# itemDataValues

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  Influence of deposit on spray behaviour under flash boiling condition with the application of closely coupled split injection strategy


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  The effects of deposit on the spray macroscopic characteristics and droplet behaviour under flash boiling condition were investigated through high speed imaging and Phase Doppler Particle Analyzer (PDPA) techniques. Closely coupled split injection strategy was tried to alleviate the negative effect of deposit on spray characteristics. It was found that with single injection strategy, deposit led to smaller cone angle and longer penetration due to poorer atomization and dispersion. Deposit also resulted in larger droplet size by introducing large droplets and lowering the potential of further breakup into small ones. When split injection strategy was employed under non-flash boiling condition, the effects of deposit of on the over-penetration and the resultant high potential of impingement were alleviated, while the negative effect of deposit on droplet size was enhanced. However, when split injection was used under strong flash boiling condition, the negative influence of deposit on the spray over-penetration was significantly alleviated and the negative impact on the droplet size was almost eliminated although reduced potential for large droplets to further break up was still found. The employment of optimal split injection strategy is believed to be important for the alleviation of the adverse effect of deposit on the spray characteristics and the emissions.


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  The effect of residence time on the ignitability of ethylene and air mixtures in a toroidal jet-stirred reactor


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  THE NATURE of the diesel engine cycle results in the values of air pressure, temperature, velocity, and turbulence changing during fuel injection and the ignition delay period. Hence, although the engine does give indispensable overall trends, it cannot be used to determine the influence of any one of the above factors on ignition delay, all others being held at constant values. The most convenient way of doing this is to have an experimental duct in which the conditions of air pressure, temperature, etc. can be established at steady conditions for a sufficient length of time for them to be measured accurately prior to controlled fuel injection. The literature is full of excellent examples of rapid compression machines and engines being used to assess overall effects of physical factors and fuel type on ignition. The work of Lyn and Valdmanis (1)s is but one example. When their work was being undertaken at C.A.V. Ltd, the points mentioned above were appreciated, and as a complementary study an apparatus was designed at Burnley to fulfil the requirements of a steady flow system. One of the requirements of this apparatus was that it should be capable of operating at conditions occurring in diesel engines at the time of fuel injection. Hence, the system was designed for air pressures up to 60 atm.,temperatures up to 973"K, and air velocities up to 100 ft/s (30 m/s).


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  This work investigates how morphology and nano-structure of the soot particles produced in a diesel spray flame evolve due to the rise in the temperature/pressure caused by the piston motion. The soot particles were sampled from the exhaust line of a diesel engine and were compared to the soot particles directly sampled from the spray flame of the same injector, in a constant volume chamber. Analysis of the high resolution transmission electron microscope (HRTEM) images acquired from the soot samples at two axial locations in the spray flame shows that the soot aggregates grow in size, become longer, more fractal and attain lower surface to volume ratio along the spray axis. However, the soot particles produced in the spray flame become smaller, shorter, less fractal, more compact and attain higher surface to volume ratio when emitted from the engine. This is discussed to be due to the increase in the oxidation rate by temperature rise caused by piston motion, and the consequent oxidation induced fragmentation of the soot aggregates. The effect of oxidation is also evident on the size of the soot primary particles, as the engine-out soot is found to have smaller primary particles compared to the soot initially produced in the spray flame. Nano-structural analysis shows that the crystallite size in the engine-out soot is increased compared to the soot originally produced in the spray flame. This suggests that among two possible effects of temperature on diesel soot crystallite size, being crystallite size increase due to enhanced graphitization from one hand, and crystallite size reduction due to oxidation enhancement from the other hand, the former effect is dominant and the soot particles become structurally more ordered under the effect of temperature rise caused by piston motion.


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  In-cylinder diesel spray combustion simulations using parallel computation: A performance benchmarking study


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  In the present study, in-cylinder diesel combustion simulation was performed with parallel processing on an Intel Xeon Quad-Core platform to allow both fluid dynamics and chemical kinetics of the surrogate diesel fuel model to be solved simultaneously on multiple processors. Here, Cartesian Z-Coordinate was selected as the most appropriate partitioning algorithm since it computationally bisects the domain such that the dynamic load associated with fuel particle tracking was evenly distributed during parallel computations. Other variables examined included number of compute nodes, chemistry sizes and in situ adaptive tabulation (ISAT) parameters. Based on the performance benchmarking test conducted, parallel configuration of 4-compute node was found to reduce the computational runtime most efficiently whereby a parallel efficiency of up to 75.4% was achieved. The simulation results also indicated that accuracy level was insensitive to the number of partitions or the partitioning algorithms. The effect of reducing the number of species on computational runtime was observed to be more significant than reducing the number of reactions. Besides, the study showed that an increase in the ISAT maximum storage of up to 2GB reduced the computational runtime by 50%. Also, the ISAT error tolerance of 10-3 was chosen to strike a balance between results accuracy and computational runtime. The optimised parameters in parallel processing and ISAT, as well as the use of the in-house reduced chemistry model allowed accurate results to be produced with reduced computational runtime, especially in simulating in-cylinder reacting spray jet and soot characteristics on standard computing platforms. ?? 2011 Elsevier Ltd.


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  Optimization of the Eddy Dissipation Concept (EDC) model for turbulence-chemistry interactions under hot diluted combustion of CH4/H2


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  Moderate or Intense Low-oxygen Dilution (MILD) combustion which known as a combustion under highly preheated and diluted condition is a relatively new combustion regime including many differences in comparison with the traditional one. Among many distinguished disparities between combustion modeling of conventional and MILD ones, turbulent-chemistry interaction modeling is an open field of study. Current knowledge on modeling this combustion regime shows that the eddy dissipation concept (EDC) model could be successfully used for modeling of this combustion regime. In this paper, it has been tried to propose some guidelines to modify the semi-empirical constants of the original EDC model for MILD combustion. In this way a parametric study of the EDC model constants for a nonpremixed MILD burner is done in terms of accuracy of prediction while the responses of the model to its constants are focused on the basis of physical arguments. Burner of Dally et al. (JHC) is modeled using the RANS approach in a 2D axisymmetric computational domain for different oxygen levels and fuel jet Reynolds numbers when a reduced detail chemical mechanism of DRM-22 is used to represent the chemical mechanism. Moreover using a well-stirred–reactor analysis and extracting the chemical reactions pathways, discussions are completed. Results show that reducing the CD2constant which leads to a decrease in time scale and volume fraction constants of the model would improve the performance of the model for MILD condition. Prediction of flame lift-off and minor OH species has been improved by changing default model constants of Cτand Cγto around 0.0893 and 1.0, respectively, especially for lower oxygen levels. Indeed reaction pathway analysis and dimension of reaction zone showed that reducing scales of the defined reactor in the EDC model (i.e. fine structure) to the Kolmogrov or smaller scales might push the reactions inside each structure toward the non-equilibrium condition and enlargement of overall reaction zone and make the EDC model more compatible with MILD combustion characteristics. Reduction in the length and time scales of the fine structure led to improvement in Temperature, OH, and CO profiles inside of MILD region of the JHC burner, although for CO, disagreement is still considerable. Considering error analysis of five checked parameters (i.e. H2O, CO2, OH, CO, and temperature) at both MILD and conventional regions of the JHC burner may conduct us toward that the defaults setting of the model still works reasonably on the whole when it is used at both regions.


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  This paper describes a computer simulation and measurements of the liquid phase of Diesel spray formation. The spray is divided into small elementary volumes in which the amounts of liquid and gaseous fuel, air, mean, maximum and minimum fuel droplet diameter are calculated, as well as their number. The total air–fuel and air–fuel vapour ratios are calculated for each elementary volume. The mathematical model of the Diesel spray is based on continuity and momentum equations in Eulerian-Lagrangian formulation. The measurements of the sprays were carried out in the combustion chamber at the LTT, which is equipped with a high pressure 250 MPa fuel injection system. During the experiments, ambient pressure varied from 3 MPa to 7 MPa, temperature from 673 K to 973 K, injection pressure from 40 MPa to 200 MPa and nozzle temperature from 243 K to 363 K. The injection quantity was 13.5 mm3per cycle in all cases. The combustion chamber was filled with pure nitrogen instead of air. Thermodynamic properties of nitrogen are similar to those of air. That way, self-ignition was prevented. We measured only the liquid phase of the fuel in the spray, and to this end, Mie scattering measuring technique was applied. The comparison between the simulated and actual liquid spray penetration depth and spray cone angle showed good matching.


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  The RNG κ-ϵ turbulence model derived by Yakhot and Orszag (1986) based on the Renormalization Group theory has been modified and applied to variable-density engine flows in the present study. The original RNG-based turbulence transport approximations were developed formally for an incompressible flow. In order to account for flow compressibility the RNG ϵ-equation is modified and closed through an isotropic rapid distortion analysis. Computations were made of engine compressing/expanding flows and the results were compared with available experimental observations in a production diesel engine geometry. The modified RNG κ-ϵ model was also applied to diesel spray combustion computations. It is shown that the use of the RNG model is warranted for spray combustion modeling since the ratio of the turbulent to mean-strain time scales is appreciable due to spray-generated mean flow gradients, and the model introduces a term to account for these effects. Large scale flow structures are predicted which are affected by the spray and the squish and are consistent with endoscope combustion images. The effects of flow compressibility on both non-reacting compressing/expanding flows and reacting flows are discussed. It is concluded that predicted combustion parameters, particularly, soot emissions, are significantly influenced by the treatment of flow compressibility in the turbulence model.


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  The purpose of this study was to investigate the career development patterns of male and female music education majors at The Florida State University. Factors such as parental influence, role model influence, peer influence, music related experiences, and career counsel- ing were examined. The Music Educator's Career Development Survey (MECDS) developed by the investigator was used for data collection. The population consisted of all undergraduate music education majors enrolled at The Florida State University during the 1982 spring semester. The responding group consisted of 140 (70%) of the 201 undergraduates. The research questions were: 1. Are there differences in the career development patterns of instrumental and choral music education majors? 2. Are there differences in the career development patterns of male and female music education majors? 3. Are there differences in the career development patterns of male and female instrumental and choral music education majors? The conclusions drawn were: 1. Significant differences were found to exist among music education majors when categorized as male or female majors in the following areas: a) Preference of teaching level; b) Preference for teaching or performing; c) Confidence in the personal success expected to be gained from the music education pro- fession; d) Confidence that the music education profession would provide a desired level of social status; e) Nurber of years private music inst∼uction had been received before beginning college. 2. No significant difference was found between the factors which affect the career development patterns of music education majors when categorized as instrumental or choral majors. iii


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  One of the major problems associated with HCCI combustion engine application is lack of direct control for combustion timing. A proposed solution for combustion timing control is using a binary fuel blend in which two fuels with different auto-ignition characteristics are blended at various ratios on a cycle-by-cycle basis. The aim of this research is to investigate the exergy analysis of HCCI combustion when a blended fuel, which consists of n-heptane and natural gas, is used. In order to accomplish this task, a single-zone combustion model has been developed, which performs combustion computations using a complete chemical kinetics mechanism. The study was carried out with different percentages of natural gas in blended fuels and EGR (exhaust gas recirculation) ranging from about 45 to 85 percent and 0 to 40 percent, respectively. The results reveal that, when mass percentage of natural gas increases, exergy destruction is decreased increasing the second-law efficiency. Introducing EGR into the intake charge of dual fuel HCCI engine up to some stage (optimum value) enhances the second-law performance of the engine in spite of a reduction in work.


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  Effect of fuel injector deposit on spray characteristics, gaseous emissions and particulate matter in a gasoline direct injection engine


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  For modern gasoline direct injection (GDI) engines, injector deposit is a concern because it can cause changes to the spray characteristics and lead to deterioration in fuel economy and exhaust emissions. In this study, in order to examine the link between spray variation and engine emissions deterioration due to injector deposit accumulation, 8 new injectors were installed on a GDI engine and run through a deposit accumulation process which included 6 cold starts and a 30-h steady state engine test at a speed of 2000 rpm and load of 5 bar break mean effective pressure (BMEP). One representative injector was examined before and after the deposit accumulation tests in order to understand the impact of deposit on the spray. Results showed that, at the end of the deposit accumulation test, the pulse width of the injectors stabilized at a level which was about 1.5% higher than at the start and the fuel consumption remained almost identical. High magnification and borescope imaging indicated that a significant amount of deposit had formed on the outer surface of the injector tip. However, Scan Electronic Microscope (SEM) imaging of the injector hole showed that, at this level of fouling, some deposit was present on the counterbore, while the nozzle hole was nearly completely unaffected. The deposit on the counterbore caused a 2.21% drop of the injector fuel flow rate at 150 bar injection pressure. Penetration lengths and mean droplet sizes of all jets increased significantly. As for the impacts of the varied spray characteristics on the engine emissions, unburnt hydrocarbons (HC) and particulate matter (PM) emissions significantly increased while other gaseous emissions (e.g. CO, NOx, CO2) only changed slightly.


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  A study on tip penetration velocity and radial expansion of reacting diesel sprays with different fuels


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  The reacting diesel spray structure was investigated using n-dodecane, n-heptane and one binary blend of Primary Reference Fuels (80% n-heptane and 20% iso-octane in mass) based on the existing database from previous experimental results from Schlieren imaging technique in a constant pressure combustion chamber. The spray tip velocity was derived from the derivative of tip penetration versus time. The operating conditions and the injector used (single axially-oriented hole, 89 mm-diameter) were chosen following the guidelines of the Engine Combustion Network. A 1D spray model was also applied here to support the analysis of experimental results. Parametric variations of injection pressure, ambient temperature and oxygen concentration have been performed for each fuel. Analysis of radial expansion and reacting tip velocity was performed in terms of an average spray radial increase (ΔR‾) and a constant (k) defining the tip penetration velocity. k values of reacting cases are always bigger than those from inert ones for both experimental and theoretical results. Based upon this parameter, quasi-steady tip penetration under the investigated conditions seems not to be affected by ambient temperature, oxygen content or fuel cetane number. Three cases with different fuels and similar ignition delay and lift-off length were further analyzed, which shows that the reactivity of the mixture has an effect on the transition timing from inert to reacting states, as well as on the initial penetration stages, but not on the quasi-steady phase. Apart from the similar tip velocity during quasi-steady phase, the full transient evolution of the tip is highly similar. The fact that this full overlap does not occur for other operating conditions indicates that early penetration stages are highly affected by the transient chemistry development, which largely depends on fuel cetane number.


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  Effects of injection timing, before and after top dead center on the propulsion and power in a diesel engine


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  It is well known that injection strategies including the injection timing and pressure play the most important role in determining engine performance, especially in pollutant emissions. However, the injection timing and pressure quantitatively affect the performance of diesel engine with a turbo charger are not well understood. In this paper, the fire computational fluid dynamics (CFD) code with an improved spray model has been used to simulate the spray and combustion processes of diesel with early and late injection timings and six different injection pressure (from 275bar to 1000bar). It has been concluded that the use of early injection provides lower soot and higher NOx emissions than the late injection. In this study, it has been tried using the change of fuel injection time at these two next steps: before top dead center (BTDC) and after top dead center (ATDC) in order to achieving optimum emission and power in a specific point.


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  Kinetic effects of non-equilibrium plasma-assisted methane oxidation on diffusion flame extinction limits


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  While mastery of the scientiﬁc literature is a strongly desirable trait for undergraduate students, the sheer volume of the current literature has complicated the challenge of teaching scientiﬁc literacy. Part of the response to this ever-increasing volume of resources includes formal instruction in the use of reference manager software while engaging students with the primary literature. This article describes the incorporation of the reference manager program Zotero into a chemical literature course to facilitate the use of digital resources and to better enable them to use proper citation skills in their technical writing.


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  A review of Zotero 3.0b2, an open-source, cross-platform, all-in-one reference manager, document archiver, citation manager, and collaboration tool is presented. This report will discuss features such as collecting references, annotating references, integration with Microsoft Word and Open Oﬃce, backing up and synchronizing references, and sharing references with students and collaborators. Some useful but less commonly known tips and tricks are also described.


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  A new lattice Boltzmann model for reactive ideal gas mixtures is presented. The model is an extension to reactive flows of the recently proposed multi-component lattice Boltzmann model for compressible ideal gas mixtures with Stefan–Maxwell diffusion for species interaction. First, the kinetic model for the Stefan–Maxwell diffusion is enhanced to accommodate a source term accounting for the change in the mixture composition due to chemical reaction. Second, by including the heat of formation in the energy equation, the thermodynamic consistency of the underlying compressible lattice Boltzmann model for momentum and energy allows a realization of the energy and temperature change due to chemical reactions. This obviates the need for ad-hoc modelling with source terms for temperature or heat. Both parts remain consistently coupled through mixture composition, momentum, pressure, energy and enthalpy. The proposed model uses the standard three-dimensional lattices and is validated with a set of benchmarks including laminar burning speed in the hydrogen–air mixture and circular expanding premixed flame.
              This article is part of the theme issue ‘Progress in mesoscale methods for fluid dynamics simulation’.


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  A CFD STUDY OF WATER CONDENSATION INSIDE THE TUBES OF AN AUTOMOTIVE COMPACT CHARGE AIR COOLER USING K-EPSILON VERSUS LARGE EDDY SIMULATION APPROACH


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  This paper deals with the multicomponent nature of gas turbine fuels under high-pressure conditions. The study is motivated by the consideration that the droplet submodels that are currently employed in spray codes for predicting gas turbine combustor flows do not adequately incorporate the multicomponent fuel and high-pressure effects. The quasi-steady multicomponent droplet model has been employed to investigate conditions under which the vaporization behavior of a multicomponent fuel droplet can be represented by a surrogate pure fuel droplet. The physical system considered is that of a multicomponent fuel droplet undergoing quasi-steady vaporization in an environment characterized by its temperature, pressure, and composition. Using different vaporization models, such as infinite-diffusion and diffusion-limit models, the predicted vaporization history and other relevant properties of a bicomponent droplet are compared with those of a surrogate single-component fuel droplet over a range of parameters relevant to gas turbine combustors. Results indicate that for moderate and high-power operation, a suitably selected single-component (50 percent boiling point) fuel can be used to represent the vaporization behavior of a bicomponent fuel, provided one employs the diffusion-limit or effective-diffusivity model. Simulation of the bicomponent fuel by a surrogate fuel becomes increasingly better at higher pressures. In fact, the droplet vaporization behavior at higher pressures is observed to be more sensitive to droplet heating models rather than to liquid fuel composition. This can be attributed to increase in the droplet heatup time and reduction in the volatility differential between the constituent fuels at higher pressures. For ignition, lean blowout and idle operations, characterized by low pressure and temperature ambient, the multicomponent fuel evaporation cannot be simulated by a single-component fuel. The validity of a quasi-steady high-pressure droplet vaporization model has also been examined. The model includes the nonideal gas behavior, liquid-phase solubility of gases, and variable thermo-transport properties including their dependence on pressure. Predictions of the high-pressure droplet model show good agreement with the available experimental data over a wide range of pressures, implying that quasi-steady vaporization model can be used at pressures up to the fuel critical pressure.


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  The recent advancement in numerical calculations provides us with a new scientific approach to combustion phenomena, that is, numerical experiment. The authors have succeeded in capturing a hydrogen jet lifted flame by DNS (Direct Numerical Simulation) approach with detailed chemistry and exact transport properties. The simulation made clear that the flame is not a single flame, but a complex flame composed of three flame elements. Some aspects of the flame elements showed the properties of laminar flames and some showed very complicated and unsteady nature of turbulent flames that cannot be described by the conventional laminar flame theory. In this article, the problems of this kind of study are identified and the direction of study is suggested throughout the DNS studies on the hydrogen jet lifted flame. To cite this article: T. Takeno, Y. Mizobuchi, C. R. Mecanique 334 (2006). ?? 2006 Acad??mie des sciences.


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  Thermal-diffusional pulsation behaviors in planar as well as outwardly and inwardly propagating white dwarf carbon flames are systematically studied. In the 1D numerical simulation, the asymptotic degenerate equation of state and simplified one-step reaction rates for nuclear reactions are used to study the flame propagation and pulsation in white dwarfs. The numerical critical Zel'dovich numbers of planar flames at different densities ($\backslashrho=2$, 3 and 4$\backslashtimes 10^7$∼g/cm$^3$) and of spherical flames (with curvature $c=$-0.01, 0, 0.01 and 0.05) at a particular density ($\backslashrho=2\backslashtimes 10^7$∼g/cm$^3$) are presented. Flame front pulsation in different environmental densities and temperatures are obtained to form the regime diagram of pulsation, showing that carbon flames pulsate in the typical density of $2\backslashtimes10^7∼{\backslashrm g/cm^3}$ and temperature of $0.6\backslashtimes 10^9∼{\backslashrm K}$. While being stable at higher temperatures, at relatively lower temperatures the amplitude of the flame pulsation becomes larger. In outwardly propagating spherical flames the pulsation instability is enhanced and flames are also easier to quench due to pulsation at small radius, while the inwardly propagating flames are more stable.


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  Numerical Study of the RCCI Combustion Processes Fuelled with Methanol , Ethanol , n-Butanol and Diesel


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  A novel combustion evaluation method based on in-cylinder pressure traces for diesel / natural gas dual fuel engines


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  Basic characteristics of direct injection combustion fuelled with compressed natural gas and gasoline using a rapid compression machine


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  Laser absorption measurements of ethylene and carbon monoxide time-histories during n -heptane oxidation at low temperatures behind reflected shock waves


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  TECHNICAL GRAPHICS TECHNICAL COMMUNICATIONS GRAPHICS COMMUNICATION FOURTH EDITION with contributions by


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  Parallel computing is now an essential paradigm for high performance scientific computing. Most existing hardware and software solutions are expensive or difficult to use. We developed Playdoh, a Python library for distributing computations across the free computing units available in a small network of multicore computers. Playdoh supports independent and loosely coupled parallel problems such as global optimisations, Monte Carlo simulations and numerical integration of partial differential equations. It is designed to be lightweight and easy to use and should be of interest to scientists wanting to turn their lab computers into a small cluster at no cost. © 2011 Elsevier B.V.


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  Experimental Investigation of Laminar Premixed Methane-Air Flame Extinction with Sand and Sodium Bicarbonate Particles


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  The present work is the numerical investigation of Spark Ignition (SI) engines using an open source Computational Fluid Dynamics (CFD) tool. Investigations on the usage of OpenFOAM® CFD tool has been carried out for the simulation of SI engines using engineFoam solver. Four-valve pent roof type engine is chosen for the present simulations. The standard k–ɛ turbulence model is used along with the Reynolds Averaged Navier Stokes (RANS) equations for simulating the flow field. Energy equation and transport equation for regress variable is solved along with the momentum equations. Xi model is used for the transport and Gulder's correlation is used for laminar flame speed. Unstrained model is used for calculating the laminar flame speed velocity. Two simulations are carried out one with cold flow and the other with combustion. For combustion analysis, Iso-octane fuel is used. Average cylinder pressure is tracked for different Crank Angles (CA) from −180 to 60. The temperature contours are plotted on a vertical plane inside the cylinder to indicate the rise in temperature due to combustion. The results indicate that the open source CFD code can be an ideal choice for engine designers.


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  A study on the interaction between local flow and flame structure for mixing-controlled Diesel sprays


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  A detailed study on the spray local flow and flame structure has been performed by means of PIV and laser-sheet LIF techniques under Diesel spray conditions. Operating conditions were based on Engine Combustion Network recommendations. A consistent comparison of inert and reacting axial velocity fields has produced quantitative information on the effect of heat release on the local flow. Local axial velocity has been shown to increase 50–60% compared to the inert case, while the combustion-induced radial expansion of the spray has been quantified in terms of a 0.9–2.1 mm radius increase. As a result, the drop in entrainment rate has been quantified around 25% compared to the inert case. Streamline analysis also hints at a reduced entrainment under reacting conditions. A 1D spray model under reacting condition has been used, which confirms the modifications obtained in the main flow metrics when moving from inert to reacting conditions. When comparing the flow evolution with the flame structure, little effect of chemical activity on the spray flow upstream the lift-off length has been evidenced, in spite of the presence of formaldehyde in such regions. Only downstream of the lift-off length, as defined by OH LIF, has a strong change in flow pattern been observed as a result of combustion-induced heat release.


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  A multicomponent droplet evaporation model, which discretizes the one-dimensional mass and temperature profiles inside a droplet with a finite volume method and treats the liquid phase as thermodynamically real, has been developed and implemented into a large-eddy simulation (LES) code for evaporating and reacting spray simulations. Single drop evapo- ration results obtained by the variable property multicomponent model are shown to match with the constant property model in the limiting conditions. The LES code with the mul- ticomponent model is used along with the Kelvin-Helmholtz - Rayleigh-Taylor (KH-RT) droplet breakup model to simulate realistic fuel sprays in a closed vessel and is found to rea- sonably well predict the experimentally observed non-linear behavior of spray penetration lengths with changing ambient conditions for n-hexadecane and 4 different multicomponent surrogate diesel fuels with 2-8 components. The effects of various modeling assumptions and gas and liquid parameters on the drop and spray evolution and evaporation are investigated in details. A previously studied single piston Rapid Compression Machine (RCM), extended to a twin-piston RCM, is simulated by LES for different stroke ratios of the two pistons, as a precursor to the study of opposed piston two-stroke engines. Opposed piston engines, which have recently generated interest due to their high power density and fuel economy, are mechanically simpler compared to conventional four-stroke engines but involve highly unsteady, turbulent and cycle-variant flows. LES of turbulent spray combustion in a generic single cylinder, opposed-piston, two-stroke engine configuration has been conducted with the two-phase filtered mass density function (FMDF) model, which is an Eulerian-Lagrangian- Lagrangian subgrid-scale probability density function (PDF) model for LES of two-phase turbulent reacting flows. The effects of various geometric parameters, operating conditions and spray parameters on the flow evolution, turbulence, spray and combustion in the engine are studied. The cycle-to-cycle variations in the flow variables like swirl and tumble are found to be significant while those in thermodynamic variables like temperature are negligible. The hybrid LES/FMDF methodology has been applied to simulate non-reacting turbulent spray for single-component and multi-component fuels and the consistency of the method has been established. The effects of spray parameters like nozzle hole diameter, injection pressure and injected fuel temperature on the spray penetration length are found to qualitatively follow experimental trends. Combustion simulations of n-dodecane fuel sprays are carried out for the opposed piston engine with a global kinetics mechanism and the consistency of the LES and FMDF components is demonstrated


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  Numerical and Experimental Investigation of Cyclic Variability of a Large Bore Spark-Ignited Natural Gas Engine


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  Validation of a zero-dimensional and 2-phase combustion model for dual-fuel compression ignition engine simulation


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  This study uses simulations with detailed chemistry to characterize the conversion of the various fuel components - noncondensable gas mixtures, soot, char fines, and coarse char - and to identify the factors that determine unburned carbon emissions (a.k.a. LOI) from CFBCs. It covers virtually the entire operating domain for commercial CFBCs with 20 test cases in 11 full-scale CFBCs for a range of coal quality from brown coals through anthracite. Soot burnout was complete for all cases except one. LOI was entirely determined by incomplete burnout of coarse char particles, except that an anthracite produced fines that burned slower than coarse char. Simulations for a Chinese CFBC accurately depicted how hotter furnace temperatures and load variations affect LOI. The intrinsic char oxidation reactivity determines whether or not char fines and coarse char can effectively compete with noncondensable fuel mixtures for the available O2 at lower elevations, and thereby influence NO production. More reactive chars compete more effectively. Char burning mechanisms determine which segment of the char PSD contributes to LOI, in conjunction with size variations in the transit times of char particles across CFBC risers. Relevant burning mechanisms comprise chemical reaction control, mediation by pore transport and film diffusion, thermal annealing, and ash encapsulation. Depending on the magnitude of the intrinsic char oxidation reactivity, any segment of the char PSD can make the largest contributions to flyash LOI. © 2017 American Chemical Society.


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  A Reduced Chemical Kinetic Mechanism of Toluene Reference Fuel ( toluene / n-heptane ) for Diesel Engine Combustion Simulations


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  ISSN: 1098-6596
  Publication Title: Statewide Agricultural Land Use Baseline 2015
  _eprint: arXiv:1011.1669v3
  DOI: 10.1017/CBO9781107415324.004
  PMID: 25246403


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  AbstractThe increased availability of natural gas (NG) in the U.S. has renewed interest in the application to heavy-duty (HD) diesel engines in order to realize fuel cost savings and reduce pollutant emissions, while increasing fuel economy.Reactivity controlled compression ignition (RCCI) combustion employs two fuels with a large difference in auto-ignition properties to generate a spatial gradient of fuel-air mixtures and reactivity. Typically, a high octane fuel is premixed by means of port-injection, followed by direct injection of a high cetane fuel late in the compression stroke. Previous work by the authors has shown that NG and diesel RCCI offers improved fuel efficiency and lower oxides of nitrogen (NOx) and soot emissions when compared to conventional diesel diffusion combustion. The work concluded that NG and diesel RCCI engines are load limited by high rates of pressure rise (RoPR) (\textgreater15 bar/deg) and high peak cylinder pressure (PCP) (\textgreater200 bar). A high degree of premixing has been found by several researchers to cause excessively high rates of pressure rise thus limiting load.The dual fuel engine proposed in this work employed direct injection of natural gas (DI-NG) (modeled as methane), as the main fuel, during the compression stroke in addition to early and late injections of small quantities of diesel fuel (modeled as n-heptane) to provide the ignition source. The DI-NG concept creates enhanced stratification of the NG fuel portion and avoids excessive premixing, which tempers the RoPR, thus enabling higher load operation.A computational study was performed to examine the trade-offs of fuel consumption, PCP, and peak RoPR, with engine emissions. Several parameters were studied including: relative azimuthal angle between NG and diesel fuel nozzles, diesel pilot injection timing and quantity splits as well as injection timing sweeps. The results from the study indicated that DI-NG was successful in controlling the RoPR to below 10 bar/deg and PCP to less than 180 bar, while improving the NOx, HC and soot emissions to meet engine out targets for engines equipped with modern aftertreatment systems.


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  This paper presents an experimental and numerical investigation on the spray and combustion characteristics in a common rail diesel engine with two different multiple injection strategies involving a fixed injection interval (double injection strategy) and a fixed second injection timing (split injection strategy). In this study, the double injection strategy had a fixed 10° interval with before top dead center (BTDC) 40°, 30°, and 20° of first injection timing. The split injection strategy consisted of a two-stage injection, in which the second injection timing was fixed at top dead center (TDC), followed by a first injection that varied in timing from BTDC 40–10°. A high-pressure chamber with a maximum pressure of up to 4 MPa was used to analyze the spray characteristics of the various injection strategies at high ambient pressures. Spray images were obtained using a spray visualization system to analyze the spray behavior with multiple injection conditions. The KIVA-3V code was coupled with a reduced n...


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  The present study aims to develop a skeletal mechanism for multi-component fuel oxidation of diesel, biodiesel blended with short chain oxygenated fuels of ethanol and DMC. Starting from a detailed reaction mechanism, a reduced chemical kinetics which could treat both ethanol and DMC oxidation reactions was first developed using directed relation graph with error propagation and sensitivity analysis (DRGEPSA) method, and it was then combined with a tri-component biodiesel reaction mechanism developed in our previous study with CO, NOx and soot emission sub-models embedded. The final mechanism comprises 132 species and 617 elementary reactions. Extensive validations were performed for the developed skeletal mechanism through ignition delay testing and 3-D engine simulations. Validation results discerned that for ethanol, DMC and diesel fuels, predicted ignition delay time agreed very well with the detailed reaction mechanism or experimental results over a large range of initial pressure, temperature and equivalent ratio conditions with the maximum deviation below 25%, whereas for biodiesel, the largest discrepancy was 53%. 3-D engine combustion simulations also demonstrated that the ignition delay, cylinder pressure and heat release rate of diesel, biodiesel and their blend fuels with DMC could be very well reproduced by the present mechanism with reliable accuracies under various engine operating conditions. ?? 2014 Elsevier Ltd. All rights reserved.


value:
  Comprehensive Study of the Initial Diameter for Combustion of n -Heptane / iso -Octane Mixture Droplets


value:
  Models for Absorption and Scattering of Radiation by Water Droplets in Fire Suppression Environments


value:
  Multicomponent fuel droplet vaporization and combustion using spectral theory for a continuous mixture


value:
  The Quasi-Steady vaporization and combustion of a multicomponent, spherically symmetrical droplet composed of a thermodynamically ideal mixture of mutually soluble fuels is analyzed theoretically by approximating the discrete mixture by a Continuous Mixture (CM). The CM is described locally by a general Probability Density Function (PDF), which is approximated by a truncated spectral expansion with a number of 'components' much smaller than the number of chemical components in the original mixture. Two methods (Galerkin and Orthogonal Collocation OC) are proposed, discussed, and OC is used, to solve the evolution of the spectral governing equations. The present paper generalizes the methods employed in most earlier Continuous Mixture Theory (CMT) studies, in which the PDF describing the mixture is assumed to have a predetermined mathematical form. These methods are illustrated for the practical cases of vaporization and combustion of individual droplets of gasoline, diesel or aviation fuel JP4. The results show that in most cases our spectral OC provides useful results with as few as six spectral pseudocomponents. © 2003 The Combustion Institute. All rights reserved.


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  A Computational Investigation of Hydrotreated Vegetable Oil Sprays Using RANS and a Modified Version of the RNG k- Model in OpenFOAM


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  Experimental Investigation on CNG-Diesel Combustion Modes under Highly Diluted Conditions on a Light Duty Diesel Engine with Focus on Injection Strategy


value:
  In the last decades, emission legislation on pollutant emissions generated by road transportation sector has become the main driving force for internal combustion engine development. Approximately 20% of worldwide emissions of carbon dioxide from fuel combustion come from the transportation sector, and road vehicles contribute up to 80% of those emissions [1]. Light-duty methane gas engines are usually spark-ignited due to similar combustion characteristics for methane gas and gasoline. Since spark ignition requires a low compression ratio to avoid knock problems, gas engines have lower efficiency than diesel engines. A combustion concept that has been successfully applied on large stationary engines and to some extent on heavy-duty engines is dual-fuel combustion, where a compression-ignited diesel pilot injection is used to ignite a homogeneous charge of methane gas and air. This dual-fuel combustion concept is well established for large stationary engines and exists as an after-market solution for heavy-duty engines but does not exist at all for light-duty engines. This concept offers a high degree of flexibility for the engine operation because dual fuel combustion does not require heavy modifications of the original diesel engine architecture so diesel operation could remain unaltered. This paper presents an initial study of how combustion characteristics in a multi-cylinder dual fuel methane-diesel light duty engine are altered by the injection control strategy adopted on different high substitution ratio operating points under highly diluted conditions (unthrottled). The measurements have been performed under steady state conditions but the impact of injection strategy on transient operation is discussed and analyzed based on emissions and brake thermal efficiency. Results show that high substitution ratios are difficult to operate at low loads regardless the operation mode selected. RCCI or PPCI combustion could be adopted to promote more stable and robust combustion, although those modes require lower substitution ratios to be achieved. This investigation does not aim for an optimization of the injection parameters in dual fuel combustion mode, but it aims to point out and understand the most relevant characteristics and behaviors of a light duty dual fuel CNG-Diesel engine operating under high substitution ratios.


value:
  Said et al. - 2014 - Towards improvement of natural gas-diesel dual fuel mode An experimental investigation on performance and exhaust.pdf


value:
  Phosphorus Sorption, Desorption, and Buffering Capacity in a Biosolids‐Amended Mollisol - Sui - 2000 - Soil Science Society of America Journal - Wiley Online Library


value:
  High-Spatial-Resolution Estimates of Ultrafine Particle Concentrations across the Continental United States


value:
  There is growing evidence that ultrafine particles (UFP; particles smaller than 100 nm) are likely more toxic than larger particles. However, the health effects of UFP remain uncertain due in part to the lack of large-scale population-based exposure assessment. We develop a national-scale empirical model of particle number concentration (PNC; a measure of UFP) using data from mobile monitoring and fixed sites across the United States and a land-use regression (LUR) modeling framework. Traffic, commercial land use, and urbanicity-related variables explain much of the spatial variability of PNC (base model R2 = 0.77, RMSE = 2400 cm–3). Model predictions are robust across a diverse set of evaluations [random 10-fold holdout cross-validation (HCV): R2 = 0.72, RMSE = 2700 cm–3; spatially defined HCV: R2 = 0.66, RMSE = 3000 cm–3; evaluation against an independent data set: R2 = 0.54, RMSE = 2600 cm–3]. We apply our model to predict PNC at ∼6 million residential census blocks in the contiguous United States. Our estimates are annual average concentrations for 2016–2017. The predicted national census-block-level mean PNC ranges between 1800 and 26 600 cm–3 (population-weighted average: 6500 cm–3), with hotspots in cities and near highways. Our national PNC model predicts large urban–rural, intra-, and inter-city contrasts. PNC and PM2.5 are moderately correlated at the city scale, but uncorrelated at the regional/national scale. Our high-spatial-resolution national PNC estimates are useful for analyzing population exposure (socioeconomic disparity, epidemiological health impact) and environmental policy and regulation.


value:
  https://www.bing.com/maps?q=trinity%20st%20marks&qs=n&form=QBRE&=Search%20%7B0%7D%20for%20%7B1%7D&=Search%20work%20for%20%7B0%7D&=%25eManage%20Your%20Search%20History%25E&sp=-1&pq=trinity%20st%20marks&sc=5-16&sk=&cvid=BE7BE4618E0A43868D50768479D0D80E


value:
  https://tsi.com/getmedia/1621329b-f410-4dce-992b-e21e1584481a/PR-001-RevA_Aerosol-Statistics-AppNote?ext=.pdf


value:
  The automotive industry is facing on-going challenges to improve the sustainability of its manufacturing processes and vehicle emissions due to economic, environmental, marketability and policy concerns. This review aims to evaluate steps that could be taken by automotive manufacturers to further reduce energy consumed during manufacturing processes, particularly focusing on thermal management of low-temperature heat sources that are extensively present in the whole plant and in the paint shop. Through an extensive literature review on the subject, this article presents vehicle production processes, the past and future drivers, and strategies towards sustainability. Firstly, the whole vehicle manufacturing process is explained focusing on the energy sources and their use in the plant. Then, the paint shop is described as being responsible for the highest energy consumption in the production process, focusing on components, paints and energy utilisation. After presenting the practice performed by automotive manufacturers to reduce the energy consumption of their production process in terms of energy efficiency and thermal management, the article is closed by future steps that could be undertaken by the automotive industry towards the realisation of a low-carbon sector. It is concluded that unexploited potential for heat recovery in the paint shop is present in the low-temperature range and this waste heat could be effectively exploited by liquid desiccant technology for energy consumption reduction and could increase paint quality of the painting process due to more efficient moisture control.


value:
  E-coating, also known as electrodeposition coating, is a method of painting that uses electrical current to deposit paint on a surface. Learn more today!


value:
  https://www.ppgcoatingsservices.com/getattachment/293bca0d-1eb2-44f1-a27b-7a1d76b84892/e-coat-process-specifics-1-.jpg


value:
  Municipal wastewater certification examinations are offered twice a year, usually in May and November.


value:
  https://www.michigan.gov/egle/about/organization/water-resources/op-cert-wastewater/municipal-wastewater-treatment-plant


value:
  Enigine Exhaust Particle Sizer™ (EEPS™) Spectrometer Model 3090/3090AK Operation and Service Manual. P/N 1980494, REVISION J


value:
  The Engine Exhaust Particle Sizer™(EEPS™) spectrometer Model 3090 measures the size distribution of engine exhaust particle emissions from 5.6 to 560nm.


value:
  https://tsi.com/Products/Particle-Sizers/Fast-Particle-Sizer-Spectrometers/Engine-Exhaust-Particle-Sizer-(EEPS)-3090


value:
  Improvement of Engine Exhaust Particle Sizer (EEPS) size distribution measurement – II. Engine exhaust particles


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  Particle size distributions measured by the Engine Exhaust Particle Sizer Spectrometer (EEPS) have been reported to disagree with those by scanning mobility particle sizers (SMPS). The discrepancies are larger for the accumulation mode engine exhaust particles than for compact-shape particles. Engine exhaust particles, specifically carbonaceous aggregates, have different charging characteristics compared to nearly spherical particles because aggregates acquire more charges at a given mobility diameter in a unipolar charging environment. Therefore, different instrument matrices, that represent the relationship between particle size and EEPS electrometer current distributions, are needed for compact-shape particles and aggregates. This paper reports on a study to improve the EEPS performance for engine exhaust measurements. The EEPS was calibrated with monodisperse particles from the exhaust of a diesel engine. The geometric mean diameters measured by the EEPS using the original instrument matrix agreed with SMPS within 15% for particles <50nm (that were mostly spherical), but underestimated by 20–50% for larger particles (that were mostly aggregates). A new EEPS instrument matrix was developed for fresh engine exhaust, and its performance was evaluated using a diesel engine, two passenger cars with gasoline direct injection (GDI) engines, one vehicle with a turbo direct injection (TDI) diesel engine, and a diesel generator. The geometric mean diameters by the EEPS new matrix agreed with SMPS within 14% for monodisperse engine exhaust particles<50nm while larger particles agreed within −19% to 1%. The new matrix also improved the agreement between EEPS and SMPS for polydisperse exhaust particles from different engines under different operating conditions. Diesel engine tests showed that the total concentration, geometric mean diameter, and geometric standard deviation by the SMPS and EEPS with the new matrix differed less than 16%, 33%, and 9%, respectively, with the greatest differences found for particles <15nm.


value:
  Improvement of Engine Exhaust Particle Sizer (EEPS) size distribution measurement – I. Algorithm and applications to compact-shape particles


value:
  Comparisons between the Engine Exhaust Particle Sizer Spectrometer (EEPS) and scanning mobility particle sizers (SMPS) have shown that the EEPS underestimates size and concentration of particles >~75nm and that the discrepancies vary by particle type. This paper describes the development of a new EEPS instrument matrix to improve size distribution measurements for compact-shape particles. Both the operating principle and the mathematical model of the EEPS data inversion are described. Monodisperse and polydisperse sucrose, poly-α-olefin oil (PAO), and sodium chloride (NaCl) particles were used for calibration. A new instrument matrix was developed and implemented for data inversion. This study confirms the literature findings that the geometric mean diameter, geometric standard deviation, and total number concentration by EEPS with the default instrument matrix (referred to as IM-2004) agrees with SMPS within ±20% for compact-shape particles <~75nm. However, EEPS with IM-2004 underestimates geometric mean diameters by 20–40% for larger particles. The revised instrument matrix improves the size agreement with the SMPS to within ±14% across the entire size range.


value:
  Passage of Intratracheally Instilled Ultrafine Particles  from the Lung into the Systemic Circulation in Hamster


value:
  Recent developments in atmospheric aerosol measurements are reviewed. The topics included complement those covered in the recent review by Chow (JAWMA 45: 320–382, 1995) which focuses on regulatory compliance measurements and filter measurements of particulate composition. This review focuses on measurements of aerosol integral properties (total number concentration, CCN concentration, optical coefficients, etc.), aerosol physical chemical properties (density, refractive index, equilibrium water content, etc.), measurements of aerosol size distributions, and measurements of size-resolved aerosol composition. Such measurements play an essential role in studies of secondary aerosol formation by atmospheric chemical transformations and enable one to quantify the contributions of various species to effects including light scattering/absorption, health effects, dry deposition, etc. Aerosol measurement evolved from an art to a science in the 1970s following the development of instrumentation to generate monodisperse calibration aerosols of known size, composition, and concentration. While such calibration tools permit precise assessments of instrument responses to known laboratory-generated aerosols, unquantifiable uncertainties remain even when carefully calibrated instruments are used for atmospheric measurements. This is because instrument responses typically depend on aerosol properties including composition, shape, density, etc., which, for atmospheric aerosols, may vary from particle-to-particle and are often unknown. More effort needs to be made to quantify measurement accuracies that can be achieved for realistic atmospheric sampling scenarios. The measurement of organic species in atmospheric particles requires substantial development. Atmospheric aerosols typically include hundreds of organic compounds, and only a small fraction (∼10%) of these can be identified by state-of-the-art analytical methodologies. Even the measurement of the total particulate organic carbon mass concentration is beset by difficulties including the unknown extent of evaporative losses during sampling, adsorption of gas-phase organic compounds onto sampling substrates, and the unknown relationship between carbon mass and mass of the particulate organics. The development of improved methodologies for such measurements should be a high priority for the future. Mass spectrometers that measure the composition of individual particles have recently been developed. It is not clear that these instruments will provide quantitative information on species mass concentrations, and more work is needed to routinely interpret the vast quantities of data generated during field sampling. Nevertheless, these instruments substantially expand the range of atmospheric aerosol issues that can be explored experimentally. These instruments represent the most significant advance in aerosol instrumentation in recent years.


value:
  Number concentration and size of particles in urban air: effects on spirometric lung function in adult asthmatic subjects.


value:
  Daily variations in ambient particulate air pollution are associated with variations in respiratory lung function. It has been suggested that the effects of particulate matter may be due to particles in the ultrafine (0.01-0.1 microm) size range. Because previous studies on ultrafine particles only used self-monitored peak expiratory flow rate (PEFR), we assessed the associations between particle mass and number concentrations in several size ranges measured at a central site and measured (biweekly) spirometric lung function among a group of 54 adult asthmatics (n = 495 measurements). We also compared results to daily morning, afternoon, and evening PEFR measurements done at home (n = 7,672-8,110 measurements). The median (maximum) 24 hr number concentrations were 14,500/cm(3) (46,500/cm(3)) ultrafine particles and 800/cm(3) (2,800/cm(3)) accumulation mode (0.1-1 microm) particles. The median (maximum) mass concentration of PM(2.5) (particulate matter < 2.5 microm) and PM(10) (particulate matter < 10 microm in aerodynamic diameter) were 8.4 microg/m(3) (38.3 microg/m(3)) and 13.5 microg/m(3) (73.7 microg/m(3)), respectively. The number of accumulation mode particles was consistently inversely associated with PEFR in spirometry. Inverse, but nonsignificant, associations were observed with ultrafine particles, and no associations were observed with large particles (PM(10)). Compared to the effect estimates for self-monitored PEFR, the effect estimates for spirometric PEFR tended to be larger. The standard errors were also larger, probably due to the lower number of spirometric measurements. The present results support the need to monitor the particle number and size distributions in urban air in addition to mass.


value:
  Ultrafine particles (UFPs) are aerosols with an aerodynamic diameter of 0.1 µm (100 nm) or less. There is a growing concern in the public health community about the contribution of UFPs to human health. Despite their modest mass and size, they dominate in terms of the number of particles in the ambient air. A particular concern about UFPs is their ability to reach the most distal lung regions (alveoli) and circumvent primary airway defenses. Moreover, UFPs have a high surface area and a capacity to adsorb a substantial amount of toxic organic compounds. Harmful systemic health effects of PM10 or PM2.5 are often attributable to the UFP fraction. In this review, we examine the physicochemical characteristics of UFPs to enable a better understanding of the effects of these particles on human health. The characteristics of UFPs from diesel combustion will be discussed in the greatest detail because road vehicles are the primary source of UFP emissions in urban pollution hotspots. Finally, we will elaborate on the role of UFPs on global climate change, since the adverse effects of UFPs on meteorological processes and the hydrological cycle may even be more harmful to human health than their direct toxic effects., Ultrafine particles (UFPs) from auto exhaust, factory emissions, and woodburning negatively affect human health and can alter weather patterns. UFPs, particles less than 100 nanometers, smaller than the smallest bacterium, are the most common airborne particles. Their size allows them to penetrate the deepest lung passageways, sometimes carrying toxic metals or organic compounds that trigger inflammation and disease. Hyouk-Soo Kwon at the University of Ulsan, Seoul, South Korea, and coworkers have reviewed the sources and effects of UFPs. Auto engines are a primary source; recent improvements in combustion technology have resulted in production of smaller particles, with worse effects on health. UFPs have also been found to affect cloud formation and behavior, altering rainfall patterns and potentially causing flooding or drought. Understanding the properties of UFPs will help find ways to mitigate their effects.


value:
  Relationships between size segregated mass concentration data and ultrafine particle number concentrations in urban areas


value:
  Mass concentration data derived from samples collected with a micro-orifice uniform deposit impactor (MOUDI) in six Australian urban centers during periods of significant particle loading have been used to investigate the relationships between TSP, PM10, PM2.5, PM1 and ultrafine particles. While PM10 and PM2.5 display a clear relationship, the lack of correlation between PM10 and the coarse fraction of PM10 (PM10–PM2.5) suggests that variation in PM10 is dominated by variance in PM2.5. Given that particles of less than 2.5 μm are suspected to have adverse health effects, increasing the extent of PM2.5 monitoring may improve detection of relationships between air pollution and human health. A lack of correlation between both PM10 and PM2.5 with ultrafine mass concentrations indicates that PM10 and PM2.5 cannot be used as a surrogate for ultrafine mass concentration. Similarly, ultrafine number concentrations cannot be inferred from mass concentration information determined by the MOUDI.


value:
  Semantic Scholar extracted view of "Relationships between size segregated mass concentration data and ultrafine particle number concentrations in urban areas" by M. Keywood et al.


value:
  Ultrafine particles in four European urban environments: Results from a new continuous long-term monitoring network


value:
  To gain a better understanding on the spatiotemporal variation of ultrafine particles (UFPs) in urban environments, this study reports on the first results of a long-term UFP monitoring network, set up in Amsterdam (NL), Antwerp (BE), Leicester (UK) and London (UK). Total number concentrations and size distributions were assessed during 1–2 years at four fixed urban background sites, supplemented with mobile trailer measurements for co-location monitoring and additional short-term monitoring sites. Intra- and interurban spatiotemporal UFP variation, associations with commonly-monitored pollutants (PM, NOx and BC) and impacts of wind fields were evaluated. Although comparable size distributions were observed between the four cities, source-related differences were demonstrated within specific particle size classes. Total and size-resolved particle number concentrations showed clear traffic-related temporal variation, confirming road traffic as the major UFP contributor in urban environments. New particle formation events were observed in all cities. Correlations with typical traffic-related pollutants (BC and NOx) were obtained for all monitoring stations, except for Amsterdam, which might be attributable to UFP emissions from Schiphol airport. The temporal variation in particle number concentration correlated fairly weakly between the four cities (rs = 0.28−0.50, COD = 0.28−0.37), yet improved significantly inside individual cities (rs = 0.59−0.77). Nevertheless, considerable differences were still obtained in terms of particle numbers (20–38% for total particle numbers and up to 49% for size-resolved particle numbers), confirming the importance of local source contributions and the need for careful consideration when allocating UFP monitoring stations in heterogeneous urban environments.


value:
  A renewed Electrical Low Pressure Impactor (ELPI+) was introduced by Dekati Ltd. in late 2010. This study presents the collection efficiencies of the ELPI+ cascade impactor stages and the back-up filter as well as the charging efficiency of the corona charger in the size range of 0.01–10μm. According to the measurements the impactor cut diameters are within ±10% to the predecessor except the upmost stage for which the difference was found to be −18%. The secondary collection of nanoparticles was found to be similar to the predecessor for stages with the largest cut diameters but higher for the stages with the smallest cut diameters. The charging efficiency is higher for the new charger compared to the old one by 54% at 20nm particle size. This study also presents the first use of the Single Charged Aerosol Reference (SCAR) for impactor and charger calibrations.


value:
  The body of information presented in this paper is directed
  towards the scientist or engineer who measures and interprets the
  physical characteristics of ambient air. This paper interprets mea surements made with the Minnesota Aerosol Analyzing System
  (MAAS) in Denver, near Denver, and near Ft. Collins, Colo., and
  examines the measurements in the light of what has been learned
  from several thousand size distributions measured in the other
  parts of the United States. The origin and physical change of atmo spheric particulates is examined through interpretation of modes
  occurring in the size distributions. The mode coined "AHken Nuclei
  Range" mode is a measure of aerosol generation, while aged
  aerosols show up in the "Accumulation Range" mode. Windblown
  dusts, sea sprays, and mechanically produced particles such as fly
  ash generate a "Coarse Particle Range" mode. The air environ ment is categorized into several types of background and urban
  aerosols whose physical characteristics are described by a limited
  number of parameters. These categories are exemplified and dis cussed


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  Table S1. Gas-phase chemical species and aerosol compounds in the CESM2 MOZART family  of chemical mechanisms including troposphere (T1), stratosphere (TS1), mesosphere and  lower thermosphere (TSMLT1).


value:
  https://agupubs.onlinelibrary.wiley.com/action/downloadSupplement?doi=10.1029%2F2019MS001882&file=jame21103-sup-0002-2019MS001882+Table_SI-S01.pdf


value:
  The Community Earth System Model version 2 (CESM2) includes a detailed representation of chemistry throughout the atmosphere in the Community Atmosphere Model with chemistry and Whole Atmosphere Community Climate Model configurations. These model configurations use the Model for Ozone and Related chemical Tracers (MOZART) family of chemical mechanisms, covering the troposphere, stratosphere, mesosphere, and lower thermosphere. The new MOZART tropospheric chemistry scheme (T1) has a number of updates over the previous version (MOZART-4) in CESM, including improvements to the oxidation of isoprene and terpenes, organic nitrate speciation, and aromatic speciation and oxidation and thus improved representation of ozone and secondary organic aerosol precursors. An evaluation of the present-day simulations of CESM2 being provided for Climate Model Intercomparison Project round 6 (CMIP6) is presented. These simulations, using the anthropogenic and biomass burning emissions from the inventories specified for CMIP6, as well as online calculation of emissions of biogenic compounds, lightning NO, dust, and sea salt, indicate an underestimate of anthropogenic emissions of a variety of compounds, including carbon monoxide and hydrocarbons. The simulation of surface ozone in the southeast United States is improved over previous model versions, largely due to the improved representation of reactive nitrogen and organic nitrate compounds resulting in a lower ozone production rate than in CESM1 but still overestimates observations in summer. The simulation of tropospheric ozone agrees well with ozonesonde observations in many parts of the globe. The comparison of NOx and PAN to aircraft observations indicates the model simulates the nitrogen budget well.


value:
  NCAR Release of CAM-SE in CESM2.0: A Reformulation of the Spectral Element Dynamical Core in Dry-Mass Vertical Coordinates With Comprehensive Treatment of Condensates and Energy


value:
  It is the purpose of this paper to provide a comprehensive documentation of the new NCAR (National Center for Atmospheric Research) version of the spectral element (SE) dynamical core as part of the Community Earth System Model (CESM2.0) release. This version differs from previous releases of the SE dynamical core in several ways. Most notably the hybrid sigma vertical coordinate is based on dry air mass, the condensates are dynamically active in the thermodynamic and momentum equations (also referred to as condensate loading), and the continuous equations of motion conserve a more comprehensive total energy that includes condensates. Not related to the vertical coordinate change, the hyperviscosity operators and the vertical remapping algorithms have been modified. The code base has been significantly reduced, sped up, and cleaned up as part of integrating SE as a dynamical core in the CAM (Community Atmosphere Model) repository rather than importing the SE dynamical core from High-Order Methods Modeling environment as an external code.


value:
  Exploring the vertical profile of atmospheric organic aerosol: comparing 17 aircraft field campaigns with a global model


value:
  Emissions Model Interface Tool. Contribute to NCAR/IPT development by creating an account on GitHub.


value:
  https://github.com/NCAR/musica-tutorial/blob/87e8adbfd57cd27f9b31552f480fc251c988fa91/functions/Plot_2D.py


value:
  https://github.com/NCAR/musica-tutorial/blob/87e8adbfd57cd27f9b31552f480fc251c988fa91/timeseries.ipynb


value:
  Characterization of organic aerosol across the global remote troposphere: a comparison of ATom measurements and global chemistry models


value:
  Abstract. The spatial distribution and properties of submicron organic aerosol (OA)
  are among the key sources of uncertainty in our understanding of aerosol
  effects on climate. Uncertainties are particularly large over remote regions
  of the free troposphere and Southern Ocean, where very few data have been
  available and where OA predictions from AeroCom Phase II global models span 2 to 3 orders of magnitude, greatly exceeding the model spread over
  source regions. The (nearly) pole-to-pole vertical distribution of
  non-refractory aerosols was measured with an aerosol mass spectrometer
  onboard the NASA DC-8 aircraft as part of the Atmospheric Tomography (ATom)
  mission during the Northern Hemisphere summer (August 2016) and winter
  (February 2017). This study presents the first extensive characterization of
  OA mass concentrations and their level of oxidation in the remote
  atmosphere. OA and sulfate are the major contributors by mass to submicron
  aerosols in the remote troposphere, together with sea salt in the marine
  boundary layer. Sulfate was dominant in the lower stratosphere. OA
  concentrations have a strong seasonal and zonal variability, with the
  highest levels measured in the lower troposphere in the summer and over the
  regions influenced by biomass burning from Africa (up to 10 µg sm−3). Lower concentrations (∼0.1–0.3 µg sm−3)
  are observed in the northern middle and high latitudes and very low
  concentrations (<0.1 µg sm−3) in the southern middle and
  high latitudes. The ATom dataset is used to evaluate predictions of eight
  current global chemistry models that implement a variety of commonly used
  representations of OA sources and chemistry, as well as of the AeroCom-II
  ensemble. The current model ensemble captures the average vertical and
  spatial distribution of measured OA concentrations, and the spread of the
  individual models remains within a factor of 5. These results are
  significantly improved over the AeroCom-II model ensemble, which shows large
  overestimations over these regions. However, some of the improved agreement
  with observations occurs for the wrong reasons, as models have the tendency
  to greatly overestimate the primary OA fraction and underestimate the
  secondary fraction. Measured OA in the remote free troposphere is highly
  oxygenated, with organic aerosol to organic carbon (OA ∕ OC) ratios of
  ∼2.2–2.8, and is 30 %–60 % more oxygenated than in current
  models, which can lead to significant errors in OA concentrations. The
  model–measurement comparisons presented here support the concept of a more
  dynamic OA system as proposed by Hodzic et al. (2016), with enhanced removal
  of primary OA and a stronger production of secondary OA in global models
  needed to provide better agreement with observations.


value:
  The Community Earth System Model version 2 (CESM2) includes three main atmospheric configurations: the Community Atmosphere Model version 6 (CAM6) with simplified chemistry and a simplified organic aerosol (OA) scheme, CAM6 with comprehensive tropospheric and stratospheric chemistry representation (CAM6-chem), and the Whole Atmosphere Community Climate Model version 6 (WACCM6). Both, CAM6-chem and WACCM6 include a more comprehensive secondary organic aerosols (SOA) approach using the Volatility Basis Set (VBS) scheme and prognostic stratospheric aerosols. This paper describes the different OA schemes available in the different atmospheric configurations of CESM2 and discusses differences in aerosol burden and resulting climate forcings. Derived OA burden and trends differ due to differences in OA formation using the different approaches. Regional differences in Aerosol Optical Depth with larger values using the comprehensive approach occur over SOA source regions. Stronger increasing SOA trends between 1960 and 2015 in WACCM6 compared to CAM6 are due to increasing biogenic emissions aligned with increasing surface temperatures. Using the comprehensive SOA approach further leads to improved comparisons to aircraft observations and SOA formation of ≈143 Tg/yr. We further use WACCM6 to identify source contributions of OA from biogenic, fossil fuel, and biomass burning emissions, to quantify SOA amounts and trends from these sources. Increasing SOA trends between 1960 and 2015 are the result of increasing biogenic emissions aligned with increasing surface temperatures. Biogenic emissions are at least two thirds of the total SOA burden. In addition, SOA source contributions from fossil fuel emissions become more important, with largest values over Southeast Asia. The estimated total anthropogenic forcing of OA in WACCM6 for 1995–2010 conditions is −0.43 W/m2, mostly from the aerosol direct effect.


value:
  NCAR Release of CAM‐SE in CESM2.0: A Reformulation of the Spectral Element Dynamical Core in Dry‐Mass Vertical Coordinates With Comprehensive Treatment of Condensates and Energy


value:
  https://geo-python-site.readthedocs.io/en/latest/lessons/L1/course-environment-components.html#git-and-github


value:
  https://geo-python-site.readthedocs.io/en/latest/lessons/L1/course-environment-components.html#interactive-code-cells


value:
  Improvement of Engine Exhaust Particle Sizer (EEPS) size distribution measurement – II. Engine exhaust particles - ScienceDirect


value:
  https://www.semanticscholar.org/paper/Relationships-between-size-segregated-mass-data-and-Keywood-Ayers/0a3c458f8abd045f9d5169d70f00ccd21f8909ef


value:
  Role of low-temperature oxidation in non-uniform end-gas autoignition and strong pressure wave generation


value:
  Numerical study of the physical and chemical effects of hydrogen addition on laminar premixed combustion characteristics of methane and ethane


value:
  The present study is a continuation of the previous work by Ahmad et al. (2020), in which ethane (C2H6) enriched diesel-methane (CH4) dual-fuel (DF) combustion was experimentally investigated in a single-cylinder heavy-duty engine. Here, the experiments of ethane enriched DF combustion are carried out with new details together with supporting zero-dimensional (0D) and one-dimensional (1D) chemical kinetics simulations. Three port-fuel injected (PFI) gaseous blends of pure methane with varying ethane concentrations of 0%, 10%, and 20% are used as the main fuels. The PFI gaseous blend provides 97% of the total-fuel energy (TFE), which is ignited by a small 3% (TFE based) pilot diesel. Experiments are performed under lean condition (∅gas = 0.52) for two engine speeds while keeping the TFE and other operating conditions constant. Calculated results from 0D and 1D simulations under engine relevant conditions including theoretical combustion mode analysis (β-curve) are used to deepen the phenomenological understanding of the experimental results. The results reveal that adding ethane into pure methane has minor effects on the pilot-diesel ignition timing. However, ethane addition greatly en­ hances the ignitability of methane after the start of combustion. Ethane enriched gaseous blends yield higher thermal efficiency and reduce combustion duration compared to pure methane. According to combustion mode analysis, ethane tendency to promote spontaneous autoignition may be one of the reasons for improving overall combustion performance. It is observed that ethane enriched gaseous blends produce lower unburned methane (UB-CH4) and unburned hydrocarbons (THC) accompanied with higher nitrogen oxides (NOx) because of the higher combustion efficiency. Furthermore, ethane addition considerably helps to reduce cycle-to-cycle varia­ tions under lean conditions compared to pure methane.


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  Combustion regimes in sequential combustors: Flame propagation and autoignition at elevated temperature and pressure


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  Autoignition of reacting mixtures at engine-relevant conditions using confined spherically expanding flames


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  Propagation of a confined spherically expanding flame induces isentropic compression that can culminate in autoignition and/or detonation under conducive thermodynamic conditions. This relatively simple technique measures a distinct ‘characteristic ignition delay time’ and complements other established approaches such as the rapid compression machine and shock tube. The present study details this methodology by examining the autoignition characteristics of dimethyl-ether/oxygen/nitrogen/helium reactive mixtures for equivalence ratios of 0.6 and 0.9, an initial temperature of 468 K, and initial pressures of 3 to 6 atm. The experimental results display the classic two-stage ignition typical of dimethyl-ether oxidation at low-temperatures with first-stage ignition occurring at approximately 3.6 times the initial pressure. To aid in the interpretation of the experimental results, two numerical models were used: a zero-dimensional batch reactor model, which accepts experimental pressure-time history and calculates the sensitivities of characteristic ignition delay times to kinetics, and a low Mach number, Lagrangian one-dimensional code that was developed to model both flame propagation and end-gas autoignition. Simulation results were shown to adequately capture the physics of unsteady flame propagation, end-gas autoignition, and the controlling reactions of the latter. It was found also that under certain conditions the behavior of first and second ignition stages could be modified by unsteady pressure effects.


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  A rapid compression machine study of autoignition, spark-ignition and flame propagation characteristics of H2/CH4/CO/air mixtures


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  A novel computational approach based on the coupled 3D Flame-TrackingeParticle (FTP) method is used for numerical simulation of conﬁned explosions caused by preﬂame autoignition. The Flame-Tracking (FT) technique implies continuous tracing of the mean ﬂame surface and application of the laminar/ turbulent ﬂame velocity concepts. The Particle method is based on the joint velocityescalar probability density function approach for simulating reactive mixture autoignition in the preﬂame zone. The coupled algorithm is supplemented with the database of tabulated laminar ﬂame velocities as well as with reaction rates of hydrocarbon fuel oxidation in wide ranges of initial temperature, pressure, and equivalence ratio. The main advantage of the FTP method is that it covers both possible modes of premixed combustion, namely, frontal and volumetric. As examples, combustion of premixed hydrogeneair, propaneeair, and n-heptaneeair mixtures in enclosures of different geometry is considered. At certain conditions, volumetric hot spots ahead of the propagating ﬂame are identiﬁed. These hot spots transform to localized exothermic centers giving birth to spontaneous ignition waves traversing the preﬂame zone at very high apparent velocities, i.e., nearly homogeneous preﬂame explosion occurs. The abrupt pressure rise results in the formation of shock waves producing high overpressure peaks after reﬂections from enclosure walls.


value:
  End-gas autoignition has direct relevance to engine knock and thereby has been extensively studied. However, in the literature there are still some contradictions on how different factors affect end-gas autoignition and knock intensity. Specifically, there is contradictory literature on (1) whether faster combustion may promote or inhibit end-gas autoignition and engine knock, and (2) whether knock intensity increases or decreases with burned mass fraction (BMF). To answer these two questions, one-dimensional flame propagation and end-gas autoignition in a closed cylindrical chamber are investigated and the effects of flame propagation speed and chamber size on end-gas autoignition are examined in this study. In the transient numerical simulation, two fuels, hydrogen and iso-octane, are studied; and detailed chemistry is considered. It is shown that if the flame propagation is fast enough or the chamber is small enough, end-gas autoignition and knock can be prevented; otherwise, the knock intensity may increase as the flame propagation speed increases or as the chamber size decreases. The maximum pressure is found to change non-monotonically with the BMF as well as the flame propagation speed and chamber size. This helps to explain why there is contradictory literature on those two questions mentioned above. The answers to these two questions depend on the amount of unburned mixture at the moment of end-gas autoignition: if there is enough unburned mixture before end-gas autoignition, the maximum pressure increases with the flame propagation speed and BMF; otherwise, the opposite trend occurs. Besides, comparison between the results for hydrogen and iso-octane indicates that end-gas chemical reaction and heat release occurring before autoignition can greatly reduce the maximum pressure.


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  Structures and propagation speeds of autoignition-assisted premixed n-heptane/air cool and warm flames at elevated temperatures and pressures


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  Auto-ignition and ﬂame propagation are the two different controlling mechanisms for stabilizing the ﬂame in secondary stage combustion in hot vitiated air environment and at elevated pressure. The present work aims at the investigation of the ﬂame stabilization mechanism of ﬂames developing in such an environment. In order to better understand the structure of turbulent ﬂames at inlet temperature well above the auto-ignition temperature, the behavior of laminar ﬂames at those conditions needs to be analyzed. As an alternative to challenging and expensive measurements at high temperature and pressure, the behavior of laminar ﬂames at such conditions can be predicted from theory using mathematical simulation. In the present work, the laminar burning velocities and ﬂame structures of premixed stoichiometric methane/air mixtures for inlet temperatures from 300 to 1450 K and absolute pressures from 1 to 8 bar have been calculated using a freely propagating laminar, one dimensional, planar ﬂame model. The prediction shows that at inlet temperatures below the auto-ignition temperature, the predicted laminar burning velocity which corresponds to the unburned mixture velocity in order to create a steady laminar ﬂame decreases with increase in pressure. When the inlet temperature of the mixture goes well beyond the auto-ignition temperature of the mixture, however, the unburned mixture velocity increases steeply at higher pressure level, because of a complete transition of the ﬂame structure.


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  Examination of the effect of differential molecular diffusion in DNS of turbulent non-premixed flames


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  The effect of differential molecular diffusion (DMD) in turbulent non-premixed ﬂames is studied by examining two previously reported DNS of temporally evolving planar jet ﬂames, one with CO/H2 as the fuel and the other with C2H4 as the fuel. The effect of DMD in the CO/H2 DNS ﬂames in which H2 is part of fuel is found to behave similar to laminar ﬂamelet, while in the C2H4 DNS ﬂames in which H2 is not present in the fuel it is similar to laminar ﬂamelet in early stages but becomes different from laminar ﬂamelet later. The scaling of the effect of DMD with respect to the Reynolds number Re is investigated in the CO/H2 DNS ﬂames, and an evident power law scaling (~ReÀa with a a positive constant) is observed. The scaling of the effect of DMD with respect to the Damko€hler number Da is explored in both laminar counter-ﬂow jet C2H4 diffusion ﬂames and the C2H4 DNS ﬂames. A power law scaling (~Daa with a a positive constant) is clearly demonstrated for C2H4 nonpremixed ﬂames.


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  Supplementary Material – A localized thickened ﬂame model for simulations of ﬂame propagation and autoignition under elevated pressure conditions


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  A localized thickened flame model for simulations of flame propagation and autoignition under elevated pressure conditions


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  The present study proposes a localized thickened flame (LTF) model for the accurate prediction of flame propagation and autoignition timing. The unresolved-scale terms appeared in spatially-filtered governing equations due to thin flame structures are constructed under a physical constraint in which laminar flame speed is maintained. A high-order derivative is introduced to dynamically localize the effects of the LTF in the regions of unresolved propagating flame. The model is also designed such that the thickened flame is resolved by the same number of grid points for any grid size used. Therefore, a user-specified constant in the model does not need to be adjusted depending on the employed grid size. Laminar flame propagation problems are used to validate the performance of the proposed LTF model and determine the appropriate value of the user-specified constant. The results using a one-dimensional constant-volume reactor demonstrate that the LTF successfully captures the accurate flame propagation behaviors under elevated pressure conditions, while not affecting the end-gas autoignition timing, even on relatively coarse grid resolutions. The high-order derivative in the LTF serves as a dynamic parameter for detecting the thinning flame under elevated pressure conditions.


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  End-gas autoignition fraction and flame propagation rate in laser-ignited primary reference fuel mixtures at elevated temperature and pressure


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  Effect of pilot fuel injection pressure and injection timing on combustion, performance and emission of hydrogen-biodiesel dual fuel engine


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  The present study highlights the inﬂuence of fuel injection pressure (FIP) and fuel injection timing (FIT) of Jatropha biodiesel as pilot fuel on the performance, combustion and emission of a hydrogen dual fuel engine. The hydrogen ﬂow rates used in this study are 5lit/ min, 7lit/min, and 9lit/min. The pilot fuel is injected at three FIPs (500, 1000, and 1500 bar) and at three FITs (5 , 11 , and 17 bTDC). The results showed an increase in brake thermal efﬁciency (Bth)from 25.02% for base diesel operation to 32.15% for hydrogen-biodiesel dual fuel operation with 9lit/min ﬂow rate at a FIP of 1500 bar and a FITof17 bTDC. The cylinder pressure and heat release rate (HRR) are also found to be higher for higher FIPs. Advancement in FIT is found to promote superior HRR for hydrogen dual fuel operations. The unburned hydrocarbon (UHC) and soot emissions are found to reduce by 59.52% and 46.15%, respectively, for hydrogen dual fuel operation with 9lit/min ﬂow rate at a FIP of 1500 bar and a FIT of 11 bTDC. However, it is also observed that the oxides of nitrogen (NOX) emissions are increased by 20.61% with 9lit/min hydrogen ﬂow rate at a FIP of 1500 bar and a FIT of 17 bTDC. Thus, this study has shown the potential of higher FIP and FIT in improving the performance, combustion and emission of a hydrogen dual fuel engine with Jatropha biodiesel as pilot fuel.


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  Natural gas is one of the most promising alternative fuels. The main constituent of natural gas is methane. The slow burning velocity of methane poses signiﬁcant challenges for its utilization in future energy efﬁcient combustion applications. Methane-gasoline dual fuelling has the potential to improve methane’s combustion. The fundamental combustion characteristics of a methane-gasoline Dual Fuel (DF) blend needs further investigation. In the current experimental study, the relationship between laminar ﬂame velocity and Markstein length, with the ratio of gas to liquid in a DF blend has been investigated using spherical ﬂames in a constant volume combustion vessel. A binary blend of primary reference fuels (PRF95) was used as the liquid fuel. Methane was added to PRF95 in three different energy ratios 25%, 50% and 75%. Values of the stoichiometric laminar ﬂame velocities and Markstein lengths are measured at pressures of 2.5, 5, 10 Bar and a temperature of 373 K. It has been found that with a 25% increase in the DF ratio, the Markstein length is reduced by 15%, 21%, 32% at a pressure of 2.5, 5 and 10 Bar respectively whereas at the same pressures the laminar ﬂame velocity is reduced by 2%, 3% and 5%. The ﬂame evolution at the early stages of combustion is found to be faster with an increase in the DF ratio, and gradually as the ﬂame develops it becomes slower.


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  Numerical 1-D simulations on Single-Cylinder stationary spark ignition engine using Micro-Emulsions, gasoline, and hydrogen in dual fuel mode


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  Effects of hydrogen enrichment and turbulence intensity on the combustion mode in locally stratified dual-fuel mixtures of n-dodecane/methane


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  In dual-fuel (DF) engines, a high-reactivity fuel (HRF) ignites a low-reactivity fuel (LRF) premixed with air. Identification of the combustion mode after autoignition in DF engines with different fuel combinations and under various mixture stratification levels is of crucial importance since the combustion mode may affect the engine performance and emissions levels. However, to avoid expensive computational or experimental tests for different fuel combinations under various initial conditions, an analytical diagnostics tool can help identify the modes of combustion. Recently, we developed an a-priori tool (𝛽-curve), which separates between the deflagration and spontaneous combustion modes in transient problems based on two parameters: HRF stratification amplitude and wavelength. However, the developed analysis was only evaluated for a single fuel combination and under 2D turbulent conditions. The present study extends our previous work by (1) evaluating the 1D 𝛽-curve analysis for more common fuel combinations including hydrogen, and (2) extending the combustion mode analysis to 3D turbulent combustion. First, using 1D numerical simulations, the combustion mode for a new DF combination of n-dodecane (HRF) and methane (LRF) with and without hydrogen enrichment in the LRF blend is investigated. Although hydrogen enrichment shortens the combustion duration, its role in changing the combustion mode remains subtle. Therefore, only n-dodecane/methane (no hydrogen enrichment) is considered in the 3D simulations to avoid highly expensive 3D numerical simulations with hydrogen enrichment. Second, using flame-resolved 3D numerical simulations, variations of the combustion mode for DF n-dodecane/methane mixtures at three different turbulence intensities are studied. It is observed that high turbulence levels can switch the combustion mode from deflagration to autoignition. For the first time, the diagnostic tool is evaluated compared to 3D turbulent numerical simulations and a correction factor is proposed in the 𝛽-curve equation.


value:
  One-Dimensional Turbulence (ODT) is a stochastic model for turbulent ﬂow simulation. In an atmospheric context, it is analogous to single-column modeling (SCM) in that it lives on a 1D spatial domain, but different in that it time advances individual ﬂow realizations rather than ensemble-averaged quantities. The lack of averaging enables a physically sound multiscale treatment, which is useful for resolving sporadic localized phenomena, as seen in stably stratiﬁed regimes, and sharp interfaces, as observed where a convective layer encounters a stable overlying zone. In such ﬂows, the relevant scale range is so large that it is beneﬁcial to enhance model performance by introducing an adaptive mesh. An adaptive-mesh algorithm that provides the desired performance characteristics is described and demonstrated, and its implications for the ODT advancement scheme are explained.


value:
  On mass conservation and solvability of the discretized variable-density zero-Mach Navier-Stokes equations


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  Scalar statistics from stand-alone one-dimensional turbulence (ODT) simulations are constructed to develop a doubly conditioned table based on the mixture fraction and temperature for the prediction of extinction and reignition in piloted methane–air jet diffusion ﬂames. The ODT-based closure approach is formulated to predict scalar statistics coupled with the Reynolds-averaged Navier–Stokes (RANS) approach. Comparison with experimental correlations of reactive scalars with the two conditioning variables show that double conditioning may be adequate to prescribe scalar statistics in the jet diffusion ﬂames. The results also show that the ODT model may be used to construct these statistics. The 2D conditioning table is coupled with RANS to compute Sandia ﬂames D, E, and F, which exhibit increasing rates of extinction followed by reignition as the Reynolds numbers are increased. The coupling also requires the transport of the means and variances of the mixture fraction and temperature. Closure terms in the temperature mean and variance equations are obtained by using the 2D table for reaction source terms and by assuming a presumed PDF shape for the temperature PDF. Comparisons show adequate predictions of axial and radial proﬁles of the mixture fraction, the streamwise velocity, and the reactive scalars for ﬂames D and E and mixed results for ﬂame F. Nonetheless, qualitative trends of increasing the jet Reynolds numbers resulting in more pronounced extinctions are obtained with the RANS-ODT approach. The discrepancy between computation and experiment may be attributed primarily to the closure for the temperature and its variance and to the presumed PDF shape for the temperature.


value:
  An experimental and one-dimensional modeling analysis of turbulent gas ejection in pre-chamber engines


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  Experimental results from a study on the evolution of gas jets ejected through the orifices of a pre-chamber in a heavy-duty optical engine are presented. The work examines conditions without fuel inside the main-chamber, which helps to describe the dynamics of the ejected gas jets without the interference of subsequent combustion in the main-chamber. Experimental diagnostics consist of high-speed visible intensified imaging and low-speed infrared imaging. Additionally a one-dimensional gas jet model is used to characterize the spatial distribution of the ejected flow, including parameters such as tip penetration, which are then validated based on experimental results. Different stages in the ejection of pre-chamber jets are identified, with chemical activity restricted to a maximum distance of 5 to 10 orifice diameters downstream of the orifice as indicated by the recorded visible radiation. Sensitivity of cycle-to-cycle variations in pre-chamber jet development to the air-to-fuel ratio in the pre-chamber observed in the experiments is in most part attributed to the variations in the timing of combustion initiation in the pre-chamber. The influence of the ejection flow on the penetration of the gas jet on a cycle-tocycle basis is presented using the one-dimensional model. The one-dimensional model also indicates that the local flow exhibits highest sensitivity to operating conditions during the start of ejection until the timing when maximum flow is attained. Differences that exist during the decreasing mass-flow ejection time-period tend to smear out in part due to the transient slowdown of the ejection process.


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  End-gas autoignition characteristics of PREMIER combustion in a pilot fuel-ignited dual-fuel biogas engine


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  To improve the thermal eﬃciency of internal combustion engines at high loads, premixed mixture ignition in the end-gas region (PREMIER) combustion is proposed as a precursor to knocking. In the current work, a pilot fuelignited dual-fuel gas engine was operated at constant speed under diﬀerent intake pressures (101, 150, and 200 kPa). A simulated biogas was served as the primary fuel and diesel as the pilot fuel. The maximum mean eﬀective pressure and thermal eﬃciency were evident during PREMIER operation because of autoignition in the end-gas region. Similar to knocking combustion, PREMIER combustion features two stages but neither pressure oscillation nor a rapid pressure rise is observed. We here deﬁne a new parameter, the PREMIER intensity (PI), which reﬂects the strength of PREMIER combustion. As the injection timing was advanced and the pressure boosted, more cycles underwent end-gas autoignition; the associated heat release increased and, consequently, the PI value rose. When the pressure and temperature of a premixed fuel mixture rose as injection timing was advanced, end-gas autoignition commenced earlier. The end-gas autoignition delay became shorter as intake pressure was increased and injection timing advanced.


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  Performance, emissions and end-gas autoignition characteristics of PREMIER combustion in a pilot fuel-ignited dual-fuel biogas engine with various CO2 ratios


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  Biogas, a renewable and alternative energy, has recently gained attention as an environmentally friendly fuel for power generation in internal combustion (IC) engines. This study aimed to investigate the effect of the carbon dioxide (CO2) to methane (CH4) ratio in a dual-fuel gas engine. It is known that gaseous fuel combustion at high loads is accompanied by knocking if an appropriate combustion controlling strategy is not applied. Therefore, premixed mixture ignition in the end-gas region (PREMIER) combustion was proposed under high load condi­ tions. Experiments were carried out using a dual-fuel gas engine under supercharged conditions, with an intake pressure of 200 kPa. Simulated biogas consisting of CH4 and CO2 was used as a primary fuel and diesel was used as a pilot fuel. The pilot fuel injection timing was varied during the experiments. The indicated mean effective pressure (IMEP) and thermal efficiency increased as injection timing was advanced. With the addition of CO2, the thermal efficiency of PREMIER combustion was slightly increased, although the IMEP was slightly decreased. The unburned gas temperature for PREMIER combustion increases as a function of the CO2 content of the mixture. Due to compression by flame propagation, high unburned gas temperatures in dual-fuel gas engines are important for achieving autoignition inside the end-gas region under PREMIER combustion conditions.


value:
  The inﬂuence of thermal stratiﬁcation on autoignition at constant volume and high pressure is investigated under turbulent conditions using the one-dimensional linear eddy model (LEM) and detailed hydrogen/air chemistry. Results are presented for the inﬂuence of initial temperature inhomogeneities on the heat release rate and the relative importance of diffusion and chemical reactions. The predicted heat release rates are compared with heat release rates of recent published studies obtained by two-dimensional direct numerical simulations (DNS). Using the deﬁnition of Chen et al. [Combust. Flame 145 (2006) 145–159] for the displacement speed of the H2 mass fraction tracked at the location of maximum heat release, and a comparison of budget terms, different combustion modes including ignition-front propagation and deﬂagration waves are identiﬁed and the results are compared to the DNS data. The LEM approach shows qualitatively and quantitatively reasonable agreement with the DNS data over the whole range of investigated temperature ﬂuctuations. The results presented in this work suggest that LEM is a potential candidate as a submodel for CFD calculations of HCCI engines.


value:
  In spark-ignition engines, the presence of knock significantly prevents the engines from further improving thermal efficiency. In this work, the effect of active ignition in the end-gas region on the end-gas autoignition with detonation combustion was optically observed in the self-designed constant volume combustion bomb (CVCB-TJU). The different combustion modes together with pressure oscillation were presented. The results indicate that advancing the ignition timing of the end-gas spark can reduce the pressure oscillation intensity and even suppress the occurrence of autoignition. In addition, the present work observed a statistically positive relationship between unburned mass fraction (UMF) and detonation intensity for the knock induced by devel­ oping detonation. The underlying influencing mechanism of end-gas ignition on auto-ignition was presented. The end-gas ignition influences the occurrence and intensity of detonation and pressure oscillation by two means: 1) reducing the UMF burned by autoignition, 2) influencing the flame acceleration, thereby reducing the flame tip velocity, and the subsequent shock intensity. Furthermore, the burned mass fraction (BMF) consumed by end-gas flame when jet flames emerge is applied to substitute the ignition timing when measuring its influence at different oxygen concentrations of 29% and 33%. It is found there exists a critical BMF above which the auto­ ignition would be suppressed. And this critical value increases with increased oxygen concentration.


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  Effect of gas composition on the performance and emissions of a dual-fuel diesel-natural gas engine at low load conditions


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  Areas located at or near natural gas (NG) well or storage sites can use NG to partially or totally replace the diesel fuel used to power equipment or for local transportation. This study investigated a dual-fuel diesel-NG engine operating at low load conditions, as literature shows that such conditions are the most sensitive to NG compo­ sition. Part of the diesel fuel was replaced with four different gas blends containing methane, ethane, and propane. No EGR was employed to avoid it interfering with the individual fuel component evaluation. Results show up to 80% higher rates of pressure rise compared to the diesel baseline, which limited the diesel substi­ tution rate to 40% without EGR. While pure methane affected the most the diesel fuel vaporization and ignition delay, important differences were seen during the late-stage fuel oxidation. The location and magnitude of the 2nd heat release peak changed with gas composition, with propane gas mixtures showing the largest and most advanced peak. In-cylinder pressure correlated with the gas mixture’ autoignition temperature. As a result, the mixtures with propane had the best performance and gaseous fuel oxidation, with opposite results for the methane-only gas. As propane gas mixtures performed better than mixtures with ethane, it suggests maintaining a higher propane fraction in the NG for dual-fuel operation. CO2 and NOx emissions reduced up to 6.8% and 20%, respectively. However, the reduction was offset by the large increase in CO and HC emissions, which could require after-treatment modifications. Finally, the results suggest that the switch from diesel only to low-load dual-fuel operation can be performed without major modifications in terms of engine control and aftertreat­ ment changes, at least for the low load conditions and NG compositions used here.


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  Initiation and propagation of one-dimensional planar flames in mixtures with variable reaction progress


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  Ethanol blending effects on auto-ignition and reaction wave propagation under engine-relevant conditions


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  Ethanol as an attractive oxygenated fuel is often blended with gasoline to yield beneficial anti-knocking performance. Due to the distinctions in fuel chemistry, the combustion behavior of gasoline-ethanol blends is not fully understood. This study investigated ethanol blending effects on auto-ignition and reaction wave propagation under engine-relevant conditions covering the negative temperature coefficient (NTC) region. Three ethanol blending levels (i.e., E10, E20, and E30 on a volume basis) were introduced into gasoline surrogates. Characteristic timescale analysis for homogeneous auto-ignition was conducted, and localized hotspot auto-ignition and reaction wave propagation was investigated for different gasoline-ethanol blends. Meanwhile, ethanol blending effects on detonation development were comparatively explored. The results show that ethanol addition significantly suppresses fuel reactivity for homogeneous scenarios, especially in low-temperature regions, manifesting prolonged timescales and diminishing NTC behavior. Despite this, different reaction wave propagation modes can be identified during transient auto-ignition and reaction wave propagation, including deflagration, detonation development, and thermal explosion. The detonation wave is always at an underdeveloped status under engine-relevant conditions, and the induced pressure characteristics are sensitive to initial temperatures, hotspot sizes, and fuel reactivity. Meanwhile, ethanol addition tends to promote transient detonation development by elevating the reaction front propagation speed inside the hotspot and enhancing the deflagration to detonation transition outside the hotspot. Such observations are not contrary to that ethanol yields beneficial anti-knocking performance because only chemical effects of ethanol blending are addressed, without considering vaporization cooling effects. The present work demonstrates that ethanol addition globally suppresses engine knocking, but it may induce stronger knocking intensity once end-gas auto-ignition and detonation development are initiated. The current study provides useful insights into ethanol perturbative effects on auto-ignition and reaction wave propagation from chemical perspectives.


value:
  Effect of hydrogen direct injection on natural gas/hydrogen engine performance under high compression-ratio conditions


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  In trafﬁc transportation, the use of low-carbon fuels is the key to being carbon-neutral. Hydrogen-enhanced natural gas gets more and more attention, but practical engines fueled with it often suffer from low engine power output. In this study, the inner mechanism of hydrogen direct injection on methane combustion was optically studied based on a dual-fuel supply system. Simultaneous pressure acquisition and high-speed direct photography were used to analyze engine performance and ﬂame characteristics. The results show that lean combustion can improve methane engine's thermal efﬁciency, but is limited by cyclic variations under high excess air coefﬁcient conditions. Hydrogen addition mainly acts as an ignition promoter for methane lean combustion, as a result, the lean combustion limit and thermal efﬁciency can be improved. As for hydrogen injection timing, late injection can increase the in-cylinder turbulence intensity but also the inhomogeneity, so a suitable injection timing is needed for improving the engine's performance. Besides, late hydrogen injection is more effective under lean conditions because of the reduced mixture inhomogeneity. The current study shall give some insights into the controlling strategies for natural gas/hydrogen engines.


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  Numerical and experimental investigation of hydrogen enrichment in a dual-fueled CI engine: A detailed combustion, performance, and emission discussion


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  An effort has been made to simulation a compression ignition engine using hydrogen-diesel, hydrogen-diethyl ether, hydrogen-n-butanol and base diesel fuel as alternatives. The engine measured for the simulation is a single cylinder, four stroke, direct injection, diesel engine. During the simulation the injection timing and engine speed are kept constant at 23bTDC and 1500 rpm. Diesel-RK, a piece of commercial software employed for this project, can forecast an engine emission, performance and combustion characteristics. The examination of the anticipated outcomes reveals that adding hydrogen to diesel leads in a small increase in efﬁciency and fuel consumption. With the usage of hydrogen-blend fuels, the majority of dangerous pollutants in exhaust are greatly decreased. The shortest ignition delay was consistently given by 5H295DEE. The lowest CO2 (578.61 g/kWh) was given by 5H295nB at CR 19.5. Hydrogen blends increase NOx emissions more than base diesel fuel. In the case of smoke and particulate matter emission, the reduce tendency was seen.


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  Effects of injection timing and EGR on combustion and emissions characteristics of the diesel engine fuelled with acetone-butanol-ethanol/diesel blend fuels


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  The acetoneebutanoleethanol (ABE) is the intermediate product during the bio-butanol fermentation process, and is widely considered as one of the promising alternative fuels in the diesel engine for its advantages of oxygenated fuels, better airefuel mixing, lower NOx and soot emissions, and lower production cost. In this paper, different ABE ratios in the diesel fuel and injection timings were tested in the AVL diesel engine, and obtained the combustion and emission characteristics parameters for the late model calibration. Then, the CFD KIVA-3V code coupled with the CANTERA code was built and validated against the experimental data. Subsequently, different injection timings and exhaust gas recirculation (EGR) ratios were investigated on the diesel engine fuelled with the ABE/diesel blended fuel to unveil their effects on the combustion and emissions behaviors. The results indicated that the injection timing and EGR strongly affected the combustion process of the diesel engine fuelled with the ABE/diesel fuel. In addition, the oxidation and formation process of the intermediate species, soot precursors, ﬁnal soot, NOx, CO and HC emissions in the diesel engine fuelled with the ABE/diesel fuel were also signiﬁcantly impacted by the injection timing and EGR strategies.


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  Experimental and numerical study the effect of combustion chamber shapes on combustion and emissions characteristics in a heavy-duty lean burn SI natural gas engine coupled with detail combustion mechanism


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  With the computation ability boomed, the CFD coupled with detailed combustion mechanism has been widely used in natural gas engines to investigate the combustion and emissions characteristics. Further optimization of combustion chamber (CB) is needed more than ever for increasing the tumble and swirl ratio to achieve the reasonable in-cylinder flows and enhance the turbulent intensity in the heavy-duty lean burn SI natural gas engine, particularly in the vicinity of the spark plug. In this paper, four detailed three-dimensional full-size combustion chambers were built and redesigned according to real combustion chamber of the heavy-duty lean-burn SI natural gas engine by industrial computed tomography, including detailed intake port and exhaust port. Then these cases simulated by the commercial CFD code coupled with detail combustion mechanism, and validated against the experimental data. The simulation results showed that the CB #1 displayed the best performance, followed by CB #2, while original CB was located between CB #2 and CB #3 from the behavior of the in-cylinder pressure, hear release rate, combustion phasing, swirl ratio, turbulence flow and flame propagation. By means of using the higher turbulence combustion chamber in the lean-burn SI natural gas engine, the combustion rate dramatically increased, and thereby shortening the combustion process, which was conducive to the spark kernel formation and development, and the late turbulence flame propagation throughout the combustion chamber. In addition, the turbulence flow dramatically stretched, distorted, and wrinkled the flame front, and thereby increasing the flame deformation and combustion area, and accelerating the combustion rate.


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  Wildland fires behaviour: wind effect versus Byram’s convective number and consequences upon the regime of propagation


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  With fuel moisture content and slope, wind velocity (UW) is one of the major physical parameters that most affects the behaviour of wildland fires. The aim of this short paper was to revisit the relationship between the rate of spread (ROS) and the wind velocity, through the role played by the two forces governing the trajectory of the flame front and the plume, i.e. the buoyancy of the plume and the inertia due to wind. A large set of experimental data (at field and laboratory scale) from the literature was analysed, by introducing the ratio between these two forces, namely Byram’s convective number NC and considering the relationship between the fire ROS/wind speed ratio and Byram’s number. This short note was also an opportunity to make a point on particular issues, such as the existence of two regimes of propagation of surface fires (wind-driven fire vs plume-dominated fire), the relative importance of the two modes of heat transfer (by convection and radiation) on the propagation of a fire front, and others scientific debates animating the wildland fire community.


# itemNotes

title: KH-RT :B0 = 0.61 , B1 = 18.0
note:
  <div class="zotero-note znv1"><div data-schema-version="1"><p>KH-RT :B0 = 0.61 , B1 = 18.0</p>
  <p>O'Rourke: collision and coalescence</p>
  <p>Mesh = 0.8 Million,</p>
  <p>injection pressure = 150 MPa ( 1500 bar)</p>
  <p>Fuel temp 373 K</p>
  <p>ambient gas density : 14.8 kg/m3</p>
  <p>Ignition delay with phi_methane = 0.5 at 1000K is about 0.9 ms ( figure 4 ) </p></div></div>


note:
  <div class="zotero-note znv1"><blockquote>
  <p>This paper describes and evaluate the modelling of the scalar dissipation rate and its fluctuations in LES for non-premixed combustion using Lagrangian-type flamelet model.</p>
  </blockquote>
  <p> </p></div>

title:
  This paper describes and evaluate the modelling of the scalar dissipation rate and its fluctuations in LES for non-premi


note:
  <div class="zotero-note znv1"><p>Higher values of scalar dissipation lead to lower temperatures and ignition delays. At sufficiently high value of X<sub>st</sub> the flame extinguishes.</p>
  <p> </p></div>

title:
  Higher values of scalar dissipation lead to lower temperatures and ignition delays. At sufficiently high value of Xst th


title: steady scalar dissipation rate (SDR) assumption
note:
  <div class="zotero-note znv1"><p>steady scalar dissipation rate (SDR) assumption</p>
  <p>900K ambient,</p>
  <p>ndodecane with 106 species and 420 reactions</p>
  <p>1D counter flow diffusion flame (CFDF) modelling approaches : </p>
  <ol>
  <li>unsteady flamelet model : most accurate, time consuming for determining effecrs of time-evolving dissipation rates</li>
  <li>steady SDR flamelet : looks up the solution of the current SDR without accounting for its time history</li>
  <li>equivalent SDR model: current work</li>
  </ol>
  <p>1. Unsteady Famelet Model:</p>
  <p>Le ( Lewis Number ) = 1 assumed </p>
  <blockquote>
  <p>At each time-step , the stoichiometric scalar dissipation rate changes and is updated for the flamelet equation. Thus, this numerical model is capable of incorporating unsteady strain<br />effects, i.e., the history of the strain rate is accounted for in the<br />model, and ignition of flamelets will be dependent on the previous<br />history of the flamelet. This modeling approach is the equivalent<br />of the RIF model in 1D.</p>
  </blockquote>
  <p>2. Steady SDR Flamelet Model :</p>
  <p>Uses tabulated stoichiometric SDRs which neglect the history effect.</p>
  <p> </p>
  <p> </p></div>


title: Welcome to Zotero!
note:
  <div class="zotero-note znv1"><p><strong>Welcome to Zotero!</strong></p><p>View the Quick Start Guide to learn how to begin collecting, managing, citing, and sharing your research sources.</p><p>Thanks for installing Zotero.</p></div>


note:
  <div class="zotero-note znv1"><p>From Duplicate 2 (Laminar flame speeds of stratified methane , propane , and n -heptane flames - Shi, Xian; Chen, Jyh-yuan; Chen, Yulin) laminar flame speed</p></div>

title:
  From Duplicate 2 (Laminar flame speeds of stratified methane , propane , and n -heptane flames - Shi, Xian; Chen, Jyh-yu


note:
  <div class="zotero-note znv1"><p>kiva 3V same mesh as my sae paper samiliar results ignition start at 1100 K max 23449 cells in a full 360 degree mesh with right angle adges</p></div>

title:
  kiva 3V same mesh as my sae paper samiliar results ignition start at 1100 K max 23449 cells in a full 360 degree mesh wi


note:
  <div class="zotero-note znv1"><p>From Duplicate 1 (Spark ignition engine combustion modeling using a level set method with detailed chemistry - Liang, Long; Reitz, Rd) NULL</p></div>

title:
  From Duplicate 1 (Spark ignition engine combustion modeling using a level set method with detailed chemistry - Liang, Lo


note:
  <div class="zotero-note znv1"><p>From Duplicate 8 (Computationally efficient implementation of combustion chemistry using in situ adaptive tabulation - Pope, S B) doi: 10.1080/713665229</p></div>

title:
  From Duplicate 8 (Computationally efficient implementation of combustion chemistry using in situ adaptive tabulation - P


title: Extracted Annotations (2021-09-18, 9:34:52 p.m.)T = 1100K (note on p.311)
note:
  <div class="zotero-note znv1"><p><b>Extracted Annotations (2021-09-18, 9:34:52 p.m.)</b><p><p><i>T = 1100K  (<a href="zotero://open-pdf/library/items/L68J7HUX?page=3">note on p.311</a>)</i></p><br><p>"Diesel/gas ratio (% energy)" (<a href="zotero://open-pdf/library/items/L68J7HUX?page=4">Mousavi et al 2016:312</a>)</p><p>"10:90" (<a href="zotero://open-pdf/library/items/L68J7HUX?page=4">Mousavi et al 2016:312</a>)</p><p>"12:88" (<a href="zotero://open-pdf/library/items/L68J7HUX?page=4">Mousavi et al 2016:312</a>)</p><p>"wave breakup model developed by Reitz" (<a href="zotero://open-pdf/library/items/L68J7HUX?page=5">Mousavi et al 2016:313</a>)</p><p>"Kelvin-Helmholtz jet stability model." (<a href="zotero://open-pdf/library/items/L68J7HUX?page=5">Mousavi et al 2016:313</a>)</p><p>"Semi-empirical frossling model" (<a href="zotero://open-pdf/library/items/L68J7HUX?page=7">Mousavi et al 2016:315</a>)</p><p>"roplet collision modeling is done with the O'Rourke model." (<a href="zotero://open-pdf/library/items/L68J7HUX?page=7">Mousavi et al 2016:315</a>)</p><p>"One step reaction" (<a href="zotero://open-pdf/library/items/L68J7HUX?page=7">Mousavi et al 2016:315</a>)</p><p>"Two step reactions" (<a href="zotero://open-pdf/library/items/L68J7HUX?page=7">Mousavi et al 2016:315</a>)</p><p>"six equilibrium reactions" (<a href="zotero://open-pdf/library/items/L68J7HUX?page=8">Mousavi et al 2016:316</a>)</p></div>


title: max diesel sub. ratio = 90%
note:
  <div class="zotero-note znv1"><p>max diesel sub. ratio = 90%</p>
  <p>only 1 reaction for diesel</p>
  <p>2 reactions for methane and other 6 reactions to form emission products are used.</p>
  <p>KIVA-3V</p>
  <p> </p></div>


title: Zhao 2021
note:
  <div class="zotero-note znv1"><div data-schema-version="1"><p>Zhao 2021</p>
  <p>KH-RT :B0 = 0.61 , B1 = 18.0</p>
  <p>O'Rourke: collision and coalescence</p>
  <p>Mesh = 0.8 Million,</p>
  <p>injection pressure = 150 MPa ( 1500 bar)</p>
  <p>Fuel temp 373 K</p>
  <p>ambient gas density : 14.8 kg/m3</p>
  <p>Ignition delay with phi_methane = 0.5 at 1000K is about 0.9 ms</p></div></div>


title: Zhou et al. 2013
note:
  <div class="zotero-note znv1"><div data-schema-version="1"><p>Zhou et al. 2013 </p>
  <p>CR 18 ( 100 mm x 115 mm), 2000 rpm </p>
  <p>0.3 mm injector, 4 holes &nbsp;20MPa ( 200 bar) injection pressure , 10kW rated power, intake NG</p>
  <p>1200rpm == 0.14MPa , </p>
  <p>1600rpm == 0.28MPa </p>
  <p>2000 rpm == 0.42 MPa </p>
  <p>figure 2: pilot = 9 g/min (2000 rpm)=4.5e-06 kg per cycle</p>
  <p></p></div></div>


# itemAttachments

contentType: application/pdf
storageHash: 12e1f682e1eb2da25a593578bc617beb
path:
  storage:Yang et al. - 2014 - Parametric investigation of natural gas port injection and diesel pilot injection on the combustion and emission(2).pdf


contentType: application/pdf
storageHash: 41247b9c14872e8405f2f0877aacd814
path:
  storage:Said et al. - 2014 - Towards improvement of natural gas-diesel dual fuel mode An experimental investigation on performance and exhaust.pdf


contentType: application/pdf
path:
  storage:Valipour Berenjestanaki et al. - 2019 - End-gas autoignition characteristics of PREMIER co.pdf


contentType: application/pdf
path:
  storage:Valipour Berenjestanaki et al. - 2021 - Performance, emissions and end-gas autoignition ch.pdf


# itemAnnotations

color: #ff6666
pageLabel: 245
sortIndex: 00002|001618|00363
text:
  In this work, injection timing refers to the timing of the injection signal. The pilot fuel injector had a delay time of between 1.5 and 2°CA from the rising edge of the injection signal to the delivery of fuel.

position:
  {"pageIndex":2,"rects":[[323.206,422.503,562.571,430.466],[311.528,412.072,562.617,420.034],[311.528,401.265,562.584,409.546],[311.528,391.153,372.497,399.115]]}


color: #ffd400
pageLabel: 12
sortIndex: 00012|000799|00184
text:
  As the bonds of methane is much stronger than that of n-heptane, the decomposition of methane is much slower.

position:
  {"pageIndex":12,"rects":[[374.276,525.419,444.196,535.593],[59.977,512.441,444.196,522.615],[59.977,498.665,89.787,508.839]]}


color: #ff6666
pageLabel: 8
sortIndex: 00008|002186|00508
text:
  The liquid penetration length is defined as the maximum distance from the axial position with 95% injected fuel mass to the injection location, and the vapor penetration length is defined as the distance from the farthest location with 0.1% fuel mass fraction to the nozzle exit

position:
  {"pageIndex":8,"rects":[[400.074,202.162,444.174,212.337],[59.975,189.184,444.164,199.758],[59.965,176.143,444.185,186.717],[59.954,163.165,431.416,173.34]]}


color: #ff6666
pageLabel: 6
sortIndex: 00006|000458|00218
text:
  In the KH-RT model, the two model parameters B0 and B1 are set to be 0.61 and 18.0, respectively. And O’Rourke (1981) model is employed for the simulation of the collision and coalescence

position:
  {"pageIndex":6,"rects":[[146.943,490.716,444.19,501.68],[59.981,478.515,444.211,489.089],[59.97,465.474,198.183,475.649]]}


color: #ff6666
pageLabel: 3
sortIndex: 00003|001804|00460
text:
  .TheLEMmodeloffers a fundamentally different closure for the scalar fields within the context of LES. In LEM, subgrid turbulent mixing and molecular diffusion processes evolve concurrently in a one-dimensional domain within each LES cell.

position:
  {"pageIndex":3,"rects":[[162.647,249.252,444.349,259.826],[59.988,235.476,444.286,246.049],[59.988,222.214,444.397,232.788],[59.977,209.236,121.785,219.411]]}


color: #ff6666
pageLabel: 1
sortIndex: 00001|001056|00350
text:
  the abrupt transition between the explosive and non-explosive mixture at the tip of the reacting spray is observed by adding CH4 in the ambient gas, indicating that a flame front is developing downstream

position:
  {"pageIndex":1,"rects":[[252.054,360.56,335.736,369.678],[72,351.426,335.745,359.697],[72,340.548,335.721,349.666],[72.002,331.045,267.222,340.045]]}


color: #ff6666
pageLabel: 1
sortIndex: 00001|000759|00300
text:
  However, after the addition of CH4, the concentration of the mixture where the high-temperature ignition is initialed becomes much richer and it is independent of the initial temperatures.

position:
  {"pageIndex":1,"rects":[[173.424,410.563,335.746,419.681],[72.001,401.429,335.755,409.7],[72.001,391.394,335.728,399.665],[72.001,381.413,124.723,389.684]]}


color: #ffd400
pageLabel: -
sortIndex: 00003|002360|00345
text:
  The total combustion duration DCOM is the duration from the start of ignition to the end of combustion. D50% is the 50% mass burned CA relative to the compression top dead centre (TDC)[

position:
  {"pageIndex":3,"rects":[[381.317,487.069,545.708,497.203],[310.394,475.964,545.678,485.185],[310.394,462.992,545.764,473.166],[310.394,451.927,493.535,461.147]]}


color: #ffd400
pageLabel: -
sortIndex: 00003|002248|00309
text:
  The ignition delay period DIGN is defined as the time interval from the diesel fuel injection timing to the onset of ignition timing.

position:
  {"pageIndex":3,"rects":[[529.177,524.038,545.727,533.258],[310.394,511.107,545.707,521.241],[310.393,500.002,545.736,509.222],[310.393,487.069,377.157,497.203]]}


color: #ffd400
pageLabel: 10390
sortIndex: 00000|000714|00340
text:
  Due to the strong nonlinearity of chemical reaction process, the laminar flame speed of binary fuel blends cannot be obtained from linear combination of the laminar flame speed of each individual fuel constituent.

position:
  {"pageIndex":0,"rects":[[241.459,445.742,543.282,453.445],[211.691,434.235,543.275,441.939],[211.691,422.781,389.199,430.484]]}


text: compressible NavierStokes equations were solved by assuming chemically frozen flows of ̇ ωs = 0.
color: #ffd400
pageLabel: 182
sortIndex: 00001|004211|00332
position:
  {"pageIndex":1,"rects":[[477.731,453.577,557.888,461.675],[306.597,443.119,557.852,451.217],[306.597,432.652,321.289,440.75],[317.558,431.882,343.929,441.531]]}


color: #ffd400
pageLabel: 182
sortIndex: 00001|004804|00457
position: {"pageIndex":1,"rects":[[396.916,328.045,557.862,336.143],[306.597,317.587,555.984,325.685]]}
text:
  The viscous, heat conductivity, and diffusion terms were discretized by second-order central differencing


color: #ffff00
pageLabel: 39
sortIndex: 00001|003176|00161
position: {"pageIndex":1,"rects":[[357,621.92,564,632.92],[311,611.92,564,622.92],[311,600.92,489,611.92]]}
text:
  For rich-to-lean stratified flames, the propagation is dominated by production and consumption of molecular hydrogen in the rich burnt gas, i.e., chemical effect.


color: #ffff00
pageLabel: 39
sortIndex: 00001|003630|00244
position: {"pageIndex":1,"rects":[[452,538.92,564,549.92],[311,527.92,564,538.92],[311,515.92,515,528.92]]}
text:
  methane/air stratified flames are primarily dominated by the diffusion of heat under lean conditions, and diffusion of H2 under rich conditions.


color: #ffff00
pageLabel: 39
sortIndex: 00001|004414|00390
position: {"pageIndex":1,"rects":[[464,391.92,564,402.92],[311,381.92,564,392.92],[311,370.92,468,381.92]]}
text:
  thermal effect was found to be unimportant as thermal diffusion speed is not fast enough to catch up the flame front propagation.


color: #ffff00
pageLabel: 39
sortIndex: 00001|004524|00411
text:
  chemical effect was identified through enhanced levels of H radicals produced in the burnt gas, which diffuse faster enough into the flame front and enhanced the fuel consumption and local heat release rate.

position:
  {"pageIndex":1,"rects":[[488,370.92,564,381.92],[311,360.92,564,371.92],[311,349.92,564,360.92],[311,339.92,526,350.92]]}


color: #ffff00
pageLabel: 39
sortIndex: 00001|005723|00684
position: {"pageIndex":1,"rects":[[453,98.92,564,109.92],[311,87.92,564,98.92],[311,77.92,498,88.92]]}
text:
  Since stratified flames propagate through varying mixture compositions, the Lewis number of deficient reactant may affect flame stability.


color: #ff6666
pageLabel: 235
sortIndex: 00002|002186|00362
text:
  For the partial differential equations of convection and diffusion processes, a second-order TVD Runge–Kutta method is used,

position:
  {"pageIndex":2,"rects":[[536.426,423.409,563.153,431.507],[311.808,412.942,563.052,421.04],[311.808,402.484,503.875,410.582]]}


text: convection is calculated using MUSCL-HANCOCK Scheme and diffusion using central difference scheme.
color: #ff6666
pageLabel: 235
sortIndex: 00002|002299|00383
position:
  {"pageIndex":2,"rects":[[534.564,402.484,563.073,410.582],[311.808,392.026,563.057,400.124],[311.808,381.559,432.833,389.657]]}


color: #ffff00
pageLabel: 2077
sortIndex: 00000|001162|00353
text:
  The diffusive–reactive nature of the front is maintained until significant levels of end-gas reaction progress, where the burning velocity depends upon the degree of pre-reaction.

position:
  {"pageIndex":0,"rects":[[388,430.701,563,440.701],[207,421.701,563,431.701],[207,411.701,284,421.701]]}


color: #ffff00
pageLabel: 2077
sortIndex: 00000|001662|00410
position: {"pageIndex":0,"rects":[[310,373.701,563,383.701],[207,363.701,366,373.701]]}
text:
  As a result, no more than one front thickness is consumed by the apparent propagation of the spontaneous ignition front.


color: #ff6666
pageLabel: 234
sortIndex: 00001|003643|00329
text:
  effect of preferential diffusion on the enhancement of flame speed with a detailed quantitative analysis, including a sensitivity study of transport properties.

position:
  {"pageIndex":1,"rects":[[411.199,456.34,553.281,464.438],[301.998,445.882,553.27,453.98],[301.998,435.424,501.289,443.522]]}


color: #ff6666
pageLabel: 235
sortIndex: 00002|003081|00540
text:
  The initial temperature, pressure and fluid velocity fields of unburnt gases are set to 300 K, 1 atm, and 0 cm/s, respectively.

position:
  {"pageIndex":2,"rects":[[492.671,245.569,562.999,253.667],[311.808,235.111,563.036,243.209],[311.808,224.653,458.153,232.751]]}


color: #ff6666
pageLabel: 241
sortIndex: 00008|000468|00160
text:
  Such a model can be implemented in the G-equation method or other level-set methods, where flame speed tables are used

position:
  {"pageIndex":8,"rects":[[212.645,625.396,294.163,633.494],[42.816,614.938,294.081,623.036],[42.816,604.471,196.236,612.569]]}


color: #ffd400
pageLabel: 2079
sortIndex: 00002|003743|00382
text:
  Beyond Teg = 1100 K, corresponding to a simulation time of 3.544 ms, the end-gas is rapidly consumed by auto-ignition, and combustion is nearly completed by a t99 of 3.819 ms.

position:
  {"pageIndex":2,"rects":[[550.025,403.397,562.548,411.36],[311.527,392.163,562.569,400.928],[311.528,382.478,562.549,390.44],[311.528,371.243,522.077,380.008]]}


color: #ff6666
pageLabel: 2085
sortIndex: 00008|002446|00611
text:
  As a result of the diminishing temperature gradient, heat conduction within the front subsided with reaction progress and combustion within the front eventually became chemically controlled.

position:
  {"pageIndex":8,"rects":[[141.789,173.498,293.612,182.208],[42.52,163.813,293.578,171.775],[42.52,153.325,293.627,161.287],[42.52,142.894,126.469,150.856]]}


color: #ffd400
pageLabel: 2085
sortIndex: 00008|003050|00726
text:
  at the transition to the spontaneous ignition front regime, the ignition wave travels only one front thickness within the remaining chemical lifetime of the end-gas.

position:
  {"pageIndex":8,"rects":[[122.396,59.215,293.582,67.177],[42.52,48.727,293.614,56.689],[42.52,38.295,246.763,46.258]]}


color: #ffd400
pageLabel: 234
sortIndex: 00000|000782|00311
position: {"pageIndex":0,"rects":[[197.418,475.213,553.542,482.501],[197.418,465.655,553.491,472.943]]}
text:
  The presence of ignition and flame propagation and their coexistence are studied through spatial and statistical analyses of the convective, diffusive and chemical effects in the species transport equations.


color: #ffd400
pageLabel: 234
sortIndex: 00000|000960|00330
text:
  Autoignition is observed in regions with lean mixtures because of their low ignition delay times and these events propagate into richer mixtures either as a flame or ignition. This is found to be highly dependent on the mixture fraction length scale,  Z, and autoignition is favoured when  Z is small.

position:
  {"pageIndex":0,"rects":[[197.418,456.088,553.583,463.376],[197.418,446.521,553.613,453.809],[197.418,436.154,491.044,444.242]]}


text: Open-source Cantera modules were used to evaluate the transport and reaction terms.
color: #5fb236
pageLabel: 517
sortIndex: 00004|002785|00471
position:
  {"pageIndex":4,"rects":[[490.844,314.005,557.811,322.103],[306.597,303.547,557.779,311.645],[306.597,293.089,329.745,301.187]]}


color: #5fb236
pageLabel: 517
sortIndex: 00004|002521|00429
position: {"pageIndex":4,"rects":[[318.549,355.855,557.785,363.953],[306.597,345.388,489.365,353.486]]}
text:
  One-dimensional, transient, and isobaric Navier–Stokes equations were chosen as the governing equations.


color: #5fb236
pageLabel: 517
sortIndex: 00004|002615|00440
text:
  The fourth-order conservative scheme [28] and optimal third-order total variation diminishing (TVD) Runge–Kutta method [29] were employed for spatial and temporal discretization, respectively.

position:
  {"pageIndex":4,"rects":[[493.778,345.388,557.859,353.486],[306.597,334.93,557.659,343.028],[306.597,324.472,557.819,332.57],[306.597,314.005,487.725,322.103]]}


text: 1 mm for most cases. The spatial and temporal resolutions were 5 × 10−7 m and 10−7 s, respectively.
color: #5fb236
pageLabel: 517
sortIndex: 00004|003044|00524
position:
  {"pageIndex":4,"rects":[[428.99,261.706,557.918,269.804],[306.597,250.952,557.929,260.637],[306.597,240.781,328.328,248.879]]}


color: #ff6666
pageLabel: 519
sortIndex: 00006|002441|00675
text:
  The amplitude of the flame oscillation dropped as the excitation frequency increased, and the impact of the pre-flame reactions on this parameter was exceedingly small in the high-frequency section.

position:
  {"pageIndex":6,"rects":[[306.597,110.641,557.877,118.739],[306.597,100.183,557.876,108.281],[306.597,89.716,557.851,97.814],[306.597,79.258,323.187,87.356]]}


color: #ff6666
pageLabel: 520
sortIndex: 00007|001395|00601
text:
  In the pre-flame section, many radicals reached the steady-state, and the fuel consumption rate and heat release rate were constant.

position:
  {"pageIndex":7,"rects":[[191.389,183.865,288.87,191.963],[37.605,173.407,288.87,181.505],[37.605,162.94,214.192,171.038]]}


text: In the flame front, the rate of high-temperature chain-branching chemistry reached its maximum.
color: #ff6666
pageLabel: 520
sortIndex: 00007|001508|00622
position:
  {"pageIndex":7,"rects":[[217.901,162.94,288.942,171.038],[37.605,152.482,288.707,160.58],[37.605,142.024,90.326,150.122]]}


color: #ff6666
pageLabel: 520
sortIndex: 00007|001734|00675
text:
  the propagation speed of a flame under autoignitive conditions was affected by the accumulation of preflame reactions, which was related to the spatial location of the flame front. Under certain conditions (e.g., τ f / τ ig = 0.2–0.6), the flame speed showed a linear correlation with the pre-flame length.

position:
  {"pageIndex":7,"rects":[[127.537,110.641,288.892,118.739],[37.605,100.183,288.875,108.281],[37.605,89.716,288.915,97.814],[37.605,77.795,288.899,88.137],[37.605,68.8,288.904,76.898]]}


color: #a28ae5
pageLabel: 520
sortIndex: 00007|002326|00099
text:
  The stability diagram and contours of the Rayleigh criterion index revealed that, under autoignitive conditions, a new mechanism for thermoacoustic instability might emerge because the overall heat release rate might be associated with the spatial location of the flame front.

position:
  {"pageIndex":7,"rects":[[461.37,686.479,557.894,694.577],[306.597,676.021,557.802,684.119],[306.597,665.563,557.84,673.661],[306.597,655.096,557.998,663.194],[306.597,644.638,516.499,652.736]]}


color: #ffd400
pageLabel: 1
sortIndex: 00000|000621|00346
position: {"pageIndex":0,"rects":[[156.8,364.792,454.983,373.257],[48.087,354.829,192.526,363.294]]}
text:
  a localized thickened flame (LTF) model for the accurate prediction of flame propagation and autoignition timing.


color: #ff6666
pageLabel: 1
sortIndex: 00000|001521|00451
position: {"pageIndex":0,"rects":[[155.504,260.185,454.98,268.65],[48.087,250.222,262,258.687]]}
text:
  a low Mach number, Lagrangian one-dimensional code that was developed to model both flame propagation and end-gas autoignition


color: #5fb236
pageLabel: 3
sortIndex: 00002|000884|00326
text:
  a Lagrangian transient one-dimensional reacting flow code (LTORC) was developed in generalized coordinates.

position:
  {"pageIndex":2,"rects":[[150.977,385.141,239.523,393.606],[48.087,375.178,239.335,383.643],[48.087,365.215,192.317,373.68]]}


color: #5fb236
pageLabel: 3
sortIndex: 00002|002128|00372
text:
  The method of lines approach is used to isolate temporal and spatial derivatives, the latter of which is discretized using finite differences.

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color: #ff6666
pageLabel: 4
sortIndex: 00003|001028|00466
text:
  The potential development of flame-front instabilities during propagation exists: thermo-diffusive and hydrodynamic [28] modes augment the mass burning rate by creating flame surface area

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color: #5fb236
pageLabel: 4
sortIndex: 00003|001192|00496
text:
  Helium was used for this reason as well as a diluent by increasing the mixture’s Lewis number beyond unity

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color: #a28ae5
pageLabel: 4
sortIndex: 00003|001451|00566
text:
  He, due to its higher heat capacity ratio, helps promote end-gas autoignition by attaining higher unburned gas mixture temperatures.

position:
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color: #ff6666
pageLabel: 4
sortIndex: 00003|002013|00307
text:
  The first-stage ignition, associated with a mild heat release, is manifested by the bump in d(lnP)/dt (occurring between 3 ≤ P/Po ≤ 4), while the violent second-stage ignition, associated with large heat release, corresponds to the rapid rise in d(lnP)/dt. After the point of autoignition, there is a generation of pressure oscillations due to the short duration of the increase in pressure compared to timescales of acoustic relaxation

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color: #ff6666
pageLabel: 389
sortIndex: 00001|000713|00193
text:
  as a stand-alone model, ODT belongs to the family of stochastic turbulence models. ODT does not model small scale phenomena, but as in DNS, it is directly resolved.

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color: #ff6666
pageLabel: 389
sortIndex: 00001|000850|00214
text:
  In contrast to DNS, however, 3-D Navier–Stokes turbulence is modeled via a solution dependent sequence of stochastic 1-D events. ODT preserves many characteristics of LEM, but additionally features an intrinsic dynamic feedback between the turbulent fluctuations and the average state of the flow

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color: #5fb236
pageLabel: 389
sortIndex: 00001|005669|00552
text:
  density evolution Partial Differential Equation (PDE) can be derived from such a system of equations, although it does not need to be resolved directly

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color: #5fb236
pageLabel: 389
sortIndex: 00001|005802|00573
text:
  The system of equations comprises then a PDE for momentum conservation acting over a zero-divergence velocity contribution for uL,j, species mass fractions and enthalpy PDEs, an expression for the temporal rate of change of the pressure, as well as the non-zero divergence condition for the complementary contribution to uL,j.

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color: #ff6666
pageLabel: 389
sortIndex: 00001|006365|00688
text:
  The formulation for the momentum equation in this work follows then the original incompressible ODT momentum evolution

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  {"pageIndex":1,"rects":[[376.95,95.678,563.159,105.248],[311.808,86.683,563.075,94.781],[311.808,76.225,364.669,84.323]]}


text: Modeling the species diffusion velocities by the Hirschfelder and Curtis’ approximation
color: #5fb236
pageLabel: 390
sortIndex: 00002|000320|00109
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  {"pageIndex":2,"rects":[[232.563,676.021,284.354,684.119],[33.006,665.563,284.274,673.661],[33.006,655.096,59.236,663.194]]}


color: #5fb236
pageLabel: 391
sortIndex: 00003|005185|00664
position: {"pageIndex":3,"rects":[[311.808,121.099,562.908,129.197],[311.808,110.641,469.732,118.739]]}
text:
  The enthalpy equation is advanced with a second-order explicit Runge–Kutta predictor–corrector method.


color: #5fb236
pageLabel: 391
sortIndex: 00003|005276|00675
text:
  This avoids the formulation of an excessively complex implicit matrix to treat Eq. (19). The species mass fractions values at time step 
  t/4 required for the corrector step of the enthalpy equation are obtained from an additional advancement of the species PDE

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color: #5fb236
pageLabel: 390
sortIndex: 00002|000714|00242
text:
  M is the mean molecular weight of the mixture,  ̇ wk is the kth species reaction rate and hk is the kth species enthalpy

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color: #a28ae5
pageLabel: 390
sortIndex: 00002|002291|00088
position: {"pageIndex":2,"rects":[[313.95,696.946,553.293,705.044],[301.998,685.196,551.554,695.358]]}
text:
  Each eddy event in ODT is characterized by three parameters, namely, the eddy location x0, the eddy size l and the eddy rate λ


color: #a28ae5
pageLabel: 390
sortIndex: 00002|003563|00382
text:
  The eddy location x0 is sampled from a uniform distribution over the full ODT domain. The eddy size l is selected from an eddysize PDF that comprises eddies between the Kolmogorov lengthscale and the full domain length. The eddy rate λ is calculated on the basis of a dimensional analysis, and is related to the eddy turnover time τ and the square of the eddy size l. Details of the statistical eddy sampling and selection can be found in

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color: #a28ae5
pageLabel: 390
sortIndex: 00002|005124|00727
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text:
  use of the eddy-size PDF for the selection of l can result in the selection of eddies that are unphysi-


color: #a28ae5
pageLabel: 391
sortIndex: 00003|000141|00067
text:
  We do not apply any kind of suppression mechanism for the eddies in this work. Instead, eddies are implemented only in the range between the computed Kolmogorov length-scale ηK corresponding to the given initial conditions, and the DNS integral length-scale lt. The Kolmogorov length-scale ηK is computed following the relation between the turbulent Reynolds number (Ret) based on the DNS integral length-scale, and the wellknown relation ηK /lt = Re3/4 t.

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color: #a28ae5
pageLabel: 398
sortIndex: 00010|004534|00675
text:
  Due to the low turbulence of the cases studied here, we showed the dominance of the initial chemical conditions of the flow in comparison to the stochastic outcomes of the eddy sampling and selection

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color: #a28ae5
pageLabel: 399
sortIndex: 00011|000055|00057
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text:
  tial conditions, which was not done in the DNS due to the high computational cost associated to the simulations.


color: #5fb236
pageLabel: 393
sortIndex: 00005|000426|00364
text:
  Only sufficiently large values of RMS temperature fluctuations T′ are used for initialization (T ′ = 60 K, 10 0 K)

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color: #a28ae5
pageLabel: 393
sortIndex: 00005|004496|00591
text:
  Figure 2 is a representation of this spatial averaging, and also of a series of N = 60 ensemble members average. A sample size of N = 60 ensemble members was selected for all of the simulations in this work, since this was the minimum number of ensemble members to achieve an invariant shape of the mean spatial averages of heat release rate and pressure.

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color: #a28ae5
pageLabel: 394
sortIndex: 00006|001651|00528
text:
  The initial temperature field distribution has a strong influence on the overall transient development of the flow conditions before ignition and this can already be seen in laminar flow conditions. The laminar flow is interpreted in this work as the absence of eddy events in the ODT model.

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color: #a28ae5
pageLabel: 397
sortIndex: 00009|002389|00353
position: {"pageIndex":9,"rects":[[380.978,429.719,563.22,439.981],[311.808,419.262,502.481,429.523]]}
text:
  The existence of a flame front in the T ′ = 10 0 K case is far more likely than in the T ′ = 60 K case


color: #a28ae5
pageLabel: 397
sortIndex: 00009|001827|00725
position: {"pageIndex":9,"rects":[[132.975,58.046,294.303,68.317],[42.816,47.875,294.19,55.973]]}
text:
  For the T ′ = 10 0 K case, a sustained flame front deflagration regime in the mean ensemble behavior can be


color: #a28ae5
pageLabel: 397
sortIndex: 00009|002207|00324
text:
  obtained along practically the entire duration of the simulation. Note that the ignition is not instantaneous due to the large inhomogeneity of the system, thus the existence of the sustained deflagration regime.

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color: #a28ae5
pageLabel: 346
sortIndex: 00007|001588|00581
text:
  However, in the absence of compressible strain, the stratification effects in high frequencies were limited to the diffusive fluxes.

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color: #a28ae5
pageLabel: 346
sortIndex: 00007|002148|00696
text:
  unstrained flames propagating into stratified mixtures exhibit a significant amount of unsteady response, even for relatively low frequencies

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color: #a28ae5
pageLabel: 346
sortIndex: 00007|002486|00078
text:
  The stratification effects were significantly enhanced in strength when the equal diffusivity assumption was replaced by more realistic (mixture-average) diffusivity assumption.

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  {"pageIndex":7,"rects":[[313.95,707.404,553.171,715.502],[301.998,696.946,553.181,705.044],[301.998,686.479,475.409,694.577]]}


color: #a28ae5
pageLabel: 346
sortIndex: 00007|002650|00099
text:
  the qualitative nature of the results does not change significantly as a result of the changes in species diffusivity treatment and thus it can be expected that these effects will not play a significant role in the simulation of turbulent stratified flames.

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color: #a28ae5
pageLabel: 346
sortIndex: 00007|002870|00141
text:
  quantitatively, the preferential diffusion enhances the stratification effects by a factor of two, especially important for the accurate predictions of flame propagation.

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color: #a28ae5
pageLabel: 346
sortIndex: 00007|003288|00235
text:
  A correction to the displacement speed was suggested and it has been demonstrated to remove the dependency between the displacement speed and the definition of the equivalence ratio in the flame.

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color: #a28ae5
pageLabel: 346
sortIndex: 00007|003452|00266
text:
  This correction could be particularly useful for the modelling of the stratified flames under the assumption of variable diffusivities.

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color: #a28ae5
pageLabel: 16
sortIndex: 00008|002267|00696
text:
  Autoignition assisted laminar cool and warm flame speeds and structures at different ignition Damkӧhler numbers under elevated temperatures and pressures have been numerically and theoretically modeled over a broad range of equivalence ratios with detailed chemistry.

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  {"pageIndex":8,"rects":[[44.958,89.716,284.276,97.814],[33.006,78.971,284.272,87.356],[33.006,68.8,284.244,76.898],[33.006,58.333,284.32,66.431],[33.006,47.875,95.759,55.973]]}


color: #a28ae5
pageLabel: 16
sortIndex: 00008|002790|00109
text:
  due to the NTC effect, the increase of initial mixture temperature leads to a nonmonotonic change in cool flame speed.

position:
  {"pageIndex":8,"rects":[[421.647,676.021,553.356,684.119],[301.998,665.563,553.168,673.661],[301.998,655.096,381.224,663.194]]}


color: #a28ae5
pageLabel: 16
sortIndex: 00008|002888|00130
position: {"pageIndex":8,"rects":[[385.45,655.096,553.306,663.194],[301.998,644.638,553.339,652.736]]}
text:
  At sub- and near-limit conditions, the cool flame speed can be significantly faster than that of the hot flame.


color: #a28ae5
pageLabel: 16
sortIndex: 00008|002990|00151
text:
  increase of initial mixture pressure shifts the NTC turnover temperature to a higher temperature thus a higher normalized cool flame speed can be achieved

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color: #a28ae5
pageLabel: 513
sortIndex: 00000|001354|00356
text:
  The results showed that the threestep mechanism could qualitatively describe the high-temperature chemistry involved in autoignition and flame propagation.

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color: #ffd400
pageLabel: 4
sortIndex: 00003|000790|00493
text:
  macroscopic parameters related to flame morphology were estimated based on the spherical flame assumption

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color: #5fb236
pageLabel: 4
sortIndex: 00003|000518|00402
position: {"pageIndex":3,"rects":[[115.367,382.909,286.429,391.127],[47.282,371.457,286.433,379.674]]}
text:
  , the camera frame rate was chosen as 9600 fps (0.5 CAD at 800 RPM) with a resolution of 512  512 pixels.


color: #5fb236
pageLabel: 4
sortIndex: 00003|000083|00299
text:
  Although the radius (R) of the combustion chamber is 44 mm, the radius of the optical window is 31 mm due to the manufacturing constraints, accounting for 70%-cylinder radius.

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color: #a28ae5
pageLabel: 9
sortIndex: 00008|002068|00416
text:
  When the SOI is delayed, the flame area is increased (as shown by the red circle), which means a higher flame speed.

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  {"pageIndex":8,"rects":[[412.897,368.784,548.066,377.002],[308.922,357.333,548.011,365.55],[308.922,345.881,384.816,354.098]]}


color: #ff6666
pageLabel: 2
sortIndex: 00001|006626|00582
text:
  Then, in order to quantitatively evaluate the mechanism of the chemical, thermal and dilution effects, the fictitious species of the FCO2, FH2O, FN2 and FEGR were employed in this simulation study, while maintained the same thermal and transport properties, but not participated any reactions during the combustion.

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color: #ffd400
pageLabel: 5
sortIndex: 00004|001698|00425
text:
  adiabatic combustion temperature of the methane/air was much high and surpassed 2100 K, which was beneficial to increase the thermal diffusion, the molecular diffusion

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color: #ffd400
pageLabel: 6
sortIndex: 00005|000337|00310
text:
  Most important, the laminar flame of the methane/air was instability, and was very insensitive to the CO2 dilution gas.

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  {"pageIndex":5,"rects":[[214.353,475.646,288.633,483.616],[37.586,465.158,288.617,473.128],[37.586,454.197,155.174,462.585]]}


comment: Is this grammatically correct ?
color: #ffd400
pageLabel: 6
sortIndex: 00005|000354|00321
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color: #ffd400
pageLabel: 6
sortIndex: 00005|000022|00257
text:
  In addition, the concentration of the methane/air was decreased with adding the CO2 due to its dilution effect, and the thermal properties, transport properties and reaction rate were also decreased,

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color: #a28ae5
pageLabel: 5
sortIndex: 00004|003184|00707
text:
  First, as stated earlier, the main exothermic reaction of the OH + CO = CO2 + H was heavily suppressed, and even reversed with increasing the concentration of CO2 due to its chemical effect,

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color: #5fb236
pageLabel: 3
sortIndex: 00002|001581|00341
text:
  The number of grid points was maintained at 1000 so that the simulated laminar flame speed and the flame structure of the methane/air were grid-independent. In addition, the adaptive grid

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color: #a28ae5
pageLabel: 8
sortIndex: 00007|002014|00381
text:
  Apparently, the flame structure of the methane/hydrogen/air did not change a lot with 20% hydrogen enriched or 40% hydrogen enriched in the methane/air

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  {"pageIndex":7,"rects":[[366.18,404.047,557.599,412.017],[306.598,393.783,557.614,401.474],[306.598,383.295,442.344,390.986]]}


color: #a28ae5
pageLabel: 8
sortIndex: 00007|001048|00446
text:
  However, with adding 40% hydrogen enriched in the methane/air, the laminar flame speed of the methane/air was increased, and the inflammability limit of the methane/air was also extended. In addition, under the condition of 40% hydrogen enriched in the methane/air, the laminar flame speed of the methane/hydrogen/air was also decreased with increasing the EGR

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color: #a28ae5
pageLabel: 9
sortIndex: 00008|002604|00468
text:
  In addition, with adding hydrogen in the methane/air, the mole fraction of the O, H and OH radicals were maintained at a relatively higher level during the combustion due to their chain branching reactions and chain propagation reactions

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color: #5fb236
pageLabel: 9
sortIndex: 00008|002408|00437
text:
  Generally, the critical radius and Markstein length of the methane/hydrogen/air were decreased with increasing the hydrogen fraction due to effects of the diffusional-thermal and hydrodynamic instabilities increased

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color: #ff6666
pageLabel: 40
sortIndex: 00002|002441|00675
text:
  All the cases were conducted in an 1-D domain of 20 cm under initial temperature and pressure of 300 K and 1 atm. A 9-level AMR scheme is applied with xmax = 0.2 cm and xmin = 4 μm

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color: #ff6666
pageLabel: 40
sortIndex: 00002|001240|00445
text:
  The left end is a closed end as zero Dirichlet boundary conditions is applied, while the right end is an open end approximated by zero-gradient Neumann boundary condition.

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color: #ffd400
pageLabel: 40
sortIndex: 00002|000997|00392
text:
  For the transport step, a second-order Runge–Kutta method is utilized for time integration while diffusion and convection are solved through central difference method and HLLC Riemann solver,

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text: is the propagation of the fire front driven by the heat transfer by radiation or by convection?
color: #a28ae5
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color: #ffd400
pageLabel: 636
sortIndex: 00001|002570|00699
text:
  two forces on the flame and the plume, i.e. buoyancy due to the difference of temperature between the plume and the ambient air acting vertically, and inertia due to the wind acting horizontally

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color: #ffd400
pageLabel: 1
sortIndex: 00001|000909|00310
text:
  Flame initiation and propagation are numerically investigated for a partially reactive, near stoichiometric n-heptane/air/He mixtures under elevated temperature 700 K in a one-dimensional planar domain under nearly isobaric condition

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color: #ffd400
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position: {"pageIndex":1,"rects":[[467.022,408.937,558.129,416.225],[202.008,399.379,558.132,406.667]]}
text:
  For such flames, a notable flame speed increment is observed after the first-stage ignition occurs in the upstream unburnt mixture.


color: #ffd400
pageLabel: 1
sortIndex: 00001|001672|00396
position: {"pageIndex":1,"rects":[[258.348,389.812,558.096,397.1],[202.008,380.245,478.396,387.533]]}
text:
  both autoignition-assisted cool and hot flames prior to the first-stage ignition strongly depend on the ignition energy and ignition timing, and hence are case-sensitive.


color: #ffd400
pageLabel: 2
sortIndex: 00002|002773|00078
text:
  To completely understand the features of flame initiation and propagation under high temperatures, the current work conducts transient and steady simulation of the simplest flame configuration –1Dplanar flames with detailed chemistry and transport, for the mixture and thermodynamic conditions similar to the Stanford shock tube experimen

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color: #a28ae5
pageLabel: 2
sortIndex: 00002|004988|00527
text:
  Zerogradient and symmetry boundary condition are imposed on both inner (x = 0 cm) and outer (x = 5.75 cm) boundaries, respectively.

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color: #a28ae5
pageLabel: 2
sortIndex: 00002|005099|00558
text:
  To avoid growing acoustic waves and achieve nearly constantpressure environments, a wave transmissive boundary condition is applied at the outer boundary.

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color: #a28ae5
pageLabel: 2
sortIndex: 00002|005424|00610
text:
  the flame initiation is achieved by heat deposition from a hot spot, which is described by an extra source term with a time and spatial dependence in the energy conservation equation:

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color: #ffff00
pageLabel: 202
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text:
  In this work, these unsteady effects are studied for complex hydrocarbon fuel surrogates at engine relevant conditions with unsteady strain rates experienced by flamelets in a typical spray flame.


color: #ffff00
pageLabel: 204
sortIndex: 00002|000394|00177
position: {"pageIndex":2,"rects":[[86,605.92,285,616.92],[33,594.92,262,605.92]]}
text:
  At each time-step, the stoichiometric scalar dissipation rate changes and is updated for the flamelet equations.


# creators

lastName:
  Smith G., Golden D., Frenklach M., Moriarty N., Eiteneer B., Goldenberg M., Bowman T., Hanson R., Song S., Gardiner W., Lissianski V. Jr.


firstName: Stefano Tarantola
lastName:
  A. Saltelli, Marco Ratto, Terry Andres, Francesca Campolongo, Jessica Cariboni, Debora Gatelli, Michaela Saisana


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key: 6ES324PT
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key: 2N9MYAGQ
data:
  {"key":"2N9MYAGQ","version":524,"data":{"key":"2N9MYAGQ","version":524,"itemType":"journalArticle","title":"Effect of open cell metal porous media on evolution of high pressure diesel fuel spray","creators":[{"creatorType":"author","firstName":"Iman","lastName":"Sohrabiasl"},{"creatorType":"author","firstName":"Mofid","lastName":"Gorji-Bandpy"},{"creatorType":"author","firstName":"Alireza","lastName":"Hajialimohammadi"},{"creatorType":"author","firstName":"Mostafa Agha","lastName":"Mirsalim"}],"abstractNote":"The idea of using porous media in internal combustion engines is proposed recently for charge homogenization. In this paper, the idea of using metallic porous media instead of ceramic type has been introduced and the macroscopic characteristics of high pressure diesel fuel spray has been studied in interaction with this type of porous media. High speed schlieren imaging method is used to capture the spray development process and evaluate time-dependent characteristics of the spray. The Spray characteristics such as tip penetration and spray projected area has been compared with free spray case and spray interaction with metal PM. Several parameters such as PM pore density, thickness of PM, distance between PM and injector tip has been investigated under different injection and chamber pressures. The results show that interaction with PM could reduce the spray tip velocity and increase spray projected area which proportionally increase the fuel-air mixture homogenization inside the chamber. Post processing of the spray images also indicated that the spray pattern (before and after interaction with PM) strongly depends on the PM pore density and injection pressure.","publicationTitle":"Fuel","volume":"206","issue":"","pages":"133–144","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2017.06.007","ISSN":"00162361","shortTitle":"","url":"http://dx.doi.org/10.1016/j.fuel.2017.06.007","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd","tags":[{"tag":"Diesel fuel spray"},{"tag":"Image processing"},{"tag":"Metal porous media"},{"tag":"Schlieren"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:19Z","dateModified":"2021-09-21T03:42:19Z"}}


key: VTY8YLDJ
data:
  {"key":"VTY8YLDJ","version":524,"data":{"key":"VTY8YLDJ","version":524,"itemType":"journalArticle","title":"The effect of nozzle geometry over the evaporative spray formation for three different fuels","creators":[{"creatorType":"author","firstName":"Raul","lastName":"Payri"},{"creatorType":"author","firstName":"Juan P.","lastName":"Viera"},{"creatorType":"author","firstName":"Venkatesh","lastName":"Gopalakrishnan"},{"creatorType":"author","firstName":"Patrick G.","lastName":"Szymkowicz"}],"abstractNote":"The influence of internal nozzle flow characteristics over the evaporative spray development is studied experimentally for two different nozzle geometries and three different fuels. This is a continuation of previous work by the authors where non-evaporative isothermal spray development was studied experimentally for the same nozzle geometries and fuels. Current study reports macroscopic spray characteristics by imaging the liquid and vapor phases of the spray simultaneously using independent cameras and optical techniques. The liquid phase is captured by a fast-pulsed diffused back illumination setup, while the vapor phase is captured by a single-pass Schlieren setup with diaphragm. The nozzle geometries consist of a conical nozzle and a cylindrical nozzle with 8.6% larger outlet diameter when compared to the conical nozzle. Among the three fuels, two are pure components—n-heptane and n-dodecane—while the third consists of a three-component surrogate to better represent the physical and chemical properties of diesel fuel. For a fixed ambient density, the liquid penetration is controlled by ambient temperature while the vapor penetration is controlled by injection pressure. The cylindrical nozzle, in spite of higher mass flow rate and momentum flux, shows slower vapor spray tip penetration when compared to the conical nozzle. Also, the cylindrical nozzle consistently produced shorter liquid lengths. The vapor spray spreading angle is found to be inversely proportional to the spray tip penetration, largely influenced by the nozzle geometry and the ambient density. n-Heptane spray shows the shortest liquid lengths, followed by n-dodecane and finally the Surrogate. No significant difference in vapor penetration rates was found between fuels, confirming that the vapor spray is controlled by momentum, which is independent of fuel. This was not the case for the non-evaporative isothermal sprays previously studied by the authors. Liquid lengths show the expected responses to parametric variations of ambient temperature and density. Two empirical predictive models are presented and utilized to analyze the influence of fuel properties on the liquid length. The primary factor controlling the liquid length between fuels is found to be their volatility. Finally, the cylindrical nozzle exhibits larger line-of-sight contour fluctuations in both the liquid and vapor phases, which in turn contributes to the shorter liquid lengths and slower vapor penetration.","publicationTitle":"Fuel","volume":"188","issue":"","pages":"645–660","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2016.10.064","ISSN":"00162361","shortTitle":"","url":"http://dx.doi.org/10.1016/j.fuel.2016.10.064","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0016-2361\nPublisher: Elsevier Ltd","tags":[{"tag":"Evaporative spray formation"},{"tag":"Liquid length"},{"tag":"Macroscopic spray development"},{"tag":"Spray dispersion"},{"tag":"Surrogate fuels"},{"tag":"Vapor penetration"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:19Z","dateModified":"2021-09-21T03:42:19Z"}}


key: SBTNDSNI
data:
  {"key":"SBTNDSNI","version":524,"data":{"key":"SBTNDSNI","version":524,"itemType":"journalArticle","title":"Experimental and modeling study of the oxidation of natural gas in a premixed flame, shock tube, and jet-stirred reactor","creators":[{"creatorType":"author","firstName":"A.","lastName":"El Bakali"},{"creatorType":"author","firstName":"P.","lastName":"Dagaut"},{"creatorType":"author","firstName":"L.","lastName":"Pillier"},{"creatorType":"author","firstName":"P.","lastName":"Desgroux"},{"creatorType":"author","firstName":"J. F.","lastName":"Pauwels"},{"creatorType":"author","firstName":"A.","lastName":"Rida"},{"creatorType":"author","firstName":"P.","lastName":"Meunier"}],"abstractNote":"New experimental results have been obtained for the oxidation of a stoichiometric premixed synthetic natural gas flame at low pressure (10.6 kPa). Mole fraction profiles of stable and reactive species and temperature were measured using molecular beam/mass spectrometry, gas chromatography, and thermocouple techniques. A detailed reaction mechanism has been evaluated by comparison of computed and measured species mole fraction profiles. Good agreement was obtained for most molecular species (reactants, intermediate species, and final products). The proposed mechanism was also validated by modeling the laminar flame speeds of methane/air, ethane/air, and propane/air flames reported in the literature over a wide range of equivalence ratios. The model reproduces correctly the experimental values. The model was also used to simulate new experimental results obtained in a jet-stirred reactor (JSR) at atmospheric pressure and variable equivalence ratio (??=0.75:1.0:1.5) for the oxidation of methane-ethane mixtures representative of natural gas. The ignition delays of methane-oxygen-argon and methane-ethane-oxygen were modeled. Sensitivity analyses and reaction path analyses, based on species rates of reaction, were used to interpret the results, especially the effect of higher alkanes on the oxidation of natural gas. ?? 2004 The Combustion Institute. Published by Elsevier Inc. All rights reserved.","publicationTitle":"Combustion and Flame","volume":"137","issue":"1-2","pages":"109–128","date":"2004","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.combustflame.2004.01.004","ISSN":"00102180","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0010-2180","tags":[{"tag":"Combustion"},{"tag":"Kinetics"},{"tag":"Modeling"},{"tag":"Natural gas"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:19Z","dateModified":"2021-09-21T03:42:19Z"}}


key: B7LPV8LI
data:
  {"key":"B7LPV8LI","version":524,"data":{"key":"B7LPV8LI","version":524,"itemType":"journalArticle","title":"Methane/ \\textlessi\\textgreatern\\textless/i\\textgreater -Butane Ignition Delay Measurements at High Pressure and Detailed Chemical Kinetic Simulations","creators":[{"creatorType":"author","firstName":"D.","lastName":"Healy"},{"creatorType":"author","firstName":"M. M.","lastName":"Kopp"},{"creatorType":"author","firstName":"N. L.","lastName":"Polley"},{"creatorType":"author","firstName":"E. L.","lastName":"Petersen"},{"creatorType":"author","firstName":"G.","lastName":"Bourque"},{"creatorType":"author","firstName":"H. J.","lastName":"Curran"}],"abstractNote":"Autoignition delay time measurements were recorded for blends of CH4/n-C4H10 in “air” at pressures of approximately 10, 16, 20, 25, and 30 atm from fuel-lean to fuel-rich conditions at two different fuel compositions, 90% CH4/10% n-C4H10 and 70% CH4/30% n-C4H10, and temperatures from 660 to 1330 K in both a rapid compression machine and a shock-tube facility. A detailed chemical kinetic model consisting of 1328 reactions involving 230 species was validated using the ignition delay data from this study. This mechanism has already been used to simulate previously published ignition delay times over a wide range of conditions. It was found that the model quantitatively reproduces the ignition delays from both rapid compression and reflected shock waves, accurately capturing reactivity as a function of the temperature, pressure, equivalence ratio, and fuel composition.","publicationTitle":"Energy & Fuels","volume":"24","issue":"3","pages":"1617–1627","date":"2010","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1021/ef901292j","ISSN":"0887-0624","shortTitle":"","url":"http://pubs.acs.org/doi/abs/10.1021/ef901292j","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0887-0624","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:18Z","dateModified":"2021-09-21T03:42:18Z"}}


key: E9DC34YT
data:
  {"key":"E9DC34YT","version":524,"data":{"key":"E9DC34YT","version":524,"itemType":"journalArticle","title":"A distributed parameter model for the spray drying of multicomponent droplets with a crust formation","creators":[{"creatorType":"author","firstName":"Jakub M.","lastName":"Gac"},{"creatorType":"author","firstName":"Leon","lastName":"Gradoń"}],"abstractNote":"The new distributed parameter model is formulated for the purpose of the investigation of spray drying of multi-component solutions. The main feature of this model is the division of a droplet/wet particle into shells and formulating the mass and heat balances for each shell. In opposition to most similar numerical models, this one takes into account the crust formation during the second stage of drying. By means of this model, we investigate the conditions in which the segregation of the components in particle form takes place. We take into account the initial concentrations of the components in solution, its solubility and diffusion coefficients as model parameters for consideration of the different particle structures. © 2012 The Society of Powder Technology Japan. Published by Elsevier B.V. and The Society of Powder.","publicationTitle":"Advanced Powder Technology","volume":"24","issue":"1","pages":"324–330","date":"2013","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.apt.2012.08.004","ISSN":"09218831","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 09218831","tags":[{"tag":"Distributed parameter model"},{"tag":"Drug delivery systems"},{"tag":"Heat and mass transfer"},{"tag":"Numerical modeling"},{"tag":"Spray drying"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:18Z","dateModified":"2021-09-21T03:42:18Z"}}


key: SWLG7RQN
data:
  {"key":"SWLG7RQN","version":524,"data":{"key":"SWLG7RQN","version":524,"itemType":"journalArticle","title":"On the incompressible limit problems for multicomponent reactive flows","creators":[{"creatorType":"author","firstName":"Young-sam","lastName":"Kwon"},{"creatorType":"author","firstName":"Konstantina","lastName":"Trivisa"}],"abstractNote":"","publicationTitle":"","volume":"LXXI","issue":"1","pages":"37–67","date":"2016","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[{"tag":"-s"},{"tag":"Incompressible limits"},{"tag":"and phrases"},{"tag":"compressible and vis-"},{"tag":"cous fluid"},{"tag":"funded by the ministry"},{"tag":"incompressible limits"},{"tag":"korea"},{"tag":"kwon was supported in"},{"tag":"low Mach number"},{"tag":"low mach number"},{"tag":"national research foundation of"},{"tag":"nrf"},{"tag":"of education"},{"tag":"part by the basic"},{"tag":"reactive f"},{"tag":"reactive flows"},{"tag":"reversible reaction"},{"tag":"science and tech-"},{"tag":"science research program through"},{"tag":"the"},{"tag":"the work of y"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:18Z","dateModified":"2021-09-21T03:42:18Z"}}


key: JX4M4F5B
data:
  {"key":"JX4M4F5B","version":524,"data":{"key":"JX4M4F5B","version":524,"itemType":"journalArticle","title":"Experimental study on diesel fuel injection characteristics under cold start conditions with single and split injection strategies","creators":[{"creatorType":"author","firstName":"Ziman","lastName":"Wang"},{"creatorType":"author","firstName":"Haichun","lastName":"Ding"},{"creatorType":"author","firstName":"Miroslaw L.","lastName":"Wyszynski"},{"creatorType":"author","firstName":"Jianyi","lastName":"Tian"},{"creatorType":"author","firstName":"Hongming","lastName":"Xu"}],"abstractNote":"Studies on fuel flow characteristics under both room temperature (25 °C) and low temperature (-18 °C) were carried out under a wide range of injection pressures and back pressures using a long tube real-time fuel flow rate measuring instrument. Both single and split injection strategies were employed. Several modified correlations were proposed to analyze fuel injection characteristics. It was found that low fuel temperature caused longer injection delay, shorter injection duration, lower mass flow rate and less injected fuel mass. The injector discharge coefficient was affected more by fuel viscosity changes due to low temperature than by the geometric structure of the injector. Cold start conditions effectively limited the inception of cavitation as seen in the flow rate/pressure dependence and accelerated the transition of flow regime from cavitation to turbulent and laminar flow with the decrease of injection pressure. This contributed to increased chances for the existence of laminar flow and thus to reduction of the discharge coefficient. Besides, low fuel temperature significantly weakened the degree of interaction between individual parts of split injection and split mass flow rate shapes became much less continuous than those under room temperature. These findings are of great importance for engine cold start studies.","publicationTitle":"Fuel Processing Technology","volume":"131","issue":"","pages":"213–222","date":"2015","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuproc.2014.10.003","ISSN":"03783820","shortTitle":"","url":"http://dx.doi.org/10.1016/j.fuproc.2014.10.003","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0378-3820\nPublisher: Elsevier B.V.","tags":[{"tag":"Flow regime"},{"tag":"Fuel injection characteristics"},{"tag":"Low temperature"},{"tag":"Split injection strategy"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:18Z","dateModified":"2021-09-21T03:42:18Z"}}


key: NZ4ZPDRY
data:
  {"key":"NZ4ZPDRY","version":523,"data":{"key":"NZ4ZPDRY","version":523,"itemType":"journalArticle","title":"Numerical modelling of soot formation and oxidation using phenomenological soot modelling approach in a dual-fueled compression ignition engine","creators":[{"creatorType":"author","firstName":"Feiyang","lastName":"Zhao"},{"creatorType":"author","firstName":"Wenming","lastName":"Yang"},{"creatorType":"author","firstName":"Dezhi","lastName":"Zhou"},{"creatorType":"author","firstName":"Wenbin","lastName":"Yu"},{"creatorType":"author","firstName":"Jing","lastName":"Li"},{"creatorType":"author","firstName":"Kun Lin","lastName":"Tay"}],"abstractNote":"","publicationTitle":"Fuel","volume":"188","issue":"","pages":"382–389","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2016.10.054","ISSN":"0016-2361","shortTitle":"","url":"http://dx.doi.org/10.1016/j.fuel.2016.10.054","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd","tags":[{"tag":"soot precursor chemistry"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:18Z","dateModified":"2021-09-21T03:42:18Z"}}


key: GA5D4GFJ
data:
  {"key":"GA5D4GFJ","version":523,"data":{"key":"GA5D4GFJ","version":523,"itemType":"journalArticle","title":"Improvement of diesel combustion with multiple injections at cold condition in a constant volume combustion chamber","creators":[{"creatorType":"author","firstName":"Joonsik","lastName":"Hwang"},{"creatorType":"author","firstName":"Youngsoo","lastName":"Park"},{"creatorType":"author","firstName":"Kihyun","lastName":"Kim"},{"creatorType":"author","firstName":"Jinwoo","lastName":"Lee"},{"creatorType":"author","firstName":"Choongsik","lastName":"Bae"}],"abstractNote":"A series of diesel spray combustion tests was carried out in a constant volume combustion chamber (CVCC) to investigate the effect of multiple injection strategies on cold startability. The experiments were performed under a simulated low temperature cold start condition. In-chamber pressure analysis and high speed flame imaging were conducted to compare the effectiveness of each injection strategy on cold startability. Spray targeting visualization was also performed to examine the wall impingement of injected fuel. The diesel fuel was injected into the CVCC with an injection pressure of 35ï¿½MPa. Multiple injection strategies with different amounts of pilot injection quantities were applied to improve the diesel combustion under simulated cold start ambient condition. The flame imaging and in-chamber pressure results showed that the multiple injection strategy provided better cold startability than the single injection condition. According to the pilot injection quantity, the peak of the flame luminosity and in-chamber pressure were gradually increased with larger pilot injection quantity cases. The peak of the variation rate of the in-chamber pressure with a multiple injection strategy was approximately 2 times higher than that of the single injection case. In terms of spray targeting imaging, the results indicated that the fuel impingement and flow to the piston crevice volume were increased with a larger amount of pilot2 injection. Therefore, the increment of the pilot1 injection quantity rather than the pilot2 injection quantity was suggested not only to improve cold startability, but also to reduce unburned hydrocarbon emissions under a cold start condition in a real engine.","publicationTitle":"Fuel","volume":"197","issue":"","pages":"528–540","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2017.02.049","ISSN":"00162361","shortTitle":"","url":"http://dx.doi.org/10.1016/j.fuel.2017.02.049","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd","tags":[{"tag":"Cold start"},{"tag":"Combustion"},{"tag":"Constant volume combustion chamber (CVCC)"},{"tag":"Diesel engine"},{"tag":"Spray"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:18Z","dateModified":"2021-09-21T03:42:18Z"}}


key: QKDPTEL5
data:
  {"key":"QKDPTEL5","version":523,"data":{"key":"QKDPTEL5","version":523,"itemType":"journalArticle","title":"SAE TECHNICAL PAPER SERIES Ultrafast X-ray Phase-Enhanced Microimaging for Visualizing Fuel Injection Process Ultrafast X-ray Phase-Enhanced Microimaging for Visualizing Fuel Injection Process","creators":[{"creatorType":"author","firstName":"K","lastName":"Fezzaa"},{"creatorType":"author","firstName":"W","lastName":"Lee"},{"creatorType":"author","firstName":"S","lastName":"Cheong"},{"creatorType":"author","firstName":"J","lastName":"Wan"},{"creatorType":"author","firstName":"C","lastName":"Powell"},{"creatorType":"author","firstName":"M","lastName":"Lai"},{"creatorType":"author","firstName":"Kamel","lastName":"Fezzaa"},{"creatorType":"author","firstName":"Wah-keat","lastName":"Lee"},{"creatorType":"author","firstName":"Seong-kyun","lastName":"Cheong"},{"creatorType":"author","firstName":"Christopher F","lastName":"Powell"},{"creatorType":"author","firstName":"Jin","lastName":"Wang"},{"creatorType":"author","firstName":"Ming Chia","lastName":"Lai"}],"abstractNote":"","publicationTitle":"","volume":"","issue":"","pages":"0–4","date":"2005","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:18Z","dateModified":"2021-09-21T03:42:18Z"}}


key: ULFFBQYW
data:
  {"key":"ULFFBQYW","version":523,"data":{"key":"ULFFBQYW","version":523,"itemType":"conferencePaper","title":"CYCLIC COMBUSTION VARIATIONS IN DUAL FUEL PARTIALLY PREMIXED PILOT-IGNITED NATURAL GAS ENGINES","creators":[{"creatorType":"author","firstName":"K. K.","lastName":"Srinivasan"},{"creatorType":"author","firstName":"S. R.","lastName":"Krishnan"},{"creatorType":"author","firstName":"Y","lastName":"Qi"}],"abstractNote":"","date":"2012","proceedingsTitle":"","conferenceName":"","place":"Torino, Italy","publisher":"ASME","volume":"","pages":"1–12","series":"","language":"","DOI":"","ISBN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:18Z","dateModified":"2021-09-21T03:42:18Z"}}


key: 3Y29C7ZA
data:
  {"key":"3Y29C7ZA","version":523,"data":{"key":"3Y29C7ZA","version":523,"itemType":"journalArticle","title":"Study of the spray characteristics of a diesel surrogate for diesel engines under sub / supercritical states injected into atmospheric environment","creators":[{"creatorType":"author","firstName":"Fushui","lastName":"Liu"},{"creatorType":"author","firstName":"Yongli","lastName":"Gao"},{"creatorType":"author","firstName":"Zheng","lastName":"Zhang"},{"creatorType":"author","firstName":"Xu","lastName":"He"},{"creatorType":"author","firstName":"Han","lastName":"Wu"},{"creatorType":"author","firstName":"Cheng","lastName":"Zhang"},{"creatorType":"author","firstName":"Fanming","lastName":"Zeng"}],"abstractNote":"","publicationTitle":"","volume":"230","issue":"May","pages":"308–318","date":"2018","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2018.05.050","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:18Z","dateModified":"2021-09-21T03:42:18Z"}}


key: CHBWJPWC
data:
  {"key":"CHBWJPWC","version":523,"data":{"key":"CHBWJPWC","version":523,"itemType":"journalArticle","title":"Effects of radiation and compression on propagating spherical flames of methane / air mixtures near the lean flammability limit","creators":[{"creatorType":"author","firstName":"Zheng","lastName":"Chen"}],"abstractNote":"","publicationTitle":"Combustion and Flame","volume":"157","issue":"12","pages":"2267–2276","date":"2010","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.combustflame.2010.07.010","ISSN":"0010-2180","shortTitle":"","url":"http://dx.doi.org/10.1016/j.combustflame.2010.07.010","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: The Combustion Institute.","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:17Z","dateModified":"2021-09-21T03:42:17Z"}}


key: A3RFDYVU
data:
  {"key":"A3RFDYVU","version":523,"data":{"key":"A3RFDYVU","version":523,"itemType":"journalArticle","title":"Comprehensive H 2/O 2 kinetic model for high-pressure combustion","creators":[{"creatorType":"author","firstName":"Michael P.","lastName":"Burke"},{"creatorType":"author","firstName":"Marcos","lastName":"Chaos"},{"creatorType":"author","firstName":"Yiguang","lastName":"Ju"},{"creatorType":"author","firstName":"Frederick L.","lastName":"Dryer"},{"creatorType":"author","firstName":"Stephen J.","lastName":"Klippenstein"}],"abstractNote":"An updated H 2/O 2 kinetic model based on that of Li et al. (Int J Chem Kinet 36, 2004, 566-575) is presented and tested against a wide range of combustion targets. The primary motivations of the model revision are to incorporate recent improvements in rate constant treatment and resolve discrepancies between experimental data and predictions using recently published kinetic models in dilute, high-pressure flames. Attempts are made to identify major remaining sources of uncertainties, in both the reaction rate parameters and the assumptions of the kinetic model, affecting predictions of relevant combustion behavior. With regard to model parameters, present uncertainties in the temperature and pressure dependence of rate constants for HO 2 formation and consumption reactions are demonstrated to substantially affect predictive capabilities at high-pressure, low-temperature conditions. With regard to model assumptions, calculations are performed to investigate several reactions/processes that have not received much attention previously. Results from ab initio calculations and modeling studies imply that inclusion of H + HO 2 = H 2O + O in the kinetic model might be warranted, though further studies are necessary to ascertain its role in combustion modeling. In addition, it appears that characterization of nonlinear bath-gas mixture rule behavior for H + O 2(+ M) = HO 2(+ M) in multicomponent bath gases might be necessary to predict high-pressure flame speeds within ∼15%. The updated model is tested against all of the previous validation targets considered by Li et al. as well as new targets from a number of recent studies. Special attention is devoted to establishing a context for evaluating model performance against experimental data by careful consideration of uncertainties in measurements, initial conditions, and physical model assumptions. For example, ignition delay times in shock tubes are shown to be sensitive to potential impurity effects, which have been suggested to accelerate early radical pool growth in shock tube speciation studies. In addition, speciation predictions in burner-stabilized flames are found to be more sensitive to uncertainties in experimental boundary conditions than to uncertainties in kinetics and transport. Predictions using the present model adequately reproduce previous validation targets and show substantially improved agreement against recent high-pressure flame speed and shock tube speciation measurements. Comparisons of predictions of several other kinetic models with the experimental data for nearly the entire validation set used here are also provided in the Supporting Information. Copyright © 2011 Wiley Periodicals, Inc.","publicationTitle":"International Journal of Chemical Kinetics","volume":"44","issue":"7","pages":"444–474","date":"2012","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1002/kin.20603","ISSN":"05388066","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:17Z","dateModified":"2021-09-21T03:42:17Z"}}


key: ZZWYCR4F
data:
  {"key":"ZZWYCR4F","version":523,"data":{"key":"ZZWYCR4F","version":523,"itemType":"journalArticle","title":"Fluid - Structure Simulations with OpenFOAM for Aircraft Designs","creators":[{"creatorType":"author","firstName":"Thomas","lastName":"Ponweiser"},{"creatorType":"author","firstName":"Peter","lastName":"Stadelmeyer"},{"creatorType":"author","firstName":"Tomáš","lastName":"Karásek"}],"abstractNote":"","publicationTitle":"","volume":"","issue":"","pages":"1–15","date":"","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:17Z","dateModified":"2021-09-21T03:42:17Z"}}


key: NZK4MYWR
data:
  {"key":"NZK4MYWR","version":523,"data":{"key":"NZK4MYWR","version":523,"itemType":"journalArticle","title":"Novel perspectives on the dynamics of premixed flames","creators":[{"creatorType":"author","firstName":"Ralf S","lastName":"Blumenthal"},{"creatorType":"author","firstName":"Priya","lastName":"Subramanian"},{"creatorType":"author","firstName":"R I","lastName":"Sujith"},{"creatorType":"author","firstName":"Wolfgang","lastName":"Polifke"}],"abstractNote":"","publicationTitle":"Combustion and Flame","volume":"160","issue":"7","pages":"1215–1224","date":"2013","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.combustflame.2013.02.005","ISSN":"0010-2180","shortTitle":"","url":"http://dx.doi.org/10.1016/j.combustflame.2013.02.005","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: The Combustion Institute.","tags":[{"tag":"Cutoff behavior"},{"tag":"Excess gain"},{"tag":"Flame transfer function"},{"tag":"Impulse response"},{"tag":"Linearized G-equation"},{"tag":"Premixed flame"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:17Z","dateModified":"2021-09-21T03:42:17Z"}}


key: HNZAHU4P
data:
  {"key":"HNZAHU4P","version":523,"data":{"key":"HNZAHU4P","version":523,"itemType":"journalArticle","title":"RESEARCH ARTICLE High-Order Algorithms for Compressible Reacting Flow with Complex Chemistry","creators":[{"creatorType":"author","firstName":"J. B. Bella","lastName":"M. Emmetta, W. Zhanga"}],"abstractNote":"","publicationTitle":"Combustion Theory and Modelling","volume":"","issue":"","pages":"","date":"2014","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1080/1364783YYxxxxxxxx","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"_eprint: arXiv:1309.7327v2","tags":[{"tag":"dns"},{"tag":"finite difference"},{"tag":"flame"},{"tag":"high-order methods"},{"tag":"spectral deferred corrections"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:17Z","dateModified":"2021-09-21T03:42:17Z"}}


key: AHC5RPUV
data:
  {"key":"AHC5RPUV","version":522,"data":{"key":"AHC5RPUV","version":522,"itemType":"journalArticle","title":"Emission characteristics of high speed, dual fuel, compression ignition engine operating in a wide range of natural gas/diesel fuel proportions","creators":[{"creatorType":"author","firstName":"R. G.","lastName":"Papagiannakis"},{"creatorType":"author","firstName":"C. D.","lastName":"Rakopoulos"},{"creatorType":"author","firstName":"D. T.","lastName":"Hountalas"},{"creatorType":"author","firstName":"D. C.","lastName":"Rakopoulos"}],"abstractNote":"In the effort to reduce pollutant emissions from diesel engines various solutions have been proposed, one of which is the use of natural gas as supplement to liquid diesel fuel, with these engines referred to as fumigated, dual fuel, compression ignition engines. One of the main purposes of using natural gas in dual fuel (liquid and gaseous one) combustion systems is to reduce particulate emissions and nitrogen oxides. Natural gas is a clean burning fuel; it possesses a relatively high auto-ignition temperature, which is a serious advantage over other gaseous fuels since then the compression ratio of most conventional direct injection (DI) diesel engines can be maintained high. In the present work, an experimental investigation has been conducted to examine the effects of the total air-fuel ratio on the efficiency and pollutant emissions of a high speed, compression ignition engine located at the authors' laboratory, where liquid diesel fuel is partially substituted by natural gas in various proportions, with the natural gas fumigated into the intake air. The experimental results disclose the effect of these parameters on brake thermal efficiency, exhaust gas temperature, nitric oxide, carbon monoxide, unburned hydrocarbons and soot emissions, with the beneficial effect of the presence of natural gas being revealed. Given that the experimental measurements cover a wide range of liquid diesel supplementary ratios without any appearance of knocking phenomena, the belief is strengthened that the findings of the present work can be very valuable if opted to apply this technology on existing DI diesel engines. © 2009 Elsevier Ltd. All rights reserved.","publicationTitle":"Fuel","volume":"89","issue":"7","pages":"1397–1406","date":"2010","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2009.11.001","ISSN":"00162361","shortTitle":"","url":"http://dx.doi.org/10.1016/j.fuel.2009.11.001","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0016-2361\nPublisher: Elsevier Ltd","tags":[{"tag":"Compression ignition engine"},{"tag":"Diesel fuel"},{"tag":"Dual fuel"},{"tag":"Emissions"},{"tag":"Natural gas"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:17Z","dateModified":"2021-09-21T03:42:17Z"}}


key: Q7XEXK8J
data:
  {"key":"Q7XEXK8J","version":522,"data":{"key":"Q7XEXK8J","version":522,"itemType":"journalArticle","title":"Development and Validation of a Reduced Reaction Mechanism for Biodiesel-Fueled Engine S imulations","creators":[{"creatorType":"author","firstName":"Jessica L","lastName":"Brakora"},{"creatorType":"author","firstName":"Youngchul","lastName":"Ra"},{"creatorType":"author","firstName":"Rolf D","lastName":"Reitz"}],"abstractNote":"","publicationTitle":"","volume":"1","issue":"1","pages":"675–702","date":"2016","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:17Z","dateModified":"2021-09-21T03:42:17Z"}}


key: 3ZAHIXZP
data:
  {"key":"3ZAHIXZP","version":522,"data":{"key":"3ZAHIXZP","version":522,"itemType":"journalArticle","title":"A Continuous Multicomponent Fuel Flame Propagation and Chemical Kinetics Model","creators":[{"creatorType":"author","firstName":"Shiyou","lastName":"Yang"},{"creatorType":"author","firstName":"Rolf D.","lastName":"Reitz"}],"abstractNote":"","publicationTitle":"Journal of Engineering for Gas Turbines and Power","volume":"132","issue":"7","pages":"072802","date":"2010","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1115/1.4000267","ISSN":"07424795","shortTitle":"","url":"http://gasturbinespower.asmedigitalcollection.asme.org/article.aspx?articleid=1428528","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 9780791843406","tags":[{"tag":"continuous multicomponent fuel model"},{"tag":"de-"},{"tag":"flame propagation"},{"tag":"g-equation"},{"tag":"tailed chemical kinetics"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:17Z","dateModified":"2021-09-21T03:42:17Z"}}


key: J9XVVQQT
data:
  {"key":"J9XVVQQT","version":522,"data":{"key":"J9XVVQQT","version":522,"itemType":"journalArticle","title":"A New Method to Detect Knocking Zones","creators":[{"creatorType":"author","firstName":"Alexander","lastName":"Hettinger"},{"creatorType":"author","firstName":"André","lastName":"Kulzer"}],"abstractNote":"","publicationTitle":"SAE International Journal of Engines","volume":"2","issue":"1","pages":"645–665","date":"2009","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2009-01-0698","ISSN":"19463936","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 2009010698","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:17Z","dateModified":"2021-09-21T03:42:17Z"}}


key: 27JLITBI
data:
  {"key":"27JLITBI","version":522,"data":{"key":"27JLITBI","version":522,"itemType":"journalArticle","title":"Evidence supporting a simplified approach to modeling high-temperature combustion chemistry","creators":[{"creatorType":"author","firstName":"R.","lastName":"Xu"},{"creatorType":"author","firstName":"H.","lastName":"Wang"},{"creatorType":"author","firstName":"D. F.","lastName":"Davidson"},{"creatorType":"author","firstName":"R. K.","lastName":"Hanson"},{"creatorType":"author","firstName":"C. T.","lastName":"Bowman"},{"creatorType":"author","firstName":"F. N.","lastName":"Egolfopoulos"}],"abstractNote":"","publicationTitle":"10th U.S. National Combustion Meeting","volume":"","issue":"","pages":"1–6","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[{"tag":"hychem"},{"tag":"multicomponent real fuel"},{"tag":"oxidation"},{"tag":"pyrolysis"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:17Z","dateModified":"2021-09-21T03:42:17Z"}}


key: HYQA798S
data:
  {"key":"HYQA798S","version":522,"data":{"key":"HYQA798S","version":522,"itemType":"journalArticle","title":"Gaseous Fuel Injection Modeling Using a Gaseous Sphere Injection Methodology","creators":[{"creatorType":"author","firstName":"Randy P.","lastName":"Hessel"},{"creatorType":"author","firstName":"Neerav","lastName":"Abani"},{"creatorType":"author","firstName":"Salvador M.","lastName":"Aceves"},{"creatorType":"author","firstName":"Daniel L.","lastName":"Flowers"}],"abstractNote":"The growing interest in gaseous fuels (hydrogen and natural gas) for internal combustion engines calls for the development of computer models for simulation of gaseous fuel injection, air entrainment and the ensuing combustion. This paper introduces a new method for modeling the injection and air entrainment processes for gaseous fuels. The model uses a gaseous sphere injection methodology, similar to liquid droplet injection techniques used for liquid fuel injection. In this paper, the model concept is introduced and model results are compared with correctly- and under-expanded experimental data.","publicationTitle":"International Multidimensional Engine Modeling User's Group Meeting","volume":"","issue":"724","pages":"","date":"2006","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2006-01-3265","ISSN":"","shortTitle":"","url":"http://www.sae.org/technical/papers/2006-01-3265","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:17Z","dateModified":"2021-09-21T03:42:17Z"}}


key: JCLGFCRN
data:
  {"key":"JCLGFCRN","version":522,"data":{"key":"JCLGFCRN","version":522,"itemType":"journalArticle","title":"Multi-component vapor-liquid equilibrium model for LES of high-pressure fuel injection and application to ECN Spray A","creators":[{"creatorType":"author","firstName":"Jan","lastName":"Matheis"},{"creatorType":"author","firstName":"Stefan","lastName":"Hickel"}],"abstractNote":"We present and evaluate a two-phase model for Eulerian large-eddy simulations (LES) of liquid-fuel injection and mixing at high pressure. The model is based on cubic equations of state and vapor-liquid equilibrium calculations and can represent the coexistence of supercritical states and multi-component subcritical two-phase states via a homogeneous mixture approach. Well-resolved LES results for the Spray A benchmark case of the Engine Combustion Network (ECN) and three additional operating conditions are found to agree very well with available experimental data. We also address well-known numerical challenges of trans- and supercritical fluid mixing and compare a fully conservative formulation to a quasi-conservative formulation of the governing equations. Our results prove physical and numerical consistency of both methods on fine grids and demonstrate the effects of energy conservation errors associated with the quasi-conservative formulation on typical LES grids.","publicationTitle":"International Journal of Multiphase Flow","volume":"99","issue":"","pages":"294–311","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.ijmultiphaseflow.2017.11.001","ISSN":"03019322","shortTitle":"","url":"https://doi.org/10.1016/j.ijmultiphaseflow.2017.11.001","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd\n_eprint: 1609.08533","tags":[{"tag":"Diesel fuel injection"},{"tag":"Engine Combustion Network (ECN) Spray A"},{"tag":"Large Eddy Simulation (LES)"},{"tag":"Supercritical"},{"tag":"Transcritical"},{"tag":"Vapor-liquid equilibrium (VLE)"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:16Z","dateModified":"2021-09-21T03:42:16Z"}}


key: 74L8VHN9
data:
  {"key":"74L8VHN9","version":522,"data":{"key":"74L8VHN9","version":522,"itemType":"journalArticle","title":"Investigation of Ignition Energy with Visualization on a Spark Ignited Engine powered by CNG","creators":[{"creatorType":"author","firstName":"Nick","lastName":"Polcyn"},{"creatorType":"author","firstName":"Ming Chia","lastName":"Lai"},{"creatorType":"author","firstName":"Po-i","lastName":"Lee"}],"abstractNote":"The need for using alternative fuel sources continues to grow as industry looks towards enhancing energy security and lowering emissions levels. In order to capture the potential of these megatrends, this study focuses on the relationship between ignition energy, thermal efficiency, and combustion stability of a 0.5 L single cylinder engine powered by compressed natural gas (CNG) at steady state operation. The goal of the experiment was to increase ignition energy at fixed lambda values to look for gains in thermal efficiency. Secondly, a lambda sweep was performed with criteria of maintaining a 4% COVIMEP by increasing the ignition energy until an appropriate threshold for stable combustion was found. The engine performance was measured with a combustion analysis system (CAS), to understand the effects of thermal efficiency and combustion stability (COVIMEP). Emissions of the engine were measured with an FTIR. The engine was instrumented with visualization equipment to capture real-time combustion images. The results show that increasing the ignition energy will increase the thermal efficiency of combustion by roughly 2-3%. In areas of lean combustion, the ignition energy level plays a pronounced role in the COVIMEP of the engine. At λ = 1.25, drastic improvement of COVIMEP was realized based on increasing the energy level. Additionally, the reduction of NOx, CO, and THC emissions is possible as they also are sensitive to the amount of ignition energy.","publicationTitle":"","volume":"","issue":"","pages":"","date":"2014","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2014-01-1331.Copyright","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:16Z","dateModified":"2021-09-21T03:42:16Z"}}


key: 3AH37I8L
data:
  {"key":"3AH37I8L","version":522,"data":{"key":"3AH37I8L","version":522,"itemType":"journalArticle","title":"THE EFFECT OF TURBULENCE ON THE FLAME VELOCITY IN GAS MIXTURES","creators":[{"creatorType":"author","firstName":"Gerhard","lastName":"Damkohler"}],"abstractNote":"NACA translation of 1947 from original including figures","publicationTitle":"Zei tschrift fur 'Elektrochemie und angev18ndte pr..ysika1ische Chemie.","volume":"46","issue":"November","pages":"","date":"1940","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1097/00152192-198911000-00004","ISSN":"1071-5754","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:16Z","dateModified":"2021-09-21T03:42:16Z"}}


key: QMR9DNEC
data:
  {"key":"QMR9DNEC","version":522,"data":{"key":"QMR9DNEC","version":522,"itemType":"journalArticle","title":"Strain Induced Slowdown of Front Propagation in Random Shear Flow via Analysis of G-equations","creators":[{"creatorType":"author","firstName":"Hongwei","lastName":"Gao"}],"abstractNote":"It is proved that for the 2-dimensional case with random shear flow of the G-equation model with strain term, the strain term reduces the front propagation. Also an improvement of the main result by Armstrong-Souganidis is provided.","publicationTitle":"","volume":"","issue":"","pages":"1–16","date":"2015","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1090/proc/12930","ISSN":"10886826","shortTitle":"","url":"http://arxiv.org/abs/1509.0530","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"_eprint: 1509.0530","tags":[{"tag":"and phrases"},{"tag":"hamilton-jacobi equation"},{"tag":"level-set convex"},{"tag":"partially supported by dms-1151919"},{"tag":"random shear flow"},{"tag":"stochastic homogeniza-"},{"tag":"strain"},{"tag":"the g-equation"},{"tag":"tion"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:16Z","dateModified":"2021-09-21T03:42:16Z"}}


key: L3BWXZGF
data:
  {"key":"L3BWXZGF","version":521,"data":{"key":"L3BWXZGF","version":521,"itemType":"journalArticle","title":"Development of an optimized chemical kinetic mechanism for homogeneous charge compression ignition combustion of a fuel blend of \\textlessi\\textgreatern\\textless/i\\textgreater-heptane and natural gas using a genetic algorithm","creators":[{"creatorType":"author","firstName":"A","lastName":"Rahimi"},{"creatorType":"author","firstName":"E","lastName":"Fatehifar"},{"creatorType":"author","firstName":"R Khoshbakhti","lastName":"Saray"}],"abstractNote":"Homogeneous charge compression ignition (HCCI) is a promising technique for advanced low-temperature combustion strategies that offers a high fuel conversion efficiency and low nitrogen oxide and soot emissions. One of the major problems associated with HCCI combustion engine application is the lack of direct control for combustion timing. A proposed solution for combustion timing control is to use a binary fuel blend in which two fuels with different autoignition characteristics are blended at various ratios on a cycle-by-cycle basis. Because dual-fuel diesel-natural-gas engines have already been used, a fuel blend of n-heptane (diesel-like fuel) and natural gas (mostly methane) is one of the best available options. The objective of this study is to optimize the chemical kinetic mechanisms available for n-heptane and natural gas to be used in a binary-fuel blend scenario. Using the genetic algorithm method, a combined mechanism was optimized and modelling results were verified against experimental results. The agreement between experimental and modelling results was found to be acceptable within the examined conditions. As a result, an optimized chemical kinetic mechanism for an n-heptane-natural-gas blend is presented.","publicationTitle":"Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering","volume":"224","issue":"","pages":"1141–1159","date":"2010","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1243/09544070JAUTO1343","ISSN":"0954-4070","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0954-4070","tags":[{"tag":"chanism"},{"tag":"chemical kinetic me-"},{"tag":"combustion"},{"tag":"genetic algorithm"},{"tag":"homogeneous charge compression ignition"},{"tag":"multi-zone combustion model"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:16Z","dateModified":"2021-09-21T03:42:16Z"}}


key: M9XXYV4X
data:
  {"key":"M9XXYV4X","version":521,"data":{"key":"M9XXYV4X","version":521,"itemType":"journalArticle","title":"Microscopic imaging of the initial stage of diesel spray formation","creators":[{"creatorType":"author","firstName":"Cyril","lastName":"Crua"},{"creatorType":"author","firstName":"Morgan R.","lastName":"Heikal"},{"creatorType":"author","firstName":"Martin R.","lastName":"Gold"}],"abstractNote":"Detailed measurements of near-nozzle spray formation are essential to better understand and predict the physical processes involved in diesel fuel atomisation. We used long-range microscopy to investigate the primary atomisation of diesel, biodiesel and kerosene fuels in the near-nozzle region, both at atmospheric and realistic engine conditions. High spatial and temporal resolutions allowed a detailed observation of the very emergence of fuel from the nozzle orifice. The fluid that first exited the nozzle resembled mushroom-like structures, as occasionally reported by other researchers for atmospheric conditions, with evidence of interfacial shearing instabilities and stagnation points. We captured the dynamics of this phenomenon using an ultra-fast framing camera with frame rates up to 5 million images per second, and identified these structures as residual fluid trapped in the orifice between injections. The residual fluid has an internal vortex ring motion which results in a slipstream effect that can propel a microscopic ligament of liquid fuel ahead. We showed that this mechanism is not limited to laboratory setups, and that it occurs for diesel fuels injected at engine-like conditions with production injectors. Our findings confirm that fuel can remain trapped in the injector holes after the end of injection. Although we could not measure the hydrocarbon content of the trapped vapourised fluid, we observed that its density was lower than that of the liquid fuel, but higher than that of the in-cylinder gas. We conclude that high-fidelity numerical models should not assume in their initial conditions that the sac and orifices of fuel injectors are filled with in-cylinder gas. Instead, our observations suggest that the nozzle holes should be considered partially filled with a dense fluid.","publicationTitle":"Fuel","volume":"157","issue":"","pages":"140–150","date":"2015","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2015.04.041","ISSN":"00162361","shortTitle":"","url":"http://dx.doi.org/10.1016/j.fuel.2015.04.041","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0016-2361\nPublisher: Elsevier Ltd","tags":[{"tag":"Diesel sprays"},{"tag":"Microscopy"},{"tag":"Ultra-fast framing video"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:16Z","dateModified":"2021-09-21T03:42:16Z"}}


key: 86NQKWM6
data:
  {"key":"86NQKWM6","version":521,"data":{"key":"86NQKWM6","version":521,"itemType":"journalArticle","title":"Spreading of Initially Spherical Viscous","creators":[{"creatorType":"author","firstName":"James C","lastName":"Hermanson"},{"creatorType":"author","firstName":"Thesis","lastName":"Advisor"},{"creatorType":"author","firstName":"Andreas N","lastName":"Alexandrou"},{"creatorType":"author","firstName":"Thesis","lastName":"Co-advisor"},{"creatorType":"author","firstName":"David J","lastName":"Olinger"},{"creatorType":"author","firstName":"Committee","lastName":"Member"},{"creatorType":"author","firstName":"Mark W","lastName":"Richman"}],"abstractNote":"","publicationTitle":"","volume":"","issue":"August","pages":"","date":"2000","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:16Z","dateModified":"2021-09-21T03:42:16Z"}}


key: IQ9PE2DE
data:
  {"key":"IQ9PE2DE","version":521,"data":{"key":"IQ9PE2DE","version":521,"itemType":"journalArticle","title":"International Journal of Heat and Mass Transfer A heat transfer model for condensation accounting for non-equilibrium effects","creators":[{"creatorType":"author","firstName":"Jiange","lastName":"Xiao"},{"creatorType":"author","firstName":"Pega","lastName":"Hrnjak"}],"abstractNote":"","publicationTitle":"International Journal of Heat and Mass Transfer","volume":"111","issue":"","pages":"201–210","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.ijheatmasstransfer.2017.03.019","ISSN":"0017-9310","shortTitle":"","url":"http://dx.doi.org/10.1016/j.ijheatmasstransfer.2017.03.019","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd","tags":[{"tag":"in-tube condensation"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:16Z","dateModified":"2021-09-21T03:42:16Z"}}


key: PYCFKYMP
data:
  {"key":"PYCFKYMP","version":521,"data":{"key":"PYCFKYMP","version":521,"itemType":"journalArticle","title":"A dynamic adaptive chemistry scheme for reactive flow computations","creators":[{"creatorType":"author","firstName":"Long","lastName":"Liang"},{"creatorType":"author","firstName":"John G","lastName":"Stevens"},{"creatorType":"author","firstName":"John T","lastName":"Farrell"}],"abstractNote":"","publicationTitle":"Proceedings of the Combustion Institute","volume":"32","issue":"1","pages":"527–534","date":"2009","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.proci.2008.05.073","ISSN":"1540-7489","shortTitle":"","url":"http://dx.doi.org/10.1016/j.proci.2008.05.073","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: The Combustion Institute","tags":[{"tag":"adaptive chemistry"},{"tag":"detailed chemistry"},{"tag":"directed relation graph"},{"tag":"mechanism reduction"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:16Z","dateModified":"2021-09-21T03:42:16Z"}}


key: 9G8VWV7G
data:
  {"key":"9G8VWV7G","version":521,"data":{"key":"9G8VWV7G","version":521,"itemType":"journalArticle","title":"Reduced HyChem Models for Jet Fuel Combustion","creators":[{"creatorType":"author","firstName":"Yang","lastName":"Gao"},{"creatorType":"author","firstName":"Tianfeng","lastName":"Lu"}],"abstractNote":"","publicationTitle":"10th U.S. National Combustion Meeting","volume":"","issue":"","pages":"1–10","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[{"tag":"directed relation graph"},{"tag":"hychem"},{"tag":"jet fuel"},{"tag":"model reduction"},{"tag":"quasi steady state"},{"tag":"sensitivity analysis"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:16Z","dateModified":"2021-09-21T03:42:16Z"}}


key: TF8NI83X
data:
  {"key":"TF8NI83X","version":521,"data":{"key":"TF8NI83X","version":521,"itemType":"journalArticle","title":"Experimental investigation on spray-wall impingement characteristics of n-butanol/diesel blended fuels","creators":[{"creatorType":"author","firstName":"Hanzhengnan","lastName":"Yu"},{"creatorType":"author","firstName":"Xingyu","lastName":"Liang"},{"creatorType":"author","firstName":"Gequn","lastName":"Shu"},{"creatorType":"author","firstName":"Yuesen","lastName":"Wang"},{"creatorType":"author","firstName":"Hongsheng","lastName":"Zhang"}],"abstractNote":"n-Butanol is one of the most promising conventional fuel alternatives for diesel engines using advanced combustion modes such as homogeneous charge ignition and premixed charge compression ignition. However, effects associated with the structural design of these engines as well as early injection strategies still result unavoidable spray–wall impingement when using n-butanol/diesel blended fuels, which directly affects the combustion and emission characteristics of the diesel engines. The present work therefore investigated the spray–wall impingement characteristics of n-butanol/diesel blended fuels under various environmental conditions and when applying different injection strategies. The parameters that were varied included fuel temperature, environmental temperature and pressure, impingement distance, blending ratio, and the presence or absence of an oil film. The impingement spray radius (Rw) and height (Hw) were obtained experimentally so as to evaluate the impingement characteristics, and the effects of each parameter on Rwand Hwwere assessed. In addition, based on the momentum transition of the impinged spray, the variations in Rwand Hwwere attributed to four factors: the mass and momentum of the impinged spray; the spreading or splashing resistance of the spray, and the strength of air entrainment. The relative effects of each of these factors on Rwand Hwwere examined, and results showed that the spray impingement momentum had the greatest effect on Rw, followed by air entrainment, while the impact of the fuel viscosity and surface tension (or spreading resistance) were limited. However, the effects of spray impingement momentum and air entrainment on Hwwere less pronounced, while the viscosity and surface tension had a greater impact.","publicationTitle":"Fuel","volume":"182","issue":"","pages":"248–258","date":"2016","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2016.05.115","ISSN":"00162361","shortTitle":"","url":"http://dx.doi.org/10.1016/j.fuel.2016.05.115","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd","tags":[{"tag":"Diesel"},{"tag":"Early injection"},{"tag":"Oil film"},{"tag":"Spray–wall impingement"},{"tag":"n-Butanol"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:16Z","dateModified":"2021-09-21T03:42:16Z"}}


key: JJK56W3E
data:
  {"key":"JJK56W3E","version":521,"data":{"key":"JJK56W3E","version":521,"itemType":"journalArticle","title":"Effect of fuel injection pressure and injection timing on spray characteristics and particulate size-number distribution in a biodiesel fuelled common rail direct injection diesel engine","creators":[{"creatorType":"author","firstName":"Avinash Kumar","lastName":"Agarwal"},{"creatorType":"author","firstName":"Atul","lastName":"Dhar"},{"creatorType":"author","firstName":"Jai Gopal","lastName":"Gupta"},{"creatorType":"author","firstName":"Woong Il","lastName":"Kim"},{"creatorType":"author","firstName":"Chang Sik","lastName":"Lee"},{"creatorType":"author","firstName":"Sungwook","lastName":"Park"}],"abstractNote":"In this paper, effect of varying fuel injection pressures and injection timings on particulate size number distribution and spray characteristics was investigated in a single cylinder, common rail direct injection (CRDI) compression ignition (CI) engine fueled with Karanja biodiesel blends vis-à-vis baseline mineral diesel. The investigation results of spray tip penetration and spray area of biodiesel blends and diesel showed that higher fuel injection pressure result in a longer spray tip penetration and larger spray area than that at lower injection pressures at same elapsed time after the start of injection (SOI). In order to compare the effect of fuel injection parameters, 10, 20 and 50% Karanja biodiesel blends at 1500. rpm engine speed were compared with baseline data from mineral diesel. It was observed that average particulate size increased with retarding the SOI timings. Particulate number concentration was lowest for 10% biodiesel blend, which increased with further increase in biodiesel content in the blended test fuel. Addition of even very small quantity of biodiesel in the test fuel helped in reducing particulate emissions. © 2014 Elsevier Ltd.","publicationTitle":"Applied Energy","volume":"130","issue":"","pages":"212–221","date":"2014","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.apenergy.2014.05.041","ISSN":"03062619","shortTitle":"","url":"http://dx.doi.org/10.1016/j.apenergy.2014.05.041","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0306-2619\nPublisher: Elsevier Ltd","tags":[{"tag":"Fuel injection pressure"},{"tag":"Fuel injection timing"},{"tag":"Karanja biodiesel"},{"tag":"Particulate"},{"tag":"Size number distribution"},{"tag":"Spray characteristics"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:15Z","dateModified":"2021-09-21T03:42:15Z"}}


key: K6F2HSFQ
data:
  {"key":"K6F2HSFQ","version":521,"data":{"key":"K6F2HSFQ","version":521,"itemType":"journalArticle","title":"Laser weld modeling","creators":[{"creatorType":"author","firstName":"Anton","lastName":"Kidess"},{"creatorType":"author","firstName":"Multiscale","lastName":"Physics"}],"abstractNote":"","publicationTitle":"Physics","volume":"","issue":"July","pages":"","date":"2011","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[{"tag":"laser beam welding"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:15Z","dateModified":"2021-09-21T03:42:15Z"}}


key: 3DIK6G3L
data:
  {"key":"3DIK6G3L","version":521,"data":{"key":"3DIK6G3L","version":521,"itemType":"journalArticle","title":"Testing a small detailed chemical-kinetic mechanism for the combustion of hydrogen and carbon monoxide","creators":[{"creatorType":"author","firstName":"Priyank","lastName":"Saxena"},{"creatorType":"author","firstName":"Forman A.","lastName":"Williams"}],"abstractNote":"A relatively small detailed mechanism has been developed for the combustion of various fuels, mainly hydrocarbons, in air or oxygen-inert mixtures. This mechanism has been tested previously for autoignition, premixed-flame burning velocities, and structures and extinction of diffusion flames and of partially premixed flames of many of these fuels. While submechanisms for hydrogen and carbon monoxide are essential components of this mechanism, thorough testing of the predictions of the mechanism for these simpler fuels has not been performed recently. Such testing is reported here and leads to modifications of rate parameters for a few of the most important elementary steps, as well as to deletion of one reaction and addition of another. ?? 2005 The Combustion Institute. Published by Elsevier Inc. All rights reserved.","publicationTitle":"Combustion and Flame","volume":"145","issue":"1-2","pages":"316–323","date":"2006","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.combustflame.2005.10.004","ISSN":"00102180","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0010-2180","tags":[{"tag":"Autoignition"},{"tag":"Carbon monoxide"},{"tag":"Chemical-kinetic mechanisms"},{"tag":"Diffusion-flame extinction"},{"tag":"Hydrogen"},{"tag":"Laminar burning velocities"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:15Z","dateModified":"2021-09-21T03:42:15Z"}}


key: ST8XAQNS
data:
  {"key":"ST8XAQNS","version":520,"data":{"key":"ST8XAQNS","version":520,"itemType":"journalArticle","title":"A consistent, scalable model for Eulerian spray modeling","creators":[{"creatorType":"author","firstName":"A.","lastName":"Pandal"},{"creatorType":"author","firstName":"J. M.","lastName":"Pastor"},{"creatorType":"author","firstName":"J. M.","lastName":"García-Oliver"},{"creatorType":"author","firstName":"E.","lastName":"Baldwin"},{"creatorType":"author","firstName":"D. P.","lastName":"Schmidt"}],"abstractNote":"Despite great practical interest in how sprays emanate from fuel injectors, the near-nozzle region has remained a challenge for spray modelers. Recently, Eulerian models have shown promise in capturing the fast gas-liquid interactions in the near field. However, with the inclusion of compressibility, it can be difficult to maintain consistency between the hydrodynamic and thermodynamic variables. In order to resolve numerical inconsistencies that occur in segregated solutions of Eulerian spray model equations as well as to provide good scalability and stability, a new construction of a σ-Y model is introduced. This construction is built around an IMEX-RK3 algorithm which offers accuracy and efficiency. The new algorithm is compared to an existing implementation for speed and is validated against experimental measurements of spray evolution in order to test the accuracy. The predictions of the new construction are slightly more accurate and, when tested on 256 processors, are 34 times faster.","publicationTitle":"International Journal of Multiphase Flow","volume":"83","issue":"","pages":"162–171","date":"2016","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.ijmultiphaseflow.2016.04.003","ISSN":"03019322","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0301-9322","tags":[{"tag":"CFD"},{"tag":"Diesel spray"},{"tag":"Eulerian"},{"tag":"IMEX-RK3 algorithm"},{"tag":"Near-field"},{"tag":"OpenFOAM®"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:15Z","dateModified":"2021-09-21T03:42:15Z"}}


key: MLCWYDZF
data:
  {"key":"MLCWYDZF","version":520,"data":{"key":"MLCWYDZF","version":520,"itemType":"journalArticle","title":"ScienceDirect A review on the laminar flame speed and ignition delay time of Syngas mixtures","creators":[{"creatorType":"author","firstName":"H C","lastName":"Lee"},{"creatorType":"author","firstName":"L Y","lastName":"Jiang"},{"creatorType":"author","firstName":"A A","lastName":"Mohamad"},{"creatorType":"author","firstName":"A B","lastName":"Tn"}],"abstractNote":"","publicationTitle":"International Journal of Hydrogen Energy","volume":"39","issue":"2","pages":"1105–1121","date":"2013","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.ijhydene.2013.10.068","ISSN":"0360-3199","shortTitle":"","url":"http://dx.doi.org/10.1016/j.ijhydene.2013.10.068","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:15Z","dateModified":"2021-09-21T03:42:15Z"}}


key: A8YTBBGN
data:
  {"key":"A8YTBBGN","version":520,"data":{"key":"A8YTBBGN","version":520,"itemType":"journalArticle","title":"Numerical Simulations of Turbulent Sprays with a Multicomponent Evaporation Model","creators":[{"creatorType":"author","firstName":"Shalabh","lastName":"Srivastava"},{"creatorType":"author","firstName":"Harold","lastName":"Schock"},{"creatorType":"author","firstName":"Farhad","lastName":"Jaberi"}],"abstractNote":"A multicomponent droplet evaporation model which discretizes the one-dimensional mass and temperature profiles inside a droplet with a finite volume method has been developed and implemented into a large-eddy simulation (LES) model for spray simulations. The LES and multicomponent models were used along with the KH-RT secondary droplet breakup model to simulate realistic fuel sprays in a closed vessel. The effect of various spray and ambient gas parameters on the liquid penetration length of different single component and multicomponent fuels was investigated. The numerical results indicate that the spray penetration length decreases non-linearly with increasing gas temperature or pressure and is less sensitive to changes in ambient gas conditions at higher temperatures or pressures. The spray models and LES were found to predict the experimental results for n-hexadecane and two multicomponent surrogate diesel fuels reasonably well. Copyright © 2013 SAE International.","publicationTitle":"SAE Technical Paper Series","volume":"","issue":"2013-01-1603","pages":"","date":"2013","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2013-01-1603","ISSN":"","shortTitle":"","url":"http://www.sae.org/technical/papers/2013-01-1603","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:15Z","dateModified":"2021-09-21T03:42:15Z"}}


key: JEPEYTBL
data:
  {"key":"JEPEYTBL","version":520,"data":{"key":"JEPEYTBL","version":520,"itemType":"journalArticle","title":"Dynamics of the cavity and the surface film for impingements of single drops on liquid films of various thicknesses","creators":[{"creatorType":"author","firstName":"Nils Paul","lastName":"van Hinsberg"},{"creatorType":"author","firstName":"Mete","lastName":"Budakli"},{"creatorType":"author","firstName":"Sebastian","lastName":"G??hler"},{"creatorType":"author","firstName":"Edin","lastName":"Berberovi??"},{"creatorType":"author","firstName":"Ilia V.","lastName":"Roisman"},{"creatorType":"author","firstName":"Tatiana","lastName":"Gambaryan-Roisman"},{"creatorType":"author","firstName":"Cameron","lastName":"Tropea"},{"creatorType":"author","firstName":"Peter","lastName":"Stephan"}],"abstractNote":"This paper presents experimental and numerical investigations of single drop impacts onto liquid films of finite thickness. The dynamics of the drop impingement on liquid surface films, the shape of the cavity, the surface film dynamics and the residual film thickness are investigated and analysed. The shape of the penetrating cavity within the surface film is observed experimentally using a high-speed video system. Additionally, the thickness of the liquid film between the expanding, receding and retracting cavity and the solid wall is monitored in time using an optical sensor based on chromatic confocal imaging. The effects of various influencing parameters, such as the drop impingement velocity, liquid properties (surface tension and viscosity) and the initial liquid film thickness, on the time evolution of the cavity and film dynamics are investigated. Complementary to the experiments direct numerical simulations of the drop impacts and cavity expansion are performed using a volume-of-fluid free-surface capturing model in the framework of the finite volume numerical method. The numerical predictions of the film thickness dynamics agree well with the experiments for most phases of the impingement process. Finally, a scaling analysis of the residual film thickness between the cavity and the solid wall is performed for various impingement parameters. ?? 2010 Elsevier Inc.","publicationTitle":"Journal of Colloid and Interface Science","volume":"350","issue":"1","pages":"336–343","date":"2010","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.jcis.2010.06.015","ISSN":"00219797","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0021-9797\nPMID: 20609447","tags":[{"tag":"Cavity propagation"},{"tag":"Confocal chromatic sensor"},{"tag":"Residual film thickness"},{"tag":"Single drop impingement"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:15Z","dateModified":"2021-09-21T03:42:15Z"}}


key: H6SJEFFD
data:
  {"key":"H6SJEFFD","version":520,"data":{"key":"H6SJEFFD","version":520,"itemType":"journalArticle","title":"Importance of turbulence-chemistry interactions at low temperature engine conditions","creators":[{"creatorType":"author","firstName":"Prithwish","lastName":"Kundu"},{"creatorType":"author","firstName":"Muhsin M.","lastName":"Ameen"},{"creatorType":"author","firstName":"Sibendu","lastName":"Som"}],"abstractNote":"The role of turbulence-chemistry interaction in autoignition and flame stabilization is investigated for spray flames at low temperature combustion (LTC) conditions by performing high-fidelity three-dimensional computational fluid dynamics (CFD) simulations. A recently developed Tabulated Flamelet Model (TFM) is coupled with a large eddy simulation (LES) framework and validated across a range of Engine Combustion Network (ECN) ambient temperature conditions for n-dodecane fuel. High resolution grids with 0.0625 mm minimum cell size and 25 million total cell count are implemented using adaptive mesh refinement over the spray and combustion regions. Simulations with these grids and multiple LES realizations, with a 103 species n-dodecane mechanism show good agreement with experimental data for all the ambient conditions investigated. This modeling approach with the computational cost advantage of tabulated chemistry is then extended towards understanding the auto-ignition and flame stabilization at an ambient temperature of 750 K. These low temperature conditions lead to substantially higher ignition delays and flame liftoff lengths, and significantly leaner combustion compared to conventional high temperature diesel combustion. These conditions also require the simulations to span significantly larger temporal and spatial dimensions thereby increasing the computational cost. The TFM approach is able to capture autoignition and flame liftoff length at the low temperature conditions. Significant differences with respect to mixing, species formation and flame stabilization are observed under low temperature compared to conventional diesel combustion. At higher ambient temperatures, formation of formaldehyde is observed in the rich region (phi \\textgreater 1) followed by the formation of OH in the stoichiometric regions. Under low temperature conditions, formaldehyde is observed to form at leaner regions followed by the onset of OH formation in significantly lean regions of the flame. Qualitative differences between species formation and transient flame development for the high and low temperature conditions are presented. The two stage ignition process is further investigated by studying the species formation in mixture fraction space by solving 1D flamelet equations for different scalar dissipation rates and homogeneous reactor assumption. Results show that scalar dissipation causes these radicals to diffuse within the mixture fraction space. This significantly enhances ignition and plays a dominant role at such low temperature conditions which cannot be captured by the homogeneous reaction assumption based model.","publicationTitle":"Combustion and Flame","volume":"183","issue":"","pages":"283–298","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.combustflame.2017.05.025","ISSN":"15562921","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0010-2180","tags":[{"tag":"ECN spray A"},{"tag":"Flamelets"},{"tag":"LES"},{"tag":"Low temperature combustion"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:14Z","dateModified":"2021-09-21T03:42:14Z"}}


key: KYWTSTI7
data:
  {"key":"KYWTSTI7","version":520,"data":{"key":"KYWTSTI7","version":520,"itemType":"journalArticle","title":"Experimental characterization of closely coupled split isooctane sprays under flash boiling conditions","creators":[{"creatorType":"author","firstName":"Ziman","lastName":"Wang"},{"creatorType":"author","firstName":"Tawfik","lastName":"Badawy"},{"creatorType":"author","firstName":"Bo","lastName":"Wang"},{"creatorType":"author","firstName":"Yizhou","lastName":"Jiang"},{"creatorType":"author","firstName":"Hongming","lastName":"Xu"}],"abstractNote":"The characteristics of isooctane spray in the near field and far field were experimentally studied under various flash boiling conditions representing both low load and high load hot engine operation conditions. Closely coupled split injection strategy was also employed to study the influence of flash boiling on the primary breakup of split injections and the interaction between split injections. It was found that flash boiling considerably boosted the spray atomization, especially during the end of injection stage when a large amount of liquid fuel with low speed was observed. The interaction between split injections in liquid phase was significantly weakened under flash boiling condition due to the enhanced atomization but the interaction in gaseous phase was boosted because of the resultant quicker evaporation. The effect of dwell interval on the spray behavior under flash boiling condition was profound, causing significant variation for the delivered fuel mass and spray characteristics.","publicationTitle":"Applied Energy","volume":"193","issue":"","pages":"199–209","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.apenergy.2017.02.009","ISSN":"03062619","shortTitle":"","url":"http://dx.doi.org/10.1016/j.apenergy.2017.02.009","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[{"tag":"Flash boiling"},{"tag":"Primary breakup"},{"tag":"Split injection"},{"tag":"Spray"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:14Z","dateModified":"2021-09-21T03:42:14Z"}}


key: JIIW8AEQ
data:
  {"key":"JIIW8AEQ","version":520,"data":{"key":"JIIW8AEQ","version":520,"itemType":"journalArticle","title":"Structure and breakup properties of sprays","creators":[{"creatorType":"author","firstName":"G. M.","lastName":"Faeth"},{"creatorType":"author","firstName":"L. P.","lastName":"Hsiang"},{"creatorType":"author","firstName":"P. K.","lastName":"Wu"}],"abstractNote":"Multiphase flow phenomena relevant to spray combustion are reviewed, emphasizing the structure of the near-injector dense-spray region and the properties of secondary and primary breakup. Existing measurements of dense-spray structure are limited to round pressure-atomized sprays in still gases and show that the dispersed flow region is surprisingly dilute, that separated flow effects are significant because the flow is dilute and developing, and that atomization involves primary breakup at the liquid surface followed by secondary breakup, while effects of collisions are small. Available information about secondary breakup emphasizes breakup due to shock wave disturbances at large liquid/gas density ratios and shows that secondary breakup is a dominant feature of dense sprays that must be resolved as a function of time so that secondary breakup can be properly treated as a rate process. Finally, available information about primary breakup has been dominated by effects of disturbances in the injector passage; therefore, while some understanding of turbulent primary breakup has been achieved, more information about aerodynamic primary breakup is needed to address practical spray combustion processes. © 1995, All rights reserved.","publicationTitle":"International Journal of Multiphase Flow","volume":"21","issue":"","pages":"99–127","date":"1995","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/0301-9322(95)00059-7","ISSN":"03019322","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0301-9322","tags":[{"tag":"atomization"},{"tag":"dispersed flow"},{"tag":"injection"},{"tag":"primary breakup"},{"tag":"secondary breakup"},{"tag":"sprays"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:14Z","dateModified":"2021-09-21T03:42:14Z"}}


key: MLUICDEU
data:
  {"key":"MLUICDEU","version":520,"data":{"key":"MLUICDEU","version":520,"itemType":"journalArticle","title":"Pilot injection strategy management of gasoline compression ignition (GCI) combustion in a multi-cylinder diesel engine","creators":[{"creatorType":"author","firstName":"Haifeng","lastName":"Liu"},{"creatorType":"author","firstName":"Bin","lastName":"Mao"},{"creatorType":"author","firstName":"Jialin","lastName":"Liu"},{"creatorType":"author","firstName":"Zunqing","lastName":"Zheng"},{"creatorType":"author","firstName":"Mingfa","lastName":"Yao"}],"abstractNote":"The present study focuses on the experimental investigation on the optimal pilot injection strategy under GCI combustion mode in a multi-cylinder heavy-duty diesel engine. Three experiments were conducted at a high-speed high-load operating point with different operating parameters and emission targets, namely engine-out NOx target, fuel injection pressure, and main injection timing. The engine-out NOx targets were set to 5.0 g/kWh and 1.5 g/kWh, and the gasoline injection pressures were set to 100 MPa and 140 MPa. These high and low values represent different requirements of SCR efficiency and practical capability of fuel supply system when addressing the hypothetical future tailpipe NOx limit of 0.02 g/hp-hr (0.027 g/kWh). The results show that the use of optimized pilot injection always achieves lower pressure rise rate and soot emissions than the single injection baseline. The pilot gasoline fuel with low injection pressure is more ignitable than that with high injection pressures, hence a distinct heat release spike usually occurs for a pilot injection. The optimal pilot mass should be increased for a higher fuel injection pressure because the pilot fuel stratification level decreases. A relatively late pilot timing is preferable for the early main injection timing. For the late main injection timing, however, a relatively early pilot timing with large pilot mass is preferable and brings about a distinct two stage high temperature heat release, which can reduce the fuel consumption and soot emissions simultaneously. The two stage split combustion process obtained by double injection with retard combustion phasing can be considered to be an important way to alleviate the requirement of GCI fuel system.","publicationTitle":"Fuel","volume":"221","issue":"December 2017","pages":"116–127","date":"2018","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2018.01.073","ISSN":"00162361","shortTitle":"","url":"https://doi.org/10.1016/j.fuel.2018.01.073","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier","tags":[{"tag":"Engine-out NOx emission"},{"tag":"Gasoline compression ignition"},{"tag":"Injection pressure"},{"tag":"Pilot injection strategy"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:14Z","dateModified":"2021-09-21T03:42:14Z"}}


key: 9ZRRIB4Z
data:
  {"key":"9ZRRIB4Z","version":520,"data":{"key":"9ZRRIB4Z","version":520,"itemType":"journalArticle","title":"Effect of mesh refinement and model parameters on LES simulation of diesel sprays","creators":[{"creatorType":"author","firstName":"G","lastName":"Hindi"},{"creatorType":"author","firstName":"E E","lastName":"Paladino"},{"creatorType":"author","firstName":"A A M De Oliviera","lastName":"Jr"}],"abstractNote":"","publicationTitle":"International Journal of Heat and Fluid Flow","volume":"71","issue":"October 2017","pages":"246–259","date":"2018","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.ijheatfluidflow.2018.04.001","ISSN":"0142727X","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:14Z","dateModified":"2021-09-21T03:42:14Z"}}


key: BBJJMA7P
data:
  {"key":"BBJJMA7P","version":520,"data":{"key":"BBJJMA7P","version":520,"itemType":"journalArticle","title":"The Engineering Oa M Resource For Advancing Mobility A Discussion of Turbulent Flame Structure in Premixed Charges","creators":[{"creatorType":"author","firstName":"John","lastName":"Abraham"},{"creatorType":"author","firstName":"Forman A","lastName":"Williams"},{"creatorType":"author","firstName":"Frediano V","lastName":"Bracco"}],"abstractNote":"","publicationTitle":"","volume":"","issue":"","pages":"","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:14Z","dateModified":"2021-09-21T03:42:14Z"}}


key: E676YQBF
data:
  {"key":"E676YQBF","version":519,"data":{"key":"E676YQBF","version":519,"itemType":"journalArticle","title":"Modeling of Spray Vaporization and Air-Fuel Mixing in Gasoline Direct-Injection Engines","creators":[{"creatorType":"author","firstName":"Yangbing","lastName":"Zeng"},{"creatorType":"author","firstName":"Chia-fon","lastName":"Lee"}],"abstractNote":"","publicationTitle":"","volume":"2000","issue":"724","pages":"","date":"2000","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2000-01-0537","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:14Z","dateModified":"2021-09-21T03:42:14Z"}}


key: A3FSMWUY
data:
  {"key":"A3FSMWUY","version":519,"data":{"key":"A3FSMWUY","version":519,"itemType":"journalArticle","title":"Development of a Simulation Model for Direct Injection Dual Fuel Diesel-Natural Gas Engines","creators":[{"creatorType":"author","firstName":"D T","lastName":"Hountalas"},{"creatorType":"author","firstName":"R G","lastName":"Papagiannakis"}],"abstractNote":"","publicationTitle":"","volume":"","issue":"724","pages":"","date":"2000","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 5117064720","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:14Z","dateModified":"2021-09-21T03:42:14Z"}}


key: 9R873WF8
data:
  {"key":"9R873WF8","version":519,"data":{"key":"9R873WF8","version":519,"itemType":"journalArticle","title":"A Simple New Analysis of Compressible Turbulent Two-Dimensional Skin Friction Under Arbitrary Conditions","creators":[{"creatorType":"author","firstName":"Fm","lastName":"White"},{"creatorType":"author","firstName":"Gh","lastName":"Christoph"}],"abstractNote":"","publicationTitle":"","volume":"","issue":"","pages":"","date":"1971","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"http://oai.dtic.mil/oai/oai?verb=getRecord{\\&}metadataPrefix=html{\\&}identifier=AD0720267","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:13Z","dateModified":"2021-09-21T03:42:13Z"}}


key: VRGMZIZC
data:
  {"key":"VRGMZIZC","version":519,"data":{"key":"VRGMZIZC","version":519,"itemType":"journalArticle","title":"Using a homogeneous equilibrium model for the study of the inner nozzle flow and cavitation pattern in convergent–divergent nozzles of diesel injectors","creators":[{"creatorType":"author","firstName":"F.J.","lastName":"Salvador"},{"creatorType":"author","firstName":"D.","lastName":"Jaramillo"},{"creatorType":"author","firstName":"J.-V.","lastName":"Romero"},{"creatorType":"author","firstName":"M.-D.","lastName":"Roselló"}],"abstractNote":"","publicationTitle":"Journal of Computational and Applied Mathematics","volume":"","issue":"","pages":"","date":"2016","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.cam.2016.04.010","ISSN":"03770427","shortTitle":"","url":"http://linkinghub.elsevier.com/retrieve/pii/S0377042716301832","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier B.V.","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:13Z","dateModified":"2021-09-21T03:42:13Z"}}


key: CGCTDF5A
data:
  {"key":"CGCTDF5A","version":519,"data":{"key":"CGCTDF5A","version":519,"itemType":"thesis","title":"Droplet Combustion and Gasification Mechanisms of Multicomponent and Reactive Materials Albert","creators":[{"creatorType":"author","firstName":"A.","lastName":"Lee"}],"abstractNote":"","thesisType":"PhD Thesis","university":"","place":"","date":"1990","numPages":"","language":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:13Z","dateModified":"2021-09-21T03:42:13Z"}}


key: 8T3RT383
data:
  {"key":"8T3RT383","version":519,"data":{"key":"8T3RT383","version":519,"itemType":"journalArticle","title":"Development of multi-component diesel surrogate fuel models - Part I: Validation of reduced mechanisms of diesel fuel constituents in 0-D kinetic simulations","creators":[{"creatorType":"author","firstName":"Hiew Mun","lastName":"Poon"},{"creatorType":"author","firstName":"Kar Mun","lastName":"Pang"},{"creatorType":"author","firstName":"Hoon Kiat","lastName":"Ng"},{"creatorType":"author","firstName":"Suyin","lastName":"Gan"},{"creatorType":"author","firstName":"Jesper","lastName":"Schramm"}],"abstractNote":"In the present work, development and validation of reduced chemical kinetic mechanisms for several different hydrocarbons are performed. These hydrocarbons are potential representative for practical diesel fuel constituents. n-Hexadecane (HXN), 2,2,4,4,6,8,8-heptamethylnonane (HMN), cyclohexane (CHX) and toluene are selected to represent straight-alkane, branched-alkane, cyclo-alkane and aromatic compounds in the diesel fuel. A five-stage chemical kinetic mechanism reduction scheme formulated in the previous work is applied to develop the reduced HMN and CHX models based on their respective detailed mechanisms. Alongside with the development of the reduced CHX model, a skeletal toluene sub-mechanism is constructed since the elementary reactions for toluene are subset of the detailed CHX mechanism. The final reduced HMN mechanism comprises 89 species with 319 elementary reactions, while the final reduced CHX mechanism which includes the toluene sub-mechanism consists of 80 species with 287 elementary reactions. Both reduced models are approximately 92% smaller than their respective detailed models in terms of total number of species and elementary reactions. Following that, both the newly developed fuel constituent reduced mechanisms, together with the formerly derived reduced HXN mechanism are comprehensively validated in zero-dimensional chemical kinetic simulations under a wide range of shock tube and jet-stirred reactor (JSR) conditions. Well agreement between the reduced and detailed mechanisms is achieved for ignition delay (ID) and species concentration predictions under both auto-ignition and JSR conditions, with a maximum relative error of 40%. In addition, the reduced models are further validated against the JSR experimental results for each diesel fuel constituents. The surrogate models are able to reasonably reproduce the experimental species concentration profiles in view of their simplified fuel chemistries. Deviations within one order of magnitude in the absolute values are recorded between the computations and measurements. Validation of these reduced models for each diesel fuel constituents in this work serves as a prerequisite for constructing a multi-component diesel surrogate fuel model. The compact yet accurate chemical models proposed here aid to reduce the chemistry size of the final multi-component diesel surrogate model such that it remains computationally efficient when it is incorporated with multi-dimensional CFD simulations. The reduced mechanism of each fuel constituent can also be used individually for other CFD applications.","publicationTitle":"Fuel","volume":"180","issue":"","pages":"433–441","date":"2016","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2016.04.043","ISSN":"00162361","shortTitle":"","url":"http://dx.doi.org/10.1016/j.fuel.2016.04.114","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd","tags":[{"tag":"Aromatics"},{"tag":"Branched-alkanes"},{"tag":"Cyclo-alkanes"},{"tag":"Diesel fuel"},{"tag":"Mechanism reduction"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:13Z","dateModified":"2021-09-21T03:42:13Z"}}


key: TL9H3HYD
data:
  {"key":"TL9H3HYD","version":519,"data":{"key":"TL9H3HYD","version":519,"itemType":"journalArticle","title":"Optical Investigations of the Vaporization Behaviors of Isooctane and an Optical , Non-fluorescing Multicomponent Fuel in a Spark Ignition Direct Injection Engine","creators":[{"creatorType":"author","firstName":"Stephen","lastName":"Busch"},{"creatorType":"author","firstName":"Christian","lastName":"Disch"},{"creatorType":"author","firstName":"Heiko","lastName":"Kubach"},{"creatorType":"author","firstName":"Ulrich","lastName":"Spicher"}],"abstractNote":"","publicationTitle":"Society of Automotive Engineers","volume":"","issue":"","pages":"","date":"2010","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2010-01-2271","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:13Z","dateModified":"2021-09-21T03:42:13Z"}}


key: 4CHUZKD5
data:
  {"key":"4CHUZKD5","version":519,"data":{"key":"4CHUZKD5","version":519,"itemType":"journalArticle","title":"Performance evaluation of a constant speed IC engine on CNG, methane enriched biogas and biogas","creators":[{"creatorType":"author","firstName":"R.","lastName":"Chandra"},{"creatorType":"author","firstName":"V. K.","lastName":"Vijay"},{"creatorType":"author","firstName":"P. M V","lastName":"Subbarao"},{"creatorType":"author","firstName":"T. K.","lastName":"Khura"}],"abstractNote":"This paper presents the performance results of a 5.9. kW stationary diesel engine which was converted into spark ignition mode and run on compressed natural gas (CNG), methane enriched biogas (Bio-CNG) and biogas produced from biomethanation of jatropha and pongamia oil seed cakes. The performance of the engine with 12.65 compression ratio was evaluated at 30??, 35?? and 40?? ignition advance of TDC. The maximum brake power produced by the engine was found at ignition advance of 35?? TDC for all the tested fuels. In comparison to diesel as original fuel, the power deteriorations of the engine was observed to be 31.8%, 35.6% and 46.3% on compressed natural gas, methane enriched biogas and raw biogas, respectively, due to its conversion from CI to SI mode. The methane enriched biogas showed almost similar engine performance as compared to compressed natural gas in terms of brake power output, specific gas consumption and thermal efficiency. ?? 2011 Elsevier Ltd.","publicationTitle":"Applied Energy","volume":"88","issue":"11","pages":"3969–3977","date":"2011","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.apenergy.2011.04.032","ISSN":"03062619","shortTitle":"","url":"http://dx.doi.org/10.1016/j.apenergy.2011.04.032","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0306-2619\nPublisher: Elsevier Ltd","tags":[{"tag":"Biogas"},{"tag":"CI engine"},{"tag":"CNG"},{"tag":"Methane enriched biogas"},{"tag":"SI engine"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:13Z","dateModified":"2021-09-21T03:42:13Z"}}


key: FC6GINJY
data:
  {"key":"FC6GINJY","version":519,"data":{"key":"FC6GINJY","version":519,"itemType":"journalArticle","title":"Pilot injection strategy management of gasoline compression ignition (GCI) combustion in a multi-cylinder diesel engine","creators":[{"creatorType":"author","firstName":"Haifeng","lastName":"Liu"},{"creatorType":"author","firstName":"Bin","lastName":"Mao"},{"creatorType":"author","firstName":"Jialin","lastName":"Liu"},{"creatorType":"author","firstName":"Zunqing","lastName":"Zheng"},{"creatorType":"author","firstName":"Mingfa","lastName":"Yao"}],"abstractNote":"The present study focuses on the experimental investigation on the optimal pilot injection strategy under GCI combustion mode in a multi-cylinder heavy-duty diesel engine. Three experiments were conducted at a high-speed high-load operating point with different operating parameters and emission targets, namely engine-out NOx target, fuel injection pressure, and main injection timing. The engine-out NOx targets were set to 5.0 g/kWh and 1.5 g/kWh, and the gasoline injection pressures were set to 100 MPa and 140 MPa. These high and low values represent different requirements of SCR efficiency and practical capability of fuel supply system when addressing the hypothetical future tailpipe NOx limit of 0.02 g/hp-hr (0.027 g/kWh). The results show that the use of optimized pilot injection always achieves lower pressure rise rate and soot emissions than the single injection baseline. The pilot gasoline fuel with low injection pressure is more ignitable than that with high injection pressures, hence a distinct heat release spike usually occurs for a pilot injection. The optimal pilot mass should be increased for a higher fuel injection pressure because the pilot fuel stratification level decreases. A relatively late pilot timing is preferable for the early main injection timing. For the late main injection timing, however, a relatively early pilot timing with large pilot mass is preferable and brings about a distinct two stage high temperature heat release, which can reduce the fuel consumption and soot emissions simultaneously. The two stage split combustion process obtained by double injection with retard combustion phasing can be considered to be an important way to alleviate the requirement of GCI fuel system.","publicationTitle":"Fuel","volume":"221","issue":"February","pages":"116–127","date":"2018","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2018.01.073","ISSN":"00162361","shortTitle":"","url":"https://doi.org/10.1016/j.fuel.2018.01.073","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier","tags":[{"tag":"Engine-out NOx emission"},{"tag":"Gasoline compression ignition"},{"tag":"Injection pressure"},{"tag":"Pilot injection strategy"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:13Z","dateModified":"2021-09-21T03:42:13Z"}}


key: BARK8YUR
data:
  {"key":"BARK8YUR","version":519,"data":{"key":"BARK8YUR","version":519,"itemType":"journalArticle","title":"Predicting Real Transportation Fuel Combustion Properties : Distinct Chemical Functionalities in Hydrocarbon Laminar Burning Velocities","creators":[{"creatorType":"author","firstName":"Karla","lastName":"Dussan"},{"creatorType":"author","firstName":"Frederick L","lastName":"Dryer"},{"creatorType":"author","firstName":"Sang Hee","lastName":"Won"},{"creatorType":"author","firstName":"Stephen","lastName":"Dooley"}],"abstractNote":"","publicationTitle":"","volume":"","issue":"","pages":"1–6","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[{"tag":"chemical functional groups"},{"tag":"combustion kinetics"},{"tag":"fuels"},{"tag":"laminar burning velocity"},{"tag":"nuclear magnetic"},{"tag":"resonance"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:13Z","dateModified":"2021-09-21T03:42:13Z"}}


key: TUV7MZEQ
data:
  {"key":"TUV7MZEQ","version":518,"data":{"key":"TUV7MZEQ","version":518,"itemType":"journalArticle","title":"Study of the spray characteristics of a diesel surrogate for diesel engines under sub/supercritical states injected into atmospheric environment","creators":[{"creatorType":"author","firstName":"Fushui","lastName":"Liu"},{"creatorType":"author","firstName":"Yongli","lastName":"Gao"},{"creatorType":"author","firstName":"Zheng","lastName":"Zhang"},{"creatorType":"author","firstName":"Xu","lastName":"He"},{"creatorType":"author","firstName":"Han","lastName":"Wu"},{"creatorType":"author","firstName":"Cheng","lastName":"Zhang"},{"creatorType":"author","firstName":"Fanming","lastName":"Zeng"},{"creatorType":"author","firstName":"Xinghe","lastName":"Hou"}],"abstractNote":"The spray characteristics of hydrocarbon fuel under superheated and supercritical conditions are quite different from the traditional liquid fuel injection. In this study, the macroscopic liquid phase and vapor phase spray geometry of n-heptane was investigated by Backlit Shadowgraph and Schlieren method to investigate the differences of spray pattern under various operation conditions such as fuel temperature, injection pressure and nozzle diameter. Furthermore, both the overall and near-field spray structures were analyzed to reveal the internal mechanism. During the experiments, the ambient environment was kept constant at atmospheric condition (25 °C, 0.1 MPa), the injection pressure was varied from 3 MPa to 5 MPa, always higher than the fuel critical pressure, and the fuel temperature was changed from 25 °C to 300 °C, spanning from liquid to supercritical state. Four different spray regimes have been identified based on the fuel temperature and spray geometry: liquid regime, flash boiling regime, near-critical regime and supercritical regime. Injection paths were analyzed on the basis of thermodynamic principle. The results showed that the fuel temperature has a minor effect on the macroscopic liquid phase and vapor phase characteristics below saturated-vapor temperature of 98 °C at the liquid regime. As the temperature is increased to about 200 °C, which is in the flash boiling regime, the local spray spreading angle of both the liquid and vapor phases increases, the downstream liquid phase of spray disappears gradually and high-intensity turbulence appears in the vapor phase image. At the near-critical regime where the fuel temperature is from 200 °C to the critical point (267 °C), the local spray angle of vapor phase begins to decrease and only a small area of liquid phase at the nozzle exit can be seen, while both the shock and flash boiling are visible. When the fuel temperature goes beyond the critical point locating in supercritical regime, the fuel spray is similar to a gas jet. The steady shock structure called Mach disk was observed and the fuel temperature has little influence on the Mach disk position and diameter in the supercritical regime. However, the fuel pressure and nozzle diameter significantly affect the Mach disk position and diameter.","publicationTitle":"Fuel","volume":"230","issue":"May","pages":"308–318","date":"2018","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2018.05.050","ISSN":"00162361","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[{"tag":"Flash boiling"},{"tag":"Mach disk"},{"tag":"Phase transition"},{"tag":"Spray angle"},{"tag":"Sub/supercritical injection"},{"tag":"n-Heptane"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:13Z","dateModified":"2021-09-21T03:42:13Z"}}


key: UDX2XYPS
data:
  {"key":"UDX2XYPS","version":518,"data":{"key":"UDX2XYPS","version":518,"itemType":"journalArticle","title":"Literature Review and Simulation of Dual Fuel Diesel-CNG Engines","creators":[{"creatorType":"author","firstName":"a.","lastName":"Shah"},{"creatorType":"author","firstName":"S. S.","lastName":"Thipse"},{"creatorType":"author","firstName":"a.","lastName":"Tyagi"},{"creatorType":"author","firstName":"S. D.","lastName":"Rairikar"},{"creatorType":"author","firstName":"K. P.","lastName":"Kavthekar"},{"creatorType":"author","firstName":"N. V.","lastName":"Marathe"},{"creatorType":"author","firstName":"Padmesh","lastName":"Mandloi"}],"abstractNote":"Dual fuel operating strategy offers great opportunity to reduce","publicationTitle":"SAE Technical Paper 2011-26-0001","volume":"","issue":"","pages":"1–12","date":"2011","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2011-26-0001","ISSN":"0148-7191","shortTitle":"","url":"http://www.sae.org/technical/papers/2011-26-0001","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 5117064720","tags":[{"tag":"cfd simulation"},{"tag":"chemical kinetic"},{"tag":"diesel-cng"},{"tag":"dual fuel"},{"tag":"simulation"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:13Z","dateModified":"2021-09-21T03:42:13Z"}}


key: 27ZYRH5B
data:
  {"key":"27ZYRH5B","version":518,"data":{"key":"27ZYRH5B","version":518,"itemType":"journalArticle","title":"Journal of Natural Gas Science and Engineering An experimental based ANN approach in mapping performance- emission characteristics of a diesel engine operating in dual-fuel mode with LPG","creators":[{"creatorType":"author","firstName":"Amitav","lastName":"Chakraborty"},{"creatorType":"author","firstName":"Sumit","lastName":"Roy"},{"creatorType":"author","firstName":"Rahul","lastName":"Banerjee"}],"abstractNote":"","publicationTitle":"Journal of Natural Gas Science and Engineering","volume":"28","issue":"","pages":"15–30","date":"2016","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.jngse.2015.11.024","ISSN":"1875-5100","shortTitle":"","url":"http://dx.doi.org/10.1016/j.jngse.2015.11.024","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier B.V","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:12Z","dateModified":"2021-09-21T03:42:12Z"}}


key: AVZL2BKQ
data:
  {"key":"AVZL2BKQ","version":518,"data":{"key":"AVZL2BKQ","version":518,"itemType":"journalArticle","title":"Spray combustion of biomass-based renewable diesel fuel using multiple injection strategy in a constant volume combustion chamber","creators":[{"creatorType":"author","firstName":"Wei","lastName":"Jing"},{"creatorType":"author","firstName":"Zengyang","lastName":"Wu"},{"creatorType":"author","firstName":"William L.","lastName":"Roberts"},{"creatorType":"author","firstName":"Tiegang","lastName":"Fang"}],"abstractNote":"Effect of a two-injection strategy associated with a pilot injection on the spray combustion process was investigated under conventional diesel combustion conditions (1000 K and 21% O2concentration) for a biomass-based renewable diesel fuel, i.e., biomass to liquid (BTL), and a regular No. 2 diesel in a constant volume combustion chamber using multiband flame measurement and two-color pyrometry. The spray combustion flame structure was visualized by using multiband flame measurement to show features of soot formation, high temperature and low temperature reactions, which can be characterized by the narrow-band emissions of radicals or intermediate species such as OH, HCHO, and CH. The objective of this study was to identify the details of multiple injection combustion, including a pilot and a main injection, and to provide further insights on how the two injections interact. For comparison, three injection strategies were considered for both fuels including a two-injection strategy (Case TI), single injection strategy A (Case SA), and single injection strategy B (Case SB). Multiband flame results show a strong interaction, indicated by OH emissions between the pilot injection and the main injection for Case TI while very weak connection is found for the narrow-band emissions acquired through filters with centerlines of 430 nm and 470 nm. A faster flame development is found for the main injection of Case TI compared to Cases SA and SB, which could be due to the high temperature environment and large air entrainment from the pilot injection. A lower soot level is observed for the BTL flame compared to the diesel flame for all three injection types. Case TI has a lower soot level compared to Cases SA and SB for the BTL fuel, while the diesel fuel maintains a similar soot level among all three injection strategies. Soot temperature of Case TI is lower for both fuels, especially for diesel. Based on these results, it is expected that the two-injection strategy could be effective in reducing soot and NOx(due to lower combustion temperature) simultaneously compared to either of the single injection strategies.","publicationTitle":"Fuel","volume":"181","issue":"x","pages":"718–728","date":"2016","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2016.05.039","ISSN":"00162361","shortTitle":"","url":"http://dx.doi.org/10.1016/j.fuel.2016.05.039","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd","tags":[{"tag":"BTL"},{"tag":"Biomass to liquid"},{"tag":"Diesel"},{"tag":"Multiple-injection strategy"},{"tag":"Spray combustion"},{"tag":"Two-color pyrometry"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:12Z","dateModified":"2021-09-21T03:42:12Z"}}


key: B8PYBD2D
data:
  {"key":"B8PYBD2D","version":518,"data":{"key":"B8PYBD2D","version":518,"itemType":"journalArticle","title":"Modeling the evaporation of a hydrocarbon feedstock in the convection section of a steam cracker","creators":[{"creatorType":"author","firstName":"Sandra C K","lastName":"De Schepper"},{"creatorType":"author","firstName":"Geraldine J.","lastName":"Heynderickx"},{"creatorType":"author","firstName":"Guy B.","lastName":"Marin"}],"abstractNote":"A model has been developed allowing to simulate the flow boiling process of a hydrocarbon feedstock. For the calculation of the different horizontal two-phase flow regimes that evolve during flow boiling, use is made of the Volume Of Fluid (VOF) model that uses a Piecewise Linear Interface Calculation (PLIC) method to reconstruct the interface between both phases in each computational cell. In-house developed codes calculate the mass and energy transfer phenomena occurring during this flow boiling process. As such, an existing CFD code is completed with a newly developed complete evaporation model. The developed model is used to simulate the flow boiling process of a hydrocarbon feedstock in the tubes of a convection section heat exchanger of a steam cracker. The simulation results show a succession of horizontal two-phase flow regimes in agreement with the literature. ?? 2008 Elsevier Ltd. All rights reserved.","publicationTitle":"Computers and Chemical Engineering","volume":"33","issue":"1","pages":"122–132","date":"2009","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.compchemeng.2008.07.013","ISSN":"00981354","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0098-1354","tags":[{"tag":"CFD"},{"tag":"Flow boiling"},{"tag":"Numerical simulation"},{"tag":"PLIC"},{"tag":"Two-phase flow"},{"tag":"VOF"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:12Z","dateModified":"2021-09-21T03:42:12Z"}}


key: VH2Q4GAY
data:
  {"key":"VH2Q4GAY","version":518,"data":{"key":"VH2Q4GAY","version":518,"itemType":"journalArticle","title":"Characterization of Multi-hole Spray and Mixing of Ethanol and Gasoline Fuels under DI Engine Conditions","creators":[{"creatorType":"author","firstName":"Atsushi","lastName":"Matsumoto"},{"creatorType":"author","firstName":"Yi","lastName":"Zheng"},{"creatorType":"author","firstName":"Xb","lastName":"Xie"}],"abstractNote":"Because of their robustness and cost performance, multi-hole gasoline injectors are being adopted as the direct injection (DI) fuel injector of choice as vehicle manufacturers look for ways to reduce fuel consumption without sacrificing power and emission performance. To realize the full benefits of direct injection, the resulting spray needs to be well targeted, atomized, and appropriately mixed with charge air for the desirable fuel vapor concentration distributions in the combustion chamber. Ethanol and ethanol-gasoline blends synergistically improve the turbo-charged DI gasoline performance, especially in down-sized, down-sped and variable-valve-train engine architecture. This paper presents the spray imaging results from two multi-hole DI gasoline injectors with different design, fueled with pure ethanol (E100) or gasoline (E0), under homogeneous and stratified- charge conditions that represent typical engine operating points. Both high-speed Schlieren and Mie scattering results are presented for tests in pressurized chamber and optical accessible engine. Multidimensional Computation Fluid Dynamics (CFD) model for predicting DI multi-hole ethanol spray behaviors in optical engine is also discussed. The effects of injection timing on the bulk flow motion and fuel- air mixing, in terms of tumble ratios, turbulence, and fuel wall film behaviors are also discussed.","publicationTitle":"SAE Technical Paper","volume":"","issue":"","pages":"","date":"2010","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2010-01-2151","ISSN":"","shortTitle":"","url":"http://papers.sae.org/2010-01-2151/","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 2010012151","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:12Z","dateModified":"2021-09-21T03:42:12Z"}}


key: 6C96C9DI
data:
  {"key":"6C96C9DI","version":518,"data":{"key":"6C96C9DI","version":518,"itemType":"journalArticle","title":"Ultra-high speed imaging study of the diesel spray close to the injector tip at the initial opening stage with single injection","creators":[{"creatorType":"author","firstName":"Ziman","lastName":"Wang"},{"creatorType":"author","firstName":"Haichun","lastName":"Ding"},{"creatorType":"author","firstName":"Xiao","lastName":"Ma"},{"creatorType":"author","firstName":"Hongming","lastName":"Xu"},{"creatorType":"author","firstName":"Miroslaw L.","lastName":"Wyszynski"}],"abstractNote":"This study focused on the primary breakup of spray at the initial injector opening stage at injection to atmospheric conditions. A real-time mass flow rate instrument was first used to study the injection characteristics at the injector opening stage. A long distance microscope together with an ultrahigh speed CCD camera was then employed to study the primary breakup of diesel spray by photography technique with the help of backlighting. The mechanism of the formation of the mushroom shaped spray head was discussed and the laminar flow regime was expected to be the main reason for the resultant shape. During the initial spray stage, the mushroom spray head penetrated almost linearly with respect to time. The quantification of the fuel mass/spray area ratio suggested that the dispersion of the spray is greatly improved within a very short time, which is assumed to be caused by the further opening of injector.","publicationTitle":"Applied Energy","volume":"165","issue":"","pages":"335–344","date":"2016","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.apenergy.2015.12.046","ISSN":"03062619","shortTitle":"","url":"http://dx.doi.org/10.1016/j.apenergy.2015.10.155","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 03062619\nPublisher: Elsevier Ltd","tags":[{"tag":"Dispersion quality"},{"tag":"Primary breakup"},{"tag":"Spray characteristics"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:12Z","dateModified":"2021-09-21T03:42:12Z"}}


key: 38ZSFC5Q
data:
  {"key":"38ZSFC5Q","version":518,"data":{"key":"38ZSFC5Q","version":518,"itemType":"journalArticle","title":"Optical study of spray-wall impingement impact on early-injection gasoline partially premixed combustion at low engine load","creators":[{"creatorType":"author","firstName":"Qinglong","lastName":"Tang"},{"creatorType":"author","firstName":"Haifeng","lastName":"Liu"},{"creatorType":"author","firstName":"Mingkun","lastName":"Li"},{"creatorType":"author","firstName":"Mingfa","lastName":"Yao"}],"abstractNote":"Spray-wall impingement caused by early fuel injection for gasoline partially premixed combustion (PPC) can lead to low combustion efficiency and a significant rise of UHC emissions. But the influence of spray-wall impingement on the in-cylinder combustion process is not well understood. In this study, multiple optical diagnostics were applied to investigate the ignition, flame development and UHC formation of gasoline PPC with early single fuel-injection in a light-duty optical engine under low engine load. Natural combustion luminosity images and emission spectra were obtained. Planar laser-induced fluorescence (PLIF) of the fuel-tracer and formaldehyde were used to explore the fuel/air mixing and UHC formation in PPC, respectively. The results indicated that there was a fuel-injection time window (about −30° to −60° ATDC in the present study), during which the spray-impingement led to a decrease in combustion efficiency. The fuel-trapping effect in the squish region and piston crevice was shown to be the main reason because it prevented the fuel/air mixture from entering the combustion chamber. Two typical fuel injection timings of −35° (PPC-35) and −60° (PPC-60) were chosen for further study. For both cases, ignition sites first emerged in the fuel-rich regions and then the flames developed to the fuel-lean regions. The formaldehyde PLIF images revealed distinct flame front in the flame development process. For the PPC-35 case, residual formaldehyde persisted in the fuel-lean regions late during the power stroke and might become a source of UHC emissions. When misfire happened, the combustion chamber was filled with formaldehyde. For the PPC-60 case, the flame development was composed of initial flame front propagation and following sequential auto-ignition, and the flame expansion speed of the initial flame front propagation was much higher than that in SI (spark ignition) or SACI (spark assisted compression ignition) combustion. When the injection timing was further advanced (earlier than −60°), the impact of spray-wall impingement on PPC was reduced because of more time being available for fuel premixing.","publicationTitle":"Applied Energy","volume":"185","issue":"","pages":"708–719","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.apenergy.2016.10.108","ISSN":"03062619","shortTitle":"","url":"http://dx.doi.org/10.1016/j.apenergy.2016.10.108","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0306-2619\nPublisher: Elsevier Ltd","tags":[{"tag":"Formaldehyde"},{"tag":"Optical diagnostics"},{"tag":"PLIF"},{"tag":"PPC"},{"tag":"Spray-wall impingement"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:12Z","dateModified":"2021-09-21T03:42:12Z"}}


key: IGK5SI9E
data:
  {"key":"IGK5SI9E","version":518,"data":{"key":"IGK5SI9E","version":518,"itemType":"journalArticle","title":"GDi Nozzle Parameter Studies Using LES and Spray Imaging Methods","creators":[{"creatorType":"author","firstName":"Mark a.","lastName":"Shost"},{"creatorType":"author","firstName":"Ming Chia","lastName":"Lai"},{"creatorType":"author","firstName":"Bizhan","lastName":"Befrui"},{"creatorType":"author","firstName":"Peter","lastName":"Spiekermann"},{"creatorType":"author","firstName":"Daniel L.","lastName":"Varble"}],"abstractNote":"Development of in-cylinder spray targeting, plume penetration and atomization of the gasoline direct-injection (GDi) multi-hole injector is a critical component of combustion developments, especially in the context of the engine downsizing and turbo-charging trend that has been adopted in order to achieve the European target CO2, US CAFE, and concomitant stringent emissions standards. Significant R&D efforts are directed towards the optimization of injector nozzle designs in order to improve spray characteristics. Development of accurate predictive models is desired to understand the impact of nozzle design parameters as well as the underlying physical fluid dynamic mechanisms resulting in the injector spray characteristics. This publication reports Large Eddy Simulation (LES) analyses of GDi single-hole skew-angled nozzles, with β=30° skew (bend) angle and different nozzle geometries. The objective is to extend previous works to include the effect of nozzle-hole length over diameter ratio (l/d) and fuel injection pressure on spray skew angle, spray plume cone angle and primary breakup length. The authors provide an LES analyses of a single hole nozzle representative of the a purpose-designed GDi multi-hole injector seat. The simulations are confirmed by comparison with the spray near-field breakup structure obtained through optical shadowgraphy and phase-contrast X-ray imaging techniques. The jet morphology indicates turbulent structures and primary atomization in the immediate vicinity of the nozzle exit. Nozzle l/d reduction produced a notable increase of plume cone angle and spray trajectory deviation (from geometric nozzle axis). The analyses provide insight into the fluid flow within the nozzle generating the observed spray plume changes. Overall, the comparison of LES and spray imaging data shows good predictive model capability with respect to jet breakup morphology, plume trajectory and plume angle. Copyright © 2014 SAE International.","publicationTitle":"SAE Technical Papers","volume":"1","issue":"","pages":"","date":"2014","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2014-01-1434","ISSN":"","shortTitle":"","url":"http://www.scopus.com/inward/record.url?eid=2-s2.0-84899515286{\\&}partnerID=tZOtx3y1","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:12Z","dateModified":"2021-09-21T03:42:12Z"}}


key: R6DTUPVR
data:
  {"key":"R6DTUPVR","version":518,"data":{"key":"R6DTUPVR","version":518,"itemType":"journalArticle","title":"Large Eddy Simulation of Turbulent Flow Past a Bluff Body using OpenFOAM","creators":[{"creatorType":"author","firstName":"Industrial","lastName":"Engineering"}],"abstractNote":"","publicationTitle":"","volume":"","issue":"August","pages":"","date":"2014","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:12Z","dateModified":"2021-09-21T03:42:12Z"}}


key: D4EELVS4
data:
  {"key":"D4EELVS4","version":517,"data":{"key":"D4EELVS4","version":517,"itemType":"journalArticle","title":"Large Eddy simulation of a syngas jet flame: Effects of preferential diffusion and turbulence-chemistry interaction","creators":[{"creatorType":"author","firstName":"K.","lastName":"Fukumoto"},{"creatorType":"author","firstName":"C. J.","lastName":"Wang"},{"creatorType":"author","firstName":"J. X.","lastName":"Wen"}],"abstractNote":"A large eddy simulation of the turbulent syngas non-premixed jet flame of Sandia ETH/Zurich B is conducted using an in-house version of FireFOAM, a fire simulation solver within OpenFOAM. Combustion is modeled using (i) the newly extended eddy dissipation concept for the large eddy simulation published by the authors' group, (ii) the 74-step CO-H2-O2 mechanism and (iii) the relatively simple tabulated chemistry approach. The effects of the nonunity Lewis number and thermal diffusion (=Soret diffusion) are considered in the mass fraction and enthalpy equations. Systematic validation and model sensitivity studies have been conducted against published experiments of the turbulent syngas diffusion flame from the international workshop on measurement & computation of turbulent flames (TNF workshop). The predictions were in very good agreement with the relevant experimental data. The axial position of peak H2O moved toward the nozzle direction owing to the different diffusion coefficients of H2. In the radial direction, the effect of thermal diffusion was observed at x/d \\textless 20, whereas those of the nonunity Lewis number and difference in chemistry were found at x/d \\textless 40. After considering the effects of the nonunity Lewis number and thermal diffusion, as well as the detailed reaction mechanisms, the results were slightly better than those obtained under previous numerical conditions.","publicationTitle":"Energy and Fuels","volume":"33","issue":"6","pages":"5561–5581","date":"2019","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1021/acs.energyfuels.9b00130","ISSN":"15205029","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: American Chemical Society","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:12Z","dateModified":"2021-09-21T03:42:12Z"}}


key: D7AKSMZD
data:
  {"key":"D7AKSMZD","version":517,"data":{"key":"D7AKSMZD","version":517,"itemType":"conferencePaper","title":"Large eddy simulation of turbulent premixed flames using level-set G-equation","creators":[{"creatorType":"author","firstName":"P","lastName":"Wang"},{"creatorType":"author","firstName":"X S","lastName":"Bai"}],"abstractNote":"","date":"2005","proceedingsTitle":"Proceedings of the Combustion Institute","conferenceName":"","place":"","publisher":"The Combustion Institute","volume":"30","pages":"583–591","series":"","language":"","DOI":"10.1016/j.proci.2004.08.218","ISBN":"","shortTitle":"","url":"http://dx.doi.org/10.1016/j.proci.2004.08.218","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISSN: 0082-0784\nIssue: 1","tags":[{"tag":"Flame wrinkling"},{"tag":"G-equation"},{"tag":"LES"},{"tag":"Large eddy simulation"},{"tag":"Level-set G-equation"},{"tag":"Turbulent premixed flames"},{"tag":"flame wrinkling"},{"tag":"large eddy simulation"},{"tag":"level-set g-equation"},{"tag":"turbulent premixed flames"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:11Z","dateModified":"2021-09-21T03:42:11Z"}}


key: M4438TGD
data:
  {"key":"M4438TGD","version":517,"data":{"key":"M4438TGD","version":517,"itemType":"journalArticle","title":"Detailed chemical kinetic reaction mechanisms for primary reference fuels for diesel cetane number and spark-ignition octane number","creators":[{"creatorType":"author","firstName":"C. K.","lastName":"Westbrook"},{"creatorType":"author","firstName":"W. J.","lastName":"Pitz"},{"creatorType":"author","firstName":"M.","lastName":"Mehl"},{"creatorType":"author","firstName":"H. J.","lastName":"Curran"}],"abstractNote":"A detailed chemical kinetic reaction mechanism is developed for primary reference fuel mixtures of n-hexadecane and 2,2,4,4,6,8,8-heptamethyl nonane for diesel cetane ratings. The mechanisms are constructed using existing rules for reaction pathways and rate expressions developed previously for the primary reference fuels for gasoline octane ratings, n-heptane and iso-octane. These reaction mechanisms are validated by comparisons between computed and experimental results for shock tube ignition and for oxidation under jet-stirred reactor conditions. The combined kinetic reaction mechanism contains the submechanisms for the primary reference fuels for diesel cetane ratings and submechanisms for the primary reference fuels for gasoline octane ratings, all in one integrated large kinetic reaction mechanism. Representative applications of this mechanism to several test problems are presented, describing fuel/air autoignition variations with changes in fuel cetane and octane numbers, and others describing fuel combustion in a jet-stirred reactor environment with the fuel varying from pure 2,2,4,4,6,8,8-heptamethyl nonane (cetane number of 15) to pure n-hexadecane (cetane number of 100). ?? 2010 Published by Elsevier Inc. on behalf of The Combustion Institute. All rights reserved.","publicationTitle":"Proceedings of the Combustion Institute","volume":"33","issue":"1","pages":"185–192","date":"2011","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.proci.2010.05.087","ISSN":"15407489","shortTitle":"","url":"http://dx.doi.org/10.1016/j.proci.2010.05.087","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 1540-7489\nPublisher: Elsevier Inc.","tags":[{"tag":"Kinetic mechanisms"},{"tag":"Mechanisms"},{"tag":"Oxidation"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:11Z","dateModified":"2021-09-21T03:42:11Z"}}


key: 89CGY58A
data:
  {"key":"89CGY58A","version":517,"data":{"key":"89CGY58A","version":517,"itemType":"journalArticle","title":"One-Dimensional Diesel Spray Modeling of Multicomponent Fuels","creators":[{"creatorType":"author","firstName":"Jose V.","lastName":"Pastor"},{"creatorType":"author","firstName":"Jose M.","lastName":"Garcia-Oliver"},{"creatorType":"author","firstName":"Jose M.","lastName":"Pastor"},{"creatorType":"author","firstName":"W.","lastName":"Vera-Tudela"}],"abstractNote":"The present work reports a one-dimensional model to predict the liquid length and spray penetration of diesel sprays when using blends of single-component fuels. A high-pressure liquid-vapour equilibrium has been implemented by means of fugacity coefficients, together with the hypothesis of a real-gas mixture to calculate the partial enthalpy of each component. The model has been validated in a first step by means of an experimental study using binary blends of n-decane and n-hexadecane, where the temporal evolution of the liquid length and vapor spray penetration have been measured. Results show that the model predicts adequately the spray penetration for the different fuels at various conditions. A six-component fuel has also been investigated. Results indicate that this fuel has a very similar evaporative behavior to n-hexadecane, which is confirmed by both experiments and model predictions.","publicationTitle":"Atomization and Sprays","volume":"25","issue":"6","pages":"485–517","date":"2015","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1615/AtomizSpr.2014010370","ISSN":"1044-5110","shortTitle":"","url":"http://www.scopus.com/inward/record.url?eid=2-s2.0-84936749882{\\&}partnerID=tZOtx3y1","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[{"tag":"Evaporation model"},{"tag":"Fugacity coefficient"},{"tag":"Liquid length"},{"tag":"Liquid-vapor equilibrium"},{"tag":"Peng-Robinson eos"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:11Z","dateModified":"2021-09-21T03:42:11Z"}}


key: CRIHZCSD
data:
  {"key":"CRIHZCSD","version":517,"data":{"key":"CRIHZCSD","version":517,"itemType":"journalArticle","title":"A Transport Equation Residual Model Incorporating Refined G-Equation and Detailed Chemical Kinetics Combustion Models","creators":[{"creatorType":"author","firstName":"Shiyou","lastName":"Yang"},{"creatorType":"author","firstName":"Rolf D","lastName":"Reitz"},{"creatorType":"author","firstName":"Claudia O","lastName":"Iyer"},{"creatorType":"author","firstName":"Jianwen","lastName":"Yi"}],"abstractNote":"combustion models has been developed and implemented in the ERC KIVA-3V release2 code for Gasoline Direct Injection (GDI) engine simulations for better predictions of flame propagation. In the transport equation residual model a fictitious species concept is introduced to account for the residual gases in the cylinder, which have a great effect on the laminar flame speed. The residual gases include CO2, H2O and N2 remaining from the previous engine cycle or introduced using EGR. This pseudo species is described by a transport equation. The transport equation residual model differentiates between CO2 and H2O from the previous engine cycle or EGR and that which is from the combustion products of the current engine cycle. The refined G-equation and detailed chemical kinetics include revision of a PRF chemistry mechanism, and introduction of a Damkohler criterion which determines whether the G-equation model or chemical kinetics should be used for assessing the combustion processes in flame-containing cells. Validation of the revised PRF mechanism shows that the calculated ignition delay matches shock tube data very well. The Damkohler criterion is based on a comparison between a laminar flame propagation time scale and the chemical kinetics time scale, and the results from implementation of the Damkohler model range between the G-equation model and pure chemistry, depending on the conditions. The integrated model was used to simulate the combustion process in a Gasoline Turbocharged Direct Injection (GTDI) engine, and the same set of combustion model parameters for both high load and low load were used. For both high load and low load operating conditions, good agreement with experimental in-cylinder pressure, heat release rates and Mass Fraction Burned (MFB) data was obtained.","publicationTitle":"SAE Int. J. Engines","volume":"1","issue":"1","pages":"","date":"2008","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2008-01-2391","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[{"tag":"G-equation"},{"tag":"detailed chemistry"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:11Z","dateModified":"2021-09-21T03:42:11Z"}}


key: 9V2T4QI3
data:
  {"key":"9V2T4QI3","version":517,"data":{"key":"9V2T4QI3","version":517,"itemType":"document","title":"Comparison of turbulent flame speeds from complete averaging and the G- equation Comparison of turbulent and the G-equation flame speeds from complete averaging","creators":[{"creatorType":"author","firstName":"Pedro F","lastName":"Embidandrew"},{"creatorType":"author","firstName":"J Majdapanagiotis E","lastName":"Souganidis"},{"creatorType":"author","firstName":"Pedro F","lastName":"Embid"},{"creatorType":"author","firstName":"Andrew J","lastName":"Majda"}],"abstractNote":"","publisher":"","date":"1975","language":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Volume: 2052\nDOI: 10.1063/1.868452","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:11Z","dateModified":"2021-09-21T03:42:11Z"}}


key: BCKWJRMC
data:
  {"key":"BCKWJRMC","version":517,"data":{"key":"BCKWJRMC","version":517,"itemType":"journalArticle","title":"Characterization of the Near-Field Spray and Internal Flow of Single-Hole and Multi-Hole Sac Nozzles using Phase Contrast X-Ray Imaging and CFD","creators":[{"creatorType":"author","firstName":"Ming Chia","lastName":"Lai"},{"creatorType":"author","firstName":"Yi","lastName":"Zheng"},{"creatorType":"author","firstName":"Xing-bin","lastName":"Xie"},{"creatorType":"author","firstName":"Xusheng","lastName":"Zhang"},{"creatorType":"author","firstName":"Kamel","lastName":"Fezzaa"},{"creatorType":"author","firstName":"Jin","lastName":"Wang"},{"creatorType":"author","firstName":"Junmei","lastName":"Shi"}],"abstractNote":"It is well know that the internal flow field and nozzle geometry affected the spray behavior, but without high-speed microscopic visualization, it is difficult to characterize the spray structure in details. Single-hole Diesel injectors have been used in fundamental spray research, while most directinjection engines use multi-hole nozzle to tailor to the combustion chamber geometry. Recent engine trends also use smaller orifice and higher injection pressure. This paper discussed the quasi-steady near-nozzle Diesel spray structures of an axisymmetric single-hole nozzle and a symmetric twohole nozzle configuration, with a nominal nozzle size of 130 Î¼m, and an attempt to correlate the observed structure to the internal flow structure using computational fluid dynamic (CFD) simulation. The test conditions include variation ofinjection pressure from 30 to 100 MPa, using both Diesel and Biodiesel fuels, under atmospheric condition. The imaging technique utilizes a 150 pico-second synchrotron-based Ultrafast Phase-contrast X-ray in order to freeze-capture the fast moving jet and achieve excellent spatial resolution in order to compare the wavy jet structure. Both nozzle holes originate from a sac of identical geometry, but different flow structure inside the nozzle cause significant difference in the observed flow structure near the nozzle exit. The ultrafast fast images revealed unique surface and internal morphology of the fuel sprays that can be identified. The two-hole nozzle produces much more unstable jet structure under same injection conditions. The early wavelength developed in thejet is measured to be on the order of 30âˆ¼80 Î¼m, with the frequency range of 5 to 10 MHz, depending on the injection conditions up to 60 MPa injection pressure when the wavelength analysis is still feasible. The differences between the nozzle configurations are investigated using CFD simulation. The results show that the three-dimensional fluid flow entering the two-hole nozzle generates stronger streamline curvature and stream-wise counter-rotational vortices which are by default absent in the axisymmetric single-hole nozzle. It also produces thicker shear layer and higher turbulence. The interactions of downwash entrance flow with turbulence potentially enhance the instability and produce wider spray cone angles.","publicationTitle":"SAE Technical Paper","volume":"4","issue":"1","pages":"703–719","date":"2011","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2011-01-0681","ISSN":"19463936","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:11Z","dateModified":"2021-09-21T03:42:11Z"}}


key: JBBPJBXC
data:
  {"key":"JBBPJBXC","version":517,"data":{"key":"JBBPJBXC","version":517,"itemType":"journalArticle","title":"A Hierarchical and Comparative Kinetic Modeling Study of C1 − C2 Hydrocarbon and Oxygenated Fuels","creators":[{"creatorType":"author","firstName":"Wayne K","lastName":"Metcalfe"},{"creatorType":"author","firstName":"Sinéad M","lastName":"Burke"},{"creatorType":"author","firstName":"Syed S","lastName":"Ahmed"},{"creatorType":"author","firstName":"Henry J","lastName":"Curran"}],"abstractNote":"A detailed chemical kinetic mechanism has been developed to describe the oxidation of small hydrocarbon and oxygenated hydrocarbon species. The reactivity of these small fuels and intermediates is of critical importance in understanding and accurately describing the combustion characteristics, such as ignition delay time, flame speed, and emissions of practical fuels. The chosen rate expressions have been assembled through critical evaluation of the literature, with minimum optimization performed. The mechanism has been validated over a wide range of initial conditions and experimental devices, including flow reactor, shock tube, jet-stirred reactor, and flame studies. The current mechanism contains accurate kinetic descriptions for saturated and unsaturated hydrocarbons, namely methane, ethane, ethylene, and acetylene, and oxygenated species; formaldehyde, methanol, acetaldehyde, and ethanol.","publicationTitle":"International Journal of Chemical Kinetics","volume":"45","issue":"10","pages":"638–675","date":"2013","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1002/kin.20802","ISSN":"1097-4601","shortTitle":"","url":"http://dx.doi.org/10.1002/kin.20802","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:11Z","dateModified":"2021-09-21T03:42:11Z"}}


key: Y4VURER5
data:
  {"key":"Y4VURER5","version":517,"data":{"key":"Y4VURER5","version":517,"itemType":"journalArticle","title":"Nozzle internal flow and spray primary breakup with the application of closely coupled split injection strategy","creators":[{"creatorType":"author","firstName":"Ziman","lastName":"Wang"},{"creatorType":"author","firstName":"Xiaoyu","lastName":"Dai"},{"creatorType":"author","firstName":"Feng","lastName":"Li"},{"creatorType":"author","firstName":"Yanfei","lastName":"Li"},{"creatorType":"author","firstName":"Chia Fon","lastName":"Lee"},{"creatorType":"author","firstName":"Han","lastName":"Wu"},{"creatorType":"author","firstName":"Zhishuang","lastName":"Li"}],"abstractNote":"Nozzle internal flow dictates the spray breakup, fragmentation and combustible mixture preparation. The dynamics of nozzle internal flow and the closely followed primary breakup under various injection pressures were studied by employing high-speed microscopic imaging technique. The effects of interaction between split injection by varying dwell interval and distribution of energizing duration between split injections on the nozzle internal flow were also investigated by using multiple injection strategy. It was found that the initial in-nozzle condition and injection pressure governs the spray tip morphology and breakup process through the strength of interaction between liquid fuel and air bubbles. Throttling effect introduced a large cloud of cavitation vapor bubbles at the needle seat during the initial stage and when stage when effective injection pressure is low. During steady flow stage, high pressure suppressed the initiation of cavitation through throttling but enhanced the cavitation generation through flow redirection. When multiple injection strategy is employed, cavitation was overall weakened, especially for flow redirection at the nozzle inlet due to reduced effective injection pressure. The injected fuel mass was reduced, and breakup quality deteriorated significantly, especially under low injection pressure. It is therefore unwise to use closely coupled split injection strategy under low injection pressure. This studied is believed to be useful for injection control and related modeling.","publicationTitle":"Fuel","volume":"228","issue":"December 2017","pages":"187–196","date":"2018","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2018.04.161","ISSN":"00162361","shortTitle":"","url":"https://doi.org/10.1016/j.fuel.2018.04.161","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier","tags":[{"tag":"Cavitation"},{"tag":"Nozzle internal flow"},{"tag":"Primary breakup"},{"tag":"Split injection"},{"tag":"Spray"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:11Z","dateModified":"2021-09-21T03:42:11Z"}}


key: HBD6CYNP
data:
  {"key":"HBD6CYNP","version":516,"data":{"key":"HBD6CYNP","version":516,"itemType":"journalArticle","title":"methods Entropy production and destruction in","creators":[{"creatorType":"author","firstName":"Alexander","lastName":"Klassen"},{"creatorType":"author","firstName":"Thorsten","lastName":"Scharowsky"},{"creatorType":"author","firstName":"Carolin","lastName":"Körner"},{"creatorType":"author","firstName":"I J","lastName":"Ford"},{"creatorType":"author","firstName":"T-l","lastName":"Lee"}],"abstractNote":"","publicationTitle":"","volume":"","issue":"","pages":"","date":"","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:11Z","dateModified":"2021-09-21T03:42:11Z"}}


key: 4GPU68ZJ
data:
  {"key":"4GPU68ZJ","version":516,"data":{"key":"4GPU68ZJ","version":516,"itemType":"journalArticle","title":"Cyclic Combustion Variations in Dual Fuel Partially Premixed Pilot-Ignited Natural Gas Engines","creators":[{"creatorType":"author","firstName":"K K","lastName":"Srinivasan"},{"creatorType":"author","firstName":"S R","lastName":"Krishnan"}],"abstractNote":"","publicationTitle":"Journal of Energy Resources Technology","volume":"136","issue":"March 2014","pages":"1–10","date":"2014","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1115/1.4024855","ISSN":"15296598","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 9780791844663","tags":[{"tag":"alternative energy sources"},{"tag":"dual fuel"},{"tag":"energy conversion"},{"tag":"ignition delay"},{"tag":"low temperature combustion"},{"tag":"ltc"},{"tag":"natural gas"},{"tag":"partially premixed combustion"},{"tag":"ppc"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:10Z","dateModified":"2021-09-21T03:42:10Z"}}


key: 48Q223RB
data:
  {"key":"48Q223RB","version":516,"data":{"key":"48Q223RB","version":516,"itemType":"journalArticle","title":"Investigation of Diesel and CNG Combustion in a Dual Fuel Regime and as an Enabler to Achieve RCCI Combustion","creators":[{"creatorType":"author","firstName":"Mufaddel","lastName":"Dahodwala"},{"creatorType":"author","firstName":"Satyum","lastName":"Joshi"},{"creatorType":"author","firstName":"Erik W","lastName":"Koehler"},{"creatorType":"author","firstName":"Michael","lastName":"Frank"}],"abstractNote":"The advantages of applying Compressed Natural Gas (CNG) as a fuel for internal combustion engines are well known. In addition to a significant operating cost savings due to a lower fuel price relative to diesel, there is an opportunity to reduce the engine's emissions. With CNG combustion, some emissions, such as Particulate Matter (PM) and Carbon Dioxide (CO2), are inherently reduced relative to diesel fueled engines due to the nature of the combustion and the molecular makeup of the fuel. However, it is important to consider the impact on all emissions, including Total Hydrocarbons (THC) and Carbon Monoxide (CO), which can increase with the use of CNG. Nitrogen Oxides (NOx) emission is often reported to decrease with the use of CNG, but the ability to realize this benefit is significantly impacted by the control strategy and calibration applied. FEV has investigated the emissions and performance impact of operating a heavy-duty diesel engine with CNG in a dual fuel mode. The CNG was introduced via injectors mounted to an inlet pipe located upstream of the intake manifold. The fumigation approach included a mixer to improve the distribution of gas prior to delivery to the cylinder. The initial investigations sought to determine how the performance of a heavy-duty diesel engine would be affected by the introduction of CNG. For this effort there was no change to the base engine calibration, and the ability to maximize substitution of diesel with CNG was investigated. It was observed that the ability to maximize substitution of diesel with CNG across the operating map was limited by extremely high THC levels, combustion instability and limitations in peak cylinder pressure and exhaust gas temperature. With the application of a simplified engine calibration with a single diesel injection and Exhaust Gas Recirculation (EGR), timing adjustments allowed higher CNG substitution levels in several areas of the operating map. A further increase in gas substitution along with higher fuel conversion efficiency, improved combustion stability and even lower emissions could be achieved through Reactivity Controlled Compression Ignition (RCCI) combustion. This approach required a unique injection strategy along with a careful balance of EGR rates and boost pressure. Under this combustion regime it was possible to observe a simultaneous reduction of NOx and PM emissions, approaching engine-out emission levels that could avoid, or significantly minimize, aftertreatment of these species. With the desire to quickly apply CNG systems to existing diesel engine architecture in an effort to reap the benefit in fuel cost savings, manufacturers and system developers must be careful to understand the full impact on the engine's performance and emissions. Tests conducted as part of this investigation have revealed that an un-optimized approach to CNG introduction can lead to extreme THC emissions that mostly consist of Methane (CH4). In addition, the maximum gas substitution level is significantly limited in most regions of the engine operating map. Thus, the ability to specifically tune the calibration for operation with CNG is essential to achieving the maximum benefit in fuel cost savings and emission control. Copyright © 2014 SAE International.","publicationTitle":"SAE 2014 World Congress","volume":"2014-01-13","issue":"2014-01-1308","pages":"1308–2014","date":"2014","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2014-01-1308","ISSN":"0148-7191","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:10Z","dateModified":"2021-09-21T03:42:10Z"}}


key: BHC5ADWN
data:
  {"key":"BHC5ADWN","version":516,"data":{"key":"BHC5ADWN","version":516,"itemType":"journalArticle","title":"Rigorous derivation of an unclosed mean G-equation for statistically 1D premixed turbulent flames","creators":[{"creatorType":"author","firstName":"Vladimir A","lastName":"Sabel"},{"creatorType":"author","firstName":"Andrei N","lastName":"Lipatnikov"}],"abstractNote":"","publicationTitle":"","volume":"","issue":"","pages":"301–323","date":"2010","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:10Z","dateModified":"2021-09-21T03:42:10Z"}}


key: 72J72MUG
data:
  {"key":"72J72MUG","version":516,"data":{"key":"72J72MUG","version":516,"itemType":"journalArticle","title":"A reduced mechanism for predicting the ignition timing of a fuel blend of natural-gas and n-heptane in HCCI engine","creators":[{"creatorType":"author","firstName":"Keyvan","lastName":"Bahlouli"},{"creatorType":"author","firstName":"Ugur","lastName":"Atikol"},{"creatorType":"author","firstName":"R Khoshbakhti","lastName":"Saray"},{"creatorType":"author","firstName":"Vahid","lastName":"Mohammadi"}],"abstractNote":"","publicationTitle":"Energy Conversion and Management","volume":"79","issue":"","pages":"85–96","date":"2014","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.enconman.2013.12.005","ISSN":"0196-8904","shortTitle":"","url":"http://dx.doi.org/10.1016/j.enconman.2013.12.005","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:10Z","dateModified":"2021-09-21T03:42:10Z"}}


key: LMPN2VSB
data:
  {"key":"LMPN2VSB","version":516,"data":{"key":"LMPN2VSB","version":516,"itemType":"journalArticle","title":"Improvements to Combustion Models for Modeling Spark-Ignition Engines Using the G -equation and Detailed Chemical Kinetics COMBUSTION MODELS","creators":[{"creatorType":"author","firstName":"Shiyou","lastName":"Yang"},{"creatorType":"author","firstName":"Rolf D","lastName":"Reitz"},{"creatorType":"author","firstName":"Claudia O","lastName":"Iyer"},{"creatorType":"author","firstName":"Jianwen","lastName":"Yi"}],"abstractNote":"","publicationTitle":"SAE Int. J. Fuels Lubr.","volume":"1","issue":"1","pages":"1009–1025","date":"2009","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2008-01-1634","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:10Z","dateModified":"2021-09-21T03:42:10Z"}}


key: 8SHSACQZ
data:
  {"key":"8SHSACQZ","version":516,"data":{"key":"8SHSACQZ","version":516,"itemType":"journalArticle","title":"Experimental study of the injection conditions influence over n-dodecane and diesel sprays with two ECN single-hole nozzles. Part II: Reactive atmosphere","creators":[{"creatorType":"author","firstName":"Raul","lastName":"Payri"},{"creatorType":"author","firstName":"F. J.","lastName":"Salvador"},{"creatorType":"author","firstName":"Jaime","lastName":"Gimeno"},{"creatorType":"author","firstName":"Jesús E.","lastName":"Peraza"}],"abstractNote":"The second part of this experimental analysis, presented in this paper, seeks to go deep on the characterization of the Spray C and Spray D nozzles from the Engine Combustion Network, investigating the penetration of fuel spray at reacting conditions alongside characteristic parameters of combustion such as ignition delay and lift-off length. Both ECN mono-orifice injectors have similar nozzle flow capacity but different conicity degrees and corner sharpness, being Spray C more susceptible to cavitate. Schlieren imaging technique was employed to quantitatively measure reactive penetration and ignition delay, while lift-off length was identified through OH∗chemiluminescence. As in the inert part of this research, n-dodecane and commercial diesel were selected for the tests, thereby the effect of the fuel properties in the measured parameters was analyzed. Also, once again the concept of R-parameter, defined as the penetration derivative respect to the square root of time was calculated to delve into the penetration behavior. The experiments were performed in a constant pressure-flow facility able to reproduce engine-like thermodynamic conditions. Results revealed that R-parameter evolution can be divided in four stages: an inert zone, a ‘bump', a ‘valley' part and a quasi-steady one that overlaps the previous inert part. Those stages are highly governed by ambient temperature and oxygen concentration. Nozzle geometry and fuel properties demonstrated to have a noteworthy influence on all measured parameters.","publicationTitle":"Energy Conversion and Management","volume":"126","issue":"","pages":"1157–1167","date":"2016","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.enconman.2016.07.079","ISSN":"01968904","shortTitle":"","url":"http://dx.doi.org/10.1016/j.enconman.2016.07.077","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"ISBN: 0196-8904\nPublisher: Elsevier Ltd","tags":[{"tag":"Chemiluminescence"},{"tag":"ECN nozzles"},{"tag":"Fuels"},{"tag":"Ignition delay"},{"tag":"Lift-off length"},{"tag":"Schlieren"},{"tag":"Tip penetration"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:10Z","dateModified":"2021-09-21T03:42:10Z"}}


key: ZP54W2LN
data:
  {"key":"ZP54W2LN","version":516,"data":{"key":"ZP54W2LN","version":516,"itemType":"journalArticle","title":"Numerical study of the chemical, thermal and diffusion effects of H2 and CO addition on the laminar flame speeds of methane–air mixture","creators":[{"creatorType":"author","firstName":"Jie","lastName":"Liu"},{"creatorType":"author","firstName":"Xin","lastName":"Zhang"},{"creatorType":"author","firstName":"Tao","lastName":"Wang"},{"creatorType":"author","firstName":"Xiaosen","lastName":"Hou"},{"creatorType":"author","firstName":"Jibao","lastName":"Zhang"},{"creatorType":"author","firstName":"Shizhuo","lastName":"Zheng"}],"abstractNote":"In this study, the chemical, thermal and diffusion effects of H2 and CO addition on the characteristics of methane laminar flame are examined numerically by using the CHEMKIN 2.0 code with a modified GRI-Mech 3.0 mechanism. The results reveal that a better agreement between the measured and predicted laminar flame speed is obtained by using the modified mechanism. The effect of H2 addition to flame speed is mainly due to chemical effect at lean and stoichiometric conditions. However, with the addition of CO, around 75% of the increase in laminar flame speed is due to thermal effect. Soret diffusion of H have an obviously effect on laminar flame speed, lowing it around the peak segment. Furthermore, the combined Soret effect of H and H2 basically accounts for the total Soret diffusion effect. With the addition of H2 and CO, the lean flammability limit is extended to a leaner mixture at atmospheric pressure. A linear correlation between the laminar flame speed and the relative amount of H2 was found in tertiary CH4/CO/H2 mixtures. However, this linear correlation is undermined when CO mole fraction is over than 45%.","publicationTitle":"International Journal of Hydrogen Energy","volume":"40","issue":"26","pages":"8475–8483","date":"2015","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.ijhydene.2015.04.133","ISSN":"03603199","shortTitle":"","url":"http://linkinghub.elsevier.com/retrieve/pii/S036031991501071X","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:10Z","dateModified":"2021-09-21T03:42:10Z"}}


key: GBEEPW53
data:
  {"key":"GBEEPW53","version":516,"data":{"key":"GBEEPW53","version":516,"itemType":"journalArticle","title":"Investigation on dilution effect on laminar burning velocity of syngas premixed flames","creators":[{"creatorType":"author","firstName":"Hong Meng","lastName":"Li"},{"creatorType":"author","firstName":"Guo Xiu","lastName":"Li"},{"creatorType":"author","firstName":"Zuo Yu","lastName":"Sun"},{"creatorType":"author","firstName":"Zi Hang","lastName":"Zhou"},{"creatorType":"author","firstName":"Yuan","lastName":"Li"},{"creatorType":"author","firstName":"Ye","lastName":"Yuan"}],"abstractNote":"To provide more insight into the laminar burning velocity reduction of diluted syngas premixed flames, the laminar burning velocities of diluted syngas premixed (H2/CO/N2/air and H2/CO/CO2/air) laminar spherical flames were systematically and thoroughly investigated experimentally via Schlieren technology. In the present investigation, the volume fraction of H2 was varied from 30% to 70%, the volume fraction of CO was varied from 30% to 70%, the volume fraction of CO2 was varied from 0% to 60%, and the equivalence ratio was varied from 0.7 to 1.0. In the present investigation, the effects of equivalence ratio, hydrogen fraction, and dilution fraction on the laminar burning velocities were studied. Compared to N2 dilution, the laminar burning velocity reduction with CO2 dilution was analysed through the thermal, transport, and chemical effects. In addition, the contributions of third-body and direction effects were also studied.","publicationTitle":"Energy","volume":"112","issue":"","pages":"146–152","date":"2016","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.energy.2016.06.015","ISSN":"03605442","shortTitle":"","url":"http://dx.doi.org/10.1016/j.energy.2016.06.015","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd","tags":[{"tag":"Chemical effect"},{"tag":"Dilution effect"},{"tag":"Laminar burning velocity"},{"tag":"Thermal effect"},{"tag":"Third-body effect"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:10Z","dateModified":"2021-09-21T03:42:10Z"}}


key: 2KA4LYUV
data:
  {"key":"2KA4LYUV","version":515,"data":{"key":"2KA4LYUV","version":515,"itemType":"journalArticle","title":"Highway Fuel Economy Testing of an RCCI Series Hybrid Vehicle","creators":[{"creatorType":"author","firstName":"Reed","lastName":"Hanson"},{"creatorType":"author","firstName":"Shawn","lastName":"Spannbauer"},{"creatorType":"author","firstName":"Christopher","lastName":"Gross"},{"creatorType":"author","firstName":"Rolf D","lastName":"Reitz"},{"creatorType":"author","firstName":"Scott","lastName":"Curran"},{"creatorType":"author","firstName":"John","lastName":"Storey"},{"creatorType":"author","firstName":"Shean","lastName":"Huff"}],"abstractNote":"AbstractIn the current work, a series-hybrid vehicle has been constructed that utilizes a dual-fuel, Reactivity Controlled Compression Ignition (RCCI) engine. The vehicle is a 2009 Saturn Vue chassis and a 1.9L turbo-diesel engine converted to operate with low temperature RCCI combustion. The engine is coupled to a 90 kW AC motor, acting as an electrical generator to charge a 14.1 kW-hr lithium-ion traction battery pack, which powers the rear wheels by a 75 kW drive motor.Full vehicle testing was conducted on chassis dynamometers at the Vehicle Emissions Research Laboratory at Ford Motor Company and at the Vehicle Research Laboratory at Oak Ridge National Laboratory. For this work, the US Environmental Protection Agency Highway Fuel Economy Test was performed using commercially available gasoline and ultra-low sulfur diesel. Fuel economy and emissions data were recorded over the specified test cycle and calculated based on the fuel properties and the high-voltage battery energy usage.The results were used to provide estimates of fuel economy and emissions performance with comparisons to a commercially available hybrid vehicle. The estimates also provide guidelines for system improvements to further increase the vehicle performance.","publicationTitle":"SAE Technical Paper","volume":"","issue":"","pages":"","date":"2015","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2015-01-0837","ISSN":"","shortTitle":"","url":"http://dx.doi.org/10.4271/2015-01-0837","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:10Z","dateModified":"2021-09-21T03:42:10Z"}}


key: F4YFWU3W
data:
  {"key":"F4YFWU3W","version":515,"data":{"key":"F4YFWU3W","version":515,"itemType":"journalArticle","title":"Laminar flame speeds of stratified methane , propane , and n -heptane flames","creators":[{"creatorType":"author","firstName":"Xian","lastName":"Shi"},{"creatorType":"author","firstName":"Jyh-yuan","lastName":"Chen"},{"creatorType":"author","firstName":"Yulin","lastName":"Chen"}],"abstractNote":"","publicationTitle":"Combustion and Flame","volume":"176","issue":"","pages":"38–47","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.combustflame.2016.10.018","ISSN":"0010-2180","shortTitle":"","url":"http://dx.doi.org/10.1016/j.combustflame.2016.10.018","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Inc.","tags":[{"tag":"Chemical effe"},{"tag":"Laminar flame speed"},{"tag":"Stratified flame"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:10Z","dateModified":"2021-09-21T03:42:10Z"}}


key: 6IFHQ8BM
data:
  {"key":"6IFHQ8BM","version":515,"data":{"key":"6IFHQ8BM","version":515,"itemType":"journalArticle","title":"Analysis of diesel spray dynamics using a compressible Eulerian/VOF/LES model and microscopic shadowgraphy","creators":[{"creatorType":"author","firstName":"M.","lastName":"Ghiji"},{"creatorType":"author","firstName":"L.","lastName":"Goldsworthy"},{"creatorType":"author","firstName":"P. A.","lastName":"Brandner"},{"creatorType":"author","firstName":"V.","lastName":"Garaniya"},{"creatorType":"author","firstName":"P.","lastName":"Hield"}],"abstractNote":"This paper presents numerical and experimental analysis of diesel engine spray dynamics in the region very close to the nozzle exit. Diesel fuel is injected through a single solid cone injector with sharp-edged nozzle inlet. Numerical investigations are conducted in an Eulerian framework by applying a Volume of Fluid interface capturing technique integrated with Large-Eddy Simulation turbulence modelling. Cavitation is modelled, by allowing liquid fuel to flash to gas at the fuel vapor pressure. The computational domain and settings mimic the experimental injector internal geometry and experimental operating conditions. In-nozzle disturbances are qualitatively well modelled by implementing the no-slip condition at the injector walls as well as cavitation and compressibility effects for each phase. A mesh dependency study is conducted with four different grid resolutions. Data are presented around the start of penetration (SOP) and up to the time when shock waves at the gas-liquid interface are well developed, the quasi-steady stage of injection. At SOP, an umbrella-shaped leading edge is captured in both the numerical and experimental studies however only the experimental images demonstrated a semi-transparent cloud of air-fuel mixture at the leading edge. A previously undescribed toroidal starting vortex near the nozzle exit is captured experimentally and numerically. Development of cavitation, down to the end of nozzle hole leads to the detachment of liquid from the nozzle hole walls and subsequently the diminution of boundary layer effects and thus reduced in-nozzle turbulence, and increased liquid jet velocity.","publicationTitle":"Fuel","volume":"188","issue":"","pages":"352–366","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2016.10.041","ISSN":"00162361","shortTitle":"","url":"http://dx.doi.org/10.1016/j.fuel.2016.10.041","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[{"tag":"Cavitation"},{"tag":"Compressible flow"},{"tag":"Diesel spray"},{"tag":"Large eddy simulation"},{"tag":"Primary atomization"},{"tag":"Shock wave"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:09Z","dateModified":"2021-09-21T03:42:09Z"}}


key: E4YNCDUN
data:
  {"key":"E4YNCDUN","version":515,"data":{"key":"E4YNCDUN","version":515,"itemType":"journalArticle","title":"Experimental assessment of various methods of determination of laminar flame speed in experiments with expanding spherical flames with positive Markstein lengths","creators":[{"creatorType":"author","firstName":"Andrei N","lastName":"Lipatnikov"},{"creatorType":"author","firstName":"Shenqyang S","lastName":"Shy"},{"creatorType":"author","firstName":"Wun-yi","lastName":"Li"}],"abstractNote":"","publicationTitle":"Combustion and Flame","volume":"162","issue":"7","pages":"2840–2854","date":"2015","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.combustflame.2015.04.003","ISSN":"0010-2180","shortTitle":"","url":"http://dx.doi.org/10.1016/j.combustflame.2015.04.003","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: The Combustion Institute","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:09Z","dateModified":"2021-09-21T03:42:09Z"}}


key: F35GUZGW
data:
  {"key":"F35GUZGW","version":515,"data":{"key":"F35GUZGW","version":515,"itemType":"journalArticle","title":"Decoupled CFD simulation of furnace and heat exchangers in a lignite utility boiler","creators":[{"creatorType":"author","firstName":"Panagiotis","lastName":"Drosatos"},{"creatorType":"author","firstName":"Nikos","lastName":"Nikolopoulos"},{"creatorType":"author","firstName":"Michalis","lastName":"Agraniotis"},{"creatorType":"author","firstName":"Grigorios","lastName":"Itskos"},{"creatorType":"author","firstName":"Panagiotis","lastName":"Grammelis"},{"creatorType":"author","firstName":"Emmanuel","lastName":"Kakaras"}],"abstractNote":"In this work, we simulated the convective section of Unit I of Meliti Power Plant (330 MWel) in Florina, Greece, using the macro heat exchanger model (MHEM). As boundary conditions, previous temperature and velocity field data have been used, referring to the exit surface of combustion chamber. The MHEM approximates the pressure losses, using the porous media model, and the heat transfer, using the number of transfer units (NTU) model. The results have been validated against standard operating data, provided by the plant manufacturer. The working fluid outlet temperature for each heat exchanger, the total heat transfer, and the temperature distribution throughout the whole convective section have been calculated, showing good agreement with the respective data, under full operational load. Further, a parametric investigation of the level has been conducted, in order to validate the applied boundary conditions. Overall, we evidence that the MHEM can be a quite effective alternative for heat exchanger simulations. ?? 2013 Elsevier Ltd. All rights reserved.","publicationTitle":"Fuel","volume":"117","issue":"PART A","pages":"633–648","date":"2014","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.fuel.2013.09.033","ISSN":"00162361","shortTitle":"","url":"http://dx.doi.org/10.1016/j.fuel.2013.09.033","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd","tags":[{"tag":"CFD"},{"tag":"Decoupled simulation"},{"tag":"Heat exchangers"},{"tag":"Macro heat exchanger model"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:09Z","dateModified":"2021-09-21T03:42:09Z"}}


key: 5WUJ82RK
data:
  {"key":"5WUJ82RK","version":515,"data":{"key":"5WUJ82RK","version":515,"itemType":"journalArticle","title":"Effect of diesel injection strategies on natural gas/diesel RCCI combustion characteristics in a light duty diesel engine","creators":[{"creatorType":"author","firstName":"Kamran","lastName":"Poorghasemi"},{"creatorType":"author","firstName":"Rahim Khoshbakhti","lastName":"Saray"},{"creatorType":"author","firstName":"Ehsan","lastName":"Ansari"},{"creatorType":"author","firstName":"Behrouz Khoshbakht","lastName":"Irdmousa"},{"creatorType":"author","firstName":"Mehdi","lastName":"Shahbakhti"},{"creatorType":"author","firstName":"Jeffery D.","lastName":"Naber"}],"abstractNote":"Reactivity controlled compression ignition (RCCI) combustion mode is an attractive combustion strategy due to its potential in satisfying the strict emission standards. In this study, the effects of direct injection (DI) strategies on the combustion and emission characteristics of a modified light duty RCCI engine, fueled with natural gas (NG) and diesel were numerically investigated. In this way, Converge CFD code employing a detail chemical kinetics mechanism was used for 3D simulation of combustion process and emissions prediction. NG with higher octane number (ON) is mixed with air through intake port, while diesel fuel with lower ON is directly injected into the combustion chamber during compression stroke by means of split injection strategy. The effects of several parameters, including the premixed ratio (PR) of NG, diesel fuel fraction in first and second injection pulses, first and second start of injection timing (SOI1 and 2), injection pressure and the spray angle on the engine performance and emission characteristics are investigated. The results indicate that these parameters have significant effects on the light duty RCCI engine performance and engine out emissions. Also, it was demonstrated that by decreasing the first injection pressure from 450 to 300 bar, the gross indicated efficiency increases by 5% and CA50 is retarded by 4 CAD. Moreover, by reducing the spray angle from 144° to 100°, the gross indicated efficiency decreases by 4% and CA50 is advanced by 6 CAD. The results showed that reduction in NOx emission is achievable, while controlling HC and CO emissions, by means of increasing the NG fraction, advancing the SOI1, increasing the fuel fraction in first DI injection with lower injection pressure and employing a wider injector spray angle.","publicationTitle":"Applied Energy","volume":"199","issue":"","pages":"430–446","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.apenergy.2017.05.011","ISSN":"03062619","shortTitle":"","url":"http://dx.doi.org/10.1016/j.apenergy.2017.05.011","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier Ltd","tags":[{"tag":"CFD simulation"},{"tag":"Combustion"},{"tag":"Diesel injection pressure"},{"tag":"Injection timing"},{"tag":"RCCI"},{"tag":"Spray angle"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:09Z","dateModified":"2021-09-21T03:42:09Z"}}


key: QU5K68GE
data:
  {"key":"QU5K68GE","version":515,"data":{"key":"QU5K68GE","version":515,"itemType":"journalArticle","title":"CFD Modeling of Spark Ignited Gasoline Engines- Part 1 : Modeling the Engine under Motored and Premixed-Charge Combustion Mode Experimental Apparatus : SI Engine","creators":[{"creatorType":"author","firstName":"Ishan","lastName":"Verma"},{"creatorType":"author","firstName":"Eric","lastName":"Bish"},{"creatorType":"author","firstName":"Martin","lastName":"Kuntz"},{"creatorType":"author","firstName":"Ellen","lastName":"Meeks"},{"creatorType":"author","firstName":"Karthik","lastName":"Puduppakkam"}],"abstractNote":"","publicationTitle":"","volume":"","issue":"","pages":"","date":"2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.4271/2016-01-0591.Copyright","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:09Z","dateModified":"2021-09-21T03:42:09Z"}}


key: FG767UHY
data:
  {"key":"FG767UHY","version":515,"data":{"key":"FG767UHY","version":515,"itemType":"conferencePaper","title":"Oxidation of Carbon Between 1000-2000 C","creators":[{"creatorType":"author","name":"J. Nagle and R.F. Strikland-Constable"}],"abstractNote":"When oxygen reacts with pyro graphite at high flow' raües and at pressures of about 0.2 atm, the reaction rate increases steeply with temperature from 1050\"C to 1700'C; above ühis temperature the rate ceases to rise and the reaction curve becomes nearly horizontal. Since much faster rates of reaction are observed with other forms of carbon under otherwise idenüical reaction conditions, the pyro graphite rates must be genuine chemical rates not, substantially influenced by gas phase mass transfer. In the past the reacüions of oxygen at very low pressures with carbon filaments have shown that the reaction curve under üheso conditions reaches a maximum aü a temperature of about ll00\"C, which is 600'C less than the temperaüure at which the maximum rato wiüh pyro graphite at a pressure of 0.2 atm was observed. The theory of Blyholder, Binford and Ey'ring, slightly modified, is shown to account satis- facúorily for this difference between lhe low and high pressure results. The reacüions of reactor quality graphite with oxygen have also been studied. The reaction curves reach a maxirnum at about 1600'C in a manner very similar to those ofpyro graphite, and the rate then falls approciably between 1600'C and 2000'C. The rates in this case are considerably higher than with pyro graphite, and they are certainly parüly mass-transfer controlled: but the similariúy in shape with the pyro graphite results suggests that, alühough the absolute values of ühe rates may be in need of considerable correct'ion for mass transfer, the curves for reactor graphite aro in broad ouüline of a shape determined by chemical factors.","date":"1962","proceedingsTitle":"Proc. of the Fifth Carbon Conf.,","conferenceName":"","place":"","publisher":"","volume":"1","pages":"154","series":"","language":"","DOI":"","ISBN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:09Z","dateModified":"2021-09-21T03:42:09Z"}}


key: 84CTQML9
data:
  {"key":"84CTQML9","version":514,"data":{"key":"84CTQML9","version":514,"itemType":"journalArticle","title":"Experimental research on the effect of shock wave on the evolution of high-pressure diesel spray","creators":[{"creatorType":"author","firstName":"Enzhe","lastName":"Song"},{"creatorType":"author","firstName":"Yue","lastName":"Li"},{"creatorType":"author","firstName":"Quan","lastName":"Dong"},{"creatorType":"author","firstName":"Liyun","lastName":"Fan"},{"creatorType":"author","firstName":"Chong","lastName":"Yao"},{"creatorType":"author","firstName":"Liping","lastName":"Yang"}],"abstractNote":"With the increase in the diesel injection pressure in modern diesel engines, the velocity of the diesel spray increases accordingly, and shock waves are induced when the spray is supersonic. To better understand the effect of shock waves on the spray development, the evolution of the high-pressure diesel spray and shock wave under different diesel injection pressures and ambient pressure has been investigated using the Schlieren imaging method. The results show that the shock wave affects the development of the spray and the mixing effect between the spray and surrounding air. The shock wave promotes development of the spray tip penetration and enhances the gas entrainment effect. However, the shock wave has an inhibitory effect on the spray development in the radial direction. In addition, the shock wave angle determines the range of influence on the ambient air, which affects atomization of the spray. The shock wave angle increases with the decrease in the spray front Mach number. An empirical correlation of the shock wave angle and spray front Mach number was proposed in this paper. The calculated results are in good agreement with the experimental data. In addition, a diagram of the shock wave generation and classification in a diesel engine is proposed.","publicationTitle":"Experimental Thermal and Fluid Science","volume":"93","issue":"January","pages":"235–241","date":"2018","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"10.1016/j.expthermflusci.2018.01.004","ISSN":"08941777","shortTitle":"","url":"https://doi.org/10.1016/j.expthermflusci.2018.01.004","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"Publisher: Elsevier","tags":[{"tag":"Diesel spray"},{"tag":"Empirical correlation"},{"tag":"Mach number"},{"tag":"Schlieren imaging"},{"tag":"Shock wave"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:09Z","dateModified":"2021-09-21T03:42:09Z"}}


key: FWVTR5C4
data:
  {"key":"FWVTR5C4","version":514,"data":{"key":"FWVTR5C4","version":514,"itemType":"journalArticle","title":"Turbulent Flame speed and thickness : phenomenology , evaluation , and application in multi-dimensional simulations","creators":[{"creatorType":"author","firstName":"A N","lastName":"Lipatnikov"},{"creatorType":"author","firstName":"J","lastName":"Chomiak"}],"abstractNote":"","publicationTitle":"","volume":"28","issue":"","pages":"","date":"2002","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"","DOI":"","ISSN":"","shortTitle":"","url":"","accessDate":"","archive":"","archiveLocation":"","libraryCatalog":"","callNumber":"","rights":"","extra":"","tags":[{"tag":"- see front matter"},{"tag":"02"},{"tag":"0360-1285"},{"tag":"1 46-31-1809-76"},{"tag":"1 46-31-772-1400"},{"tag":"all rights reserved"},{"tag":"ame speed"},{"tag":"chalmers"},{"tag":"chomiak"},{"tag":"comb"},{"tag":"corresponding author"},{"tag":"e-mail address"},{"tag":"fax"},{"tag":"j"},{"tag":"ltd"},{"tag":"numerical simulations"},{"tag":"phenomenology"},{"tag":"premixed turbulent combustion"},{"tag":"q 2001 elsevier science"},{"tag":"se"},{"tag":"tel"},{"tag":"tfd"},{"tag":"turbulent"}],"collections":["KPPT2T45"],"relations":{},"dateAdded":"2021-09-21T03:42:09Z","dateModified":"2021-09-21T03:42:09Z"}}


key: TFYBV6JC
data:
  {"key":"TFYBV6JC","version":117,"data":{"key":"TFYBV6JC","version":117,"itemType":"journalArticle","title":"A model for the laminar flame speed of binary fuel blends and its application to methane/hydrogen mixtures","creators":[{"creatorType":"author","firstName":"Zheng","lastName":"Chen"},{"creatorType":"author","firstName":"Peng","lastName":"Dai"},{"creatorType":"author","firstName":"Shiyi","lastName":"Chen"}],"abstractNote":"Recent studies have demonstrated promising performance of adding hydrogen to methane in internal combustion engines and substantial attention has been devoted to binary fuel blends. Due to the strong nonlinearity of chemical reaction process, the laminar ﬂame speed of binary fuel blends cannot be obtained from linear combination of the laminar ﬂame speed of each individual fuel constituent. In this study, theoretical analysis is conducted for a planar premixed ﬂame of binary fuel blends and a model for the laminar ﬂame speed is developed. The model shows that the laminar ﬂame speed of binary fuel blends depends on the square of the laminar ﬂame speed of each individual fuel component. This model can predict the laminar ﬂame speed of binary fuel blends when three laminar ﬂame speeds are available: two for each individual fuel component and the third one for the fuel blends at one selected blending ratio. The performance of this model as well as models reported in the literature is assessed for methane/hydrogen mixtures. It is demonstrated that good agreements with calculations or measurements can be achieved by the present model prediction. Moreover, it is found that the present model also works for other binary fuel blends besides methane/hydrogen.","publicationTitle":"International Journal of Hydrogen Energy","volume":"37","issue":"13","pages":"10390-10396","date":"7/2012","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"International Journal of Hydrogen Energy","language":"en","DOI":"10.1016/j.ijhydene.2012.04.015","ISSN":"03603199","shortTitle":"","url":"https://linkinghub.elsevier.com/retrieve/pii/S0360319912008695","accessDate":"2021-03-19T03:37:25Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["FTZ9CSR9"],"relations":{},"dateAdded":"2021-03-19T03:37:25Z","dateModified":"2021-03-19T03:37:26Z"}}


key: 2WQZZATJ
data:
  {"key":"2WQZZATJ","version":117,"data":{"key":"2WQZZATJ","version":117,"itemType":"journalArticle","title":"Enhancement of a laminar premixed methane/oxygen/nitrogen flame speed using femtosecond-laser-induced plasma","creators":[{"creatorType":"author","firstName":"Xin","lastName":"Yu"},{"creatorType":"author","firstName":"Jiangbo","lastName":"Peng"},{"creatorType":"author","firstName":"Peng","lastName":"Yang"},{"creatorType":"author","firstName":"Rui","lastName":"Sun"},{"creatorType":"author","firstName":"Yachao","lastName":"Yi"},{"creatorType":"author","firstName":"Yongpeng","lastName":"Zhao"},{"creatorType":"author","firstName":"Deying","lastName":"Chen"},{"creatorType":"author","firstName":"Junhua","lastName":"Yu"}],"abstractNote":"","publicationTitle":"Applied Physics Letters","volume":"97","issue":"1","pages":"011503","date":"2010-07-05","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"Appl. Phys. Lett.","language":"en","DOI":"10.1063/1.3457384","ISSN":"0003-6951, 1077-3118","shortTitle":"","url":"http://aip.scitation.org/doi/10.1063/1.3457384","accessDate":"2021-03-19T03:37:21Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["FTZ9CSR9"],"relations":{},"dateAdded":"2021-03-19T03:37:21Z","dateModified":"2021-03-19T03:37:22Z"}}


key: ZJ2MJ9VH
data:
  {"key":"ZJ2MJ9VH","version":117,"data":{"key":"ZJ2MJ9VH","version":117,"itemType":"conferencePaper","title":"Correlations for the Laminar Flame Speed, Adiabatic Flame Temperature and Ignition Delay Time for Methane, Ethanol and n-Decane","creators":[{"creatorType":"author","firstName":"Jan Michael","lastName":"Boyde"},{"creatorType":"author","firstName":"Andreas","lastName":"Fiolitakis"},{"creatorType":"author","firstName":"Massimiliano","lastName":"Di Domenico"},{"creatorType":"author","firstName":"Manfred","lastName":"Aigner"}],"abstractNote":"","date":"2011-01-04","proceedingsTitle":"49th AIAA Aerospace Sciences Meeting including the New Horizons Forum and Aerospace Exposition","conferenceName":"49th AIAA Aerospace Sciences Meeting including the New Horizons Forum and Aerospace Exposition","place":"Orlando, Florida","publisher":"American Institute of Aeronautics and Astronautics","volume":"","pages":"","series":"","language":"en","DOI":"10.2514/6.2011-510","ISBN":"978-1-60086-950-1","shortTitle":"","url":"http://arc.aiaa.org/doi/10.2514/6.2011-510","accessDate":"2021-03-19T03:37:17Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["FTZ9CSR9"],"relations":{},"dateAdded":"2021-03-19T03:37:17Z","dateModified":"2021-03-19T03:37:17Z"}}


key: T2RDQPJR
data:
  {"key":"T2RDQPJR","version":117,"data":{"key":"T2RDQPJR","version":117,"itemType":"journalArticle","title":"A numerical study of the laminar flame speed of stratified methane/air flames","creators":[{"creatorType":"author","firstName":"A.","lastName":"Pires Da Cruz"},{"creatorType":"author","firstName":"A.M.","lastName":"Dean"},{"creatorType":"author","firstName":"J.M.","lastName":"Grenda"}],"abstractNote":"","publicationTitle":"Proceedings of the Combustion Institute","volume":"28","issue":"2","pages":"1925-1932","date":"1/2000","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"Proceedings of the Combustion Institute","language":"en","DOI":"10.1016/S0082-0784(00)80597-4","ISSN":"15407489","shortTitle":"","url":"https://linkinghub.elsevier.com/retrieve/pii/S0082078400805974","accessDate":"2021-03-19T03:37:13Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["FTZ9CSR9"],"relations":{},"dateAdded":"2021-03-19T03:37:13Z","dateModified":"2021-03-19T03:37:13Z"}}


key: 9EHRMJ5F
data:
  {"key":"9EHRMJ5F","version":117,"data":{"key":"9EHRMJ5F","version":117,"itemType":"journalArticle","title":"The laminar flame speed of methane-oxygen mixtures and some remarks on flame pressure","creators":[{"creatorType":"author","firstName":"H.","lastName":"Peschel"},{"creatorType":"author","firstName":"F.","lastName":"Fetting"}],"abstractNote":"","publicationTitle":"Combustion and Flame","volume":"19","issue":"1","pages":"136-140","date":"8/1972","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"Combustion and Flame","language":"en","DOI":"10.1016/S0010-2180(72)80096-8","ISSN":"00102180","shortTitle":"","url":"https://linkinghub.elsevier.com/retrieve/pii/S0010218072800968","accessDate":"2021-03-19T03:37:09Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["FTZ9CSR9"],"relations":{},"dateAdded":"2021-03-19T03:37:09Z","dateModified":"2021-03-19T03:37:09Z"}}


key: U87MCKH3
data:
  {"key":"U87MCKH3","version":113,"data":{"key":"U87MCKH3","version":113,"itemType":"journalArticle","title":"Extension of PREMIER combustion operation range using split micro pilot fuel injection in a dual fuel natural gas compression ignition engine: A performance-based and visual investigation","creators":[{"creatorType":"author","firstName":"Cagdas","lastName":"Aksu"},{"creatorType":"author","firstName":"Nobuyuki","lastName":"Kawahara"},{"creatorType":"author","firstName":"Kazuya","lastName":"Tsuboi"},{"creatorType":"author","firstName":"Morio","lastName":"Kondo"},{"creatorType":"author","firstName":"Eiji","lastName":"Tomita"}],"abstractNote":"The effects of split pilot fuel injection on engine performance and PREmixed Mixture Ignition in the End Gas Region (PREMIER) combustion characteristics were investigated in a single-cylinder dual-fuel natural gas engine ignited with diesel fuel. In particular, the effect of second spray timing on combustion mode was examined. PREMIER combustion was observed in a wider range of operating conditions with split injection strategy compared to single injection strategy. We determined that it was possible to both decelerate heat release and suppress knocking to PREMIER combustion, and accelerate heat release and promote normal combustion to PREMIER combustion, with suitable second injection timing. The maximum of thermal efﬁciency of PREMIER combustion operation with split injection was close to the results obtained with knocking operation. In-cylinder images showed that split injection strategy advances or retards the progress of combustion by controlling the size and rate of growth of ﬂame kernels, depending on the timing of the second injection. The combustion progress is earlier when the pilot fuel delivered during the ﬁrst injection autoignites during the second injection. Kernel growth and the ﬁnal size were adversely affected when the second injection was initiated after pilot fuel autoignition.","publicationTitle":"Fuel","volume":"185","issue":"","pages":"243-253","date":"12/2016","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"Fuel","language":"en","DOI":"10.1016/j.fuel.2016.07.120","ISSN":"00162361","shortTitle":"Extension of PREMIER combustion operation range using split micro pilot fuel injection in a dual fuel natural gas compression ignition engine","url":"https://linkinghub.elsevier.com/retrieve/pii/S0016236116307232","accessDate":"2021-03-16T21:36:56Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["REBFIKTR"],"relations":{},"dateAdded":"2021-03-16T21:36:56Z","dateModified":"2021-03-16T21:36:56Z"}}


key: MGRYE93F
data:
  {"key":"MGRYE93F","version":110,"data":{"key":"MGRYE93F","version":110,"itemType":"journalArticle","title":"Numerical Study on the Combustion Process of n-heptane Spray Flame in Methane Environment Using Large Eddy Simulation","creators":[{"creatorType":"author","firstName":"Wanhui","lastName":"Zhao"},{"creatorType":"author","firstName":"Lei","lastName":"Zhou"},{"creatorType":"author","firstName":"Zongkuan","lastName":"Liu"},{"creatorType":"author","firstName":"Jiayue","lastName":"Qi"},{"creatorType":"author","firstName":"Zhen","lastName":"Lu"},{"creatorType":"author","firstName":"Haiqiao","lastName":"Wei"},{"creatorType":"author","firstName":"Gequn","lastName":"Shu"}],"abstractNote":"Large eddy simulation is applied for the combustion process of n-heptane spray ﬂame in methane environment. The inﬂuence of methane (CH4) concentration on the auto-ignition process and ﬂame structures are discussed in detail. By increasing the CH4 concentration in the ambient gas, auto-ignition is delayed obviously at a low initial temperature because of the delayed ﬁrst-stage ignition. While at a high temperature, the auto-ignition time is less inﬂuenced by the addition of CH4. However, after the addition of CH4, the concentration of the mixture where the high-temperature ignition is initialed becomes much richer and it is independent of the initial temperatures. In addition, the chemical explosive mode analysis (CEMA) method shows that the mixture in high-temperature regions is non-explosive without CH4 addition, and the abrupt transition between the explosive and non-explosive mixture at the tip of the reacting spray is observed by adding CH4 in the ambient gas, indicating that a ﬂame front is developing downstream. This ﬂame front exists for a long time at low CH4 concentration. The eigenvalue of the Jacobian matrix for the CH4/air mixture in the ambient gas is increased signiﬁcantly with the addition of CH4, indicating that the combustion process is dominated by auto-ignition. Finally, results show that the development of the ﬂame is accelerated by the addition of CH4 in the ambient gas.","publicationTitle":"Combustion Science and Technology","volume":"193","issue":"1","pages":"142-166","date":"2021-01-02","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"Combustion Science and Technology","language":"en","DOI":"10.1080/00102202.2019.1655404","ISSN":"0010-2202, 1563-521X","shortTitle":"","url":"https://www.tandfonline.com/doi/full/10.1080/00102202.2019.1655404","accessDate":"2021-03-16T20:13:26Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["HS4KC8YB"],"relations":{},"dateAdded":"2021-03-16T20:13:26Z","dateModified":"2021-03-16T20:13:27Z"}}


key: Z8N3EUL5
data:
  {"key":"Z8N3EUL5","version":108,"data":{"key":"Z8N3EUL5","version":108,"itemType":"journalArticle","title":"Mechanism of hydrocarbon reduction using multiple injection in a natural gas fuelled/micro-pilot diesel ignition engine","creators":[{"creatorType":"author","firstName":"G J","lastName":"Micklow"},{"creatorType":"author","firstName":"W","lastName":"Gong"}],"abstractNote":"Research has shown that a large amount of natural gas (NG) is unburned at light loads in an NG fuelled/micro-pilot diesel compression ignition engine. A mechanism of unburned hydrocarbon (HC) reduction using multiple injections of micro-pilot diesel has been proposed in this paper. Multidimensional computations were carried out for a dual-fuel engine based on a modified CAT3401 engine configuration. The computations show that a split injection with a small percentage (e.g. 30 per cent of diesel in the second injection pulse) can significantly reduce HC, CO and NOxemissions. Based on parametric studies to optimize the timing of both of the injection pulses, HC emissions could be reduced by 90 per cent, with a reduction in CO emissions of 50 per cent and NOx emissions of 70 per cent in comparison to a singleinjection pulse-base case configuration.","publicationTitle":"International Journal of Engine Research","volume":"3","issue":"1","pages":"13-21","date":"02/2002","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"International Journal of Engine Research","language":"en","DOI":"10.1243/1468087021545504","ISSN":"1468-0874, 2041-3149","shortTitle":"","url":"http://journals.sagepub.com/doi/10.1243/1468087021545504","accessDate":"2021-03-15T15:59:38Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["HS4KC8YB"],"relations":{},"dateAdded":"2021-03-15T15:59:38Z","dateModified":"2021-03-15T15:59:39Z"}}


key: KSSTMLC5
data:
  {"key":"KSSTMLC5","version":108,"data":{"key":"KSSTMLC5","version":108,"itemType":"journalArticle","title":"Effect of the diesel injection timing and the pilot quantity on the combustion characteristics and the fine-particle emissions in a micro-diesel pilot-ignited natural-gas engine","creators":[{"creatorType":"author","firstName":"Lei","lastName":"Zhou"},{"creatorType":"author","firstName":"Yi-Fu","lastName":"Liu"},{"creatorType":"author","firstName":"Chen-Bo","lastName":"Wu"},{"creatorType":"author","firstName":"Lu","lastName":"Sun"},{"creatorType":"author","firstName":"Long","lastName":"Wang"},{"creatorType":"author","firstName":"Ke","lastName":"Zeng"},{"creatorType":"author","firstName":"Zuo-Hua","lastName":"Huang"}],"abstractNote":"Natural gas is a potential alternative to conventional liquid fuels for utilization in automotive internal combustion engines. Its utilization can significantly reduce the levels of nitrogen oxide and particulate matter emissions from dual-fuel diesel/ natural-gas engines. However, this reduction in the particulate matter emissions may induce an increase in the quantity of particles of smaller size, which are harmful to human health. The engine parameters, namely the diesel injection timing and the pilot quantity directly, affect the homogeneity of the fuel–air mixture, the spatial distribution of initial ignition centres and the quantity of initial ignition centres. In this paper, the effects of these two engine parameters on the combustion and the particle emission characteristics of micro-diesel pilot-ignited natural-gas fuel are investigated. The combustion parameters were calculated from the cylinder pressure data. An electrical low-pressure impactor was employed to measure the particle number concentration and particle size distribution. Experimental results indicate that the ignition delay period is prolonged and the particle number concentration progressively increases with advance of the injection timing, while the particle mass concentration undergoes a steady decrease and then a rapid increase. On the other hand, increasing the pilot diesel quantity can shorten the ignition delay period and enhance the burning rate. Meanwhile, the particle mass concentration increases evidently but the particle number concentration decreases unexpectedly. It should be noted that the total number of fine particles is sensitive to advancing injection and decreasing pilot mass, especially above the 20° crank angle before top dead centre injection timing and below the basic pilot mass.","publicationTitle":"Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering","volume":"227","issue":"8","pages":"1142-1152","date":"08/2013","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering","language":"en","DOI":"10.1177/0954407013480452","ISSN":"0954-4070, 2041-2991","shortTitle":"","url":"http://journals.sagepub.com/doi/10.1177/0954407013480452","accessDate":"2021-03-15T15:59:34Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["HS4KC8YB"],"relations":{},"dateAdded":"2021-03-15T15:59:34Z","dateModified":"2021-03-15T15:59:35Z"}}


key: 8QBVX4H7
data:
  {"key":"8QBVX4H7","version":108,"data":{"key":"8QBVX4H7","version":108,"itemType":"journalArticle","title":"Controlling Gasoline Low Temperature Combustion by Diesel Micro Pilot Injection","creators":[{"creatorType":"author","firstName":"Johannes","lastName":"Eichmeier"},{"creatorType":"author","firstName":"Uwe","lastName":"Wagner"},{"creatorType":"author","firstName":"Ulrich","lastName":"Spicher"}],"abstractNote":"The simultaneous reduction of fuel consumption and pollutant emissions, namely NOx and soot, is the predominant goal in modern engine development. In this context, low temperature combustion concepts are believed to be the most promising approaches to resolve the above mentioned conflict of goals. Disadvantageously these combustion concepts show high peak pressures or high rates of pressure rise due to early ignition and high reaction rates especially at high loads. Furthermore, there are still challenges in controlling combustion phasing. In this context using a small amount of pilot diesel injected directly into the combustion chamber to ignite a highly diluted gasoline air mixture can overcome the aforementioned difficulties. As the gasoline does not ignite without the diesel, the pilot injection timing can be used to control combustion phasing. By increasing dilution even high loads with low rates of pressure rise and without knocking are possible. This paper shows the results of experimental investigations carried out on a heavy duty boosted single cylinder diesel engine. Based on the indicated cylinder pressure, the combustion process is characterized by performing knock analyses as well as thermodynamic analyses. Furthermore, an optically accessible engine has been set up to investigate both the diesel injection and the combustion process by means of digital high speed imaging. Together with the thermodynamic analyses the results of these optical investigations make up the base for the presented theoretical model of this combined diesel-gasoline combustion process. To show the load potential of this Dual-Fuel-CAI concept, the engine was operated at 2100 1/min with an IMEP of 19 bar. NOx emissions did not exceed 0.027 g/kWh.","publicationTitle":"Journal of Engineering for Gas Turbines and Power","volume":"134","issue":"7","pages":"072802","date":"2012-07-01","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"","language":"en","DOI":"10.1115/1.4005997","ISSN":"0742-4795, 1528-8919","shortTitle":"","url":"https://asmedigitalcollection.asme.org/gasturbinespower/article/doi/10.1115/1.4005997/455691/Controlling-Gasoline-Low-Temperature-Combustion-by","accessDate":"2021-03-15T15:59:30Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["HS4KC8YB"],"relations":{},"dateAdded":"2021-03-15T15:59:30Z","dateModified":"2021-03-15T15:59:31Z"}}


key: G3EA5E58
data:
  {"key":"G3EA5E58","version":108,"data":{"key":"G3EA5E58","version":108,"itemType":"journalArticle","title":"Phenomenological micro-pilot ignition model for medium-speed dual-fuel engines","creators":[{"creatorType":"author","firstName":"Hyunchun","lastName":"Park"},{"creatorType":"author","firstName":"Yuri M.","lastName":"Wright"},{"creatorType":"author","firstName":"Omar","lastName":"Seddik"},{"creatorType":"author","firstName":"Ales","lastName":"Srna"},{"creatorType":"author","firstName":"Panagiotis","lastName":"Kyrtatos"},{"creatorType":"author","firstName":"Konstantinos","lastName":"Boulouchos"}],"abstractNote":"The medium-speed dual-fuel engine has become popular in the marine industry for its advantages of fulfilling the stringent emission regulations and relative affordability of natural gas. In such engines, the ignition process importantly influences the subsequent combustion processes and engine performance. This work developed a phenomenological micro-pilot ignition model with a minimal number of tuning parameters aiming to improve the understanding of the ignition event and enable better control of the dual-fuel engine. The model comprises of a spray and a chemistry submodel to accurately capture the interaction between the direct injection of a small amount of diesel fuel (called micro-pilot) and a two-stage ignition of the diesel fuel mixed with the surrounding reactive charge in relatively low temperature. A 1D transient spray model is adapted to reproduce the micropilot spray characteristics by assuming a realistic trapezoidal fuel injection profile and the varying discharge coefficient during the transient spray period. The chemical reactions are modeled with a 0D transient flamelet approach based on an opposed flow reactor. The model is validated using three sets of experimental data, namely ECN Spray A (constant volume chamber), RCEM with optical accessibility, and finally, medium-speed dual-fuel engine. Quantitatively good predictions of the spray formation, ignition delay, and ignition location over broad conditions ranging from the conventional diesel ignition to the micro-pilot ignition in the dual-fuel engine are demonstrated. Finally, the developed model is used to explore the characteristics of micro-pilot ignition under conditions relevant to the medium-speed dual-fuel engines.","publicationTitle":"Fuel","volume":"285","issue":"","pages":"118955","date":"02/2021","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"Fuel","language":"en","DOI":"10.1016/j.fuel.2020.118955","ISSN":"00162361","shortTitle":"","url":"https://linkinghub.elsevier.com/retrieve/pii/S0016236120319517","accessDate":"2021-03-15T15:59:26Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["HS4KC8YB"],"relations":{},"dateAdded":"2021-03-15T15:59:26Z","dateModified":"2021-03-15T15:59:26Z"}}


key: MHW6DRHB
data:
  {"key":"MHW6DRHB","version":98,"data":{"key":"MHW6DRHB","version":98,"itemType":"journalArticle","title":"Numerical investigation of the impact of gas composition on the combustion process in a dual-fuel compression-ignition engine","creators":[{"creatorType":"author","firstName":"Maciej","lastName":"Mikulski"},{"creatorType":"author","firstName":"Sławomir","lastName":"Wierzbicki"}],"abstractNote":"This study discusses the model of operation of a dual-fuel compression-ignition engine, powered by gaseous fuel with an initial dose of diesel fuel as the ignition inhibitor. The study used a zerodimensional multiphase mathematical model of a dual-fuel engine to simulate the impact of enhancing Natural Gas (NG) with other gases on the combustion process. The model simulated the thermodynamic parameters of the gas mixture in the cylinder of a dual-fuel (NG/Diesel), turbocharged, four cylinder CRDI (Common-Rail Direct Injection) engine. The tests discussed herein were conducted for steady state engine operation, for partial load and constant consumption of gaseous fuel. In the discussed tests, carbon dioxide and higher hydrocarbons (ethane and propane) were used as additions to NG.","publicationTitle":"Journal of Natural Gas Science and Engineering","volume":"31","issue":"","pages":"525-537","date":"04/2016","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"Journal of Natural Gas Science and Engineering","language":"en","DOI":"10.1016/j.jngse.2016.03.074","ISSN":"18755100","shortTitle":"","url":"https://linkinghub.elsevier.com/retrieve/pii/S1875510016301810","accessDate":"2021-03-10T01:37:27Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["BW43546C"],"relations":{},"dateAdded":"2021-03-10T01:37:27Z","dateModified":"2021-03-10T01:37:27Z"}}


key: ERRKCU6Z
data:
  {"key":"ERRKCU6Z","version":95,"data":{"key":"ERRKCU6Z","version":95,"itemType":"journalArticle","title":"Laminar flame speeds of stratified methane, propane, and n-heptane flames","creators":[{"creatorType":"author","firstName":"Xian","lastName":"Shi"},{"creatorType":"author","firstName":"Jyh-Yuan","lastName":"Chen"},{"creatorType":"author","firstName":"Yulin","lastName":"Chen"}],"abstractNote":"","publicationTitle":"Combustion and Flame","volume":"176","issue":"","pages":"38-47","date":"02/2017","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"Combustion and Flame","language":"en","DOI":"10.1016/j.combustflame.2016.10.018","ISSN":"00102180","shortTitle":"","url":"https://linkinghub.elsevier.com/retrieve/pii/S001021801630325X","accessDate":"2021-03-10T01:36:36Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["BW43546C"],"relations":{},"dateAdded":"2021-03-10T01:36:36Z","dateModified":"2021-03-10T01:36:36Z"}}


key: NUJN8U3I
data:
  {"key":"NUJN8U3I","version":91,"data":{"key":"NUJN8U3I","version":91,"itemType":"journalArticle","title":"Graphical user interface editor for Octave applications","creators":[{"creatorType":"author","firstName":"Enrique S.","lastName":"Burgos"},{"creatorType":"author","firstName":"Eduardo J.","lastName":"Adam"}],"abstractNote":"The use of calculation software for pedagogical purposes in degree courses is a central tool for addressing disciplinary knowledge in engineering careers. Particularly, open source and free license tools generally have lower associated costs than their propriety equivalents while offering a similarly rich set of functionalities. This document presents a software tool called guiEditor designed to create script applications based on graphical interfaces for GNU Octave. guiEditor is a visual editor, which incorporates different functionalities aimed at allowing the development of graphical applications based on basic programming knowledge. Within the development environment it incorporates, in addition to the typical controls of the graphical interfaces, new controls that extend the script language used. In addition, as an example of the development environment potential, two applications created with guiEditor are presented. The assessment made by the students about a third application, called ltitool, which has been used in degree courses to address Process Control topics, is also presented.","publicationTitle":"Engineering Reports","volume":"2","issue":"11","pages":"","date":"11/2020","series":"","seriesTitle":"","seriesText":"","journalAbbreviation":"Engineering Reports","language":"en","DOI":"10.1002/eng2.12269","ISSN":"2577-8196, 2577-8196","shortTitle":"","url":"https://onlinelibrary.wiley.com/doi/10.1002/eng2.12269","accessDate":"2021-03-09T23:46:09Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["KIPZ5FM8"],"relations":{},"dateAdded":"2021-03-09T23:46:09Z","dateModified":"2021-03-09T23:46:10Z"}}


key: QSLJS4F3
data:
  {"key":"QSLJS4F3","version":87,"data":{"key":"QSLJS4F3","version":87,"itemType":"conferencePaper","title":"Effect of the Ratio Between Connecting-rod Length and Crank Radius on Thermal Efficiency","creators":[{"creatorType":"author","firstName":"Masatoshi","lastName":"Suzuki"},{"creatorType":"author","firstName":"Satoshi","lastName":"Iijima"},{"creatorType":"author","firstName":"Hayato","lastName":"Maehara"},{"creatorType":"author","firstName":"Yasuo","lastName":"Moriyoshi"}],"abstractNote":"In reciprocating internal combustion engines, the Otto cycle indicates the best thermal efficiency under a given compression ratio. To achieve an ideal Otto cycle, combustion must take place instantaneously at top dead center, but in fact, this is impossible. Meanwhile, if we allow slower piston motion around top dead center, combustion will be promoted at that period; then both the in-cylinder pressure and degree of constant volume will increase, leading to higher thermal efficiency. In order to verify this hypothesis, an engine with slower piston motion around top dead center, using an ideal constant volume combustion engine, was built and tested. As anticipated, the degree of constant volume increased. However, thermal efficiency was not improved, due to increased heat loss. Accordingly more experiments, which achieved a slower piston motion around top dead center by adopting a larger ratio between the connecting-rod length and the crank radius, were carried out using direct injection stratified charge combustion, which allows selective reduction of heat loss. High thermal efficiency was attained, as expected. On the other hand, an engine with a faster piston motion around top dead center, created by decreasing the ratio between connecting-rod length and crank radius, attained high thermal efficiency with quick burn premixed spark ignition combustion.","date":"2006-11-13","proceedingsTitle":"","conferenceName":"Small Engine Technology Conference &  Exposition","place":"","publisher":"","volume":"","pages":"2006-32-0098","series":"","language":"en","DOI":"10.4271/2006-32-0098","ISBN":"","shortTitle":"","url":"https://www.sae.org/content/2006-32-0098/","accessDate":"2021-03-02T22:22:37Z","archive":"","archiveLocation":"","libraryCatalog":"DOI.org (Crossref)","callNumber":"","rights":"","extra":"","tags":[],"collections":["H6HXD2WZ"],"relations":{},"dateAdded":"2021-03-02T22:22:37Z","dateModified":"2021-03-02T22:22:37Z"}}


