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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 307 records · Page 17
All sourcesNASA NTRSDOE OSTI
DOE OSTI2016

New Analysis Methods Estimate a Critical Property of Ethanol Fuel Blends

To date there have been no adequate methods for measuring the heat of vaporization of complex mixtures. This research developed two separate methods for measuring this key property of ethanol and gasoline blends, including the ability to estimate heat of vaporization at multiple temperatures. Methods for determining heat of vaporization of gasoline-ethanol blends by calculation from a compositional analysis and by direct calorimetric measurement were developed. Direct measurement produced values for pure compounds in good agreement with literature. A range of hydrocarbon gasolines were shown to have heat of vaporization of 325 kJ/kg to 375 kJ/kg. The effect of adding ethanol at 10 vol percent to 50 vol percent was significantly larger than the variation between hydrocarbon gasolines (E50 blends at 650 kJ/kg to 700 kJ/kg). The development of these new and accurate methods allows researchers to begin to both quantify the effect of fuel evaporative cooling on knock resistance, and exploit this effect for combustion of hydrocarbon-ethanol fuel blends in high-efficiency SI engines.

09 BIOMASS FUELS↗
DOE OSTI2016

Performance, Efficiency and Emissions Assessment of Natural Gas Direct Injection compared to Gasoline and Natural Gas Port-Fuel Injection in an Automotive Engine

Interest in natural gas as a fuel for light-duty transportation has increased due to its domestic availability and lower cost relative to gasoline. Natural gas, comprised mainly of methane, has a higher knock resistance than gasoline making it advantageous for high load operation. However, the lower flame speeds of natural gas can cause ignitability issues at part-load operation leading to an increase in the initial flame development process. While port-fuel injection of natural gas can lead to a loss in power density due to the displacement of intake air, injecting natural gas directly into the cylinder can reduce such losses. A study was designed and performed to evaluate the potential of natural gas for use as a light-duty fuel. Steady-state baseline tests were performed on a single-cylinder research engine equipped for port-fuel injection of gasoline and natural gas, as well as centrally mounted direct injection of natural gas. Experimental results suggest that similar efficiencies can be achieved in part-load operation for both gasoline and natural gas. While the effects of injection timing are generally minimal for port-fuel injection, varying the injection timing for direct injection, especially after intake valve closure, can speed up the early flame development process by nearly 18°CA. Results at full-load suggest that operation with natural gas regardless of fuel system allows for an efficiency increase. While port-fuel injection of natural gas leads to a power density loss, direct injection of natural gas allows for up to a 10% improvement in full-load power density over liquid and gaseous port-fuel injection for a naturally aspirated engine. In addition to increasing full-load efficiencies, natural gas operation allows for up to a 30% reduction in engine out carbon dioxide emissions at full-load.

Sevik, James M↗
DOE OSTI2020

Metabolic and evolutionary responses of Clostridium thermocellum to genetic interventions aimed at improving ethanol production

Engineering efforts targeted at increasing ethanol by modifying the central fermentative metabolism of Clostridium thermocellum have been variably successful. Here, we aim to understand this variation by a multifaceted approach including genomic and transcriptomic analysis combined with chemostat cultivation and high solids cellulose fermentation. Three strain lineages comprising 16 strains total were examined. Two strain lineages in which genes involved in pathways leading to organic acids and/or sporulation had been knocked out resulted in four end-strains after adaptive laboratory evolution (ALE). A third strain lineage recapitulated mutations involving adhE that occurred spontaneously in some of the engineered strains.

Biotechnology & Applied Microbiology↗
DOE OSTI2020

Numerical Investigation of a Central Fuel Property Hypothesis under Boosted Spark-ignition Conditions

In the present work, a central fuel property hypothesis (CFPH), which states that fuel properties are sufficient to provide an indication of a fuel's performance irrespective of its chemical composition, was numerically investigated In particular, the objective of the study was to determine whether Research Octane Number (RON) and Motor Octane Number (MON), as fuel properties, are sufficient to describe a fuel's knock-limited performance under boosted spark-ignition (SI) conditions within the framework of CFPH. To this end, four TPRF-bioblendstock surrogates having different compositions but matched RON (= 98) and MON (= 90), were first generated using a non-linear regression model based on artificial neural network (ANN). Three unconventional bioblendstocks were included in the analysis: Di-isobutylene (DIB), Isobutanol and Anisole. Skeletal reaction mechanisms were generated for the TPRF-DIB, TPRF-isobutanol and TPRF-anisole blends from a detailed kinetic mechanism. Thereafter, numerical simulations were performed for the fuel surrogates using the skeletal mechanisms and a virtual cooperative fuel research (CFR) engine model, under a representative boosted operating condition. In the computational fluid dynamics (CFD) model, the G-equation approach was employed to track the turbulent flame front and the well-stirred reactor model combined with multi-zone binning strategy was used to capture auto-ignition in the end-gas. In addition, laminar flame speed was tabulated for each blend as a function of pressure, temperature and equivalence ratio a priori, and the lookup tables were used to prescribe laminar flame speed as an input to the G-equation model. Parametric spark timing sweeps were performed for each fuel blend to determine the corresponding knock-limited spark advance (KLSA) and 50% burn point (CA50) at the respective KLSA timing. It was observed that despite same RON, MON and engine operating conditions, the TPRF-Anisole blend exhibited markedly different knock-limited performance from the other three blends. This deviation from the octane index (DI) expectation was shown to be caused by differences in laminar flame speed (LFS). However; it was found that relatively large fuel-specific differences in LFS (> 20%) would have to be present to cause any appreciable deviation from the 01 framework. Otherwise, RON and MON would still be robust enough to predict a fuel's knock-limited performance.

Pal, Pinaki↗
NASA NTRS1932

Compression-ignition engine tests of several fuels

The tests reported in this paper were made to devise simple engine tests which would rate fuels as to their comparative value and their suitability for the operating conditions of the individual engine on which the tests are made. Three commercial fuels were used in two test engines having combustion chambers with and without effective air flow. Strictly comparative performance tests gave almost identical results for the three fuels. Analysis of indicator cards allowed a differentiation between fuels on a basis of rates of combustion. The same comparative ratings were obtained by determining the consistent operating range of injection advance angle for the three fuels. The difference in fuels is more pronounced in a quiescent combustion chamber than in one with high-velocity air flow. A fuel is considered suitable for the operating conditions of an engine with a quiescent combustion chamber if it permits the injection of the fuel to be advanced beyond the optimum without exceeding allowable knock or allowable maximum cylinder pressures.

Spanogle, J A↗
DOE OSTI2018

RNAi assisted genome evolution unveils yeast mutants with improved xylose utilization

Xylose is a major component of lignocellulosic biomass, one of the most abundant feedstocks for biofuel production. Therefore, efficient and rapid conversion of xylose to ethanol is crucial in the viability of lignocellulosic biofuel plants. In this study, RNAi Assisted Genome Evolution (RAGE) was used to improve the xylose utilization rate in SR8, one of the most efficient publicly available xylose utilizing Saccharomyces cerevisiae strains. To identify gene targets for further improvement, we created a genome-scale library consisting of both genetic over-expression and down-regulation mutations in SR8. Followed by screening in media containing xylose as the sole carbon source, yeast mutants with 29% faster xylose utilization, and 45% higher ethanol productivity were obtained relative to the parent strain. Two known and two new effector genes were identified in these mutant strains. Notably, down-regulation of CDC11, an essential gene, resulted in faster xylose utilization, and this gene target cannot be identified in genetic knock-out screens.

09 BIOMASS FUELS↗
DOE OSTI2017

Optimal Energy Control of a Dual Fuel Vehicle Fuelled by Natural Gas and E10

Due to the increasing availability of natural gas, there is growing interest in using this fuel for transportation. Utilizing natural gas along with gasoline can provide a way to leverage the high knock resistance of natural gas while avoiding some of the ignitability challenges of this fuel. This paper leverages experimental data for a single cylinder engine to model power production on a mid-size sedan. Using this model, an optimal energy management strategy is explored. Several weighting strategies are considered including techniques which consider fuel availability, fuel cost, and carbon emissions. The effectiveness of these methods are considered over the UDDS, HWY, and US06 cycles. While there is little benefit to such a fuel blending algorithm at low loads, at high loads (such as those encountered in the US06 cycle) blending can provide up to a 7% improvement in efficiency.

Control and diagnosis of automotive systems↗
DOE OSTI2018

Effects Of High-Octane E25 On Two Vehicles Equipped With Turbocharged, Direct-Injection Engines

Vehicle manufacturers are developing and introducing new technologies to improve fuel economy and reduce vehicle carbon dioxide (CO 2 ) emissions to comply with increasingly challenging regulations. Despite growing interest in electric vehicles, spark-ignition (SI) engines dominate the light-duty market in the U.S. and are expected to re main in wide use for decades. There is growing interest in making use of fuels with increased octane number to help improve engine efficiency through increased compression ratio, downsizing with turbocharging, and downspeeding. Regular gasoline in the U.S. is generally rated at 87 AKI (anti-knock index), where the AKI is defined as the a verage of the Research Octane Number 1 (RON) and the Motor Octane Number 2 (MON).

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Engineering single-atom dynamics with electron irradiation

Atomic engineering is envisioned to involve selectively inducing the desired dynamics of single atoms and combining these steps for larger-scale assemblies. Here, we focus on the first part by surveying the single-step dynamics of graphene dopants, primarily phosphorus, caused by electron irradiation both in experiment and simulation, and develop a theory for describing the probabilities of competing configurational outcomes depending on the postcollision momentum vector of the primary knock-on atom. The predicted branching ratio of configurational transformations agrees well with our atomically resolved experiments. This suggests a way for biasing the dynamics toward desired outcomes, paving the road for designing and further upscaling atomic engineering using electron irradiation.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2014

Novel Characterization of GDI Engine Exhaust for Gasoline and Mid-Level Gasoline-Alcohol Blends

Gasoline direct injection (GDI) engines can offer improved fuel economy and higher performance over their port fuel-injected (PFI) counterparts, and are now appearing in increasingly more U.S. and European vehicles. Small displacement, turbocharged GDI engines are replacing large displacement engines, particularly in light-duty trucks and sport utility vehicles, in order for manufacturers to meet more stringent fuel economy standards. GDI engines typically emit the most particulate matter (PM) during periods of rich operation such as start-up and acceleration, and emissions of air toxics are also more likely during this condition. A 2.0 L GDI engine was operated at lambda of 0.91 at typical loads for acceleration (2600 rpm, 8 bar BMEP) on three different fuels; an 87 anti-knock index (AKI) gasoline (E0), 30% ethanol blended with the 87 AKI fuel (E30), and 48% isobutanol blended with the 87 AKI fuel. E30 was chosen to maximize octane enhancement while minimizing ethanol-blend level and iBu48 was chosen to match the same fuel oxygen level as E30. Particle size and number, organic carbon and elemental carbon (OC/EC), soot HC speciation, and aldehydes and ketones were all analyzed during the experiment. A new method for soot HC speciation is introduced using a direct, thermal desorption/pyrolysis inlet for the gas chromatograph (GC). Results showed high levels of aromatic compounds were present in the PM, including downstream of the catalyst, and the aldehydes were dominated by the alcohol blending.

gasoline direct injection↗
DOE OSTI2021

Influence of NOx Chemistry on the Prediction of Natural Gas End-Gas Autoignition

Research on the influence of NOx (NO/NO2) chemistry on HC oxidation has shown that NOx plays an important role in the promotion/inhibition of HC autoignition [1-6]. Current data for n-heptane, iso-octane, ethanol, and toluene [3, 4] have shown that NO chemistry inhibits autoignition at low temperatures and concentrations. However, at medium and high temperatures and low concentrations, autoignition is promoted, decreasing the Negative Temperature Coefficient (NTC) effect. This autoignition promotion, however, becomes weaker as NO concentrations are increased. Additionally, fundamental kinetics studies have suggested that NOx chemistry also promotes the autoignition of smaller HC, such as CH4 [7-10], C2H6 [11-14], and C3H8 [15]. Additionally to the chemical kinetics studies, a growing body of evidence supports the importance of NOx chemistry on SI engine simulations [16, 17]. Foong et al. [18] suggested that the addition of NO in their models significantly improved the agreement between simulations and experiments where the onset of knock was advanced due to the presence of NO, and Morganti et al. [19] showed that NO addition in the residual-gas was necessary for their models to obtain good agreement with experimental data. Lastly, Mohr et al. [20, 21] investigated the effect of Natural Gas (NG) reactivity and EGR substitution rate and composition on homogeneous ignition delay, flame speeds, and EGAI for stoichiometric NG/oxidizer/EGR blends. They observed that the addition of EGR composed of only inert species (CO2 and Ar) suppressed homogeneous autoignition in all NG fuels tested under all conditions. However, for all NG fuels tested, increasing EGR rates with reactive species (Ar, CO2, CO, and NO) promoted homogeneous autoignition under all conditions, thus reproducing the same trends for various NG fuel compositions that were observed in other studies and fuels. For this reason, a study is being conducted to analyze the effects of NOx chemistry on the prediction of NG/air/EGR homogeneous autoignition. This study has been divided into two tasks. First, the addition of NOx chemistry to the ARIES82 mechanism [20] is being validated using homogeneous ignition delay data collected by Mohr [20, 21]. Second, once the new modified mechanism with NOx reactions has been validated, it will be employed on engine multi-dimensional modeling presented in [22, 23] to analyze the influence of NOx chemistry on NG EGAI. Results thus far have shown that homogeneous ignition delay calculations are sensitive to NOx chemistry, where the modified mechanisms captured well all trends and closely matched the homogeneous ignition delays observed by Mohr et al. Also, the results in this work suggest that NOx chemistry is necessary to correctly capture the trends in NG homogeneous autoignition when EGR with reactive species is used since the opposite behavior is observed when only inert species are considered for the EGR composition.

03 NATURAL GAS↗
DOE OSTI2016

Co-Optimization of Internal Combustion Engines and Biofuels

The development of advanced engines has significant potential advantages in reduced aftertreatment costs for air pollutant emission control, and just as importantly for efficiency improvements and associated greenhouse gas emission reductions. There are significant opportunities to leverage fuel properties to create more optimal engine designs for both advanced spark-ignition and compression-ignition combustion strategies. The fact that biofuel blendstocks offer a potentially low-carbon approach to fuel production, leads to the idea of optimizing the entire fuel production-utilization value chain as a system from the standpoint of life cycle greenhouse gas emissions. This is a difficult challenge that has yet to be realized. This presentation will discuss the relationship between chemical structure and critical fuel properties for more efficient combustion, survey the properties of a range of biofuels that may be produced in the future, and describe the ongoing challenges of fuel-engine co-optimization.

09 BIOMASS FUELS↗