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At least 55 records · Page 3

Next Gen High Efficiency Boosted Engine Development

This work represents an advanced engineering research project partially funded by the U.S. Department of Energy (DOE). Ford Motor Company, FEV North America, and Oak Ridge National Laboratory collaborated to develop a next generation boosted spark ignited engine concept. The project goals, specified by the DOE, were 23% improved fuel economy and 15% reduced weight relative to a 2015 or newer light-duty vehicle. The fuel economy goal was achieved by designing an engine incorporating high geometric compression ratio, high dilution tolerance, low pumping work, and low friction. The increased tendency for knock with high compression ratio was addressed using early intake valve closing (EIVC), cooled exhaust gas recirculation (EGR), an active pre-chamber ignition system, and careful management of the fresh charge temperature. Engine weight reduction measures were implemented throughout the engine system making use of composite materials, advanced manufacturing techniques, and architectural choices. This report outlines the analytical, design, fabrication, and test work conducted for the duration of the project. The combustion system stability, EGR tolerance, and knock resistance were validated on a single cylinder engine. An inline six-cylinder engine was then designed targeting application in the Ford F150. Multi-cylinder engines were produced and tested achieving the target vehicle fuel economy improvement of 23% assessed using measured engine fuel consumption combined with a vehicle drive cycle simulation. Actions were identified and designs were demonstrated to achieve the 15% weight reduction target. This project included items covering a range of technology readiness levels. Some of the technologies explored are production ready, while others were investigated to understand the limitations for what can be achieved in a stoichiometric, gasoline-fueled, spark-ignited internal combustion engine.

42 ENGINEERING↗

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↗

Full-Loop Simulation of the Combustion of Biomass in a Circulating Fluidized Bed Combustor

Interest in circulating fluidized bed (CFB) boilers as a power generation technology has skyrocketed in recent years because of several advantages this technology offers over conventional boilers, such as increased gas-solid mixing, which results in higher combustion efficiency, and the ability to use lower rank fuels. CFB combustors are operated at lower temperatures than conventional thermal power generation combustors, thus reducing NO x emissions, while SO 2 emissions can be conveniently controlled through the addition of Ca-based sulfur sorbents within the combustor. This report summarizes the development of a comprehensive computational fluid dynamics (CFD) model for biomass combustion in a 50 kW th CFB combustor employing the multiphase particle-in-cell (PIC) approach in the open-source Multiphase Flow with Interphase eXchanges (MFiX) Software Suite at the U.S. Department of Energy (DOE) National Energy Technology Laboratory (NETL). The experimental combustor was designed, built, and operated at CanmetENERGY, Natural Resources Canada in Ottawa, Canada. This work is the culmination of a multi-year collaboration between NETL and CanmetENERGY. The hydrodynamics in the full loop are validated against cold-flow experiments conducted at CanmetENERGY. To mimic the dense packing in the standpipe in the absence of a collisional model in the MFiX-PIC approach, the ram valve in the return leg is partially closed to obstruct the flow. A combustion reaction scheme was developed that considers the volatiles released by the fuel as a lumped species that fully converts to CO 2 and H 2 O. The so-called enhanced simplified combustion scheme produces an excellent match with experimental data in terms of the species concentrations of CO 2 and O 2 at the outlet and the freeboard, demonstrating the utility of the comprehensive model for a range of flow conditions and operating temperatures. Furthermore, the model can be readily adapted to simulate combustion of a variety of biomass fuels as well as co-fired systems under air and oxy-fuel conditions.

09 BIOMASS FUELS↗

Thermodynamic modeling of hydrogen fueling process from high-pressure storage tank to vehicle tank

This study develops a hydrogen fueling station (HFS) thermodynamic model that simulates the actual fueling process in which hydrogen is supplied from a high-pressure (HP) storage tank into a fuel cell electric vehicle (FCEV) tank. To make the model as accurate as possible, we use the same components and specifications as in actual HFSs, such as a pressure control valve, a pre-cooling system, and an FCEV tank. After the components and their specifications are set, pressure and temperature profiles are set as the HP tank supply conditions. Based on the pressure and temperature profiles, the model solves for the temperature, pressure, and mass flow rate of hydrogen at each downstream position, including the inside of the vehicle tank. The values predicted by the model are compared with experimental data, and we show that the developed model makes it possible to accurately simulate those values at any position during the fueling process.

08 HYDROGEN↗

X-Ray Characterization of Real Fuel Sprays for Gasoline Direct Injection

Here, the effects of fuel blend properties on spray and injector performance has been investigated in a side-mount injector for gasoline direct injection (GDI) using two certification fuel blends: Euro 5 and Euro 6. Several X-ray diagnostic techniques were conducted to characterize the injector and spray morphology. Detailed internal geometry of the GDI injector was resolved to 1.8 μm, through the use of hard X-ray tomography. The geometry characterization of this six-hole GDI, side mount injector, quantifies relevant hole and counterbore dimensions and reveals the intricate details within the flow passages, including surface roughness and micron-sized features. Internal valve motion was measured with a temporal resolution of 20 μs and a spatial resolution of 2.0 μs, for three injection pressures and several injector energizing strategies. The needle motion for both fuels exhibits similar lift profiles for common energizing commands. A combination of X-ray radiography and ultra-small-angle X-ray scattering (USAXS) was used to characterize the fuel mass distribution and the droplet sizing, respectively. Tomographic spray radiography revealed the near-nozzle distribution of fuel mass for each of the fuels and the asymmetry produced by the angled nozzles. Under evaporative conditions, the two fuels show minor differences in peak fuel mass distribution during steady injection, though both exhibit fluctuations in injection during the early, transient phase. USAXS measurements of the path-specific surface area of the spray indicated lower peak values for the more evaporative conditions in the near nozzle region.

09 BIOMASS FUELS↗

Methane Leak Detection from Natural Gas Power Plants

The results of a literature review around leak detection at NG-fueled power plants are presented. The results show that leak detection methods between plants are highly variable and mostly qualitative. Flanged connections and valves are the most common leak points. Plant analytics show a correlation between vibration and %LEL. No other variables show a significant correlation.

Boeke, Seth↗

Cold start strategy and system for gasoline direct injection compression ignition engine

A method for starting a compression ignition engine having at least one cylinder with a reciprocating piston located therein, an intake valve configured to control the intake of air to an intake port of the cylinder and an exhaust valve configured to control the expulsion of gas from an exhaust port of the cylinder. The method includes the steps of: cranking the engine, conditioning intake air at the intake port of the cylinder to raise the temperature of air in the cylinder, controlling a valve timing the intake valve and/or the exhaust valve to allow the piston to compress the air within the cylinder, thereby increasing the temperature of the air within the cylinder, and injecting fuel into the cylinder when the air within the cylinder has been heated to a temperature sufficient to support compression ignition of a gasoline and air mixture within the cylinder.

Sellnau, Mark C.↗

EGR Dilution and Fuel Property Effects on High-Efficiency Spark-Ignition Flames

Modern spark ignition internal combustion engines rely on fast combustion rates and high dilution to achieve high brake thermal efficiencies. To accomplish this, new engine designs have moved towards increased tumble ratios and stroke-to-bore ratios. Increased tumble ratios correlate positively with increases in turbulent kinetic energy and improved fuel and residual gas mixing, all of which favor faster and more efficient combustion. Longer stroke-to-bore ratios allow higher geometric compression ratios and use of late intake valve closing to control peak compression pressures and temperatures. The addition of dilution to improve efficiency is limited by the resulting increase in combustion instabilities manifested by cycle-to-cycle variability. A number of effects - preferential diffusion, turbulence-combustion interactions, stochastic flow patterns, laminar-turbulent flame kernel transitions, and relative length and velocity scales between flame and turbulence - are believed to be responsible for the increase in cycle-to-cycle variations, where their contributions are likely interlinked. Several studies have shown the influence of stochastic flow characteristics on the nature of combustion instabilities, such as velocity patterns on flame kernel formation and cycle-to-cycle variations in residual gas. However, few have focused on the specific effects of fuel properties. The objective of this work is to contrast the effects of dilution on propane stoichiometric combustion against gasoline. Dilution tolerance experiments were conducted in a purpose-built high stroke-to-bore ratio single cylinder engine with both gasoline and LPG. Three-dimensional full cycle computational fluid dynamics (CFD) simulations employing a level-set combustion approach and Reynolds averaged Navier-Stokes (RANS) turbulence modeling was used to qualitatively assess the changes in length and velocity scales for turbulence and the flame. The experimental results showed that LPG can tolerate higher exhaust gas recirculation (EGR) dilution under a variety of conditions. Analysis of CFD simulations showed that propane flames are likely less sensitive to influences from the flow field due to less thickening of the flame and higher effective flame speeds.

33 ADVANCED PROPULSION SYSTEMS↗

Cyber-Physical Simulation of the Cold Startup of Solid Oxide Fuel Cell – Gas Turbine (SOFC-GT) Hybrid Systems

This work introduces experimental studies for the cold startup process (CPS) of the SOFC-GT hybrid system using the cyber-physical simulation approach. The physical gas turbine is coupled with a cyber-physical SOFC stack, which is represented using the integration of a real time dynamic SOFC model with physical components (e.g., pressure chamber, natural gas burner, etc.). Different ramp rates of the turbine speed were tested out during the startup processes. Bypass valves were also used to manipulate the airflow during SOFC-GT hybrid system start-up process. Different ramp rates enable the rapid start-up of the turbine to avoid surge and stall, meanwhile enable acceptable warm rate of the fuel cell stack without damaging the cell material. CPS can enable dynamic characterizations of highly integrated systems at lower cost.

Zhou, Nana↗

Management of the Three Mile Island Unit 2 Accident Corium and Severely Damaged Fuel Debris (Rev. 2)

The Three Mile Island, Unit Two (TMI-2) pressurized water reactor core underwent a significant meltdown in 1979 due to an untimely combination of maintenance problems that led to a loss of feedwater, followed by a series of operational misunderstandings and errors. Primary coolant discharging through a malfunctioning valve represented what was analyzed as a “small-break” loss-of-coolant accident (LOCA) and ultimately became a full core meltdown. The melted core recovery process required the development of a wide array of tools. After approximately three years of water management and other cleanup actions, the first views of the core revealed a much higher degree of damage than previously expected. Approximately 62 metric tons of the core had melted, leaving only 42 of the 177 fuel assemblies standing with fuel rods intact. The core to be recovered was composed of loose, gravel-like and granular particulate material and a central solidified mass of formerly molten fuel. Molten fuel had also penetrated some of the pressure vessel internals and resolidified below the main core support structure. Robotic tools that had been designed for the task were of limited effectiveness due to the range of material types and phases.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Management of the Three Mile Island Unit 2 Accident Corium and Severely Damaged Fuel Debris (Rev. 2)

The Three Mile Island, Unit Two (TMI-2) pressurized water reactor core underwent a significant meltdown in 1979 due to an untimely combination of maintenance problems that led to a loss of feedwater, followed by a series of operational misunderstandings and errors. Primary coolant discharging through a malfunctioning valve represented what was analyzed as a “small-break” loss-of-coolant accident (LOCA) and ultimately became a full core meltdown. The melted core recovery process required the development of a wide array of tools. After approximately three years of water management and other cleanup actions, the first views of the core revealed a much higher degree of damage than previously expected. Approximately 62 metric tons of the core had melted, leaving only 42 of the 177 fuel assemblies standing with fuel rods intact. The core to be recovered was composed of loose, gravel-like and granular particulate material and a central solidified mass of formerly molten fuel. Molten fuel had also penetrated some of the pressure vessel internals and resolidified below the main core support structure. Robotic tools that had been designed for the task were of limited effectiveness due to the range of material types and phases.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

Hydrothermally carbonized biomass formed via reactive twin-screw extrusion

A biomass-derived thermosetting polymer material being a product of processing a biomass feed material via a twin screw extruder having a length extending between an inlet and an outlet. Hot water from a water heater is injected into at least one inlet along the length of the twin screw extruder, the at least one inlet generally corresponding with a pressure boundary within the twin screw extruder. A pressure-sustaining valve is connected between the length of the twin screw extruder and the outlet, with the valve being adjusted to produce the biomass-derived thermosetting polymer material.

09 BIOMASS FUELS↗

Fuel-air mixing in motored CFR engine at research octane number (RON) relevant condition

This paper presents a three-dimensional (3-D) computational fluid dynamics (CFD) study of a motored cooperative fuel research (CFR) engine at research octane number (RON) relevant condition. The boundary conditions for 3-D simulations were generated with a one-dimensional GT-Power model. For the first time in literature, a carburetor was added to a virtual CFR engine model with 3-D CFD. Therefore, the proposed setup can simulate the fuel and thermal stratifications inside the engine cylinder with realistic detail. The transient simulations in this work were performed within the Reynolds-averaged Navier-Stokes (RANS) framework with a Realizable k-ε turbulence model. Major conclusions from the present work are: (1) The in-cylinder flow of the CFR engine is swirl-dominated due to the existence of the intake valve shroud. (2) There is a significant amount of liquid droplets entering the cylinder during the intake stroke. The maximum instantaneous amount of liquid for 50% PRF 87 (containing 87% iso-octane and 13% n-heptane (v/v)) and 50% ethanol mixture is indicated to be around 26% of total injected fuel mass. (3) The heat of vaporization (HoV) of the fuel is responsible for creating both temperature and charge stratification inside the cylinder.

33 ADVANCED PROPULSION SYSTEMS↗

Impact of Miller Cycle Strategies on Combustion Characteristics, Emissions and Efficiency in Heavy-Duty Diesel Engines

This study experimentally investigated the potential of Miller cycle strategies as a means to improve fuel consumption and reduce NO x emissions in heavy-duty diesel engines. The experiments were conducted at constant engine speed, load, and engine-out NO x (1160 rev/min, 1.76 MPa net IMEP, 4.5 g/kWh) on a single cylinder research engine equipped with a fully-flexible hydraulic valve train system. Early Intake Valve Closing (EIVC) and Late Intake Valve Closing (LIVC) timing strategies were compared to a conventional intake valve profile. While the decrease in effective compression ratio associated with the use of Miller valve profiles was symmetric around bottom dead center, the decrease in volumetric efficiency (VE) was not. EIVC profiles were more effective at reducing VE than LIVC profiles. Despite this difference, EIVC and LIVC profiles with comparable VE decrease resulted in similar changes in combustion and emissions characteristics. Miller cycle operation at constant intake pressure resulted in lower peak cylinder pressure, higher exhaust temperatures and lower EGR requirements compared to the baseline case, albeit with a significant fuel consumption penalty. Increasing intake manifold pressure to match the baseline air-fuel ratio overcame the fuel consumption penalty, without compromising NO x emissions. Selected EIVC/LIVC profiles were compared to the baseline condition at three different overall turbocharger efficiencies (n TC ). At the baseline n TC , Miller cycle profiles can lower peak cylinder pressures and increase exhaust temperatures with a minimal penalty in BSFC and FSN. At higher n TC than baseline, Miller cycle can maintain the benefits of lower peak cylinder pressure and higher exhaust temperature without a BSFC or FSN penalty.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Technology Enablers for Advanced Gasoline Compression Ignition Engines

To meet current emission regulations and increasingly demanding global fleet CO2 standards on fuel economy and future trends towards life cycle GHG emissions, advanced combustion engines remain significant in the passenger vehicle sector to achieve high efficiency and low emissions over the full operating range. Lean burn gasoline compression ignition (GCI) technology has shown to have the most potential in reaching these goals, although it faces challenges in the operating range. In this study, an advanced GCI engine is considered with the capability to operate under two combustion modes, namely low temperature combustion (LTC) and GCI. They are enabled with the use of two Hyundai in-house developed technologies; an advanced valve control mechanism known as continuously variable valve duration (CVVD) and a high-pressure gasoline injection system. At low load, the engine utilizes dual CVVD and dual CVVT (continuously variable valve timing) mechanisms for both intake and exhaust valvetrains to enable NVO (negative valve overlap) to trap hot residuals. The hot residuals enable low load auto-ignition, and the phasing control of that auto-ignition is achieved by varying the degrees of NVO, and in turn, the amount of hot residuals. This is done in real time with respect to the changes in engine loads or operating conditions, significantly improving cylinder-phasing control in LTC mode, and subsequently is able to realize a fuel economy gain and reduced emission benefits. Early direct injection during NVO or intake stroke is used to form homogenous or quasi-homogenous air-fuel mixture for LTC. At mid to high loads, late direct injection of gasoline or GCI mode is employed to take advantage of the high volatility and high resistance to auto-ignition of gasoline fuel, so that diesel-engine like high combustion efficiency can be achieved with lower soot emissions for the same NOx level as diesel combustion. In this paper, the key control and fueling technologies that enable this multiple mode combustion are introduced, and the resultant analysis on engine test and CFD simulation at LTC and GCI operating conditions are presented in detail.

Gasoline compression ignition, low temperature com↗

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↗

Impact of Materials Properties on Higher-Temperature Engine Operation

Here, we examine the effects on materials temperatures and engine efficiency via simulations of engines operating at temperatures which exceed the thermal limits of today’s materials. Potential focus areas include high-speed, high-load operation (in the fuel-enrichment zone) as well as conditions of selective cooling at lower speeds and loads. We focus on a light-duty DISI and a heavy-duty CI engine using GT-Power. Temperature distributions within the head, block, piston, and valves were obtained from 3D FEA simulations coupled with 1D GT-Power representations of the engine’s gas flow and combustion regions. We use experimentally measured thermal properties of current commercial alloys for specific engine components, as well as candidate developmental alloys with improved temperature tolerance, to gauge the effects of materials properties on engine performance, particularly focusing on operating areas where materials which can withstand higher temperatures can enable intensified combustion conditions and increased specific output. The outcome of this work is guidance on materials selection targets and benefits as OEMs meet engine-performance needs in the coming decades, to include Class 8 line-haul freight vehicles with reduced emissions, as well as design of future near net zero-carbon light-duty range extenders for more rapid electrification of medium- and heavy-duty vehicles.

36 MATERIALS SCIENCE↗

Materials for Advanced Ultra-Supercritical (A-USC) Steam Turbines --- A-USC Component Demonstration

The U.S. Advanced Ultra-Supercritical (A-USC) Consortium was formed in 2001 as a government/industry program, sponsored by the U.S. Department of Energy (DOE) and the Ohio Coal Development Office (OCDO) and cost shared by industrial and not-for-profit partners. The purpose of the consortium was to advance the state of the art for power generation by evaluating and developing materials that allow the use of advanced steam cycles in coal-based power plants. These advanced cycles, with steam temperatures up to 1400°F (760°C), can increase the efficiency of coal-fired boilers from an average of 35% (current U.S. fleet) to more than 45% higher heating value (HHV) (>49% lower heating value [LHV]). The increase in a plant’s efficiency is limited unless new materials able to withstand these higher operating temperatures and pressures are identified and approved for use. The A-USC Consortium identified these needed materials during earlier phases of the program. It developed the welding and joining techniques along with manufacturing processes for casting and wrought products made from these new high-nickel alloys. It subjected these materials to extensive laboratory and steam loop testing. It then obtained ASME code approval for their use in U.S. boiler systems. The program’s successes leave this last remaining activity (ComTest Phase 2) that the U.S. utility industry has recommended to be accomplished prior to commercialization. The focus of the activity is the evaluation and demonstration of commercial readiness for “full scale” components to be made from these nickel-based alloy materials and provided by a U.S. domestic supply chain that is new to working with these alloys. According to studies completed by the Electric Power Research Institute (EPRI), the cost of an A-USC plant is approximately 20% higher than a non-A-USC plant because of its use of nickel-based alloys needed for the high temperature operating conditions. However, CO 2 reductions of approximately 30% from the current fleet average provide a strong incentive for its consideration. The actual costs and perceived value for CO 2 abatement will determine whether new or retrofitted plants are undertaken, although decisions to build A-USC plants in India would indicate its economic feasibility while also being part of a global carbon emissions strategy. The work by the A-USC Consortium, prior to the start of the ComTest project, has included lab scale and pilot scale materials testing, both in air and oxy-combustion. This testing has included air-cooled and steam-cooled “loops” that were installed into existing operating utility boilers to gain exposure of these materials to realistic conditions of high temperature and corrosion caused by the constituents in the coal ash. The A-USC Consortium also gained ASME Code approval of the Inconel 740 material, has cast and extruded the largest high nickel precipitation hardened alloys, and developed unique welding techniques to avoid problems identified by the competing European program. However, as valuable as these material test loops and accomplishments have been for obtaining information, their scale is below that required to minimize the risk associated for a U.S. utility to build a multibillion-dollar A-USC power plant. To reduce the final identified risk barrier to full-scale commercialization of these advanced materials and systems, the A-USC Consortium (guided by a utility industry advisory committee) has identified the key areas of the technology they desire to see as being capable of full-scale manufacturing and/or fabrication from an identified, capable U.S. domestic supplier base. A significant amount of work was accomplished during Phase 1 to identity the components, as well as the component size, that would be manufactured from advanced alloys such as Inconel 740H or Haynes 282 alloys. Pathways to supply these components for ComTest have been identified, as well as any further development that would be required. The Phase 2 effort used Phase 1 findings for designing these key full-scale components for A-USC boilers and turbines to include large castings; extrusions, forgings, fabrication of water walls and steam loops with headers from advanced materials, raw material (such as pipe extrusion billets) are at the commercial readiness level to permit advancement to a demonstration project. The Phase 2 work scope was addressed by a diverse team, including government, industry, and not-for-profit partners. The work scope under Phase 2 addressed fabrication of components identified as being outside of the proven capabilities of the existing supply chain, including the following: Steam turbine rotor forging and Haynes 282 nozzle carrier casting Superheater and reheater header and tube assemblies Large-diameter pipe extrusions and forgings Test valve articles to support ASME Code approval. In addition, key fabrication steps were completed, including boiler weld overlays and simulated field repairs. Throughout, extensive inspection and quality assurance testing of the components were performed. The team worked to advance ASME Code approval for key components and processes. Although much of the focus of ComTest Phase 2 was the high-temperature nickel-based alloy materials, a broader range of materials were incorporated, which would be representative of the materials used in full-scale A-USC power plant applications and have cross-cutting applicability on other high-temperature power generation options, such as advanced nuclear, supercritical CO 2 cycles, and central solar receivers. This report that has been submitted is organized in the following manner: Section 1 contains an Executive Summary. Section 2 discusses the ComTest project background and organization. Section 3 discusses project management and reporting. Section 4 discusses the procurement of nickel-based alloy and other A-USC materials and components. Section 5 discusses the fabrication of procurement of nickel-based alloy and other A-USC materials and components. Section 6 discusses the fabrication of cast nickel-based A-USC steam turbine components. Section 7 discusses the fabrication of forged nickel-based A-USC steam turbine piping and steam pipe components. Section 8 discusses the qualification of pressure relieve valves (PRVs) for A-USC power plants. Section 9 discusses proposed plans for future evaluation of A-USC components. Section 10 contains the summary and conclusion.

01 COAL, LIGNITE, AND PEAT↗