A comparative experimental study of the autoignition characteristics of alternative and conventional jet fuel/oxidizer mixtures

Autoignition characteristics of an alternative (non-petroleum) and two conventional jet fuels are investigated and compared using a heated rapid compression machine. The alternative jet fuel studied is known as “S-8”, which is a hydrocarbon mixture rich in C₇-C₁₈ linear and branched alkanes and is produced by Syntroleum via the Fischer-Tropsch process using synthesis gas derived from natural gas. Specifically, ignition delay times for S-8/oxidizer mixtures are measured at compressed charge pressures corresponding to 7, 15, and 30 bar, in the low-to-intermediate temperature region ranging from 615 to 933 K, and for equivalence ratios varying from 0.43 to 2.29. For the conditions investigated for S-8, two-stage ignition response is observed. The negative temperature coefficient (NTC) behavior of the ignition delay time, typical of higher order hydrocarbons, is also noted. Further, the dependences of both the first-stage and the overall ignition delays on parameters such as pressure, temperature, and mixture composition are reported. A comparison between the autoignition responses obtained using S-8 and two petroleum-derived jet fuels, Jet-A and JP-8, is also conducted to establish an understanding of the relative reactivity of the three jet fuels. It is found that under the same operating conditions, while the three jet fuels share the common features of two-stage ignition characteristics and a NTC trend for ignition delays over a similar temperature range, S-8 has the shortest overall ignition delay times, followed by Jet-A and JP-8. The difference in ignition propensity signifies the effect of fuel composition and structure on autoignition characteristics.     

Charge stratification to control HCCI: Experiments and CFD modeling with n-heptane as fuel

An optimized reduced mechanism of n-heptane including 42 species and 58 elementary reactions adapted to charge stratification combustion is developed first in this study. Some engine experiments and a fully coupled CFD and reduced chemical kinetics model with n-heptane as fuel are adopted to investigate the combustion processes of HCCI-like charge stratification combustion aimed at diesel HCCI application. For premixed/direct-injected stratification combustion, the low temperature reaction occurs in the regions with homogeneous fuel first and high temperature reaction begins from high fuel concentration regions involved in the spray process. With the increase of the injection ratio, the high temperature reaction occurs in advance, the pressure rise rate reduces, UHC emissions decrease and CO emissions increase. At larger injection ratio, the onset of the high temperature reaction advances and the maximum pressure rise rate decreases with the retarding of injection timing. UHC and CO emissions have relation to the fuel spray penetration at different injection timings. NO_x emissions increase rapidly with the increase of the stratification degree.     

An experimental investigation on engine speed and cyclic dispersion in an HCCI engine

This work presents the results of the experimental study on engine speed and cyclic dispersion in a homogeneous charge compression ignition (HCCI) engine. An engine TD43 is used to carry out the research. The combustion parameters are deduced from heat release rate which obtained from the first principle of thermodynamics during a cycle. The experimental results show that the duration of low temperature reaction plays an important role on HCCI combustion, particularly at higher engine speeds. Furthermore, cyclic dispersion in an HCCI engine presents, under certain operates conditions, a periodic behavior corresponding to 2 or 3 cycles of the engine. It is concluded that the residual gas of a cycle modifies the three properties (temperature, dilution and composition) of gas in-cylinder at the following cycle. Therefore, gas residual directly affects the course of combustion in an HCCI engine. The knowledge of the duration of the different phases of combustion, as well as conditions in which the periodical appearance of misfire cycles occurs, is useful for the definition of regulation strategies.     

A fundamental study on the control of the HCCI combustion and emissions by fuel design concept combined with controllable EGR. Part 1. The basic characteristics of HCCI combustion

This article investigates the basic combustion parameters including start of the ignition timing, burn duration, cycle-to-cycle variation, and carbon monoxide (CO), unburned hydrocarbon (UHC), and nitric oxide (NO_x) emissions of homogeneous charge compression ignition (HCCI) engines fueled with primary reference fuels (PRFs) and their mixtures. Two primary reference fuels, n-heptane and iso-octane, and their blends with RON25, RON50, RON75, and RON90 were evaluated. The experimental results show that, in the first-stage combustion, the start of ignition retards, the maximum heat release rate decreases, and the pressure rising and the temperature rising during the first-stage combustion decrease with the increase of the research octane number (RON). Furthermore, the cumulative heat release in the first-stage combustion is strongly dependent on the concentration of n-heptane in the mixture. The start of ignition of the second-stage combustion is linear with the start of ignition of the first-stage. The combustion duration of the second-stage combustion decreases with the increase of the equivalence ration and the decrease of the octane number. The cycle-to-cycle variation improved with the decrease of the octane number.     

Effects of octane number on autoignition and knocking phenomena in a stratified mixture

The effects of the fuel concentration gradient and the octane number on the autoignition and knocking phenomena in a stratified mixture were studied experimentally on a using a rapid compression machine using stratified mixtures of air and fuels n-heptane, iso-octane, n-hexane, and n-pentane with different octane numbers (0, 100, 25, and 62, respectively). In the chamber, the lower the vertical location, the richer the fuel concentration of the mixture. The mixture contains no gradient in the horizontal direction. The experimental results show that rapid spread of the flame is caused not by flame propagation but by sequential autoignition. Although ignition delays of a stratified mixture are not dependent on the fuel concentration gradient in the mixture, they are constant as long as mean equivalence ratio is the same, and they decrease with the decreasing mean equivalence ratio. In excess of certain gradient value, the knock intensity is smaller as the gradient becomes larger for all fuels tested regardless of their octane number. __________ Translated from Fizika Goreniya i Vzryva, Vol. 45, No. 4, pp. 93–100, July–August, 2009.     

Experimental study on the auto-ignition and combustion characteristics in the homogeneous charge compression ignition (HCCI) combustion operation with ethanol/n-heptane blend fuels by port injection

This article investigates the auto-ignition, combustion, and emission characteristics of homogeneous charge compression ignition (HCCI) combustion engines fuelled with n-heptane and ethanol/n-heptane blend fuels. The experiments were conducted on a single-cylinder HCCI engine using neat n-heptane, and 10%, 20%, 30%, 40%, and 50% ethanol/n-heptane blend fuels (by volume) at a fixed engine speed of 1800 r/min. The results show that, with the introduction of ethanol in n-heptane, the maximum indicated mean effective pressure (IMEP) can be expanded from 3.38 bar of neat n-heptane to 5.1 bar, the indicated thermal efficiency can also be increased up to 50% at large engine loads, but the thermal efficiency deteriorated at light engine load. Due to the much higher octane number of ethanol, the cool-flame reaction delays, the initial temperature corresponding the cool-flame reaction increases, and the peak value of the low-temperature heat release decreases with the increase of ethanol addition in the blend fuels. Furthermore, the low-temperature heat release is indiscernible when the ethanol volume increases up to 50%. In the case of the neat n-heptane and 10% ethanol/n-heptane blends, the combustion duration is very short due to the early ignition timing. For 20–50% ethanol/n-heptane blend fuels, the ignition timing is gradually delayed to the top dead center (TDC) by the ethanol addition. As a result, the combustion duration prolongs obviously at the same engine load when compared to the neat n-heptane fuel. At overall stable operation ranges, the HC emissions for n-heptane and 10–30% ethanol/n-heptane blends are very low, while HC emissions increase substantially for 40% and 50% ethanol/n-heptane blends. CO emissions show another tendency compared to HC emissions. At the engine load of 1.5–2.5 bar, CO emissions are very high for all fuels. Beside this range, CO emissions decrease both for large load and light load. In terms of operation stability of HCCI combustion, for a constant energy input, n-heptane shows an excellent repeatability and light cycle-to-cycle variation, while the cycle-to-cycle variation of the maximum combustion pressure and its corresponding crank angle, and ignition timing deteriorated with the increase of ethanol addition.     

A fundamental study on the control of the HCCI combustion and emissions by fuel design concept combined with controllable EGR. Part 2. Effect of operating conditions and EGR on HCCI combustion

In Part 1, the effects of octane number of primary reference fuels and equivalence ration on combustion characteristics of a single-cylinder HCCI engine were studied. In this part, the influence of exhaust gas recirculation (EGR) rate, intake charge temperature, coolant temperature, and engine speed on the HCCI combustion characteristics and its emissions were evaluated. The experimental results indicate that the ignition timing of the first-stage combustion and second-stage combustion retard, and the combustion duration prolongs with the introduction of cooled EGR. At the same time, the HCCI combustion using high cetane number fuels can tolerate with a higher EGR rate, but only 45% EGR rate for RON75 at 1800 rpm. Furthermore, there is a moderate effect of EGR rate on CO and UHC emissions for HCCI combustion engines fueled with n-heptane and RON25, but a distinct effect on emissions for higher octane number fuels. Moreover, the combustion phase advances, and the combustion duration shorten with the increase of intake charge temperature and the coolant out temperature, and the decrease of the engine speed. At last, it can be found that the intake charge temperature gives the most sensitive influence on the HCCI combustion characteristics.     

A chemical kinetics model of iso-octane oxidation for HCCI engines

The necessity of developing a practical iso-octane mechanism for homogeneous charge compression ignition (HCCI) engines is presented after various different experiments and currently available mechanisms for iso-octane oxidation being reviewed and the performance of these mechanisms applied to experiments relevant to HCCI engines being analyzed. A skeletal mechanism including 38 species and 69 reactions is developed, which could predict satisfactorily ignition timing, burn rate and the emissions of HC, CO and NO_x for HCCI multi-dimensional modeling. Comparisons with various experiment data including shock tube, rapid compression machine, jet stirred reactor and HCCI engine indicate good performance of this mechanism over wide ranges of temperature, pressure and equivalence ratio, especially at high pressure and lean equivalence ratio conditions. By applying the skeletal mechanism to a single-zone model of HCCI engine, we found out that the results were substantially identical with those from the detailed mechanism developed by Curran et al. but the computing time was reduced greatly.     

A study on the spray structure and evaporation characteristic of common rail type high pressure injector in homogeneous charge compression ignition engine

The purpose of this study was to investigate the spray structure and evaporation characteristics of common rail high pressure injector for use in a direct injection type HCCI (Homogeneous Charge Compression Ignition) engine. In this study, we measured the injection rate and visualized the spray structure of a HCCI injector according to injection conditions. The CFD simulation of the spray and the air fuel mixture formation in real engine conditions was also conducted using the VECTIS commercial code. In addition, we compared simulation results to experimental results.

From the spray experiment and simulation results, we found that the spray penetration was proportional to the back pressure by an exponent of 1/4. This is similar to Hiroyasu's experimental result. The fuel evaporation and air fuel mixture result indicate that the influence of the spray impingement with the ambient density was bigger than that of the intake pressure and temperature conditions in evaporation rate when the fuel was injected at the early stage of the compression stroke. The results also reveal that the fuel was uniformly distributed in the combustion chamber at this early injection time and the air fuel mixture was enhanced in this relatively rich region. However, when ambient density was kept constant, the fuel evaporation was sensitive to the influence of the intake temperature and pressure. As the fuel was injected at the later stage of the compression stroke, the fuel tended to concentrate in the bowl zone and to generate the lean air fuel mixture. From these results, it was confirmed that the air fuel mixture characteristics are sensitive to the impingement position of the injected fuel.     

Vapour-phase and particulate-bound PAHs profile generated by a (SI/HCCI) engine from a winter grade commercial gasoline fuel

The vapour-phase and particulate-bound Aromatic Hydrocarbons, PAHs, generated by a V6 gasoline engine working in spark-ignition (SI) and homogeneous charge compression ignition (HCCI) modes were collected and analysed. All data were obtained during steady-state, fully warmed-up operation at different engine power levels (low and medium loads and mid-speed), and two different engine operation modes (SI and HCCI). The fuel used in this study was winter grade commercial gasoline fuel.The vapour-phase exhaust gases were passed through stainless-steel cartridges containing XAD-2 resin to capture PAHs. The PAHs were extracted from the resin with dichloromethane in an ultrasonic bath, the obtained extracts were later analysed qualitatively and quantitatively by GC-MS. The vapour-phase PAHs compounds observed from HCCI mode operated in low load were Naphthalene, Acenaphthylene and Acenaphthene only, while that obtained from SI mode under low load were Naphthalene, Acenaphthylene, Acenaphthene, Fluorene, Anthracene, Phenanthrene, Fluoranthene and Pyrene.The PAHs bound to particulates were trapped by using a complex of dilution tunnels with filter papers. The soluble organic fractions (SOF) of the trapped particulates were separated from the insoluble fraction (ISF) with the help of ultrasonic elution, and analysed by GC-MS method. The most abundant PAHs detected under selected operation condition for HCCI mode was Benzo[a]anthracene, followed by Chrysene, then Pyrene and pursued by Benzo[b]fluoranthene, in SI mode under same operation condition the highest PAH detected was Benzo[a]anthracene followed by Pyrene, Benzo[b]fluoranthene and Chrysene. Probable mechanisms for the production of some of the pyrosynthetic PAH were discussed.     

Controlled three-stage heat release of stratified charge compression ignition (SCCI) combustion with a two-stage primary reference fuel supply

This paper discusses the heat release mode and its effect on combustion characteristics of stratified charge compression ignition (SCCI) combustion with a two-stage fuel supply. To create and control the fuel concentration stratification, composition stratification, and temperature stratification, primary reference fuels or their mixtures were supplied from the intake port, while n-heptane was directly injected into the cylinder near the top dead center of the compression stroke. To achieve a controllable staged heat release and to optimize the thermal efficiency and emissions, important factors, including premixed fuel properties, direct injection timing, the overall equivalence ratio, and the premixed ratio were tuned to modulate the heat release pattern. The experimental results revealed that, with the port fuel injection of a two-stage reaction fuel, the heat release curve of the SCCI combustion exhibits a three-stage heat release pattern. The in-cylinder fuel delivery advance angle plays an important role in the indicated thermal efficiency, and the earlier fuel delivery angle has a positive effect on the indicated thermal efficiency. It should be noted that an excessively advanced fuel delivery angle will lead to a sharp increase of NOx emissions. With the port fuel injection of PRF50, both fuel efficiency and ultra-low NOx emissions were obtained over wide ranges of the premixed ratio and the equivalence ratio. Moreover, the experimental results suggest that a higher premixed ratio for low-to-medium equivalence ratios and a smaller premixed ratio for larger equivalence ratios are preferred. The maximum thermal efficiency was observed at the zone with the earlier CA50 but with shorter burn duration. NOx levels were determined not only by CA50 and burn duration but also by the heat release mode. One-stage SCCI combustion, which was dominated by the diffusion burn, exhausted considerable NOx emissions, compared to the staged heat release mode.     

Effect of a narrow fuel spray angle and a dual injection configuration on the improvement of exhaust emissions in a HCCI diesel engine

The aim of this work was to investigate the effect of narrow fuel spray angle injection and dual injection strategy on the exhaust emissions of a common-rail diesel engine. To achieve successful homogeneous charge compression ignition by an early timing injection, a narrowed spray cone angle injector and a reduced compression ratio were employed. The combination of homogeneous charge compression ignition (HCCI) combustion and conventional diesel combustion was studied to examine the exhaust emission and combustion characteristics of the engine under various fuel injection parameters, such as injection timings of the first and second spray.The results showed that a dual injection strategy consisting of an early timing for the first injection for HCCI combustion and a late timing for the second injection was effective to reduce the NO_x emissions while it suppress the deterioration of the combustion efficiency caused by the HCCI combustion.     

Theoretical limits of scaling-down internal combustion engines

Small-scale energy conversion devices are being developed for a variety of applications; these include propulsion units for micro aerial vehicles (MAV). The high specific energy of hydrocarbon and hydrogen fuels, as compared to other energy storing means, like batteries, elastic elements, flywheels and pneumatics, appears to be an important advantage, and favors the ICE as a candidate. In addition, the specific power (power per mass of unit) of the ICE seems to be much higher than that of other candidates.However, micro ICE engines are not simply smaller versions of full-size engines. Physical processes such as combustion and gas exchange, are performed in regimes different from those that occur in full-size engines. Consequently, engine design principles are different at a fundamental level and have to be re-considered before they are applied to micro-engines. When a spark-ignition (SI) cycle is considered, part of the energy that is released during combustion is used to heat up the mixture in the quenching volume, and therefore the flame-zone temperature is lower and in some cases can theoretically fall below the self-sustained combustion temperature. Flame quenching thus seems to limit the minimum dimensions of a SI engine. This limit becomes irrelevant when a homogeneous-charge compression-ignition (HCCI) cycle is considered. In this case friction losses and charge leakage through the cylinder-piston gap become dominant, constrain the engine size and impose minimum engine speed limits.In the present work a phenomenological model has been developed to consider the relevant processes inside the cylinder of a homogeneous-charge compression-ignition (HCCI) engine. An approximated analytical solution is proposed to yield the lower possible limits of scaling-down HCCI cycle engines. We present a simple algebraic equation that shows the inter-relationships between the pertinent parameters and constitutes the lower possible miniaturization limits of IC engines.     

Air-fuel mixing and combustion in a small-bore direct injection optically accessible diesel engine using a retarded single injection strategy

In this paper, the air-fuel mixing and combustion in a small-bore direct injection optical diesel engine were studied for a retarded single injection strategy. The effects of injection pressure and timing were analyzed based on in-cylinder heat release analysis, liquid fuel and vapor fuel imaging by Laser induced exciplex fluorescence technique, and combustion process visualization. NOx emissions were measured in the exhaust pipe. Results show that increasing injection pressure benefits soot reduction while increases NOx emissions. Retarding injection timing leads to simultaneous reduction of soot and NOx emissions with premixed homogeneous charge compression ignition (HCCI) like combustion modes. The vapor distribution in the cylinder is relatively homogeneous, which confirms the observation of premixed combustion in the current studies. The postulated path of these combustion modes were analyzed and discussed on the equivalence ratio-temperature map.     

The relationship between dielectric and rheological behavior of epoxy resin during cure

Measurement of the frequency-dependent, vector voltage (V_c) provided an in-situ and non-destructive technique to measure continuously the rheological change of a resin due to polymerization, and can be used as the basis of real-time control. The vector voltage depends on the degree of polarization of the dipolar molecules and on the change of viscosity during cure; both result from the modified structure of the epoxy resin during cure, The initial stage of curing, represented by the former portion Of the Vc curve (divided at the minimum of the Vc curve), was caused mainly by the effects of temperature and viscosity. During the latter stage of the cure reaction, Vc alters because of the effect of the lightened matrix structure that inhibits alignment of dipoles. The duration of reaction. temperature of curing and degree of conversion all have the same effects on both vector voltage and viscosity, The minimum value of vector voltage is correlated to the minimum viscosity, and there is a nearly quantitative relationship between them, One can determine the viscosity of the epoxy resin during cure from reading of the vector voltage. Various reaction mechanisms may be explained based on the graphs of vector voltage of various types.     

A novel strategy to synthesize graft copolymers of PS-g-PEGM with controlled branch spacing length and defined grafting sites

We report a novel method to prepare graft copolymers of PS-g-PEGM with controlled backbone length, grafting sites and spacing length. This method involves three steps: first step, styrene was controlled to insert into the main chain of polytrithiocarbonate at the trithiocarbonate sites, the experimental results show that not only the chain length of the backbone, but also the length of polystyrene (PS) space chain between neighboring trithiocarbonate units can be well-controlled; second step, ‘grafting points’ maleic anhydride units were inserted into the backbone chain between St unit and trithiocarbonate unit; third step, poly(ethylene glycol methyl ether) (PEGM) chains were grafted onto the main chain by esterification reaction of maleic anhydride with PEGM to form graft copolymers of PS-g-PEGM with controlled backbone length, spacing length and well-defined grafting sites.     

Experimental investigation of prechamber autoignition in a natural gas engine for cogeneration

A novel ignition concept based on autoignition in an unscavanged prechamber is currently being developed at the Laboratory for Industrial Energy Systems (LENI). On a single cylinder test engine a series of experimental runs (CR = 8.5-14, λ = 1 − 1.6, RPM = 1150/1500 min⁻¹) have been realized with natural gas as fuel, comparing the new ignition concept to standard spark ignition. The comparison is based on fuel efficiency and exhaust emissions (CO, THC, NO_x). The feasibility of operating the engine in autoignition mode has been demonstrated, and the potential of prechamber autoignition, in particular in the lean combustion regime, is indicated by the trends in fuel efficiency and emission concentration. The resistive heating of the prechamber walls has been shown to be an effective mean to trigger ignition. The prechamber could clearly be identified as primary ignition location. A reduction of the cycle-by-cycle variations - due to mixture fluctuations - is necessary to exploit the full potential of this engine concept.     

The relationship between chemical structure and reactivity of alberta bitumens and heavy oils

Long residues (424°C +) from Athabasca, Cold Lake, Lloydminster, and Peace River were hydrocracked over a commercial NilMo on y-alumina catalyst at 430°C, 13.9 MPa (2000 psia). The conversion of residue fraction ranged from 55 to 68%, and was correlated with the concentration of carbon bound to aromatic rings in the feeds. Conversions of sulfur, Micro-Carbon Residue, and metals were all highest for Peace River feed, following the same ranking as residue conversion. Estimates for the breakage of carbon-carbon bonds and the uptake of hydrogen were diagnostic in interpreting the reactor performance.     

The performance of wood and tile roofing assemblies exposed to continuous firebrand assault

The performance of tile roofing assemblies as well as untreated cedar shake roofing assemblies exposed to continuous firebrand showers were compared. Specifically, experiments were conducted for two types of concrete tile roofing assemblies (flat and profiled), one type of terracotta tile roofing assembly (flat) and an untreated (without any fire retardant) cedar shake roofing assembly. The design of the roofing assemblies was based on construction guidelines in the USA. The duration of the firebrand flux was fixed at 20 min, and the wind speed was varied from 6 m/s to 9 m/s. These wind speeds were chosen to be able to compare roofing assembly performance to similar assemblies exposed to a batch‐feed firebrand generator which had limited duration of firebrand exposure (6 min). The average firebrand mass flux that arrived at the surface of the roofing assemblies was 0.3 g/m²s Results indicated that for the untreated cedar shake assemblies, ignition occurred easily from the firebrand assault, and this type of roofing assembly generated their own firebrands after ignition. To attempt to quantify the degree of penetration, the number of firebrands that penetrated the tile roofing assemblies, and deposited onto the underlayment/counter‐batten system was counted as function of wind speed for each assembly. Firebrand penetration was observed, even for the flat tile assemblies. It is believed that these are the first‐ever experiments described in the peer‐reviewed literature to expose wood and tile roofing experiments to continuous wind‐driven firebrand showers. Copyright © 2016 John Wiley & Sons, Ltd.