全球的航空業因人們對於跨國旅遊和貿易的需求獲得了大幅度的增長。然而，對石化燃料的大量消耗，造成大氣中二氧化碳的濃度也隨之上升，國際間針對航空運輸引擎的排放標準也越來越嚴格。為了改善引擎性能和減少污染物的形成，在飛機上使用低污染的可再生航空燃油被視作一種解決方案。在飛機引擎上測試可再生航空燃油會耗費許多人力和財力，對可再生航空燃油的燃燒模擬優化成為實際測試之前的重要參考。若要模擬燃燒現象，需要相對應的化學動力學機制以確保模擬結果足夠仿真，本論文根據石化以及可再生燃油的成分決定其替代混合物的成分和比例，使用CHEMKIN-Pro軟體中的CHBR模組，驗證HRJ、JP-5、HRD的點火延遲時間；探討燃油在當量比為1.0下，不同壓力(8、11、30bar)下和壓力為20bar，不同當量比(0.5、1.5、2.0)下的點火延遲時間差異。使用PREMIX模組驗證HRJ、JP-5、HRD的層流火焰速度，並探討在相同的壓力和未燃氣體溫度下，不同燃油的層流火焰速度的差異。在三種航空燃油之中，HRJ在低溫區間的點火延遲時間較短，JP-5則較高，在不同當量比和壓力下，HRJ的點火延遲時間分別比JP-5降低了約59%和57%；在柴油部分，低溫區間的HRD點火延遲時間在不同當量比和壓力下分別低於石化柴油45%和55%。三種航空燃油和兩種柴油都會因壓力上升而降低點火延遲時間，並且有著相似的層流火焰速度。

This research first determined the composition and proportion of surrogates according to the composition of the petrochemical and renewable fuels. Then, the CHBR model in the CHEMKIN-Pro software was used to verify the ignition delay time of HRJ, JP-5, and HRD. The difference in the ignition delay time of fuel under the equivalence ratio of 1.0, different pressures (8, 11, 30bar) and pressure of 20bar, and different equivalence ratios (0.5, 1.0, 1.5) were discussed. PREMIX model was used to verify the laminar flame velocity of HRJ, JP-5, HRD, and explore the difference of laminar flame velocity of different fuels at the same pressure and same unburned gas temperature. Among the three types of aviation fuel, HRJ ignition delay time in the low-temperature range was the shortest, while JP-5 was the longest. The average ignition delay time of HRJ in the low-temperature range under different equivalence ratios and pressure were about 59% and 57%, respectively, lower than that of JP-5. On the other hand, the average ignition delay time of HRD in the low-temperature range at different equivalent ratios and pressures were 45% and 55% lower than that of petrochemical diesel, respectively. Applied to all fuel, the ignition delay time was shorter when the pressure increased. And the laminar flame speed of all fuels exhibited similar results.

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