Application of a novel charge preparation approach to testing the autoignition characteristics of JP-8 and camelina hydroprocessed renewable jet fuel in a rapid compression machine

Allen, Casey; Toulson, Elisa; Edwards, Tim; Lee, Tonghun

doi:10.1016/j.combustflame.2012.03.019

Cited by 58 publications

(35 citation statements)

References 23 publications

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“…The compressed temperatures and pressures are attained through a combination of changes in compression ratio and by changing the initial temperature and pressure of the charge. Initial temperatures between 110°C and 125°C were selected to ensure complete fuel vaporization, which has been confirmed using gas chromatography/mass spectrometry (GC/MS) analysis as discussed in prior work [13]. The prior characterization [13] work also documents the uniformity of the test chamber initial temperatures, and provides data demonstrating the accuracy of the expected fuel loading and time required for charge homogenization in the test chamber.…”

Section: Experimental Test Conditionsmentioning

confidence: 99%

“…For all of the compressed temperature calculations, we have used the thermophysical property data of n-dodecane [17]. The use of a single paraffin to represent the synthetic fuel when calculating compressed temperatures has been evaluated in a prior work [13], where calculations showed that any single normal paraffin with between 8 and 16 carbon atoms always yielded a compressed temperature within 4 K of the calculated compressed temperature obtained using a more complicated hydrocarbon blend intended to mimic the component distribution in a synthetic fuel. Three tests have been conducted for each condition, and the standard deviations of the measurements are represented by error bars when presenting results in this paper.…”

Section: Data Analysis and Experimental Uncertaintymentioning

confidence: 99%

“…Each combination of hydraulic accumulator, fuel injector and jet fuel are carefully calibrated to ensure the correct quantity of fuel is injected into the test chamber. Details of the calibration procedure are documented in a prior characterization study [13]. To compensate for any shot-to-shot variation in fuel mass, fuel is loaded by using several short injection pulses (typically 10-30).…”

Section: Direct Test Chamber Charge Preparation Approachmentioning

confidence: 99%

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Ignition behavior and surrogate modeling of JP-8 and of camelina and tallow hydrotreated renewable jet fuels at low temperatures

Allen

Valco

Toulson

et al. 2013

Combustion and Flame

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Tonghun, "Ignition behavior and surrogate modeling of JP-8 and of camelina and tallow hydrotreated renewable jet fuels at low temperatures" (2012 b s t r a c tThe autoignition characteristics of the conventional jet fuel, JP-8, and the alternative jet fuels, camelina and tallow hydrotreated renewable jet (HRJ) fuels, are investigated using a rapid compression machine and the direct test chamber charge preparation approach. Ignition delay measurements are made at low compressed temperatures (625 K 6 T c 6 730 K), compressed pressures of p c = 5, 10, and 20 bar, and equivalence ratios of / = 0.25, 0.5 and 1.0 in air. The HRJ fuels ignite more readily than JP-8 for all tested conditions, consistent with derived cetane number data in the literature. The camelina and tallow HRJ fuels exhibit similar autoignition characteristics, but the two fuels can be distinguished under stoichiometric conditions. Kinetic modeling is conducted with a 2-component surrogate (10% n-dodecane/90% 2-methylundecane) and a single component surrogate (2-methylnonane) to evaluate the potential to predict ignition behavior of the HRJ fuels. Modeling results indicate that the surrogate fuels can only provide useful predictions at a limited set of conditions (p c = 5 bar and / = 1.0), and that the agreement of the model and experimental data improves with decreasing compressed pressure. Under most conditions, the 2-component surrogate provides better prediction of ignition behavior, but the single component surrogate is superior at low pressures near the negative temperature coefficient region.

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Section: Experimental Test Conditionsmentioning

confidence: 99%

Section: Data Analysis and Experimental Uncertaintymentioning

confidence: 99%

Section: Direct Test Chamber Charge Preparation Approachmentioning

confidence: 99%

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Ignition behavior and surrogate modeling of JP-8 and of camelina and tallow hydrotreated renewable jet fuels at low temperatures

Allen

Valco

Toulson

et al. 2013

Combustion and Flame

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“…Of this list, most options have been found to be currently unsuitable for a variety of different reasons such as: costs; lack of fuel production and delivery infrastructure; larger fuel-tanks necessitating larger fuselage-volumes, leading to increased weight and drag; low energy densities; or safety-concerns (Lee et al, 2010;Kahn Ribeiro et al, 2007;ICAO, 2010c;Van Gerpen, 2005;Allen et al, 2012;FAA, 2011).…”

Section: Alternative Fuelsmentioning

confidence: 99%

Direct carbon dioxide emissions from civil aircraft

Grote

Williams

Preston

2014

Atmospheric Environment

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h i g h l i g h t s Impacts of technological, operational and policy mitigation-measures are reviewed. Aviation growth-rates will continue to out-pace emissions reduction-rates. Specific measures reduce airline fuel-bills and can be driven by market-forces. A global regulator with 'teeth' is required but likely to be resisted. Constraining demand with price-rises gives up to 100-fold increases in CO 2 values. a b s t r a c t Global airlines consume over 5 million barrels of oil per day, and the resulting carbon dioxide (CO 2 ) emitted by aircraft engines is of concern. This article provides a contemporary review of the literature associated with the measures available to the civil aviation industry for mitigating CO 2 emissions from aircraft. The measures are addressed under two categories e policy and legal-related measures, and technological and operational measures. Results of the review are used to develop several insights into the challenges faced.The analysis shows that forecasts for strong growth in air-traffic will result in civil aviation becoming an increasingly significant contributor to anthropogenic CO 2 emissions. Some mitigation-measures can be left to market-forces as the key-driver for implementation because they directly reduce airlines' fuel consumption, and their impact on reducing fuel-costs will be welcomed by the industry. Other mitigation-measures cannot be left to market-forces. Speed of implementation and stringency of these measures will not be satisfactorily resolved unattended, and the current global regulatory-framework does not provide the necessary strength of stewardship. A global regulator with 'teeth' needs to be established, but investing such a body with the appropriate level of authority requires securing an international agreement which history would suggest is going to be very difficult.If all mitigation-measures are successfully implemented, it is still likely that traffic growth-rates will continue to out-pace emissions reduction-rates. Therefore, to achieve an overall reduction in CO 2 emissions, behaviour change will be necessary to reduce demand for air-travel. However, reducing demand will be strongly resisted by all stakeholders in the industry; and the ticket price-increases necessary to induce the required reduction in traffic growth-rates place a monetary-value on CO 2 emissions of approximately 7e100 times greater than other common valuations. It is clear that, whilst aviation must remain one piece of the transport-jigsaw, environmentally a global regulator with 'teeth' is urgently required.

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“…Specifics on the RCM and methods used for low-volatile fuels are described in Allen et al [9]. Briefly, fuel is loaded into the RCM using the direct test charge (DTC) method, where direct fuel injection occurs in the preheated combustion chamber four minutes prior to compression, to allow for a fully vaporized, zero-dimensional test platform.…”

Section: Rapid Compression Machine: Data Analysis and Experimental Unmentioning

confidence: 99%

Autoignition behavior of synthetic alternative jet fuels: An examination of chemical composition effects on ignition delays at low to intermediate temperatures

Valco

Gentz

Allen

et al. 2015

Proceedings of the Combustion Institute

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The autoignition characteristics of military aviation fuels (JP-5 and JP-8), proposed camelina-derived hydroprocessed renewable jet fuel replacements (HRJ-8 and HRJ-5), Fischer-Tropsch fuels (Shell and Sasol), three Sasol isoparaffinic solvents, as well as 50/50 volumetric blends of the alternative fuels with the conventional fuels are examined. Experiments were conducted in a rapid compression machine and shock tube at compressed temperatures of 625 K 6 T c 6 1000 K, a compressed pressure of 20 bar, and under stoichiometric and lean conditions. Several implicit properties of the alternative fuels prompted a study of the influence of chemical composition on autoignition, including the influence of isoparaffinic, cycloparaffinic, and aromatic structures. In addition, interesting combustion phenomena at low-temperature conditions are investigated under lean conditions, specifically concerning jet fuel blend reactivity, where a convergence in blend reactivity to the reactivity of either a conventional or alternative fuel is observed.

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Application of a novel charge preparation approach to testing the autoignition characteristics of JP-8 and camelina hydroprocessed renewable jet fuel in a rapid compression machine

Cited by 58 publications

References 23 publications

Ignition behavior and surrogate modeling of JP-8 and of camelina and tallow hydrotreated renewable jet fuels at low temperatures

Ignition behavior and surrogate modeling of JP-8 and of camelina and tallow hydrotreated renewable jet fuels at low temperatures

Direct carbon dioxide emissions from civil aircraft

Autoignition behavior of synthetic alternative jet fuels: An examination of chemical composition effects on ignition delays at low to intermediate temperatures

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