Characterization of Fuel Composition and Altitude Impact on Gaseous and Particle Emissions From a Turbojet Engine

2017 ◽  
Author(s):  
Tak W. Chan ◽  
Pervez Canteenwalla ◽  
Wajid A. Chishty
Keyword(s):  
Co2 Emissions ◽  
Nox Reduction ◽  
Cetane Number ◽  
Combustion Efficiency ◽  
Jet Fuel ◽  
Jet Fuels ◽  
Fuel Composition ◽  
Worst Case ◽  
Particle Emissions ◽  
Turbojet Engine

The effects of altitude and fuel composition on gaseous and particle emissions from a turbojet engine were investigated as part of the National Jet Fuels Combustion Program (NJFCP) effort. Two conventional petroleum based jet fuels (a “nominal” and a “worst-case” jet fuel) and two test fuels with unique characteristics were selected for this study. The “worst-case” conventional jet fuel with high flash point and viscosity resulted in reduced combustion efficiency supported by the reduced CO2 emissions and corresponding increased CO and THC emissions. In addition, increased particle number (PN), particle mass (PM), and black carbon (BC) emissions were observed. Operating the engine on a bimodal fuel, composed of heavily branched C12 and C16 iso-paraffinic hydrocarbons with an extremely low cetane number did not significantly impact the engine performance or gaseous emissions but significantly reduced PN, PM, and BC emissions when compared to other fuels. The higher aromatic content and lower hydrogen content in the C-5 fuel were observed to increase PN, PM, and BC emissions. It is also evident that the type of aromatic hydrocarbons has a large impact on BC emissions. Reduction in combustion efficiency resulted in reduced CO2 emissions and increased CO and THC emissions from this engine with increasing altitudes. PN emissions were moderately influenced by altitude but PM and BC emissions were significantly reduced with increasing altitude. The reduced BC emissions with increasing altitude could be a result of reduced combustion temperature which lowered the rate of pyrolysis for BC formation, which is supported by the NOx reduction trend.

Effect of Aromatics in Jet Fuels on Spray Characteristics Downstream of an Aeronautical Pressure Swirl Atomizer

2016 ◽  
Author(s):  
Julien Leparoux ◽  
Renaud Lecourt ◽  
Olivier Penanhoat
Keyword(s):  
Alternative Fuels ◽  
Jet Fuel ◽  
Injection System ◽  
Jet Fuels ◽  
Particle Emissions ◽  
Aromatic Content ◽  
Swirl Atomizer ◽  
Pressure Swirl ◽  
The Impact ◽  
Pressure Swirl Atomizer

Standard aeronautic fuels have a lower limit of aromatics of 8% (by volume) with about 18% for regular Jet A1. It has been shown that aromatics contained in Jet fuel have an impact on the fine particle emissions. In order to reduce these emissions, alternative fuels with lower aromatic content have been identified as a promising solution. Change Jet fuel composition can have several effects on spray and combustion behaviors, among others: atomization process, droplet evaporation, flame structure, pollutant and particle emissions. Then, it is necessary to evaluate the impact of this change on gas turbine performance and operability. The present study is focused on the spray behavior investigation with different aromatic content. Four Jet fuels are investigated including conventional Jet A1 kerosene, drop-in fuel with a mixture of half conventional Jet fuel and synthetic paraffinic kerosene (SPK), SPK with 8% of aromatics and pure SPK. The tests are performed at atmospheric conditions on the MERCATO testbed located at ONERA (FR). Phase Doppler Anemometry (PDA) measurements are carried out for the four fuels on an injection system composed of a pressure swirl atomizer and an air swirler. In this paper, a spray analysis of liquid velocity and droplet diameter measurements is described and linked to the variations of fuel properties. In the range of parameters covered by the four different fuels, it is shown that the spray behavior of each fuel is similar to the conventional Jet A1.

scholarly journals THE INFLUENCE OF THE CETANE NUMBER AND LUBRICITY IMPROVING ADDITIVES ON THE QUALITY PARAMETERS OF AVIATION-TURBINE FUEL

Aviation ◽  
2015 ◽  
Vol 19 (2) ◽  
pp. 72-77 ◽  
Author(s):  
Valentina Vilutienė ◽  
Gvidonas Labeckas ◽  
Stasys Slavinskas
Keyword(s):  
Diesel Fuel ◽  
Cetane Number ◽  
Quality Parameters ◽  
Jet Fuel ◽  
Jet Fuels ◽  
Heating Value ◽  
Power Generators ◽  
Basic Quality ◽  
Reference Parameters ◽  
Aviation Turbine Fuel

In order to recommend jet fuel for powering diesel engines the quality parameters of the following fuels were determined: diesel fuel (NATO code F-54) according to standard LST EN 590: 2014, jet fuel (NATO code F-35 and F-34) according to standard ASTM D 1655 and U.S.MIL-DTL-83133E, and jet fuel was treated with additives at the Centre of Quality research laboratory located at “ORLEN Lietuva” Ltd. Basic quality parameters of alternative jet fuels were analysed and compared with the reference parameters of diesel fuel. It was determined that the use of additives in jet fuel improves its parameters up to a level which satisfies the corresponding characteristics of normal diesel fuel: cetane number, lubricating properties, net heating value per unit of mass, sulphur content and, therefore, can be recommended for the use in land-based transport means and power generators.

Ignition Characteristics of a Fischer-Tropsch Synthetic Jet Fuel

2008 ◽  
Author(s):  
P. Gokulakrishnan ◽  
M. S. Klassen ◽  
R. J. Roby
Keyword(s):  
Kinetic Model ◽  
Ignition Delay ◽  
Flow Reactor ◽  
Kinetic Mechanism ◽  
Jet Fuel ◽  
Synthetic Jet ◽  
Jet Fuels ◽  
Ignition Delay Times ◽  
Delay Times ◽  
Ignition Characteristics

Ignition delay times of a “real” synthetic jet fuel (S8) were measured using an atmospheric pressure flow reactor facility. Experiments were performed between 900 K and 1200 K at equivalence ratios from 0.5 to 1.5. Ignition delay time measurements were also performed with JP8 fuel for comparison. Liquid fuel was prevaporized to gaseous form in a preheated nitrogen environment before mixing with air in the premixing section, located at the entrance to the test section of the flow reactor. The experimental data show shorter ignition delay times for S8 fuel than for JP8 due to the absence of aromatic components in S8 fuel. However, the ignition delay time measurements indicate higher overall activation energy for S8 fuel than for JP8. A detailed surrogate kinetic model for S8 was developed by validating against the ignition delay times obtained in the present work. The chemical composition of S8 used in the experiments consisted of 99.7 vol% paraffins of which approximately 80 vol% was iso-paraffins and 20% n-paraffins. The detailed kinetic mechanism developed in the current work included n-decane and iso-octane as the surrogate components to model ignition characteristics of synthetic jet fuels. The detailed surrogate kinetic model has approximately 700 species and 2000 reactions. This kinetic mechanism represents a five-component surrogate mixture to model generic kerosene-type jets fuels, namely, n-decane (for n-paraffins), iso-octane (for iso-paraffins), n-propylcyclohexane (for naphthenes), n-propylbenzene (for aromatics) and decene (for olefins). The sensitivity of iso-paraffins on jet fuel ignition delay times was investigated using the detailed kinetic model. The amount of iso-paraffins present in the jet fuel has little effect on the ignition delay times in the high temperature oxidation regime. However, the presence of iso-paraffins in synthetic jet fuels can increase the ignition delay times by two orders of magnitude in the negative temperature (NTC) region between 700 K and 900 K, typical gas turbine conditions. This feature can have a favorable impact on preventing flashback caused by the premature autoignition of liquid fuels in lean premixed prevaporized (LPP) combustion systems.

scholarly journals Production Cost and Carbon Footprint of Biomass-Derived Dimethylcyclooctane as a High Performance Jet Fuel Blendstock

2021 ◽  
Author(s):  
Nawa Raj Baral ◽  
Minliang Yang ◽  
Benjamin G. Harvey ◽  
Blake A Simmons ◽  
Aindrila Mukhopadhyay ◽  
...  
Keyword(s):  
Production Cost ◽  
High Performance ◽  
Jet Fuel ◽  
Liquid Fuels ◽  
Jet Fuels ◽  
Selling Price ◽  
Low Carbon ◽  
Hydrogenation Catalysts ◽  
Raney Nickel Catalyst ◽  
Biomass Sorghum

<div> <div> <div> <p>Near-term decarbonization of aviation requires energy-dense, renewable liquid fuels. Biomass- derived 1,4-dimethylcyclooctane (DMCO), a cyclic alkane with a volumetric net heat of combustion up to 9.2% higher than Jet-A, has the potential to serve as a low-carbon, high- performance jet fuel blendstock that may enable paraffinic bio-jet fuels to operate without aromatic compounds. DMCO can be produced from bio-derived isoprenol (3-methyl-3-buten-1- ol) through a multi-step upgrading process. This study presents detailed process configurations for DMCO production to estimate the minimum selling price and life-cycle greenhouse gas (GHG) footprint considering three different hydrogenation catalysts and two bioconversion pathways. The platinum-based catalyst offers the lowest production cost and GHG footprint of $9.0/L-Jet-Aeq and 61.4 gCO2e/MJ, given the current state of technology. However, when the conversion process is optimized, hydrogenation with a Raney nickel catalyst is preferable, resulting in a $1.5/L-Jet-Aeq cost and 18.3 gCO2e/MJ GHG footprint if biomass sorghum is the feedstock. This price point requires dramatic improvements, including 28 metric-ton/ha sorghum yield and 95-98% of the theoretical maximum conversion of biomass-to-sugars, sugars-to-isoprenol, isoprenol-to-isoprene, and isoprene-to-DMCO. Because increased gravimetric energy density of jet fuels translates to reduced aircraft weight, DMCO also has the potential to improve aircraft efficiency, particularly on long-haul flights. </p> </div> </div> </div>

Relation between Cetane Number and the Ignition Delay of Jet Fuels

2022 ◽  
Author(s):  
Paxton W. Wiersema ◽  
Keunsoo Kim ◽  
Tonghun Lee ◽  
Eric Mayhew ◽  
Jacob Temme ◽  
...  
Keyword(s):  
Ignition Delay ◽  
Cetane Number ◽  
Jet Fuels

scholarly journals Tracking city CO<sub>2</sub> emissions from space using a high resolution inverse modeling approach: A case study for Berlin, Germany

2016 ◽  
Author(s):  
Dhanyalekshmi Pillai ◽  
Michael Buchwitz ◽  
Christoph Gerbig ◽  
Thomas Koch ◽  
Maximilian Reuter ◽  
...  
Keyword(s):  
High Resolution ◽  
Co2 Emissions ◽  
Inverse Modeling ◽  
Co2 Emission ◽  
Bayesian Inversion ◽  
Co2 Fluxes ◽  
Modeling Framework ◽  
Worst Case ◽  
Urban Emissions ◽  
The City

Abstract. Currently 52 % of the world's population resides in urban areas and as a consequence, approximately 70 % of fossil fuel emissions of CO2 arise from cities. This fact in combination with large uncertainties associated with quantifying urban emissions due to lack of appropriate measurements makes it crucial to obtain new measurements useful to identify and quantify urban emissions. This is required, for example, for the assessment of emission mitigation strategies and their effectiveness. Here we investigate the potential of a satellite mission like Carbon Monitoring Satellite (CarbonSat), proposed to the European Space Agency (ESA) – to retrieve the city emissions globally, taking into account a realistic description of the expected retrieval errors, the spatiotemporal distribution of CO2 fluxes, and atmospheric transport. To achieve this we use (i) a high-resolution modeling framework consisting of the Weather Research Forecasting model with a greenhouse gas module (WRF-GHG), which is used to simulate the atmospheric observations of column averaged CO2 dry air mole fractions (XCO2), and (ii) a Bayesian inversion method to derive anthropogenic CO2 emissions and their errors from the CarbonSat XCO2 observations. We focus our analysis on Berlin in Germany using CarbonSat's cloud-free overpasses for one reference year. The dense (wide swath) CarbonSat simulated observations with high-spatial resolution (approx. 2 km × 2 km) permits one to map the city CO2 emission plume with a peak enhancement of typically 0.8–1.35 ppm relative to the background. By performing a Bayesian inversion, it is shown that the random error (RE) of the retrieved Berlin CO2 emission for a single overpass is typically less than 8 to 10 MtCO2 yr−1 (about 15 to 20 % of the total city emission). The range of systematic errors (SE) of the retrieved fluxes due to various sources of error (measurement, modeling, and inventories) is also quantified. Depending on the assumptions made, the SE is less than about 6 to 10 MtCO2 yr−1 for most cases. We find that in particular systematic modeling-related errors can be quite high during the summer months due to substantial XCO2 variations caused by biogenic CO2 fluxes at and around the target region. When making the extreme worst-case assumption that biospheric XCO2 variations cannot be modeled at all (which is overly pessimistic), the SE of the retrieved emission is found to be larger than 10 MtCO2 yr−1 for about half of the sufficiently cloud-free overpasses, and for some of the overpasses we found that SE may even be on the order of magnitude of the anthropogenic emission. This indicates that biogenic XCO2 variations cannot be neglected but must be considered during forward and/or inverse modeling. Overall, we conclude that CarbonSat is well suited to obtain city-scale CO2 emissions as needed to enhance our current understanding of anthropogenic carbon fluxes and that CarbonSat or CarbonSat-like satellites should be an important component of a future global carbon emission monitoring system.

Experimental and Modeling Study of the Combustion of Synthetic Jet Fuels: Naphtenic Cut and Blend With a GtL Jet Fuel

2016 ◽  
Author(s):  
Philippe Dagaut ◽  
Pascal Diévart
Keyword(s):  
Air Transportation ◽  
Chemical Kinetic ◽  
Jet Fuel ◽  
Synthetic Jet ◽  
Sensitivity Analyses ◽  
Jet Fuels ◽  
Kinetic Reaction ◽  
Experimental Database ◽  
Initial Fuel ◽  
Kinetics Of

Research on the production and combustion of synthetic jet fuels has recently gained importance because of their potential for addressing security of supply and sustainable air transportation challenges. The combustion of a 100% naphtenic cut that fits with typical chemical composition of products coming from biomass or coal liquefaction (C12.64H23.64; M=175.32 g.mol−1; H/C=1.87; DCN=39; density=863.1 g.L−1) and a 50% vol. mixture with Gas to Liquid from Shell (mixture: C11.54H23.35; M=161.83 g.mol−1; H/C=2.02; DCN=46; density=800.3 g.L−1) were studied in a jetstirred reactor under the same conditions (temperature, 550–1150 K; pressure, 10 bar; equivalence ratio, 0.5, 1, and 2; initial fuel concentration, 1000 ppm). Surrogate model-fuels were designed based on fuel composition and properties for simulating the kinetics of oxidation of these fuels. We used new model-fuels consisting of mixtures of n-decane, decalin, tetralin, 2-methylheptane, 3-methylheptane, n-propyl cyclohexane, and n-propylbenzene. The detailed chemical kinetic reaction mechanism proposed was validated using the entire experimental database obtained in the present work and for the oxidation of pure GtL, we used previous results. Kinetic computations involving reaction paths analyses and sensitivity analyses were used to interpret the results.

Use Differential Pulse Voltammetry for Determining the 2,6-Ditertbutyl-4-Methylphenol in Jet Fuels

2012 ◽  
Vol 455-456 ◽  
pp. 716-720 ◽  
Author(s):  
Yong Gang Shi ◽  
Bin Su ◽  
Hai Feng Gong ◽  
Yan Xue
Keyword(s):  
Differential Pulse Voltammetry ◽  
Standard Addition ◽  
Differential Pulse ◽  
Jet Fuel ◽  
Jet Fuels ◽  
Addition Method ◽  
Electrolytic Solution ◽  
Voltammetric Characteristics ◽  
Pulse Voltammetry

A new method for determination of antioxidants in jet fuels, which is based on the differential pulse voltammetric characteristics of the antioxidant 2,6-ditertbutyl-4-methylphenol in the solution of saturated KOH anhydrous ethyl alcohols, is established. The experimental results have shown that there is a linear relationship between the content of 2,6-ditertbutyl-4-Methyl-phenol in the jet fuel and the differential pulse voltammetry response in the electrolytic solution. It has also been shown that the antioxidant contents can be reliably and simply determined with the help of the standard addition method. The largest relative error of the determination is 6.70 %, the biggest confidence for 5 samples is 1.95 mg/L (n=5, 95% confidence level).

ERRATUM: Derived Cetane Number, Distillation and Ignition Delay Properties of Diesel and Jet Fuels Containing Blended Synthetic Paraffinic Mixtures

2016 ◽  
Vol 10 (1) ◽  
pp. 249-249
Author(s):  
Sylvester Abanteriba ◽  
Ulas Yildirim ◽  
Renee Webster ◽  
David Evans ◽  
Paul Rawson
Keyword(s):  
Ignition Delay ◽  
Cetane Number ◽  
Jet Fuels
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