Auto

mot

ive

and

Aero

spac

e La

bora

tory REU-NSF Final Program Presentation

Presented by: Amanda Weaver and Richard C. Smith IIIProgram Director: Professor Dr. Valentin Soloiu

This Presentation is supported by the National Science Foundation Grant No. 1950207

Program Breakdown – Weekly

• Week 0 – Program Preparation, Viscometer Repair and Equipment Maintenance• Week 1 – Internal Combustion Engine Conference Fall, Paper Revision • Week 2 – Internal Combustion Engine Conference Fall, Paper Revision and Submission• Week 3 – Needle Lift and Supercharger Project • Week 4 – Needle Lift and Supercharger Project and Gulfstream Visit• Week 5 – American Institute of Aeronautics and Astronautics, Paper Writing• Week 6 – American Institute of Aeronautics and Astronautics, Paper Writing• Week 7 – Commissioning AVL 483 Microsoot/ Engine Testing and Briggs Visit • Week 8 – AVL FTIR Repair, Maintenance Engineer Visit and Conference calls• Week 9 – Rolls Royce Presentation, Preparation and Presentation• Week 10 – Final Project Reporting

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

y

Investigations of Low-Temperature Heat Release and Negative Temperature Coefficient Regions

of Synthetic Kerosene in a Constant Volume Combustion Chamber

Presented By: Amanda Weaver Co- Authors: Richard C Smith III, Cesar Carapia, Lily Parker

Research Mentor: Professor Dr. Valentin SoloiuGeorgia Southern University Department of Mechanical Engineering

Presentation 1

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yObjectives• Investigate the Low-Temperature Heat Release regions (LTHR) and Negative Temperature

Coefficient Regions (NTCR) of the fuels Iso-Paraffinic Kerosene (IPK), Jet-A, and blends of the fuels in a Constant Volume Combustion Chamber (CVCC).

• The LTHR and NTCR regions have influence on the emissions, combustion instabilities, and energy release of the fuels.

• Observations of Ignition delay (ID), combustion delay (CD), derived cetane number (DCN) and ringing intensity (RI) are conducted as they are indicators of the fuel’s autoignition properties and combustion stability. Greater combustion stability results in more efficient combustion, which burns more of the injected fuel, and lowers unburned hydrocarbons (UHC).

• Analysis of these regions are critical to predicting the emissions outputs of the fuel blend. Extended durations of the LTHR and NTC regions are found to influence combustion stability, while decreasing NOx and UHC emissions in compression ignition engines [1] [2].

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yThermo-Physical Properties of Test Fuels

100 Jet-A 75 Jet-A 25IPK

50 Jet-A 50IPK

25 Jet-A 75IPK

100 IPK

Lower Heating Value (MJ/kg) 41.88 42.31 43.06 43.71 44.25

DCN* 48.0 43.1 38.7 33.3 25.9

Avg. Ignition Delay (ms) 3.26 3.49 3.77 4.23 5.31

Avg. Combustion Delay (ms)

5.01 5.80 6.97 9.47 17.17

Viscosity @ 40 ͦC (cP) 1.32 1.16 1.11 - 1.01

*All measurements were found using in-house equipment.

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yThermo-Physical Properties of Selected Fuels

Viscosity and Spray Analysis

Figure 1: Viscosity of Test Fuels

Figure 2: Spray Distribution of Test Fuels

Figure 3: SprayTech Laser Experimental Set-up

Particle Size by Volume

Neat Jet-A

75Jet-A 25IPK

50Jet-A 50IPK

25Jet-A 75IPK

Neat IPK

Dv (10) 9.85 9.22 9.08 8.85 8.27

Dv (50) 30.11 27.08 25.57 25.33 22.96

Dv (90) 133.45

124.67 109.49 112.23 103.34

Table 1: Particle Size by Volume

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yThermo-Physical Properties of Selected Fuels

LHV, DTA, and TGA Analysis

Figure 4: Lower Heating Value with relation to % IPK Present

Figure 5: Thermogravimetric Analysis Figure 6: Differential Thermal Analysis

100 IPK 100 Jet-A

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yConstant Volume Combustion Chamber

Wall Temp. Fuel Injection Pressure

Coolant Temp.

Injection Pulse Width

Chamber Pressure

595.5 °C 1000 Bar 50 °C 2.5 ms 20 Bar

(535-650) °C (600-1400) Bar - (0.4-3.0) ms (0-25) Bar

Table 2: ATSM D7668-14.a Standard Research Parameters [3]

𝐷𝐷𝐷𝐷𝐷𝐷 = 13.028 + −5.3378𝐼𝐼𝐷𝐷

+300.18𝐷𝐷𝐷𝐷

+ −12567.90𝐷𝐷𝐷𝐷2

+3415.32𝐷𝐷𝐷𝐷3

Figure 7: PAC CID 510 CVCC

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yIgnition Delay, Combustion Delay, Derived Cetane Number

Fuel ID [ms] CD [ms] DCN100Jet-A 3.26 5.01 47.95

75Jet-A 25IPK 3.49 5.8 43.0850Jet-A 50IPK 3.77 6.97 38.6625Jet-A 75IPK 4.23 9.47 33.34

100IPK 5.31 17.17 25.88

Figure 8: ID, CD, and DCN of Test Fuels

Table 3: ID, CD, and DCN of Test Fuels

100 Jet-A 100 IPK

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yApparent Heat Release Rate, LTHR, NTCR, HTHR

-0.2

-0.1

0

0.1

0.2

0.3

0.4

0.5

2 2.5 3 3.5 4 4.5 5

100 Jet-A

AH

RR

[MW

]

Time [ms]

SOC

LTHR Region

NTC Region

Figure 9: ID, CD, SOC, EOC, and LTHR Temperature Range Figure 10: LTHR Region, and NTC Region of the AHRR

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yAHRR and HTHR Analysis

FuelPeak

AHRR[MW]

% Lower Compared to 100 Jet-A

100Jet-A 4.74 N/A

75Jet-A 25IPK 3.39 24.3%

50Jet-A 50IPK 2.26 49.5%

25Jet-A 75IPK 1.24 72.4%

100 IPK 0.67 84.9%

Table 4: Peak AHRR of Test Fuels

Figure 11: AHRR of Test Fuels

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yLTHR and NTC Analysis

FuelLTHR

Duration[ms]

NTCDuration

[ms]100 Jet-A 1.8 0.28

75Jet-A 25IPK 2.22 0.3450Jet-A 50IPK 2.92 0.7625Jet-A 75IPK 4.4 1.64

100 IPK 7.76 4.00

Fuel LTHR % NTCR % HTHR %100 Jet-A 9.95 2.09 90.05

75Jet-A 25IPK 11.15 1.81 88.85

50Jet-A 50IPK 11.50 1.93 88.50

25Jet-A 75IPK 11.76 2.18 88.22100 IPK 10.98 2.02 89.02

Figure 12: LTHR and NTC Ranges of Test Fuels

Table 5: Energy Release in Each Combustion Region

Table 6: Duration of Each Combustion Region

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yConclusions• IPK’s thermophysical properties indicate it should have more favorable autoignition properties

compared to Jet-A, however because of the chemical compounds that make up the fuel its DCN is significantly lower than that of Jet-A. This is reflected in all the blends.

• All the test fuels that contain IPK have a resemblance to the dual-combustion characteristics that occurs in combustion of neat IPK, with the 25Jet-A 75IPK containing the largest LTHR and NTC region of all the blends. This is an indication that the more IPK present in a fuel blend increases the combustion stability and contains the potential to combust more UHC.

• As the duration of the LTHR and NTC region of the fuel increase, the energy released during these periods also increase. The blending of the fuels cause increased energy release in LTHR and NTC regions compared to neat IPK. It is suspected that during the LTHR phase, as IPK prolongs the ID and CD, the Jet-A present in the blend is releasing more of its energy during this phase.

• Fuel bends containing 50% by mass or higher amounts of IPK had little to no ringing occurrences after HTHR, indicating stable and thorough combustion.

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yReferences• [1] Henry J. Curran, Paolo Gaffuri, William J. Pitz, Charles K. Westbrook, William

R. Leppard, Autoignition chemistry in a motored engine: An experimental and kinetic modeling study, Symposium (International) on Combustion, Volume 26, Issue 2,1996,Pages 2669-2677, ISSN 0082-0784, https://doi.org/10.1016/S0082-0784(96)80102-0.

• [2] V. Soloiu, J.D. Moncada, R. Gaubert, M. Muinos, S. Harp, M. Ilie, A. Zdanowicz, G. Molina LTC (low-temperature combustion) analysis of PCCI (premixed charge compression ignition) with n-butanol and cotton seed biodiesel versus combustion and emissions characteristics of their binary mixtures.

• [3] ASTM D7668-14a, “Standard Test Method for Determination of Derived Cetane Number (DCN) of Diesel Fuel Oils—Ignition Delay and Combustion Delay Using a Constant Volume Combustion Chamber Method,” ASTM International, West Conshohocken, PA, 2014, www.astm.org

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

y

Advanced Sensor Fusion for Injection System Shockwave Analysis of Alternative Aerospace

Fuels

Presented by: Amanda Weaver

Presentation 2

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yHardware

Figure 2: Triaxial Accelerometer

Figure 1: Design Configuration

Figure 3: Fuel Rail Pressure Sensor

Figure 5: Multifield Microphone

Figure 5: Needle Lift Sensor

Figure 6: Yokogawa DL850E

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yResults

Figure 8: Fuel Line Pressure During Injection [1]

Figure 9: Needle Lift Position During Injection [2]

Figure 7: Needle Lift and Pressure Sensor Data

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yReferences• [1] V. Soloiu, A. Covington, J. Lewis, M. Duggan, J. Lobue, and M. Jansons,

“Performance of JP-8 Unified Fuel in a Small-Bore Indirect Injection Diesel Engine for APU Applications,” SAE Technical Paper Series, 2012.

• [2] V. Soloiu, J. Weaver, H. Ochieng, M. Duggan, S. Davoud, B. Vlcek, C. Jenkins, and C. Butts, “Experimental Study of Combustion and Emissions Characteristics of Methyl Oleate, as a Surrogate for Biodiesel, in a Direct Injection Diesel Engine,” SAE Technical Paper Series, 2013.

Aut

omot

ive

and

Aer

ospa

ce L

abor

ator

yAcknowledgments

This presentation is based upon work supported by the National Science Foundation Grant No. 1950207.