Evaporation and ignition of a fuel droplet on a hot surface (Part 4, model of evaporation and ignition)

Mizomoto, Masahiko; Ikai, Shigeru; Morita, Akio

doi:10.1016/0010-2180(83)90086-x

Cited by 18 publications

(3 citation statements)

References 10 publications

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“…Later on, Dryer [2] , Lasheras [3] , Chardra and Avedisiao [4] , Mizomoto and Law et al [5,6] also observed this phenomenon. The basic conditions for micro-explosion occurrence were developed as follows: (1) the difference in the volatility (i.e.…”

mentioning

confidence: 77%

There is no micro-explosion in the diesel engines fueled with emulsified fuel

2006

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According to the criterion of micro-explosion occurrence, a new viewpoint that micro-explosion may not occur in diesel engines is presented in this paper. The relationship among the diameter change of an emulsified fuel droplet, water and fuel evaporation rate is obtained from the multi-component control equations of the droplets. Because the evaporation rate of water is much more rapid than that of fuel, water will evaporate much quickly than fuel in this process, so the water is evaporated in advance, and at the same time large droplets change into small ones. This is in fact the main reason of combustion intensification for emulsified fuel. The investigators at home should notice that the fuel droplets used in the previous experiments were always droplets with big diameter (about d 0 ≥250 μm), which might be owing to the restriction of the experimental conditions. Micro-explosion does happen on such fuel droplets with big diameters, which has caused all the authors to think that micro-explosion would happen on all the droplets without exception. However, it cannot be used to explain what really happens in diesel engines. In our research, we have found that micro-explosion will not occur when the size of droplets is too small, and the same is case with diesel engines.

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mentioning

confidence: 77%

There is no micro-explosion in the diesel engines fueled with emulsified fuel

2006

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“…The droplets then evaporate, forming a vapor mixture around them that is ignited by the hot surface. Gas-liquid equilibrium is assumed to be maintained at the surface of the fuel droplet, with the vapor maintaining a saturated pressure with temperature [34,35]. Based on this assumption, total heat transmission is consumed in the fuel evaporation process, and the relevant energy equation can be presented as Equation (1).…”

Section: Heat Transfer and Ignition Mechanism Of Leaking Marine Fuel ...mentioning

confidence: 99%

Influence of Edge-Limited Hot Surfaces on Accidental Ignition and Combustion in Ship Engine Rooms: A Case Study of Marine Diesel Leakage

Liu,

Wang,

et al. 2024

JMSE

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To extend initial ignition-related fire prevention in ship engine room, this work presents a case study of marine diesel leakage for identifying accidental ignition by hot surface. Based on a self-designed experimental platform, a full-scale innovative experimental arrangement was conducted for diesel leakage-related hot surface ignition (HSI) tests in a ship engine room. A series of parameters (e.g., heat transfer, evaporation mode, ignition position, ignition delay time, flame instability, and combustion behavior) for improving the initial HSI of diesel leakage on an edge-limited hot surface were analyzed. A transient sequence corresponding to a change in leakage flow rates ranging from 7.5 mL to 25 mL was tested, and hot surface temperatures (HSTs) were adjusted between 390 °C to 525 °C. Puffing motion accelerated the mixing of HSI-driven vapors with fresh air, which was affected by the edge-based limitation and HSTs. The case study identified the effects of hot surface shape and the most important combinations of HSI-driven combustion characteristics for estimating initial ignition responses. Based on this current work, prediction models were proposed for determining the HSI height of marine diesel for varying leakage flow rates and HSTs. The results indicate that HSI height increases with leakage flow rate and HSI position is influenced by edged hot surfaces, leading the vertical centerline to shift towards the side of the edge structure. The results also revealed that the ignition delay time of diesel leaked onto an edged hot surface decreases as leakage flow rate increases. This change causes the initial HSI to occur earlier, potentially creating an extra risk in ship engine rooms.

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“…The ignition was observed in the temperature range far beyond the Leidenfrost point. Mizomoto and co-workers [14][15][16]18] have carefully and extensively examined the evaporation and ignition behaviors of pure hydrocarbon fuels at the atmospheric pressure. They found that the dropped pure fuel evaporated in contact with the heated surface at the beginning in the temperature region of transition from film-to spheroid-type evaporation.…”

Section: Introductionmentioning

confidence: 99%