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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 OSTI2019

Detection of low Temperature heat release (LTHR) in the standard Cooperative Fuel Research (CFR) engine in both SI and HCCI combustion modes

To this date, extensive research has been conducted to understand the low-temperature auto-ignition chemistry of gasoline. The detection of low-temperature chemical reactions under Spark Ignition (SI) combustion cannot be detected, as they are hidden by the flame propagation. Alternatively, Homogeneous Charge Compression Ignition (HCCI) combustion has a two-stage combustion involving low and high-temperature heat release (LTHR and HTHR respectively). Both Knocking SI and HCCI combustion involve auto-ignition and are governed by fuel characteristics and the pressure-temperature (P-T) history. Therefore, HCCI combustion might provide an alternative to understand the knocking behavior and LTHR in modern SI engines. A standard Cooperative Fuel Research (CFR) engine was operated at lean HCCI conditions (lambda 3), as well as SI conditions at stoichiometry. For SI combustion, the CFR engine was operated with RON-like conditions, but at late spark timing to induce LTHR prior to flame propagation. Three RON 90 binary fuel blends were investigated, being composed of n-heptane with isooctane, toluene, or ethanol. This work demonstrated that the CFR engine under stoichiometric SI with late spark timing and HCCI combustion mode can help to detect LTHR which is not possible in the standard RON test. The intake pressure and temperature sweeps showed similar effects on LTHR for both combustion modes. The linking of auto-ignition behavior of SI and HCCI was dependent primarily on intake valve closing (IVC) conditions. In conclusion, the high exhaust temperature in SI lead to high IVC temperatures. In order to match the IVC temperatures and to overlap the P-T trajectories, the intake temperature for HCCI was increased.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2018

A predictive 0-D HCCI combustion model for ethanol, natural gas, gasoline, and primary reference fuel blends

Homogeneous Charge Compression Ignition (HCCI) is a promising advanced combustion concept with high thermal efficiency and low exhaust emissions. This work purposes a computationally-efficient, zero-dimensional (0-D) HCCI combustion model that does not need to solve any differential equations. To develop the burn rate correlations, experimental HCCI data of ethanol, natural gas, E10-gasoline, and Primary Reference Fuel (PRF) blends was collected on a CFR engine. The burn rate model is built based on the individual cycle mass fraction burned (MFB) curves calculated from the experimental data. CA0 can be predicted from an ignition delay correlation. Once CA0 is known, CA50 and CA90 can be predicted based on CA0 and the charge-mass equivalence ratio Φ'. Then, with CA0, 50 and 90 known, a Wiebe function can be constructed to represent the MFB curve and burn rate. For PRF blends, low-temperature and high-temperature heat releases (LTHR and HTHR) are modeled by two Wiebe functions with Φ' and PRF number dependence. The fitted model has high accuracy compared to the experimental data with R 2 values generally greater than 0.97. Finally, various ignition delay correlations from the literature are also tested against the experimentally collected data and some modifications to the correlations are suggested.

42 ENGINEERING↗
DOE OSTI2024

Effect of Cyclo-Pentane Impurities on the Autoignition Reactivity and Properties of a Gasoline Surrogate Fuel

Surrogate fuels that reproduce the characteristics of full-boiling range fuels are key tools to enable numerical simulations of fuel-related processes and ensure reproducibility of experiments by eliminating batch-to-batch variability. Within the PACE initiative, a surrogate fuel for regular-grade E10 (10%vol ethanol) gasoline representative of a U.S. market gasoline, termed PACE-20, was developed and adopted as baseline fuel for the consortium. Although extensive testing demonstrated that PACE-20 replicates the properties and combustion behavior of the full-boiling range gasoline, several concerns arose regarding the purity level required for the species that compose PACE-20. This is particularly important for cyclo-pentane, since commercial-grade cyclo-pentane typically shows 60%–85% purity. Here, in the present work, the effects of the purity level of cyclo-pentane on the properties and combustion characteristics of PACE-20 were studied. Chemical kinetic simulations were performed to predict the effects of cyclo-pentane impurities on the properties, octane rating, and autoignition reactivity under homogeneous charge compression-ignition conditions of PACE-20. From the numerical results, cyclo-pentane with 85% purity or higher is required to reasonably match both the research octane number and motor octane number of the target gasoline. Finally, homogeneous charge compression-ignition engine simulations show that impurities have only a modest effect on reactivity at naturally aspirated conditions, but cyclo-pentane purity is critical to properly replicate the pressure dependency of the reactivity.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Development and evaluation of a skeletal mechanism for EHN additized gasoline mixtures in large Eddy simulations of HCCI combustion

Advanced Low Temperature Combustion modes, such as the Sandia proposed Additive-Mixing Fuel Injection (AMFI), can unlock significant potential to boost fuel conversion efficiency and ultimately improve the energy conversion of internal combustion engines. This is a novel improved combustion process that is enabled by supplying small (<5%) variable amounts of autoignition improver to the fuel to enhance the engine operation and control. Common, diesel-fuel ignition-quality enhancing additive, 2-ethylexyl nitrate (EHN), is doped into gasoline to enable Sandia LTGC + AMFI combustion. This manuscript focuses on the development of a reduced sub-mechanism for EHN chemical kinetics at engine relevant conditions that is implemented into a skeletal mechanism for chemical kinetic studies of gasoline surrogate fuels. The mechanism validation utilized zero-dimensional numerical simulations and comparison to shock tube ignition-delay data of pure and EHN-doped n-heptane. Additional validation is presented with Homogeneous Charge Compression-Ignition (HCCI) engine data of pure and EHN-doped research-grade E10 gasoline. Then, the mechanism was deployed in a 3-D computational fluid dynamics (CFD) using Large Eddy Simulations (LES) to model the HCCI engine experiments of 0.4% vol EHN additized E10 gasoline at several equivalence ratios. Simulations showed a very good performance of the mechanism, and the model accurately reproduced (a) the ignition point, (b) combustion phasing, (c) combustion duration, and (d) the peak of the heat release rates of the engine experiments. The results show that EHN promotes Low-Temperature Heat Release, ultimately driving the gasoline to autoignite at thermodynamic conditions where the fuel would not otherwise ignite. Overall, this work demonstrates a viable reduced chemical-kinetic mechanism for EHN and shows that it can be combined with a skeletal gasoline mechanism for CFD-LES analysis of well-mixed LTGC that matches well with experimental results. The CFD-LES analysis also shows the spatial distribution of EHN-fuel interactions that control the autoignition throughout the combustion chamber.

Guleria, Gaurav↗
DOE OSTI2017

A kinetic modeling study on octane rating and fuel sensitivity under HCCI conditions

With the development of advanced compression ignition engines such as the homogeneous charge compression ignition (HCCI) and the reactivity controlled compression ignition (RCCI), the long existing research and motor octane rating for fuels, i.e., RON and MON, might be insufficient to describe the fuel reactivity and performance with these new combustion strategies due to their distinctive engine operation conditions. It is also noted that with the stringent regulation for CO2 emission, a detailed knowledge of fuel reactivity is urgently needed for the selection of novel alternative bio-fuels for transportation, and optimization of their engine performance in the future. It is therefore very important to understand the reactivity and sensitivity for general classes of fuels as a function of the operating conditions in these advanced combustion engines. In this modeling study, using validated kinetic mechanism for ignition, we have simulated the performance of different classes of fuels including hydrogen, alkanes (straight and branched), alcohols and potential bio-fuels under typical HCCI engine conditions using detailed chemical kinetics. The crank angle corresponding to 50% total heat release (CA50) is utilized as an indicator for the fuel reactivity. Iso-contours of CA50 are then plotted in the engine operating parameter coordinate, such as the intake temperature, and pressure. It is shown that CA50 value can vary significantly with different engine operating conditions, and that fuels with the same RON/MON even exhibit qualitatively different CA50 iso-contours in specific operating regimes, implying differences in the intrinsic reactivity of different classes of fuels, as well as the insufficiency of RON/MON as comprehensive metrics of fuel reactivity in advanced compression ignition (ACI) strategies. In addition, the operating regime with high and low sensitivity, as well as potential non-monotonic change in fuel reactivity, has been identified by the CA50 iso-contour map for all studied fuels.

Wu, Tong↗
DOE OSTI2019

Fueling strategy for controlled-autoignition engines

Methods and systems for controlling combustion performance of an engine during recompression HCCI combustion are provided. The method includes regulating a valve actuation timing and a fuel injection timing to cause a combustion phasing of at least one cylinder of the engine to approach a target combustion phasing, and estimating current combustion state information based on the combustion phasing. The current combustion state information includes at least one of a temperature, a pressure, and a pre-combustion charge composition associated with the at least one cylinder. The method further includes determining a target fuel injection amount, and determining whether the target fuel injection amount would require actuator settings that violate predetermined constraints in order to cause the combustion phasing to approach the target combustion phasing. A fuel injection amount is adjusted when the target fuel injection amount would require actuator settings that violate the predetermined constraints.

42 ENGINEERING↗
DOE OSTI2020

Experimental Investigation of Low Cost, Low Thermal Conductivity Thermal Barrier Coating on HCCI Combustion, Efficiency, and Emissions

In-cylinder surface temperature is of heightened importance for Homogeneous Charge Compression Ignition (HCCI) combustion since the combustion mechanism is thermo-kinetically driven. Thermal Barrier Coatings (TBCs) selectively manipulate the in-cylinder surface temperature, providing an avenue for improving thermal and combustion efficiency. A surface temperature swing during combustion/expansion reduces heat transfer losses, leading to more complete combustion and reduced emissions. At the same time, achieving a highly dynamic response sidesteps preheating of charge during intake and eliminates the volumetric efficiency penalty. The magnitude and temporal profile of the dynamic surface temperature swing is affected by the TBC material properties, thickness, morphology, engine speed, and heat flux from the combustion process. This study follows prior work of authors with Yttria Stabilized Zirconia, which systematically engineered coatings for HCCI combustion. Herein, a modeling study was used to assess the impacts of various TBC material properties, e.g. density, thickness, and thermal conductivity on the temperature swing effect. Reducing conductivity emerged as a most promising avenue, rather than reducing both the density and effective conductivity by increasing porosity, the current work emphasizes a material with natively low conductivity. A novel TBC formulation was developed, leverages a class of materials that, to the author’s best knowledge, have not been used as a thermal barrier coating previously. Here, a systematic experimental investigation was carried out using single-cylinder research engine. Experimental engine studies utilizing the novel ‘glassy’ low-K coating exhibit advanced ignition phasing and reduced combustion duration relative to the baseline engine. Heat transfer measurements indicate a net reduction in heat flux over the entire cycle, although main effect is felt during expansion, and the reduced heat transfer losses manifest in higher gross indicated thermal efficiency by approximately 5-6% on a relative basis.

42 ENGINEERING↗
DOE OSTI2022

Replicating HCCI-like autoignition behavior: What gasoline surrogate fidelity is needed?

This work seeks to characterize the fidelity needed in a gasoline surrogate with the intent to replicate the complex autoignition behavior exhibited within advanced combustion engines, and specifically Homogeneous Charge Compression Ignition (HCCI). A low-temperature gasoline combustion (LGTC) engine operating in HCCI mode and a rapid compression machine (RCM) are utilized to experimentally quantify fuel reactivity, through autoignition and preliminary heat release characteristics. Fuels considered include a research grade E10 U.S. gasoline (RD5-87), three multi-component surrogates (PACE-1, PACE-8, PACE-20), and a binary surrogate (PRF88.4). Each fuel was studied at lean/HCCI-like conditions covering a wide range of temperatures and pressures that are representative of naturally aspirated to high boost engine operation. Detailed chemical kinetic modeling is also undertaken using a recently updated gasoline surrogate kinetic model to simulate the RCM experiments and to provide chemical insight into surrogate-to-surrogate differences. The LGTC engine experiments demonstrate nearly identical reactivity between PACE-20 and RD5-87 across studied conditions, while faster phasing is seen for both PACE-1 and PACE-8 due to their stronger intermediate- and low-temperature heat release (ITHR/LTHR) at naturally aspirated and boosted conditions, respectively. The RCM experiments reveal typical low-temperature, negative temperature coefficient (NTC) and intermediate-temperature autoignition behaviors at all pressure conditions for RD5-87, which are qualitatively reproduced by all surrogates. Quantitative discrepancies in both autoignition and preliminary heat release are observed for all surrogates, while their ability to replicate RD5-87 autoignition behavior follows the order of PACE-20 > PACE-1 > PACE-8 > PRF88.4. Excellent mapping is obtained between the LGTC engine and the RCM, where the engine pressure-time trajectories can be characterized by the regimes represented by the RCM autoignition isopleths. The kinetic model performs commendably when simulating both autoignition and preliminary heat release of PACE-20, while typically overpredicting ignition delay times for PACE-1, PACE-8 and PRF88.4 at high-pressure and low-temperature/NTC conditions. Sensitivity and rate of production (ROP) analyses highlight surrogate-to-surrogate differences in the governing chemical kinetics where n-pentane initiates rapid OH branching at a faster rate and an earlier timing for PACE-20 than iso-pentane does for PACE-1 and PACE-8, making it computationally more reactive than the other surrogates. The current study highlights the need to include non-standardized properties, such as the lean/HCCI-like autoignition characteristics, in addition to ASTM properties (e.g., RON, MON) as metrics of fuel reactivity and targets to be matched when formulating high-fidelity surrogates that fully capture gasoline advanced combustion behavior such as HCCI-like autoignition.

42 ENGINEERING↗
DOE OSTI2017

A Framework for Quantifying Measurement Uncertainties and Uncertainty Propagation in HCCI/LTGC Engine Experiments

In this study, a framework for estimating experimental measurement uncertainties for a Homogenous Charge Compression Ignition (HCCI)/Low-Temperature Gasoline Combustion (LTGC) engine testing facility is presented. Detailed uncertainty quantification is first carried out for the measurement of the in-cylinder pressure, whose variations during the cycle provide most of the information for performance evaluation. Standard uncertainties of other measured quantities, such as the engine geometry and speed, the air and fuel flow rate and the intake/exhaust dry molar fractions are also estimated. Propagating those uncertainties using a Monte Carlo simulation and Bayesian inference methods then allows for estimation of uncertainties of the mass-average temperature and composition at IVC and throughout the cycle; and also of the engine performances such as gross Integrated Mean Effective Pressure, Heat Release and Ringing Intensity. Throughout the analysis, nominal values for uncertainty inputs were taken from a well-characterized engine test facility. However, the analysis did not take into account the calibration practice of experiments run in that facility and the resulting uncertainty values are therefore not indicative of the expected accuracy of those experimental results. A future study will employ the methodology developed here to explore the effects of different calibration methods on the different uncertainty values in order to evaluate best practices for accurate engine measurements.

02 PETROLEUM↗
DOE OSTI2017

Understanding Trends in Autoignition of Biofuels: Homologous Series of Oxygenated C5 Molecules

Oxygenated biofuels provide a renewable, domestic source of energy that can enable adoption of advanced, high-efficiency internal combustion engines, such as those based on homogeneously charged compression ignition (HCCI). Of key importance to such engines is the cetane number (CN) of the fuel, which is determined by the autoignition of the fuel under compression at relatively low temperatures (550-800 K). For the plethora of oxygenated biofuels possible, it is desirable to know the ignition delay times and the CN of these fuels to help guide conversion strategies so as to focus efforts on the most desirable fuels. For alkanes, the chemical pathways leading to radical chain-branching reactions giving rise to low-temperature autoignition are well-known and are highly coincident with the buildup of reactive radicals such as OH. Key in the mechanisms leading to chain branching are the addition of molecular oxygen to alkyl radicals and the rearrangement and dissociation of the resulting peroxy radials. Prediction of the temperature and pressure dependence of reactions that lead to the buildup of reactive radicals requires a detailed understanding of the potential energy surfaces (PESs) of these reactions. In this study, we used quantum mechanical modeling to systematically compare the effects of oxygen functionalities on these PESs and associated kinetics so as to understand how they affect experimental trends in autoignition and CN. The molecules studied here include pentane, pentanol, pentanal, 2-heptanone, methylpentyl ether, methyl hexanoate, and pentyl acetate. All have a saturated five-carbon alkyl chain with an oxygen functional group attached to the terminal carbon atom. The results of our systematic comparison may be summarized as follows: (1) Oxygen functionalities activate C-H bonds by lowering the bond dissociation energy (BDE) relative to alkanes. (2) The R-OO bonds in peroxy radicals adjacent to carbonyl groups are weaker than corresponding alkyl systems, leading to dissociation of ROO radicals and reducing reactivity and hence CN. (3) Hydrogen atom transfer in peroxy radicals is important in autoignition, and low barriers for ethers and aldehydes lead to high CN. (4) Peroxy radicals formed from alcohols have low barriers to form aldehydes, which reduce the reactivity of the alkyl radical. In conclusion, these findings for the formation and reaction of alkyl radicals with molecular oxygen explain the trend in CN for these common biofuel functional groups.

09 BIOMASS FUELS↗
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 OSTI2021

Gasoline fuels properties for multi-mode operation – Observations in a GDI and the CFR engine

The combustion behavior of five full boiling range RON98 gasoline blends was evaluated for multi-mode operation in a GDI and the CFR octane rating engine. The GDI engine tests were conducted with stoichiometric air-fuel ratio in spark-ignition (SI), and with air-diluted homogeneous charge compression ignition (HCCI) mode. In the CFR engine, the knocking combustion was analyzed under standard RON testing conditions at both peak knocking lambda and stoichiometric air-fuel ratios, whereas compression ignited operation was characterized by utilizing the HCCI number test protocol. Disparate knock limited SI and HCCI combustion behavior was observed for the test fuels, despite four of the fuels having the same RON and octane sensitivity. It was found that knock-limited combustion phasing in the GDI engine did not align well with the RON. However, a detailed comparison of knock-limited SI operation in the GDI and CFR engine revealed that a more appropriate effective RON based on a common knock intensity metric (MAPO) and stoichiometric air-fuel ratio resulted in comparable knock characterization between the two engine platforms. Furthermore, the critical intake air temperature and the critical compression ratio were proposed to characterize knock-limited SI operation, while the minimum intake air heating and compression ratio were used to define a fuel's autoignition propensity for compression ignition operation in the GDI and CFR engine, respectively. Finally, each fuel's characteristic compression ratio needed to obtain knock-limited SI (KLSI) and HCCI operation was used to calculate an effective multi-mode octane number (MM-ON) based on the primary reference fuel blends.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Characterization of Low Temperature Reactions in the Standard Cooperative Fuel Research (CFR) Engine

A number of proposals for fuel rating in spark ignition (SI) engine have been suggested till date and still no consensus on this has been reached. The automobile industry is continuing to use RON and MON tests for rating fuels, and still there exists a need to come up with new fuel rating systems. The fuel’s knocking tendency in SI engines is mainly governed by the end-gas autoignition. Another combustion mode, homogeneous charge compression ignition (HCCI), is also driven by autoignition of the complete charge inside the cylinder. Fundamentally, the combustion process in both combustion modes is driven by autoignition, and HCCI combustion mode can be used to understand the knocking behavior in SI engines. The lean combustion environment in HCCI mode provides a good platform to replicate the operating conditions of modern SI engines, which are operating at boosted pressures and low intake temperatures, and understanding of the fuel knocking behavior under such conditions is vital for achieving high-efficient engines. Therefore in this study, HCCI combustion will be used in the standard CFR engine to understand the autoignition behavior of the fuels for SI engines. For this purpose, three fuel blends were selected, which had the research octane number equal to 90. The standard CFR engine was operated with varying intake pressures and temperatures under HCCI combustion mode. The Lund-Chevron HCCI fuel number was used to rate the fuels and this was compared with RON and MON of the blends. It was found that HCCI combustion could be used to rate the fuels with the standard CFR engine with minor modifications to accommodate the boosted conditions without affecting the geometry and the flow inside the CFR engine. Low temperature reactions were observed and were correlated with the Lund-Chevron HCCI fuel numbers.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS2010

Modeling of Alkane Oxidation Using Constituents and Species

It is currently not possible to perform simulations of turbulent reactive flows due in particular to complex chemistry, which may contain thousands of reactions and hundreds of species. This complex chemistry results in additional differential equations, making the numerical solution of the equation set computationally prohibitive. Reducing the chemical kinetics mathematical description is one of several important goals in turbulent reactive flow modeling. A chemical kinetics reduction model is proposed for alkane oxidation in air that is based on a parallel methodology to that used in turbulence modeling in the context of the Large Eddy Simulation. The objective of kinetic modeling is to predict the heat release and temperature evolution. This kinetic mechanism is valid over a pressure range from atmospheric to 60 bar, temperatures from 600 K to 2,500 K, and equivalence ratios from 0.125 to 8. This range encompasses diesel, HCCI, and gas-turbine engines, including cold ignition. A computationally efficient kinetic reduction has been proposed for alkanes that has been illustrated for n-heptane using the LLNL heptane mechanism. This model is consistent with turbulence modeling in that scales were first categorized into either those modeled or those computed as progress variables. Species were identified as being either light or heavy. The heavy species were decomposed into defined 13 constituents, and their total molar density was shown to evolve in a quasi-steady manner. The light species behave either in a quasi-steady or unsteady manner. The modeled scales are the total constituent molar density, Nc, and the molar density of the quasi-steady light species. The progress variables are the total constituent molar density rate evolution and the molar densities of the unsteady light species. The unsteady equations for the light species contain contributions of the type gain/loss rates from the heavy species that are modeled consistent with the developed mathematical forms for the total constituent molar density rate evolution; indeed, examination of these gain/loss rates shows that they also have a good quasi-steady behavior with a functional form resembling that of the constituent rate. This finding highlights the fact that the fitting technique provides a methodology that can be repeatedly used to obtain an accurate representation of full or skeletal kinetic models. Assuming success with the modified reduced model, the advantage of the modeling approach is clear. Because this model is based on the Nc rate rather than on that of individual heavy species, even if the number of species increases with increased carbon number in the alkane group, providing that the quasi-steady rate aspect persists, then extension of this model to higher alkanes should be conceptually straightforward, although it remains to be seen if the functional fits would remain valid or would require reconstruction.

Bellan, Jasette↗
DOE OSTI2017

Thermally Stratified Compression Ignition: A new advanced low temperature combustion mode with load flexibility

We introduce a new advanced combustion mode, called Thermally Stratified Compression Ignition (TSCI), which uses direct water injection to control both the average temperature and the temperature distribution prior to ignition, thereby providing cycle-to-cycle control over the start and rate of heat release in Low Temperature Combustion (LTC). Experiments were conducted to fundamentally understand the effects of water injection on heat release in LTC. Our results show that water injection retards the start of combustion due to the latent heat of vaporization of the injected water. Furthermore, for start of water injection timings between 20 and 70 degrees before top dead center, combustion is significantly elongated compared to without water injection. The 10–90% burn duration with 6.6 and 9.0 mg of water per cycle was 77% and 146% longer than without water injection, respectively. Forced thermal stratification result from a direct water injection which reduces the heat release rate by local evaporative cooling. Finally, the load limits with and without water injection were determined experimentally. Without water injection, the load range was 2.3–3.6 bar gross IMEP. By using water injection to control heat release, the load range in TSCI was 2.3–8.4 bar gross IMEP, which is a range expansion of over 350%. These results demonstrate that direct water injection can provide significant improvements to both controllability and the range of operability of LTC, thereby resolving the major challenges associated with HCCI.

20 FOSSIL-FUELED POWER PLANTS↗
DOE OSTI2018

Sensible-Enthalpy-Based Conditional Moment Closure Model for Homogeneous Charge Compression Ignition with Temperature Inhomogeneity

Abstract This paper presents a sensible-enthalpy-based conditional moment closure (CMC) model for homogeneous charge compression ignition (HCCI) with temperature inhomogeneity. The focus of study is placed on the effects of a conditioning variable on the prediction of heat release rates and developing the mixing models for sensible enthalpy, a reacting scalar. The sensible-enthalpy-based CMC model is validated a priori with 2-D direct numerical simulation (DNS) data for HCCI, and compared with the total-enthalpy-based formulation. Sensible enthalpy is shown to be strongly correlated with temperature, which makes sensible enthalpy well suited for a conditioning variable in CMC for HCCI. Results show that sensible-enthalpy-based CMC performs well for the prediction of heat release rates for all temperature stratification levels investigated in this study, while total-enthalpy-based CMC leads to the overprediction of heat release rates when the temperature stratification level is high. While conditional fluctuations of species mass fractions are substantial, sensible-enthalpy-based CMC is found to accurately estimate heat release rates during ignition, as well as reaction rates of key species, due to substantially suppressed conditional temperature fluctuations. The mapping closure models for the probability density function (PDF) and conditional dissipation rates of sensible enthalpy are proposed. The proposed models are found to capture the characteristics of reactive scalar mixing.

42 ENGINEERING↗