scholarly journals Investigation of glycerol doping on ignition delay times and laminar burning velocities of gasoline and diesel fuel

2017 ◽  
Vol 169 (2) ◽  
pp. 167-175
Author(s):  
Agnieszka JACH ◽  
Ilona CIEŚLAK ◽  
Andrzej TEODORCZYK
Keyword(s):  
Diesel Engine ◽  
Diesel Fuel ◽  
Ignition Delay ◽  
Equivalence Ratio ◽  
Molar Fraction ◽  
Cetane Number ◽  
Biodiesel Production ◽  
Ignition Delay Times ◽  
Wide Range ◽  
Delay Times

Glycerol is a major by-product of biodiesel production. Per one tone of produced biodiesel, one hundred kilograms of glycerol is produced. Production of glycerol is increasing due to increase of demand for biodiesel. One of methods of glycerol utilization is combustion. Recent experimental studies with use of a diesel engine and a constant volume combustion chamber show that utilization of glycerol as a fuel results in lower NOx emissions in exhaust gases. It combusts slower than light fuel oil, what is explained by higher viscosity and density of glycerol. Glycerol has low cetane number, so to make combustion in a diesel engine possible at least one of the following conditions need to be fulfilled: a pilot injection, high temperature or high compression ratio. The aim of the paper is to compare glycerol to diesel and to assess influence of glycerol doping on gasoline and diesel fuel in dependence of pressure, temperature and equivalence ratio. The subject of this study is analysis of basic properties of flammable mixtures, such as ignition delay times and laminar burning velocities of primary reference fuels (diesel: n-heptane and gasoline: iso-octane). Calculations are performed with use of Cantera tool in Matlab and Python environments. Analyses of influence of glycerol on ignition delay times of n-heptane/air and iso-octane/air mixtures covered wide range of conditions: temperatures from 600 to 1600 K, pressure 10-200 bar, equivalence ratio 0.3 to 14, molar fraction of glycerol in fuel 0-1 in air. Simulations of LBV in air cover temperatures: 300 K and 500 K, pressures: 10, 40, 100, 200 bar and equivalence ratio from 0.3 to 1.9. Physicochemical properties of gasoline, diesel and glycerol are compared.

scholarly journals Hierarchical Auto-Ignition and Structure-Reactivity Trends of C2–C4 1-Alkenes

Energies ◽  
2021 ◽  
Vol 14 (18) ◽  
pp. 5797
Author(s):  
Wuchuan Sun ◽  
Yingjia Zhang ◽  
Yang Li ◽  
Zuohua Huang
Keyword(s):  
Ignition Delay ◽  
Equivalence Ratio ◽  
Chemical Reactivity ◽  
Reaction Pathways ◽  
Propene Oxidation ◽  
Reflected Shock ◽  
Ignition Delay Times ◽  
Combustion Properties ◽  
Wide Range ◽  
Delay Times

Ignition delay times of small alkenes are a valuable constraint for the refinement of the core kinetic mechanism of hydrocarbons used in representing combustion properties of real fuels. Moreover, the chemical reactivity comparison of those small alkenes provides a reference in object-oriented fuel design and logical combustion utilization. In this study, the ignition delay times of C2–C4 alkenes (ethylene, propene and 1-butene) were measured behind reflected shock waves first, with a fixed oxygen concentration (XO2 = 6%) and equivalence ratio (φ = 1.0) at various pressures of 1.2, 4.0 and 16.0 atm, in order to facilitate the comparison. Three chemical-based-Arrhenius-type correlations covering a wide range of temperature, pressure, equivalence ratio, and dilution were proposed. The simplified reaction network for pyrolysis and oxidation of 1-alkenes was depicted relying on the reaction classes of alkenes. Nine generally accepted mechanisms were used to simulate the ignition delay times measured by this study as well as literature. All the kinetic models show reasonable structure-reactivity trends for all of the three alkenes, but only NUIGMech 1.1 is capable of representing quantificationally the chemical reactivity at all tested conditions. Generally, ethylene exhibits the highest reactivity while propene presents the lowest at high temperatures. Analyses of sensitivity and flux indicate that the main oxidation pathway of ethylene is chain-branching, which accelerates the accumulation of free radical pools, especially for the Ḣ atom, Ȯ atom and ȮH radical, which results in the highest reactivity of ethylene. For propene and 1-butene, due to the presence of the allylic site, consumption of allylic radicals becomes the decisive step of oxidation and allylic radicals are mostly consumed by the HȮ2 radical. However, there are no such efficient reaction pathways for the formation of HȮ2 radicals during the propene oxidation process, while reaction pathways for HȮ2 formation in 1-butene are efficient. Thus, 1-butene presents higher reactivity compared to propene.

scholarly journals PENENTUAN ANGKA OKTANA BAHAN BAKAR KOMERSIAL DENGAN MENGGUNAKAN MODEL KINETIKA OKSIDASI DAN PEMBAKARAN HIDROKARBON MULTIKOMPONEN

REAKTOR ◽  
2012 ◽  
Vol 14 (2) ◽  
pp. 109 ◽  
Author(s):  
Yuswan Muharam ◽  
Chandra Hadiwijaya ◽  
Jacquin Suryadi
Keyword(s):  
Old Age ◽  
Ignition Delay ◽  
Equivalence Ratio ◽  
Initial Pressure ◽  
Volume Percentage ◽  
Ignition Delay Times ◽  
Delay Times ◽  
Commercial Fuel ◽  
Good Agreement

One of the characteristics of gasoline fuel is anti-knock property represented by its octanenumber. The determination of octane numbers in Indonesia is by using cooperative fuel researchengines. The usage of cooperative fuel research engines in Indonesia has constraints, i.e. the limitednumber of the units and the old age. This study aims to obtain the octane numbers of commercialfuels by using kinetic models. The kinetics models of the oxidation and combustion of primaryreference fuel and multi component hydrocarbons are used to calculate the ignition delay times ofprimary reference fuel and commercial fuels, respectively. The ignition delay times of primaryreference fuel and commercial fuels are calculated at the same initial pressure and temperature, aswell as the same equivalence ratio. The octane number of a commercial fuel is known if its ignitiondelay time agrees with that of PFR possessing a certain volume percentage of isooctane. The modelgenerates the octane numbers of commercial fuels BB-A being 92.5, BB-B being 94.5, BB-C being89, BB-D being 90.5 and BB-E being 91.5 with the good agreement with those claimed by the fuelproducers. Salah satu karakteristik bahan bakar bensin adalah sifat anti ketukan yang dinyatakan dengan angkaoktana. Penentuan angka oktana di Indonesia menggunakan mesin CFR (cooperative fuel research).Pemakaian mesin CFR di Indonesia memiliki kendala, yaitu jumlah unit terbatas dan usia tua.Penelitian ini bertujuan mendapatkan angka oktana bahan bakar komersial dengan menggunakanmodel kinetika. Model kinetika oksidasi dan pembakaran bahan bakar rujukan utama dan modelhidrokarbon multikomponen yang telah divalidasi masing-masing digunakan untuk menghitungwaktu tunda ignisi bahan bakar rujukan utama dan bahan bakar komersial. Waktu tunda ignisibahan bakar rujukan utama dan bahan bakar komersial dihitung pada tekanan dan temperatur awal,serta rasio ekuivalensi yang sama. Angka oktana suatu bahan bakar komersial diketahui apabilawaktu tunda ignisinya cocok dengan waktu tunda ignisi bahan bakar rujukan utama yang memilikipersen volume isooktana tertentu. Model menghasilkan angka oktana bahan bakar komersial BB-Asebesar 92,5, BB-B 94,5, BB-C 89, BB-D 90,5 dan BB-E 91,5 yang memiliki ketepatan yang tinggiterhadap klaim produser bahan bakar komersial.

Laminar Flame Speed and Ignition Delay Time Data for the Kinetic Modeling of Hydrogen and Syngas Fuel Blends

2013 ◽  
Vol 135 (2) ◽  
Author(s):  
Michael C. Krejci ◽  
Olivier Mathieu ◽  
Andrew J. Vissotski ◽  
Sankaranarayanan Ravi ◽  
Travis G. Sikes ◽  
...  
Keyword(s):  
Carbon Monoxide ◽  
Chemical Kinetics ◽  
Ignition Delay ◽  
Laminar Flame ◽  
Flame Speed ◽  
Laminar Flame Speed ◽  
Elevated Pressures ◽  
Ignition Delay Times ◽  
Wide Range ◽  
Delay Times

Laminar flame speeds and ignition delay times have been measured for hydrogen and various compositions of H2/CO (syngas) at elevated pressures and elevated temperatures. Two constant-volume cylindrical vessels were used to visualize the spherical growth of the flame through the use of a schlieren optical setup to measure the laminar flame speed of the mixture. Hydrogen experiments were performed at initial pressures up to 10 atm and initial temperatures up to 443 K. A syngas composition of 50/50 by volume was chosen to demonstrate the effect of carbon monoxide on H2-O2 chemical kinetics at standard temperature and pressures up to 10 atm. All atmospheric mixtures were diluted with standard air, while all elevated-pressure experiments were diluted with a He:O2 ratio of 7:1 to minimize instabilities. The laminar flame speed measurements of hydrogen and syngas are compared to available literature data over a wide range of equivalence ratios, where good agreement can be seen with several data sets. Additionally, an improved chemical kinetics model is shown for all conditions within the current study. The model and the data presented herein agree well, which demonstrates the continual, improved accuracy of the chemical kinetics model. A high-pressure shock tube was used to measure ignition delay times for several baseline compositions of syngas at three pressures across a wide range of temperatures. The compositions of syngas (H2/CO) by volume presented in this study included 80/20, 50/50, 40/60, 20/80, and 10/90, all of which are compared to previously published ignition delay times from a hydrogen-oxygen mixture to demonstrate the effect of carbon monoxide addition. Generally, an increase in carbon monoxide increases the ignition delay time, but there does seem to be a pressure dependency. At low temperatures and pressures higher than about 12 atm, the ignition delay times appear to be indistinguishable with an increase in carbon monoxide. However, at high temperatures the relative composition of H2 and CO has a strong influence on ignition delay times. Model agreement is good across the range of the study, particularly at the elevated pressures.

Investigating Trends in Simulated Ignition Timing Across a Wide Range of Conditions Including Fuel Reactivity

2012 ◽  
Author(s):  
Michael V. Johnson ◽  
S. Scott Goldsborough ◽  
Timothy A. Smith ◽  
Steven S. McConnell
Keyword(s):  
Ignition Delay ◽  
Equivalence Ratio ◽  
Computational Cost ◽  
Kinetic Mechanism ◽  
Chemical Kinetic ◽  
Ignition Timing ◽  
Ignition Delay Times ◽  
Wide Range ◽  
Initial Work ◽  
Ci Engines

Continued interest in kinetically-modulated combustion regimes, such as HCCI and PCCI, poses a significant challenge in controlling the ignition timing due to the lack of direct control of combustion phasing hardware available in traditional SI and CI engines. Chemical kinetic mechanisms, validated based on fundamental data from experiments like rapid compression machines and shock tubes, offer reasonably accurate predictions of ignition timing; however utilizing these requires high computational cost making them impractical for use in engine control schemes. Empirically-derived correlations offer faster control, but are generally not valid beyond the narrow range of conditions over which they were derived. This study discusses initial work in the development of an ignition correlation based on a detailed chemical kinetic mechanism for three component gasoline surrogate, composed of n-heptane, iso-octane and toluene, or toluene reference fuel (TRF). Simulations are conducted over a wide range of conditions including temperature, pressure, equivalence ratio and dilution for a range of tri-component blends in order to produce ignition delay time and investigate trends in ignition as pressure, equivalence ratio, temperature and fuel reactivity are varied. A modified, Arrhenius-based power law formulation will be used in a future study to fit the computed ignition delay times.

Low NOx and Low Smoke Operation of a Diesel Engine Using Gasolinelike Fuels

2010 ◽  
Vol 132 (9) ◽  
Author(s):  
Gautam Kalghatgi ◽  
Leif Hildingsson ◽  
Bengt Johansson
Keyword(s):  
Diesel Engine ◽  
Heat Release ◽  
Compression Ratio ◽  
Diesel Fuel ◽  
Ignition Delay ◽  
Cetane Number ◽  
Pressure Rise ◽  
Maximum Pressure ◽  
Single Cylinder ◽  
Intake Pressure

Much of the technology in advanced diesel engines, such as high injection pressures, is aimed at overcoming the short ignition delay of conventional diesel fuels to promote premixed combustion in order to reduce NOx and smoke. Previous work in a 2 l single-cylinder diesel engine with a compression ratio of 14 has demonstrated that gasoline fuel, because of its high ignition delay, is very beneficial for premixed compression-ignition compared with a conventional diesel fuel. We have now done similar studies in a smaller—0.537 l—single-cylinder diesel engine with a compression ratio of 15.8. The engine was run on three fuels of very different auto-ignition quality—a typical European diesel fuel with a cetane number (CN) of 56, a typical European gasoline of 95 RON and 85 MON with an estimated CN of 16 and another gasoline of 84 RON and 78 MON (estimated CN of 21). The previous results with gasoline were obtained only at 1200 rpm—here we compare the fuels also at 2000 rpm and 3000 rpm. At 1200 rpm, at low loads (∼4 bars indicated mean effective pressure (IMEP)) when smoke is negligible, NOx levels below 0.4 g/kWh can be easily attained with gasoline without using exhaust gas recirculation (EGR), while this is not possible with the 56 CN European diesel. At these loads, the maximum pressure-rise rate is also significantly lower for gasoline. At 2000 rpm, with 2 bars absolute intake pressure, NOx can be reduced below 0.4 g/kW h with negligible smoke (FSN<0.1) with gasoline between 10 bars and 12 bars IMEP using sufficient EGR, while this is not possible with the diesel fuel. At 3000 rpm, with the intake pressure at 2.4 bars absolute, NOx of 0.4 g/kW h with negligible smoke was attainable with gasoline at 13 bars IMEP. Hydrocarbon and CO emissions are higher for gasoline and will require after-treatment. High peak heat release rates can be alleviated using multiple injections. Large amounts of gasoline, unlike diesel, can be injected very early in the cycle without causing heat release during the compression stroke and this enables the heat release profile to be shaped.

Constrained-Equilibrium Modeling of Methane Oxidation in Air

2014 ◽  
Vol 136 (3) ◽  
Author(s):  
Ghassan Nicolas ◽  
Mohammad Janbozorgi ◽  
Hameed Metghalchi
Keyword(s):  
Kinetic Model ◽  
Ignition Delay ◽  
Combustion Process ◽  
Rate Equations ◽  
Time Step ◽  
Ignition Delay Times ◽  
Wide Range ◽  
Delay Times ◽  
Constrained Equilibrium ◽  
Detailed Kinetic Model

Rate-controlled constrained-equilibrium method has been further developed to model methane/air combustion. A set of constraints has been identified to predict the nonequilibrium evolution of the combustion process. The set predicts the ignition delay times of the corresponding detailed kinetic model to within 10% of accuracy over a wide range of initial temperatures (900 K–1200 K), initial pressures (1 atm–50 atm) and equivalence ratios (0.6–1.2). It also predicts the experimental shock tube ignition delay times favorably well. Direct integration of the rate equations for the constraint potentials has been employed. Once the values of the potentials are obtained, the concentration of all species can be calculated. The underlying detailed kinetic model involves 352 reactions among 60 H/O/N/C1-2 species, hence 60 rate equations, while the RCCE calculations involve 16 total constraints, thus 16 total rate equations. Nonetheless, the constrained-equilibrium concentrations of all 60 species are calculated at any time step subject to the 16 constraints.

Low NOx and Low Smoke Operation of a Diesel Engine Using Gasoline-Like Fuels

2009 ◽  
Author(s):  
Gautam Kalghatgi ◽  
Leif Hildingsson ◽  
Bengt Johansson
Keyword(s):  
Diesel Engine ◽  
Heat Release ◽  
Compression Ratio ◽  
Diesel Fuel ◽  
Ignition Delay ◽  
Cetane Number ◽  
Pressure Rise ◽  
Maximum Pressure ◽  
Single Cylinder ◽  
Intake Pressure

Much of the technology in advanced diesel engines, such as high injection pressures, is aimed at overcoming the short ignition delay of conventional diesel fuels to promote premixed combustion in order to reduce NOx and smoke. Previous work in a 2 litre single cylinder diesel engine with a compression ratio of 14 has demonstrated that gasoline fuel, because of its high ignition delay, is very beneficial for premixed compression ignition compared to a conventional diesel fuel. We have now done similar studies in a smaller — 0.537 litre — single cylinder diesel engine with a compression ratio of 15.8. The engine was run on three fuels of very different auto-ignition quality — a typical European diesel fuel with a cetane number (CN) of 56, a typical European gasoline of 95 RON and 85 MON with an estimated CN of 16 and another gasoline of 84 RON and 78 MON (estimated CN of 21). The previous results with gasoline were obtained only at 1200 rpm — here we compare the fuels also at 2000 rpm and 3000 rpm. At 1200 rpm, at low loads (∼4 bar IMEP) when smoke is negligible, NOx levels below 0.4 g/kWh can be easily attained with gasoline without using EGR while this is not possible with the 56 CN European diesel. At these loads, the maximum pressure rise rate is also significantly lower for gasoline. At 2000 rpm, with 2 bar absolute intake pressure, NOx can be reduced below 0.4 g/kWh with negligible smoke (FSN <0.1) with gasoline between 10 and 12 bar IMEP using sufficient EGR while this is not possible with the diesel fuel. At 3000 rpm, with the intake pressure at 2.4 bar absolute, NOx of 0.4 g/KWh with negligible smoke was attainable with gasoline at 13 bar IMEP. Hydrocarbon and CO emissions are higher for gasoline and will require after-treatment. High peak heat release rates can be alleviated using multiple injections. Large amounts of gasoline, unlike diesel, can be injected very early in the cycle without causing heat release during the compression stroke and this enables the heat release profile to be shaped.

Theoretical Prediction of Laminar Burning Speed and Ignition Delay Time of Gas-to-Liquid Fuel

2016 ◽  
Vol 139 (2) ◽  
Author(s):  
Guangying Yu ◽  
Omid Askari ◽  
Fatemeh Hadi ◽  
Ziyu Wang ◽  
Hameed Metghalchi ◽  
...  
Keyword(s):  
Ignition Delay ◽  
Synthetic Jet ◽  
Operating Conditions ◽  
Chemical Mechanism ◽  
Chemical Mechanisms ◽  
Ignition Delay Times ◽  
Wide Range ◽  
Delay Times ◽  
Gas To Liquid ◽  
Laminar Burning Speed

Gas-to-liquid (GTL), an alternative synthetic jet fuel derived from natural gas through Fischer–Tropsch (F–T) process, has gained significant attention due to its cleaner combustion characteristics when compared to conventional counterparts. The effect of chemical composition on key performance aspects such as ignition delay, laminar burning speed, and emission characteristics has been experimentally studied. However, the development of chemical mechanism to predict those parameters for GTL fuel is still in its early stage. The GTL aviation fuel from Syntroleum Corporation, S-8, is used in this study. For theoretical predictions, a mixture of 32% iso-octane, 25% n-decane, and 43% n-dodecane by volume is considered as the surrogate for S-8 fuel. In this work, a detailed kinetics model (DKM) has been developed based on the chemical mechanisms reported for the GTL fuel. The DKM is employed in a constant internal energy and constant volume reactor to predict the ignition delay times for GTL over a wide range of temperatures, pressures, and equivalence ratios. The ignition delay times predicted using DKM are validated with those reported in the literature. Furthermore, the steady one-dimensional premixed flame code from CANTERA is used in conjunction with the chemical mechanisms to predict the laminar burning speeds for GTL fuel over a wide range of operating conditions. Comparison of ignition delay and laminar burning speed shows that the Ranzi et al. mechanism has a better agreement with the available experimental data, and therefore is used for further evaluation in this study.

scholarly journals Development of a Model for Auto-Ignition Delays and its Use for the Prediction of Premix Combustion Reliability

2016 ◽  
Author(s):  
Roda Bounaceur ◽  
Pierre-Alexandre Glaude ◽  
Baptiste Sirjean ◽  
René Fournet ◽  
Pierre Montagne ◽  
...  
Keyword(s):  
Ignition Delay ◽  
Equivalence Ratio ◽  
Fuel Mixture ◽  
Fuel Composition ◽  
Ignition Delay Times ◽  
Auto Ignition ◽  
Wide Range ◽  
Kinetic Mechanisms ◽  
Safety And Reliability ◽  
Low Nox Combustion

Except in diesel engine applications, auto-ignition is an unwanted event from a general safety and reliability standpoint. It is especially undesirable in the premixing process involved in most low NOx combustion technologies. Therefore, in addition to auto-ignition temperature, autoignition delay (AID) is a key data for the design of modern combustors including gas turbine ones. The authors have investigated the detailed kinetic mechanisms leading to autoignition and established practical AID correlations involving the fuel composition, its temperature, pressure and equivalence ratio. The correlations brought about during this program offer a good reconciliation between calculated and experimental AID through a wide range of fuel composition, initial temperature and pressure. Validations were mainly done against data acquired with experimental setups consisting in shock tubes and rapid compression machines. The auto-ignition delay times of methane, pure light alkanes and various blends representative of several natural gas and process-derived fuels have been reviewed. For each fuel mixture, this study procures a simple equation linking the auto-ignition delay time to the temperature, pressure and equivalence ratio. As a direct application of this work, the authors have evaluated the risk of auto ignition in the premixing zone of a combustor characterized by a residence time and an associated probability density function. The results of this simulation stress the key role of larger hydrocarbon in the risk of flash-back events.

A study of ignition delay of diesel fuel sprays

2000 ◽  
Vol 1 (1) ◽  
pp. 29-39 ◽  
Author(s):  
S Kobori ◽  
T Kamimoto ◽  
A. A. Aradi
Keyword(s):  
Ignition Delay ◽  
Ignition Delay Time ◽  
Cetane Number ◽  
Orifice Diameter ◽  
Gas Temperature ◽  
Nozzle Orifice ◽  
Injector Nozzle ◽  
Ignition Delay Times ◽  
Delay Times ◽  
Ambient Gas

Diesel fuel ignition delay times were characterized in a rapid compression machine (RCM) using cylinder ambient gas temperature and pressure measurements as diagnostics. The objective of the study was to investigate the dependency of ignition delay time on: (a) cylinder ambient gas temperature, (b) cylinder ambient gas pressure, (c) injection pressure, (d) injector nozzle orifice diameter, (e) base fuel cetane number and (f) 2-ethylhexyl nitrate (2-EHN) cetane improver additive. The results presented here show that diesel ignition delay times can be shortened by increasing cylinder gas ambient temperatures and pressures, injection pressures and base fuel cetane number, either through blend components or by addition of cetane improver. Decreasing the injector nozzle orifice diameter also decreases the ignition delay time. It was also found that ignition chemistry is rate controlled by the molar concentration of the cylinder gas oxygen.

Sign in / Sign up

Export Citation Format

Share Document