Autoignition Comparison of <i>n</i>-Dodecane/Benzene and <i>n</i>-Dodecane/Toluene Blends in a Constant Volume Combustion Chamber

Han, Dong; Duan, Yaozong; Zhang, Jiaqi

doi:10.1021/acs.energyfuels.9b00451

Cited by 16 publications

(6 citation statements)

References 52 publications

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“…The experimental facility has been detailed in the ASTM D7668 standard 34 and the authors’ previous works. 32,35,36 The CVSCC facility constitutes a heated combustion chamber, a diesel fuel common rail injection system, a pressure transducer, several temperature and pressure transducers and a data acquisition system. The chamber temperature can be varied from 808 to 923 K and the maximum deviation to the target temperature is within 0.2 K. The chamber pressure can be up to 25 bar and the maximum deviation to the target pressure is 0.2 bar.…”

Section: Methodsmentioning

confidence: 99%

“…The above-mentioned studies are widely accepted as the contribution to understand the oxidation chemistry of large alkylbenzenes. Nevertheless, to our knowledge, limited efforts were focused on the spray-ignition characteristics of alkylbenzenes, 32,33 which are an important property in direct injection compression ignition engines. Tekawade and Oehlschlaeger 33 conducted spray-ignition experiments for pure alkylbenzenes and alkylbenzene/alkane blends on a heated constant-volume combustion chamber, and reported the fuel derived cetane numbers (DCNs) and temperature-dependent spray-ignition delay times.…”

Section: Introductionmentioning

confidence: 99%

“…Also, they proposed a blending rule to describe the nonlinear DCN behavior of alkane and alkylbenzene blends. Han et al 32 examined the DCNs of the n -dodecane/benzene and n -dodecane/toluene blends with different aromatic fractions, and reported the n -dodecane/benzene blends are less reactive and have lower DCNs given an aromatic blending fraction. As DCN is an important target property for both diesel, jet fuel and their surrogate formulations, these findings contribute to the appropriate selection of an alkylbenzene molecule for surrogate mixture construction.…”

Section: Introductionmentioning

confidence: 99%

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Effects of branch structure of alkylbenzenes on spray auto-ignition of n-decane and alkylbenzenes blends

Duan

Liu

Liang

et al. 2020

International Journal of Engine Research

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Spray auto-ignition characteristics of the blends of n-decane and several alkylbenzenes were carried out on a heated constant-volume spray combustion chamber. The derived cetane numbers of the fuel blends were determined, and the temperature-dependent ignition delay times and combustion durations were measured across a range of temperatures from 808 to 911 K. The results reveal that blending alkylbenzene to n-decane inhibits fuel spray auto-ignition propensity. For mono-alkylbenzenes, the fuel blend containing toluene has a higher derived cetane number than those with ethylbenzene and n-propylbenzene, but has a lower derived cetane number than the fuel blend containing n-butylbenzene. For those binary fuels containing ethylbenzene, n-propylbenzene and n-butylbenzene, their derived cetane numbers increase with the side alkyl chain length. The derived cetane numbers of the fuel blends with C8H10 isomers follow the trend of n-decane/ o-xylene > n-decane/ethylbenzene > n-decane/ m-xylene ∼ n-decane/ p-xylene, given the alkylbenzene blending fraction. For the blends with C9H12 isomers, those containing 1,2,3-trimethylbenzene and 1,3,5-trimethylbenzene have the highest and lowest derived cetane numbers, respectively, while the fuel blends containing 1,2,4-trimethylbenzene, n-propylbenzene and i-propylbenzene have comparatively intermediate derived cetane numbers. The blending effects of alkylbenzenes on ignition delay time are consistent with the observation on fuel derived cetane numbers. Both the number and proximity of substituted methyl groups significantly affect fuel auto-ignition propensity, and the adjacent methyl groups could increase the auto-ignition propensity. The combustion duration for the test fuels, except for n-decane and the n-decane/ n-butylbenzene blend, monotonically decreases with increased temperature. The non-monotonic dependence of combustion duration on temperature, for neat n-decane and the n-decane/ n-butylbenzene blend, may result from the increased diffusive burnt fraction. Finally, the comparison between gas-phase and spray auto-ignition reactivity of the test fuels highlights the contribution of both fuel physics and chemistry in spray auto-ignition.

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Section: Methodsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Effects of branch structure of alkylbenzenes on spray auto-ignition of n-decane and alkylbenzenes blends

Duan

Liu

Liang

et al. 2020

International Journal of Engine Research

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“…The pressure trace recorded during the fuel injection and combustion period was used to derive the apparent heat release rate (AHRR) profile of each fuel during fuel injection. The equation for deriving AHRR is presented in eq , where normald Q normald t is AHRR, κ is the ratio of the specific heat, P is the pressure within the chamber, and V is the chamber volume . For further analysis, the cumulative normalized heat release (HR) profiles were also calculated.…”

Section: Experimental Detailsmentioning

confidence: 99%

Ignition and Combustion Characterization of Hydrogen/Methane Blends in Direct-Injection Compression-Ignition Conditions

Wan,

Lin,

Zhai

et al. 2024

Energy Fuels

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This work investigates the jet penetration, ignition, and combustion characteristics of methane (CH4), hydrogen–methane blend (H2–CH4), and hydrogen (H2) under various simulated direct-injection compression-ignition engine-relevant conditions. High-speed schlieren, pressure trace, and photodiode measurements were employed within a constant volume combustion chamber (CVCC). Experimental parameters were set to fixed values of the ambient density (24 kg/m3), oxygen concentration (21%), and reservoir pressure (20 MPa). The ambient temperature was maintained at 1060 K, a condition at which the jets were previously observed to exhibit varied ignition and flame stabilization behaviors. The study begins with an analysis of the injection system and nonreactive fuel jet penetration. The measurements show that introducing H2 into CH4 consistently reduces the ignition delay and shifts the ignition location upstream. Optical imaging shows that all fuel jets exhibit different ignition patterns, namely, single-kernel, multi-kernel, and voluminous ignition patterns, with proportion-dependent on fuel compositions. The ignition pattern, as well as fuel composition, appear to impact the ensuing apparent heat release and flame stabilization characteristics. Flame luminosity measurements show the H2 jet yielding the strongest broad-band emission among tested fuels.

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“…DCN tests were performed according to the ASTM D7668 Standard 32 and using a CVCC apparatus [33][34][35][36] of a chamber volume of 0.473 L. This apparatus comprises three main systems, a direct-injection system consisting of a fuel injector, a pressure multiplier and a hydraulic pump, a heating and cooling system consisting of two chamber wall heaters and a cooling water circulation device, and an air supply system to provide an oxidizer mixture of 21% O 2 and 79% N 2 . The calibrated DCN test condition is shown in Table 2.…”

Section: Dcn Tests and The Constant Volume Combustion Chamber (Cvcc) ...mentioning

confidence: 99%

Influences of C5 esters addition on anti-knock and auto-ignition tendency of a gasoline surrogate fuel

Liang

Duan

Fan

et al. 2021

International Journal of Engine Research

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The research octane numbers and auto-ignition characteristics of a toluene primary reference fuel (TPRF), when blended with three C5 esters, γ-valerolactone (GVL), methyl butanoate (MB), and methyl crotonate (MC), were investigated on a cooperative fuel research (CFR) engine and a constant volume combustion chamber (CVCC). In fuel preparation, ethanol was used to improve the miscibility, and the total additive comprised 1/3 ethanol and 2/3 GVL/MB/MC on a molar basis. The experimental results first reveal that the addition of the three series of additives boost fuel octane rating, and their boosting effects rank as MB > GVL ∼ MC when fuels are blended on a molar basis. In contrast, the auto-ignition tendency of the three series of fuel blends, when blended on the molar basis, ranks as the MC blends > the GVL blends> the MB blends. Different from the similar reactivities observed for the MC blends and the GVL blends in the RON tests, the MC blends exhibit higher auto-ignition propensity than the GVL blends, probably because the higher enthalpy of vaporization of GVL causes a more significant cooling effect. Finally, different from the literature studies that reported similar reactivities for pure MB and MC, in this study MB shows lower reactivity than MC when blending with the TPRF gasoline surrogate.

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Autoignition Comparison of n-Dodecane/Benzene and n-Dodecane/Toluene Blends in a Constant Volume Combustion Chamber

Cited by 16 publications

References 52 publications

Effects of branch structure of alkylbenzenes on spray auto-ignition of n-decane and alkylbenzenes blends

Effects of branch structure of alkylbenzenes on spray auto-ignition of n-decane and alkylbenzenes blends

Ignition and Combustion Characterization of Hydrogen/Methane Blends in Direct-Injection Compression-Ignition Conditions

Influences of C5 esters addition on anti-knock and auto-ignition tendency of a gasoline surrogate fuel

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