TY - GEN
T1 - Effect of hot probe temperature on ignition of alcohol-to-jet (Atj) fuel spray under aircraft propulsion system conditions
AU - Ryu, Je Ir
AU - Motily, Austen H.
AU - Lee, Tonghun
AU - Scarcelli, Riccardo
AU - Som, Sibendu
AU - Kim, Kenneth S.
AU - Kweon, Chol Bum M.
N1 - Funding Information:
Research was sponsored by the Army Research Laboratory and was accomplished under Cooperative Agreement Number W911NF-18-2-0282 and W911NF-16-2-0220. The views and conclusions contained in this document are those of the authors and should not be interpreted as representing the official policies, either expressed or implied, of the Army Research Laboratory or the U.S. Government. The submitted manuscript also has been created by UChicago Argonne, LLC, Operator of Argonne National Laboratory (“Argonne”). Argonne, a U.S. Department of Energy Office of Science laboratory, is operated under Contract No. DE-AC02-06CH11357. The U.S. Government is authorized to reproduce and distribute reprints for Government purposes notwithstanding any copyright notation herein. We gratefully acknowledge the computing resources provided on Bebop, a high-performance computing cluster operated by the Laboratory Computing Resource Center at Argonne National Laboratory.
Publisher Copyright:
© 2021, American Institute of Aeronautics and Astronautics Inc, AIAA. All rights reserved.
PY - 2021
Y1 - 2021
N2 - The effect of ignition assistant probe temperature on ignition delay was investigated to achieve reliable compression ignition engines in aircraft systems using numerical simulations of alcohol-to-jet (ATJ) fuel injected into a combustion chamber with a hot surface probe. The main goal of this study is to improve understanding of the interaction between low cetane number fuel jet and hot surface probe under the aircraft engine conditions and suggest a baseline for optimized designs of the ignition assistant probe for maximum ignition probability. The numerical simulations provide transient temperature and equivalence ratio distributions, as well as the ignition process. The typical process of probe-enhanced ignition shows two different major mechanisms. The process starts from local direct ignition by the probe due to the surface tension of the attached fuel spray, followed by global autoignition with limited heating from the probe. The direct ignition and autoignition correspond to pressure recovery and maximum pressure rise rate ignition delays, respectively. The autoignition has two modes of ignition enhancement depending on the probe temperature and corresponding ignition locations: typical autoignition and spray-combustion for low and high probe temperature ranges, respectively. From the ignition delay breakdown analysis, a simple estimation method of spray ignition delay with a hot probe was suggested. The spray breakup and evaporation time scales were estimated by the Kelvin-Helmholtz Rayleigh-Taylor model and tracking the total number of parcels with time marching, respectively. The chemical ignition delay was calculated by a zero-dimensional solver with a proper effective temperature estimation from ambient air, spray droplet, and probe temperatures. The estimation method can predict the total ignition delay of ATJ fuel spray with hot surface probe well, and can help to define the effectiveness of probe temperature.
AB - The effect of ignition assistant probe temperature on ignition delay was investigated to achieve reliable compression ignition engines in aircraft systems using numerical simulations of alcohol-to-jet (ATJ) fuel injected into a combustion chamber with a hot surface probe. The main goal of this study is to improve understanding of the interaction between low cetane number fuel jet and hot surface probe under the aircraft engine conditions and suggest a baseline for optimized designs of the ignition assistant probe for maximum ignition probability. The numerical simulations provide transient temperature and equivalence ratio distributions, as well as the ignition process. The typical process of probe-enhanced ignition shows two different major mechanisms. The process starts from local direct ignition by the probe due to the surface tension of the attached fuel spray, followed by global autoignition with limited heating from the probe. The direct ignition and autoignition correspond to pressure recovery and maximum pressure rise rate ignition delays, respectively. The autoignition has two modes of ignition enhancement depending on the probe temperature and corresponding ignition locations: typical autoignition and spray-combustion for low and high probe temperature ranges, respectively. From the ignition delay breakdown analysis, a simple estimation method of spray ignition delay with a hot probe was suggested. The spray breakup and evaporation time scales were estimated by the Kelvin-Helmholtz Rayleigh-Taylor model and tracking the total number of parcels with time marching, respectively. The chemical ignition delay was calculated by a zero-dimensional solver with a proper effective temperature estimation from ambient air, spray droplet, and probe temperatures. The estimation method can predict the total ignition delay of ATJ fuel spray with hot surface probe well, and can help to define the effectiveness of probe temperature.
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M3 - Conference contribution
AN - SCOPUS:85100316667
SN - 9781624106095
T3 - AIAA Scitech 2021 Forum
SP - 1
EP - 11
BT - AIAA Scitech 2021 Forum
PB - American Institute of Aeronautics and Astronautics Inc, AIAA
T2 - AIAA Science and Technology Forum and Exposition, AIAA SciTech Forum 2021
Y2 - 11 January 2021 through 15 January 2021
ER -