Effects of pre-chamber jet ignition on knock and combustion characteristics in a spark ignition engine fueled with kerosene

The use of kerosene in direct injection compression ignition engines is fundamentally due to the introduction of the Single Fuel Concept. As conventional direct injection compression ignition diese...

From fundamental study to practical application of kerosene in compression ignition engines: An experimental and modeling review:

Performance of JP-8 Unified Fuel in a Small Bore Indirect Injection Diesel Engine for APU Applications

The US Army Single Fuel Forward policy mandates that deployed vehicles must be operable with aviation fuel JP-8. Therefore, an investigation into the influence of JP-8 on a diesel engine’s performance is currently in progress. The injection, combustion, and performance of JP-8, 20–50% by weight in diesel no.2 mixtures (J20-J50) produced at room temperature were investigated in a 77mm indirect injection, high compression ratio (23.5) diesel engine, in order to evaluate its effectiveness for application in Auxiliary Power Units (APUs) at 2000rpm continuous operation (100% load/BMEP 4.78 bar). Due to the viscosity requirements for proper injection the new fuel can contain as high as 100% JP-8 (J100). The blends had an ignition delay of 1.03ms regardless of the amount of JP-8 introduced. J50 and diesel no.2 exhibited similar characteristics of heat release, the premixed phase being combined with the diffusion combustion. The maximum combustion pressure remained relatively constant for all blends, 72.7bar for diesel and decreased slightly by 0.40bar for J50, with the peak pressure position being delayed by 0.5CAD for the J50. The instantaneous volume-averaged gas combustion temperature reached 2162K for diesel versus 2173K for J50; displaying a 1.2CAD delay in the position of the maximum temperature and retaining the higher temperature for a longer duration for J50. The heat flux in the engine cylinder exhibited comparable maximum values for all blends (diesel: 2.12MW/m2 , J50: 2.14MW/m2 ). The cylinder heat losses were at a minimum during combustion before TDC with increased convection losses at TDC for all fuels and the beginning of the power stroke. The heat losses associated with the system increased slightly with the addition of JP-8. The BSFC for diesel no.2 was 242(g/kW/hr) and increasing by only 0.7% for J50. The engine’s mechanical efficiency displayed similar values for all blends, 83% and decreasing by only 1% for J50. Taking into account each fuels’ corresponding density, the engine’s overall efficiency remained relatively constant at 29% with the addition of the JP-8. The engine investigation demonstrated that up to 50% JP-8 by weight in diesel can be injected and burnt in a small diesel engine with a combustion duration of approximately 5ms, while maintaining the engine overall efficiency. The study validates JP-8 as an excellent source for power generation in a diesel APU based on its combustion characteristics. The next stage of research shall be the full emissions investigation.Copyright © 2011 by ASME

Jonathan Welch

Papers

JP-8 Combustion Characteristics in a Small Diesel Auxiliary Power Unit