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1. n-Butanol and Oleic Acid Methyl Ester, Combustion and NVH Characteristics In Reactivity Controlled Compression Ignition

   https://doi.org/10.1016/j.energy.2020.118183  

   Soloiu, Valentin; Knowles, Aliyah R.; Carapia, Cesar E.; Moncada, Jose D.; Wiley, Justin T.; Kilpatrick, Margaret; Williams, Johnnie; Rahman, Mosfequr; Ilie, Marcel (September 2020, Energy)

   null (Ed.)
2. Combustion Characteristics of Low DCN Synthetic Aviation Fuel, IPK, in a High Compression Ignition Indirect Injection Research Engine

   https://doi.org/10.4271/2023-01-0272  

   Soloiu, Valentin; Weaver, Amanda; Smith, Richard; Rowell, Aidan; Mcafee, John; Willis, James (April 2023, SAE Technical Paper Series)

   The Coal-To-Liquid (CTL) synthetic aviation fuel, Iso-Paraffinic Kerosene (IPK), was studied for ignition delay, combustion delay, pressure trace, pressure rise rate, apparent heat release rate in an experimental single cylinder indirect injection (IDI) compression ignition engine and a constant volume combustion chamber (CVCC). Autoignition characteristics for neat IPK, neat Ultra-Low Sulfur Diesel (ULSD), and a blend of 50%IPK and 50% ULSD were determined in the CVCC and the effects of the autoignition quality of each fuel were determined also in an IDI engine. ULSD was found to have a Derived Cetane Number (DCN) of 47 for the batch used in this experimentation. IPK was found to have a DCN of 25.9 indicating that is has a lower affinity for autoignition, and the blend fell between the two at 37.5. Additionally, it was found that the ignition delay for IPK in the CVCC was 5.3 ms and ULSD was 3.56 ms. This increase in ignition delay allowed the accumulation of fuel in the combustion chamber when running with IPK that resulted in detonation of the premixed air and fuel found to cause high levels of Ringing Intensity (RI) when running neat IPK indicated by the 60% increase in Peak Pressure Rise Rate (PPRR) when compared to ULSD at the same load. An emissions analysis was conducted at 7 bar Indicated Mean Effective Pressure (IMEP) for ULSD and the blend of 50% ULSD and 50% IPK. With the addition of 50% IPK by mass, there was found to be a reduction in the NO_x, CO₂, with a slight increase in the CO in g/kWh. 

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3. Combustion characteristics of F24 compared to Jet A in a Common Rail Direct Injection Research Compression Ignition Engine

   https://doi.org/10.1115/ICEF2022-91113  

   Soloiu, Valentin; Smith, Richard Collins; Weaver, Amanda; Parker, Lily; Brock, Dillan; Rowell, Aidan; Ilie, Marcel (October 2022, Proc. ASME. ICEF2022, ASME 2022 ICE Forward Conference,)

   ASME (Ed.)

   Research was conducted to determine combustion characteristics such as: ignition delay (ID), combustion delay (CD), combustion phasing (CA 50), combustion duration, derived cetane number (DCN) and ringing intensity (RI) of F24, for its compatibility in Common Rail Direct Injection (CRDI) compression ignition (CI) engine. The first part of this study is investigating the performance of Jet-A, F24, and ultra-low sulfur diesel #2 (ULSD) using a constant volume combustion chamber (CVCC) followed by experiments in a fired CRDI research engine. Investigations of the spray atomization and droplet size distribution of the neat fuels were conducted with a Malvern Mie scattering He-Ne laser. It was found that the average Sauter Mean Diameter (SMD) for Jet-A and F24 are similar, with both fuels SMD droplet range between 25–29 micrometers. Meanwhile, ULSD was found to have a larger SMD particle size in the range of 34–40 micrometers. It was observed during the study, utilizing the CVCC, that the ID and CD for neat ULSD and Jet-A are nearly identical while the combustion of F24 is delayed. F24 was found to have longer durations of both ID and CD by approx. 0.5 ms. This results in a lower DCN for the fuel of 43.5, whereas ULSD and Jet-A have DCNs of 45 and 47 respectively. The peak AHRR for ULSD and Jet-A are nearly identical, whereas F24 has a peak magnitude of approx. 20% lower than ULSD and Jet-A. It was found that both aviation fuels had significantly fewer ringing events occurring after peak high temperature heat release (HTHR), a trend also observed in the CRDI research engine. Neat F24, Jet-A and ULSD were researched in the experimental engine at the same thermodynamic parameters: 5 bar indicated mean effective pressure (IMEP), 50°C (supercharged and EGR) inlet air temperature, 1500 RPM, start of injection (SOI) 16°BTDC, and 800 bar of fuel rail injection pressure as the baseline parameters in order to observe their ignition behavior, low temperature heat release, combustion phasing, and combustion duration. It was found that the ignition delay of F24 and Jet-A was greater than ULSD, approx. 5% for both aviation fuels. This ignition delay also affected the combustion phasing, or CA 50, of the aviation fuels. The CA 50 of the aviation fuels was delayed by approx. 2% compared to ULSD. Jet-A had a nearly identical combustion duration compared to ULSD, however F24 had an extended combustion duration which was approx. 3% longer than that of ULSD and Jet-A. It was discovered with the accumulations of these delays in ID, CD, CA50, that the RI of the aviation fuels were reduced. F24 was discovered to have more delays, and the RI correlates with these results having a 70% reduction in RI compared to ULSD. 

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4. Prediction of NO _x Emissions from Compression Ignition Engines Using Ensemble Learning-Based Models with Physical Interpretability

   https://doi.org/10.4271/2021-24-0082  

   Panneer Selvam, Harish; Shekhar, Shashi; Northrop, William F. (September 2021, SAE Technical Paper Series)
5. Control-Oriented Data-Driven and Physics-Based Modeling of Maximum Pressure Rise Rate in Reactivity Controlled Compression Ignition Engines

   https://doi.org/10.4271/03-16-06-0040  

   Irdmousa, Behrouz Khoshbakht; Basina, L. N.; Naber, Jeffrey; Mohammadpour Velni, Javad; Borhan, Hoseinali; Shahbakhti, Mahdi (January 2023, SAE International Journal of Engines)