Few studies on the low-temperature combustion behavior of MIPK, being a promising fuel additive , have been conducted. In this work, ignition delay times (IDTs) of MIPK were measured in the temperatures ranging between 780–910 K and pressures of 20 and 25 bar using a rapid compression machine (RCM). Oxy-fuel combustion combined with biofuel could remove CO 2 from the atmosphere. The IDTs of MIPK were measured in the temperatures ranging between 1125–1600 K under the O 2 /CO 2 atmosphere at the pressures of 1 and 10 bar using a shock tube . A low to high-temperature MIPK kinetic model (HUST-MIPK model) was proposed, in which the low-temperature sub-model consists of 19 low-temperature reaction classes and was constructed by analogy-based method, the high-temperature sub-model was adapted from the works of Cheng et al.. The predictions of HUST-MIPK model are in good agreement with the present low-temperature IDTs, high-temperature O 2 /CO 2 atmosphere IDTs, and the literature experimental data. The negative temperature coefficient (NTC) behavior was not observed in the temperature range from 790 to 910 K in the present RCM experiments, but was observed for methyl propyl ketone (MPK) and diethyl ketone (DEK) under similar conditions. The low-temperature chemistry of three pentanone isomers (MIPK, MPK, and DEK) was compared using the flux and sensitivity analysis. The comparison of the experimental high-temperature IDTs between O 2 /CO 2 and O 2 /Ar atmospheres indicates the IDTs of MIPK under O 2 /CO 2 atmosphere are longer than those under O 2 /Ar atmosphere at 1 bar, and the effects of CO 2 are almost independent of the pressure. The physical and chemical effects of CO 2 on the ignition were studied in detail.
Jizhen Zhu,Sixu Wang,Mohsin Raza,Yuan Feng,Jing Li,Yebing Mao,Liang Yu,Yong Qian,Xingcai Lu
Methanol is an attractive oxygenate increasingly used as primary fuel for dual-fuel combustion technology yielding beneficial thermal-efficiency and emissions in modern engines. As such, it is significant to fundamentally understand the autoignition behavior of methanol/diesel mixtures. This study measured the ignition delay times (IDTs) of methanol/diesel blends with different mixing ratios (30%, 50%, 70% methanol by mol.) on a heated shock tube and a heated rapid compression machine at temperatures of 650−1450 K, pressures of 6−20 bar, and equivalence ratios of 0.5, 1.0 and 2.0. The typical two-stage ignition characteristics with the negative temperature coefficient response were observed for dual-fuel mixtures. In general, both the total and first-stage IDTs decrease with the increment of pressure and equivalence ratio as well as diesel proportion in mixtures. The simulation results performed with a published detailed mechanism in conjunction with a tri-component diesel surrogate demonstrate generally good agreement with the experimental data at all test conditions. Moreover, a crossover of IDTs occurs at a higher temperature (~1500 K) for varying equivalence ratios, and experiment and simulation both exhibit a non-linear mixing effect of methanol addition on diesel ignition. Interestingly, simulation results clearly suggest a crossover (~940 K) for mixtures with varying methanol content at an intermediate-temperature, where the IDT of the mixture with a lower methanol ratio becomes longer as the temperature is higher than that of the crossover. Furthermore, brute-force sensitivity analyses assisted with reaction path analysis were conducted to gain deeper insights into the autoignition chemistry of dual-fuel mixtures, especially for the chemical interaction between both fuels during the low-temperature oxidation process . It is found that methanol hardly generates •OH, whereas •OH is mainly produced by the low-temperature reaction pathways of diesel. Thus, •OH is the bridge for both fuels during the ignition process. At the high methanol ratio, the H-abstraction of diesel is mainly via •HO 2 while CH 3 OH consumes a large percentage of •OH. Consequently, the competition between methanol and diesel for •OH radicals inhibits the overall reactivity of reaction network. In addition, the original data reported here lay a foundation for the development and validation of more accurate and robust dual-fuel kinetic schemes.
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