Search Results (496)

The spontaneous combustion of sulfide ores (SOSC) is an extremely dangerous mining disaster that directly threatens safety production in mines and causes far-reaching negative impacts on the surrounding ecosystem. In this study, oxidation weight gain experiments, self-heating temperature and ignition temperature tests, and thermogravimetric analysis (TGA) were conducted to detect the spontaneous combustion characteristics of sulfide ores with different sulfur contents (40.29%, 34.56%, 24.81%, and 14.2%). The results show that the sulfur content significantly affects the spontaneous combustion characteristics of sulfide ores. As the sulfur content decreased, the oxidized weight gain rate decreased overall, and the self-heating temperature (135, 152.5, 162.5, and 176.9 °C) and ignition temperature (425.3, 438.6, 455.4, and >500 °C) increased. The three combustion stages of the SOSC were divided based on the TG and DTG curves: low-temperature oxidation stage, combustion decomposition stage, and slow burnout stage. Furthermore, KAS and FWO methods were used to obtain the apparent activation energy in the combustion decomposition stage. The apparent activation energy decreased significantly with the increase in the sulfur content. The results of all experiments and analyses showed that sulfide ores with high sulfur content have a stronger tendency to undergo spontaneous combustion. The research results have important theoretical and practical implications for the prevention of SOSC. Full article

The ignition and combustion characteristics of the afterburner directly affect the engine performance. In this study, a numerical simulation model was created for both the novel gliding arc assisted combustion system and the conventional spark plug system. The ignition and combustion characteristics of the afterburner were then numerically investigated. Results indicate that gliding arc can enhance ignition and combustion compared to traditional spark plug. In terms of ignition characteristics, gliding arc extends the lean ignition limit by 50% and reduces ignition delay time by up to 33.8%. Regarding combustion performance, gliding arc improves combustion efficiency by up to 7.6% and increases combustor outlet temperature by up to 7%. However, due to more intense combustion dynamics within the chamber, gliding arc reduces the total pressure recovery coefficient by approximately 8% compared to baseline. Full article

Heyang Fragrance, a traditional incense dating back to the Eastern Han Dynasty (25–220 AD), was recently inscribed on China’s national list of intangible cultural heritage. This study aimed to systematically analyze three variants of Heyang Fragrance (Aicao, Qinqiang, and Jianjia) through integrated methodologies including electronic nose analysis, headspace solid-phase microextraction coupled with gas chromatography–mass spectrometry (HS-SPME-GC-MS), and antimicrobial activity assays. We selected Escherichia coli, Bacillus subtilis, and Candida glabrata for the antimicrobial activity assays. Comparative analysis revealed significant compositional differences between pre- and post-combustion volatile profiles. Upon ignition, sensor response values increased by 50–100% relative to baseline measurements, with sulfides, terpenes, and short-chain alkanes emerging as dominant components. Qinqiang demonstrated the highest odor activity values (OAVs), particularly through carvacrol (OAV = 6676.60) and eugenol (OAV = 2720.84), which collectively contributed to its complex aromatic characteristics. Antimicrobial assessments revealed concentration-dependent efficacy, with Qinqiang exhibiting broad antimicrobial activity against Escherichia coli (11.33 mm inhibition zone) and Bacillus subtilis (15.00 mm), while Jianjia showed maximal effectiveness against Bacillus subtilis (17.67 mm). These findings underscore the dual significance of Heyang Fragrance in cultural conservation and its prospective applications in aroma therapeutic and antimicrobial contexts. Full article

This study demonstrates that hydrogen enrichment in lean-burn spark-ignition engines can simultaneously improve three key performance metrics, thermal efficiency, combustion stability, and nitrogen oxide emissions, without requiring modifications to the engine hardware or ignition timing. This finding offers a novel control approach to a well-documented trade-off in existing research, where typically only two of these factors are improved at the expense of the third. Unlike previous studies, the present work achieves simultaneous improvement of all three metrics without hardware modification or ignition timing adjustment, relying solely on the optimization of the air–fuel equivalence ratio $\lambda$. Experiments were conducted on a six-cylinder engine for combined heat and power application, fueled with hydrogen–natural gas blends containing up to 30% hydrogen by volume. By optimizing only the air–fuel equivalence ratio, it was possible to extend the lean-burn limit from $\lambda \approx 1.6$ to $\lambda >1.9$, reduce nitrogen oxide emissions by up to 70%, enhance thermal efficiency by up to 2.2 percentage points, and significantly improve combustion stability, reducing cycle-by-cycle variationsfrom 2.1% to 0.7%. A defined $\lambda$ window was identified in which all three key performance indicators simultaneously meet or exceed the natural gas baseline. Within this window, balanced improvements in nitrogen oxide emissions, efficiency, and stability are achievable, although the individual maxima occur at different operating points. Cylinder pressure analysis confirmed that combustion dynamics can be realigned with original equipment manufacturer characteristics via mixture leaning alone, mitigating hydrogen-induced pressure increases to just 11% above the natural gas baseline. These results position hydrogen as a performance booster for natural gas engines in stationary applications, enabling cleaner, more efficient, and smoother operation without added system complexity. The key result is the identification of a $\lambda$ window that enables simultaneous optimization of nitrogen oxide emissions, efficiency, and combustion stability using only mixture control. Full article

This study proposes an innovative Thermodynamic Activity Controlled Homogeneous Charge Compression Ignition (TAC-HCCI) strategy for diesel–natural gas dual-fuel engines, aiming to achieve high thermal efficiency while maintaining low emissions. By employing numerical simulation methods, the effects of the intake pressure, intake temperature, EGR rate, intake valve closing timing, diesel injection timing, diesel injection pressure, and diesel injection quantity on engine combustion, energy distribution, and emission characteristics were systematically investigated. Through a comprehensive analysis of optimized operating conditions, a high-efficiency and low-emission TAC-HCCI combustion technology for dual-fuel engines was developed. The core mechanism of TAC-HCCI combustion control was elucidated through an analysis of the equivalence ratio and temperature distribution of the in-cylinder mixture. The results indicate that under the constraints of PCP ≤ 30 ± 1 MPa and RI ≤ 5 ± 0.5 MW/m², the TAC-HCCI technology achieves a gross indicated mean effective pressure (IMEPg) of 24.0 bar, a gross indicated thermal efficiency (ITEg) of up to 52.0%, and indicated specific NOx emissions (ISNOx) as low as 1.0 g/kW∙h. To achieve low combustion loss, reduced heat transfer loss, and high thermal efficiency, it is essential to ensure the complete combustion of the mixture while maintaining low combustion temperatures. Moreover, a reduced diesel injection quantity combined with a high injection pressure can effectively suppress NOx emissions. Full article

In response to increasingly stringent emission regulations, low-carbon fuels have received significant attention as sustainable energy sources for internal combustion engines. This study investigates four representative low-carbon fuels, methane, methanol, hydrogen, and ammonia, by systematically summarizing their combustion characteristics and emission profiles, along with a review of existing after-treatment technologies tailored to each fuel type. For methane engines, unburned hydrocarbon (UHC) produced during low-temperature combustion exhibits poor oxidation reactivity, necessitating integration of oxidation strategies such as diesel oxidation catalyst (DOC), particulate oxidation catalyst (POC), ozone-assisted oxidation, and zoned catalyst coatings to improve purification efficiency. Methanol combustion under low-temperature conditions tends to produce formaldehyde and other UHCs. Due to the lack of dedicated after-treatment systems, pollutant control currently relies on general-purpose catalysts such as three-way catalyst (TWC), DOC, and POC. Although hydrogen combustion is carbon-free, its high combustion temperature often leads to elevated nitrogen oxide (NO_x) emissions, requiring a combination of optimized hydrogen supply strategies and selective catalytic reduction (SCR)-based denitrification systems. Similarly, while ammonia offers carbon-free combustion and benefits from easier storage and transportation, its practical application is hindered by several challenges, including low ignitability, high toxicity, and notable NO_x emissions compared to conventional fuels. Current exhaust treatment for ammonia-fueled engines primarily depends on SCR, selective catalytic reduction-coated diesel particulate filter (SDPF). Emerging NO_x purification technologies, such as integrated NO_x reduction via hydrogen or ammonia fuel utilization, still face challenges of stability and narrow effective temperatures. Full article

Experimental research was conducted to characterize the ignition delay time and combustion performance of non-toxic reactants as a possible replacement for highly toxic fuels, such as hydrazine. The liquid fuel and oxidizer were N,N,N′,N′-tetramethylethylenediamine (TMEDA) and white fuming nitric acid (WFNA), respectively. The hypergolic ignition delay of the reactants was determined using 100% TMEDA with either >90% or >99.5% WFNA that was distilled, titrated, and droplet-tested in a laboratory setting while controlling the parameters that affect the quality of the yielded product. It was observed that >90% WFNA had three times longer average ignition delay than >99.5% WFNA with both mixtures producing ignition delay times less than 20 ms. Based upon the demonstrated hypergolic droplet test results, a fluid delivery feed system and hypergolic heavyweight bipropellant rocket engine were designed and fabricated to characterize the combustion efficiency of these non-toxic reactants. The rocket injector and characteristic length differed while operating under similar flow conditions to evaluate combustion efficiency. Results demonstrated similar engine performance between both cases of WFNA with improvements of over 30% in combustion efficiency with increased characteristic length. Tests using 100% TMEDA/>90% WFNA achieved a combustion efficiency of 88%. Full article

This study aims to provide a reference for the fire protection design and fire emergency response strategies for fuel islands in high-speed railway stations and other transportation buildings. By using an industrial calorimeter, this paper analyzes the combustion characteristics of a fuel island. For the fuel island setup in this test, the fuel island fire development cycle was relatively long, and the maximum fire source heat release rate reached 4615 kW. Before the fire source heat release rate reaches the maximum peak, the HRR curve slowly fluctuates and grows within the first 260 s after ignition. Within the time range of 260 s to 440 s, the fire growth rate resembled that of a t² medium-speed fire, and within the time range of 400 s to 619 s, it more closely aligned with a t² fast fire. It is generally suggested that the growth curve of t² fast fire could be used for the numerical simulation of fuel island fires. The 1 h fire separation method adopted in this paper demonstrated a good fire barrier effect throughout the combustion process. Full article

Researchers have tended to blend isopropanol (IPA) with other fuels in diesel engines to reduce emissions and improve performance. However, low-reactivity controlled compression ignition via port injection at a low cetane number results in a well-mixed charge of low-reactivity fuel, air, and recirculated exhaust gas (EGR). This study’s novel approach combines critical elements, such as the mass fraction of port-injected IPA, EGR ratio, and charge temperature, to improve combustion characteristics and lessen emissions from a diesel engine. The results demonstrated that the injection of IPA and the installation of EGR at the inlet reduced NO_x, smoke, and PM_2.5. On the contrary, HC and CO increased with the port-injection of IPA and EGR. Preheating air at the inlet can suppress the emissions of HC and CO. Under 1500 rpm and 60% load, when compared to diesel at the same EGR ratio and charge temperature, the maximum smoke decrease rate (26%) and PM_2.5 decrease rate (21%) occur at 35% IPA, 45 °C, and 10% EGR, while the maximum NO_x decrease rate (24%) occurs at 35% IPA, 60 °C, and 20% EGR. These findings support the novelty of the research. Conversely, it modestly increased CO and HC emissions. However, port-injecting IPA increased thermal efficiency by up to 24% at 60 °C, 1500 rpm, and 60% load with EGR. Full article

Some of the popular and successful atmospheric pressure fuel/air plasma-assisted combustion methods use repetitive ns pulsed discharges and dielectric-barrier discharges. The transient phase in such discharges is dominated by transport under strong space charge from ionization fronts, which is best characterized by the streamer model. The role of the nonthermal plasma in such discharges is to produce radicals, which accelerates the chemical conversion reaction leading to temperature rise and ignition. Therefore, the characterization of the streamer and its energy partitioning is essential to develop a predictive model. We examine the important characteristics of streamers that influence combustion and develop some macroscopic parameters. Our results show that the radicals’ production efficiency at an applied field is nearly independent of time and the radical density generated depends only on the electrical energy density coupled to the plasma. We compare the results of the streamer model to the zero-dimensional uniform field Townsend-like discharge, and our results show a significant difference. The results concerning the influence of energy density and repetition rate on the ignition of a hydrogen/air fuel mixture are presented. Full article

Hydrogen–gasoline dual-fuel spark ignition (SI) engines represent a promising transitional solution toward cleaner combustion and reduced carbon emissions. In a previous study, a predictive engine model was developed to simulate the performance and combustion characteristics of such systems; however, its accuracy was constrained by the use of estimated combustion parameters. This study presents an experimental validation based on high-resolution in-cylinder pressure measurements performed on a naturally aspirated SI engine operating with a 20% hydrogen energy share. The objectives are twofold: (1) to refine the combustion model using empirically derived combustion metrics, and (2) to evaluate the feasibility of moderate hydrogen enrichment in a stock engine configuration. To facilitate a more accurate understanding of how key combustion parameters evolve under different operating conditions, Vibe function was fitted to the ensemble-averaged heat release rate curves computed from 100 consecutive engine cycles at each static full-load operating point. This approach enabled the extraction of stable and representative metrics, including the mass fraction burned at 50% (MFB50) and combustion duration, which were then used to recalibrate the predictive combustion model. In addition, cycle-to-cycle variation and combustion duration were also investigated in the dual-fuel mode. The combustion duration exhibited a consistent and substantial reduction across all of the examined operating points when compared to pure gasoline operation. Furthermore, the cycle-to-cycle variation difference remained statistically insignificant, indicating that the introduction of 20% hydrogen did not adversely affect combustion stability. In addition to improving model accuracy, this work investigates the occurrence of abnormal combustion phenomena—including backfiring, auto-ignition, and knock—under enriched conditions. The results confirm that 20% hydrogen blends can be safely utilized in standard engine architectures, yielding faster combustion and reduced burn durations. The validated model offers a reliable foundation for further dual-fuel optimization and supports the broader integration of hydrogen into conventional internal combustion platforms. Full article

This study investigates the impact of circumferential angle (φ) and interaction angle (θ) between hydrogen jets and diesel sprays in a co-axial hydrogen–diesel injector on combustion and emissions in a hydrogen–diesel dual-fuel engine using 3D CFD simulations. The results demonstrate that a co-axial dual-layer nozzle design significantly enhances combustion performance by leveraging hydrogen jet kinetic energy to accelerate fuel–air mixing. Specifically, a co-axial alignment (φ = 0°) between hydrogen and diesel sprays achieves optimal combustion characteristics, including the highest in-cylinder pressure (20.92 MPa), the earliest ignition timing (−0.3° CA ATDC), and the maximum indicated power of the high-pressure cycle (47.26 kW). However, this configuration also results in elevated emissions, with 29.6% higher NOx and 34.5% higher soot levels compared to a φ = 15° arrangement. To balance efficiency and emissions, an interaction angle of θ = 7.5° proves most effective, further improving combustion efficiency and increasing indicated power to 47.69 kW while reducing residual fuel mass. For applications prioritizing power output, the φ = 0° and θ = 7.5° configuration is recommended, whereas a φ = 15° alignment with a moderate θ (5–7.5°) offers a viable compromise, maintaining over 90% of peak power while substantially lowering NOx and soot emissions. Full article

A thorough understanding of fuel behaviour is essential for designing and operating thermochemical systems. Thermogravimetric analysis (TGA) is among the most widely used fuel characterization methods, offering parameters like reactivity and ignition temperature, and enabling comprehensive fuel behaviour assessment through combined indices. This study critically examines the applicability of TGA-based indices for predicting coal performance in industrial processes such as gasification and combustion, where devolatilization, ignition, and burnout stages are key. TGA-derived data are compared with results from established methods, including drop tube furnace (DTF), pulse ignition (PI), and entrained flow reactor (EFR) tests. Findings indicate that the Volatile Matter Release Index (D₂) effectively predicts DTF behaviour (R² = 0.938, max residuals: 4.1 pp), proving useful for fast devolatilization analysis. The Flammability Index (C₁) and Ignition Index (C₃) correlate well with PI results (R² = 0.927 and 0.931, max residuals: 53.3a °C), making them reliable ignition indicators. While TGA tools showed limited accuracy in burnout prediction, the proposed Modified Burnout Characteristic Index (B_1′) achieved reasonable performance (R² = 0.734, max residuals: 0.062%∙°C⁻¹). Overall, selected TGA-based indices offer strong predictive potential for key thermochemical conversion stages. Full article

This article presents experimental results related to the influence of bioethanol content in fuel blends on the performance and emissions of a spark-ignition engine. Tests were conducted for six ethanol–gasoline mixtures (ranging from 0% to 100% ethanol) under three engine control strategies: factory settings, a fuel dose increased by 10%, and a fuel dose increased by 20%—both with an ignition timing adjustment of +3°. Measurements included engine power and torque, as well as emissions of CO, CO₂, HC, O₂, and particulate matter, all performed under a full engine load. The results revealed the strong dependence of engine behavior on ethanol content. Increasing the ethanol concentration significantly reduced CO and HC emissions, as well as markedly lowering particulate emissions—particularly at 30% ethanol. Conversely, pure ethanol led to substantial reductions in power (up to 28%) and torque (up to 32%) compared to conventional gasoline. Adjustments to the fuel dose and ignition timing partially mitigated these losses. Emissions of CO₂ and oxygen content in exhaust gases varied depending on the blend, highlighting the complex nature of the combustion process. The findings contribute to the understanding of renewable fuel behavior in SI engines and underscore the influence of both fuel composition and control strategies on performance and emission characteristics. Full article

Nowadays, there are many studies that have been conducted in order to reduce the emissions of modern reciprocating engines without, at the same time, having a negative impact on the performance characteristics. One method to accomplish that is by using ethanol-supplemented fuels instead of conventional gasoline. On the other side of the spectrum, spark timing is one of the most important parameters that affects the combustion mechanism inside a reciprocating engine and is basically controlled by the ignition advance of the engine. Therefore, the main purpose of this study is to investigate the effect of spark timing alteration on the performance characteristics and emissions of a modern reciprocating, naturally aspirated, aircraft SI engine (i.e., ROTAX 912s), operated under four different engine operating points (i.e., combination of engine speed and throttle opening), by using ethanol-supplemented fuel. The implementation of the aforementioned method is achieved through the use of an advanced simulating software (i.e., GT-POWER), which provides the user with the possibility to completely design a piston engine and parameterize it, by using a comprehensive single-zone phenomenological model, for any operating conditions in the entire range of its operating points. The predictive ability of the designed engine model is evaluated by comparing the results with the experimental values obtained from the technical manuals of the engine. For all test cases examined in the present work, the results are affiliated with important performance characteristics, i.e., brake power, brake torque, and brake-specific fuel consumption, as well as specific NO and CO concentrations. Thus, the primary objectives of this study were to examine and evaluate the results of the combination of using ethanol-supplemented fuel instead of gasoline and the alteration of the spark timing, to asses their effects on the basic performance characteristics and emissions of the aforementioned type of engine. By examining the results of this study, it is revealed that the increase in the ethanol concentration in the gasoline–ethanol fuel blend combined with the increase in the ignition advance might be an auspicious solution in order to meliorate both the performance and the environmental behavior of a naturally aspirated SI aircraft piston engine. In a nutshell, the outcoming results of this research show that the combination of the two methods examined may be a valuable solution if applied to existing reciprocating SI engines. Full article