Autoignition of straight-run naphtha: A promising fuel for advanced compression ignition engines

Alabbad, Mohammed; Issayev, Gani; Badra, Jihad; Voice, Alexander K.; Giri, Binod Raj; Djebbi, Khalil; Ahmed, Ahfaz; Sarathy, S. Mani; Farooq, Aamir

doi:10.1016/j.combustflame.2017.10.038

Cited by 30 publications

(35 citation statements)

References 45 publications

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“…Detailed comparison of these fuels is available in It may be concluded from the experimental data of the GCI blend and the two surrogates that a multi-component surrogate with non-paraffinic content is needed to match the reactivity at low temperatures where PRF surrogate tends to be too reactive. Similar findings have recently been reported for two low-octane fuels [27,28]. It was also shown that these discrepancies in IDT at low temperatures can result in significant differences in the combustion phasing of a CI engine operating at low loads [28,34].…”

Section: Fig 1 Measured Ignition Delay Times Of the Gci Blend And Tsupporting

confidence: 71%

“…In addition, octane sensitivity (S = RON -MON) correlates quite well with the NTC behavior of the fuel [32,33]. We have shown previously that PRF, matching the RON of the real fuel, is a good surrogate for near-zero sensitivity fuels at high and intermediate temperatures [28,34,35]. However, the low-temperature reactivity is not strongly correlated to octane numbers but rather depends on the non-paraffinic components present in the real fuel [27,28,35,36].…”

Section: Fuel Characterization and Surrogate Formulationmentioning

confidence: 95%

“…We have shown previously that PRF, matching the RON of the real fuel, is a good surrogate for near-zero sensitivity fuels at high and intermediate temperatures [28,34,35]. However, the low-temperature reactivity is not strongly correlated to octane numbers but rather depends on the non-paraffinic components present in the real fuel [27,28,35,36]. Therefore, in this work, we have prioritized matching the RON, MON and aromatic/naphthenic composition of the GCI blend while formulating the multi-component surrogate (MCS).…”

Section: Fuel Characterization and Surrogate Formulationmentioning

confidence: 99%

“…2 compares IDTs of GCI blend (RON 77) with those of straight-run naphtha (RON 60) [28], FACE A/C (RON 83.5 and 84.7) [35] and FACE F/G (RON 94.4 and RON 96.8) [29]. Detailed comparison of these fuels is available in It may be concluded from the experimental data of the GCI blend and the two surrogates that a multi-component surrogate with non-paraffinic content is needed to match the reactivity at low temperatures where PRF surrogate tends to be too reactive.…”

Section: Fig 1 Measured Ignition Delay Times Of the Gci Blend And Tmentioning

confidence: 99%

“…Recently, our group has measured ignition delay times of a light naphtha stream (RON 64.5) [27] and a straight-run naphtha (RON 60) [28] using the shock tube and rapid compression machine facilities at KAUST. The general conclusion from those two studies is that PRF (primary reference fuel) is a good autoignition surrogate at intermediate and high temperatures.…”

Section: Introductionmentioning

confidence: 99%

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Ignition delay measurements of a low-octane gasoline blend, designed for gasoline compression ignition (GCI) engines

Alabbad

Badra

Djebbi

et al. 2019

Proceedings of the Combustion Institute

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A blend of low-octane (light and heavy naphtha) and high-octane (reformate) distillate fuels has been proposed for powering gasoline compression ignition (GCI) engines. The formulated 'GCI blend' has a research octane number (RON) of 77 and a motor octane number (MON) of 73.9. In addition to ~ 64 mole% paraffinic components, the blend contains ~ 20 mole% aromatics and ~ 15 mole% naphthenes.Experimental and modelling studies have been conducted in this work to assess autoignition characteristics of the GCI blend. Ignition delay times were measured in a shock tube and a rapid comparison machine over wide ranges of experimental conditions (20 and 40 bar, 640 -1175 K,  = 0.5, 1 and 2). Reactivity of the GCI blend was compared with experimental measurements of two surrogates: a multi-component surrogate (MCS) and a two-component primary reference fuel (PRF 77). Both surrogates capture the reactivity of the fuel quite well at high and intermediate temperatures.The MCS does a better job of emulating the fuel reactivity at low temperatures, where PRF 77 is more reactive than the GCI blend. Ignition delay times of the two surrogates are also simulated using detailed chemical kinetic models, and the simulations agree well with the experimental findings. The results of rate-of-production analyses show important role of cycloalkane chemistry in the overall autoignition behavior of the fuel at low temperatures.

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Section: Fig 1 Measured Ignition Delay Times Of the Gci Blend And Tsupporting

confidence: 71%

Section: Fuel Characterization and Surrogate Formulationmentioning

confidence: 95%

Section: Fuel Characterization and Surrogate Formulationmentioning

confidence: 99%

Section: Fig 1 Measured Ignition Delay Times Of the Gci Blend And Tmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Ignition delay measurements of a low-octane gasoline blend, designed for gasoline compression ignition (GCI) engines

Alabbad

Badra

Djebbi

et al. 2019

Proceedings of the Combustion Institute

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Autoignition of light naphtha and its surrogates in a rapid compression machine

Wang

2019

Energy Science & Engineering

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Gasoline Compression Ignition (GCI) is a promising combustion mode to improve engine efficiency and reduce emissions. Naphtha has higher ignitability than gasoline and could be a better fuel for GCI. Understanding the autoignition behavior of naphtha is essential for the development of GCI engines. In this study, the ignition delay of light naphtha and its three surrogates, including PRF59 (59% iso‐octane and 41% n‐heptane in volume) and two three‐component surrogates composed of methyl‐cyclohexane, n‐heptane, and iso‐octane with blending ratios of 33.8%/43.2%/23% (MRF1) and 31.4%/33.3%/35.3% (MRF2) in volume were studied using a rapid compression machine. PRF59 was selected by matching the RON of light naphtha. MRF1 was composited by matching the RON and MON of light naphtha, while MRF2 was composed by matching RON and H/C. The experiments were conducted at equivalence ratio Φ = 0.5 and 1, P = 10, 20, and 30 bar, and temperature range of 665‐965 K. It was found that MRF2 best matched the first‐stage and total ignition delays of light naphtha, while PRF59 exhibited shorter first‐stage ignition delay. Although the ignition delay times of MRF1 and MRF2 were very close to each other, uncertainty analysis showed that matching RON and H/C ratio was a better method in determining the blending ratio. In addition, the MRF experiments were compared with predictions using the detailed mechanism. The mechanism showed good performance in reproducing the total ignition delay at high‐pressure conditions, but it underpredicted the ignition delay at low pressure. Also, the mechanism predicted less pronounced NTC behavior.

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Combustion-Based Transportation in a Carbon-Constrained World—A Review

Javed

Ahmed

Vallinayagam

et al. 2018

Pollutants From Energy Sources

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The transportation sector accounts for around a quarter of global CO 2 emissions and is powered predominantly by fossil-derived fuels. The regulatory framework is evolving globally to more stringent requirements for fuel efficiency and CO 2 emissions, forcing the OEMs to adopt advanced powertrain technologies. Such changes are more evident in the light-duty road transportation sector compared to the heavy-duty road, marine and air transportation sectors. Here, a holistic review of the current and prospective regulations targeted at curbing transportationbased CO 2 emissions is presented. For road transport, these include various government-and state-level policy initiatives such as the Corporate Average Fuel Economy (CAFE) and CO 2 emission standards and the zero emission mandates. For marine and aviation sectors, these include the International Maritime Organization (IMO) and the International Civil Aviation Organization (ICAO) regulations and aspirations targeted at reducing the CO 2 footprint. The compliance options for these regulations are evaluated using a combination of fuels, engines, and hybridization in each transportation sector. Furthermore, a brief overview of how OEMs are working toward achieving these targets is presented. An overview of several advanced spark and compression ignition engine technologies with the potential to improve the fuel economy and CO 2 emissions is presented. Finally, an overview of major disruptions that are changing the road-based transportation is presented and a balanced life cycle based policy approach is advocated.

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Autoignition of straight-run naphtha: A promising fuel for advanced compression ignition engines

Cited by 30 publications

References 45 publications

Ignition delay measurements of a low-octane gasoline blend, designed for gasoline compression ignition (GCI) engines

Ignition delay measurements of a low-octane gasoline blend, designed for gasoline compression ignition (GCI) engines

Autoignition of light naphtha and its surrogates in a rapid compression machine

Combustion-Based Transportation in a Carbon-Constrained World—A Review

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