Combustion of Kerosene in Counterflow Diffusion Flames

Patterson, Patricia M.; Kyne, A. G.; Pourkashanian, Mohamed; Williams, Alan; Wilson, C. W.

doi:10.2514/2.5764

Cited by 46 publications

(32 citation statements)

References 8 publications

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“…The study shows that the ignition delay time of kerosene is between that of aromatics and alkanes. This is consistent with the results reported by Patterson et al [12]. Here, a surrogate is simulated by the combination of toluene, ethylbenzene and n-decane.…”

Section: Calculated Proceduressupporting

confidence: 82%

“…A detailed kinetic mechanism of kerosene combustion using a surrogate is reported by Dagaut and Cathonnet [11]. Patterson et al [12] reported on the development of such a mechanism for modeling of kerosene. Edwards and Maurice [13] investigated surrogate mixtures having 1 to 10 hydrocarbons, similar to aviation fuel, and obtained a desirable tractability and reproducibility in designing jet injectors and propelled combustors.…”

Section: Chemical Kinetic Analysismentioning

confidence: 99%

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Shock tube study on auto-ignition characteristics of kerosene/air mixtures

et al. 2011

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Ignition delay times are obtained for kerosene/air mixtures behind the reflected shock waves at temperatures between 1445 and 1650 K, at a pressure of 0.11 MPa and an equivalence ratio of 1.0. A nebulization device with Laval nozzle is used to nebulize kerosene and form an aerosol phase, which evaporates and diffuses rapidly behind the incident shock waves. Mixtures auto-ignite behind the reflected shock waves. An ICCD is used to visualize the kerosene/air mixture's ignition characteristics. The mixture's ignition intensity increases with increase in initial temperature. Continuous and irregular flames exist below 1515 K while plane and discontinuous flames exist over 1560 K. Ignition delay times decrease with increase in initial temperature. Experimental data shows good agreement with results reported previously in the literature. A new surrogate (consisting of 10% toluene, 10% ethylbenzene and 80% n-decane) is proposed for kerosene. Honnet et al.'s mechanism is used to simulate the ignition of kerosene with calculations agreeing well with the experimental data. The sensitivity of reaction H+O 2 <=>OH+O, which shows the highest sensitivity to the ignition delay time, increases with an increase in temperature. The chain breaching reaction of CH 3 with O 2 accelerates the total reaction rate and the H-atom abstraction of n-decane controls the total reaction rate. The rate of production and instantaneous heat production indicate that two reactions, H+O 2 <=>OH+O and O+H 2 <=>OH+H, are the key reactions to the formation of OH radicals, as well as the main endothermic reaction. However, the reaction of R3 is the main heat release reaction during ignition. Flame structure analysis shows that initial pressure is increased slightly as CO and H 2 O will appear before main ignition. Kerosene, a common hydrocarbon, is used as a fuel in aerospace applications, as a solvent, and for lighting. In the aerospace field, kerosene is a preferred fuel for scramjets and pulsed detonation engines (PDE) because of its stable thermodynamic properties and high calorific value. Investigation of the ignition delay time of kerosene is important for improving its combustion efficiency, increasing heat efficiency and reducing pollutants. Fuel residence times in the scramjet and PDE are very short, and of the same order of magnitude as ignition delay times. Therefore, ignition delay times strongly influence heat generation rates. The ability to control the kerosene's ignition delay time is *Corresponding author (email: zhhuang@mail.xjtu.edu.cn) crucial in combustor design and to ensure efficient combustion [1]. Kerosene composition is complex, making it difficult to investigate its ignition delay time. In recent years therefore, many researchers have focused on simulating the behavior of kerosene by using surrogates. Kerosene combustion mechanisms contain hundreds of species and thousands of elementary reactions, requiring extended computational times when using CFD software. A reduced number of reactions in mechanisms is required to decr...

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Section: Calculated Proceduressupporting

confidence: 82%

Section: Chemical Kinetic Analysismentioning

confidence: 99%

Shock tube study on auto-ignition characteristics of kerosene/air mixtures

et al. 2011

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“…This is because, as N-C 10 H 22 , PH-C 3 H 7 and CY-C 9 H 18 are consumed, hydrocarbon intermediate species, such as CH 4 , C 2 H 2 and C 2 H 4 are produced. The production of secondary hydrocarbon fuels is attributed primarily to methyl radical attack [24]. The consumption of these fuels coincides with the peak temperature increase in ξ -space.…”

Section: Counterflow Flame Structurementioning

confidence: 99%

“…Such surrogates have been reviewed by Dagaut and Cathonnet [22]. Previous studies focused on the effects of strain and surrogate composition on combustion with air [23][24][25][26][27][28] and, although useful, have not been extended to study the effect of dilution and preheat on such flames. Recent experimental studies involving spray in a hot product co-flow [29] indicate that significant changes to flame structure and heat release occur with hot product oxidiser dilution, further motivating investigations aimed at understanding the behaviour of more complex fuels under MILD combustion conditions.…”

Section: Introductionmentioning

confidence: 99%

Simulations of laminar non-premixed flames of kerosene with hot combustion products as oxidiser

Sidey

Giusti

Mastorakos

2016

Combustion Theory and Modelling

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The effects of hot combustion product dilution in a pressurised kerosene-burning system at gas turbine conditions were investigated with laminar counterflow flame simulations. Hot combustion products from a lean (φ = 0.6) premixed flame were used as an oxidiser with kerosene surrogate as fuel in a non-premixed counterflow flame at 5, 7, 9 and 11 bar. Kerosene-hot product flames, referred to as 'MILD', exhibit a flame structure similar to that of kerosene-air flames, referred to as 'conventional', at low strain rates. The Heat Release Rate (HRR) of both conventional and MILD flames reflects the pyrolysis of the primary and intermediate fuels on the rich side of the reaction zone. Positive HRR and OH regions in mixture fraction space are of similar width to conventional kerosene flames, suggesting that MILD flames are thin fronts. MILD flames do not exhibit typical extinction behaviour, but gradually transition to a mixing solution at very high rates of strain (above A = 160, 000 s −1 for all pressures). This is in agreement with literature that suggests heavily preheated and diluted flames have a monotonic S-shaped curve. Despite these differences in comparison with kerosene-air flames, MILD flames follow typical trends as a function of both strain and pressure. Further still, the peak locations of the overlap of OH and CH 2 O mass fractions in comparison with the peak HRR indicate that the pixel-by-pixel product of OH-and CH 2 O-PLIF signals is a valid experimental marker for non-premixed kerosene MILD and conventional flames.

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“…The flamelet model employed in this case is based on the assumption that a turbulent diffusion flame appears as a steady, one-dimensional laminar strained flame. This assumptions holds in many applications for turbulent gas diffusion flames [18,19,20,23]. A flamelet model gives a compromise between accuracy of results and simulation time for reacting flows and simultaneously incorporates the detailed chemical kinetics for the turbulent combustion simulations.…”

Section: (C)mentioning

confidence: 99%

Theoretical investigation of the performance of alternative aviation fuels in an aero-engine combustion chamber

Uryga-Bugajska

Pourkashanian

Borman

et al. 2011

Proceedings of the Institution of Mechanical Engineers, Part G:

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When considering alternative fuels for aviation, factors such as the overall efficiency of the combustion process and the levels of emissions emitted to the atmosphere need to be critically evaluated. The physical and chemical properties of a fuel influence the combustion efficiency and emissions and therefore need to be considered. The energy content of a biofuel, which is influenced negatively by the presence of oxygen in the molecular structure (i.e. oxygenated chemical compounds), is relatively low when compared with that of conventional jet fuel. This means that the overall efficiency of the process will be different. In this article, two possible scenarios have been investigated in order to assess the potential to directly replace conventional jet fuel – kerosene with methyl buthanoate – MB (a short chain fatty acid methyl ester – representing biofuel) and a synthetic jet fuel (Fischer–Tropsch fuel) using computational fluid dynamics (CFD) modelling in a typical modern air-spray combustor. A detailed comparison of kerosene with alternative fuel performance has been made. In addition, the impact of fuel blending on the combustion performance has been investigated. The CFD results indicate that there are notable differences in the engine performance and emissions when replacing conventional jet fuel with alternative fuels. The effect of alternative fuel chemistry on the combustion characteristics is noticeable both in the flamelet calculation and the CFD main flow field computations. This is particularly the case for MB.

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Combustion of Kerosene in Counterflow Diffusion Flames

Cited by 46 publications

References 8 publications

Shock tube study on auto-ignition characteristics of kerosene/air mixtures

Shock tube study on auto-ignition characteristics of kerosene/air mixtures

Simulations of laminar non-premixed flames of kerosene with hot combustion products as oxidiser

Theoretical investigation of the performance of alternative aviation fuels in an aero-engine combustion chamber

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