Ignition delay times of Jet A-1 fuel: Measurements in a high-pressure shock tube and a rapid compression machine

Toni, Amir De; Werler, Marc; Hartmann, Ricardo Morel; Cancino, Leonel R; Schießl, Robert; Fikri, Mustapha; Schulz, Christof; Oliveira, Amir Antônio Martins; Oliveira, Edimilson Jesus de; Rocha, Mauro Iurk

doi:10.1016/j.proci.2016.07.024

Cited by 27 publications

(19 citation statements)

References 28 publications

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“…However, the test gas temperatures are significantly higher than those relevant to low temperature thermal hazards and the minimum AIT conditions examined in ASTM-E659 testing. These ignition studies (Vasu et al, 2008;Wang and Oehlschlaeger, 2012;Liang et al, 2012;Zhukov et al, 2014;De Toni et al, 2017) have also mainly been conducted at elevated pressures (8 − 51 atm) which are uncharacteristic of thermal ignition hazards in aircraft and industrial hazards associated with accidental releases. These studies examined kerosene fuels (including Jet A) however with the typical wide variation in composition found in commodity supplies (Edwards, 2017).…”

Section: Autoignition Backgroundmentioning

confidence: 99%

Low temperature autoignition of Jet A and surrogate jet fuel

Martin

Shepherd

2021

Journal of Loss Prevention in the Process Industries

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An experimental study of the low-temperature and low-pressure autoignition of Jet A and surrogate fuels was conducted using the ASTM-E659 standardized test method. Two surrogate fuels (Aachen and JI mixtures), their individual components and two batches (POSF-4658 and POSF-10325) of standardized Jet A were tested using the ASTM-E659 method for a range of fuel concentrations and temperatures. The ignition behaviors were categorized into four distinct ignition modes. The individual hydrocarbon components had a wide range of ignition behaviors and minimum autoignition temperatures (AIT) values depending on the molecular structure. The two Jet A batches showed similar ignition behavior with measured AITs of 229 ± 3°C and 225 ± 3°C respectively. Both surrogates exhibited similar ignition behavior to Jet A with comparable AITs of 219 ± 3.1°C (Aachen) and 228 ± 3°C (JI) with the JI mixture proving to be a more suitable surrogate to Jet A in the low-temperature thermal ignition regime.

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Section: Autoignition Backgroundmentioning

confidence: 99%

Low temperature autoignition of Jet A and surrogate jet fuel

Martin

Shepherd

2021

Journal of Loss Prevention in the Process Industries

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“…Shock tube experiments were done by Dean et al, 68 Vasu et al, 69 Dooley et al, 70 Balagurunathan, 71 Wang and Oehlschlaeger, 48 Mzé-Ahmed et al, 72 Zhukov et al, 73 Zhang et al, 45 Zhu et al, 46 Valco et al, 67 De Toni et al, 74 Davidson et al 75 and Shao et al 76 under a wide range of conditions as seen from Table 2.…”

Section: Fundamental Autoignition Studies Of Kerosenementioning

confidence: 99%

“…Moreover, Davidson et al 75 found that changes in equivalence ratio had little effect on kerosene ignition delay under high temperature conditions. Furthermore, it can be seen that RP-3, 45 Jet-A, 48 Jet A-1, 74 and JP-8 69,77 have three distinct ignition delay regions which can be classified into the low (T < 750 K), negative temperature coefficient (NTC) (750 K ≤ T ≤ 900 K), and high (T > 900 K) temperature regions. 48…”

Section: Fundamental Autoignition Studies Of Kerosenementioning

confidence: 99%

From fundamental study to practical application of kerosene in compression ignition engines: An experimental and modeling review

Tay

Zhao

et al. 2019

Proceedings of the Institution of Mechanical Engineers, Part D:

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The use of kerosene in direct injection compression ignition engines is fundamentally due to the introduction of the Single Fuel Concept. As conventional direct injection compression ignition diesel engines are made specifically to use diesel fuel, the usage of kerosene will affect engine emissions and performance due to differences between the fuel properties of kerosene and diesel. As a result, in order for kerosene to be properly and efficiently used in diesel engines, it is needful for the scientific community to know the properties of kerosene, its autoignition and combustion characteristics, as well as its emissions formation behavior under diesel engine operating conditions. Moreover, it is desirable to know the progress made in the development of suitable kerosene surrogates for engine applications as it is a crucial step toward the development of reliable chemical reaction mechanisms for numerical simulations. Therefore, in this work, a comprehensive review is carried out systematically to better understand the characteristics and behavior of kerosene under direct injection compression ignition engine relevant conditions. In this review work, the fuel properties of kerosene are summarized and discussed. In addition, fundamental autoignition studies of kerosene in shock tube, rapid compression machine, fuel ignition tester, ignition quality tester, constant volume combustion chamber, and engine are compiled and evaluated. Furthermore, experimental studies of kerosene spray and combustion in constant volume combustion chambers are examined. Also, the experimental investigations of kerosene combustion and emissions in direct injection compression ignition engines are discussed. Moreover, the development of kerosene surrogates, their chemical reaction mechanisms, and the modeling of kerosene combustion in direct injection compression ignition engines are summarized and talked about. Finally, recommendations are also given to help researchers focus on the areas which are still severely lacking.

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“…The ID is characterized as the time between the beginning of fuel injection and the beginning of combustion. In addition, IDs significantly affect the ignition methodology and can be arranged into physical and chemical ID [4,5].…”

Section: Introductionmentioning

confidence: 99%

Effect of Cylinder Air Pressure and Hot Surface Temperature on Ignition Delay of Diesel Spray in a Constant Volume Combustion Chamber

Salman

Kim

2019

Energies

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Present-day direct injection (DI) diesel engines with a high power density of displacement are not just promoting an expansion in the utilization of high-temperature resistant alloys in pistons yet, in addition, the expanded cylinder air pressures. When the temperature of the diesel engines piston exceeds a certain limit, it assumes a critical role at the start of sprays. The target of the present investigation was to look at the effects of cylinder air pressures (CAP) (10–25 bar) and high hot surface temperatures (HST) (350–450 °C). The ignition delay (ID) of pure diesel and that of diesel with Iftex clean system D (a cetane enhancer) are investigated experimentally. The experiments are performed by using a constant volume combustion chamber (CVCC) with a single hole pintle-type nozzle mounted on its head. A strong dependence of ID on the CAPs and HSTs was observed. A CAP of 25 bar is much inferior to the precombustion pressure of DI diesel engines; however, it is the case that combustion typical features are the same in spite of an inferior CAP, HST, and injection pressure. The ID tends to decrease to very small values with an increase in either of the two parameters. At a CAP of 25 bar, the measured ID of diesel with fuel additive is 45.8% lower than the pure diesel. Further, the ID of diesel with fuel additive at a 300 bar injection pressure and 25 bar CAP decreases at a rate of close to 0.2 ms/bar.

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Ignition delay times of Jet A-1 fuel: Measurements in a high-pressure shock tube and a rapid compression machine

Cited by 27 publications

References 28 publications

Low temperature autoignition of Jet A and surrogate jet fuel

Low temperature autoignition of Jet A and surrogate jet fuel

From fundamental study to practical application of kerosene in compression ignition engines: An experimental and modeling review

Effect of Cylinder Air Pressure and Hot Surface Temperature on Ignition Delay of Diesel Spray in a Constant Volume Combustion Chamber

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