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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 379 records · Page 21
All sourcesNASA NTRSDOE OSTI
DOE OSTI2019

CFD Study of Impact of Part-to-Part Variations on Spark-Ignition Engine Charge Formation

Spark-ignition engines are the backbone behind people transportation around the world. The efficiency of spark-ignition engines is limited in practice by variations between engine cycles and cylinders within an engine that result from the manufacturing processes/tolerances. These variations impact knock limits and dilution tolerance, which results in more conservative settings for design and calibration settings, such as compression ratio, valve timing, and exhaust gas recirculation rates. Engine variations also have a significant impact on emissions generation, which can have a secondary impact on efficiency. A deeper understanding of the relative importance of these variations and their interactions on the charge preparation process can guide future decisions on machining tolerances and control strategies. This project will develop simulation tools and methodology to include the effects of some key manufacturing tolerances and their impact on engine performance and emissions.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

High BMEP and High Efficiency Micro-Pilot Ignition Natural Gas Engine (Final Project Report)

The project objectives were to develop demonstrate a high-efficiency high-output natural gas diesel micro-pilot stoichiometric engine operating with diesel pilot contribution of less than 5% on a medium duty engine. The program’s outcomes achieve in a partnership between Michigan Technological University and Westport Power Inc. were very successful. The engine platform was a 6.7L I6 engine with a compression ratio of 15:1 and achieved 24 bar BMEP and 41% brake thermal efficiency at lambda. Simulation and modeling with an improved turbocharger and combustion chamber improvements demonstrated a clear path to 43% BTE. The operational stoichiometric range was from 5 to 24 bar with minimal throttling. Diesel contribution over the cycle was 4.6%. The results achieved in this program are well above the best in-class baseline natural gas spark ignition engines of 19.5 bar BMEP and 40% BTE.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Development of a Physics-Based Combustion Model for Engine Knock Prediction

The objective of this project is to improve the prediction of engine knock by developing a new combustion modeling framework. Engine knock is a limiting factor to constrain the increase of fuel efficiency for spark ignition (SI) engines in most passenger cars. Efforts to increase fuel efficiency, increasing the compression ratio or downsizing, lead to the increase in the tendency of the knock occurrence. The knock is an undesired ignition of the end-gas, unburned fuel/air mixture ahead of the spark-ignited premixed flame, resulting in rapid in-cylinder pressure rises and engine damages. The combustion modeling framework developed in this project can consider turbulence-chemistry interactions during end-gas ignition, while using a reasonably detailed chemical mechanism developed for ignition and combustion reactions under engine relevant conditions, and the subtle characteristics of spark-ignited flame propagation. It is developed in the context of large eddy simulation (LES), which can capture stochastic in-cylinder processes. The developed model is incorporated into a commercial software for engine simulation, CONVERGE CFD, as a user defined function, and validated. Engine knock and knock-free experiments as well as direct numerical simulation (DNS) of end-gas ignition in homogeneous turbulence are performed to help model development and provide data sets for model validation. With further validation, the developed model is expected to advance the predictive capability for engine knock simulations and thus contribute to improving the fuel efficiency.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Reduced Petroleum Use Through Easily Reformed Fuels and Dedicated Exhaust Gas Recirculation

This project was proposed to demonstrate a >25% reduction in petroleum usage for a light duty SI vehicle by synergistically combining the Dedicated EGR combustion system developed at SwRI with modified fuel formulations incoroporating biofuel components. Typically, a D-EGR engine yields a 10% gain in fuel efficiency relative to the base engine through a combination of improved thermodynamic efficiency from the EGR application and the significant increase in compression ratio realized through the knock reduction benefits of EGR and hydrogen addition. As the D-EGR performance is strongly linked to hydrogen production, the proposal team anticipated that gasoline formulation changes could enhance the hydrogen production rate relative to a conventional gasoline. This was expected to provide additional efficiency gains to the engine. The final step of incorporating biofuel components would then yield a final result meeting the >25% petroleum reduction target.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2013

A University Consortium on Efficient and Clean High Pressure Lean Burn (HPLB) Engines

The recent spike in fuel prices has sharply focused attention on improving fuel economy of power plants for transportation, particularly for the gasoline passenger car engine. Shaped by a number of constraints, some engineering in nature, some economic, and some environmental, the spark ignition gasoline engine currently provides lower than optimal fuel economy. In view of the changed world situation it is imperative to consider all reasonable measures to go beyond the current efficiency levels. The programmatic needs of DOE EERE call for a 20-40% improvement in fuel economy in a light-duty vehicle with dramatically lower emissions. Achieving such breakthrough efficiencies in an engine system is a very challenging objective. The combination of lean burn, high pressure (resulting from a high compression ratio and/or boost), unthrottled operation in a stratified charge, highly dilute combustion system points to a promising pathway for attaining these objectives. The goal of the proposed work is to explore new areas and regimes of combustion that can enable future gasoline engines with 20-40% improved fuel economy.

02 PETROLEUM↗
DOE OSTI2021

All Optical Neural Networks for Low Power Edge Computing

We developed a simplistic physics-based model of an all-optical neural network that mimics the encoder part of an autoencoder neural network for image compression. Our approach relies on the generation of a MATLAB-based model for both data compression and decompression and utilizes MATLAB's built-in autoencoder networks in combination with simple propagation of optical fields between layers constituting phase elements via Fourier transform. We optimize the phase elements using the particle swarm optimization technique and using our model, we demonstrate a compression ratio of 25% for 2828-pixel input images containing numeric digits from 0 to 9.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2022

The Exploitation of Data Reduction for Visualization

The disparity between the computational speed and storage bandwidth, as demonstrated in Figure 1, is a well known problem that grows with each successive generation. The visualization community is principally responding to this issue by using in situ to reduce which data must be written to storage. However, other communities are taking different, possibly complementary approaches. In particular, data compression is a common general approach to reduce storage demands. Data compression technologies are typically not designed with post processing in mind. The principal metrics measured are compression ratio, the improved bandwidth to storage, and the error introduced. It is assumed that data is inflated to its full size before any post processing can happen. Although when talking about bandwidth disparities, HPC’s dirty little secret is that no part of the memory nor interconnect hardware is increasing at the rate of computation. For example, the Summit supercomputer has a peak computation rate almost 10 times its predecessor, Titan, but only about 4 times the memory, less than twice the aggregate memory bandwidth, and almost no improvement in the interconnect bisection bandwidth. Naively inflating data for post processing does not help with limitations in the memory and interconnect systems.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2022

Spark-Assisted HCCI Residential CHP

A transformative small spark ignition (SI) internal combustion (IC) engine fueled with natural gas was developed for combined heat and power (CHP) applications using a combination of cycle simulations, computational fluid dynamics (CFD) modeling, and engine experiments. The resulting 1 kW CHP engine was demonstrated to achieve 36.1% brake thermal efficiency (BTE) while meeting aggressive exhaust emissions targets using a low-cost three-way catalyst. Starting from a “clean-sheet” design, modeling tools were used to select the optimal engine parameters and operating characteristics. The disruptive technologies developed for the CHP system have a target lifetime of at least 10 years. The engine cost at volume of 10,000 units was estimated to be $\$$1,050. A combination of experimental and simulation results were used to identify a path to the program target of 38.6% BTE. Base engine design parameters (i.e., displacement, speed, bore, stroke, valve timings, and compression ratio) were optimized to reduce friction, heat transfer, and exhaust losses. The base clean sheet prototype engine achieved 32% BTE. Optimization of the lube oil and coolant temperatures added 1.8% BTE. The addition of exhaust gas recirculation added 1.1% BTE. Novel thermal barrier coatings (TBCs) developed over the course of the project added 1.2% BTE. Further improvements in engine friction reduction (1.3% BTE) and improved combustion (1.2% BTE) are estimated to meet the program target 38.6% BTE, while also meeting the stringent criteria pollutant emissions targets.

42 ENGINEERING↗
DOE OSTI2025

Low Greenhouse Gas (GHG) Vehicle Technologies Research, Development, Demonstration and Deployment Topic 5 Natural Gas Engine Enabling Technologies

A 10 liter natural gas engine has been developed with significant improvements in efficiency while maintaining ultra low NOx emissions and meeting all other EPA criteria emissions limits. This was accomplished through design and analysis of performance components specifically for operation with natural gas in contrast to current production engines which are a minimally modified diesel engine that retain most diesel design features including a flat deck swirl head. The architecture developed here includes a pent roof cylinder head with tumble charge motion and cooling passages specifically optimized for effective cooling around the spark plug and valve bridges. Also in contrast to current production natural gas engines, EGR was not used, in part to avoid the initial cost and warranty expense associated with EGR systems, but also for performance benefits of faster combustion, reduced risk of misfire and high open cycle efficiency due to the turbocharger’s ability to extract energy from the high temperature exhaust. The exhaust manifold uses high temperature material and thermal mechanical fatigue analysis was completed to ensure the ability to withstand high exhaust temperatures without EGR. Other features include dual overhead cam with late intake valve closing Miller cycle and 14:1 compression ratio steel pistons. Low NOx emissions are achieved with stoichiometric combustion and application of a close coupled plus underfloor three way catalysts. The program target of peak brake thermal efficiency of 42% has been demonstrated along with bsNOx of 0.02 g/hp-hr over HD-FTP and RMCSET emissions cycles.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2019

Dynamic Mode Decomposition for Compressive System Identification

Dynamic mode decomposition has emerged as a leading technique to identify spatiotemporal coherent structures from high-dimensional data, benefiting from a strong connection to nonlinear dynamical systems via the Koopman operator. In this work, we integrate and unify two recent innovations that extend DMD to systems with actuation [Proctor et al., 2016] and systems with heavily subsampled measurements [Brunton et al., 2015]. When combined, these methods yield a novel framework for compressive system identification [code is publicly available at: https://github.com/zhbai/cDMDc]. It is possible to identify a low-order model from limited input-output data and reconstruct the associated full-state dynamic modes with compressed sensing, adding interpretability to the state of the reduced-order model. Moreover, when full-state data is available, it is possible to dramatically accelerate downstream computations by first compressing the data. We demonstrate this unified framework on two model systems, investigating the effects of sensor noise, different types of measurements (e.g., point sensors, Gaussian random projections, etc.), compression ratios, and different choices of actuation (e.g., localized, broadband, etc.). In the first example, we explore this architecture on a test system with known low-rank dynamics and an artificially inflated state dimension. The second example consists of a real-world engineering application given by the fluid flow past a pitching airfoil at low Reynolds number. This example provides a challenging and realistic test-case for the proposed method, and results demonstrate that the dominant coherent structures are well characterized despite actuation and heavily subsampled data.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2021

Pressure Exchanger for Energy Recovery in a Trans-Critical CO2 Refrigeration System

Trans-critical CO2 vapor compression (VC) refrigeration cycles require a high compression ratio, which is associated with high expansion losses. To recover these expansion losses, a pressure exchange process between the low- and high-pressure sides of the VC cycle is proposed and examined in this study. The proposed pressure exchange system is an open type constant volume process where the high- and low-pressure flows mix inside the system. This prototype is inspired by the pressure exchangers used in reverse-osmosis (RO) desalination systems. In this system, a 2D model was generated and modeled using the computational fluid dynamics (CFD) technique. The numerical model ignored any losses due to leakage or hydraulic friction and the process is considered adiabatic. For the modeling, it was assumed that the inlet conditions for the two pressure exchanger flows are similar to the flow conditions at the evaporator and gas cooler outlets in a VC cycle. Two parameters are examined to test the validity of the system and understand their effect on the performance, including the inlet flow rate represented by the inlet velocity and the process time represented by the speed of rotation. A total of nine cases were simulated and analyzed in this study.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2019

The Acceleration of Energetic Particles at Coronal Shocks and Emergence of a Double Power-law Feature in Particle Energy Spectra

We present numerical modeling of particle acceleration at coronal shocks propagating through a streamer-like magnetic field by solving the Parker transport equation with spatial diffusion both along and across the magnetic field. We show that the location on the shock where the high-energy particle intensity is the largest, depends on the energy of the particles and on time. The acceleration of particles to more than 100 MeV mainly occurs in the shock-streamer interaction region, due to perpendicular shock geometry and the trapping effect of closed magnetic fields. A comparison of the particle spectra to that in a radial magnetic field shows that the intensity at 100 MeV (200 MeV) is enhanced by more than one order (two orders) of magnitude. This indicates that the streamer-like magnetic field can be an important factor in producing large solar energetic particle events. We also show that the energy spectrum integrated over the simulation domain consists of two different power laws. Further analysis suggests that it may be a mixture of two distinct populations accelerated in the streamer and open field regions, where the acceleration rate differs substantially. Our calculations also show that the particle spectra are affected considerably by a number of parameters, such as the streamer tilt angle, particle spatial diffusion coefficient, and shock compression ratio. While the low-energy spectra agree well with standard diffusive shock acceleration theory, the break energy ranges from ~1 MeV to ~90 MeV and the high-energy spectra can extend to ~1 GeV with a slope of ~2–3.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2021

Turbulent Acceleration of Interstellar Pickup Ions at the Heliospheric Termination Shock Forms the Global ENA Spectrum

The heliospheric energetic neutral atom spectrum observed by the Interstellar Boundary Explorer (IBEX) reveals that the heliosheath proton distribution is consistent with a power law. The origin of the spectrum is likely from interstellar pickup ions (PUIs) accelerated at the heliospheric termination shock (HTS). We present an explanation of the proton spectrum origin using a test particle simulation of PUIs accelerated at the HTS. PUIs experience preferential heating by the motional electric field in the shock foot, but do not develop a power-law tail without the presence of turbulence at wavenumbers (k) close to the PUI gyroradius scale (R g ). Voyager 2 observations of the magnetic field downstream of the HTS indicate a moderate amount of turbulence at kR g ≅ 1, (δB /B 0 ) 2 @ 0.01, which we find to be sufficient for producing a downstream suprathermal PUI tail but not at intensities observed by IBEX. Within the shock ramp, however, Voyager observed the turbulence power at much smaller scales to be nearly 100 times stronger, suggesting the possibility of strong turbulence at the PUI gyroradius scale. We show that a proton distribution can develop a power law downstream of the HTS consistent with IBEX observations if (δB /B 0 ) 2 ≳ 0.1 at kR g ≅ 1 in the shock foot. Shock drift acceleration of PUIs by the motional electric field is aided by interactions with turbulence upstream of the shock overshoot. Steepening of the IBEX proton spectrum in directions farther from the heliospheric nose suggests the HTS compression ratio and/or turbulence power weakens near the heliotail.

79 ASTRONOMY AND ASTROPHYSICS↗
DOE OSTI2019

Performance, Fuel Economy, and Economic Assessment of a Combustion Concept Employing In-Cylinder Gasoline/Natural Gas Blending for Light-Duty Vehicle Applications

In current production natural gas/gasoline bi-fuel vehicles, fuels are supplied via port fuel injection (PFI). Injecting a gaseous fuel in the intake port significantly reduces the volumetric efficiency and consequently torque as compared to gasoline. In addition to eliminating the volumetric efficiency challenge, direct injection (DI) of natural gas (NG) can enhance the in-cylinder flow, mixing, and combustion process resulting in improved efficiency and performance. A computational fluid dynamics (CFD) approach to model high-pressure gaseous injection was developed and validated against X-ray data from Argonne’s Advanced Photon Source. NG side and central DI of various designs and injection strategies were assessed experimentally along with CFD correlation. Significant effects on combustion metrics were quantified and explained via improved understanding of the in-cylinder flow effects due to NG injection. On-demand in-cylinder blending using E10 PFI and NG DI provides an additional lever to adjust in-cylinder turbulence as well as knock resistance across the engine speed and load range. NG DI improves part-load dilution tolerance due to higher in-cylinder turbulence and the high knock resistance of NG compared to E10 improves wide open throttle (WOT) performance while enabling increased compression ratios (CR). Vehicle level simulations suggest that implementing this strategy on a ½ ton pick-up truck with a naturally aspirated engine at 12.5:1 CR improves energy consumption on the aggressive US06 drive cycle by 15.5% compared to E10 operation, and gives a petroleum reduction of 78% over the blended range. There are challenges regarding market acceptance and widespread adoption of dual-fuel NG-gasoline vehicle applications beyond the performance degradation when the vehicle runs out of natural gas. Furthermore, those challenges include practical concerns such as loss of cargo volume and payload due to the NG storage tank, extended NG refueling times, fueling convenience due to gasoline and NG fuel tanks, and limited NG fueling infrastructure.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Reducing Sample Loss in Measurement of Heat of Vaporization of Ethanol/Gasoline Blends by Differential Scanning Calorimetry/Thermogravimetric Analysis

Higher gasoline Heat of Vaporization (HOV) can enable higher compression-ratio direct injection spark ignition engines by providing evaporative cooling that effectively increases fuel knock resistance. Methods to directly measure this fuel property in complex gasoline samples are not well developed. The objective of the present study was to further improve a Differential Scanning Calorimetry/Thermogravimetric Analyzer (DSC/TGA) method to measure the total and partial HOV of gasoline. Ten market gasoline samples were chosen to have a wide range of properties to assess the method's capability across the entire volatility range with an emphasis on understanding how well the method captures the initial 10 percent (%) of sample evaporation and how much sample is left unevaporated at the end of the experiment. Modifications to the sample preparation/introduction method as well as to the instrument itself were made to reduce initial sample losses which included measurements of the HOV at 10 degrees C and 5 degrees C (in a cold chamber) as well as under (uncontrolled) ambient conditions. Experimental results from the DSC/TGA were compared to calculated total HOV results based on Detailed Hydrocarbon Analysis (DHA). Results from the two methods agreed very well with the difference being 5% or less in almost every case. In addition, the repeatability of the method was investigated by analyzing samples in triplicate at the three temperatures investigated. One valuable conclusion from the study was that the lower temperatures of 10 degrees C and 5 degrees C enabled more reproducible measurements for both total and partial HOV. This improved precision may be caused by the fact that temperature control in the cold chamber was more reliable than the ambient laboratory temperature control. Additionally, cold chamber experiments, due to ergonomic limitations, did not allow for the use of a lid on the sample pan. The reproducibility of the evaporation rate was found to be highly dependent on the pan/lid fit which can vary significantly such that elimination of the lid improved measurement precision while operation at sub-ambient temperature slowed the evaporation rate. Results detailing sample preparation and instrument modifications as well as a detailed comparison of total and partial HOV results are presented.

ADVANCED PROPULSION SYSTEMS,BIOMASS FUELS↗
DOE OSTI2016

Cylinder-to-Cylinder Variations in Power Production in a Dual Fuel Internal Combustion Engine Leveraging Late Intake Valve Closings

Advanced internal combustion engines, although generally more efficient than conventional combustion engines, often encounter limitations in multi-cylinder applications due to variations in the combustion process. This study leverages experimental data from an inline 6-cylinder heavy-duty dual fuel engine equipped with a fully-flexible variable intake valve actuation system to study cylinder-to-cylinder variations in power production. The engine is operated with late intake valve closure timings in a dual-fuel combustion mode featuring a port-injection and a direct-injection fueling system in order to improve fuel efficiency and engine performance. Experimental results show increased cylinder-to-cylinder variation in IMEP as IVC timing moves from 570°ATDC to 610°ATDC, indicating an increasingly uneven fuel distribution between cylinders. These observations along with engine simulation models developed using GT-Power have been used to better understand the distribution of the port-injected fuel across cylinders under various operating conditions. This study revealed that the fuel distribution across cylinders in this dual fuel application is significantly affected by changes in the effective compression ratio as determined by the intake valve close timing as well as the design of the intake system (specifically the length of the intake runners). Late intake valve closures allow a portion of the trapped air and port injected fuel to flow back out of the cylinders into the intake manifold. The fuel that is pushed back in the intake manifold is then unevenly redistributed across the cylinders largely due to the dominating direction of the flow in the intake manifold. Experimental and simulation results discussing the impact of operating parameters on the fuel distribution are presented.

Kassa, Mateos↗
DOE OSTI2020

Potential Impacts of High-Octane Fuel Introduction in a Naturally Aspirated, Port Fuel-Injected Legacy Vehicle

In recent years there has been an increased interest in raising the octane level of gasoline to enable higher compression ratios (CR) in spark-ignition engines to improve vehicle fuel efficiency. A number of studies have examined opportunities to increase efficiency in future vehicles, but potential impacts on the legacy fleet have not received as much attention. In this study, our effort focused on experimental studies on an engine using high-octane fuels without changing the engine’s CR. Spark timing was advanced until maximum torque was reached or knock was encountered for each engine condition, using each individual fuel to maximize engine efficiency. Knock-limited conditions occurred as the output brake mean effective pressure (BMEP) neared the maximum attainable output at a given engine speed. Increasing research octane numbers generally enabled knock-free operation under a greater number of operating conditions. Vehicle modeling using Autonomie was used to project vehicle energy use, fuel economy, and tailpipe CO 2 emissions for the Urban Dynamometer Driving Schedule (UDDS), the Highway Fuel Economy Test (HWFET), and the US06 cycle. Results show that decreases in energy consumption of up to 2% for a small SUV are possible through the use of a 97 RON fuel compared to a baseline using 91 RON fuel, provided that the formulation of the fuel does not cause unanticipated operational issues such as lower maximum BMEP. Greater improvements using high-octane fuels are possible if the CR is increased, but there is no opportunity to increase the CR in legacy vehicles. Thus, these vehicles realize an improvement from increased octane rating in accordance with their ability to spark advance to take advantage of a fuel with a higher octane rating. For the modeled vehicle, improvements of up to 2% in volumetric fuel economy may be possible through the use of a 97 RON fuel with the largest gains expected on the US06 cycle. Fuel economy impacts are strongly coupled to the heating value of the fuels in addition to changes in engine efficiency. Similarly, decreases in tailpipe CO 2 emissions are also achievable. However, simultaneous improvements in energy consumption, fuel economy, and tailpipe CO 2 emissions are not guaranteed and are dependent upon fuel formulation.

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↗