Search NASA⌕ Search

SEARCH · Search NASA

Results for “compression ignition”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 343 records · Page 19
All sourcesNASA NTRSDOE OSTI
DOE OSTI2012

Quantifying the Effects of Idle-Stop Systems on Fuel Economy in Light-Duty Passenger Vehicles

Vehicles equipped with idle-stop (IS) systems are capable of engine shut down when the vehicle is stopped and rapid engine re-start for the vehicle launch. This capability reduces fuel consumption and emissions during periods when the engine is not being utilized to provide propulsion or to power accessories. IS systems are a low-cost and fast-growing technology in the industry-wide pursuit of increased vehicle efficiency, possibly becoming standard features in European vehicles in the near future. In contrast, currently there are only three non-hybrid vehicle models for sale in North America with IS systems and these models are distinctly low-volume models. As part of the United States Department of Energy’s Advanced Vehicle Testing Activity, ECOtality North America has tested the real-world effect of IS systems on fuel consumption in three vehicle models imported from Europe. These vehicles were chosen to represent three types of systems: (1) spark ignition with 12-V belt alternator starter; (2) compression ignition with 12-V belt alternator starter; and (3) direct-injection spark ignition, with 12-V belt alternator starter/combustion restart. The vehicles have undergone both dynamometer and on-road testing; the test results show somewhat conflicting data. The laboratory data and the portion of the on-road data in which driving is conducted on a prescribed route with trained drivers produced significant fuel economy improvement. However, the fleet data do not corroborate improvement, even though the data show significant engine-off time. It is possible that the effects of the varying driving styles and routes in the fleet testing overshadowed the fuel economy improvements. More testing with the same driver over routes that are similar with the IS system-enabled and disabled is recommended. There is anecdotal evidence that current Environmental Protection Agency fuel economy test procedures do not capture the fuel economy gains that IS systems produce in real-world driving. The program test results provide information on the veracity of these claims.

25 ENERGY STORAGE↗
DOE OSTI2023

Alkylperoxy radicals are responsible for the formation of oxygenated primary organic aerosol

Organic aerosol (OA) is an air pollutant ubiquitous in urban atmospheres. Urban OA is usually apportioned into primary OA (POA), mostly emitted by mobile sources, and secondary OA (SOA), which forms in the atmosphere due to oxidation of gas-phase precursors from anthropogenic and biogenic sources. By performing coordinated measurements in the particle phase and the gas phase, we show that the alkylperoxy radical chemistry that is responsible for low-temperature ignition also leads to the formation of oxygenated POA (OxyPOA). OxyPOA is distinct from POA emitted during high-temperature ignition and is chemically similar to SOA. We present evidence for the prevalence of OxyPOA in emissions of a spark-ignition engine and a next-generation advanced compression-ignition engine, highlighting the importance of understanding OxyPOA for predicting urban air pollution patterns in current and future atmospheres.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2024

Understanding the interplay between pilot fuel mixing and auto-ignition chemistry in hydrogen-enriched environment

The diesel-piloted dual-fuel compression ignition combustion strategy is well-suited to accelerate the decarbonization of transportation by adopting hydrogen as a renewable energy carrier into the existing internal combustion engine with minimal engine modifications. Despite the simplicity of engine modification, many questions remain unanswered regarding the optimal pilot injection strategy for reliable ignition with minimum pilot fuel consumption. The present study uses a single-cylinder heavy-duty optical engine to explore the phenomenology and underlying mechanisms governing the pilot fuel ignition and the subsequent combustion of a premixed hydrogen-air charge. The engine is operated in a dual-fuel mode with hydrogen premixed into the engine intake charge with a direct pilot injection of n-heptane as a diesel pilot fuel surrogate. Optical diagnostics used to visualize in-cylinder combustion phenomena include high-speed IR imaging of the pilot fuel spray evolution as well as high-speed HCHO* and OH* chemiluminescence as indicators of low-temperature and high-temperature heat release, respectively. Three pilot injection strategies are compared to explore the effects of pilot fuel mass, injection pressure, and injection duration on the probability and repeatability of successful ignition. The thermodynamic and imaging data analysis supported by zero-dimensional chemical kinetics simulations revealed a complex interplay between the physical and chemical processes governing the pilot fuel ignition process in a hydrogen containing charge. Hydrogen strongly inhibits the ignition of pilot fuel mixtures and therefore requires longer injection duration to create zones with sufficiently high pilot fuel concentration for successful ignition. Results show that ignition typically tends to rely on stochastic pockets with high pilot fuel concentration, which results in poor repeatability of combustion and frequent misfiring. In conclusion, this work has improved the understanding on how the unique chemical properties of hydrogen pose a challenge for maximization of hydrogen’s energy share in hydrogen dual-fuel engines and highlights a potential mitigation pathway.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Ignition delay time and speciation of dibutyl ether at high pressures

Dibutyl ether (DBE) is a promising biofuel due to its high cetane number (~ 100) and high volumetric energy density (31.6 MJ/L). It could either be used directly in compression ignition engines or blended with other conventional or renewable fuels. Oxidation and pyrolysis kinetics of DBE are not well known, particularly at high pressures. In this work, we have experimentally investigated the chemical kinetics of DBE in three domains: (a) ignition delay time measurements in a rapid compression machine over T = 550–650 K, P = 10, 20, 40 bar, φ = 0.5, 1; (b) ignition delay time measurements in a shock tube over T = 900–1300 K, P = 20, 40 bar, φ = 0.5, 1; (c) laser-based carbon monoxide speciation measurements in a shock tube during DBE pyrolysis and oxidation over T = 1100–1400 K, P = 20 bar. Pressure time-histories measured in RCM experiments exhibited unique 3-stage and 4-stage ignition behavior predominantly at fuel-lean conditions. Experimental data were compared with the predictions of two recent chemical kinetic models of DBE. Sensitivity analyses were carried out to identify key reactions which may have caused the discrepancy between experiments and simulations. We found that the rate of decomposition of DBE may need to be revisited to improve the oxidative and pyrolytic predictions of DBE kinetic model.

09 BIOMASS FUELS↗
DOE OSTI2023

Modeling of the spray-induced wall stress acting on the ignition assistance device

This research introduces a novel wall-stress model called the Spray-Induced Wall Stress (SIWS) model, which considers the effects of spray-wall impingement and the resulting formation of wall stress within the Lagrangian spray modeling framework. The primary objective of this paper is to provide a mathematical description of the fundamental physics underlying the model. Subsequently, the proposed model is validated using existing experimental data. Here, the remainder of the study focuses on the practical application of the model to an ignition assistance device. Specifically, this device is installed in a compression ignition engine and designed to enhance ignition in aviation-fueled high-altitude aircraft propulsion systems. The research sheds light on the mechanical impulse caused by the high-speed impact of the spray jet, leading to the accumulation of mechanical stress on the rigid body of the ignition assistance device. Previous studies on fluid-structure interaction have only considered the interaction between the gas phase and the solid wall. However, the SIWS model incorporates the additional impact of the impinging liquid spray jet. Consequently, the simulated stress distribution on the ignition assistance device can be estimated by considering both the gas-phase-induced term and the spray-induced term simultaneously.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS1935

Relation of Hydrogen and Methane to Carbon Monoxide in Exhaust Gases from Internal-Combustion Engines

The relation of hydrogen and methane to carbon monoxide in the exhaust gases from internal-combustion engines operating on standard-grade aviation gasoline, fighting-grade aviation gasoline, hydrogenated safety fuel, laboratory diesel fuel, and auto diesel fuel was determined by analysis of the exhaust gases. Two liquid-cooled single-cylinder spark-ignition, one 9-cylinder radial air-cooled spark-ignition, and two liquid-cooled single-cylinder compression-ignition engines were used.

Gerrish, Harold C↗
NASA NTRS1936

Ignition process in Diesel engines

This report analyzes the heating and vaporization process of fuel droplets in a compression-ignition engine on the basis of the theory of similitude - according to which, the period for heating and complete vaporization of the average size fuel drop is only a fraction of the actually observed ignition lag. The result is that ignition takes place in the fuel vapor air mixture rather than on the surface of the drop. The theoretical result is in accord with the experimental observations by Rothrock and Waldron. The combustion shock occurring at lower terminal compression temperature, especially in the combustion of coal-tar oil, is attributable to a simultaneous igniting of a larger fuel-vapor volume formed prior to ignition.

Wentzel, W↗
DOE OSTI2015

Radiation hydrodynamics modeling of the highest compression inertial confinement fusion ignition experiment from the National Ignition Campaign

The recently completed National Ignition Campaign (NIC) on the National Ignition Facility (NIF) showed significant discrepancies between post-shot simulations of implosion performance and experimentally measured performance, particularly in thermonuclear yield. This discrepancy between simulation and observation persisted despite concerted efforts to include all of the known sources of performance degradation within a reasonable two-dimensional (2-D), and even three-dimensional (3-D), simulation model, e.g., using measured surface imperfections and radiation drives adjusted to reproduce observed implosion trajectories [Clark et al., Phys. Plasmas 20, 056318 (2013)]. Since the completion of the NIC, several effects have been identified that could explain these discrepancies and that were omitted in previous simulations. In particular, there is now clear evidence for larger than anticipated long-wavelength radiation drive asymmetries and a larger than expected perturbation seeded by the capsule support tent. This paper describes an updated suite of one-dimensional (1-D), 2-D, and 3-D simulations that include the current best understanding of these effects identified since the NIC, as applied to a specific NIC shot. The relative importance of each effect on the experimental observables is compared. In combination, these effects reduce the simulated-to-measured yield ratio from 125:1 in 1-D to 1.5:1 in 3-D, as compared to 15:1 in the best 2-D simulations published previously. While the agreement with the experimental data remains imperfect, the comparison to the data is significantly improved and suggests that the largest sources for the previous discrepancies between simulation and experiment are now being included.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
NASA NTRS1939

A Comparison of Ignition Characteristics of Diesel Fuels as Determined in Engines and in a Constant-volume Bomb

Ignition-lag data have been obtained for seven fuels injected into heated, compressed air under conditions simulating those in a compression-ignition engine. The results of the bomb tests have been compared with similar engine data, and the differences between the two sets of results are explained in terms of the response of each fuel to variations in air density and temperature.

Selden, Robert F↗
DOE OSTI2025

Experimental Investigation of Air-Fuel Equivalence Ratio Effects on Advanced Dual-fuel Diesel/Ammonia Combustion on a Single-Cylinder Medium-Duty Diesel Engine at High Load

Ammonia (NH3) has gathered a lot of interest as a low-lifecycle-carbon fuel in sectors with high weight and distance requirements, such as shipping. The International Maritime Organization (IMO) mandates a 70-80% greenhouse gas (GHG) reduction by 2040, which is only possible with advanced engine technologies and fuels like NH3. Prior research studies at the US Department of Energy’s Oak Ridge National Laboratory have shown strong performance with NH3 under dual-fuel mode using conventional diesel combustion (CDC) manifold air pressure (MAP) settings. Diesel airflow was initially used to simplify retrofitting (no turbocharger modification), which resulted in air-fuel equivalence ratios (λ) greater than 1.5. To characterize potential improvements in dual-fuel NH3 combustion performance at richer in-cylinder conditions, a global λ sweep using a diesel pilot ignition (DPI) strategy with diesel fuel injected near top-dead center (TDC) and a reactivity-controlled compression ignition (RCCI) injection strategy with diesel fuel injected earlier during the compression stroke were compared. The experiments were conducted at 1200 RPM and 12.6 bar (75% load), and λ was varied by decreasing the commanded air flow to the engine at greater than 90% ammonia energy substitution (AES) level. A diesel injection timing sweep was conducted for both the combustion modes at fixed λ, and the timing with the lowest engine-out N2O emissions was identified. The results indicated an optimal balance between CO2, eq and thermal efficiency benefits for both DPI and RCCI injection strategy cases compared to CDC at a λ of 1.4. The indicated N-based emissions exhibited a strong correlation to the ratio of CA5–50 and ignition delay for DPI, but no apparent trend emerged for the RCCI injection strategy at the tested boundary conditions.

Tyrewala, Daanish [ORNL] (ORCID:0000000208599324)↗
DOE OSTI2025

Co-optimization of fuel properties, combustion system geometry, and injection strategy for conventional diesel fuel

Here, studies have shown that fuel properties can impact an engine’s operation in several ways, including ignition delay, sooting tendency, mixture formation, and combustion temperature. In mixing-controlled compression ignition (MCCI) engines, the fuel system design and piston bowl geometry significantly affect combustion performance and emissions. Based on current information, it is difficult to draw conclusions about fuel property effects and sensitivities. The central fuel hypothesis approach used in the US Department of Energy Co-Optima program has worked well for spark ignition fuels: identifying critical fuel property ranges is sufficient to screen fuel blends that are expected to maximize efficiency and reduce pollutant emissions. However, for MCCI-relevant fuels, the information gained from past studies is not sufficient to build such a merit function or to allow for performing a similar screening of fuel blends. It is hypothesized that a co-optimization of a fuel’s physical and chemical properties, combustion system geometry, and injection strategy could leverage synergies between the effects of the fuel properties and geometries, resulting in improved performance over state-of-the-art. A machine learning–assisted unconstrained global optimization algorithm was used to explore a design space comprising 23 independent variables. The results show that physical property effects were minimal even for large variations in fuel properties, and the only interaction effect that was observed was the effect of varied fuel density parameters on fuel/air mixture formation. Nevertheless, these interactions were not sufficient in magnitude to significantly affect optimization results. Therefore, analysis of the results suggests that fuel physical properties cannot be leveraged in a co-optimization context to increase engine efficiency.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

An experimental and modeling study on autoignition of 2-phenylethanol and its blends with n-heptane

2-Phenylethanol (2-PE) is an aromatic alcohol with high research octane number, high octane sensitivity, and a potential to be produced using biomass. Considering that 2-PE can be used as a fuel additive for boosting the anti-knocking quality of gasoline in spark-ignition engines and as the low reactivity fuel or fuel component in dual-fuel reactivity controlled compression ignition (RCCI) engines, it is of fundamental and practical interest to understand the autoignition chemistry of 2-PE, especially at low-to-intermediate temperatures (<1000 K). Based upon the experimental ignition delay time (IDT) results of neat 2-PE obtained from our previous rapid compression machine (RCM) investigation and the literature shock tube study, a detailed chemical kinetic model of 2-PE is developed herein, covering low-to-high temperature regimes. Besides, RCM experiments using binary fuel blends of 2-PE and n-heptane (nC7) are conducted in this work to investigate the nC7/2-PE blending effects, as they represent a dual-fuel system for RCCI operations. Furthermore, the newly developed 2-PE model is merged with a well-validated nC7 kinetic model to generate the current nC7/2-PE binary blend model. Overall, the consolidated model reasonably predicts the experimental IDT data of neat 2-PE and nC7/2-PE blends, as well as captures the experimental effects of pressure, equivalence ratio, and blending ratio on autoignition. Finally, model-based chemical kinetic analyses are carried out to understand and identify the controlling chemistry accounting for the observed blending effects in RCM experiments. In conclusion, the analyses reveal that nC7 enhances 2-PE autoignition via providing extra $\dot{O}$H radicals to the shared radical pool, while the diminished nC7 promoting effect on 2-PE autoignition with increasing temperature is due to the negative temperature coefficient characteristics of nC7.

2-phenlyethanol↗
DOE OSTI2023

Misr: Miniature Ignition Screening Rapid Compression Machine for Kinetic Measurements of Novel Fuels (Final Report)

High throughput ignition screening would be useful for evaluating fuels before scaled production. One method for doing this involves generating a map of ignition delay times over different conditions for each fuel blend. Constant condition ignition delay time maps can be used to estimate ignition for engines in prescribed thermodynamic trajectories. A Miniaturized Ignition Screening Rapid Compression Machine (MISR) has been developed and built at the University of Illinois Chicago (UIC) intending to generate those constant condition ignition delay time maps for low temperature chemistry relevant conditions. Some design features include a bellows-actuated driver section, which is lighter compared to other RCM designs, an adjustable brake section, and full optical access. The setup was designed to achieve reaction conditions (T > 600K and P < 100 bar with repetition rates of about 8 seconds per experiment). These conditions were meant to be relevant to low-to-intermediate temperature auto-ignition and for generation of data for developing relevant chemical kinetics models or ignition maps. Because of the compression characteristics and the heat loss characteristics of the MISR, the apparatus currently tests higher temperatures over shorter test times than what would be desirable, however there are some pathways to improved compression characteristics as detailed in this report. A detailed description of the MISR design and its operating mechanism is discussed. The team faced several challenges and setbacks in the construction and commissioning of the MISR, and those are highlighted, along with the modifications that were performed to get the MISR operational. To demonstrate the performance characteristics of the MISR, limited ignition delay experiments were conducted for ethanol fuel at different equivalence ratios (Φ), and those results were usable, but again test a higher temperature and shorter ignition delay time than initially intended.

02 PETROLEUM↗
DOE OSTI2022

Pre-vaporized ignition behavior of ethyl- and propyl-terminated oxymethylene ethers

Oxymethylene ethers (OMEs) have been studied in recent years for use as compression ignition fuel blendstocks, but the methyl-terminated OMEs commonly studied exhibit properties that are poorly optimized for engine use and distribution. Recent work has shown that OMEs with larger (ethyl, propyl, or butyl) end groups may have superior properties for fuel usage/storage. In this work, we consider ignition of four OMEs - diethoxymethane (E-1-E), dipropoxymethane (P-1-P), ethoxy-(methoxy) 2 -ethane (E-2-E), and diisopropoxymethane (iP-1-iP) - as representatives of the possible effects of changes to OME structures. To our knowledge, ignition behaviors of the latter three fuels have not been studied prior to this work. Further, we find that all of the tested linear OMEs (E-1-E, P-1-P, and E-2-E) show two-stage ignition at low temperatures and nonlinear ignition behavior, consistent with literature on methyl-terminated OMEs and E-1-E. The nonlinear, branched OME (iP-1-iP) required higher pressure and temperature to ignite than the linear OMEs; further, this fuel experienced only single stage ignition and a linear ignition delay curve. By analogy to existing kinetic mechanisms for ethers and higher alcohols, the chemical basis for the observed trends are hypothesized. Faster ignition of E-2-E results from the additional oxymethylene group providing additional sites for ROO formation and more possible QOOH structures. Slower low temperature ignition of P-1-P is driven by lower H abstraction rates in comparison to E-1-E, however at high temperatures P-1-P ignites faster, driven by increasing abstraction from the additional H site on the propyl group that opens up additional QOOH formation pathways. iP-1-iP ignition is slowed significantly by preferential H abstraction from the central carbon of the isopropyl group, which is crowded and unlikely to bond with O 2 , however at high temperatures, abstraction from H sites on the methyl groups allows for the ROO cascade initiation and subsequent rapid ignition.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2014

Radiochemical determination of Inertial Confinement Fusion capsule compression at the National Ignition Facility

We describe a radiochemical measurement of the ratio of isotope concentrations produced in a gold hohlraum surrounding an Inertial Confinement Fusion capsule at the National Ignition Facility (NIF). We relate the ratio of the concentrations of (n,γ) and (n,2n) products in the gold hohlraum matrix to the down-scatter of neutrons in the compressed fuel and, consequently, to the fuel's areal density. The observed ratio of the concentrations of {sup 198m+g}Au and {sup 196g}Au is a performance signature of ablator areal density and the fuel assembly confinement time. We identify the measurement of nuclear cross sections of astrophysical importance as a potential application of the neutrons generated at the NIF.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2015

Invited Review: A review of deterministic effects in cyclic variability of internal combustion engines

Here we review developments in the understanding of cycle to cycle variability in internal combustion engines, with a focus on spark-ignited and premixed combustion conditions. Much of the research on cyclic variability has focused on stochastic aspects, that is, features that can be modeled as inherently random with no short term predictability. In some cases, models of this type appear to work very well at describing experimental observations, but the lack of predictability limits control options. Also, even when the statistical properties of the stochastic variations are known, it can be very difficult to discern their underlying physical causes and thus mitigate them. Some recent studies have demonstrated that under some conditions, cyclic combustion variations can have a relatively high degree of low dimensional deterministic structure, which implies some degree of predictability and potential for real time control. These deterministic effects are typically more pronounced near critical stability limits (e.g. near tipping points associated with ignition or flame propagation) such during highly dilute fueling or near the onset of homogeneous charge compression ignition. We review recent progress in experimental and analytical characterization of cyclic variability where low dimensional, deterministic effects have been observed. We describe some theories about the sources of these dynamical features and discuss prospects for interactive control and improved engine designs. In conclusion, taken as a whole, the research summarized here implies that the deterministic component of cyclic variability will become a pivotal issue (and potential opportunity) as engine manufacturers strive to meet aggressive emissions and fuel economy regulations in the coming decades.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2011

NTRCI Legacy Engine Research and Development Project Final Technical Report

The Legacy engine is a completely new design, transitional diesel engine, replacing the reciprocating engine with a rotary engine. The Legacy engine offers significant advances over conventional internal combustion engines in 1) power to weight ratio; 2) multiple fuel acceptance; 3) fuel economy; and 4) environmental compliance. These advances are achieved through a combination of innovative design geometry, rotary motion, aspiration simplicity, and manufacturing/part simplicity. The key technical challenge to the Legacy engine's commercialization, and the focus of this project, was the development of a viable roton tip seal. The PST concept for the roton tip seal was developed into a manufacturable design. The design was evaluated using a custom designed and fabricated seal test fixture and further refined. This design was incorporated into the GEN2.5A prototype and tested for achievable compression pressure. The Decision Point at the end of Phase 1 of the project (described below) was to further optimize the existing tip seal design. Enhancements to the tip seal design were incorporated into the GEN2.5B prototype and tested and evaluated using the iterative research strategy described below. Compression pressures adequate for compression ignition of diesel fuel were achieved, although not consistently in all combustion volumes. The variation in compression pressures was characterized versus design features. As the roton tip seal performance was improved, results pointed toward inadequate performance of the housing side seals. Enhancement of the housing side seal system was accomplished using a custom designed side seal test fixture. The design enhancements developed with the test fixture were also incorporated into the GEN2.5B prototype and tested and evaluated using the iterative research strategy described below. Finally, to simplify the requirements for the roton tip seals and to enhance the introduction and combustion of fuel, a flush-mount fuel injector was designed, manufactured and demonstrated in the GEN2.5B prototype.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS1924

Increasing the compression pressure in an engine by using a long intake pipe

During some tests of a one-cylinder engine, using gas oil (diesel engine oil, specific gravity 0.86 at 60 F) with solid injection and compression ignition, it was found to be necessary to increase either the jacket water temperature or the compression pressure in order to start the engine. It was found that a sufficient increase in compression pressure could be obtained simply by attaching a long pipe to the inlet flange of the cylinder. However, since no data were available giving the values of the increase in compression pressure that might be expected from such a step-up, an investigation was made covering some engine speeds between 500 r.p.m. and 1800 r.p.m. The data obtained are included here in the form of curves. Although this data is not strictly applicable to another engine, it should give indications of what might be expected with such a set-up on an engine operating at similar speeds. The engine used was a single cylinder Liberty, 5-inch bore and 7-inch stroke, having standard cylinder, cams, valves, and valve timing and operating on a four-stroke cycle.

Mathews, Robertson↗