, though the engine performance and emissions such as CO (carbon monoxide) and smoke were noted to be better for pine oil with an inlet air temperature of 40 °C, the engine suffered the setback of knocking due to delayed SOC (start of combustion). However, with the ignition support through glow plug and preheating of inlet air, the engine knocking was prevented and the normal operation of the engine was ensured. Categorically, at an inlet air temperature of 60 °C, BTE (brake thermal efficiency) was found to be in par with diesel, while

  18. Oxygen Compatibility of Brass-Filled PTFE Compared to Commonly Used Fluorinated Polymers for Oxygen Systems

    Science.gov (United States)

    Herald, Stephen D.; Frisby, Paul M.; Davis, Samuel Eddie

    2009-01-01

    Safe and reliable seal materials for high-pressure oxygen systems sometimes appear to be extinct species when sought out by oxygen systems designers. Materials that seal well are easy to find, but these materials are typically incompatible with oxygen, especially in cryogenic liquid form. This incompatibility can result in seals that leak, or much worse, seals that easily ignite and burn during use. Materials that are compatible with oxygen are easy to find, such as the long list of compatible metals, but these metallic materials are limiting as seal materials. A material that seals well and is oxygen compatible has been the big game in the designer's safari. Scientists at the Materials Combustion Research Facility (MCRF), part of NASA/Marshall Space Flight Center (MSFC), are constantly searching for better materials and processes to improve the safety of oxygen systems. One focus of this effort is improving the characteristics of polymers used in the presence of an oxygen enriched environment. Very few systems can be built which contain no polymeric materials; therefore, materials which have good impact resistance, low heat of combustion, high auto-ignition temperature and that maintain good mechanical properties are essential. The scientists and engineers at the Materials Combustion Research Facility, in cooperation with seal suppliers, are currently testing a new formulation of polytetrafluoroethylene (PTFE) with Brass filler. This Brass-filled PTFE is showing great promise as a seal and seat material for high pressure oxygen systems. Early research has demonstrated very encouraging results, which could rank this material as one of the best fluorinated polymers ever tested. This paper will compare the data obtained for Brass-filled PTFE with other fluorinated polymers, such as TFE-Teflon (PTFE) , Kel-F 81, Viton A, Viton A-500, Fluorel , and Algoflon . A similar metal filled fluorinated polymer, Salox-M , was tested in comparison to Brass-filled PTFE to

  19. Direct numerical simulations of the ignition of a lean biodiesel/air mixture with temperature and composition inhomogeneities at high pressure and intermediate temperature

    KAUST Repository

    Luong, Minhbau

    2014-11-01

    The effects of the stratifications of temperature, T, and equivalence ratio, φ{symbol}, on the ignition characteristics of a lean homogeneous biodiesel/air mixture at high pressure and intermediate temperature are investigated using direct numerical simulations (DNSs). 2-D DNSs are performed at a constant volume with the variance of temperature and equivalence ratio (T′ and φ{symbol}′) together with a 2-D isotropic velocity spectrum superimposed on the initial scalar fields. In addition, three different T s(-) φ{symbol} correlations are investigated: (1) baseline cases with T′ only or φ{symbol}′ only, (2) uncorrelated T s(-) φ{symbol} distribution, and (3) negatively-correlated T s(-) φ{symbol} distribution. It is found that the overall combustion is more advanced and the mean heat release rate is more distributed over time with increasing T′ and/or φ{symbol}′ for the baseline and uncorrelated T s(-) φ{symbol} cases. However, the temporal advancement and distribution of the overall combustion caused by T′ or φ{symbol}′ only are nearly annihilated by the negatively-correlated T s(-) φ{symbol} fields. The chemical explosive mode and Damköhler number analyses verify that for the baseline and uncorrelated T s(-) φ{symbol} cases, the deflagration mode is predominant at the reaction fronts for large T′ and/or φ{symbol}′. On the contrary, the spontaneous ignition mode prevails for cases with small T′ or φ{symbol}′, especially for cases with negative T s(-) φ{symbol} correlations, and hence, simultaneous auto-ignition occurs throughout the entire domain, resulting in an excessive rate of heat release. It is also found that turbulence with large intensity, u′, and a short time scale can effectively smooth out initial thermal and compositional fluctuations such that the overall combustion is induced primarily by spontaneous ignition. Based on the present DNS results, the generalization of the effects of T′, φ{symbol}′, and u

  20. Numerical Investigation of a Gasoline-Like Fuel in a Heavy-Duty Compression Ignition Engine Using Global Sensitivity Analysis

    Energy Technology Data Exchange (ETDEWEB)

    Pal, Pinaki; Probst, Daniel; Pei, Yuanjiang; Zhang, Yu; Traver, Michael; Cleary, David; Som, Sibendu

    2017-03-28

    Fuels in the gasoline auto-ignition range (Research Octane Number (RON) > 60) have been demonstrated to be effective alternatives to diesel fuel in compression ignition engines. Such fuels allow more time for mixing with oxygen before combustion starts, owing to longer ignition delay. Moreover, by controlling fuel injection timing, it can be ensured that the in-cylinder mixture is “premixed enough” before combustion occurs to prevent soot formation while remaining “sufficiently inhomogeneous” in order to avoid excessive heat release rates. Gasoline compression ignition (GCI) has the potential to offer diesel-like efficiency at a lower cost and can be achieved with fuels such as low-octane straight run gasoline which require significantly less processing in the refinery compared to today’s fuels. To aid the design and optimization of a compression ignition (CI) combustion system using such fuels, a global sensitivity analysis (GSA) was conducted to understand the relative influence of various design parameters on efficiency, emissions and heat release rate. The design parameters included injection strategies, exhaust gas recirculation (EGR) fraction, temperature and pressure at intake valve closure and injector configuration. These were varied simultaneously to achieve various targets of ignition timing, combustion phasing, overall burn duration, emissions, fuel consumption, peak cylinder pressure and maximum pressure rise rate. The baseline case was a three-dimensional closed-cycle computational fluid dynamics (CFD) simulation with a sector mesh at medium load conditions. Eleven design parameters were considered and ranges of variation were prescribed to each of these. These input variables were perturbed in their respective ranges using the Monte Carlo (MC) method to generate a set of 256 CFD simulations and the targets were calculated from the simulation results. GSA was then applied as a screening tool to identify the input parameters having the most

  1. Flame stabilization and mixing characteristics in a Stagnation Point Reverse Flow combustor

    Science.gov (United States)

    Bobba, Mohan K.

    A novel combustor design, referred to as the Stagnation Point Reverse-Flow (SPRF) combustor, was recently developed that is able to operate stably at very lean fuel-air mixtures and with low NOx emissions even when the fuel and air are not premixed before entering the combustor. The primary objective of this work is to elucidate the underlying physics behind the excellent stability and emissions performance of the SPRF combustor. The approach is to experimentally characterize velocities, species mixing, heat release and flame structure in an atmospheric pressure SPRF combustor with the help of various optical diagnostic techniques: OH PLIF, chemiluminescence imaging, PIV and Spontaneous Raman Scattering. Results indicate that the combustor is primarily stabilized in a region downstream of the injector that is characterized by low average velocities and high turbulence levels; this is also the region where most of the heat release occurs. High turbulence levels in the shear layer lead to increased product entrainment levels, elevating the reaction rates and thereby enhancing the combustor stability. The effect of product entrainment on chemical timescales and the flame structure is illustrated with simple reactor models. Although reactants are found to burn in a highly preheated (1300 K) and turbulent environment due to mixing with hot product gases, the residence times are sufficiently long compared to the ignition timescales such that the reactants do not autoignite. Turbulent flame structure analysis indicates that the flame is primarily in the thin reaction zones regime throughout the combustor, and it tends to become more flamelet like with increasing distance from the injector. Fuel-air mixing measurements in case of non-premixed operation indicate that the fuel is shielded from hot products until it is fully mixed with air, providing nearly premixed performance without the safety issues associated with premixing. The reduction in NOx emissions in the SPRF

  2. METHODS FOR THE SAFE STORAGE, HANDLING, AND DISPOSAL OF PYROPHORIC LIQUIDS AND SOLIDS IN THE LABORATORY

    Energy Technology Data Exchange (ETDEWEB)

    Simmons, F.; Kuntamukkula, M.; Alnajjar, M.; Quigley, D.; Freshwater, D.; Bigger, S.

    2010-02-02

    Pyrophoric reagents represent an important class of reactants because they can participate in many different types of reactions. They are very useful in organic synthesis and in industrial applications. The Occupational Safety and Health Administration (OSHA) and the National Fire Protection Association (NFPA) define Pyrophorics as substances that will self-ignite in air at temperatures of 130 F (54.4 C) or less. However, the U.S. Department of Transportation (DOT) uses criteria different from the auto-ignition temperature criterion. The DOT defines a pyrophoric material as a liquid or solid that, even in small quantities and without an external ignition source, can ignite within five minutes after coming in contact with air when tested according to the United Nations Manual of Tests and Criteria. The Environmental Protection Agency has adopted the DOT definition. Regardless of which definition is used, oxidation of the pyrophoric reagents by oxygen or exothermic reactions with moisture in the air (resulting in the generation of a flammable gas such as hydrogen) is so rapid that ignition occurs spontaneously. Due to the inherent nature of pyrophoric substances to ignite spontaneously upon exposure to air, special precautions must be taken to ensure their safe handling and use. Pyrophoric gases (such as diborane, dichloroborane, phosphine, etc.) are typically the easiest class of pyrophoric substances to handle since the gas can be plumbed directly to the application and used remotely. Pyrophoric solids and liquids, however, require the user to physically manipulate them when transferring them from one container to another. Failure to follow proper safety precautions could result in serious injury or unintended consequences to laboratory personnel. Because of this danger, pyrophorics should be handled only by experienced personnel. Users with limited experience must be trained on how to handle pyrophoric reagents and consult with a knowledgeable staff member prior

  3. 2-Methylfuran: A bio-derived octane booster for spark-ignition engines

    KAUST Repository

    Sarathy, Mani

    2018-04-02

    The efficiency of spark-ignition engines is limited by the phenomenon of knock, which is caused by auto-ignition of the fuel-air mixture ahead of the spark-initiated flame front. The resistance of a fuel to knock is quantified by its octane index; therefore, increasing the octane index of a spark-ignition engine fuel increases the efficiency of the respective engine. However, raising the octane index of gasoline increases the refining costs, as well as the energy consumption during production. The use of alternative fuels with synergistic blending effects presents an attractive option for improving octane index. In this work, the octane enhancing potential of 2-methylfuran (2-MF), a next-generation biofuel, has been examined and compared to other high-octane components (i.e., ethanol and toluene). A primary reference fuel with an octane index of 60 (PRF60) was chosen as the base fuel since it closely represents refinery naphtha streams, which are used as gasoline blend stocks. Initial screening of the fuels was done in an ignition quality tester (IQT). The PRF60/2-MF (80/20 v/v%) blend exhibited longer ignition delay times compared to PRF60/ethanol (80/20 v/v%) blend and PRF60/toluene (80/20 v/v%) blend, even though pure 2-MF is more reactive than both ethanol and toluene. The mixtures were also tested in a cooperative fuels research (CFR) engine under research octane number and motor octane number like conditions. The PRF60/2-MF blend again possesses a higher octane index than other blending components. A detailed chemical kinetic analysis was performed to understand the synergetic blending effect of 2-MF, using a well-validated PRF/2-MF kinetic model. Kinetic analysis revealed superior suppression of low-temperature chemistry with the addition of 2-MF. The results from simulations were further confirmed by homogeneous charge compression ignition engine experiments, which established its superior low-temperature heat release (LTHR) suppression compared to ethanol

  4. Multi-zone modelling of partially premixed low-temperature combustion in pilot-ignited natural-gas engines

    Energy Technology Data Exchange (ETDEWEB)

    Krishnan, S. R.; inivasan, K. K.

    2010-09-14

    Detailed results from a multi-zone phenomenological simulation of partially premixed advanced-injection low-pilot-ignited natural-gas low-temperature combustion are presented with a focus on early injection timings (the beginning of (pilot) injection (BOI)) and very small diesel quantities (2-3 per cent of total fuel energy). Combining several aspects of diesel and spark ignition engine combustion models, the closed-cycle simulation accounted for diesel autoignition, diesel spray combustion, and natural-gas combustion by premixed turbulent flame propagation. The cylinder contents were divided into an unburned zone, several pilot fuel zones (or 'packets') that modelled diesel evaporation and ignition, a flame zone for natural-gas combustion, and a burned zone. The simulation predicted the onset of ignition, cylinder pressures, and heat release rate profiles satisfactorily over a wide range of BOIs (20-60° before top dead centre (before TDC)) but especially well at early BOIs. Strong coupling was observed between pilot spray combustion in the packets and premixed turbulent combustion in the flame zone and, therefore, the number of ignition centres (packets) profoundly affected flame combustion. The highest local peak temperatures (greater than 2000 K) were observed in the packets, while the flame zone was much cooler (about 1650 K), indicating that pilot diesel spray combustion is probably the dominant source of engine-out emissions of nitrogen oxide (NOx). Further, the 60° before TDC BOI yielded the lowest average peak packet temperatures (about 1720 K) compared with the 20° before TDC BOI (about 2480 K) and 40° before TDC BOI (about 2700 K). These trends support experimental NOx trends, which showed the lowest NOx emissions for the 60°, 20°, and 40° before TDC BOIs in that order. Parametric studies showed that increasing the intake charge temperature, pilot quantity, and natural-gas equivalence ratio all led to

  5. A Study on Electrofuels in Aviation

    Directory of Open Access Journals (Sweden)

    Andreas Goldmann

    2018-02-01

    Full Text Available With the growth of aviation traffic and the demand for emission reduction, alternative fuels like the so-called electrofuels could comprise a sustainable solution. Electrofuels are understood as those that use renewable energy for fuel synthesis and that are carbon-neutral with respect to greenhouse gas emission. In this study, five potential electrofuels are discussed with respect to the potential application as aviation fuels, being n-octane, methanol, methane, hydrogen and ammonia, and compared to conventional Jet A-1 fuel. Three important aspects are illuminated. Firstly, the synthesis process of the electrofuel is described with its technological paths, its energy efficiency and the maturity or research need of the production. Secondly, the physico-chemical properties are compared with respect to specific energy, energy density, as well as those properties relevant to the combustion of the fuels, i.e., autoignition delay time, adiabatic flame temperature, laminar flame speed and extinction strain rate. Results show that the physical and combustion properties significantly differ from jet fuel, except for n-octane. The results describe how the different electrofuels perform with respect to important aspects such as fuel and air mass flow rates. In addition, the results help determine mixture properties of the exhaust gas for each electrofuel. Thirdly, a turbine configuration is investigated at a constant operating point to further analyze the drop-in potential of electrofuels in aircraft engines. It is found that electrofuels can generally substitute conventional kerosene-based fuels, but have some downsides in the form of higher structural loads and potentially lower efficiencies. Finally, a preliminary comparative evaluation matrix is developed. It contains specifically those fields for the different proposed electrofuels where special challenges and problematic points are seen that need more research for potential application

  6. An experimental investigation into combustion and performance characteristics of an HCCI gasoline engine fueled with n-heptane, isopropanol and n-butanol fuel blends at different inlet air temperatures

    International Nuclear Information System (INIS)

    Uyumaz, Ahmet

    2015-01-01

    operation range can be extended using high octane number alcohols away from knocking combustion and autoignition can be controlled

  7. Structure and stabilization of hydrogen-rich transverse.

    Energy Technology Data Exchange (ETDEWEB)

    Lyra, Sgouria [Sandia National Lab. (SNL-CA), Livermore, CA (United States); Wilde, B [Georgia Inst. of Technology, Atlanta, GA (United States); Kolla, Hemanth [Sandia National Lab. (SNL-CA), Livermore, CA (United States); Seitzman, J. [Georgia Inst. of Technology, Atlanta, GA (United States); Lieuwen, T. C. [Georgia Inst. of Technology, Atlanta, GA (United States); Chen, Jacqueline H. [Sandia National Lab. (SNL-CA), Livermore, CA (United States)

    2014-07-01

    This paper reports the results of a joint experimental and numerical study of the ow characteristics and flame stabilization of a hydrogen rich jet injected normal to a turbulent, vitiated cross ow of lean methane combustion products. Simultaneous high-speed stereoscopic PIV and OH PLIF measurements were obtained and analyzed alongside three-dimensional direct numerical simulations of inert and reacting JICF with detailed H2/CO chemistry. Both the experiment and the simulation reveal that, contrary to most previous studies of reacting JICF stabilized in low-to-moderate temperature air cross ow, the present conditions lead to an autoigniting, burner-attached flame that initiates uniformly around the burner edge. Significant asymmetry is observed, however, between the reaction zones located on the windward and leeward sides of the jet, due to the substantially different scalar dissipation rates. The windward reaction zone is much thinner in the near field, while also exhibiting significantly higher local and global heat release than the much broader reaction zone found on the leeward side of the jet. The unsteady dynamics of the windward shear layer, which largely control the important jet/cross flow mixing processes in that region, are explored in order to elucidate the important flow stability implications arising in the reacting JICF. Vorticity spectra extracted from the windward shear layer reveal that the reacting jet is globally unstable and features two high frequency peaks, including a fundamental mode whose Strouhal number of ~0.7 agrees well with previous non-reacting JICF stability studies. The paper concludes with an analysis of the ignition, ame stabilization, and global structure of the burner-attached flame. Chemical explosive mode analysis (CEMA) shows that the entire windward shear layer, and a large region on the leeward side of the jet, are highly explosive prior to ignition and are dominated by non-premixed flame structures after

  8. Thermal Ignition

    Science.gov (United States)

    Boettcher, Philipp Andreas

    Accidental ignition of flammable gases is a critical safety concern in many industrial applications. Particularly in the aviation industry, the main areas of concern on an aircraft are the fuel tank and adjoining regions, where spilled fuel has a high likelihood of creating a flammable mixture. To this end, a fundamental understanding of the ignition phenomenon is necessary in order to develop more accurate test methods and standards as a means of designing safer air vehicles. The focus of this work is thermal ignition, particularly auto-ignition with emphasis on the effect of heating rate, hot surface ignition and flame propagation, and puffing flames. Combustion of hydrocarbon fuels is traditionally separated into slow reaction, cool flame, and ignition regimes based on pressure and temperature. Standard tests, such as the ASTM E659, are used to determine the lowest temperature required to ignite a specific fuel mixed with air at atmospheric pressure. It is expected that the initial pressure and the rate at which the mixture is heated also influences the limiting temperature and the type of combustion. This study investigates the effect of heating rate, between 4 and 15 K/min, and initial pressure, in the range of 25 to 100 kPa, on ignition of n-hexane air mixtures. Mixtures with equivalence ratio ranging from 0.6 to 1.2 were investigated. The problem is also modeled computationally using an extension of Semenov's classical auto-ignition theory with a detailed chemical mechanism. Experiments and simulations both show that in the same reactor either a slow reaction or an ignition event can take place depending on the heating rate. Analysis of the detailed chemistry demonstrates that a mixture which approaches the ignition region slowly undergoes a significant modification of its composition. This change in composition induces a progressive shift of the explosion limit until the mixture is no longer flammable. A mixture that approaches the ignition region

  9. A Comprehensive Numerical Study on Effects of Natural Gas Composition on the Operation of an HCCI Engine Une étude numérique complète sur les effets de la composition du gaz naturel carburant sur le réglage d’un moteur HCCI

    Directory of Open Access Journals (Sweden)

    Jahanian O.

    2011-11-01

    Full Text Available Homogeneous Charge Compression Ignition (HCCI engine is a promising idea to reduce fuel consumption and engine emissions. Natural Gas (NG, usually referred as clean fuel, is an appropriate choice for HCCI engines due to its suitable capability of making homogenous mixture with air. However, varying composition of Natural Gas strongly affects the auto-ignition characteristics of in-cylinder mixture and the performance of the HCCI engine. This paper has focused on the influence of Natural Gas composition on engine operation in HCCI mode. Six different compositions of Natural Gas (including pure methane have been considered to study the engine performance via a thermo-kinetic zero-dimensional model. The simulation code covers the detailed chemical kinetics of Natural Gas combustion, which includes Zeldovich extended mechanism to evaluate NOx emission. Validations have been made using experimental data from other works to ensure the accuracy needed for comparison study. The equivalence ratio and the compression ratio are held constant but the engine speed and mixture initial temperature are changed for comparison study. Results show that the peak value of pressure/temperature of in-cylinder mixture is dependent of fuel Wobbe number. Furthermore, engine gross indicated power is linearly related to fuel Wobbe number. Gross indicated work, gross mean effective pressure, and NOx are the other parameters utilized to compare the performance of engine using different fuel compositions. Le moteur HCCI (Homogeneous Charge Compression Ignition, ou à allumage par compression d’une charge homogène est une idée prometteuse pour réduire la consommation de carburant et les émissions polluantes. Le gaz naturel, considéré généralement comme un carburant propre, est un choix approprié pour les moteurs HCCI en raison de sa capacité à former avec l’air un mélange homogène. Cependant, la composition du gaz naturel influe fortement sur les caract

  10. Structure, Stability and Emissions of Lean Direct Injection Combustion, including a Novel Multi-Point LDI System for NOx Reduction

    Science.gov (United States)

    Villalva Gomez, Rodrigo

    Experimental research on Lean Direct Injection (LDI) combustors for gas turbine applications is presented. LDI combustion is an alternative to lean premixed combustion which has the potential of equivalent reduction of oxides of nitrogen (NOx) emissions and of peak combustor exit temperatures, but without some drawbacks of premixed combustors, such as flashback and autoignition. Simultaneous observations of the velocity field and reaction zone of an LDI swirl-stabilized combustor with a mixing tube at atmospheric conditions, with the goal of studying the flame stabilization mechanism, are shown. The flame was consistently anchored at the shear layer formed by the high-speed reactants exiting the mixing tube and the low speed recirculation region. Individual image analysis of the location of the tip of the recirculation zone and tip of the reaction region confirmed previously observed trends, but showed that calculation of the distance between these two points for corresponding image pairs yields results no different than when calculated from random image pairs. This most likely indicates a lag in the anchoring of the flame to changes in the recirculation zone, coupled with significant stochastic variation. An alternate LDI approach, multi-point LDI (MLDI), is also tested experimentally. A single large fuel nozzle is replaced by multiple small fuel nozzles to improve atomization and reduce the total volume of the high-temperature, low velocity recirculation zones, reducing NOx formation. The combustor researched employs a novel staged approach to allow good performance across a wide range of conditions by using a combination of nozzle types optimized to various power settings. The combustor has three independent fuel circuits referenced as pilot, intermediate, and outer. Emissions measurements, OH* chemiluminescence imaging, and thermoacoustic instability studies were run in a pressurized combustion facility at pressures from 2.0 to 5.3 bar. Combustor performance

  11. Optimizing the CSP Tower Air Brayton Cycle System to Meet the SunShot Objectives - Final Technical Report

    Energy Technology Data Exchange (ETDEWEB)

    Bryner, Elliott [Soutwest Research Inst., San Antonio, TX (United States); Brun, Klaus [Soutwest Research Inst., San Antonio, TX (United States); Coogan, Shane [Soutwest Research Inst., San Antonio, TX (United States); Cunningham, C. Seth [Soutwest Research Inst., San Antonio, TX (United States); Poerner, Nathan [Soutwest Research Inst., San Antonio, TX (United States)

    2016-02-26

    The objective of this project is to increase Concentrated Solar Power (CSP) tower air receiver and gas turbine temperature capabilities to 1,000ºC by the development of a novel gas turbine combustor, which can be integrated on a megawatt-scale gas turbine, such as the Solar Turbines Mercury 50™. No combustor technology currently available is compatible with the CSP application target inlet air temperature of 1,000°C. Autoignition and flashback at this temperature prevent the use of conventional lean pre-mix injectors that are currently employed to manage NOx emissions. Additional challenges are introduced by the variability of the high-temperature heat source provided by the field of solar collectors, the heliostat in CSP plants. For optimum energy generation from the power turbine, the turbine rotor inlet temperature (TRIT) should remain constant. As a result of changing heat load provided to the solar collector from the heliostat, the amount of energy input required from the combustion system must be adjusted to compensate. A novel multi-bank lean micro-mix injector has been designed and built to address the challenges of high-temperature combustion found in CSP applications. The multi-bank arrangement of the micro-mix injector selectively injects fuel to meet the heat addition requirements to maintain constant TRIT with changing solar load. To validate the design, operation, and performance of the multi-bank lean micro-mix injector, a novel combustion test facility has been designed and built at Southwest Research Institute® (SwRI®) in San Antonio, TX. This facility, located in the Turbomachinery Research Facility, provides in excess of two kilograms per second of compressed air at nearly eight bar pressure. A two-megawatt electric heater raises the inlet temperature to 800°C while a secondary gas-fired heater extends the operational temperature range of the facility to 1,000°C. A combustor test rig connected to the heater has been designed and built to

  12. Structure and Dynamics of Fuel Jets Injected into a High-Temperature Subsonic Crossflow: High-Data-Rate Laser Diagnostic Investigation under Steady and Oscillatory Conditions

    Energy Technology Data Exchange (ETDEWEB)

    Lucht, Robert [Purdue Univ., West Lafayette, IN (United States); Anderson, William [Purdue Univ., West Lafayette, IN (United States)

    2015-01-23

    An investigation of subsonic transverse jet injection into a subsonic vitiated crossflow is discussed. The reacting jet in crossflow (RJIC) system investigated as a means of secondary injection of fuel in a staged combustion system. The measurements were performed in test rigs featuring (a) a steady, swirling crossflow and (b) a crossflow with low swirl but significant oscillation in the pressure field and in the axial velocity. The rigs are referred to as the steady state rig and the instability rig. Rapid mixing and chemical reaction in the near field of the jet injection is desirable in this application. Temporally resolved velocity measurements within the wake of the reactive jets using 2D-PIV and OH-PLIF at a repetition rate of 5 kHz were performed on the RJIC flow field in a steady state water-cooled test rig. The reactive jets were injected through an extended nozzle into the crossflow which is located in the downstream of a low swirl burner (LSB) that produced the swirled, vitiated crossflow. Both H2/N2 and natural gas (NG)/air jets were investigated. OH-PLIF measurements along the jet trajectory show that the auto-ignition starts on the leeward side within the wake region of the jet flame. The measurements show that jet flame is stabilized in the wake of the jet and wake vortices play a significant role in this process. PIV and OH–PLIF measurements were performed at five measurement planes along the cross- section of the jet. The time resolved measurements provided significant information on the evolution of complex flow structures and highly transient features like, local extinction, re-ignition, vortex-flame interaction prevalent in a turbulent reacting flow. Nanosecond-laser-based, single-laser-shot coherent anti-Stokes Raman scattering (CARS) measurements of temperature and H2 concentraiton were also performed. The structure and dynamics of a reacting transverse jet injected into a vitiated oscillatory crossflow presents a unique opportunity for

  13. Automatic analysis and reduction of reaction mechanisms for complex fuel combustion

    Energy Technology Data Exchange (ETDEWEB)

    Nilsson, Daniel

    2001-05-01

    general, detailed calculations of temperature, pressure, concentration and flame velocity show excellent agreement with measurements. Skeletal mechanisms for PRF were constructed for the SI engine case, reproducing autoignition well on removal of reactions pertaining to 15% of the species. QSSA reduction was tested on the staged combustor and the engines, using pure and weighted lifetime indices. Monitoring NO concentrations in the staged combustor and ignition timing in the engines, good reproduction is possible while approximating about 70% of the species. However, some species have to be manually retained for accuracy and numerical stability. For improved ranking, sensitivity was added to the index applied to the premixed flames, in addition to necessary molecular transport information. The maximum atomic mass fraction occupied by a certain molecular species was also constrained to limit the mass and energy deficiency caused by QSSA. For methane, the laminar flame velocities as well as concentration profiles are well predicted by the most strongly reduced mechanism with five global reaction steps. For the kerosene surrogate mechanism, QSSA involving 50% of the species was successfully attempted.

  14. On the Experimental and Theoretical Investigations of Lean Partially Premixed Combustion, Burning Speed, Flame Instability and Plasma Formation of Alternative Fuels at High Temperatures and Pressures

    Science.gov (United States)

    Askari, Omid

    composition and thermodynamic properties. The method was applied to compute the thermodynamic properties of hydrogen/air and methane/air plasma mixtures for a wide range of temperatures (1,000-100,000 K), pressures (10-6-100 atm) and different equivalence ratios within flammability limit. In calculating the individual thermodynamic properties of the atomic species, the Debye-Huckel cutoff criterion has been used for terminating the series expression of the electronic partition function. A new differential-based multi-shell model was developed in conjunction with Schlieren photography to measure laminar burning speed and to study the flame instabilities for different alternative fuels such as syngas and GTL. Flame instabilities such as cracking and wrinkling were observed during flame propagation and discussed in terms of the hydrodynamic and thermo-diffusive effects. Laminar burning speeds were measured using pressure rise data during flame propagation and power law correlations were developed over a wide range of temperatures, pressures and equivalence ratios. As a part of this work, the effect of EGR addition and substitution of nitrogen with helium in air on flame morphology and laminar burning speed were extensively investigated. The effect of cell formation on flame surface area of syngas fuel in terms of a newly defined parameter called cellularity factor was also evaluated. In addition to that the experimental onset of auto-ignition and theoretical ignition delay times of premixed GTL/air mixture were determined at high pressures and low temperatures over a wide range of equivalence ratios.

  15. LES SOFTWARE FOR THE DESIGN OF LOW EMISSION COMBUSTION SYSTEMS FOR VISION 21 PLANTS

    Energy Technology Data Exchange (ETDEWEB)

    Clifford E. Smith; Steven M. Cannon; Virgil Adumitroaie; David L. Black; Karl V. Meredith

    2005-01-01

    In this project, an advanced computational software tool was developed for the design of low emission combustion systems required for Vision 21 clean energy plants. Vision 21 combustion systems, such as combustors for gas turbines, combustors for indirect fired cycles, furnaces and sequestrian-ready combustion systems, will require innovative low emission designs and low development costs if Vision 21 goals are to be realized. The simulation tool will greatly reduce the number of experimental tests; this is especially desirable for gas turbine combustor design since the cost of the high pressure testing is extremely costly. In addition, the software will stimulate new ideas, will provide the capability of assessing and adapting low-emission combustors to alternate fuels, and will greatly reduce the development time cycle of combustion systems. The revolutionary combustion simulation software is able to accurately simulate the highly transient nature of gaseous-fueled (e.g. natural gas, low BTU syngas, hydrogen, biogas etc.) turbulent combustion and assess innovative concepts needed for Vision 21 plants. In addition, the software is capable of analyzing liquid-fueled combustion systems since that capability was developed under a concurrent Air Force Small Business Innovative Research (SBIR) program. The complex physics of the reacting flow field are captured using 3D Large Eddy Simulation (LES) methods, in which large scale transient motion is resolved by time-accurate numerics, while the small scale motion is modeled using advanced subgrid turbulence and chemistry closures. In this way, LES combustion simulations can model many physical aspects that, until now, were impossible to predict with 3D steady-state Reynolds Averaged Navier-Stokes (RANS) analysis, i.e. very low NOx emissions, combustion instability (coupling of unsteady heat and acoustics), lean blowout, flashback, autoignition, etc. LES methods are becoming more and more practical by linking together tens

  16. 3d Simulation of Di Diesel Combustion and Pollutant Formation Using a Two-Component Reference Fuel Simulation 3D de la combustion et de la formation des polluants dans un moteur Diesel à injection directe en utilisant un carburant de référence à deux composants

    Directory of Open Access Journals (Sweden)

    Barths H.

    2006-12-01

    Full Text Available By separating the fluid dynamic calculation from that of the chemistry, the unsteady flamelet model allows the use of comprehensive chemical mechanisms, which include several hundred reactions. This is necessary to describe the different processes that occur in a DI Diesel engine such as autoignition, the burnout in the partially premixed phase, the transition to diffusive burning, and formation of pollutants like NOx and soot. The highly nonlinear reaction rates need not to be simplified, and the complete structure of the combustion process is preserved. Using the Representative Interactive Flamelet (RIF model, the one-dimensional unsteady set of partial differential equations is solved online with the 3D CFD code. The flamelet solution is coupled to the flow and mixture field by several time dependent parameters (enthalpy, pressure, scalar dissipation rate. In return, the flamelet code yields the species concentrations, which are then used by the 3D CFD code to compute the temperature field and the density. The density is needed in the 3D CFD code for the solution of the turbulent flow and mixture field. Pollutant formation in a Volkswagen DI 1900 Diesel engine is investigated experimentally. The engine is fueled with Diesel and two reference fuels. One reference fuel is pure n-decane. The second is a two-component fuel consisting of 70% (liquid volume n-decane and of 30% (liquid volume alpha-methylnaphthalene (Idea-fuel. The experimental results show good agreement for the whole combustion cycle (ignition delay, maximum pressures, torque and pollutant formation between the two-component reference fuel and Diesel. The simulations are performed for both reference fuels and are compared to the experimental data. Nine different flamelet calculations are performed for each simulation to account for the variability of the scalar dissipation rate, and its effect on ignition is discussed. Pollutant formation (NOx and soot is predicted for both

  17. Use of Ethanol/Diesel Blend and Advanced Calibration Methods to Satisfy Euro 5 Emission Standards without DPF Utilisation d’un carburant Diesel éthanolé à l’aide de méthodes de calibration avancées afin de satisfaire les normes Euro 5 sans filtre à particules

    Directory of Open Access Journals (Sweden)

    Magand S.

    2011-11-01

    Full Text Available The use of biofuels has been extensively developed in the last years to diversify energy resources and to participate to the transportation greenhouse gas emissions reduction effort. One of the most promising renewable fuels for large scale production is the ethanol which is nowadays mainly used for spark-ignited engines; nonetheless the European market share of Diesel vehicles is around 60%. These issues lead us to propose an innovative fuel formulation using ethanol for Diesel engine applications. The key issues to deal with the use of ethanol in a Diesel blend are the miscibility, the flashpoint, the lubricity and the cetane number. An intensive work has been done to optimise the formulation coupling the use of ethanol, with first and second generations of Diesel biofuels. The application on a Euro 4-compliant Diesel turbocharged engine with high pressure exhaust gas recirculation shows an outstanding decrease of particulate matter emissions thanks to this oxygenated fuel. Nevertheless unburned hydrocarbons and carbon monoxide emissions could be an issue as well as NOx emissions if the engine control settings are not updated. Combustion analysis helps understanding the fuel effect on the resulting auto-ignition delay and the pilot injection combustion behaviour, which leads to modified engine output compared to Diesel fuel. Therefore, the optimisation of the fuel/engine matching is performed using advanced calibration methodologies combined with design of experiments at the engine test bed. First of all, global and mixed approaches are proposed and compared in warm operating conditions. Finally it permits to simultaneously drop nitrogen oxides emissions and particulate matter emissions. Global CO2 emissions reduction and noise decrease are also expected. To further investigate engine emissions potential reduction, the engine is set up on a dynamic test bed facility, allowing to reproduce cold New European Driving Cycle (NEDC. Several