Modification of the hydrazine-nitrogen tetroxide ignition delay.
Ignition delay time of hydrazine nitrogen tetroxide system in presence of various additives
NITROGEN OXIDE↗
SEARCH · Engineering Papers
Results for “Ignition delay”
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
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Quantifying the effect of difluoromethane on ignition delay times of propane
Not provided.
Energy & Fuels↗
High pressure ignition delay times of H2/CO mixture in carbon dioxide and argon diluent
Not provided.
Energy & Fuels↗
Impacts of Biofuel Blending on MCCI Ignition Delay with Review of Methods for Defining Cycle-by-Cycle Ignition Points from Noisy Cylinder Pressure Data
Conventional diesel combustion, also known as Mixing-Controlled Compression Ignition (MCCI), is expected to be the primary power source for medium- and heavy-duty vehicles for decades to come. Displacing petroleum-based ultra-low-sulfur diesel (ULSD) as much as possible with low-net-carbon biofuels will become necessary to help mitigate effects on climate change. Neat biofuels may have difficulty meeting current diesel fuel standards but blends of 30% biofuel in ULSD show potential as ‘drop-in’ fuels. These blends must not make significant changes to the combustion phasing of the MCCI process if they are to be used interchangeably with neat ULSD. An important aspect of MCCI phasing is the ignition delay (ID), i.e. the time between the start of fuel injection and the initial premixed autoignition that initiates the MCCI process. Bench experiments can evaluate the expected ignition delay of a fuel via cetane number (CN) or alternative methods such as the indicated cetane number (ICN); however, neither CN nor ICN correlate perfectly with the ignition delay measured in actual engine experiments. Furthermore, there is no standardized methodology on how to quantify MCCI ignition delay from engine cylinder pressure measurements, creating difficulties in cross-study comparison. In this study, several engine ignition delay calculation methods are evaluated for robustness in deriving ignition delay on both a cycle-averaged and cycle-to-cycle basis. Eight biofuel blends with varying ICN, oxygen concentration and other fuel properties were used to study the different methods. This yields a thorough analysis of how certain biofuel blends affect ignition delay and the entire MCCI process, as well as a thorough evaluation of the differences between the ID calculation methods. Many of these methods are equally valid, but the choice of method has a significant impact on the resulting ID, which must be carefully considered when evaluating results across multiple studies.
47 OTHER INSTRUMENTATION↗
Impacts of Biofuel Blending on MCCI Ignition Delay with Review of Methods for Defining Cycle-by-Cycle Ignition Points from Noisy Cylinder Pressure Data: Preprint
Conventional diesel combustion, also known as Mixing-Controlled Compression Ignition (MCCI), is expected to be the primary power source for medium- and heavy-duty vehicles for decades to come. Displacing petroleum-based ultra-low-sulfur diesel (ULSD) as much as possible with low-net-carbon biofuels will become necessary to help mitigate effects on climate change. Neat biofuels may have difficulty meeting current diesel fuel standards but blends of 30% biofuel in ULSD show potential as ‘drop-in’ fuels. These blends must not make significant changes to the combustion phasing of the MCCI process if they are to be used interchangeably with neat ULSD. An important aspect of MCCI phasing is the ignition delay (ID), i.e. the time between the start of fuel injection and the initial premixed autoignition that initiates the MCCI process. Bench experiments can evaluate the expected ignition delay of a fuel via cetane number (CN) or alternative methods such as the indicated cetane number (ICN); however, neither CN nor ICN correlate perfectly with the ignition delay measured in actual engine experiments. Furthermore, there is no standardized methodology on how to quantify MCCI ignition delay from engine cylinder pressure measurements, creating difficulties in cross-study comparison. In this study, several engine ignition delay calculation methods are evaluated for robustness in deriving ignition delay on both a cycle-averaged and cycle-to-cycle basis. Eight biofuel blends with varying ICN, oxygen concentration and other fuel properties were used to study the different methods. This yields a thorough analysis of how certain biofuel blends affect ignition delay and the entire MCCI process, as well as a thorough evaluation of the differences between the ID calculation methods. Many of these methods are equally valid, but the choice of method has a significant impact on the resulting ID, which must be carefully considered when evaluating results across multiple studies.
47 OTHER INSTRUMENTATION↗
Effects of Variations in Combustion-chamber Configuration on Ignition Delay in a 50-pound-thrust Rocket
Ignition delays of a diallylaniline-triethylamine mixture and of triethyl trithioposphite with red fuming nitric acid were measured as a function of combustor dimensions, initial propellant temperature, and initial ambient pressure. Ignition delay increased with exhaust-nozzle diameter. Ignition delay also increased as propellant temperature decreased, but did not vary with initial ambient pressure except with the largest nozzle diameter. A correlation among ignition delay, combustor dimensions, and propellant temperature is presented, and the extension of the correlation to other systems is discussed.
Ladanyi, Dezso J↗
Ignition Delay Measurements of Four Component Model Gasolines Exploring the Impacts of Biofuels and Aromatics
This study explores the impacts of combinations of biofuel (ethanol, isobutanol and 2-methyl furan) and aromatic (toluene) compounds in a four component fuel blend, at fixed research octane number (RON) on ignition delay measured in an advanced fuel ignition delay analyzer (AFIDA 2805). Ignition delay measurements were performed over a range of temperatures from 400 to 725 °C (673 to 998 K) and two chamber pressures of 10 and 20 bar. The four component mixtures are compared to primary reference fuels at RON values of 90 and 100. The ignition delay measurements show that as the aromatic and biofuel concentrations increased, two stage ignition behavior was suppressed, at both initial chamber pressures. But both RON 100 (isooctane) and RON 90 reference fuels showed two stage ignition behavior, as did fuel mixtures with low biofuel and aromatic content. RON 90 fuels showed stronger two stage ignition behavior than RON 100 fuels, as expected. Depending on the type of biofuel in the mixture, the ignition delay at low chamber temperatures could be far greater than for the reference fuels. In particular, for the RON 100 mixtures at either 10 or 20 bar initial chamber pressure, the ignition delay at 400 °C (673 K) for the high level blend of 2-methyl furan and toluene (30 vol% of each) exhibited an ignition delay that was 10 times longer than for neat isooctane. The results show the strong non-linear octane blending response of these three biofuel compounds, especially in concert with the kinetic antagonism that toluene is known to display in mixtures with isooctane. These results have implications for the formulation of biofuel mixtures for spark ignition and advanced compression ignition engines, where this non-linear octane blending response could be exploited to improve knock resistance, or modulate the autoignition process.
2-methyl furan↗
Ignition delays, heats of combustion, and reaction rates of aluminum alkyl derivatives used as ignition and combustion enhancers for supersonic combustion
The subject of this paper is the design of supersonic combustors which will be required in order to achieve the needed reaction rates in a reasonable sized combustor. A fuel additive approach, which is the focus of this research, is the use of pyrophorics to shorten the ignition delay time and to increase the energy density of the fuel. Pyrophoric organometallic compounds may also provide an ignition source and flame stabilization mechanism within the combustor, thus permitting use of hydrocarbon fuels in supersonic combustion systems. Triethylaluminum (TEA) and trimethylaluminum (TMA) were suggested for this application due to their high energy density and reactivity. The objective here is to provide comparative data for the ignition quality, the energy content, and the reaction rates of several different adducts of both TEA and TMA. The results of the experiments indicate the aluminum alkyls and their more stable derivatives reduce the ignition delay and total reaction time to JP-10 jet fuel. Furthermore, the temperature dependence of ignition delay and total reaction time of the blends of the adducts are significantly lower than in neat JP-10.
Ryan, Thomas W., III↗
Theoretical Prediction of Microgravity Ignition Delay of Polymeric Fuels in Low Velocity Flows
A new flammability apparatus and protocol, FIST (Forced Flow Ignition and Flame Spread Test), is under development. Based on the LIFT (Lateral Ignition and Flame Spread Test) protocol, FIST better reflects the environments expected in spacebased facilities. The final objective of the FIST research is to provide NASA with a test methodology that complements the existing protocol and provides a more comprehensive assessment of material flammability of practical materials for space applications. Theoretical modeling, an extensive normal gravity data bank and a few validation space experiments will support the testing methodology. The objective of the work presented here is to predict the ignition delay and critical heat flux for ignition of solid fuels in microgravity at airflow velocities below those induced in normal gravity. This is achieved through the application of a numerical model previously developed of piloted ignition of solid polymeric materials exposed to an external radiant heat flux. The model predictions will provide quantitative results about ignition of practical materials in the limiting conditions expected in space facilities. Experimental data of surface temperature histories and ignition delay obtained in the KC-135 aircraft are used to determine the critical pyrolysate mass flux for ignition and this value is subsequently used to predict the ignition delay and the critical heat flux for ignition of the material. Surface temperature and piloted ignition delay calculations for Polymethylmethacrylate (PMMA) and a Polypropylene/Fiberglass (PP/GL) composite were conducted under both reduced and normal gravity conditions. It was found that ignition delay times are significantly shorter at velocities below those induced by natural convection.
Fernandez-Pello, A. C.↗
DME-Propane Ignition Delay Time Measurements at Mixing Controlled Compression Ignition Engine-Relevant Conditions
The blend of dimethyl ether (DME, CH 3 OCH 3 ) and propane (C 3 H 8 ) is a potentially renewable fuel mixture that has the potential to replace diesel in compression ignition engines. The combination can potentially reduce particulate and greenhouse gas emissions compared to a conventional diesel engine operating under similar conditions. However, detailed conceptual and simulation studies must be conducted before adopting a new fuel on a compression ignition engine. For these simulations, accurate chemical kinetic models are necessary. However, the validity of chemical kinetic mechanisms in the literature is unknown for mixing controlled compression ignition (MCCI) engine operating conditions. Hence, in this work, we studied the ignition of dimethyl ether (DME) and propane blends in a shock tube at MCCI engine conditions. Ignition delay time (IDT) data was collected behind the reflected shock for DME-propane mixtures for heavy-duty compression ignition (CI) engine parameters. Undiluted experiments spanning temperatures of 700 to 1100 K and pressures of 55 to 84 bar for various blends (100% CH 3 OCH 3 / 0% C 3 H 8, 100% C 3 H 8 / 0% CH 3 OCH 3 , 60% CH 3 OCH 3 / 40% C 3 H 8 ) of DME and propane were combusted in synthetic air (21% O 2 / 79% N 2 ). Some experiments were conducted at higher pressures (90-120 bar) to understand model performance at these conditions. Comparisons of IDT were made with the predictions of recent chemical kinetic mechanisms for DME-propane mixture, including the Aramco3.0, NUIG, and Dames et al. mechanisms. All mechanisms overpredicted IDT compared to experimental values. Sensitivity analysis was conducted with Dames et al. model, and critical reactions sensitive to IDT of DME-propane mixture near 100 bar are outlined.
Mohammed, Zuhayr Pasha↗
An Experimental Investigation of Hypergolic Ignition Delay of Hydrogen Peroxide with Fuel Mixtures
An experimental investigation of hypergolicity and ignition delay of fuel mixtures with hydrogen peroxide is presented. Example results of high speed photography and schleiren from drop tests are shown. Also, a discussion of the sensitivity to experimental parameters such as drop size and subsequent uncertainty considerations of ignition delay results is presented. It is shown that using the described setup on the mixtures presented, the precision uncertainty is on the order of 6% of average ignition delay and 5% of average decomposition delay. This represents sufficient repeatability for first order discrimination of ignition delay for propellant development and screening. Two mixtures, each using commonly available amines and transition metal compounds, are presented as examples that result in ignition delays on the order of 10 milliseconds.
Blevins, John A.↗
Enhancing $\phi$-sensitivity of ignition delay times through dilution of fuel-air mixture
The high $\phi$-sensitivity (η) of ignition delay time (τ IDT ) is one of the desirable fuel properties for the high-load extension of advanced compression ignition engine. Recent studies revealed the effectiveness of a high dilution rate (x D ) for enhancing η at the engine-relevant conditions. This study aims to quantify the effect of dilution on the η of isooctane using a combined experiment-simulation approach. The ignition delay of the isooctane/air mixture was measured with an Advanced Fuel Ignition Delay Analyzer (AFIDA) over the temperature range of 623 - 923 K at 10 bar pressure with global $\phi$ = 0.3 - 0.6, with and without 28.6% of additional N 2 dilution. For precise evaluation of experimental η, the facility effect of the AFIDA experiment was characterized with three-dimensional computational fluid dynamics (3-D CFD) simulation. The temperature in the combustion chamber from 3-D CFD indicated a substantial temporal dependency, varying up to ~52 K by charge-cooling of fuel injection and heat transfer from the wall. We introduced the dimensionless number θ(t) for characterizing the temporal profile of chamber temperature. Consideration of the facility effect using θ(t) resulted in better agreement between the experimental ..eta.. and zero-dimensional (0-D) kinetics simulation. The refined η were then further utilized to quantify the effectiveness of dilution to η The extent of η enhancement with dilution strategy was maximized at the low-temperature chemistry regime, increasing η by 77% with a 28.6% dilution rate. Further analysis on the dilution effect was carried out using 0-D kinetics simulation, revealing the critical dimensionless numbers relevant to the effectiveness of dilution to η enhancement. Here, this study is the first experiment-simulation combined research to quantify the effect of dilution on η, facilitating the kinetics model refinement for better reproduction of $\phi$-sensitivity.
33 ADVANCED PROPULSION SYSTEMS↗
Ignition Delay of Combustible Materials in Normoxic Equivalent Environments
Material flammability is an important factor in determining the pressure and composition (fraction of oxygen and nitrogen) of the atmosphere in the habitable volume of exploration vehicles and habitats. The method chosen in this work to quantify the flammability of a material is by its ease of ignition. The ignition delay time was defined as the time it takes a combustible material to ignite after it has been exposed to an external heat flux. Previous work in the Forced Ignition and Spread Test (FIST) apparatus has shown that the ignition delay in the currently proposed space exploration atmosphere (approximately 58.6 kPa and32% oxygen concentration) is reduced by 27% compared to the standard atmosphere used in the Space Shuttle and Space Station. In order to determine whether there is a safer environment in terms of material flammability, a series of piloted ignition delay tests using polymethylmethacrylate (PMMA) was conducted in the FIST apparatus to extend the work over a range of possible exploration atmospheres. The exploration atmospheres considered were the normoxic equivalents, i.e. reduced pressure conditions with a constant partial pressure of oxygen. The ignition delay time was seen to decrease as the pressure was reduced along the normoxic curve. The minimum ignition delay observed in the normoxic equivalent environments was nearly 30% lower than in standard atmospheric conditions. The ignition delay in the proposed exploration atmosphere is only slightly larger than this minimum. Interms of material flammability, normoxic environments with a higher pressure relative to the proposed pressure would be desired.
Ignition delay time↗
Ignition Delay Test with Spray & Combustion Vessel
Ignition delay test results of different fuels (RON60, RON70, RON80, RON90, and biofuel blends) under different engine operating conditions with a multi-hole injector. These results were used to better understand the spray and combustion characteristics and validate the CFD real fuel model (https://doi.org/10.5281/zenodo.8432075). This work was part of the DOE funded project (DE-EE0008478; Co-optimized Mixed-Mode Engine and Fuel Demonstrator for Improved Fuel Economy while Meeting Emissions Requirements; https://doi.org/10.2172/1887341).
02 PETROLEUM↗
Data assimilation for combustion ignition delay time simulation using schlieren image velocimetry
This study sought to improve the accuracy of simulating spray penetration and combustion ignition delay by means of data assimilation (DA). The simulations were conducted using the Reynolds-averaged Navier–Stokes (RANS) equations and assimilating the schlieren image data. In DA, an ensemble square root filter (EnSRF) was used to build the statistical model, making the simulation results more accurate without any change in the governing equations. Recognizing that the spray-cone injection angle has a large effect on penetration, we created ensemble members with different injection angles. And we applied the two-component velocity distribution calculated via SIV and updated both velocity and temperature by using a DA statistical model derived from RANS ensemble simulations. The ignition delay time is generally known to vary even under the same experimental conditions because it is influenced by many factors. In this study, we attempted the transient DA-assisted RANS simulation to predict the ignition delay time even when the temporal resolution and accuracy of the observation data ware insufficient. Our trials offer an example of how a combination of techniques can be effectively used to assimilate experimental data obtained under restricted conditions.
Combustion simulation↗
High-pressure ignition delay time measurements of a four-component gasoline surrogate and its high-level blends with ethanol and methyl acetate
Ignition delay times of a gasoline surrogate (iso-octane/toluene/n-heptane/1-hexene at 55/25/15/5% by liquid volume, developed in McCormick et al. 2017) with high-level bioblendstock-gasoline surrogate blends (50% and 85% biofuel by liquid volume of each ethanol and methyl acetate) were collected behind reflected shock waves. Post-reflected-shock temperatures ranged from 968 to 1361 K at pressures of about 4, 10, 25, and 50 atm. Data were collected for real fuel–air mixtures at fuel lean and stoichiometric conditions (φ = 0.5, 1.0) with focus on the more-practical, fuel-lean conditions. Ignition delay times were measured from OH* chemiluminescence around 307 nm using an endwall diagnostic. The RON and MON of the surrogate were 90.3 and 84.7, respectively. Ethanol was chosen due to its wide use in flex-fuel vehicles and availability, while also providing an increased octane rating. Methyl acetate was chosen for its especially high octane rating to investigate the effect of an extreme case. To validate the gasoline surrogate, the data are compared to real gasoline (RD387) and several gasoline surrogate experiments from the literature. Using the wide range of pressures studied, the gasoline surrogate’s pressure dependence was quantified to account for test-to-test variations using regression analysis. Similarly, a global correlation for gasoline and its surrogates was developed using all available data from the literature. Two modern chemical kinetics models targeting gasoline and its surrogates are compared to the ignition delay time measurements. These new high-pressure, high-bioblendstock concentration tests provide required chemical kinetic data for optimizing fuel and engine design.
42 ENGINEERING↗
Understanding how chemical structure affects ignition-delay-time $\phi$-sensitivity
$\phi$-sensitivity is the change in ignition delay time (IDT) with respect to the fuel-to-air equivalence ratio ($\phi$). High $\phi$-sensitivity is a desirable fuel property for applications in advanced compression ignition and multi-mode engine designs. Understanding how $\phi$-sensitivity depends on chemical structure is essential for selecting promising biofuels from the ever-growing list of proposed candidates. Here, we investigate the effect of chemical structure on $\phi$-sensitivity with experiment, simulation, and theory. Experimental Advanced Fuel Ignition Delay Analyzer (AFIDA) measurements for 2,4-dimethylpentane and diisopropyl ether provide evidence that branching and functional groups strongly impact $\phi$-sensitivity. Further insights into this dependence are obtained with 0-D kinetic simulations with existing mechanisms for n-pentane, diethyl ether, 3-pentanone, n-heptane, 2-methylhexane, 2,4-dimethylpentane, and 2,2,3-trimethylbutane. Quantum mechanical (QM) G4 calculations of low-temperature reactions help explain the observed experimental and simulation trends. Specifically, these QM calculations provide theoretical estimates of the ketohydroperoxide (KHP) dissociation rates, the HO 2 formation rates from peroxy radical (ROO), and the “cross-over” temperatures, i.e., the temperature at which ROO dissociation is favored compared to hydroperoxyl radical (QOOH) formation. Each of these reaction rates is compared to the n-alkane reference point to determine the impact of branching and different functional groups. Although kinetic mechanisms typically assume that KHP dissociation rates are invariant of chemical environment, our QM results suggest that this rate can span a range of roughly two orders of magnitude. We also discuss the importance of including the peroxy-hydroperoxy (OO-OOH) hydrogen transfer reaction for branched ethers. Finally, the insights gained assist in proposing a highly $\phi$-sensitive compound, namely, isopropyl propyl ether.
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
The carbon dioxide chaperon efficiency for the reaction H + O2 + M yields HO2 + M from ignition delay times behind reflected shock waves
Ignition delay times for stoichiometric hydrogen-oxygen in argon with and without carbon dioxide were measured behind reflected shock waves. A 20-reaction kinetic mechanism models the measured hydrogen-oxygen delay times over the temperature range 950 to 1300 K. The chaperon efficiency for carbon dioxide determined for the hydrogen-oxygen carbon dioxide mixture was 7.0. This value is in agreement with literature values but much less than a recent value obtained from flow tube experiments. Delay times measured behind a reflected shock wave were about 20% longer than those measured behind incident shock waves. The kinetic mechanism successfully modeled the high-pressure data of Skinner and the hydrogen-air data of Stack. It is suggested that the lowest temperature points for the hydrogen-air data of Slack are unreliable and that the 0.27-atm data may illustrate a case where vibrational relaxation of nitrogen is important. The reaction pathway HO2 yields H2O2 yields OH yields H was required to model the high-pressure data of Skinner. The successful modeling of the stoichiometric hydrogen-air data demonstrates the appropriateness of deriving kinetic models from data for gas mixtures highly diluted with argon. The technique of reducing a detailed kinetic mechanism to only the important reactions for a limited range of experimental data may render the mechanism useless for other test conditions.
Brabbs, Theodore A.↗