Publications

The effect of exhaust-gas recirculation (EGR) on the equivalence ratio of premixed-burn mixture in diesel combustion was investigated experimentally. The ambient oxygen concentration was systematically decreased from 21% to 10% in a constant-volume combustion vessel to simulate EGR effects in engines. Pressure measurements and time-resolved imaging of high-temperature chemiluminescence were used to characterize the temporal and spatial ignition and premixed burn characteristics of n-heptane diesel jets. With increasing EGR, ignition delay increases and the location of premixed burn occurs further down-stream from the nozzle. Subsequent to first ignition, high temperature reactions stabilize at a quasi-steady lift-off length, showing that lift-off is a bounding parameter for determining premixed-burn region. The equivalence ratio of the fuel-ambient mixture in the premixed-burn region was measured using planar laser Rayleigh scattering. Fuel-oxygen mass distribution functions show that more mass is mixed into the premixed-burn region with increasing EGR, but the equivalence ratio of this mixture is the same. The study shows that an increasing ignition delay with increasing EGR does not necessarily decrease the equivalence ratio as would be desired for reducing soot formation in low-temperature combustion engines. However, measures to improve fuel-ambient mixing, such as shortened injection durations coupled to long ignition delay, could decrease equivalence ratio.

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Abstract not provided.

Experiments were conducted in an optically accessible constant-volume combustion vessel to investigate soot formation at diesel combustion conditions - in a high exhaust-gas recirculation (EGR) environment. The ambient oxygen concentration was decreased systematically from 21% to 8% to simulate a wide range of EGR conditions. Quantitative measurements of in-situ soot in quasi-steady n-heptane and No.2 diesel fuel jets were made by using laser extinction and planar laser-induced incandescence (PLII) measurements. Flame lift-off length measurements were also made in support of the soot measurements. At constant ambient temperature, results show that the equivalence ratio estimated at the lift-off length does not vary with the use of EGR, implying an equal amount of fuel-air mixing prior to combustion. Soot measurements show that the soot volume fraction decreases with increasing EGR. The regions of soot formation are effectively 'stretched out' to longer axial and radial distances from the injector with increasing EGR, according to the dilution in ambient oxygen. However, the axial soot distribution and location of maximum soot collapses if plotted in terms of a 'flame coordinate', where the relative fuel-oxygen mixture is equivalent. The total soot in the jet cross-section at the maximum axial soot location initially increases and then decreases to zero as the oxygen concentration decreases from 21% to 8%. The trend is caused by competition between soot formation rates and increasing residence time. Soot formation rates decrease with decreasing oxygen concentration because of the lower combustion temperatures. At the same time, the residence time for soot formation increases, allowing more time for accumulation of soot. Increasing the ambient temperature above nominal diesel engine conditions leads to a rapid increase in soot for high-EGR conditions when compared to conditions with no EGR. This result emphasizes the importance of EGR cooling and its beneficial effect on mitigating soot formation. The effect of EGR is consistent for different fuels but soot levels depend on the sooting propensity of the fuel. Specifically, No.2 diesel fuel produces soot levels more than ten times higher than those of n-heptane.

The reaction zone of a diesel fuel jet stabilizes at a location downstream of the fuel injector once the initial autoignition phase is over. This distance is referred to as flame lift-off length. Recent investigations have examined the effects of a wide range of parameters (injection pressure, orifice diameter, and ambient gas temperature, density and oxygen concentration) on lift-off length under quiescent diesel conditions. Many of the experimental trends in lift-off length were in agreement with scaling laws developed for turbulent, premixed flame propagation in gas-jet lifted flames at atmospheric conditions. However, several effects did not correlate with the gas-jet scaling laws, suggesting that other mechanisms could be important to lift-off stabilization at diesel conditions. This paper shows experimental evidence that ignition processes affect diesel lift-off stabilization. Experiments were performed in the same optically-accessible combustion vessel as the previous lift-off research. The experimental results show that the ignition quality of a fuel affects lift-off. Fuels with shorter ignition delays generally produce shorter lift-off lengths. In addition, a cool flame is found upstream of, or near the same axial location as, the quasi-steady lift-off length, indicating that first-stage ignition processes affect lift-off. High-speed chemiluminescence imaging also shows that high-temperature self-ignition occasionally occurs in kernels that are upstream of, and detached from, the high-temperature reaction zone downstream, suggesting that the lift-off stabilization is not by flame propagation into upstream reactants in this instance. Finally, analysis of the previous lift-off length database shows that the time-scale for jet mixing from injector-tip orifice to lift-off length collapses to an Arrhenius-type expression, a common method for describing ignition delay in diesel sprays. This Arrhenius-based lift-off length correlation shows comparable accuracy as a previous power-law fit of the No.2 diesel lift-off length database.