Auto-ignition of toluene-doped n-heptane and iso-octane/air mixtures: High-pressure shock-tube experiments and kinetics modeling

Hartmann, Michaela F.; Gushterova, Iliana; Fikri, Mustapha; Schulz, Christof; Schießl, Robert; Maas, Ulrich

doi:10.1016/j.combustflame.2010.08.005

Cited by 123 publications

(78 citation statements)

References 23 publications

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“…To study the effect of toluene on the auto-ignition properties of a base fuel, since it is often used as a tracer for laser-induced fluorescence experiments, Hartmann et al [82] measured ignition delay times of a 90/10 mol.% iso-octane/toluene mixture under engine-relevant conditions in a shock tube. Comparisons between the predicted and measured ignition delay times for iso-octane/toluene mixtures and the pure components at p = 40 bar, ϕ = 0.5, and 1.0 are shown in Fig.…”

Section: Iso-octane/toluene Mixture Oxidation In Shock Tubesmentioning

confidence: 99%

Development of a skeletal mechanism for diesel surrogate fuel by using a decoupling methodology

Chang

Jia

et al. 2015

Combustion and Flame

165

100

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Section: Iso-octane/toluene Mixture Oxidation In Shock Tubesmentioning

confidence: 99%

Development of a skeletal mechanism for diesel surrogate fuel by using a decoupling methodology

Chang

Jia

et al. 2015

Combustion and Flame

165

100

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“…The ignition delay grows when the octane number increases, in fact, for some PRF100 cases the spray does not ignite at all, while for n-dodecane most cases present ignition and it happens earlier than any other blend. This was expected, as the cetane number of the blend increases as the composition of n-heptane grows, and shorter ignition delay times have been found to correspond to higher cetane numbers [24,30,[34][35][36][37][38][39]. This can be seen clearly in Figure 5.13, where the differences in ignition delay times grow dramatically as the octane number does.…”

Section: Ignition Delay Timesupporting

confidence: 53%

“…This means that for a given nozzle-fuel combination, the spray angle depends solely on the chamber density, as it can be seen in Equation 2.5. However, the exponent of this density ratio is not constant among experiments conducted between different works of research, being 0.26 in [17], 0.18 in [34] and in the range of 0.25 and 0.5 in [13].…”

Section: Spray Anglementioning

confidence: 99%

“…By means of this approach, both dew and bubble routines have been developed [34,35], which have been validated with independent L-V equilibrium data in the literature, as follows in the present section. Additionally, flash equilibrium routines have also been implemented for calculations within the two-phase region of the spray.…”

Section: Validation Of the Liquid-vapour Equilibriummentioning

confidence: 99%

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An experimental study of the effects of fuel properties on diesel spray processes using blends of single-component fuels

Fajardo¹,

Martin²

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Resumen.Estosúltimos años, la tendencia en motores diesel ha sido la de emplear distintos tipos de combustibles para identificar su influencia y comportamiento sobre las emisiones y rendimiento. Dentro de la amplia variedad de combustibles empleados están los llamados combustibles de referencia (PRFs ingl. Primary Reference Fuels), los cuales representan el comportamiento del diesel y la gasolina en lo que respecta a propiedades de encendido, ya que se encuentran en ambos extremos de la escala del número de octano y también poseen números de cetano muy distintos. Una de las desventajas de utilizar gasolina pura o mezclas de diesel-gasolina en motores diesel es el tiempo que toma la mezcla en encender y quemar completamente el combustible. Esto generalmente requiere trabajar con cargas parciales o cargas premezcladas.Para poder aislar los efectos del combustibles sobre los procesos de un chorro y que sea capaz estudiar los parámetros característicos de tiempo de retraso de encendido, longitud de despegue de llama, penetración de líquido y vapor, entre otros, se han realizado distintos experimentos bajo variaciones paramétricas de condiciones de motor diesel. Los ensayos han sido realizados bajo condiciones inertes y reactivas en un motoróptico de dos tiempos y una instalación de alta presión y alta temperatura de flujo continuo a presión constante (CPF ingl. Constant-Pressure Flow ) empleando toberas mono-orificio, con aplicación de diversas técnicaś opticas. Para estudiar la influencia de las propiedades de los combustibles se utilizaron distintos mono-componentes, así como mezclas binarias y un sustituto de diesel conformado por seis componentes, el cual fuel comparado con diesel convencional. Adicionalmente, los resultados han sido contrastados con un modelo unidimensional para ayudar a explicar los valores y tendencias encontrados.Los resultados presentaron una fuerte dependencia de las propiedades de los combustibles en los ensayos realizados bajo condiciones inertes y reactivas. La diferencia entre las propiedades físicas del n-decano y n-hexadecano mostraron una reducción casi lineal sobre la longitud líquida estabilizada hasta aproximadamente un 60 % bajo ciertas condiciones. Adicionalmente, debido a la composición del combustible de sustitución, el n-hexadecano puro demostró tener características de evaporación prácticamente idénticas, probándose a sí mismo como un buen candidato para ser un sustituto mono-componente del diesel convencional. De una manera similar, las propiedades químicas de los PRFs n-heptano e iso-octano también probaron tener influencia sobre el desarrollo del chorro y radiación emitida. Se obtuvieron valores de tiempo de retraso con diferencias de hasta un orden de magnitud entre ambos extremos del rango de las mezclas, así como longitudes de despegue de llama hasta tres veces más largas. La radiación emitida por la incandescencia del hollín presentó las variaciones más altas, ya que algunas condiciones mostraron reducciones de hasta cuatroórdenes de magnitud dentro del rango de mezc...

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“…The predicted results are compared and validated by Hartmann's experimental data [25]. The ignition delay time of n-heptane/air mixtures was measured in shock tube when the equivalence ratio of n-heptane/air, pressure and temperature were 1.0, 40 ± 2 bar, 700-1200 K, respectively.…”

Section: Validation Of the Skeletal Mechanism 221 Validation Of Igmentioning

confidence: 99%

Skeletal mechanism modelling of n -heptane/oxygen laminar coflow flame structure at pressures

Wei

2015

Fuel

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h i g h l i g h t sThe skeletal mechanism of n-heptane combustion was developed and validated. n-Heptane/oxygen were investigated by the developed skeletal mechanism. The maximum soot volume fraction increases as f v,max / P 2 with increasing pressure.n-Heptane/oxygen flame height decreased with increasing pressure. a r t i c l e i n f o b s t r a c tA skeletal reaction mechanism of n-heptane combustion is developed and validated. The axisymmetric laminar co-flow diffusion flames of n-heptane/oxygen are simulated using the skeletal mechanism at elevated pressure, and the chemical reaction paths in three reaction zones of flame are presented. The n-heptane/oxygen flame height decreases from 8.8 to 5.6 mm with the increase of pressure from 0.1 to 2 MPa, and the Roper's formulation is not expected for the prediction of n-heptane/oxygen flame height.The maximum volume fraction of soot increases with pressure as f v,max / P 2 . The ratio of flame height to soot oxidation length of the n-heptane/oxygen flames is close to unity (1.037-1.121).

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Auto-ignition of toluene-doped n-heptane and iso-octane/air mixtures: High-pressure shock-tube experiments and kinetics modeling

Cited by 123 publications

References 23 publications

Development of a skeletal mechanism for diesel surrogate fuel by using a decoupling methodology

Development of a skeletal mechanism for diesel surrogate fuel by using a decoupling methodology

An experimental study of the effects of fuel properties on diesel spray processes using blends of single-component fuels

Skeletal mechanism modelling of n -heptane/oxygen laminar coflow flame structure at pressures

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