scholarly journals Numerical simulation of n-dodecane spray combustion based on OpenFOAM

Author(s):  
Wengang Li ◽  
Yinli Xiao ◽  
Yipin Lu ◽  
Zhibo Cao ◽  
Juan Wu

For the purpose of providing the scientific insights to combustion characteristics of spray jet, numerical calculations of reacting and non-reacting spray cases are performed for ECN (engine combustion network) Spray A (n-dodecane spray combustion) which coupled finite chemistry combustion model PaSR and detailed chemical reaction kinetics based on OpenFOAM. The applicability and accuracy of the spray model is verified in the non-reacting spray case, and it is found that the predicted spray characteristics such as the penetration length of liquid and vapor and the mixture fraction are in good agreement with the test results. The two processes of low-temperature reaction and high-temperature ignition experienced by n-dodecane spray ignition are analyzed in reacting spray case, and it is found that the low-temperature reaction continues to exothermic before high-temperature ignition, and continues to proceed stably after high-temperature ignition, which promotes high-temperature ignition and flame stability. Finally, the effects of different fuel injection pressures on ignition delay time and flame lift-off length are studied.

2020 ◽  
pp. 146808742096933
Author(s):  
Xiangyu Meng ◽  
Sicheng Liu ◽  
Jingchen Cui ◽  
Jiangping Tian ◽  
Wuqiang Long ◽  
...  

A novel method called high-pressure air (HPA) jet controlled compression ignition (JCCI) based on the compound thermodynamic cycle was investigated in this work. The combustion process of premixed mixture can be controlled flexibly by the high-pressure air jet compression, and it characterizes the intensified low-temperature reaction and two-stage high-temperature reaction. The three-dimensional (3D) computational fluid dynamics (CFD) numerical simulation was employed to study the emission formation process and mechanism, and the effects of high-pressure air jet temperature and duration on emissions were also investigated. The simulation results showed that the NOx formation is mainly affected by the first-stage high-temperature reaction due to the higher reaction temperature. Overall, this combustion mode can obtain ultra-low NOx emission. The second-stage high-temperature reaction plays an important role in the CO and THC formation caused by the mixing effect of the high-pressure air and original in-cylinder mixture. The increasing air jet temperature leads to a larger high-temperature in-cylinder region and more fuel in the first-stage reaction, and therefore resulting in higher NOx emission. However, the increasing air jet temperature can significantly reduce the CO and THC emissions. For the air jet duration comparisons, both too short and too long air jet durations could induce higher NOx emission. A higher air jet duration would result in higher CO emission due to the more high-pressure air jet with relatively low temperature.


1957 ◽  
Vol 10 (2) ◽  
pp. 160 ◽  
Author(s):  
JF Duncan ◽  
KR Lynn

The low temperature rearrangement of pinacol to pinacone appears to be second order with respect to the hydrogen ion concentration. The activation energy is, however, similar to that of the high temperature reaction. This is interpreted as indicating that in the low temperature reaction the synartetic step is formed by a two stage process, through a stable intermediate, and each stage requires the participation of a hydrogen ion.


1999 ◽  
Vol 2 (06) ◽  
pp. 565-571 ◽  
Author(s):  
R.G. Moore ◽  
C.J. Laureshen ◽  
M.G. Ursenbach ◽  
S.A. Mehta ◽  
J.D.M. Belgrave

Summary Oils that are potential candidates for in situ combustion recovery processes are often screened by means of their oxidation characteristics: in particular, the kinetics of the ignition process and the transition from low-temperature to high-temperature oxidation through what is known as the "negative temperature gradient region." These characteristics are readily studied in ramped-temperature oxidation tests, which involve the controlled heating of recombined, oil-saturated cores in a one-dimensional plug flow reactor under a flowing stream of air (or oxygen-containing gas). The purpose of these tests is to study the global oxidation behavior and reaction kinetics under controlled conditions, with the end purpose of providing realistic data for incorporation into a numerical simulator which can be used to predict field performance. A ramped-temperature oxidation apparatus was used to conduct a detailed, two-year parametric study of the oxidation characteristics of Athabasca Oil Sands bitumen. The text matrix involved various levels of pressure, gas injection rate, oxygen content of the injected gas, and maximum ramptemperature. This paper details the principal findings for the 45-test study;especially the need to maintain high reaction temperatures >380°C) in order to mobilize and produce heavy oils under conditions of dry in situ combustion. Design considerations and operational guidelines for successful field projectsarising from the results of this study are also discussed. Introduction In order to successfully exploit the vast potential of processes based on the injection of air or an oxygen-containing gas for the recovery of conventional and heavy oils, it is necessary to understand the nature of the oxidation reactions which are involved. The traditional definition of in situ combustion, which is based on the high-temperature combustion of a coke-like fuel, does not explain the combustion behavior which is observed in many field projects or even in laboratory combustion tube experiments. For this reason, a number of experiments have been developed which concentrate on the global oxidation kinetics. These studies normally involve exposing the crude oil to a programmed rate of heating while in contact with the oxidizing gas. The oxidation kinetics are then observed using effluent gas analysis techniques,1–7 and differential thermal techniques such as the differential thermal analysis (DTA) work of Vossoughi et al.,8 the pressurized differential scanning calorimetry (PDSC) studies of Phillips et al.9 and Belkharchouche and Hughes,10 and the accelerating rate calorimetry (ARC) technique of Yannimaras et al.11 Previous investigations of the oxidation reactions which occur during in situ combustion processes have shown the existence of at least two temperature ranges over which the oxygen uptake rates are significant. 2,4-7While Kisler and Shallcross have reported that the light (40.2°API) Australian oil which they studied exhibited at least three temperature ranges over which localized maxima in the oxygen uptake rate were observed, the majority of heavy oils for which oxidation data have been reported show only two distinct local maxima in the oxidation rates. For convenience, the two temperature ranges where elevated oxygen uptake or energy generation rates are observed are denoted as the low-temperature oxidation (LTO) and high-temperature combustion(HTC) regions. For heavy oils, the range of temperatures associated with the low-temperature oxidation region is roughly from 150 to 300°C, while the high-temperature combustion region generally corresponds to reaction temperatures in the range from 380 to 800°C. The transition temperature range which falls between the low-temperature oxidation and high-temperature combustion regions is characterized by reduced oxygen uptake and energy generation rates. The lower temperature portion of this transition range in which the oxygen uptake and energy generation rates decrease with increasing temperature is the "negative temperature gradient region" (NTGR). This behavior is illustrated in Fig. 1, which is the temperature history for a test involving a heater temperature of 350°C (near the upper end of the NTGR). This test, which was previously described by Moore et al.,12 shows that a distinct low-temperature reaction zone formed when the temperature was approximately 140°C and it propagated through the core for a short period of time as the heater continued its ramp towards the setpoint maximum temperature of 350°C At the end of the propagation period, the centerline temperatures remained very close to the heater temperature as the latter was increased over the temperature interval from 280 to 330°C It is apparent from the small temperature differences between all of the centerline locations and the heater that energy generation over this temperature interval was very low. A high-temperature reaction zone started to form when the temperature at the first thermocouple location attained 355°C. Fig. 2 provides the oxygen uptake history for the same test, and the data show that there were also two distinct periods of high oxygen uptake rates. The first period corresponds to the time that the lower-temperature reaction zone propagated through the core, and it is apparent that the prime mode of oxygen uptake is by reactions which do not result in the formation of carbon oxides. These reactions have been denoted as LTO reactions, although it should be noted that hydrogen conversion to water (which is normally classified as a combustion reaction) is included as a LTO reaction. Oxygen uptake rates associated with the second period correspond to the propagation of the high-temperature reaction zone. At these higher temperatures, oxygen consumption is primarily associated with the formation of carbon oxides. Oxygen uptake by LTO reactions is also significant, but this reflects the inclusion of hydrogen conversion to water as a LTO reaction. In essence, the oxidation reactions associated with the high-temperature propagating reaction zone are those which are normally designated as high-temperature combustion, in that the primary products are carbon oxides and water.


2021 ◽  
Author(s):  
Daniel Mira ◽  
Eduardo J. Pérez-Sánchez ◽  
Anurag Surapaneni ◽  
Jesús Benajes ◽  
José M. García-Oliver ◽  
...  

Abstract Poly-Oxymethylene Dimethyl Ethers (OMEx) are being intensively investigated because of their potentially renewable synthesis path, which make them suitable as liquid fuels for low-carbon transport applications. In the present contribution, a computational study on the difference in combustion characteristics between dodecane and OMEx-type fuels under Engine Combustion Network (ECN) Spray A conditions is reported. In particular, a blend of different OMEx fuels have been investigated and compared to dodecane, which is a more conventional diesellike fuel. The modelling framework consists of a high-fidelity LES approach together with a Eulerian-Lagrangian spray model and flamelet-based turbulent combustion model. Results indicate ignition delay time and lift-off length according to the fuel reactivity properties, with the OMEx fuel performing similarly to dodecane. Flamelet calculations show that ignition of the oxygenated fuels is in general similar to that of dodecane, but it occurs at higher mixture fraction values due to the differences in stoichiometry. One of the most relevant outcomes of the study is the important effect that the oxygenated characteristics of OMEx has on the flame structure. Results show that for OMEx the reaction front is stabilized at distances closer to the nozzle than for dodecane, and that the flame shape as well as its internal structure is clearly affected.


Author(s):  
Yu Zhang ◽  
Alexander Voice ◽  
Tom Tzanetakis ◽  
Michael Traver ◽  
David Cleary

Future projections in global transportation fuel use show a demand shift towards diesel and away from gasoline. At the same time greenhouse gas regulations will drive higher vehicle fuel efficiency and lower well-to-wheel CO2 production. Naphtha, a contributor to the gasoline stream and requiring less processing at the refinery level, is an attractive candidate to mitigate this demand shift while lowering the overall greenhouse gas impact. In this work, low cetane and high volatility gasoline-like fuels have shown potential to achieve high fuel efficiency with low engine-out emissions in a production commercial vehicle engine. This study investigates the combustion and emissions performance of two low cetane naphtha fuels (Naphtha 1: RON59; Naphtha 2: RON69) and one ultra-low sulfur diesel (ULSD) in a model year (MY) 2013, six-cylinder, heavy-duty diesel engine. The engine is equipped with a single-stage variable geometry turbocharger (VGT) and a fuel injection system that is capable of 2500 bar fuel injection pressure. The engine has a stock geometric compression ratio of 18.9. To date, most studies in this area have been conducted using single-cylinder research engines. Aramco aims to better understand the implications on hardware and software design in a multi-cylinder engine with a production engine air system. Engine testing was focused on the Heavy-Duty Supplemental Emissions Test (SET) “B” speed over a load sweep from 5 to 15 bar BMEP. At each operating point, NOx sweeps were conducted over wide ranges (e.g., 0.2 → 3 g/hp-hr) to understand the implications of fuel reactivity as well as other properties on combustion behavior under both high temperature mixing-controlled combustion and low temperature premixed combustion. At 10–15 bar BMEP, mixing-controlled combustion dominates the engine combustion process. Under a compression ratio of 18.9, cylinder pressure and temperature are sufficiently high to suppress the reactivity (cetane number) difference between ULSD and the low cetane naphtha fuels. As a result, the three test fuels showed similar ignition delay under high temperature and pressure conditions. Nevertheless, naphtha fuels still exhibited notable soot reduction compared to ULSD. Under mixing-controlled combustion, this is likely due to their lower aromatic content and higher volatility. At 10 bar BMEP, Naphtha 1 generated less soot than Naphtha 2 since it contains less aromatics and is more volatile. When operated at light load, in a less reactive thermal environment, the lower reactivity naphtha fuels led to longer ignition delays than ULSD. As a result, the soot benefit of naphtha fuels was enhanced. Overall, naphtha fuels and ULSD had similar fuel efficiency. Utilizing the soot benefit of the naphtha fuels, engine-out NOx was calibrated from the production level of 3–4 g/hp-hr down to 2–2.5 g/hp-hr over the twelve non-idle SET steady-state modes. At this reduced NOx level, naphtha fuels were still able to maintain a soot advantage over ULSD and remain “soot-free” (smoke ≤ 0.2 FSN) while achieving diesel-equivalent fuel efficiency. Finally, partially premixed compression ignition (PPCI) low temperature combustion (LTC) operation (NOx ≤ 0.2 g/hp-hr; smoke ≤ 0.2 FSN) was achieved with both of the naphtha fuels at 5 bar BMEP through a late injection approach with high injection pressure. Under high EGR dilution, Naphtha 2 showed an appreciably longer ignition delay than Naphtha 1, resulting in a soot reduction benefit. Early injection PPCI operation cannot be attained with the stock engine compression ratio due to excessive pressure rise rates. Although the late injection PPCI operation offered a significant NOx benefit over mixing-controlled combustion operation, it led to lower fuel efficiency with undesirably late combustion phasing. This points the research towards a lower engine compression ratio and an air system upgrade to promote high efficiency PPCI LTC operation.


1939 ◽  
Vol 12 (2) ◽  
pp. 163-175 ◽  
Author(s):  
W. F. Busse ◽  
E. N. Cunningham

Abstract The rate of breakdown of smoked sheet, pale crepe, and sprayed-latex rubber in a laboratory internal mixer is a minimum at temperatures around 240° F., and the rate may be increased as much as four- or five-fold by either raising or lowering the temperature 80° F. The high-temperature reaction (above 240° F.) probably is similar to the thermal oxidation which occurs when rubber is heated in air, since the rates of both reactions are increased by increasing the oxygen concentration, and they are reduced by adding antioxidants. The low-temperature reaction (below 240° F.) may involve a mechanical acti-vation of the rubber, as in milling. The rate of this reaction first increases and then remains constant or decreases slightly as the oxygen concentration in the temperature during mastication is increased from about 0.5% to 20% to 100%. Some nitroso compounds are powerful stiffeners of rubber, and they change the softness-retentivity relation, making it more like that of reclaim or semi-vulcanized rubber. The effect of most commonly used “softeners” on the plasticity of rubber is small compared with the effect of changing the mastication temperature ±40° F. Exceptions to this are certain vulcanization accelerators (at high temperatures), hydrazine compounds and thiophenols, which appear to be true mastication acelerators or oxidation catalysts.


2012 ◽  
Vol 516-517 ◽  
pp. 1070-1073 ◽  
Author(s):  
Chang Jian Wang

Due to safety consideration of storage and transportation of liquid fuel at low atmospheric pressure region, the influence of low atmospheric pressure on heptane jet fire was numerically investigated, based on LES and mixture-fraction combustion model. Injection heptane diameters satisfy Rosin-Rammler distribution. The simulation shows that, low atmospheric pressure has an evident effect on jet fire. It extends the fire length and shortens the lift-off height. The centerline temperature rises to the maximum value more rapidly and then it decays more slowly. The maximum centerline temperature is not sensitive to various atmospheric pressure.


Author(s):  
M. Wang ◽  
M. Raju ◽  
E. Pomraning ◽  
P. Kundu ◽  
Y. Pei ◽  
...  

Representative Interactive Flamelet (RIF) and Detailed Chemistry based combustion models are two commonly used combustion models for non-premixed diesel engine simulations. RIF performs transient chemistry calculations on a one-dimensional grid based on the mixture fraction coordinate. Hence, the chemistry calculations are essentially decoupled from the computational fluid dynamics (CFD) grid. The detailed chemistry model, on the other hand, solves transient chemistry in the 3D CFD domain. An efficient parallelization strategy is used for the computation of the multiple flamelets RIF model. The multiple flamelets RIF and detailed chemistry combustion models are applied for modeling a constant volume spray combustion case and a diesel engine case, with a view to compare the differences between the two models. Results for ignition delay, flame lift-off length, cylinder pressure, and emissions are compared with experimental data. The effect of number of flamelets is evaluated. Finally, the effect of spray cooling is investigated based on the results from the RIF model and the detailed chemistry based combustion model.


Author(s):  
Nilaphai Ob ◽  
Ajrouche Hugo ◽  
Hespel Camille ◽  
Moreau Bruno ◽  
Chanchaona Somchai ◽  
...  

The intermediate fermentation mixture of butanol production, Acetone, Butanol and Ethanol (ABE), is increasinglyconsidered as a new alternative fuel in CI engines due to its physical and chemical properties, which are similar to those of butanol, and its advantages of no additional cost or energy consumption due to butanol separation. In a previous study, the High-Pressure and High-Temperature (HPHT) chamber, called ‘New One Shot Engine” (NOSE), was used to investigate macroscopic spray-combustion parameters by validating Spray-A conditions of the Engine Combustion Network. The present study concerns the spray-combustion characteristics of the ABE mixture (volume ratio 3:6:1), blended with n-dodecane at a volumetric ratio of 20% (ABE20), compared to n-dodecane as reference fuel. The macroscopic spray and combustion parameters were investigated, for non-reactive conditions, in pure Nitrogen and for reactive conditions, in 15% oxygen, at ambient pressure (60 bar), ambient density (22.8 kg/m3) and different ambient temperatures (800 K, 850 K and 900 K). The liquid and vapor spray penetrations were investigated by the Diffused Back Illumination (DBI) and Schlieren techniques in non-reactive conditions. In reactive conditions, the lift-off length was measured by OH* chemiluminescence images at 310 nm. The Schlieren technique was also used to verify the choice of detection criterion. The ignition delay results of the two fuels were compared. It was found that the behavior of the two fuels as a function of temperature was similar even if the liquid length of ABE20 was shorter than that of n-dodecane at all ambient temperatures. On the other hand, no real difference in vapor spray penetration between the two fuels was observed. The vaporization properties and the lower auto-ignition ability of ABE20 led to longer ignition delays and lift-off length.DOI: http://dx.doi.org/10.4995/ILASS2017.2017.4852


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