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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 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Performance, Combustion and Emissions Evaluation of Liquid Phase Port-Injected LPG on a Single Cylinder Heavy-Duty Spark Ignited Engine

Liquefied petroleum gas (LPG), like many other alternative fuels, has witnessed increased adoption in the last decade, and its use is projected to rise as stricter emissions regulations continue to be applied. However, much of its use is limited to dual fuel applications, gaseous phase injection, light-duty passenger vehicle applications, or scenarios that require conversion from gasoline engines. Therefore, to address these limitations and discover the most efficient means of harnessing its full potential, more research is required in the development of optimized fuel injection equipment for liquid port and direct injection, along with the implementation of advanced combustion strategies that will improve its thermal efficiency to the levels of conventional fuels. This paper focuses on the development of a liquid phase port-injection system for LPG, the design of a reference piston, and the baseline evaluation of the performance, combustion, and emissions characteristics of a single cylinder research engine to establish a benchmark comparable to existing LPG engines. A sweep of start of injection (SOI) timing is performed by injecting liquid LPG at several closed and open intake valve timings, which demonstrates no significant variation in engine performance, but accounts for a 10% reduction in bsCO with the optimal SOI timing. Spark timing sweep demonstrates the 50% burn crank angle location related to maximum brake torque (MBT) point with a brake thermal efficiency (BTE) of ~34% for the tested load case. The effect of equivalence ratio is also presented with optimal SOI timing at MBT condition. The engine starts exhibiting knocking combustion at 140kPa intake manifold air pressure (IMAP) with a peak torque of 253Nm and a 5% reduction in brake specific fuel consumption compared to the naturally aspirated scenario.

Fosudo, Toluwalase↗
DOE OSTI2020

On-Road Heavy-Duty Low-NOx Technology Cost Study

The National Renewable Energy Laboratory (NREL) conducted a cost analysis for emission control technologies under contract to the California Air Resources Board (CARB). CARB sought incremental cost analysis for emission control technologies for on-road heavy-duty (HD) engines, used in vehicle greater than 14,000 pounds (lbs) gross vehicle weight rating (GVWR) to achieve oxides of nitrogen (NOx) emissions rates significantly lower than those required by current emissions standards. Specifically, incremental costs (without any retail price mark-up) were estimated for representative diesel, natural gas, and gasoline engine and emission aftertreatment systems that were selected to represent potential technology packages that could achieve 0.02 grams per brake horsepower hour (g/bhp-hr) NOx on certification test cycles, including a proposed updated certification test cycle that includes additional low load operating conditions. NREL surveyed stakeholders including industry association groups, Tier 1 suppliers, and engine original equipment manufacturers (OEMs) to estimate incremental direct and indirect costs. Incremental costs were considered for current engine full useful life (FUL) definitions, as well as with proposed increased FUL and warranty period. The incremental costs were subsequently incorporated in life-cycle cost analyses examining the incremental engine and aftertreatment costs along with life-cycle costs over the various engine FUL scenarios. Life-cycle costs analysis included the incremental upfront cost, fuel consumption changes (changes in fuel economy), diesel exhaust fluid (DEF) consumption changes, and the maximum FUL of the aftertreatment package (major overhaul intervals).

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Lean-Stratified Combustion System with Miller Cycle for Downsized Boosted Application - Part I

Automotive manufacturers relentlessly explore engine technology combinations to achieve reduced fuel consumption under continued regulatory, societal and economic pressures. For example, technologies enabling advanced combustion modes, increased expansion to effective compression ratio, and reduced parasitics continue to be developed and integrated within conventional and hybrid propulsion strategies across the industry. A high-efficiency gasoline engine capable for use in conventional or hybrid electric vehicle platforms is highly desirable. This paper is the first to two papers describing the development of a combustion system combining lean-stratified combustion with Miller cycle for downsized boosted applications. The work was completed under a multi-year US DOE project. The goal was to define a light-duty engine package capable of achieving a 35% fuel economy improvement at US Tier 3 emission standards over a naturally aspirated stoichiometric baseline vehicle. A multi-mode combustion system was developed enabling highly efficient lean-stratified operation at light-load and stoichiometric Miller-cycle operation at mid- to highloads. Some of the unique challenges in synergistically combining the two concepts are highlighted in this paper. Here, a central direct-injection four-valve layout was designed with high-tumble ports and a bowl-in-piston capable of stable operation under highly dilute (lean plus EGR) mixtures when properly matched to fuel spray characteristics, a multiple-injection strategy, and a high-energy ignition system. Other challenges specific to meeting exhaust emissions requirements with a high-efficiency engine are also explored in this study. In this Part 1 of the paper, the single-cylinder combustion system design, analysis, and testing is described. Multicylinder engine system design, analysis and development is described in Part 2 of the paper.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Lean-Stratified Combustion System with Miller Cycle for Downsized Boosted Application - Part 2

Automotive manufacturers relentlessly explore engine technology combinations to achieve reduced fuel consumption under continued regulatory, societal and economic pressures. For example, technologies enabling advanced combustion modes, increased expansion to effective compression ratio and reduced parasitics continue to be developed and integrated within conventional and hybrid propulsion strategies across the industry. Here, a high-efficiency gasoline engine capable for use in conventional or hybrid electric vehicle platforms is highly desirable. This paper is the second of two papers describing the multi-cylinder integration of a technology package combining lean-stratified combustion with Miller cycle for downsized boosted applications. The first paper describes the design, analysis and single-cylinder testing conducted to down-select the combustion system deployed to the multi-cylinder engine. This paper defines a light-duty engine package capable of achieving a 35% fuel economy improvement at US Tier 3 emission standards over a naturally aspirated stoichiometric baseline vehicle. A multi-mode combustion system was developed enabling highly efficient lean-stratified operation at light-load and stoichiometric Miller-cycle operation at mid- to high-loads. A central direct-injection four-valve layout was designed with high-tumble ports and a bowl-in-piston capable of stable operation under highly dilute mixtures when properly matched to fuel spray characteristics, injection strategy, and a high-energy ignition system. Boost system layout and base engine architecture were selected to minimize parasitics and maximize after treatment effectiveness. A multi-cylinder engine was developed and calibrated over a steady-state map. Results fed vehicle simulations over the EPA city and highway test cycles to predict the fuel economy improvement and tailpipe emissions potential. Fuel economy improvements over the baseline vehicle were projected at 42% and 39% for active-urea and passive-ammonia SCR after treatment systems respectively. Controls complexity to achieve regulatory compliance and the cost of the lean after treatment system were identified as the primary challenges to commercial viability.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

Performance Comparison of LPG and Gasoline in an Engine Configured for EGR-Loop Catalytic Reforming

In prior work, the EGR loop catalytic reforming strategy developed by ORNL has been shown to provide a relative brake engine efficiency increase of more than 6% by minimizing the thermodynamic expense of the reforming processes, and in some cases achieving thermochemical recuperation (TCR), a form of waste heat recovery where waste heat is converted to usable chemical energy. In doing so, the EGR dilution limit was extended beyond 35% under stoichiometric conditions. In this investigation, a Microlith®-based metal-supported reforming catalyst (developed by Precision Combustion, Inc. (PCI)) was used to reform the parent fuel in a thermodynamically efficient manner into products rich in H2 and CO. We were able to expand the speed and load ranges relative to previous investigations: from 1,500 to 2,500 rpm, and from 2 to 14 bar break mean effective pressure (BMEP). Experiments were conducted to determine the effects of the H/C ratio of the fuel on H2 production and on the engine efficiency in order to compare E10 gasoline (H/C = 1.95) and liquified petroleum gas (LPG), comprised primarily of propane (H/C = 2.67). Additionally, the compression ratio of the engine was increased to ascertain whether further efficiency improvements could be realized based on a reduced knock propensity of the dilute EGR mixture with the reformed fuel. Both the gasoline and propane reforming strategies provided efficiency gains up to 1.85 percentage points and further efficiency improvements with the increased compression ratio were realized. The fuel specific effects of gasoline vs. LPG, the effect of engine operating condition on reforming, and knock limits of the reformed mixture are discussed in detail.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Evaporation Sub-model Development for Volume of Fluid (eVOF) Method Applicable to Spray-Wall Interaction Including Film Characteristics with Validation at High Pressure and Temperature Conditions (Final Report)

Internal combustion engines have seen a great evolution over the last several decades through application of high pressure direct injection, multiple injections, and other technologies to reduced fuel consumption, NOx, and PM. Although combustion systems with advanced injection strategies have been studied extensively, there exists a significant fundamental knowledge gap on the fuel-spray interactions with the piston surface and chamber walls. Advanced computational codes validated with experimental techniques have to be developed for accurate representation of the drop impingement, fuel film formation, and vaporization. Current engine CFD spray models utilize a Lagrangian framework for modeling which lacks critical considerations of the physics pertaining to these interactions and thus requiring extensive parameterization, tuning and validation. The team from Michigan Technological University, University of Massachusetts Dartmouth, and Argonne National Laboratory is composed of experts in sprays, combustion, engines and CFD with a wide spectrum of knowledge including specific expertise in the area under consideration. In the proposed work, a VOF modeling approach has been adopted for the spray-wall interaction, film formation and spreading, and vaporization. With the inclusion of a vaporization submodel, a more predictive and accurate simulation of the spray-film was performed without extensive need of parameterization and tuning. Extensive experimentation of the spray-wall interaction under the range of conditions matching the thermodynamic and surface temperatures that occur in diesel and gasoline engines were conducted to validate the SWI submodels and for development of the evaporation sub-model, which has been implemented in the Converge software.

42 ENGINEERING↗
DOE OSTI2020

Evaporation Submodel Development for Volume of Fluid (eVOF) Method Applicable to Spray-Wall Interaction Including Film Characteristics with Validation at High Pressure and Temperature Conditions

Internal combustion engines have seen a great evolution over the last several decades through application of high pressure direct injection, multiple injections, and other technologies to reduced fuel consumption, NOx, and PM. Although combustion systems with advanced injection strategies have been studied extensively, there exists a significant fundamental knowledge gap on the fuel-spray interactions with the piston surface and chamber walls. Advanced computational codes validated with experimental techniques have to be developed for accurate representation of the drop impingement, fuel film formation, and vaporization. Current engine CFD (Computational Fluid Dynamics) spray models utilize a Lagrangian framework for modeling which lacks critical considerations of the physics pertaining to these interactions and thus requiring extensive parameterization, tuning and validation. The team from Michigan Technological University, University of Massachusetts Dartmouth, and Argonne National Laboratory is composed of experts in sprays, combustion, engines and CFD with a wide spectrum of knowledge including specific expertise in the area under consideration. In the proposed work, a VOF (Volume of Fluid) modeling approach has been adopted for the spray-wall interaction, film formation and spreading, and vaporization. With the inclusion of a vaporization submodel, a more predictive and accurate simulation of the spray-film was performed without extensive need of parameterization and tuning. Extensive experimentation of the spray-wall interaction under the range of conditions matching the thermodynamic and surface temperatures that occur in diesel and gasoline engines were conducted to validate the SWI submodels and for development of the evaporation submodel, which has been implemented in the flow solver.

42 ENGINEERING↗
DOE OSTI2021

Fuel Effects on Advanced Compression Ignition Load Limits

In order to increase the efficiency of light-duty gasoline engines, the Co-Optimization of Fuels and Engines (Co-Optima) initiative from the U.S. Department of Energy is investigating multi-mode combustion strategies. Multi-mode combustion can be describe as using conventional spark-ignited combustion at high loads, and at the part-load operating conditions, various advanced compression ignition (ACI) strategies are being investigated to increase efficiency. Of particular interest to the Co-Optima initiative is the extent to which optimal fuel properties and compositions can enable higher efficiency ACI combustion over larger portions of the operating map. Extending the speed-load range of these ACI modes can enable greater part-load efficiency improvements for multi-mode combustion strategies. In this manuscript, we investigate fuel effects for six different fuels, including four with a research octane number (RON) of 98 and differing fuel chemistries, iso-octane, and a market representative E10 fuel, on the load limits for two different ACI strategies: spark-assisted compression ignition (SACI) and partial fuel stratification-gasoline compression ignition (PFS-GCI) operation. Experimental results show that limits to intake boosting limit high load operation for most fuels, but high smoke emissions for high particulate matter index (PMI) fuels under SACI conditions could also be a limitation. Contrastingly, low load is limited by combustion efficiency, but these effects have more pronounced variation with fuel chemistry for PFS-GCI than with SACI. Additional, distinct effects affecting autoignition timing and peak heat release at higher speeds were identified for fuels having different low temperature heat release (LTHR) propensities for both ACI modes.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

The effects of SO 2 exposure on three-way catalysts for passive SCR operation

We report efficient lean-burn gasoline engines cannot employ traditional three-way catalysts (TWCs) to control NO X emissions due to excess oxygen. Passive selective catalytic reduction (pSCR) is a process designed to control NOx by generating NH 3 over the TWC during fuel-rich operation, storing it on a downstream SCR, and then converting NOx during fuel-lean operation. This work is focused on studying sulfur effects on this promising strategy. Two hydrothermally-aged commercial catalysts were studied for their effectiveness in the presence of SO 2 : a Pd-based TWC and a TWC with NO X storage. The sulfated samples were evaluated in a flow reactor under pSCR conditions and with targeted reactions. SO 2 inhibited the water gas shift and steam reforming reactions, decreasing (but not eliminating) NH 3 production; however, initial activity is recoverable after a simple thermal treatment at 650 °C. This work will prove valuable in understanding, mitigating, and even reversing the effects of SO 2 inhibition on real pSCR systems.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2022

Effect of framework Al pairing on NO storage properties of Pd-CHA passive NOx adsorbers

For this study, three Pd/H-CHA samples were prepared containing 53.0%, 10.8% and 6.5% paired Al sites at near fixed Si/Al ratio and similar Pd loading. According to H 2 temperature-programmed reduction, Pd was present almost exclusively as isolated cations in the two samples containing the higher concentrations of paired Al sites, whereas in the other sample PdO was also present. Simulated lean cold start tests on the fresh samples conducted in a microflow reactor showed that the sample containing PdO stored the lowest amount of NOx. When tested with CO/H 2 , the sample containing 53.0% paired Al sites showed significantly better storage capacity than the other samples and deactivated less rapidly upon sequential tests. Experiments using lean gasoline engine exhaust revealed similar trends. This study showed that a high concentration of paired Al sites in Pd/H-CHA is beneficial for NOx storage capacity, thermal durability, and minimizing deactivation in the presence of CO/H 2 .

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2020

In situ multimodal imaging for nanoscale visualization of tribofilm formation

A third of the energy from fuel combustion in passenger car gasoline engines is lost due to friction. Carefully designed engine lubricants can recover some of these losses by reducing friction and wear by forming a nanometer-scale chemico-physico tribofilm between surfaces. Accordingly, attention has focused on developing oil formulations that form low-friction tribofilms. However, analyses of resultant tribofilms are typically conducted after tribo-tests with conventional characterization tools and do not offer insights into tribofilm formation and evolution, precluding information critical to tuning tribofilm properties. In this work, we developed a unique multimodal methodology based on Atomic Force Microscopy (AFM) with local probe heating for in situ tribological studies that activates friction modifiers and simultaneously captures the evolution of friction and surface roughness, with nanometer resolution. As a platform to demonstrate the ability of this methodology to visualize dynamics of tribofilm formation in situ, we apply it to molybdenum-based friction modifiers to distinguish key factors in their functionality and correlate nanoscale AFM and Friction Force Microscopy data to bench tribo-tests used in the industry. To decode the formation mechanisms observed in situ and underlying chemistry of tribofilms, we performed ab initio Molecular Dynamics (AIMD) simulations at comparable conditions. AIMD simulations confirmed both nanoscale and bench tribo-test results and showed deviations in molecular organization in tribofilms that are formed from different molybdenum-based friction modifiers that corroborates with surface functionality. With this innovative methodology, we demonstrate proof-of-principle in situ formation of molybdenum-based tribofilms directly on steel surfaces that could be applied generally to studying tribofilm formation.

36 MATERIALS SCIENCE↗
DOE OSTI2020

Combustion, criteria pollutant and soot property assessment of mixing-controlled high-load engine operation with gasoline and diesel

Gasoline compression ignition (GCI) is an emerging technology that can achieve high fuel efficiency and low criteria emissions in diesel engine platforms using gasoline and gasoline-like fuels. While low- and mid-range loads are enabled with low temperature combustion (LTC) approaches, high-loads are more efficient with high temperature combustion (HTC) requiring mixing-controlled combustion (MCC). Lower soot emissions are achieved with gasoline even in high-load MCC than with diesel, but detailed soot properties from gasoline and diesel have been rarely discussed. In order to better understand how high-load operations affect soot properties, in this study gasoline and diesel were tested in a six-cylinder heavy duty engine at 14 bar brake mean effective pressure (BMEP) at similar combustion phasing. Effects of pilot mass ratio and EGR on heat release rates, cylinder temperatures, ignition delay (ID) and combustion duration (CD) were examined, relating with emissions variations with applications of the two fuels. Soot mass and particle number emissions were slightly lower with gasoline than with diesel, resulting in a more favorable NOx-soot trade-off with gasoline like other reports. Contrary to other findings in the literature, gasoline and diesel soot samples presented similar particle distribution shapes, carbon crystalline structures and primary particle sizes, regardless of fuel type and EGR rate. Consequently, the current result proposes that soot particles have undergone similar soot formation and oxidation processes despite reactivity difference and oxygen availability under the examined high-load MCC with similar combustion phases.

02 PETROLEUM↗
DOE OSTI2020

Real Fuel Modeling for Gasoline Compression Ignition Engine

Increasing regulatory demand for efficiency has led to development of novel combustion modes such as HCCI, GCI and RCCI for gasoline light duty engines. In order to realize HCCI as a compression ignition combustion mode system, in-cylinder compression temperatures must be elevated to reach the autoignition point of the premixed fuel/air mixture. This should be co-optimized with appropriate fuel formulations that can autoignite at such temperatures. CFD combustion modeling is used to model the auto ignition of gasoline fuel under compression ignition conditions. Using the fully detailed fuel mechanism consisting of thousands of components in the CFD simulations is computationally expensive. To overcome this challenge, the real fuel is represented by few major components of create a surrogate fuel mechanism. In this study, 9 variations of gasoline fuel sets were chosen as candidates to run in HCCI combustion mode. A study detailing the development of the gasoline real fuel model was performed and various surrogates for gasoline fuel were investigated. The gasoline real fuel model will be used in subsequent CFD modelling activities for the development of an advanced mixed mode combustion system as part of the Department of Energy funded project DE-EE0008478.

Gasoline Compression Ignition, real fuel modeling,↗
DOE OSTI2020

Enabling Lean and Stoichiometric Gasoline Direct Injection Engines through Mitigation of Nanoparticle Emissions

This project had the objective to efficiently reduce particulate mass (PM) and particulate number (PN) from lean and stoichiometric gasoline direction injection engines used in light duty vehicle applications. It also sought to use suspended particle instruments to measure the effective density, illustrating a pathway for new methods for accurately measuring soot mass at low concentration. The three-year effort took a systems level approach to evaluate fuel and lubricant impacts on GDI soot formation in lean and stoichiometric operation and to evaluate the impact of these factors on soot filtration aftertreatment in three-way catalyst-coated gasoline particulate filters (GPFs).

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

An improved detailed chemical kinetic model for C3-C4 linear and iso-alcohols and their blends with gasoline at engine-relevant conditions

Propanol and butanol isomers have received significant research attention as promising fuel additives or neat biofuels. Robust chemical kinetic models are needed that can provide accurate and efficient predictions of combustion performance across a wide range of engine relevant conditions. Herein, this study seeks to improve the understanding of ignition and combustion behavior of pure C3-C4 linear and iso-alcohols, and their blends with gasoline at engine-relevant conditions. In this work, a kinetic model with improved thermochemistry and reaction kinetics was developed based on recent theoretical calculations of H-atom abstraction and peroxy radical reaction rates. Kinetic model validations are reported, and the current model reproduces the ignition delay times of the C3 and C4 alcohols well. Variations in reactivity over a wide range of temperatures and other operating conditions are also well predicted by the current model. Recent ignition delay time measurements from a rapid compression machine of neat iso-propanol and iso-butanol [Cheng et al., Proc. Combust Inst. (2020)] and blends with a research grade gasoline [Goldsborough et al., Proc. Combust Inst. (2020)] at elevated pressure (20–40 bar) and intermediate temperatures (780–950 K) were used to demonstrate the accuracy of the current kinetic model at conditions relevant to boosted spark-ignition engines. The effects of alcohol blending with gasoline on the autoignition behavior are discussed. The current model captures the suppression of reactivity in the low-temperature and negative-temperature-coefficient (NTC) region when either isopropanol and isobutanol are added to a research grade gasoline. Sensitivity and reaction flux analysis were performed to provide insights into the relevant fuel chemistry of the C3-C4 alcohols.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2022

Catalyst design to direct high-octane gasoline fuel properties for improved engine efficiency

The paraffin-to-olefin (P/O) ratio in gasoline fuel is a critical metric affecting fuel properties and engine efficiency. In the conversion of dimethyl ether (DME) to high-octane hydrocarbons over BEA zeolite catalysts, the P/O ratio can be controlled through catalyst design. Here, we report bimetallic catalysts that balance the net hydrogenation and dehydrogenation activity during DME homologation. The Cu-Zn/BEA catalyst exhibited greater relative dehydrogenation activity attributed to higher ionic site density, resulting in a lower P/O ratio (6.6) versus the benchmark Cu/BEA (9.4). The Cu-Ni/BEA catalyst exhibited increased hydrogenation due to reduced Ni species, resulting in a higher P/O ratio (19). The product fuel properties were estimated with an efficiency merit function and compared against finished gasolines and a typical alkylate blendstock. Merit values for the hydrocarbon product from all three BEA catalysts exceeded those of the comparison fuels (0–5.3), with the product from Cu-Zn/BEA exhibiting the highest merit value (9.7).

Catalyst design↗
DOE OSTI2020

Numerical study of advanced compression ignition and combustion in a gasoline direct injection engine

Multi-mode combustion strategies may provide a considerable thermal efficiency improvement targeted at part-load operating conditions for light-duty spark-ignition (SI) engines. The extension from boosted SI mode at high loads to advanced compression ignition (ACI) mode at low loads can be achieved by increasing compression ratio and utilizing intake air heating. In order to enable an accurate control of intake charge condition for ACI control and rapid mode-switches, it is essential to gain fundamental insight into the autoignition process with regard to thermal and fuel-air mixture stratification in the combustion chamber. In this work, a computational fluid dynamics (CFD) study is carried out to reveal some degrees of correlation between the mixture and thermal stratifications induced by the cylinder wall temperature and combustion-phasing across varying engine load conditions. The computational analysis begins with a calibrated simulation setup best matching the engine experiments, and subsequently evaluates the baseline setup for an extended range of engine load conditions for two excess-air ratio cases. The present study emphasizes the dominance of thermal stratifications for autoignition process due to wall temperature effects depending on the engine load conditions of interest. In addition, this study also aims to provide insight into the impact of mixture stratification on cyclic variability, especially at colder wall engine conditions (e.g., cold start). Observations herein provide highlight of the propensity of autoignition in correlation with mixture reactivity space.

Advanced Compression Ignition (ACI) engine↗