Abstract
This study reports cyclopentane ignition delay measurements over a wide range of conditions. The measurements were obtained using two shock tubes and a rapid compression machine, and were used to test a detailed low- and high-temperature mechanism of cyclopentane oxidation that was presented in part I of this study (Al Rashidi et al., 2017). The ignition delay times of cyclopentane/air mixtures were measured over the temperature range of 650–1350K at pressures of 20 and 40atm and equivalence ratios of 0.5, 1.0 and 2.0. The ignition delay times simulated using the detailed chemical kinetic model of cyclopentane oxidation show very good agreement with the experimental measurements, as well as with the cyclopentane ignition and flame speed data available in the literature. The agreement is significantly improved compared to previous models developed and investigated at higher temperatures. Reaction path and sensitivity analyses were performed to provide insights into the ignition-controlling chemistry at low, intermediate and high temperatures. The results obtained in this study confirm that cycloalkanes are less reactive than their non-cyclic counterparts. Moreover, cyclopentane, a high octane number and high octane sensitivity fuel, exhibits minimal low-temperature chemistry and is considerably less reactive than cyclohexane. This study presents the first experimental low-temperature ignition delay data of cyclopentane, a potential fuel-blending component of particular interest due to its desirable antiknock characteristics.
| Original language | English (US) |
|---|---|
| Journal | Combustion and Flame |
| DOIs | |
| State | Published - Sep 1 2017 |
Bibliographical note
KAUST Repository Item: Exported on 2018-05-17Acknowledgements: The authors would like to acknowledge Dr. Judit Zador for her valuable support and feedback. This work was performed by the Clean Combustion Research Center with funding from King Abdullah University of Science and Technology (KAUST) and Saudi Aramco under the FUELCOM program. Research reported in this publication was also supported by competitive research funding from KAUST. The work at LLNL was supported by the U.S. Department of Energy, Vehicle Technologies Office, program managers Gurpreet Singh and Leo Breton and was performed under the auspices of the U.S. Department of Energy by Lawrence Livermore National Laboratories under contract DE-AC52-07NA27344. The research at NUIG leading to these results has received funding from the People Programme (Marie Curie Actions) of the European Union's Seventh Framework Programme FP7/2007-2013/ under REA grant agreement no. 607214.