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All sourcesNASA NTRSDOE OSTI
DOE OSTI2026

Comparison of URANS and LES predictions for the open phase of the OECD NEA CSNI fluid structure interaction CFD benchmark

The OECD NEA CSNI WGAMA CFD Task Group ran a benchmark in 2020 and 2021 to assess the predictive capabilities of coupled fluid structure interaction (FSI) CFD analysis methods. This paper presents the predictions made for the open phase of the benchmark using URANS and LES turbulence modelling approaches, and a comparison of the results to the experimental data. The benchmark comprised a channel containing two inline cylinders in cross-flow. The cylinders were fixed at one end, free at the other, and had measured resonant frequencies and damping properties. The URANS modelling used ANSYS Fluent 2-way coupled to ANSYS Mechanical. The LES modelling used Nek5000, 1-way coupled to Diablo. Comparisons with cross-channel velocity profiles are presented, both for the mean flow and its RMS. Comparisons are also made to the frequency spectra for point measurements of fluid velocity and pressure, and for the accelerations of the free end of each cylinder. URANS predicts the average velocity profiles relatively well, and is able to predict the velocity and acceleration spectra at the shedding frequency. However, the frequency content at the 4th harmonic of the shedding frequency is low in the URANS flow fields, and so does not excite accelerations at the resonant frequency of the cylinders. LES makes better predictions of the average profiles, and the velocity spectra agree well at both the shedding frequency and at higher frequencies. In conclusion, the 1-way coupled LES results show good agreement for acceleration spectra.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2026

Additional Data Focused on Phase 1 Geared Toward Computational Fluid Dynamics (CFD) validation

A new validation campaign was developed within the Offshore Code Comparison Collaboration, Continued, with Correlation and unCertainty (OC6) to better understand the complex interactions between components of a floating wind system (e.g., columns, pontoons, etc.) in a more generic sense, and to validate modeling approaches for a variety of floating designs. A set of cylinders based on the Offshore Code Comparison Collaboration Continuation (OC4)-DeepCwind semidesign were tested under wave loading, both individually and in different combinations (including the attachment of heave plates of different sizes). The cylinders were held rigid, and pressure sensors were used to measure the distributed loading on the structures, while load cells measured the total integrated hydrodynamic loads.

17 WIND ENERGY↗
DOE OSTI2023

Multi-injection investigation of a high-volatility diesel in advanced compression ignition combustion for NO x control

Traditional selective catalytic reduction aftertreatment technologies used to reduce [Formula: see text] are very limited at exhaust temperatures below [Formula: see text]. Therefore, under these low engine load conditions, having effective in-cylinder control of [Formula: see text] emissions is important. Previous work by the authors explored the effect of fuel physical properties on the ability to control [Formula: see text] in-cylinder. That work was limited to one direct injection near top dead center. Modern diesel high-pressure fuel systems have the capability of five or more injections in one engine cycle. A higher-volatility diesel fuel and high amounts of exhaust gas recirculation to delay ignition could provide an opportunity for reduction in engine-out [Formula: see text] through an increased level of fuel premixing. By appropriately timing multiple short injections, a more optimal distribution of fuel in-cylinder may be achieved, which could reduce [Formula: see text] while maintaining an efficient combustion phasing. A computational fluid dynamics model previously validated against experimental data was used to explore several injection strategies with increased levels of fuel premixing to assess the potential trade-offs between [Formula: see text] and CO/unburned hydrocarbon (UHC) emissions and thus reduce reliance on the aftertreatment system for [Formula: see text] control. The results show that the devised injection strategies resulted in an increased level of fuel premixing. However, none of the attempted injection strategies resulted in significant [Formula: see text] reductions, and all strategies showed a significant increase in CO and UHC emissions.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

EVALUATION OF CONTROLLED END GAS AUTO IGNITION WITH EXHAUST GAS RECIRCULATION IN A STOICHIOMETRIC, SPARK IGNITED, NATURAL GAS ENGINE

Many stationary and heavy-duty on-road natural gas fueled engines today operate under stoichiometric conditions with a three-way catalyst. The disadvantage of stoichiometric natural gas engines compared to lean-burn natural gas and diesel engines is lower efficiency, resulting primarily from lower power density and compression ratio. Exhaust gas recirculation (EGR) coupled with advanced combustion controls can enable operation with higher compression ratio and power density, which yields higher efficiency. This also results in engine operation between the limits of knock and misfire. Operation between these limits has been named controlled end gas auto-ignition (C-EGAI) and can be used to improve the brake efficiency of the engine. Various methods of cylinder pressure-based knock quantification were explored to implement C-EGAI. The indicated quantification methods are used for the implementation of a control scheme for C-EGAI with a relation to the fractional heat release due to auto-ignition. A custom EGR system was built and the effect of EGR on the performance of a stochiometric, spark ignited, natural gas engine is evaluated. C-EGAI is implemented and the optimal parameters are determined for peak performance under EGR and C-EGAI conditions. In this study, knock detection is used for the recognition, magnitude, and location of the auto-ignition events. Cylinder pressure-based knock detection was the primary method for determining the occurrence and location of knock but was also used for implementing the ignition control scheme for controlled end gas auto-ignition. The combustion intensity metric (CIM) enabled parametric ignition timing control which allowed for the creation of a relationship between fractional heat release due to auto-ignition and CIM. Many stationary and heavy-duty on-road natural gas fueled engines today operate under stoichiometric conditions with a three-way catalyst. The disadvantage of stoichiometric natural gas engines compared to lean-burn natural gas and diesel engines is lower efficiency, resulting primarily from lower power density and compression ratio. Exhaust gas recirculation (EGR) coupled with advanced combustion controls can enable operation with higher compression ratio and power density, which yields higher efficiency. This also results in engine operation between the limits of knock and misfire. Operation between these limits has been named controlled end gas auto-ignition (C-EGAI) and can be used to improve the brake efficiency of the engine. Various methods of cylinder pressure-based knock quantification were explored to implement C-EGAI. The indicated quantification methods are used for the implementation of a control scheme for C-EGAI with a relation to the fractional heat release due to auto-ignition. A custom EGR system was built and the effect of EGR on the performance of a stochiometric, spark ignited, natural gas engine is evaluated. C-EGAI is implemented and the optimal parameters are determined for peak performance under EGR and C-EGAI conditions. In this study, knock detection is used for the recognition, magnitude, and location of the auto-ignition events. Cylinder pressure-based knock detection was the primary method for determining the occurrence and location of knock but was also used for implementing the ignition control scheme for controlled end gas auto-ignition. The combustion intensity metric (CIM) enabled parametric ignition timing control which allowed for the creation of a relationship between fractional heat release due to auto-ignition and CIM. Both exhaust gas recirculation and controlled end gas auto-ignition were analyzed with a cooperative fuel research (CFR) engine modified for boosted fuel/air intake. The data was interpreted to provide a proper evaluation of unique analytical methods to quantify the results of C_EGAI and characterize the live auto-ignition events. The control variables for this method of C-EGAI were optimized with EGR conditions to generate the point of peak performance on the CFR engine under stoichiometric, spark ignited, natural gas conditions.

Bayliff, Scott Michael↗
DOE OSTI2023

Investigating the Longevity of Hydraulic Power Take-Off Piston Seals in Wave Energy Converters

Wave energy converters (WECs) utilize hydraulic power take-off (PTO) systems. Hydraulic cylinder seals, which are commonly made from thermoplastic or elastomeric polymers, play a vital role in PTO system functionality as they are responsible for containing and isolating high-pressure fluids. However, manufacturers of WECs have identified a significant concern regarding the longevity of hydraulic piston seal wear due to a combination of stressors, such as high pressure, elevated temperature, chemical corrosion, and/or environmental conditions. Seal failure can result in a loss of tightness and fluid leakage, and consequently a reduction in the efficiency of WECs. Seal manufacturers do not typically provide durability data as the materials are not specifically designed for WEC applications, nor do they account for real-world conditions that the materials may be exposed to. Additionally, there is no comparative performance data available between different seal manufacturers, creating uncertainty in hydraulic PTO designs for WECs. This paper reviews the current state of available seal materials for WEC hydraulic PTO systems, seal selection criteria for WEC applications, potential seal degradation mechanisms, and also material properties of the seals, such as density, hardness, tensile strength, and operating temperature. In addition, this paper also examines current evaluation procedures for estimating the durability of WEC PTO seals. Lastly, additional research on estimating the lifespan of piston and rod polymer seals used in hydraulic PTO systems is proposed.

Elen, Muthu↗
DOE OSTI2024

Calibration and validation of the foundation for a multiphase strength model for tin

In this work, the Common Model of Multi-phase Strength and Equation of State (CMMP) model was applied to tin. Specifically, calibrations of the strength-specific elements of the CMMP foundation were developed with a combination of experiments and theory, and then the model was validated experimentally. The first element of the foundation is a multi-phase analytic treatment of the melt temperature and the shear modulus for the solid phases. These models were parameterized for each phase based on ab initio calculations using the software VASP (Vienna Ab initio Simulations Package) based on density functional theory. The shear modulus model for the ambient phase was validated with ultrasonic sound speed measurements as a function of pressure and temperature. The second element of the foundation is a viscoplastic strength model for the phase, upon which strength for inaccessible higher-pressure phases can be scaled as necessary. The stress–strain response of tin was measured at strain rates of 10 -3 to 3 x 10 3 s -1 and temperatures ranging from 87 to 373 K. The Preston–Tonks–Wallace (PTW) strength model was fit to that data using Bayesian model calibration. For validation, six forward and two reverse Taylor impact experiments were performed at different velocities to measure large plastic deformation of tin at strain rates up to ⁠10 5 s -1 . The PTW model accurately predicted the deformed shapes of the cylinders, with modest discrepancies attributed to the inability of PTW to capture the effects of twinning and dynamic recrystallization. Some material in the simulations of higher velocity Taylor cylinders reached the melting temperature, thus testing the multiphase model because of the presence of a second phase, the liquid. In simulations using a traditional modeling approach, the abrupt reduction of strength upon melt resulted in poor predictions of the deformed shape and non-physical temperatures. With CMMP, the most deformed material points evolved gradually to a mixed solid–liquid but never a fully liquid state, never fully lost strength, stayed at the melt temperature as the latent heat of fusion was absorbed, and predicted the deformed shape well.

36 MATERIALS SCIENCE↗
DOE OSTI2021

Cookoff of Black Powder and Smokeless Powder

We have completed a series of both vented and sealed cookoff experiments of black powder and smokeless powder in our Sandia Instrumented Thermal Ignition (SITI) apparatus at bulk densities of 1078 and 729 kg/m 3 , respectively. The confining aluminum cylinder was ramped from room temperature to a set point temperature and then held at the setpoint temperature until ignition. The setpoint temperatures varied between 495 to 523 K for the black powder and 401 to 412 K for the more sensitive smokeless powder. The vented experiments show a significant delay in thermal ignition, indicating that the ignition is dependent on pressure. Post experimental debris shows greater violence for our smokeless powder experiments than our black powder experiments. A simplified universal cookoff model (UCM) was calibrated using the black powder and smokeless powder SITI data and used to predict pressurization and thermal ignition. The current work presents the first calibration of the UCM with a double base propellant. Finally, this work also presents the first pressure-dependent cookoff model for black powder and smokeless powder.

42 ENGINEERING↗
DOE OSTI2023

Physical Regime Sensitivity

Abstract This work presents a novel sensitivity approach that quantifies sensitivity to regimes of a model’s state variables rather than constitutive model parameters. This Physical Regime Sensitivity (PRS) determines which regimes of a model’s independent variables have the biggest influence on an experiment or application. PRS analysis is demonstrated on a strength model used in the simulation of a copper Taylor cylinder. In a series of simulations, the strength model was perturbed sequentially in local regimes of plastic strain, plastic strain rate, temperature and pressure, and then the prediction of cylinder shape was compared to unperturbed calculations. Results show, for example, that the deformed length of the cylinder was most sensitive to strength at a strain rate of 1.0 × 10 4 /sec., but the deformed footprint radius was most sensitive to strength at a strain rate of about 4.0 × 10 4 /sec. Compared to current histogram approaches, PRS can be used to design or interpret integrated experiments by identifying not just which regimes are accessed somewhere in the experiment but the causality question of which regimes actually affect the measured data. PRS should allow one to focus experimental and modeling efforts where they are most needed and to better interpret experiments.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Calibration and validation of the foundation for a multiphase strength model for tin

In this work, the Common Model of Multi-phase Strength and Equation of State (CMMP) model was applied to tin. Specifically, calibrations of the strength-specific elements of the CMMP foundation were developed with a combination of experiments and theory, and then the model was validated experimentally. The first element of the foundation is a 10 multi-phase analytic treatment of the melt temperature and the shear modulus for the solid phases. These models were parameterized for each phase based on ab initio calculations using the software VASP (Vienna Ab initio Simulations Package) based on density functional theory (DFT). The shear modulus model for the ambient β phase was validated with ultrasonic sound speed measurements as a function of pressure and temperature. The second element of the foundation is a viscoplastic strength model for the β phase, upon which strength for inaccessible higher-pressure phases can be scaled as necessary. The stress-strain response of tin was measured at strain rates of 10 -3 to 3 x 10 3 s -1 and temperatures ranging from 87 to 373 K. The Preston-Tonks-Wallace (PTW) strength model was fit to that data using Bayesian model calibration. For validation, six forward and two reverse Taylor impact experiments were performed at different velocities to measure large plastic deformation of tin at strain rates up to 10 5 s -1 . The PTW model accurately predicted the deformed shapes of the cylinders, with modest discrepancies attributed to the inability 20 of PTW to capture the effects of twinning and dynamic recrystallization. Some material in the simulations of higher velocity Taylor cylinders reached the melting temperature, thus testing the multiphase model because of the presence of a second phase, the liquid. In simulations using a traditional modeling approach, the abrupt reduction of strength upon melt resulted in poor predictions of the deformed shape and non-physical temperatures. With CMMP, the most deformed material points evolved gradually to a mixed solid-liquid but never fully liquid state, never fully lost strength, 25 stayed at the melt temperature as the latent heat of fusion was absorbed, and predicted the deformed shape well.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Engine Operating Conditions, Fuel Property Effects, and Associated Fuel–Wall Interaction Dependencies of Stochastic Preignition

This work for the Coordinating Research Council (CRC) explores dependencies on the opportunity for fuel to impinge on internal engine surfaces (i.e., fuel–wall impingement) as a function of fuel properties and engine operating conditions and correlates these data with measurements of stochastic preignition (SPI) propensity. SPI rates are directly coupled with laser–induced florescence measurements of dye-doped fuel dilution measurements of the engine lubricant, which provides a surrogate for fuel–wall impingement. Literature suggests that SPI may have several dependencies, one being fuel–wall impingement. However, it remains unknown if fuel-wall impingement is a fundamental predictor and source of SPI or is simply a causational factor of SPI. In this study, these relationships on SPI and fuel-wall impingement are explored using 4 fuels at 8 operating conditions per fuel, for 32 total test points. The fuels were directly injected at two different injection timings: an earlier injection timing that initially targets the piston crown and a later injection timing that targets the cylinder liner. At each injection timing, the engine was operated at both 90°C and 70°C coolant and lubricant temperatures, and 185 and 200 kPa absolute intake manifold pressure. This work serves as an exploratory effort to down select conditions and provide initial fuel properties of interest for a secondary study to explore fuel property specific effects on fuel-wall interaction and SPI propensity. Significant findings from this initial operating condition and fuel property exploratory work are: 1. reduced engine operating coolant and lubricant temperatures, along with 2. retarded injection timings were required to increase SPI propensity. Moreover, at these conditions some fuel specific effects were also observed; specifically, increased ethanol content increased measured dye–wall (i.e., fuel–wall) interaction. However, despite increased dye–wall interaction, the increased volatility of the ethanol containing fuels also reduced the estimated fuel retention in the top-ring zone and associated measured SPI propensity. Thus, the findings of this unique approach to explore relationships between fuel-wall impingement and SPI highlight that SPI propensity is more directly proportional to retained fuel, and not simply fuel–wall impingement. Furthermore, fuel retention was found to be directly influenced by complex fuel property and engine operating condition relationships. Either retarded injection timings and/or increased fuel volatility increased fuel wall-impingement, while less volatile fuels and/or reduced coolant temperatures increased fuel retention. Therefore, for a given operating condition, the data highlights that greater volatile fuels exhibit increased fuel wall impingement without increased fuel retention or SPI propensity, while less volatile fuels could exhibit reduced fuel-wall impingement but increased fuel retention and SPI propensity rates.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

A computational parametric study of ducted fuel injection implementation in a heavy-duty diesel engine

Experiments have shown that ducted fuel injection (DFI) effectively reduces soot emissions from direct-injection diesel engines. Although many computational studies have evaluated DFI’s spray development and soot reduction mechanisms in constant volume chambers, only limited computational work on internal combustion engines exists. The DFI duct assembly changes the engine’s in-cylinder flow, spray, and combustion development. Therefore, current production engine designs might not be optimal for achieving the best engine performance with DFI. Here, this work conducted an extensive numerical study to evaluate how parameter changes affect DFI performance. The parameters include swirl ratio, piston geometry, compression ratio (CR), number of injector orifices, split injection strategy, and exhaust gas recirculation (EGR) in a heavy-duty diesel engine utilizing DFI. The combustion and soot emission data from the Sandia compression ignition optical research engine were used for model validation. Simulations showed that an increased swirl ratio resulted in more intense jet flame-piston interaction, slowing down the combustion heat release during the late combustion stage and leading to lower indicated thermal efficiency (ITE) due to higher exhaust losses. A piston-bowl design with a reentrant inner piston edge yielded the highest thermal efficiency, due to the reduced cylinder head heat transfer loss. Additional injector orifices led to higher efficiency owing to a more advanced combustion phasing. Nevertheless, the maximum pressure rise rate (MPRR) and oxides of nitrogen (NO x ) emissions also increased with the number of injector orifices due to more rapid heat release and higher combustion temperature. Implementation of a split injection strategy combined with a higher EGR rate effectively inhibited the excessive MPRR and NO x formation. In general, the study concluded that DFI is not sensitive to most parameter changes but will benefit from future parameter optimization.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

A Semi-Empirical Correlation for the Onset of Density Wave Oscillations in a Helical Coil Steam Generator

NuScale Power has completed full length helical coil steam generator (HCSG) tests at SIET Laboratories in Piacenza, Italy. The test program included an investigation of the onset and evolution of density wave oscillations (DWO). This paper describes the mechanisms leading to the onset of DWO as inferred from tests performed in the full-height TF-2 counter-flow test facility. This research supports the concept that the onset of DWO is caused by liquid bridging inside the boiling length of the tubes. Using a separate cylinders approximation, a DWO onset correlation is obtained by performing a steady-state momentum balance on the density front created by liquid bridging. This yields a momentum balance equation in terms of a set of dimensionless superficial velocities, a corresponding dimensionless pressure drop term and an average void fraction. Envelope theory is then used to obtain a critical void fraction which is substituted into the dimensionless momentum balance to obtain a DWO onset correlation similar to the Wallis counter-current flooding correlation. A comparison of the DWO onset correlation to the TF-2 DWO experimental data is presented and shows excellent agreement when the average equilibrium vapor quality is greater than 0.2.

Density Wave Oscillations, Helical Coil Steam Gene↗
DOE OSTI2019

Development and Validation of Predictive Models for In-Cylinder Radiation and Wall Heat Transfer

The lack of accurate submodels for in-cylinder radiation and heat transfer has been identified as a key shortcoming in developing truly predictive, physics-based computational fluid dynamics (CFD) models that can be used to develop and design combustion systems for advanced high-efficiency, low-emissions engines. Measurements of wall boundary layers in engines show discrepancies of up to 100% with respect to standard CFD boundary layer models. And analysis of in-cylinder radiation based on the most recent spectral property databases and high-fidelity radiative transfer equation solvers has shown that at operating pressures and exhaust-gas recirculation levels typical of modern compression-ignition truck engines, molecular gas radiation (mainly carbon dioxide and water vapor) can be more important than soot particle radiation, and that a significant fraction of the emitted radiation (50% or more) can be reabsorbed before reaching the walls, thereby acting to redistribute energy in the combustion chamber. In this project, an integrated experimental and simulation approach has been used to generate new physical insight into in-cylinder heat-transfer processes in engines, and to develop computationally practicable CFD-based models that accurately represent the physics. New experimental data have been taken in an optically accessible single-cylinder research engine, and in a multi-cylinder production engine. Those data have provided new insight into the radiative environment in engines. New CFD models have been developed and validated for in-cylinder heat transfer, focusing mainly on radiative heat transfer and coupling between turbulent boundary layer wall heat transfer and radiative heat transfer. The CFD models have been developed and implemented in an open-source software framework that can be shared with other researchers. The models are compatible both with unsteady Reynolds-averaged Navier Stokes (URANS) formulations and with large-eddy simulations (LES) of in-cylinder processes in engines.

02 PETROLEUM↗
DOE OSTI2022

A direct numerical simulation study of the dilution tolerance of propane combustion under spark-ignition engine conditions

Modern spark ignition internal combustion (IC) engines rely on highly diluted fuel-air mixtures to achieve high brake thermal efficiencies. To support this, new engine designs have introduced high stroke-to-bore ratios and cylinder head designs that promote high tumble flow and turbulence intensities. However, mixture dilution through exhaust gas recirculation (EGR) is limited by combustion instabilities manifested in the form of cycle-to-cycle variability. Propane has been observed to have superior EGR dilution tolerance than gasoline, which makes it a very competitive low-carbon fuel for the new IC engines without sacrificing efficiency. Two-dimensional direct numerical simulations (DNS) are performed with detailed chemistry to study and contrast the effect of turbulence intensity and dilution on propane and iso-octane premixed flames at high pressure conditions similar to those in-cylinder. A new reduced mechanism for propane consisting of 53 transported species and 17 quasi-steady state species is developed based on a previously published mechanism and used in these simulations. Three levels of turbulence intensity and two levels of exhaust gas dilution are chosen based on conditions relevant to IC engine operation. The DNS results are analyzed based on the evolution of the flame surface area and the statistics of its driving terms, which are found to be similar for both fuels when there is no dilution but considerably different under high dilution. The analysis of the DNS data provides fundamental insights into the underlying mechanisms for improved stability under dilution.

42 ENGINEERING↗
DOE OSTI2024

Ducted Fuel Injection And Cooled Spray Technologies For Particulate Control In Heavy-duty Diesel Engines (Final Report)

Cooled Spray (CS) and Ducted Fuel Injection (DFI) are in-cylinder technologies for diesel engines that can reduce particulate matter and soot emissions and data has been published showing that these technologies can reduce soot emissions by 75-100% for some engines at some operating conditions. However, little is known about scaling the devices for engine size. Additionally, the performance of either technology over the engine duty cycle has not been explored. This project addresses both of these points through single-cylinder engine investigations. The objectives of this project are to provide details about dimensional scaling of these devices and to demonstrate 75% PM reduction over a range of operating conditions on a single-cylinder engine. Two engines were used for this project: a 125mm bore optically accessible engine at Sandia National Laboratories and a 168mm bore metal engine at Southwest Research Institute. The optical engine was used to study the performance of DFI and CS inserts for a large injector orifice diameter injector that is characteristic of a locomotive engine and to perform scaling studies for DFI. The metal engine was used to perform scaling and alignment studies for CS and to evaluate the technology for both EGR and non-EGR engines over the engine operating map. Modifications were required for both engines to accept the prototype inserts being tested. The optical engine required a new fuel injector, cylinder head and piston so that tests could be run at the pressures and engine speeds required. Additionally, a novel rotating stage was designed for the optical engine to simplify alignment of the modules. The metal engine required a modified cylinder head to accept CS inserts and a modified piston to provide additional space around the fuel injector for the CS inserts. Tests on the optical engine showed that DFI reduces PM emissions for both small injector orifices (0.170mm diameter) and large injector orifices (0.290mm). For high load testing, the DFI modules were not as effective as at low load testing, but it was acknowledged that minimal geometric optimization was performed and more improvements may be possible. Comparing DFI to CS and conventional diesel combustion (CDC), DFI performed better than CS or CDC. The CS geometries used in these studies may not be ideal for that engine and additional modifications likely would improve performance. Tests on the metal engine showed PM reductions as high has 80% at some operating conditions with duty-cycle PM reductions of ~50% for EGR and non-EGR configurations. The CS testing on the metal engine showed that chamfering of the fuel passage inlet either through hydro-erosion or mechanical grinding provided significant improvements in the PM reduction capabilities of the insert. Additionally, alignment sensitivities were explored and the data show that the tolerance to misalignment is approximately 0.05 to 0.1mm for the inserts that were studied here. Air-fuel ratio was shown to be important in the effectiveness of the CS inserts. In several tests, it was shown that the CS inserts are more effective at reducing the PM for high-AFR operating conditions compared to low AFR conditions. In summary, multiple designs were evaluated on both engines. It was found that for the conditions and configurations studied here, a fuel passage diameter of ~2.5mm performed best overall. Significant duty-cycle PM reductions are possible using these technologies and sensitivities to AFR, alignment fuel passage diameter and inlet fuel passage shaping were explored and are reported here. More PM reduction may be possible with improved geometric design and attention to alignment practices.

02 PETROLEUM↗
DOE OSTI2024

A Hybrid Heavy Duty Diesel Power System for Off-Road Applications—Concept Validation

A multiyear power system R&D program was completed with the objective of developing an off-road hybrid heavy duty diesel engine with front end accessory drive-integrated energy storage. This system was validated to deliver 10.5–25.6% reduction in fuel consumption over current Tier 4 Final-based 18L diesel engines, over various off-road machine application cycles. The power system consisted of a downsized heavy-duty diesel 13L engine containing advanced combustion technologies, capable of elevated peak cylinder pressures and thermal efficiencies, thermal barrier coatings, exhaust waste heat recovery via SuperTurbo™ turbocompounding, and hybrid energy assisting and recovery through both mechanical and electrical systems. Following the concept definition, design, and analysis phases of the program, the final phase focused on building and validating the performance and efficiency in laboratory tests. While aspects of the system such as start/stop and reduced off-road cooling package energy losses were only analytically evaluated, the main 13L concept engine with full hybrid system was successfully built and tested in steady-state and in transient certification and real-world application cycles. Extensive simulations in Caterpillar's DYNASTY™ software environment utilized the validation test data to assess performance more fully and confidently over varied cycles and strategies. An average fuel consumption reduction of 17.9% was realized, and the majority (~13%) of the benefit stemmed from the core concept 13L engine. In conclusion, a total cost of ownership analysis provides context to commercial viability and where adoption focus should be placed.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Development of Microwave Resonant Cavity Transducer Recalibration Procedures

We are investigating a microwave resonant cavity transducer for flow sensing in the vessel of a high temperature fluid advanced reactor (AR), such as a molten salt cooled reactor (MSCR) or a sodium fast reactor (SFR). This transducer is a hollow metallic cylindrical cavity, with one of the flat walls of the cylinder flexible enough to undergo microscopic deflection due to dynamic fluid pressure. Membrane deflection leads to a shift in the microwave resonant frequency, which can be detected with a spectrum analyzer. We have performed a preliminary proof-of-principle test of flow sensing in high temperature liquid sodium in environment. The liquid sodium setup consists of a cylindrical vessel with a center feed line, where a transducer inserted through the top cap of the vessel measures velocity of the impinging liquid jet. For this test, we have developed a cylindrical resonator, which was machined from stainless steel 316 and electroplated with silver on the interior surfaces. Inner diameter of the cylindrical cavity is 22.2 mm, and the thin wall is approximately 200µm thick. The cavity was excited through a WR-42 waveguide through a subwavelength hole on the side of the wall of the cylinder in the TE 011 mode with resonant frequency f ≈ 17.8GHz. Sodium flow rate sensing study was performed in a liquid sodium vessel at 340°C temperature and ambient pressure. The flow rate was changed by varying sodium pump power, and a frequency shift of several hundred KHz was observed. From the measurements, we observed significant scatter in high temperature liquid sodium at low flow velocity values. Our hypothesis is that this is caused by temperature drift in the liquid, which results in thermal expansion of the cavity and a drift in the resonator frequency. In this report, we investigate temperature dependence of the resonant frequency through development of analytic models and preliminary analysis of experimental data. In addition, we develop a procedure for compensation for temperature drift during flow sensing.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
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↗