Search NASA⌕ Search

SEARCH · Search NASA

Results for “compression ratio”

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 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

System and method for control of compression in internal combustion engine via compression ratio and elastic piston

The present disclosure relates to a system for controlling ignition of an air/fuel mixture intake charge directed into an internal combustion engine. The system may have a longitudinally movable inner cylinder liner configured to fit within a cylinder wall portion of an internal combustion engine, and able to receive a piston of the engine therein. A portion of the inner cylinder liner defines an internal volume forming a combustion chamber, and the internal volume controls a compression ratio of the cylinder. The system also has a cylinder head assembly operatively associated with the inner cylinder liner and able to move linearly to cause longitudinal displacement of the inner cylinder liner relative to the cylinder wall portion. This enables the volume of the combustion chamber to be further varied, to thus further vary the compression ratio.

Flowers, Daniel L.↗
NASA NTRS1981

Ignition and combustion: Low compression ratio, high output diesel

The feasibility of converting a spark ignition aircraft engine GTSI0-520 to compression ignition without increasing the peak combustion pressure of 1100 lbs/sq.in. was determined. The final contemplated utilized intake air heating at idle and light load and a compression ratio of about 10:1 with a small amount of fumigation (the addition of about 15% fuel into the combustion air before the cylinder). The engine used was a modification of a Continental-Teledyne gasoline engine cylinder from the GTSI0-520 supercharged aircraft engine.

Source record↗
DOE OSTI2017

Modeling the Plasma Flow in the Inner Heliosheath with a Spatially Varying Compression Ratio

We examine a semi-analytical non-magnetic model of the termination shock location previously developed by Exarhos and Moussas. In their study, the plasma flow beyond the shock is considered incompressible and irrotational, thus the flow potential is analytically derived from the Laplace equation. Here we examine the characteristics of the downstream flow in the heliosheath in order to resolve several inconsistencies existing in the Exarhos and Moussas model. In particular, the model is modified in order to be consistent with the Rankine–Hugoniot jump conditions and the geometry of the termination shock. It is shown that a shock compression ratio varying along the latitude can lead to physically correct results. We describe the new model and present several simplified examples for a nearly spherical, strong termination shock. Under those simplifications, the upstream plasma is nearly adiabatic for large (∼100 AU) heliosheath thickness.

79 ASTRONOMY AND ASTROPHYSICS↗
NASA NTRS1933

The Effect of Increased Carburetor Pressure on Engine Performance at Several Compression Ratios

The object of this investigation was to determine the effect of increasing the carburetor pressures from 30 to 40 inches of mercury, at compression ratios from 3.5 to 7.5, on the power, on the maximum cylinder pressures, on the fuel consumption, and on the other performance characteristics of an engine. A roots-type aircraft-engine supercharger was used to maintain the desired carburetor pressure.

Schey, Oscar W↗
NASA NTRS1986

Aerodynamic instability performance of an advanced high-pressure-ratio compression component

The data acquisition and reduction, test procedures, and results of in-stall and in-surge testing of a NASA high-pressure-ratio compression component are discussed, in addition to the compressor-rig configuration and instrumentation used. Data analysis revealed information about rotating stall hysteresis, rotating stall development and cessation times, and rotating-stall-cell flow blockage. It is found that hysteresis exists in the work coefficient as well as in the pressure coefficient. Airflow rakes were designed to study the in-surge transient response of the compressor. The quasi-steady compressor characteristics underlying the transient-surge data were investigated using a parameter-identification technique.

Hosny, W. M.↗
DOE OSTI2019

CRADA Final Report: Development of Opposed-Piston Variable Compression Ratio Engine for Automotive Applications

Pinnacle Engines, Inc., and researchers at Oak Ridge National Laboratory (ORNL) collaborated under the DOE Small Business Voucher program to perform high-fidelity engine simulations of Pinnacle’s unique opposed-piston engine. In addition to the opposed-piston architecture, Pinnacle’s design includes features such as variable valve timing and compression ratio which provide the potential for improved performance, efficiency, and emissions but also introduce many degrees of freedom in design and operation. The impact and complex interactions of these design and operating parameters must be well understood to direct and optimize the final design. Using DOE’s flagship supercomputing resource, Titan, the team was able to perform an extensive set of numerical engine simulations to explore the impact of these parameters on predicted engine performance. Based on the learnings from this study, Pinnacle will build and experimentally evaluate a prototype engine for light-duty gasoline applications.

42 ENGINEERING↗
DOE OSTI2017

Influence of Compression Ratio on High Load Performance and Knock Behavior for Gasoline Port-Fuel Injection, Natural Gas Direct Injection and Blended Operation in a Spark Ignition Engine

Natural Gas (NG) is an alternative fuel which has attracted a lot of attention recently, in particular in the US due to shale gas availability. The higher hydrogen-to-carbon (H/C) ratio, compared to gasoline, allows for decreasing carbon dioxide emissions throughout the entire engine map. Furthermore, the high knock resistance of NG allows increasing the efficiency at high engine loads compared to fuels with lower knock resistance. NG direct injection (DI) allows for fuel to be added after intake valve closing (IVC) resulting in an increase in power density compared to an injection before IVC. Steady-state engine tests were performed on a single-cylinder research engine equipped with gasoline (E10) port-fuel injection (PFI) and NG DI to allow for in-cylinder blending of both fuels. Knock investigations were performed at two discrete compression ratios (CR), 10.5 and 12.5. Operating conditions span mid-load, wide-open-throttle and boosted conditions, depending on the knock response of the fuel blend. Blended operation was performed using E10 gasoline and NG. An additional gasoline type fuel (E85) with higher knock resistance than E10 was used as a high-octane reference fuel, since the octane rating of E10-NG fuel blends is unknown. Spark timing was varied at different loads under stoichiometric conditions in order to study the knock response as well as the effects on performance and efficiency. As anticipated, results suggest that the knock resistance can be increased significantly by increasing the NG amount. Comparing the engine operation with the least knock resistant fuel, E10 PFI, and the fuel blend with the highest knock resistance, 75% NG DI, shows an increase in indicated mean effective pressure of about 9 bar at CR 12.5. The usage of reference fuels with known knock characteristics allowed an assessment of knock characteristic of intermediate E10-NG blend levels. Mathematical correlations were developed allowing characterizing the occurrence of knocking combustion by using the Livengood-Wu knock integral. For most of the fueling strategies and operating conditions, the mathematical correlations show good agreement when compared to experimental data.

combustion↗
DOE OSTI2020

Pressure-temperature effects on knock with iso-octane and propane at various compression ratios and intake temperatures

Knock remains one of the main limitations for increased internal combustion engine efficiency. Recent trends in light-duty vehicles towards downsized, boosted engines increases the need for improving the understanding between fuel chemistry and thermodynamic effects contributing to knock. Previous studies have shown the importance of end-gas thermodynamic conditions on knock onset and behavior, with relationships to fuel chemistry illustrated. However, a complete understanding of how fuels allow access to higher engine loads and the governing physics behind end-gas knock under a wide range of thermodynamic conditions is still unclear. Experiments in this work improve this understanding with the use of three fuels (1) iso-octane, a low octane sensitivity (OS) fuel (2) a Co-Optima aromatic core fuel, which has similar research octane number (RON) yet significantly higher OS, and (3) propane, known for its knock resistance. Engine load sweeps are conducted with each fuel while maintaining a CA50 of 8 crank angle degrees after top dead center (°CA aTDCf). As load increases and knock onset is observed, spark is delayed to its knock limited spark advance (KLSA) allowing further increases in load until either one of two limits is reached; (1) CA50 retard limit (2) Peak cylinder pressure limit. Experiments are conducted at 40°C and 90°C intake temperature and at two distinct compression ratios (rc) 9.2:1 and 13.6:1. Two-zone zero-dimensional simulations were performed in Chemkin to extract end-gas pressure and temperature conditions through the combustion process for each experimental condition of interest. CA50 response as a function of engine load is compared for all experimental conditions and fuels, and a pressure-temperature (PT) trajectory analysis is conducted using constant volume ignition delay contours to explain the behavior of each fuel.

Dal Forno Chuahy, Flavio↗
DOE OSTI2016

Squeezing of Ion Populations and Peaks in Traveling Wave Ion Mobility Separations and Structures for Lossless Ion Manipulations using Compression Ratio Ion Mobility Programming

In this work, we report an approach for spatial and temporal gas phase ion population manipulation, and demonstrate its application for the collapse of the ion distributions in ion mobility (IM) separations into tighter packets providing higher sensitivity measurements in conjunction with mass spectrometry (MS). We do this for ions moving from a conventionally traveling wave (TW)-driven region to a region where the TW is intermittently halted or ‘stuttered’. This approach causes the ion packets spanning a number of TW-created traveling traps (TT) to be redistributed into fewer TT, resulting in spatial compression. The degree of spatial compression is controllable and determined by the ratio of stationary time of the TW in the second region to its moving time. This compression ratio ion mobility programming (CRIMP) approach has been implemented using Structures for Lossless Ion Manipulations (SLIM) in conjunction with MS. CRIMP with the SLIM-MS platform is shown to provide increased peak intensities, reduced peak widths, and improved S/N ratios with MS detection. CRIMP also provides a foundation for extremely long path length and multi-pass IM separations in SLIM providing greatly enhanced IM resolution by reducing the detrimental effects of diffusional peak broadening due to increasing peak widths.

Environmental Molecular Sciences Laboratory↗