An improved methodology for determining threshold sooting indices from smoke point lamps

Watson, Roger J.; Botero, María L.; Ness, Christopher; Morgan, Neal; Kraft, Markus

doi:10.1016/j.fuel.2013.04.024

Cited by 52 publications

(65 citation statements)

References 21 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…The fuel consumption rates for all the fuels were found to vary only within 14.1-17.8%. It is evident from the figure that, for the same flame height, the average fuel consumption rate for all the fuels, shown by hollow markers, remained almost constant, which was also observed for several fuels studied in [49,50]. At the flame height of 15 mm, the fuel consumption rates for D and D5 reduced slightly as compared to those for D10 and D15 (maximum difference of about 15%).…”

Section: Smoke Point and Fuel Consumption Ratesupporting

confidence: 63%

“…At the flame height of 15 mm, the fuel consumption rates for D and D5 reduced slightly as compared to those for D10 and D15 (maximum difference of about 15%). This is because, near the smoke point, the rate at which fuel consumption rate changes with flame height suddenly reduces as the flame makes a transition from non-sooting to sooting flame, and then increases again beyond the smoke point [50]. This transition was not very obvious in the cases of D10 and D15.…”

Section: Smoke Point and Fuel Consumption Ratementioning

confidence: 96%

See 1 more Smart Citation

Effects of 2,5-dimethylfuran addition to diesel on soot nanostructures and reactivity

Gogoi

Raj²,

Alrefaai³

et al. 2015

Fuel

View full text Add to dashboard Cite

Section: Smoke Point and Fuel Consumption Ratesupporting

confidence: 63%

Section: Smoke Point and Fuel Consumption Ratementioning

confidence: 96%

Effects of 2,5-dimethylfuran addition to diesel on soot nanostructures and reactivity

Gogoi

Raj²,

Alrefaai³

et al. 2015

Fuel

View full text Add to dashboard Cite

“…In this study, the smoke point test burner [3] was used as simple, known and standardised way to test different liquid fuels in terms of their combustion at atmospheric conditions. This wick-fed burner (inset Figure 1), that has been previously described [43,44], was used to generate a laminar diffusion flame of liquid fuel. The burner consists of a cylindrical reservoir, with an inner concentric hole where the wick is placed, and a 7 mm i.d nozzle.…”

Section: Burnermentioning

confidence: 99%

PAH structure analysis of soot in a non-premixed flame using high-resolution transmission electron microscopy and optical band gap analysis

Botero

Adkins

González-Calera

et al. 2016

Combustion and Flame

Self Cite

View full text Add to dashboard Cite

show abstract

“…Smoke points are experimentally determined by the ASTM D1322 smoke point test method [110] or a similar standardized smoke point variant [111]. Smoke point refers a wick flame height at which incipient sooting appears at the flame tip, the higher the SP, the lower the sooting tendency of the fuel.…”

Section: Sooting and Average Molecular Weight Indicatorsmentioning

confidence: 99%

“…Recently, it has been suggested that the inclusion of MW in the correlation function for sooting is unnecessary and not supported by theory [125,126]. Despite attempts to remove the shortcomings of the TSI correlation method, Watson et al [111] have pointed out that the normalized soot point method that was proposed as an alternative continues to suffer from large errors for fuels with low sooting potential. Thus, Watson et al investigated a more precise method to determine the sooting point phenomena based upon fuel uptake rate measurement with threshold imaging (FURTI) to define the soot breakthrough condition.…”

Section: Sooting and Average Molecular Weight Indicatorsmentioning

confidence: 99%

Chemical kinetic and combustion characteristics of transportation fuels

Dryer

2015

Proceedings of the Combustion Institute

158

View full text Add to dashboard Cite

Internal combustion engines running on liquid fuels will remain the dominant prime movers for road and air transportation for decades, probably for most of this century. The world's appetite for liquid transportation fuels derived from petroleum and other fossil resources is already immense, will grow, will at some future time become economically unsustainable, and will become infeasible only in the very long term. The ongoing process of augmenting and eventually replacing petroleum-derived fuels with liquid alternative fuels must necessarily involve approaches that result in comparatively much lower net carbon cycle emissions from the transportation sector, most likely through a combination of carbon sequestration and renewable fuel production. The successful growth and establishment of a sustainable, profitable alternative fuels industry will be best facilitated by approaches that integrate alternative products into petroleum-derived fuel streams (i.e., gasolines, diesel, and jet fuels) and consider synergistic evolution of and integration with prevailing refining and liquid fuel distribution infrastructures. The emergence of low temperature combustion strategies, particularly those implementing dual fuel methods to achieve Reaction Controlled Compression Ignition (RCCI), offers the potential to significantly improve operating efficiency and reduce emissions with minimal aftertreatment. For all advanced combustion engine technologies, but especially for RCCI, a clear understanding of fuel property influences on combustion behaviors will be important to achieving projected engine performance and emissions. To achieve the benefits projected by emerging engine technologies, the properties of petroleumderived fuels themselves must be modified over time, but the effects of blending candidate alternative fuels with these conventional fuels must also be understood. Predicting the coupled physical and chemical property effects of real fuels on energy conversion system performance and emissions is a daunting problem, even for petroleum-derived real fuels, since each is composed of several hundred to thousands of individual chemical species typically belonging to one of a few organic classes (e.g., n-paraffins, isoparaffins, cyclo-paraffins, olefins, aromatics). For specific combustion applications, it is often the global combustion response to variations in the composition of fuel mixtures-inclusive of those occurring by blending petroleum-derived fuel with alternative fuel candidates-that is of interest for fuel property optimization. This paper presents an overview of tools used for evaluating and emulating combustionrelevant properties of real fuels and alternative fuel candidates. New analytical and statistical methods can provide important insights as to how the ensembles of distinct molecular structures found in a given fuel mixture contribute to the physical and chemical kinetic properties that govern its combustion in energy conversion processes. Such tools can in turn assist in screening candidate alternative f...

show abstract

An improved methodology for determining threshold sooting indices from smoke point lamps

Cited by 52 publications

References 21 publications

Effects of 2,5-dimethylfuran addition to diesel on soot nanostructures and reactivity

Effects of 2,5-dimethylfuran addition to diesel on soot nanostructures and reactivity

PAH structure analysis of soot in a non-premixed flame using high-resolution transmission electron microscopy and optical band gap analysis

Chemical kinetic and combustion characteristics of transportation fuels

Contact Info

Product

Resources

About