An experimental and modeling study of autoignition characteristics of butanol/diesel blends over wide temperature ranges

Qiu, Yue; Zhou, Wei; Feng, Yongming; Wang, Sixu; Yu, Liang; Wu, Zhiyong; Mao, Yebing; Lü, Xingcai

doi:10.1016/j.combustflame.2020.03.031

Cited by 11 publications

(7 citation statements)

References 48 publications

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“…Beside the individual fuel components validation in the n -butanol/diesel blend, the mechanism was further validated by the ignition delay time of the blend. As depicted in Figure 16, the predicted data is in harmony with the experimental results for the blend of 20 vol.% n -butanol and 80 vol.% diesel from Qiu et al, 52 especially considering the uncertainty associated with the theoretical definition of ignition delay time. The above results have indicated that the current mechanism can provide a reliable prediction for the ignition delay time of n -butanol/diesel blend and its components.…”

Section: Mechanism Validationsupporting

confidence: 79%

A more realistic skeletal mechanism with compact size for n-butanol combustion in diesel engines

Lou

Wei

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part D:

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To accurately predict the combustion and emissions characteristics of a diesel engine fueled with n-butanol/diesel blends, a more realistic compact-sized skeletal mechanism with (149 species and 497 reactions) was developed in this study based on the decoupling method. It was generated by integrating the simplified fuel-related sub-mechanisms of n-butanol and diesel surrogates including n-dodecane, iso-cetane, iso-octane, toluene, and decalin. The same detailed core sub-mechanisms of C2-C3 and H2/CO/C1, in which the formation and oxidation of benzene (A1) and larger polycyclic aromatic hydrocarbon (PAH) up to coronene (A7) of alkanes, aromatics, cycloalkanes and alcohols were used. The PAH formation behavior of individual fuel components in the mechanism were analyzed in detail based on the methods of pathway analysis, rate of production and sensitivity analysis. The mechanism was extensively validated against ignition delay time, laminar flame speed, species profile and three-dimensional engine simulation. The results show that the effects of fuel types on the PAH formation are satisfactorily captured, and the combustion characteristics of n-butanol/diesel blends and each component are reliably reproduced by the current mechanism.

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Section: Mechanism Validationsupporting

confidence: 79%

A more realistic skeletal mechanism with compact size for n-butanol combustion in diesel engines

Lou

Wei

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…It is interesting that although the cetane number of t-butanol is lower than n-butanol, the combustion phase of t-butanol/diesel is the earlier than n-butanol/diesel. As discussed in Qiu's work, 37 a-butanol radical, which tends to form stable products (aldehyde or ketone) instead of going through successive low-T chain branching sequence, dominates the oxidation. T-butanol has no a-butanol radical which may promote the combustion.…”

Section: Resultsmentioning

confidence: 96%

A comparative study on alcohol-diesel blended fuels in a common rail diesel engine: Combined effects of carbon numbers, oxygen content, and molecular structure

Zhang

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part A:

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Abundant alcohols, including ethanol, propanol, butanol, and pentanol, are expected to be used in compression ignition engines to ease the shortages of fossil fuel. The various alcohols have quite a different combustion and emission characteristics in the engine due to the changes in molecular structures. In this paper, a series of experiments were conducted on a modified common-rail diesel engine fueled with diesel/alcohols blended fuels in a wide operating range. The effects of alcohol chain length, oxygen content, and molecular structure on engine combustion and emission characteristics are studied systematically. The experimental results show that the blending of alcohols increases the peak values of in-cylinder pressure and maximum pressure rising rate. Besides, the combustion duration and ignition delay are mainly affected by oxygen content and isomer structure. The addition of short-chain alcohols will significantly reduce the total mass of particulate matter (PM) emissions, while the CO and HC emissions increase appropriately. The CO, HC, aldehydes, and ethylene emissions are mainly affected by carbon chain length and isomer structure. For PM emissions, the carbon chain length, molecular structure, and oxygen content of alcohol fuels have different influences on PM number, PM mass, and particle size distributions. The shorter carbon chain of alcohol leads to smaller particle size, and higher oxygen content leads to lower total particle mass.

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“…2 (approximately the driven and driver section have the same length). In contrast, diaphragm position‐1 and position‐3 models were pretty ideal in finding the IDT of Diesel fuels, as they provided a high Mach number and high reflected wave temperature values as in the references 48‐55 …”

Section: Resultsmentioning

confidence: 99%

“…Diaphragm pressure ratio vs. incident Mach number (M i ) F I G U R E 1 0 Incident Mach number dependency on diaphragm location and pressure ratioMach number and high reflected wave temperature values as in the references[48][49][50][51][52][53][54][55] …”

mentioning

confidence: 99%

An experimental and numerical investigation of the effects of the diaphragm pressure ratio and its position on a heated shock tube performance

Badri

Elbashir

Saker

et al. 2022

Energy Science & Engineering

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The main purpose of this work was to investigate the performance of heated shock tube (ST) with different pressure ratios and diaphragm positions numerically and experimentally. The numerical model was developed to simulate the fluid flow inside a shock tube test facility located at Qatar University. The shock tube was a cast‐iron hollow tube with 6 m length, 50 mm internal diameter and 10 mm thickness. ST driver and driven sections were filled with helium–argon mixture and air. The driven section was heated up to 150°C using coils. At the middle of the ST, the diaphragm was made of aluminium sheet (0.5 mm) layers. Five different pressure ratios were implemented during the experiment, and performance evaluation depended on the strength of the incident shock Mach number. The inviscid numerical model solver used transient two‐dimensional time‐accurate Navier–Stokes CFD. The model introduced a parametric study regarding three different diaphragm positions (1m, 2m and 3m) and five pressure ratios (6–10) for each position. In addition to yielding the incident and reflected wave Mach number, reflected wave temperature was also considered a shock tube performance indicator. The incident Mach numbers for the diaphragm middle position from the experiment were compared against those conducted from the model, and good matching was observed. The parametric study results showed that at high‐pressure ratios, diaphragm Positions 1 and 3 could generate a 7.4% increase in shock wave Mach number compared with the diaphragm position‐2 model. Moreover, the diaphragm position‐3 model tends to have a 2% increase in the temperature behind the reflected shock wave compared with the other two positions.

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An experimental and modeling study of autoignition characteristics of butanol/diesel blends over wide temperature ranges

Cited by 11 publications

References 48 publications

A more realistic skeletal mechanism with compact size for n-butanol combustion in diesel engines

A more realistic skeletal mechanism with compact size for n-butanol combustion in diesel engines

A comparative study on alcohol-diesel blended fuels in a common rail diesel engine: Combined effects of carbon numbers, oxygen content, and molecular structure

An experimental and numerical investigation of the effects of the diaphragm pressure ratio and its position on a heated shock tube performance

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