Quantifying the effect of difluoromethane on ignition delay times of propane
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Energy & Fuels↗
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Results for “Ignition delay”
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High pressure ignition delay times of H2/CO mixture in carbon dioxide and argon diluent
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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↗
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↗
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↗
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 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 impact of the third O 2 addition reaction network on ignition delay times of neo-pentane
In this work, we studied the oxidation of neo-pentane by combining experiments, theoretical calculations, and mechanistic developments to elucidate the impact of the 3rd O 2 addition reaction network on ignition delay time predictions. The experiments are based on photoionization mass spectrometry in jet-stirred and time-resolved flow reactors allowing for sensitive detection of the keto-hydroperoxide (KHP) and keto-dihydroperoxide (KDHP) intermediates. With neo-pentane exhibiting a unique symmetric molecular structure, which consequently results only in single KHP and KDHP isomers, theoretical calculations of ionization and fragment appearance energies and of absolute photoionization cross sections enabled the unambiguous identification and quantification of the KHP intermediate. Its temperature and time-resolved profiles together with calculated and experimentally observed KHP-to-KDHP signal ratios were compared to simulation results based on a newly developed mechanism that describes the 3rd O 2 addition reaction network. A satisfactory agreement has been observed between the experimental data points and the simulation results, thus adding confidence to the model's overall performance. Finally, this mechanism was used to predict ignition delay times reported previously in shock tube and rapid compression machine experiments (J. Bugler et al., Combust. Flame 163 (2016) 138–156). While the model accurately reproduces the experimental data, simulations with and without the 3rd O 2 addition reaction network included reveal only a negligible effect on the predicted ignition delay times at 10 and 20 atm. According to model calculations, low temperatures and high pressures promote the importance of the 3rd O2 addition reactions.
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
Ignition delay times of NH 3 /DME blends at high pressure and low DME fraction: RCM experiments and simulations
Here, autoignition delay times of ammonia/dimethyl ether (NH 3 /DME) mixtures were measured in a rapid compression machine with DME fractions of 0, 2 and 5 and 100% in the fuel. The measurements were performed at equivalence ratios $\varphi$= 0.5, 1.0 and 2.0 and pressures in the range 10–70 bar; depending on the fuel composition, the temperatures after compression varied from 610 K to 1180 K. Admixture of DME is seen to have a dramatic effect on the ignition delay time, effectively shifting the curves of ignition delay vs. temperature to lower temperatures, up to ~250 K compared to pure ammonia. Two-stage ignition is observed at $\varphi$= 1.0 and 2.0 with 2% and 5% DME in the fuel, despite the pressure being higher than that at which pure DME shows two-stage ignition. At $\varphi$= 0.5, a reproducible pre-ignition pressure rise is observed for both DME fractions, which is not observed in the pure fuel components. A novel NH 3 /DME mechanism was developed, including modifications in the NH 3 subset and addition of the NH 2 + CH 3 OCH 3 reaction, with rate coefficients calculated from ab initio theory. Simulations faithfully reproduce the observed pre- ignition pressure rise. While the mechanism also exhibits two-stage ignition for NH 3 /DME mixtures, both qualitative and quantitative improvement is recommended. The overall ignition delay times for ammonia/DME mixtures are predicted well, generally being within 50% of the experimental values, although reduced performance is observed for pure ammonia at $\varphi$= 2.0. Simulating the ignition process, we observe that the DME is oxidized much more rapidly than ammonia. Analysis of the mechanism indicates that this ‘early DME oxidation’ generates reactive species that initiate the oxidation of ammonia, which in turn begins heat release that raises the temperature and accelerates the oxidation process towards ignition. The reaction path analysis shows that the low-temperature chain-branching reactions of DME are important in the early oxidation of the fuel, while the sensitivity analysis indicates that several reactions in the oxidation of DME, including cross reactions between DME and NH 3 species presented here, are critical to ignition, even at fractions of 2% DME in the fuel.
10 SYNTHETIC FUELS↗
Hydrogen and Ammonia Blending With Natural Gas: Ignition Delay Times and Chemical Kinetic Model Validation at Gas Turbine Relevant Conditions
Abstract Ignition delay times from undiluted mixtures of natural gas (NG)/H2/Air and NG/NH3/Air were measured using a high-pressure shock tube at the University of Central Florida. The combustion temperatures were experimentally tested between 1000–1500 K near a constant pressure of 25 bar. As mentioned, mixtures were kept undiluted to replicate the same chemistry pathways seen in gas turbine combustion chambers. Recorded combustion pressures exceeded 200 bar due to the large energy release, hence why these were performed at the high-pressure shock tube facility. The data is compared to the predictions of the NUIGMech 1.1 mechanism for chemical kinetic model validation and refinement. An exceptional agreement was shown for stoichiometric conditions in all cases but strayed at lean and rich equivalence ratios, especially in the lower temperature regime of H2 addition and all temperature ranges of the baseline NG mixture. Hydrogen addition also decreased ignition delay times by nearly 90%, while NH3 fuel addition made no noticeable difference in ignition time. NG/NH3 exhibited similar chemistry to pure NG under the same conditions, which is shown in a sensitivity analysis. The reaction CH3 + O2 = CH3O + O is identified and suggested as a possible modification target to improve model performance. Increasing the robustness of chemical kinetic models via experimental validation will directly aid in designing next-generation combustion chambers for use in gas turbines, which in turn will greatly lower global emissions and reduce greenhouse effects.
Pierro, Michael↗
Ignition Delay Times and Chemical Kinetic Model Validation for Hydrogen and Ammonia Blending With Natural Gas at Gas Turbine Relevant Conditions
Ignition delay times from undiluted mixtures of natural gas (NG)/H 2 /Air and NG/NH 3 /Air were measured using a high-pressure shock tube at the University of Central Florida. The combustion temperatures were experimentally tested between 1000 and 1500 K near a constant pressure of 25 bar. As mentioned, mixtures were kept undiluted to replicate the same chemistry pathways seen in gas turbine combustion chambers. Recorded combustion pressures exceeded 200 bar due to the large energy release, hence why these were performed at the high-pressure shock tube facility. The data are compared to the predictions of the NUIGMech 1.1 mechanism for chemical kinetic model validation and refinement. An exceptional agreement was shown for stoichiometric conditions in all cases but strayed at lean and rich equivalence ratios, especially in the lower temperature regime of H 2 addition and all temperature ranges of the baseline NG mixture. Hydrogen addition also decreased ignition delay times by nearly 90%, while NH 3 fuel addition made no noticeable difference in ignition time. NG/NH 3 exhibited similar chemistry to pure NG under the same conditions, which is shown in a sensitivity analysis. Here, the reaction CH 3 + O 2 = CH 3 O + O is identified and suggested as a possible modification target to improve model performance. Increasing the robustness of chemical kinetic models via experimental validation will directly aid in designing next-generation combustion chambers for use in gas turbines, which in turn will greatly lower global emissions and reduce greenhouse effects.
33 ADVANCED PROPULSION SYSTEMS↗
Experimental Ignition Delay Time Measurements and Chemical Kinetics Modeling of Hydrogen/Ammonia/Natural Gas Fuels
In recent years, hydrogen-carrying compounds have accrued interest as an alternative to traditional fossil fuels due to their function as zero-emission fuels. As such, there is interest in investigating hydrogen-carrying compounds to improve understanding of the fuels' characteristics for use in high pressure systems. In the current study, the oxidation of ammonia/natural gas/hydrogen mixtures was carried out to study carbon monoxide (CO) formation profiles as well as the ignition delay times (IDTs) behind reflected shock waves in order to refine chemical kinetic models. Experiments were carried out in the University of Central Florida's shock tube facility by utilizing chemiluminescence to obtain OH* emission and laser absorption spectroscopy to obtain CO profiles over a temperature range between 1200 K and 1800 K with an average pressure of 2.2 atm. Experimental mixtures included both neat and combination natural gas/hydrogen with ammonia addition, with all mixtures except one having an equivalence ratio of 1. Results were then compared with the GRI 3.0 mechanism, as well as the newly developed UCF 2022 mechanism utilizing chemkin-pro software. In general, both models were able to capture the trend in auto-ignition delay times and CO time histories for natural gas and ammonia mixtures. However, for ammonia–hydrogen mixtures, GRI 3.0 failed to predict ignition delay times, whereas the UCF 2022 mechanism was able to capture the IDTs within the uncertainty limits of the experiments. A sensitivity analysis was conducted for different mixtures to understand the important reactions at the experimental conditions. Lastly, a reaction pathway analysis was carried out to understand important ammonia decomposition pathways in the presence of hydrogen and natural gas.
33 ADVANCED PROPULSION SYSTEMS↗
Ignition delay time and speciation of dibutyl ether at high pressures
Dibutyl ether (DBE) is a promising biofuel due to its high cetane number (~ 100) and high volumetric energy density (31.6 MJ/L). It could either be used directly in compression ignition engines or blended with other conventional or renewable fuels. Oxidation and pyrolysis kinetics of DBE are not well known, particularly at high pressures. In this work, we have experimentally investigated the chemical kinetics of DBE in three domains: (a) ignition delay time measurements in a rapid compression machine over T = 550–650 K, P = 10, 20, 40 bar, φ = 0.5, 1; (b) ignition delay time measurements in a shock tube over T = 900–1300 K, P = 20, 40 bar, φ = 0.5, 1; (c) laser-based carbon monoxide speciation measurements in a shock tube during DBE pyrolysis and oxidation over T = 1100–1400 K, P = 20 bar. Pressure time-histories measured in RCM experiments exhibited unique 3-stage and 4-stage ignition behavior predominantly at fuel-lean conditions. Experimental data were compared with the predictions of two recent chemical kinetic models of DBE. Sensitivity analyses were carried out to identify key reactions which may have caused the discrepancy between experiments and simulations. We found that the rate of decomposition of DBE may need to be revisited to improve the oxidative and pyrolytic predictions of DBE kinetic model.
09 BIOMASS FUELS↗
Measurement of Spray Chamber Ignition Delay and Cetane Numbers for Aviation Turbine Fuels
Experiments using pure compounds, National Jet Fuels Combustion Program (NJFCP) test fuels, and commercial jet fuels were conducted to demonstrate the equivalence of the indicated cetane number (ICN) and derived cetane number (DCN) for jet fuels. The calibrated range for ICN was also extended to lower cetane number (CN) values (5 to 35) to allow CN quantification for jet fuel synthetic blending components (SBCs) with low CN. ICN and DCN were shown to be highly correlated for values above about 30. This study presents the most comprehensive comparison of these two methods published to date. Because of the importance of low-volume test methods for early-stage SBC production process development, we demonstrated that ICN and DCN can be accurately measured with 15 mL of fuel, well below 40 to 100 mL required by standard methods. ICN or DCN is important for jet fuels because fuels with lower CN are more prone to lean blowout (LBO), an undesirable operational failure in a jet engine. Comparing data on a fuel-to-air ratio (Φ) at LBO for the NJFCP fuels shows similar linear correlations for ICN and DCN. Ignition delay measurements at lower-pressure and higher-temperature conditions may be more directly relevant to LBO. At 675 °C, 0.5 MPa, and a global Φ of roughly 0.68, ignition delay time correlations to LBO were similar to those produced from DCN and ICN. A much weaker correlation was obtained with a global Φ value of 0.34.
09 BIOMASS FUELS↗