Flame-quench distance measurements in a CFR engine

Goolsby, A.D.; Haskell, W. W.

doi:10.1016/0010-2180(76)90060-2

Cited by 38 publications

(6 citation statements)

References 4 publications

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“…It can be seen that for stoichiometric mixtures, the head-on quenching distance d q decreases from 0.26 to 0.075 mm when the pressure increases from 0.08 to 0.18 MPa. Daniel (1957) and Goolsby and Haskell (1976), among others, proposed the following relationship to fit quenching distance data versus …”

Section: Quenching Of Transient Laminar Flame 1313mentioning

confidence: 99%

“…Many earlier theoretical and experimental works have led to results of flame quenching in tubes and between two parallel plates; among others, see the works of Goolsby and Haskell (1976), Hackert et al (1998), and Alkidas (1999). In these studies, the quenching distance has been measured as a minimum distance between the plates (or minimum tube diameter) to quench the flame.…”

Section: Introductionmentioning

confidence: 98%

“…In these studies, the quenching distance has been measured as a minimum distance between the plates (or minimum tube diameter) to quench the flame. There has been considerable discussion in the literature over the relationship between quenching distance (characteristic dimension of the channel) and such quantities as wall temperature, gas pressure, equivalence ratio, and so on (Goolsby and Haskell, 1976). Because all factors interact with each other, it is difficult to vary them independently and establish their individual effects.…”

Section: Introductionmentioning

confidence: 99%

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Head-on Quenching of Transient Laminar Flame: Heat Flux and Quenching Distance Measurements

Sotton

Boust

Labuda

et al. 2005

Combustion Science and Technology

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Ecole Nationale Supé rieure de Mé canique et d'Aé rotechnique, Futuroscope Chasseneuil Cedex, FranceThis work presents results of quenching distance and heat flux measurements during the head-on quenching of transient laminar stoichiometric methane=air flame in the pressure range 0.05-1.7 MPa. The results of direct visualization have been used to measure the quenching distance and to prove the relationship relating the quenching distance and heat flux to the wall over the global combustion reaction rate. It is shown that quenching distance decreases from 0.43 to 0.016 mm with pressure rise from 0.05 to 1.7 MPa. The maximum wall heat flux increases nonlinearly from 0.35 to 2.3 MW=m 2 with pressure rise from 0.05 to 1.7 MPa. The dimensionless value of the heat flux depends only slightly on the pressure and decreases from 0.3 to 0.2 with rise of pressure in this pressure range. Flame-wall interaction time is about constant and equal to 0.15-0.155 ms in all ranges of pressure variation.

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Section: Quenching Of Transient Laminar Flame 1313mentioning

confidence: 99%

Section: Introductionmentioning

confidence: 98%

Section: Introductionmentioning

confidence: 99%

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Head-on Quenching of Transient Laminar Flame: Heat Flux and Quenching Distance Measurements

Sotton

Boust

Labuda

et al. 2005

Combustion Science and Technology

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“…Of particular relevance to engine crevice quenching are the parallel-plate quenching experiments, which find the minimum distance between two large parallel plates that a flame can propagate. Various studies have been completed, successfully relating two plate quench distances to quenching in engine [13][14][15][16]. In these studies crevice gaps were varied and tested in engines and compared to laminar flame quenching dimensions.…”

Section: Laminar Flame Quenchingmentioning

confidence: 99%

“…Multiple analysis techniques were used to detect flame quenching using ionization probes [13,14] where dq,2 is the two-plate quench distance, kf is the thermal conductivity at flame conditions, pu is the unburned gas density, SL is the laminar flame speed, and cpf is the specific heat at constant pressure at flame conditions. Laminar flame speeds are calculated using correlations found for gasoline [20,21].…”

Section: Laminar Flame Quenchingmentioning

confidence: 99%

Crevice Volume Effect on Spark Ignition Engine Efficiency

Smith¹,

Cheng²,

Heywood³

2014

SAE Technical Paper Series

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A set of experiments and a simulation study are completed to quantify the effect of the piston crevice on engine efficiency. The simulation study breaks down the loss mechanisms on brake efficiency at different displacement volumes (300 -500 cc) and compression ratios (8-20). Experiments focus on indicated efficiencies for a narrow range of compression ratios (9.24-12.57) with different piston crevice volumes. Piston crevice volume is increased in two steps by machining a groove into the piston top land, and is decreased by raising the top ring. Indicated efficiency is measured at various loads (0.4 -1.0 bar MAP), speeds (1500, 2000, 2500 rpm), and coolant temperatures (50'C and 80'C). All data points compared in this study are recorded at MBT timing with a relative air-fuel ratio (k) of 1.For the baseline case (CR = 9.24, speed = 2000 rpm, coolant = 80'C), increased crevice volume results in an indicated efficiency degradation of 0.3-0.5%-points per 1000 mm 3 . This absolute decrease corresponds to a 1.2-1.5% relative decrease for a 100% increase in crevice volume; referenced to the control piston crevice modification. Decreasing crevice volume leads to a gain in indicated efficiency of 2.3-3.5%-points per 1000 mm 3 , which corresponds to a 6.9-11.8% relative increase for a 100% decrease in crevice volume; referenced to the control piston crevice modification.Results of the experimental investigation, when compared across compression ratio, engine speed, and coolant temperature, show that the crevice effect on efficiency is largely independent of these three parameters. Large gains from decreased piston crevice volume prompt renewed discussions on piston top land, top ring, and crown design.

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Effect of Pressure and Turbulence Intensity on the Heat Flux During Flame Wall Interaction (FWI)

Padhiary,

Pilla,

Sotton

et al. 2023

Flow Turbulence Combust

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Combustion applications such as internal combustion engines are a major source of power generation. Renewable alternative fuels like hydrogen and ammonia promise the potential of combustion in future power applications. Most power applications encounter flame wall interaction (FWI) during which high heat losses occur. Investigating heat loss during FWI has the potential to identify parameters that could lead to decreasing heat losses and possibly increasing the efficiency of combustion applications. In this work, a study of FWI (CH4-air mixture) in a constant volume chamber, with a head-on quenching configuration, at high pressure in both laminar and turbulent conditions is presented. High-speed surface temperature measurement using thin junction thermocouples coupled with high-speed flow field characterization using particle image velocimetry (PIV) are used simultaneously to investigate the effect of pressure during FWI (Pint) and turbulence intensity (q) on the heat flux peak (QP). In laminar combustion regimes, it is found that QP is proportional to Pint0.35. The increase in q is shown to affect both Pint and QP. Finally, comparing QP versus Pint for both laminar and turbulent combustion regimes, it is found that an increase in q leads to an increase in QP (b = 0.76).

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Flame-quench distance measurements in a CFR engine

Cited by 38 publications

References 4 publications

Head-on Quenching of Transient Laminar Flame: Heat Flux and Quenching Distance Measurements

Head-on Quenching of Transient Laminar Flame: Heat Flux and Quenching Distance Measurements

Crevice Volume Effect on Spark Ignition Engine Efficiency

Effect of Pressure and Turbulence Intensity on the Heat Flux During Flame Wall Interaction (FWI)

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