Combustion Analysis of an Aviation Compression Ignition Engine Burning Pentanol–Kerosene Blends under Different Injection Timings

Raza, Mohsin; Xiao, Jun Jun

doi:10.1021/acs.energyfuels.7b00813

Cited by 31 publications

(15 citation statements)

References 69 publications

(111 reference statements)

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“…Unlike a true heat release plot, the OH chemiluminescence intensity derivative has a negative portion corresponding to the consumption of fuel and extinguishing of the flame kernel. However, the initial spike, followed by another smaller peak, is qualitatively consistent with a heat release rate plot, as seen in many previous studies. − Figure includes plots only from one injection pressure at the three previously mentioned ambient pressures. However, the trends present for 100 MPa injection are representative for those seen at 80 and 150 MPa injection as well.…”

Section: Results and Discussionsupporting

confidence: 87%

Effect of the Cetane Number on Jet Fuel Spray Ignition at High-Temperature and -Pressure Conditions

et al. 2020

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This study investigates the impact of the fuel cetane number on the ignition and combustion dynamics of a high-pressure jet fuel spray under realistic diesel engine conditions. Under the desirable single-fuel concept for U.S. military applications, jet fuels would be used in traditional diesel engines. However, there is no cetane specification for such fuels, and substantial variation has been observed. To better understand the ignition and combustion dynamics of jet fuels subjected to diesel conditions, a series of test fuels have been constructed with varying cetane numbers between 30 and 55. Schlieren and chemiluminescence imaging were performed on the ignition process of four cetane number fuels, 30, 40, 50, and 55, at three ambient pressure conditions 4, 6, and 8 MPa. Fuel breakdown prior to ignition is tracked, and the size of the ignition kernel is extracted from the Schlieren imaging. Hydroxyl radical (OH) chemiluminescence intensity is used to estimate the heat release rate. Ignition and initial fuel breakdown delay from ignition were found to typically decrease with the increasing cetane number. The decrease in ignition delay is smaller at higher ambient pressures. Early timescale kernel growth was found to be dominated by the cetane number with a higher cetane number leading to faster kernel growth. Growth at later timescales is determined by injection pressure. The effect of cetane number decreases with increasing ambient pressure. The estimated heat release rate from OH chemiluminescence shows increasing heat release with the increasing cetane number at 4 MPa ambient, but there is no clear relationship at higher pressures.

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Section: Results and Discussionsupporting

confidence: 87%

Effect of the Cetane Number on Jet Fuel Spray Ignition at High-Temperature and -Pressure Conditions

et al. 2020

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“…The brake thermal efficiency (BTE) is basically the inverse of the product of BSFC and lower heating value (LHV) of the fuel [37,94]. The effects of test fuel blends (D85DM15, D65P35, and D60DM20P20) on brake thermal efficiency at various engine loads are exhibited in Figure 8.…”

Section: Brake Thermal Efficiency (Bte)mentioning

confidence: 99%

Influence of pentanol and dimethyl ether blending with diesel on the combustion performance and emission characteristics in a compression ignition engine under low temperature combustion mode

Raza

Chen

Ruiz

et al. 2019

Journal of the Energy Institute

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Dimethyl ether (DME) and n-pentanol can be derived from non-food based biomass feedstock without unsettling food supplies and thus attract increasing attention as promising alternative fuels, yet some of their unique fuel properties different from diesel may significantly affect engine operation and thus limit their direct usage in diesel engines. In this study, the influence of n-pentanol, DME and diesel blends on the combustion performance and emission characteristics of a diesel engine under lowtemperature combustion (LTC) mode was evaluated at various engine loads (0.2-0.8 MPa BMEP) and two Exhaust Gas Recirculation (EGR) levels (15% and 30%). Three test blends were prepared by adding different proportions of DME and n-pentanol in baseline diesel and termed as D85DM15, D65P35, and D60DM20P20 respectively. The results showed that particulate matter (PM) mass and size-resolved PM number concentration were lower for D85DM15 and D65P35 and the least for D60DM20P20 compared ACCEPTED MANUSCRIPT with neat diesel. D60DM20P20 turned out to generate the lowest NO x emissions among the test blends at high engine load, and it further reduced by approximately 56% and 32% at low and medium loads respectively. It was found that the combination of medium EGR (15%) level and D60DM20P20 blend could generate the lowest NO x and PM emissions among the tested oxygenated blends with a slight decrease in engine performance. THC and CO emissions were higher for oxygenated blends than baseline diesel and the addition of EGR further exacerbated these gaseous emissions. This study demonstrated a great potential of n-pentanol, DME and diesel (D60DM20P20) blend in compression ignition engines with optimum combustion and emission characteristics under low temperature combustion mode, yet long term durability and commercial viability have not been considered.

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“…The addition of alcohol slightly reduced the indicated thermal efficiency, and the emission performance was significantly improved. Chen et al 13 studied the combustion performance of the injection timing on the compression ignition aero-engine fueled with the kerosene-pentanol mixture. Early injection timing reduced the ignition delay but increased the total combustion duration.…”

Section: Introductionmentioning

confidence: 99%

Experimental investigations of aviation kerosene spray in different ambient conditions with various nozzle diameters and injection pressures

Wang

Zhang

Xia

et al. 2022

Proceedings of the Institution of Mechanical Engineers, Part D:

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The purpose of this study is to explore the spray characteristics of aviation kerosene (RP-3) under sub/trans/supercritical conditions and provide a reference for engine test research under advanced combustion mode. The experiment is carried out in a constant volume chamber. To understand the influence of nozzle diameter and injection pressure on spray characteristics of RP-3 under different critical conditions, 270 groups of spray images are collected under three nozzle diameters (100, 300, 450 μm), five injection pressures (60, 80, 100, 120, 140 MPa), and nine critical conditions. The macroscopic parameters are calculated and new empirical correlations are generated to investigate the axial and radial development of spray. The results show that kerosene spray has different spray characteristics under sub/trans/supercritical conditions. The effect of nozzle diameter on kerosene spray is stronger than that of diesel spray. The spray with a small nozzle diameter is easily affected by gas entrainment. The injection pressure has an insignificant effect on spray macroscopic characteristics, but high injection pressure is conducive to increasing the vapor phase ratio and promoting oil-gas mixing, especially under supercritical conditions. The new correlations have good agreement with kerosene experimental results.

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Combustion Analysis of an Aviation Compression Ignition Engine Burning Pentanol–Kerosene Blends under Different Injection Timings

Cited by 31 publications

References 69 publications

Effect of the Cetane Number on Jet Fuel Spray Ignition at High-Temperature and -Pressure Conditions

Effect of the Cetane Number on Jet Fuel Spray Ignition at High-Temperature and -Pressure Conditions

Influence of pentanol and dimethyl ether blending with diesel on the combustion performance and emission characteristics in a compression ignition engine under low temperature combustion mode

Experimental investigations of aviation kerosene spray in different ambient conditions with various nozzle diameters and injection pressures

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