Research Papers: Gas Turbines: Combustion, Fuels, and Emissions

An Investigation on Sensitivity of Ignition Delay and Activation Energy in Diesel Combustion

[+] Author and Article Information
Umashankar Joshi

Mechanical Engineering Department,
Wayne State University,
5050 Anthony Wayne Drive,
Suite 2100,
Detroit, MI 48202
e-mail: umashankar.joshi84@gmail.com

Ziliang Zheng

Mechanical Engineering Department,
Wayne State University,
5050 Anthony Wayne Drive,
Suite 2100,
Detroit, MI 48202
e-mail: zhengziliang@gmail.com

Amit Shrestha

Mechanical Engineering Department,
Wayne State University,
5050 Anthony Wayne Drive,
Suite 2100,
Detroit, MI 48202
e-mail: sthamit7@gmail.com

Naeim Henein

Mechanical Engineering Department,
Wayne State University,
5050 Anthony Wayne Drive,
Suite 2100,
Detroit, MI 48202
e-mail: henein@wayne.edu

Eric Sattler

6501 E 11 Mile Road,
Warren, MI 48092

Contributed by the Combustion and Fuels Committee of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received November 25, 2014; final manuscript received February 6, 2015; published online February 25, 2015. Editor: David Wisler.This material is declared a work of the U.S. Government and is not subject to copyright protection in the United States. Approved for public release; distribution is unlimited.

J. Eng. Gas Turbines Power 137(9), 091506 (Sep 01, 2015) (8 pages) Paper No: GTP-14-1638; doi: 10.1115/1.4029777 History: Received November 25, 2014; Revised February 06, 2015; Online February 25, 2015

The auto-ignition process plays a major role in the combustion, performance, fuel economy, and emission in diesel engines. The auto-ignition quality of different fuels has been rated by its cetane number (CN) determined in the cooperative fuel research engine, according to ASTM D613. More recently, the ignition quality tester (IQT), a constant volume vessel, has been used to determine the derived cetane number (DCN) to avoid the elaborate, time consuming, and costly engine tests, according to ASTM D6890. The ignition delay (ID) period in these two standard tests and many investigations has been considered to be the time period between start of injection (SOI) and start of combustion (SOC). The ID values determined in different investigations can vary due to differences in instrumentation and definitions. This paper examines the different definitions and the parameters that effect ID period. In addition, the activation energy dependence on the ID definition is investigated. Furthermore, results of an experimental investigation in a single-cylinder research diesel engine will be presented, while the charge density is kept constant during the ID period. The global activation energy is determined and its sensitivity to the charge temperature is examined.

Copyright © 2015 by ASME
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Fig. 2

Comparison between SOC definitions based on pressure, dp/dθ, and d2p/dθ2 curves

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Fig. 1

Schematic diagram of the IQT setup [9]

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Fig. 3

SOC location defined as the lowest point on pressure trace before pressure rise [15]

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Fig. 9

Start of ignition defined by NL and FP drop

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Fig. 10

A comparison of Arrhenius plots for ULSD and Sasol IPK using two different SOI definitions

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Fig. 4

ID method used for IQT based on recovery point

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Fig. 5

A comparison of ID definitions for a conventional CI case

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Fig. 6

A comparison of ID definitions for Sasol IPK which shows two-stage combustion

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Fig. 7

A comparison of Arrhenius plots using different ID definition for ULSD

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Fig. 8

A comparison of Arrhenius plots using different ID definitions for Sasol IPK

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Fig. 11

Effect of SOI on ID, for ULSD

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Fig. 12

Effect of intake temperature on ID, for ULSD

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Fig. 13

Effect of intake temperature on ID, for Sasol IPK

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Fig. 14

Effect of temperature, pressure and equivalence ratio on ID of homogenous premixed mixture [26]

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Fig. 15

Effect of initial gas temperature on temperature and equivalence ratio of first ignited mixture in spray [26]

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Fig. 16

Mean pressure and temperature for variable SOI case

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Fig. 17

Mean pressure and temperature for variable intake temperature case

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Fig. 18

ID data on an Arrhenius-type plot for different fuels and pure compounds [27]



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