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At least 163 records · Page 9

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DOE OSTI2021

Cost-Optimized Cold Climate Heat Pump Development and Field Test

Cold climate heat pumps (CCHPs) expand the heat pump market to climates where heating demand is dominant. They can achieve more than 70% energy savings compared with electric resistance heating and operate at lower cost than using tank-stored propane to fuel a furnace. A high-efficiency heat pump with a heating seasonal performance factor (HSPF)—as defined by the Air-Conditioning, Heating, and Refrigeration Institute (AHRI 2008)—greater than 10.0 would be more efficient than gas heating in terms of source energy. However, developing a cost-effective CCHP involves some challenges. A typical single-speed, air-source heat pump (ASHP) with an HSPF of 7.7 Btu/Wh does not work well under cold outdoor temperature conditions typical of cold climate locations for four major reasons: 1. Discharge temperature is too high—The low suction pressure and high compression pressure ratio at low ambient temperatures causes high compressor discharge temperatures in excess of the maximum limit for many of the compressors on the market. Furthermore, system charge of a heat pump is usually optimized in the cooling mode, which leads to overcharge conditions in the heating mode, further increasing the discharge temperature. 2. Heating capacity is insufficient if sized to meet the building design cooling load— Heating capacity of a single-speed heat pump decreases with ambient temperature. The heating capacity at -13°F (-25°C) typically decreases to 20%–40% of the rated heating capacity at 47°F (8.3°C) (~equivalent to the rated cooling capacity at 95°F [35°C]). Therefore, a single-speed heat pump, typically sized to match the building design cooling load, cannot provide adequate heating capacity to match the building heating load at low ambient temperatures. The capacity deficit is filled by inefficient resistance heat, thus lowering the system efficiency and significantly increasing power demand. 3. Cyclic loss is significant if sized to meet the building design heating load—If a single-speed heat pump is sized to meet the heating load, it will be significantly oversized relative to the cooling load in many cold climates. This will cause excessive on/off cyclic loss during the cooling and heating operations at moderately low ambient temperatures. Thus, capacity modulation capability (e.g., using a variable-speed or multi-stage compressor) is necessary for a CCHP, which uses its full capacity to meet the peak heating load and partial capacity to meet the cooling and part-load heating loads. 4. Coefficient of performance (COP) is low—Heating COP degrades significantly at low ambient temperatures owing to the large temperature difference between the heat source and sink. A target CCHP should be sized to meet the building design heating load while minimizing the cyclic loss for the cooling and heating operations at moderate ambient temperatures.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2023

Controlling the Plastic Anisotropy of Magnesium Alloy by Tailoring the Grain Size and Yttrium Content

Hexagonal close-packed (HCP) magnesium alloys are widely used in automotive and aerospace industries due to their low density and high specific-strength. Their applicability is mainly restricted due to poor formability and pronounced plastic anisotropy. The formability is usually improved by altering the chemistry (adding rare-earth elements like Y) or modulating the microstructure (e.g., grain refinement). However, grain refinement alone cannot yield the desired ductility, and the scarcity of rare-earth elements also limits the extent to which the alloying strategy can be used. To overcome these issues, in this work, it is proposed that the formability of Mg alloys can be improved by combining the grain refinement and alloying approaches. To quantitively explore this possibility, a crystal-plasticity-based constitutive model, which is sensitive to both alloying concentration and grain sizes, is developed. To demonstrate, the model is applied to study the combined effect of Y content and grain size on the mechanical responses of Mg alloy. The calculations are used to build maps of plastic anisotropy measures, such as tension–compression asymmetry ratio and Lankford coefficients, for a wide range of Y content and grain sizes. From these maps, the grain size that would yield the desired performance of Mg alloy for a fixed Y content can be identified. This work provides an accelerated pathway to optimize both the microstructure and chemistry simultaneously to achieve formability and to reduce the dependence on alloying.

36 MATERIALS SCIENCE↗

DOE OSTI2021

Gasoline fuels properties for multi-mode operation – Observations in a GDI and the CFR engine

The combustion behavior of five full boiling range RON98 gasoline blends was evaluated for multi-mode operation in a GDI and the CFR octane rating engine. The GDI engine tests were conducted with stoichiometric air-fuel ratio in spark-ignition (SI), and with air-diluted homogeneous charge compression ignition (HCCI) mode. In the CFR engine, the knocking combustion was analyzed under standard RON testing conditions at both peak knocking lambda and stoichiometric air-fuel ratios, whereas compression ignited operation was characterized by utilizing the HCCI number test protocol. Disparate knock limited SI and HCCI combustion behavior was observed for the test fuels, despite four of the fuels having the same RON and octane sensitivity. It was found that knock-limited combustion phasing in the GDI engine did not align well with the RON. However, a detailed comparison of knock-limited SI operation in the GDI and CFR engine revealed that a more appropriate effective RON based on a common knock intensity metric (MAPO) and stoichiometric air-fuel ratio resulted in comparable knock characterization between the two engine platforms. Furthermore, the critical intake air temperature and the critical compression ratio were proposed to characterize knock-limited SI operation, while the minimum intake air heating and compression ratio were used to define a fuel's autoignition propensity for compression ignition operation in the GDI and CFR engine, respectively. Finally, each fuel's characteristic compression ratio needed to obtain knock-limited SI (KLSI) and HCCI operation was used to calculate an effective multi-mode octane number (MM-ON) based on the primary reference fuel blends.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2021

Poisson’s ratio of eTPU molded bead foams in compression via in situ synchrotron X-ray microtomography

In situ synchrotron X-ray microtomography was used to characterize the bulk deformation behavior by computing the Poisson's ratio of expanded thermoplastic polyurethane (eTPU) molded bead foams used in footwear midsole during compression. Quantitative data on morphological characteristics were obtained using an iterative image processing workflow. Image correlation on the 4D datasets using DVC was performed to calculate the volumetric and axial strain to estimate the Poisson ratio. Strain maps from DVC showed the influence of variability in ligament thickness distribution on the global mechanical behavior exhibited which dominated the response seen in these bead foams. Lastly, our results showed a strong correlation between Poisson ratio and distribution of ligament thickness in foams.

36 MATERIALS SCIENCE↗

DOE OSTI2021

1D kinetic study of pinch formation in a dense plasma focus: Transition from collisional to collisionless regimes

Here, the pinch-formation stage of a deuterium dense plasma focus, and associated “shock-flash” neutron yield, is studied using 1D kinetic simulations considering a plasma column with initial pressure P, initial radius R, and the compression to be driven by a constant current I. The relative behavior of the compression is shown to be similar for fixed ratios of the characteristic ion mean free path to the radius of the plasma column at stagnation, $λ_{st}/R_{st}$. This dimensionless parameter is shown to scale like $I^4/(P^3R^5)$. The compression ratio, $R/R_{st}$, is found to be a minimum when $λ_{st}/R_{st} ≈$ 1 and is the largest in the collisionless limit where $λ_{st} \gg R_{st}$. This behavior is in contrast to the analogous planar pinch where R/Rst decreases from one constant for λst/Rst$\ll$1 to a smaller constant for $λ_{st}/R_{st} \gg$ 1. The yield in the collisionless regime is shown to fall between the two well-known $I^4$ scaling laws. Furthermore, this regime exhibits qualities that potentially make it appealing for radiography applications, such as increased localization in time and space of the neutron formation.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2022

Crack width control and mechanical properties of low carbon engineered cementitious composites (ECC)

Engineered Cementitious Composites (ECC) have superior properties with high tensile ductility and tight crack width compared to conventional concrete. The properties of ECC are significantly influenced by the material composition which can be tailored to enhance the sustainability of ECC. Towards this goal, recycled crumb rubber (CR) and silica fume (SF) were used to tailor the properties of a polypropylene-fiber reinforced ECC with a low carbon binder based on limestone calcined clay cement (LC3) in this study. Crumb rubber was found to be effective in enhancing strain-hardening performance and reducing the width of the multiple microcracks. However, a loss of compressive strength was accompanied by an increasing amount of CR. While silica fume or lower w/b ratio enhanced the compressive strength, the crack width of ECC increased at higher SF content or lower w/b. The underlying mechanisms of these trends were traced to the alteration of the matrix fracture toughness and fiber/matrix interfacial bond. Rubber particle bridging was found to contribute to crack width control. Finally, the combined use of the LC3 green binder and CR led to a lowering of the embodied and operational carbon footprint of ECC.

36 MATERIALS SCIENCE↗

DOE OSTI2020

Meso-scale modeling and damage analysis of carbon/epoxy woven fabric composite under in-plane tension and compression loadings

The mechanical properties and damage behaviors of carbon/epoxy woven fabric composite under in-plane tension and compression are studied at the meso-scale level through experiment and simulation. An efficient representative volume element (RVE) modeling method with consistent mesh, high yarn volume fraction and realistic geometry is proposed. The material constitutive laws with plasticity, tension-compression asymmetry and damage evolution are established for the three components - yarn, matrix and interface, respectively. Significantly different mechanical properties and damage evolutions are observed depending on loading conditions and initial geometry characteristics. It shows a non-linear stress-strain curve with clear transition region and intensive damage in tension, while a quasi-linear behavior up to facture is observed in compression with little damage prior to final fracture. Furthermore, compared to the constant Poisson's ratio with straining in compression, a dramatic increase in Poisson's ratio appears in tension. Simulation shows damage mechanisms including transverse damage, matrix damage and delamination, which all play critical roles in the property evolution. In particular, the rapid damage accumulation after elastic deformation destroys the strong bonds and causes the easy deformation of transverse yarns which results in the transition region and large Poisson's ratio in tension. All the mechanical behaviors and damage evolutions are well captured and explained with the current RVE model.

42 ENGINEERING↗

DOE OSTI2021

Effect of nitric oxide and exhaust gases on gasoline surrogate autoignition: iso-octane experiments and modeling

Exhaust gas recirculation (EGR) is widely used in advanced internal combustion engines to reduce engine emissions as well as control combustion phasing. Among various species present in EGR gases, CO 2 and H 2 O are two major components that can thermally and chemically affect fuel autoignition. It is of fundamental interest to isolate the thermal and chemical effects of CO 2 and H 2 O on fuel autoignition, especially as such an effort has not been reported in the literature. Moreover, nitric oxide (NO) is known to exhibit strong chemical effects on fuel autoignition, which in turn affects engine combustion phasing. The effects of ultra-low NO addition (< 100 ppm) on fuel autoignition at low temperatures are also not well understood. Recognizing these problems, autoignition experiments of iso-octane (a major gasoline surrogate component) in air are performed in this study using a rapid compression machine at varying compressed pressures, equivalence ratios, dilution levels with an EGR gas analogue (consisting of CO 2 , H 2 O, O 2 , and N 2 ) and N 2 only, and varying amounts of NO addition. Furthermore, the thermal and chemical effects of the EGR gas analogue are isolated and evaluated by comparing the ignition delay time datasets of EGR and N2-only diluted cases.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2025

Elastic constants in monocrystalline tungsten under quasi-hydrostatic pressures to 11.3 GPa

Compressional (P) and shear (S) wave velocities of tungsten single crystals along the [100] and [110] directions were measured using ultrasonic interferometry at room temperature up to 11.3 GPa. Least-squares fitting of $V$$^{[100]}_{P}$, $V$$^{[100]}_{S}$, $V$$^{[110]}_{P}$, and pressure to finite strain (FS) equations yields the elastic constants: C 11 = 523.5(5) GPa, C 12 = 205.1(32) GPa, and C 44 = 160.8(4) GPa, along with their respective pressure derivatives: $C$$^{′}_{11}$ = 6.20(2), $C$$^{′}_{12}$ = 3.35(1), and $C$$^{′}_{44}$ = 1.65(6). Using the Voigt–Reuss–Hill approximation, the elastic moduli were derived as K S0 = 311.2(22) GPa and G 0 = 160.2(7)GPa, along with their respective pressure derivatives: $K$$^{′}_{S0}$ = 4.30(4) and $G$$^{′}_{0}$ = 1.56(1). The Debye temperature of tungsten was determined to be 380.7(8) K, showing good agreement with previous calorimetric measurements. The elastic anisotropy increases slightly from 1.01(1) at ambient pressure to 1.03(1) at 11.3 GPa, suggesting that tungsten remains nearly isotropic under compression. Poisson's ratio slightly increased from 0.281(3) to 0.288(3) with pressure. Additionally, Pugh's ratio decreased from 0.512(4) to 0.494(4), while Pettifor's ratio increased from 0.148(10) to 0.175(10) as pressure reached 11.3 GPa. These results suggest that tungsten is weakly ductile compared to the critical thresholds for ductile behavior (i.e., Pugh's ratio <0.6 and Pettifor's ratio >0, indicating ductile behavior), but that its ductility increases marginally under pressure.

Wang, Ran [Stony Brook University, NY (United Stat↗

DOE OSTI2022

Multi-stage heat release of multi-component fuels: Insights and implications for advanced engine operation

Multi-stage heat release (MSHR) is a unique phenomenon typically seen in lean/diluted and low- to intermediate-temperature combustion. Despite its relevance to advanced engine operation, the MSHR of multi-component fuels has barely been quantified. This study aims to characterize the MSHR of multi-component fuels in a rapid compression machine (RCM) at conditions representative of advanced combustion engines. New experimental data are first reported in the RCM at an equivalence ratio of 0.4, pressure of 60 bar and temperatures from 702 to 795 K for a research grade, multi-component gasoline surrogate, termed PACE-20. Here, experiments confirm the existence of MSHR for PACE-20 at all temperatures, and reveal the strong inhibiting effect of temperature on MSHR, where increasing temperature inhibits MSHR by suppressing first stage heat release and promoting second and third stage heat release. A detailed chemical kinetic model is also adopted to model the experiments, with good agreement observed. The response of MSHR characteristics to changes in different engine operating parameters (i.e., temperature, pressure, equivalence ratio and CO 2 dilution level) and fuel compositions (i.e., mole fraction of n-pentane, n-heptane, isooctane, cyclopentane, 1-hexene, ethanol and aromatics in PACE-20) is further evaluated via statistical analysis coupling quasi-random sampling, extensive computer experiments and high-dimensional model representation. The change in MSHR is characterized through 8 quantities of interest (QOIs), i.e., duration and extent of each heat release stage, and their standard deviations. The analysis highlights the dependence of the QOIs on the individual parameters as well as their interplays, with temperature exhibiting the strongest impact among all parameters. Furthermore, it is demonstrated that if MSHR is to be facilitated and combustion phasing is to be extended to enable engine operation at higher compression ratios, it is recommended to operate the engine at low intake temperatures, boosted intake pressures and high CO 2 dilutions (i.e., high EGR levels) with gasoline fuels containing more n-pentane and less aromatics.

42 ENGINEERING↗

DOE OSTI2021

Pressure dependence of Poisson’s ratio of glassy Baltic amber studied by Brillouin scattering spectroscopy

Amber is a typical natural glass with very long aging time. Elastic properties of amber at high pressures have been studied using Brillouin scattering and a diamond anvil cell. Both longitudinal and transverse acoustic modes have been observed up to 12 GPa. The pressure dependences of longitudinal, shear, Young’s, and bulk moduli, compressibility, and Poisson’s ratio were determined. The longitudinal, shear, Young’s, bulk moduli show the remarkable increase, and compressibility shows a marked decrease with increasing pressure. However, it is found that the pressure dependence of Poisson’s ratio is very small. The mechanism of this small pressure dependence was discussed. Finally, the Cauchy type relation between longitudinal and shear moduli was examined. Its coefficients show the deviation from the Cauchy relation owing to the coexistence of different intermolecular interactions in amber.

07 ISOTOPE AND RADIATION SOURCES↗

DOE OSTI2021

Influence of CaO/FeO ratio on the formation mechanism and properties of alkali-activated Fe-rich slags

Highlights: • Effect of the CaO/FeO molar ratio in alkali-activated Fe-rich slags is unraveled. • Low CaO/FeO molar ratios enhance the early kinetics and compressive strength. • Reaction extent and strength further increase with higher CaO/FeO ratio after 7 days. • Fe{sup 2+}-trioctahedral layers of the binder are hydroxylated and in a silicate phase. • The final strength is determined by the influence of Ca on the reaction products. In the search for CO{sub 2} mitigating cement technologies, alkali-activated Fe-rich slags present a possible alternative. The influence of the chemical composition of the synthetic Fe-silicate slag on the reaction mechanisms is assessed by varying the CaO/FeO molar ratio. The alkali-activated Fe-rich slags consist of trioctahedral layers that are shown to be hydroxylated and in contact with silicates, in a similar way to phyllosilicate minerals. The formation of this phyllosilicate-like structure is hindered during the first days for samples with high CaO/FeO ratios, because of the partial incorporation of Ca in the trioctahedral layers. At later ages, the samples with higher CaO/FeO ratios gain in reaction extent, to exceed the reaction extent of low CaO/FeO ratios at 28 days and beyond. The increase in compressive strength is even more pronounced than the effect on the reaction extent, which underlines the importance of Ca on the inherent strength of the binding phases.

36 MATERIALS SCIENCE↗

DOE OSTI2021

Exploring the Effects of Piston Bowl Geometry and Injector Included Angle on Dual-Fuel and Single-Fuel RCCI

Abstract Reactivity control compression ignition (RCCI) is a low-temperature combustion technique that has been proposed to meet the current demand for high thermal efficiency and low engine-out emissions. However, its requirement of two separate fuel systems (i.e., a low-reactivity fuel system and a high-reactivity fuel system) has been one of its major challenges in the last decade. This leads to the single-fuel RCCI concept, where the secondary fuel (reformates of diesel) is generated from the primary fuel (diesel) through catalytic partial oxidation reformation. Following the in-depth analysis of the reformate fuel (reformates of diesel) and its benefit as the low-reactivity fuel with diesel, the effects of the start of injection (SOI) timing of diesel and the energy-based blend ratio were also studied in detail. In this study, the effects of piston profile and the injector included angles were experimentally examined using both conventional fuel pairs (gasoline—diesel and natural gas—diesel) and reformate RCCI. A validated computational fluid dynamics (CFD) model was also used for a better understanding of the experimental trends. Comparing a reentrant bowl piston with a shallow bowl piston at a constant compression ratio and SOI, the latter showed better thermal efficiency, regardless of the fuel combination, due to its 10% lower surface area for the heat transfer. Comparing the 150-degree included angle and 60-degree included angle on the shallow bowl piston, the latter showed better combustion efficiency, regardless of the fuel combination, due to its earlier combustion phasing (at constant SOI timing). The effect was particularly prominent on reformate RCCI because of its incredibly high diluent concentration, which retards the combustion further for the 150-deg injector. Later, using convergecfd, seven different injector included angles were studied at a constant SOI. With the change in injector included angle, the region of the cylinder targeted by the fuel spray varies significantly, and it was found to have a significant impact on the combustion efficiency and the engine-out emissions. As the injector included angle changed from 60-deg to 150-deg, the combustion efficiency increased by 15% and the CO, NOx, and HC emissions decreased by 96%, 70%, and 86%, respectively.

Engineering↗

DOE OSTI2020

Comprehensive Studies on Hot Compaction and Vibration-Assisted Compaction Tests of Aluminum Powder

Abstract Aluminum powder compaction was studied using both test and simulation. Cold compaction, hot compaction, and vibration-assisted (cold) compaction tests were conducted to achieve different density ratios. First, the hot compaction test (at 300 °C, compression pressure 140 MPa) improved about 6% compared with cold compaction under the same compression pressure. Second, although the relative density ratio does not obviously improve at a vibration-assisted (cold) compaction, the strength of the specimens made under vibration loading is much better than those of cold compaction. Additionally, finite element models with well-calibrated Drucker–Prager Cap (DPC) material constitutive model were built in abaqus/standard to simulate the powder compaction process. The results of the finite element model have very good correlations with test results up to the tested range, and this finite element model further predicts the loading conditions needed to achieve the higher density ratios. Two exponential equations of the predicted density ratio were obtained by combining the test data and the simulation results. A new analytical solution was developed to predict the axial pressure versus the density ratio for the powder compaction according to DPC material model. The results between the analytical solution and the simulation model have a very good match.

Engineering↗

DOE OSTI2026

An experimental and kinetic modeling study of the ignition of 2-methyl decane

Ignition delay times (IDTs) of 2-methyl decane (C 11 H 24 -2) are measured in a high-pressure shock tube and in a rapid compression machine at equivalence ratios in the range 0.5–2.0 at 90 % dilution, at temperatures in the range 600–1430 K and at pressures of 15 and 30 bar. To clarify the effect of the branched methyl group on fuel oxidation, IDTs of n-undecane (nC 11 H 24 ) are also measured at similar conditions to those measured for C 11 H 24 -2. A new chemical kinetic mechanism, using C3MechV4.0.1 as the core chemistry, is developed and validated against the new experimental data. The thermodynamic properties of the fuel (RH), alkyl (Ṙ), alkyl peroxy (RȮ 2 ), hydroperoxy-alkyl (Q̇OOH), and peroxy hydroperoxy alkyl (Ȯ 2 QOOH) radicals are updated in both the C 11 H 24 -2 and nC 11 H24 models using THERM25. A reaction path flux analysis for C 11 H 24 -2 at different temperatures was conducted. Compared to nC 11 H 24 , C 11 H 24 -2 shows slower reactivity. At low and intermediate temperatures, the chain propagation pathway Q̇OOH ↔ C 11 cyclic ether + ȮH is favored for C 11 H 24 -2, while the chain branching pathway Q̇OOH ↔ Ȯ 2 QOOH ↔ C 11 carbonyl hydroperoxide (KHP) + ȮH is suppressed, leading to lower reactivity compared to nC 11 H 24 . At high temperatures, the presence of the branched methyl group inhibits the direct decomposition of the fuel, resulting in reduced C 2 H 4 formation, which in turn suppresses the reactivity of the fuel.

2-methyl decane↗

DOE OSTI2024

Distributed Neural Representation for Reactive In Situ Visualization

Implicit neural representations (INRs) have emerged as a powerful tool for compressing large-scale volume data. This opens up new possibilities for in situ visualization. However, the efficient application of INRs to distributed data remains an underexplored area. Here, in this work, we develop a distributed volumetric neural representation and optimize it for in situ visualization. Our technique eliminates data exchanges between processes, achieving state-of-the-art compression speed, quality and ratios. Our technique also enables the implementation of an efficient strategy for caching large-scale simulation data in high temporal frequencies, further facilitating the use of reactive in situ visualization in a wider range of scientific problems. We integrate this system with the Ascent infrastructure and evaluate its performance and usability using real-world simulations.

Wu, Qi↗

DOE OSTI2023

Autoignition of cyclohexane at low-to-intermediate temperatures: Rapid compression machine experiments and improved comprehensive chemical kinetic model

Cycloalkanes are an important class of hydrocarbons found in conventional and alternative transportation fuels. Being one of the simplest practical cycloalkanes, cyclohexane is often used as a surrogate in studies to understand the oxidation, ignition, and sooting characteristics of cycloalkanes more broadly. Although cyclohexane has been extensively studied, very limited datasets for cyclohexane oxidation at low-to-intermediate temperatures are available in the literature. Moreover, the literature autoignition data from rapid compression machines (RCMs) did not provide information on volume histories or experimental heat transfer characteristics which can significantly impact model predictions, thereby hindering the detailed validation of chemical kinetic models. It has also been observed that the cyclohexane kinetic models developed so far are not able to predict the literature data across a wide range of operating and mixture conditions. Hence, further studies are recommended to understand and improve model predictions for cyclohexane oxidation. In this study, RCM experiments were conducted using cyclohexane/air mixtures at varying compressed pressures (P C =15, 20, and 30 bar), equivalence ratios (ϕ=0.5, 1.0, and 2.0), and compressed temperatures (T C =670–960 K). The current RCM results of cyclohexane were found to complement well with the literature data, with the first-stage IDTs at high pressures and volume histories at all test conditions being first reported for better development and validation of chemical kinetic models. Additionally, a detailed chemical kinetic model for the cyclohexane oxidation has been developed and validated using both newly acquired experimental IDTs in this study and literature experimental studies (IDTs in RCMs and STs, species profiles in jet-stirred reactors, and laminar burning velocities). Unlike literature models, the proposed model was observed to provide an overall better prediction for experimental results over a wide range of conditions. Chemical kinetic analysis of the developed model was further conducted to identify the reaction pathways controlling the autoignition of cyclohexane.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2023

Experimental measurements of soot formation in fuel-rich homogeneous mixtures using an optical rapid compression machine

Advanced combustion strategies are necessary for the use of more environmentally sustainable fuels than traditional diesel. Alcohol fuels and alcohol/gasoline blends are of particular interest as they are readily available in the marketplace. Heavy-duty engines typically use compression ignited, conventional diesel mixing controlled combustion. Mixing controlled combustion features a non-premixed diffusion flame with a wide range of local equivalence ratios, leading to potentially high rates of soot formation. This work studies the sooting behavior of iso-octane and ethanol as a function of equivalence ratio. Measurements are carried out in a rapid compression machine (RCM) and are reported for pre-ignition conditions of 10–30 bar and temperatures of 650–800 K. Theoretical equilibrium and bulk gas temperatures are calculated for both fuels. These data are used to identify the critical equivalence ratio, the lowest equivalence ratio where soot is detected with a single-pass laser extinction diagnostic. The critical equivalence ratio for iso-octane varies between 1.82 and 1.77 for compressed pressures of 10 and 20 bar, respectively. Ethanol, sometimes considered sootless, had a critical equivalence ratio between 2.37 and 2.12 for compressed pressures of 20 and 30 bar, respectively. When characterizing soot formation by oxygenated equivalence ratio, the critical equivalence ratios for ethanol approach those of iso-octane. This suggests the oxygenated nature of alcohol fuels reduces sooting tendency, but other factors such as fuel molecular structure and morphology may play a role. It was observed that ethanol will form soot at equivalence ratios only slightly higher than iso-octane, which could have implications in mixing controlled combustion. It was seen for both fuels that soot formation is pressure sensitive, with the critical equivalence ratio being inversely proportional to compressed pressure and the rate of soot formation. Future work will investigate the sooting behavior of gasoline/ethanol blends.

02 PETROLEUM↗