Low-temperature oxidation of 2-butene in the gas phase

Ray, D.J.M.; Waddington, David

doi:10.1021/ja01027a080

Cited by 9 publications

(1 citation statement)

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“…Figure with the crank-angle interval between 10% and 90% mass burned (CA10-CA90). It is widely known that the autoignition chemistry between aromatics and olefins is quite different [8,[29][30][31]; however, it seems that for refinery stream fuels the burning in an HCCI engine is so rapid that the impact of fuel chemistry is diminished. Furthermore, the CA10-CA90 burn durations for all the fuels are remarkably similar given the range of compositional changes, as all the burn durations are within ±0.5 CAD of a 9 deg average value.…”

Section: Fig 15 Indicated Mean Effective Pressure Versus Volumetric mentioning

confidence: 99%

Impact of Refinery Stream Gasoline Property Variation on Load Sensitivity of the HCCI Combustion

Lacey

Filipi

Sathasivam

et al. 2013

Journal of Engineering for Gas Turbines and Power

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The homogeneous charge compression ignition (HCCI) combustion process is highly reliant upon a favorable in-eylinder thermal environment in an engine, for a given fuel. Commercial fuels can differ considerably in composition and autoignition chemistry; hence, strategies intended to bring HCCI to market must account for this fuel variability. To this end, a test matrix consisting of eight gasoline fuels comprised of blends made solely from refineiy streams were run in an e.xperimental, single cylinder HCCI engine. All fuels contained 10% ethanol by volume and were representative of a cross section of fuels one would expect to find at gasoline pumps across the United States. The properties of the fuels were varied according to research octane number (RON), sensitivity (S = RON-MON), and volumetric content of aromatics and olefins. For each fuel, a sweep of load (mass of fuel injected per cycle) was conducted and the intake air temperature was adjusted in order to keep the crank angle of the 50% mass fraction burned point (CA50} constant. By analyzing the amount of temperature compensation required to maintain constant comhustion phasing, it was possihle to determine the sensitivity of HCCI to changes in load for various fuels. In addition, the deviation of fuel properties hrought ahout variations in important engine peiformance metrics like specific fuel consumption. Though the injected energy content per cycle was matched at the haseline point across the test fuel matrix, thermodynamic differences resulted in a spread of specific fuel consumption for the fuels tested.

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Section: Fig 15 Indicated Mean Effective Pressure Versus Volumetric mentioning

confidence: 99%