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tory REU-NSF Final Program Presentation
Presented by: Amanda Weaver and Richard C. Smith IIIProgram Director: Professor Dr. Valentin Soloiu
This Presentation is supported by the National Science Foundation Grant No. 1950207
Program Breakdown – Weekly
• Week 0 – Program Preparation, Viscometer Repair and Equipment Maintenance• Week 1 – Internal Combustion Engine Conference Fall, Paper Revision • Week 2 – Internal Combustion Engine Conference Fall, Paper Revision and Submission• Week 3 – Needle Lift and Supercharger Project • Week 4 – Needle Lift and Supercharger Project and Gulfstream Visit• Week 5 – American Institute of Aeronautics and Astronautics, Paper Writing• Week 6 – American Institute of Aeronautics and Astronautics, Paper Writing• Week 7 – Commissioning AVL 483 Microsoot/ Engine Testing and Briggs Visit • Week 8 – AVL FTIR Repair, Maintenance Engineer Visit and Conference calls• Week 9 – Rolls Royce Presentation, Preparation and Presentation• Week 10 – Final Project Reporting
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Investigations of Low-Temperature Heat Release and Negative Temperature Coefficient Regions
of Synthetic Kerosene in a Constant Volume Combustion Chamber
Presented By: Amanda Weaver Co- Authors: Richard C Smith III, Cesar Carapia, Lily Parker
Research Mentor: Professor Dr. Valentin SoloiuGeorgia Southern University Department of Mechanical Engineering
Presentation 1
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yObjectives• Investigate the Low-Temperature Heat Release regions (LTHR) and Negative Temperature
Coefficient Regions (NTCR) of the fuels Iso-Paraffinic Kerosene (IPK), Jet-A, and blends of the fuels in a Constant Volume Combustion Chamber (CVCC).
• The LTHR and NTCR regions have influence on the emissions, combustion instabilities, and energy release of the fuels.
• Observations of Ignition delay (ID), combustion delay (CD), derived cetane number (DCN) and ringing intensity (RI) are conducted as they are indicators of the fuel’s autoignition properties and combustion stability. Greater combustion stability results in more efficient combustion, which burns more of the injected fuel, and lowers unburned hydrocarbons (UHC).
• Analysis of these regions are critical to predicting the emissions outputs of the fuel blend. Extended durations of the LTHR and NTC regions are found to influence combustion stability, while decreasing NOx and UHC emissions in compression ignition engines [1] [2].
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yThermo-Physical Properties of Test Fuels
100 Jet-A 75 Jet-A 25IPK
50 Jet-A 50IPK
25 Jet-A 75IPK
100 IPK
Lower Heating Value (MJ/kg) 41.88 42.31 43.06 43.71 44.25
DCN* 48.0 43.1 38.7 33.3 25.9
Avg. Ignition Delay (ms) 3.26 3.49 3.77 4.23 5.31
Avg. Combustion Delay (ms)
5.01 5.80 6.97 9.47 17.17
Viscosity @ 40 ͦC (cP) 1.32 1.16 1.11 - 1.01
*All measurements were found using in-house equipment.
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yThermo-Physical Properties of Selected Fuels
Viscosity and Spray Analysis
Figure 1: Viscosity of Test Fuels
Figure 2: Spray Distribution of Test Fuels
Figure 3: SprayTech Laser Experimental Set-up
Particle Size by Volume
Neat Jet-A
75Jet-A 25IPK
50Jet-A 50IPK
25Jet-A 75IPK
Neat IPK
Dv (10) 9.85 9.22 9.08 8.85 8.27
Dv (50) 30.11 27.08 25.57 25.33 22.96
Dv (90) 133.45
124.67 109.49 112.23 103.34
Table 1: Particle Size by Volume
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yThermo-Physical Properties of Selected Fuels
LHV, DTA, and TGA Analysis
Figure 4: Lower Heating Value with relation to % IPK Present
Figure 5: Thermogravimetric Analysis Figure 6: Differential Thermal Analysis
100 IPK 100 Jet-A
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yConstant Volume Combustion Chamber
Wall Temp. Fuel Injection Pressure
Coolant Temp.
Injection Pulse Width
Chamber Pressure
595.5 °C 1000 Bar 50 °C 2.5 ms 20 Bar
(535-650) °C (600-1400) Bar - (0.4-3.0) ms (0-25) Bar
Table 2: ATSM D7668-14.a Standard Research Parameters [3]
𝐷𝐷𝐷𝐷𝐷𝐷 = 13.028 + −5.3378𝐼𝐼𝐷𝐷
+300.18𝐷𝐷𝐷𝐷
+ −12567.90𝐷𝐷𝐷𝐷2
+3415.32𝐷𝐷𝐷𝐷3
Figure 7: PAC CID 510 CVCC
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yIgnition Delay, Combustion Delay, Derived Cetane Number
Fuel ID [ms] CD [ms] DCN100Jet-A 3.26 5.01 47.95
75Jet-A 25IPK 3.49 5.8 43.0850Jet-A 50IPK 3.77 6.97 38.6625Jet-A 75IPK 4.23 9.47 33.34
100IPK 5.31 17.17 25.88
Figure 8: ID, CD, and DCN of Test Fuels
Table 3: ID, CD, and DCN of Test Fuels
100 Jet-A 100 IPK
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yApparent Heat Release Rate, LTHR, NTCR, HTHR
-0.2
-0.1
0
0.1
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0.3
0.4
0.5
2 2.5 3 3.5 4 4.5 5
100 Jet-A
AH
RR
[MW
]
Time [ms]
SOC
LTHR Region
NTC Region
Figure 9: ID, CD, SOC, EOC, and LTHR Temperature Range Figure 10: LTHR Region, and NTC Region of the AHRR
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yAHRR and HTHR Analysis
FuelPeak
AHRR[MW]
% Lower Compared to 100 Jet-A
100Jet-A 4.74 N/A
75Jet-A 25IPK 3.39 24.3%
50Jet-A 50IPK 2.26 49.5%
25Jet-A 75IPK 1.24 72.4%
100 IPK 0.67 84.9%
Table 4: Peak AHRR of Test Fuels
Figure 11: AHRR of Test Fuels
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yLTHR and NTC Analysis
FuelLTHR
Duration[ms]
NTCDuration
[ms]100 Jet-A 1.8 0.28
75Jet-A 25IPK 2.22 0.3450Jet-A 50IPK 2.92 0.7625Jet-A 75IPK 4.4 1.64
100 IPK 7.76 4.00
Fuel LTHR % NTCR % HTHR %100 Jet-A 9.95 2.09 90.05
75Jet-A 25IPK 11.15 1.81 88.85
50Jet-A 50IPK 11.50 1.93 88.50
25Jet-A 75IPK 11.76 2.18 88.22100 IPK 10.98 2.02 89.02
Figure 12: LTHR and NTC Ranges of Test Fuels
Table 5: Energy Release in Each Combustion Region
Table 6: Duration of Each Combustion Region
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yConclusions• IPK’s thermophysical properties indicate it should have more favorable autoignition properties
compared to Jet-A, however because of the chemical compounds that make up the fuel its DCN is significantly lower than that of Jet-A. This is reflected in all the blends.
• All the test fuels that contain IPK have a resemblance to the dual-combustion characteristics that occurs in combustion of neat IPK, with the 25Jet-A 75IPK containing the largest LTHR and NTC region of all the blends. This is an indication that the more IPK present in a fuel blend increases the combustion stability and contains the potential to combust more UHC.
• As the duration of the LTHR and NTC region of the fuel increase, the energy released during these periods also increase. The blending of the fuels cause increased energy release in LTHR and NTC regions compared to neat IPK. It is suspected that during the LTHR phase, as IPK prolongs the ID and CD, the Jet-A present in the blend is releasing more of its energy during this phase.
• Fuel bends containing 50% by mass or higher amounts of IPK had little to no ringing occurrences after HTHR, indicating stable and thorough combustion.
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yReferences• [1] Henry J. Curran, Paolo Gaffuri, William J. Pitz, Charles K. Westbrook, William
R. Leppard, Autoignition chemistry in a motored engine: An experimental and kinetic modeling study, Symposium (International) on Combustion, Volume 26, Issue 2,1996,Pages 2669-2677, ISSN 0082-0784, https://doi.org/10.1016/S0082-0784(96)80102-0.
• [2] V. Soloiu, J.D. Moncada, R. Gaubert, M. Muinos, S. Harp, M. Ilie, A. Zdanowicz, G. Molina LTC (low-temperature combustion) analysis of PCCI (premixed charge compression ignition) with n-butanol and cotton seed biodiesel versus combustion and emissions characteristics of their binary mixtures.
• [3] ASTM D7668-14a, “Standard Test Method for Determination of Derived Cetane Number (DCN) of Diesel Fuel Oils—Ignition Delay and Combustion Delay Using a Constant Volume Combustion Chamber Method,” ASTM International, West Conshohocken, PA, 2014, www.astm.org
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Advanced Sensor Fusion for Injection System Shockwave Analysis of Alternative Aerospace
Fuels
Presented by: Amanda Weaver
Presentation 2
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yHardware
Figure 2: Triaxial Accelerometer
Figure 1: Design Configuration
Figure 3: Fuel Rail Pressure Sensor
Figure 5: Multifield Microphone
Figure 5: Needle Lift Sensor
Figure 6: Yokogawa DL850E
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yResults
Figure 8: Fuel Line Pressure During Injection [1]
Figure 9: Needle Lift Position During Injection [2]
Figure 7: Needle Lift and Pressure Sensor Data
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yReferences• [1] V. Soloiu, A. Covington, J. Lewis, M. Duggan, J. Lobue, and M. Jansons,
“Performance of JP-8 Unified Fuel in a Small-Bore Indirect Injection Diesel Engine for APU Applications,” SAE Technical Paper Series, 2012.
• [2] V. Soloiu, J. Weaver, H. Ochieng, M. Duggan, S. Davoud, B. Vlcek, C. Jenkins, and C. Butts, “Experimental Study of Combustion and Emissions Characteristics of Methyl Oleate, as a Surrogate for Biodiesel, in a Direct Injection Diesel Engine,” SAE Technical Paper Series, 2013.
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yAcknowledgments
This presentation is based upon work supported by the National Science Foundation Grant No. 1950207.