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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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All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Numerical Optimization of Spray-Guided Spark Assistance for Cold Idle Operation in a Heavy-Duty Gasoline Compression Ignition Engine

This article describes the results of a response surface model (RSM)-based numerical optimization campaign for spray-guided spark assistance at cold operations in a heavy-duty gasoline compression ignition (GCI) engine. On the basis of an earlier work on spark-assisted GCI cold combustion, a space-filling design of experiments (DoE) method was first undertaken to investigate a multitude of hardware design variables and engine operating parameters. The main design variables included the number of injector nozzles, fuel split quantities and injection timings, and spark timing. The objective variables were engine combustion efficiency (ŋ c ), maximum pressure rise rate (MPRR), and engine-out nitrogen oxide (NO x ) emissions. A total of 150 design candidates were automatically generated using the Sobol sequence method provided by the commercial software package, CAESES. Then, closed-cycle computational fluid dynamic (CFD) spark-assisted GCI simulations under cold idling operations were performed. The outcomes from the CFD-DoE design campaign were utilized to construct high-fidelity RSMs that allowed for further design optimization of the spark plug- and fuel injector-related design variables, along with fuel injection strategy parameters. A merit function with respect to objective variables was formulated with an appropriate weight assignment on each objective variable. Finally, the best design candidate was identified from the RSM-based optimization process and further validated in the CFD analysis. The best design candidate showed the potential to significantly improve combustion efficiency (ŋ c > 90%) over the baseline at cold idle while satisfying MPRR and NOx emissions constraints (MPRR < 5 bar/CAD and NO x < 4.5 g/kWh).

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

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↗
DOE OSTI2020

Identification of engine oil-derived ash nanoparticles and ash formation process for a gasoline direct-injection engine

Engine oil-derived ash particles emitted from internal combustion (IC) engines are unwanted by-products, after oil is involved in in-cylinder combustion process. Since they typically come out together with particulate emissions, no detail has been reported about their early-stage particles other than agglomerated particles loaded on aftertreatment catalysts and filters. To better understand ash formation process during the combustion process, here differently formulated engine oils were dosed into a fuel system of a gasoline direct injection (GDI) engine that produces low soot mass emissions at normal operating conditions to increase the chances to find stand-alone ash particles separated from soot aggregates in the sub-20-nm size range. In addition to them, ash/soot aggregates in the larger size range were examined using scanning transmission electron microscopy (STEM)-X-ray electron dispersive spectroscopy (XEDS) to present elemental information at different sizes of particles from various oil formulations. The STEM-XEDS results showed that regardless of formulated oil type and particle size, Ca, P and C were always contained, while Zn was occasionally found on relatively large particles, suggesting that these elements get together from an early stage of particle formation. The S, Ca and P K-edge X-ray absorption near edge structure (XANES) analyses were performed for bulk soot containing raw ash. The linear combination approach & cross-checking among XANES results proposed that Ca 5 (OH)(PO 4 ) 2 , Ca 3 (PO 4 ) 2 and Zn 3 (PO 4 ) 2 are potentially major chemical compounds in raw ash particles, when combined with the STEM-XEDS results. Despite many reports that CaSO 4 is a major ash chemical when ash found in DPF/GFP systems was examined, it was observed to be rarely present in raw ashes using the S K-edge XANES analysis, suggesting ash transformation.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2021

Demonstration of Better than Diesel Efficiency and Soot Emissions using Gasoline Compression Ignition in a Light Duty Engine with a Fuel Pressure Limitation

Increasing regulatory demand to reduce CO2 emissions has led to a focus on advanced combustion strategy development to improve overall engine efficiency. Gasoline compression ignition (GCI) has been demonstrated by others to have the potential to meet future CO2 regulations and emissions while achieving comparable to better efficiency than conventional diesel compression ignition (DCI). Soot and NOx emissions are also reduced significantly by using gasoline instead of diesel in compression ignition engines due to differences in composition, fuel properties, and reactivity. In comparison with diesel fuel, gasoline has a higher volatility and more resistance to autoignition, therefore, its longer ignition delay time will allow for better mixing of the air-fuel charge before combustion. In this study, a GCI combustion system has been tested in a Hyundai 2.2L engine as part of a US Department of Energy funded project. A double-injection strategy was tested from mid-to-high loads (5-20 bar BMEP) and for engine speeds in the range of 1200-3000 rpm. Up to 43.4% brake thermal efficiency was achieved using the GCI mode versus 41% using DCI mode. The GCI mode has demonstrated two distinct strategies that work at different load ranges, partially premixed compression ignition (PPCI) and mixing-controlled compression ignition (MCCI). Overall, this study shows that for similar engine-out NOx levels, GCI mode had higher brake thermal efficiency than DCI with lower fuel pressure and EGR required.

02 PETROLEUM↗
DOE OSTI2021

Optical Investigation of a Partial Fuel Stratification Strategy to Stabilize Overall Lean Operation of a DISI Engine Fueled with Gasoline and E30

This paper offers new insights into a partial fuel stratification (PFS) combustion strategy that has proven to be effective at stabilizing overall lean combustion in direct injection spark ignition engines. To this aim, high spatial and temporal resolution optical diagnostics were applied in an optically accessible engine working in PFS mode for two fuels and two different durations of pilot injection at the time of spark: 210 µs and 330 µs for E30 (gasoline blended with ethanol by 30% volume fraction) and gasoline, respectively. In both conditions, early injections during the intake stroke were used to generate a well-mixed lean background. The results were compared to rich, stoichiometric and lean well-mixed combustion with different spark timings. In the PFS combustion process, it was possible to detect a non-spherical and highly wrinkled blue flame, coupled with yellow diffusive flames due to the combustion of rich zones near the spark plug. The initial flame spread for both PFS cases was faster compared to any of the well-mixed cases (lean, stoichiometric and rich), suggesting that the flame propagation for PFS is enhanced by both enrichment and enhanced local turbulence caused by the pilot injection. Different spray evolutions for the two pilot injection durations were found to strongly influence the flame kernel inception and propagation. PFS with pilot durations of 210 µs and 330 µs showed some differences in terms of shapes of the flame front and in terms of extension of diffusive flames. Yet, both cases were highly repeatable.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

A High Specific Output Gasoline Low Temperature Combustion Engine

This report summarizes activities conducted in support of the project “A High Specific Output Gasoline Low Temperature Combustion Engine” under COOPERATIVE AGREEMENT NUMBER DE-EE0007788. This cooperative agreement was structured as a 51%/49% recipient/DOE NETL cost share with two Go / no-Go decision gates spanning three budget periods. The primary objective of the program is the development and demonstration of a downsized boosted, lean, low temperature gasoline combustion engine system capable of demonstrating a 15-17% fuel economy improvement relative to a contemporary naturally aspirated stoichiometric combustion engine consistent with relevant emissions constraints and the use of marketplace gasolines. The program focused on maximizing internal combustion engine fuel economy potential by combining the benefits of downsized boosted engine technology with next generation gasoline lean-burn, low temperature combustion and novel low temperature plasma ignition. The project achieved a 20.5% improvement from hot FTP cycle test and 18.9% improvement from cold FTP cycle test while meeting stringent SULEV30 emissions regulation for both test cycles (HOT FTP: 15.37 mg of NOx+HC; 0.16 g/mile of CO, COLD FTP: 23.1 mg of NOx+HC; 0.33 g/mile of CO).

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Validated CFD Model for Multimode Gasoline Compression Ignition Engine

A validated CFD model for the multimode combustion engine developed under the DOE funded project DE-EE0008478 (Co-optimized Mixed-Mode Engine and Fuel Demonstrator for Improved Fuel Economy while Meeting Emissions Requirements). It incorporates advanced physics-based fuel surrogate models for thermophysical properties and reaction kinetics. The combustion modes include spark ignition (SI), low temperature combustion (LTC), and compression ignition (CI). The real fuel model was validated for RON60, RON70, RON80, RON90, and two biofuel blends. The validation cases can be found in https://doi.org/10.2172/1887341.

02 PETROLEUM↗
DOE OSTI2024

Investigation of Ammonia Carrier Materials for Next Generation Ammonia Dosing System - CRADA 334 (Abstract)

Lean-burn gasoline and diesel engines can offer substantially higher fuel efficiency, good driving performance, and reduced carbon dioxide emission compared to stoichiometric gasoline engines. Various catalyst technologies have been developed to remove the pollutants from these engines. For example, a three-way catalyst (TWC) is used to remove hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) from gasoline engines during the stoichiometric conditions. During the lean-burn conditions, a TWC or a diesel oxidation catalyst (DOC) is used to control HC and CO emissions. NOx is removed by either lean NOx trap catalyst (LNT) that can store NOx under lean conditions and reduce NOx under rich conditions, or selective catalytic reduction catalyst (SCR) that can selectively remove NOx with a reducing agent. Among the NOx reduction catalyst technologies, SCR offers a number of advantages, including excellent NOx reduction efficiency over a wide range of temperatures and overall lower system cost. In fact, the SCR technology using ammonia (NH3) as reductant has been proven effective and used commercially for the removal of NOx emissions from stationary sources since the 1970s. Currently, SCR is being used to meet the NOx emission standards for diesel engines in Europe and North America, and also being considered for meeting the future NOx emission standards for lean-burn gasoline engines. Because of the challenges associated with storage, handling and transportation of ammonia on a vehicle, aqueous urea solution (e.g., Diesel Exhaust Fluid, AdBlue) has been developed as ammonia storage compound for mobile applications. When the aqueous urea solution is sprayed into exhaust gas stream, urea is decomposed to release ammonia, which then reduces NOx over the downstream SCR catalyst. Although aqueous urea solution technology has enabled automakers and engine manufacturers to meet the current NOx emission standards, this process of releasing ammonia requires a hot exhaust gas and sufficient mixing, creating challenges for low temperature NOx emission control and aftertreatment system packaging. For these reasons, alternative technologies have been developed as ammonia sources (e.g., solid urea, ammonium carbamate, metal ammine chloride) during the past few years. These technologies promise more convenient handling and distribution of ammonia sources, and help maximize the low-temperature performance of SCR catalysts and reduce the overall system volume and weight. However, none of these alternative technologies can be successfully implemented without the industry consensus. Therefore, the USCAR SCR work group, which is comprised of representatives from GM, Ford, and Chrysler, has decided to investigate the potential alternative ammonia carriers, define common standard vehicle interfaces, and address personal and environmental safety concerns with part suppliers and chemical companies. Under this CRADA Project, USCAR and Battelle will investigate alternative ammonia carrier materials that are currently under development. Based on the data and information derived under the CRADA project, the USCAR SCR work group plans to build the consensus and make recommendations for the industry.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

Investigation of Ammonia Carrier Materials for Next Generation Ammonia Dosing System - CRADA 334 (Abstract)

Lean-burn gasoline and diesel engines can offer substantially higher fuel efficiency, good driving performance, and reduced carbon dioxide emission compared to stoichiometric gasoline engines. Various catalyst technologies have been developed to remove the pollutants from these engines. For example, a three-way catalyst (TWC) is used to remove hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) from gasoline engines during the stoichiometric conditions. During the lean-burn conditions, a TWC or a diesel oxidation catalyst (DOC) is used to control HC and CO emissions. NOx is removed by either lean NOx trap catalyst (LNT) that can store NOx under lean conditions and reduce NOx under rich conditions, or selective catalytic reduction catalyst (SCR) that can selectively remove NOx with a reducing agent. Among the NOx reduction catalyst technologies, SCR offers a number of advantages, including excellent NOx reduction efficiency over a wide range of temperatures and overall lower system cost. In fact, the SCR technology using ammonia (NH3) as reductant has been proven effective and used commercially for the removal of NOx emissions from stationary sources since the 1970s. Currently, SCR is being used to meet the NOx emission standards for diesel engines in Europe and North America, and also being considered for meeting the future NOx emission standards for lean-burn gasoline engines. Because of the challenges associated with storage, handling and transportation of ammonia on a vehicle, aqueous urea solution (e.g., Diesel Exhaust Fluid, AdBlue) has been developed as ammonia storage compound for mobile applications. When the aqueous urea solution is sprayed into exhaust gas stream, urea is decomposed to release ammonia, which then reduces NOx over the downstream SCR catalyst. Although aqueous urea solution technology has enabled automakers and engine manufacturers to meet the current NOx emission standards, this process of releasing ammonia requires a hot exhaust gas and sufficient mixing, creating challenges for low temperature NOx emission control and aftertreatment system packaging. For these reasons, alternative technologies have been developed as ammonia sources (e.g., solid urea, ammonium carbamate, metal ammine chloride) during the past few years. These technologies promise more convenient handling and distribution of ammonia sources, and help maximize the low-temperature performance of SCR catalysts and reduce the overall system volume and weight. However, none of these alternative technologies can be successfully implemented without the industry consensus. Therefore, the USCAR SCR work group, which is comprised of representatives from GM, Ford, and Chrysler, has decided to investigate the potential alternative ammonia carriers, define common standard vehicle interfaces, and address personal and environmental safety concerns with part suppliers and chemical companies. Under this CRADA Project, USCAR and Battelle will investigate alternative ammonia carrier materials that are currently under development. Based on the data and information derived under the CRADA project, the USCAR SCR work group plans to build the consensus and make recommendations for the industry.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2023

Additive-Mixing Fuel Injection (AMFI): A device for robust control and improved performance of high-efficiency LTGC engines

Low-temperature gasoline combustion (LTGC) engines can provide high efficiencies with very low NOx and particulate emissions. Despite these major advantages, methods for controlling LTGC combustion timing, achieving robust autoignition, and good low-load performance have challenged the development of practical LTGC engines. A key reason is that the ideal reactivity of the fuel varies with operating conditions, with low-reactivity fuels working well at high loads and higher-reactivity fuels working better at low loads. This article introduces a new technique called Additive Mixing Fuel Injection (AMFI) that adjusts the reactivity of the gasoline to obtain good performance over the operating map. Moreover, AMFI can provide robust combustion-timing control because it precisely meters very small amounts (0.01–0.6 mm 3 ) of an ignition-enhancing additive into the fuel each engine cycle. The additive used was 2-ethylhexyl nitrate (EHN), a common, inexpensive diesel-fuel ignition improver, but other additives could be used. Because additive amounts are so small, a 2-gal reservoir would be sufficient for medium-duty applications with refilling only at service intervals of about 8000 mi. The AMFI system has been installed on a single-cylinder LTGC research engine and demonstrated to provide robust combustion-timing control over wide ranges of combustion phasing, fueling rate, intake boost, engine speed, and intake temperature. AMFI also increases the fuel’s reactivity sufficiently to greatly reduce or eliminate the need for charge heating, simplifying engine design and significantly increasing thermal efficiency and the maximum load at low-boost conditions. The nitrogen in the EHN produced a modest increase in NOx, but it was mitigated by lower intake temperatures, and NOx emissions remained very low. Finally, the additive increases the sensitivity of autoignition reactions to variations in the local fuel/air mixture within the charge. This allows the use of controlled fuel stratification for improved LTGC-engine performance, and its potential to improve low-load operation was demonstrated.

Dec, John E.↗
DOE OSTI2020

Dicarboxylic acid emissions from a GDI engine equipped with a catalytic gasoline particulate filter

Dicarboxylic acids play an important role in atmospheric chemistry, yet their emissions from primary sources, such as internal combustion engines, has not been extensively studied. In this paper, KOH impregnated quartz filters were loaded with exhaust gases from a gasoline direct injection (GDI) engine equipped with a catalytic gasoline particulate filter (GPF). All filters were analyzed for carboxylic and dicarboxylic acids using a derivatized gas chromatography-mass spectroscopy method. Exhaust gas was sampled from pre-GPF and post-GPF locations to determine the performance of the GPF regarding acid conversion. Lean and stoichiometric engine modes were considered with non-oxygenated gasoline and 10% splash blended ethanol in gasoline (E10) to examine the impact of stoichiometry and fuel type. Acid emissions represented as much as 0.51% of total unburned hydrocarbon emissions for total monocarboxylic acids and as much as 0.40% for total dicarboxylic acids. Individual acid concentrations were as high as 38 mg/kg-fuel for monocarboxylic acids and as high as 29 mg/kg-fuel for dicarboxylic acids. Overall, the study found that fuel oxygenates had mixed impact on the acid emissions. Engine-out monocarboxylic acids were reduced when using the E10 fuel by approximately 30–45% for the stoichiometric condition and increased marginally for the lean condition. Dicarboxylic acid emissions were generally insensitive to ethanol content. However, the engine condition significantly affected the acid emissions. Lean operation produced a factor of two to an order of magnitude higher emissions rates of both monocarboxylic and dicarboxylic acids than the stoichiometric condition. The catalytic GPF eliminated between 80 and 92% of the acids emitted from the engine, allowing some acids to be emitted into the environment.

42 ENGINEERING↗
DOE OSTI2021

Effects of knock intensity measurement technique and fuel chemical composition on the research octane number (RON) of FACE gasolines: Part 1 – Lambda and knock characterization

The Research and Motor Octane Number (RON and MON) rate the knock propensity of gasoline in the Cooperative Fuel Research (CFR) engine by comparing the knock intensity of sample fuels relative to that of primary reference fuels (PRF), a binary blend of iso-octane and n-heptane. Important differences exist between standard octane testing and automotive spark ignition (SI) engine knock testing including speed, load, air-to-fuel equivalence ratio (lambda), and knock characterization, which lead to a discrepancy between a fuel’s RON rating and its knock resistance characterized on an automotive SI engine based on knock-limited spark advance. This publication is the first of a set of three publications which modify operating parameters of the RON test method (ASTM D2699) to investigate the effects of these differences with automotive SI engine knock-limited spark advance testing. A fuel’s standard RON is evaluated at the lambda of the highest knock intensity, whereas automotive SI engines typically operate at stoichiometry. Here, we analyze the effects of a stoichiometric RON rating methodology. Additionally, the knock intensity response from the standard CFR knockmeter system is compared to a cylinder pressure oscillation-based knock intensity at several lambda settings. All experiments were performed with a set of seven Coordinating Research Council (CRC) Fuels for Advanced Combustion Engines (FACE) gasolines with approximately 95 RON. The fuel chemical composition impacted the lambda of the highest knock intensity, which resulted in fuel-specific offsets between the standard and stoichiometric RON ratings. The knock system comparison showed significant offsets between cylinder pressure-based and knockmeter-based knock intensity levels.

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

The influence of intake flow and coolant temperature on gasoline spray morphology during early-injection DISI engine operation

Multi-hole gasoline injectors operating at conditions spanning throttled early-intake stroke operation produce spray plumes that either remained separated or merge and collapse due to flash boiling. Flash boiling occurs due to the sudden expansion of gas bubbles in the liquid fuel at high fuel temperature and low ambient pressure. This study records high-speed images of spray-morphology changes due to in-cylinder flow, thereby revealing operating conditions that do and do not affect the self-induced morphology observed in quiescent vessels. Specifically, in a central-injection, four-valve, high-tumble engine, where the thermodynamic state and in-cylinder cross flow are dynamic. Motivated by cold start and hot restart operation, the fuel pressure, coolant temperature, in-cylinder air pressure, and engine rpm were systematically varied over relevant operating conditions, which bracketed the range from non- to flash-boiling sprays. The results reveal the operating conditions at which the in-cylinder cross flow disrupts the spray morphology as well as the extent of the disruption. At 650 rpm, the spray morphology was similar to that observed in quiescent vessels at nominally equivalent fuel temperature and in-cylinder pressure, indicating that the spray’s self-induced entrainment flow dominated the in-cylinder flow. However, for fuel temperature and ambient pressure near the transition between non- and flash-boiling, the intake cross flow at higher engine speed (1950 rpm) significantly disrupted the spray morphology. The high cross-flow velocity appears to induce plume merging and collapse, whereas none was evident at low rpm (650 rpm). This study led to the postulate that the spray merging and collapse are governed by the rate of atomization near the nozzle exit, presumed to be controlled by either or both aerodynamic atomization and flash-boiling intensity. It would then follow that spray modeling in CFD requires atomization models that blend the effects of both physical processes.

42 ENGINEERING↗
DOE OSTI2024

Practical low-temperature gasoline combustion for very high efficiency off-road, medium- and heavy-duty engines

Low-temperature gasoline combustion (LTGC) with additive-mixing fuel injection (AMFI) is a new combustion strategy that has been demonstrated to deliver 9%–25% better brake thermal efficiency than similar-sized market-leading diesel engines over the operating map. Moreover, the LTGC-AMFI engine shows near-zero smoke, and NOx emissions are 4–100 times lower than those of a diesel, sufficiently low that no aftertreatment, or only passive NOx aftertreatment, would be sufficient (diesel exhaust fluid is not required). LTGC-AMFI combustion is based on kinetically controlled compression ignition of a dilute charge with a variable amount of low-to-moderate fuel stratification. Fast combustion control is provided by adding minute amounts of an ignition-enhancing additive into the fuel each engine cycle to control its reactivity. This strategy was used to operate a medium-duty (MD) LTGC-AMFI engine at loads from idle to 16.3 bar BMEP and speeds from 600 to 2400 rpm with regular E10 gasoline, which covers nearly the entire operating map of a typical MD engine. Turbine-out temperatures were sufficient for an oxidation catalyst to control hydrocarbon and CO emissions. Autonomie simulations over the GEM ARB Transient and the GEM 55 mph Cruise driving cycles for class-6 trucks using this technology showed fuel economies of 8.1 and 11.4 mpg-gasoline-equivalent, respectively, corresponding to 18.6% and 13.4% improvements over a similar-size diesel engine. Engine-out NOx emissions were 0.024 and 0.01 g/bhp-h, respectively, well below current U.S. emission standards. These results show that switching from diesel to LTGC-AMFI engines would greatly reduce greenhouse gas (GHG) emissions for off-road, MD and HD applications, which will continue to rely on combustion engines because electrification is not practical in the foreseeable future. Finally, with their reduced fuel consumption, the lower cost of gasoline compared to diesel fuel, and much lower aftertreatment costs, LTGC-AMFI engines also offer a significantly lower total cost of ownership.

33 ADVANCED PROPULSION SYSTEMS↗