Modelling of spray evaporation and penetration for alternative fuels

Azami, Muhammad Hanafi; Savill, A. M.

doi:10.1016/j.fuel.2016.04.050

Cited by 24 publications

(7 citation statements)

References 20 publications

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“…To reduce the internal combustion engine emissions and improve engine operating parameters, researchers have been intensely involved in implementing the combustion of different alternative fuels in existing engines [21,22]. Insights into the dynamic structure of bio-diesel and conventional fuel sprays from high-pressure diesel injectors were investigated by Moon [23] while spray evaporation and penetration of alternative fuels were analyzed by Azami and Savill [24].…”

Section: Introductionmentioning

confidence: 99%

Numerical Analysis of Fuel Injector Nozzle Geometry - Influence on Liquid Fuel Contraction Coefficient and Reynolds Number

Kocijel,

Mrzljak,

Čohodar Husić

et al. 2019

JMTS

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This paper investigates the influence of the fuel injector nozzle geometry on the liquid fuel contraction coefficient and Reynolds number. The main three fuel injector nozzle geometry parameters: nozzle diameter (d), nozzle length (l) and nozzle inlet radius (r) have a strong influence on the liquid fuel contraction coefficient and Reynolds number. The variation of the nozzle geometry variables at different liquid fuel pressures, temperatures and injection rates was analyzed. The liquid fuel contraction coefficient and Reynolds number increase with an increase in the nozzle diameter, regardless of the fuel injection rate. An increase in the r/d ratio causes an increase in the fuel contraction coefficient, but the increase is not significant after r/d = 0.1. A nozzle length increase causes a decrease in the fuel contraction coefficient. Increase in the nozzle length of 0.5 mm causes an approximately similar decrease in the contraction coefficient at any fuel pressure and any nozzle length. Fuel injectors should operate with minimal possible nozzle lengths in order to obtain higher fuel contraction coefficients.

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Section: Introductionmentioning

confidence: 99%

Numerical Analysis of Fuel Injector Nozzle Geometry - Influence on Liquid Fuel Contraction Coefficient and Reynolds Number

Kocijel,

Mrzljak,

Čohodar Husić

et al. 2019

JMTS

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“…Numerical studies were also conducted on liquid fuel spray by computational fluid dynamics (CFD) simulation. The Wave breakup model [17] and KHRT breakup model [18] were the two widely used breakup models for spray in the CFD simulation, and the results of the models showed a good agreement with experimental data when predicting spray characteristics of various fuels in previous researches [19][20][21][22]. However, none of these researches covered all the effects of injection pressure, fuel temperature, ambient temperature and ambient pressure, and HVO was also not mentioned in these numerical works.…”

Section: Introductionmentioning

confidence: 99%

Investigation of the macroscopic characteristics of Hydrotreated Vegetable Oil (HVO) spray using CFD method

Zhang

Roskilly

et al. 2019

Fuel

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The main macroscopic characteristics of Hydrotreated Vegetable Oil (HVO) spray in both injection and post-injection periods are investigated via Computational Fluid Dynamics (CFD) in this research. A 2D CFD work employing the Wave breakup model and KHRT breakup model are validated by the experimental data from a Constant Volume Vessel (CVV). Spray tip penetration and cone angle are obtained by the CFD model under various conditions, where the rail pressure, fuel temperature, ambient pressure and ambient temperature are independently varying. Results demonstrate that the Wave model has overall higher precision in predicting the spray tip penetration and the average cone angle than the KHRT model. By the End of Injection (EOI), spray tip penetration is significantly increased by increasing rail pressure and decreasing ambient pressure.While the average cone angle is larger at high ambient pressure but not sensitive to rail pressure at the cold ambient condition. The average cone angle during injection can be enlarged by high ambient temperature, especially when the rail pressure is also high. Nevertheless, spray tip penetration can only be slightly promoted by high ambient temperature. Fuel temperature has no comparable impact on spray tip penetration and cone angle during injection. In the post-injection period (after the EOI), ambient temperature becomes dominant and spray tip penetration can be reduced by either ambient temperature or fuel temperature. An empirical model is also correlated via Design of Experiments (DoE) and has high precision in predicting spray tip penetration after the breakup time.

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“…Currently, aviation industries addressed two vital issues which are the environmental crisis due to global warming and the energy crisis that leads to a constant rise in global oil prices which affects the domestic energy situations. 1,2 The primary motivations for the present work have ignited a desire for renewable and sustainable energy sources to have more secured fuel supplies. 3 The International Energy Agency has reported that the world will need 50% more energy in 2030 than it needs today, 4 with the transportation sector becoming the second largest energy consuming sector after the industrial sector.…”

Section: Introductionmentioning

confidence: 99%

Comparative study of alternative biofuels on aircraft engine performance

Azami

Savill

2016

Proceedings of the Institution of Mechanical Engineers, Part G:

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Aviation industries are vulnerable to the energy crisis and simultaneously posed environmental concerns. Proposed engine technology advancements could reduce the environmental impact and energy consumption. Substituting the source of jet fuel from fossil-based fuel to biomass-based fuel will help reduce emissions and minimize the energy crisis. The present paper addresses the analysis of aircraft engine performance in terms of thrust, fuel flow and specific fuel consumption at different mixing ratio percentages (20%, 40%, 50%, 60% and 80%) of alternative biofuel blends already used in flight test (Algae biofuel, Camelina biofuel and Jatropha biofuel) at different flight conditions. In-house computer software codes, PYTHIA and TURBOMATCH, were used for the analysis and modeling of a three-shaft high-bypass-ratio engine which is similar to RB211-524. The engine model was verified and validated with open literature found in the test program of bio-synthetic paraffinic kerosene in commercial aircraft. The results indicated that lower heating value had a significant influence on thrust, fuel flow and specific fuel consumption at every flight condition and at all mixing ratio percentages. Wide lower heating value differences between two fuels give a large variation on the engine performances. Blended Kerosene–Jatropha biofuel and Kerosene–Camelina biofuel showed an improvement on gross thrust, net thrust, reduction of fuel flow and specific fuel consumption at every mixing ratio percentage and at different flight conditions. Moreover, the pure alternative of Jatropha biofuel and Camelina biofuel gave much better engine performances. This was not the case for the Kerosene–Algae blended biofuel. This study is a crucial step in understanding the influence of different blended alternative biofuels on the performance of aircraft engines.

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Modelling of spray evaporation and penetration for alternative fuels

Cited by 24 publications

References 20 publications

Numerical Analysis of Fuel Injector Nozzle Geometry - Influence on Liquid Fuel Contraction Coefficient and Reynolds Number

Numerical Analysis of Fuel Injector Nozzle Geometry - Influence on Liquid Fuel Contraction Coefficient and Reynolds Number

Investigation of the macroscopic characteristics of Hydrotreated Vegetable Oil (HVO) spray using CFD method

Comparative study of alternative biofuels on aircraft engine performance

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