Search NASA⌕ Search

SEARCH · Search NASA

Results for “Engine Tests”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Bayes Inference Engine (BIE) Test Plan: TiltConeBeamCombo

The Bayes Inference Engine (BIE) is a general software tool intended to be used primarily in the analysis of radiographic data for density. An analysis is set up in the BIE by representing the problem as a collection of modules called glyphs. All glyphs to be used in creating the forward model of the experiment will be tested separately for a range of inputs. The testing of the adjoint code is performed in a separate document.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2013

Long-term Performance of Engineered Barrier Systems (PEBS) - An International EURATOM Project on the Study and Testing of Engineered Barriers for the Final Disposal of HAW Using PEBS as an Example - 13299

The main aim of the PEBS project is to evaluate the sealing and barrier performance of the EBS over time, through development of a comprehensive approach involving experiments, model development, and consideration of the potential impacts on long-term safety functions. The experiments and models cover the full range of conditions, from initial emplacement of wastes (high heat generation and EBS re-saturation) through to later stage establishment of near steady state conditions, i.e. full re-saturation and thermal equilibrium with the host rock. These aspects will be integrated in a manner that will lead to greater certainty and thus greater confidence regarding the development from the initial transient state of the EBS to its long-term state, which provides the required isolation of the wastes. The work proposed within the project builds on existing knowledge and experience generated during recent years and supported by ongoing national and EC research programs. The project aims to provide a more complete description of the THM and THMC (thermo-hydro-mechanical- chemical) evolution of the EBS system, a more quantitative basis for relating the evolutionary behavior to the safety functions of the system, and a further clarification of the significance of residual uncertainties for long-term performance assessment. The importance of uncertainties arising from potential disagreement between the process models and the laboratory and in-situ experiments to be performed within PEBS, and their implications for an extrapolation of the results, will be reviewed, with particular emphasis on possible impacts on safety functions. In addition to the scientific-technical aims, the consortium will disseminate the basic findings to the broad scientific community within the EU, China and Japan, use expertise gained for public information purposes, and promote knowledge and technology transfer through training. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2026

Engineering-Scale Test of a Water-Lean Solvent for Post-Combustion Capture

EPRI, Pacific Northwest National Laboratory, RTI International, and their project collaborators developed an engineering-scale test of a new water-lean solvent, N-(2-ethoxyethyl)-3-morpholinopropan-1-amine (EEMPA or 2-EEMPA) as a post-combustion CO 2 capture solvent for power plant applications. This test was conducted using the Pilot Solvent Test Unit at the National Carbon Capture Center. The primary objective of this test was to collect long-term data operating EEMPA with both coal- and natural gas-representative flue gases at the approximately 0.5 MW e -equivalent scale (5–10 metric tons CO 2 /day captured). This report details the activities preparing for that test, data collected during the test campaign, and analyses and interpretations of that data.

20 FOSSIL-FUELED POWER PLANTS↗
DOE OSTI2020

Integrated friction reduction technology to improve fuel economy without sacrificing durability

This project aims to develop fuel economy technologies to minimize parasitic losses within vehicle engines and drivetrains by improving fuel economy at least 2% for 2014 legacy vehicles and 2018 vehicles without adverse impacts on engine durability. The tools used are advanced low viscosity lubricants and surface material technologies, including surface textures, and coatings. Working with industrial partners, an experimental fuel efficient low viscosity lubricant was developed, verified by ASTM fuel economy engine test for 2014 vehicle population. An ultralow viscosity lubricant was also developed for 2018 engines, demonstrated by engine chassis dynamometer tests. Surface texturing of engine components was also conducted, and in engine testing, confirmed the textured engine developed more torque and power while the textures largely stayed intact after the test.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2011

Optimally Controlled Flexible Fuel Powertrain System

A multi phase program was undertaken with the stated goal of using advanced design and development tools to create a unique combination of existing technologies to create a powertrain system specification that allowed minimal increase of volumetric fuel consumption when operating on E85 relative to gasoline. Although on an energy basis gasoline / ethanol blends typically return similar fuel economy to straight gasoline, because of its lower energy density (gasoline ~ 31.8MJ/l and ethanol ~ 21.1MJ/l) the volume based fuel economy of gasoline / ethanol blends are typically considerably worse. This project was able to define an initial engine specification envelope, develop specific hardware for the application, and test that hardware in both single and multi-cylinder test engines to verify the ability of the specified powertrain to deliver reduced E85 fuel consumption. Finally, the results from the engine testing were used in a vehicle drive cycle analysis tool to define a final vehicle level fuel economy result. During the course of the project, it was identified that the technologies utilized to improve fuel economy on E85 also enabled improved fuel economy when operating on gasoline. However, the E85 fueled powertrain provided improved vehicle performance when compared to the gasoline fueled powertrain due to the improved high load performance of the E85 fuel. Relative to the baseline comparator engine and considering current market fuels, the volumetric fuel consumption penalty when running on E85 with the fully optimized project powertrain specification was reduced significantly. This result shows that alternative fuels can be utilized in high percentages while maintaining or improving vehicle performance and with minimal or positive impact on total cost of ownership to the end consumer. The justification for this project was two-fold. In order to reduce the US dependence on crude oil, much of which is imported, the US Environmental Protection Agency (EPA) developed the Renewable Fuels Standard (RFS) under the Energy Policy Act of 2005. The RFS specifies targets for the amount of renewable fuel to be blended into petroleum based transportation fuels. The goal is to blend 36 billion gallons of renewable fuels into transportation fuels by 2022 (9 billion gallons were blended in 2008). The RFS also requires that the renewable fuels emit fewer greenhouse gasses than the petroleum fuels replaced. Thus the goal of the EPA is to have a more fuel efficient national fleet, less dependent on petroleum based fuels. The limit to the implementation of certain technologies employed was the requirement to run the developed powertrain on gasoline with minimal performance degradation. The addition of ethanol to gasoline fuels improves the fuels octane rating and increases the fuels evaporative cooling. Both of these fuel property enhancements make gasoline / ethanol blends more suitable than straight gasoline for use in downsized engines or engines with increased compression ratio. The use of engine downsizing and high compression ratios as well as direct injection (DI), dual independent cam phasing, external EGR, and downspeeding were fundamental to the fuel economy improvements targeted in this project. The developed powertrain specification utilized the MAHLE DI3 gasoline downsizing research engine. It was a turbocharged, intercooled, DI engine with dual independent cam phasing utilizing a compression ratio of 11.25 : 1 and a 15% reduction in final drive ratio. When compared to a gasoline fuelled 2.2L Ecotec engine in a Chevrolet HHR, vehicle drive cycle predictions indicate that the optimized powertrain operating on E85 would result in a reduced volume based drive cycle fuel economy penalty of 6% compared to an approximately 30% penalty for current technology engines.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Ball-on-ring test validation for equibiaxial flexural strength testing of engineered ceramics

The validation of a ball-on-ring, equibiaxial flexural strength method to obtain the transverse rupture strength (TRS) of right cylindrical ceramic specimens was performed in this study. Validation of the test method was achieved using commercially available engineered high purity alumina disks and finite element (FE) model analysis. The validated fixture was then used to obtain the TRS and Weibull statistical analysis of MgO-partially stabilized zirconia (MSZ) and Y 2 O 3 -partially stabilized zirconia (YSZ) ceramic disks. TRS data for alumina, MSZ, and YSZ agreed with the TRS values reported in the literature. A statistically relevant number of samples (N > 30) for each material were tested to allow for a Weibull statistical analysis. Weibull parameters for these materials were within the expected values for engineered ceramics. The characteristic strength for alumina, MSZ, and YSZ were determined to be 289, 786, and 814 MPa, respectively. The Weibull modulus was determined between 10 and 25 for each material, which is typical of engineered ceramics. In addition, FE model results were in close agreement with experimental fracture values for the three ceramic materials tested in this study.

36 MATERIALS SCIENCE↗
DOE OSTI2021

Sensor Selection for MIMO Vibration [Slides]

Objectives: Introduce a sensor selection approach to assist test engineers with MIMO test design. Demonstrate the capability of the approach. Approach: Define a desired response from a field model. Supply the sensor selection technique to two lab models, with different boundary conditions than the “field” model. Compare the laboratory response to the field response using sensors selected from the approach.

42 ENGINEERING↗
DOE OSTI2024

Searching for millicharged particles with 1 kg of Skipper-CCDs using the NuMI beam at Fermilab

Oscura is a planned light-dark matter search experiment using Skipper-CCDs with a total active mass of 10 kg. As part of the detector development, the collaboration plans to build the Oscura Integration Test (OIT), an engineering test with 10% of the total mass. Here we discuss the early science opportunities with the OIT to search for millicharged particles (mCPs) using the NuMI beam at Fermilab. mCPs would be produced at low energies through photon-mediated processes from decays of scalar, pseudoscalar, and vector mesons, or direct Drell-Yan productions. Estimates show that the OIT would be a world-leading probe for mCPs in the ~MeV mass range.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2011

Biodiesel Impact on Engine Lubricant Dilution During Active Regeneration of Aftertreatment Systems

Experiments were conducted with ultra low sulfur diesel (ULSD) and 20% biodiesel blends (B20) to compare lube oil dilution levels and lubricant properties for systems using late in-cylinder fuel injection for aftertreatment regeneration. Lube oil dilution was measured by gas chromatography (GC) following ASTM method D3524 to measure diesel content, by Fourier transform infrared (FTIR) spectrometry following a modified ASTM method D7371 to measure biodiesel content, and by a newly developed back-flush GC method that simultaneously measures both diesel and biodiesel. Heavy-duty (HD) engine testing was conducted on a 2008 6.7L Cummins ISB equipped with a diesel oxidation catalyst (DOC) and diesel particle filter (DPF). Stage one of engine testing consisted of 10 consecutive repeats of a forced DPF regeneration event. This continuous operation with late in-cylinder fuel injection served as a method to accelerate lube-oil dilution. Stage two consisted of 16 hours of normal engine operation over a transient test cycle, which created an opportunity for any accumulated fuel in the oil sump to evaporate. Light duty (LD) vehicle testing was conducted on a 2010 VW Jetta equipped with DOC, DPF and a NOx storage catalyst (NSC). Vehicle testing comprised approximately 4,000 miles of operation on a mileage-accumulation dynamometer (MAD) using the U.S. Environmental Protection Agency's Highway Fuel Economy Cycle because of the relatively low engine oil and exhaust temperatures, and high DPF regeneration frequency of this cycle relative to other cycles examined. Comparison of the lube oil dilution analysis methods suggests that D3524 does not measure dilution by biodiesel. The new back-flush GC method provided analysis for both diesel and biodiesel, in a shorter time and with lower detection limit. Thus all lube oil dilution results in this paper are based on this method. Analysis of the HD lube-oil samples showed only 1.5% to 1.6% fuel dilution for both fuels during continuous operation under DPF regeneration events. During the second stage of HD testing, the ULSD lube-oil dilution levels fell from 1.5% to 0.8%, while for B20, lube-oil dilution levels fell from 1.6% to 1.0%, but the fuel in the oil was 36% biodiesel. For the LD vehicle tests, the frequency of DPF regeneration events was observed to be the same for both ULSD and B20. No significant difference between the two fuels' estimated soot loading was detected by the engine control unit (ECU), although a 23% slower rate of increase in differential pressure across DPF was observed with B20. It appears that the ECU estimated soot loading is based on the engine map, not taking advantage of the lower engine-out particulate matter from the use of biodiesel. After 4,000 miles of LD vehicle operation with ULSD, fuel dilution in the lube-oil samples showed total dilution levels of 4.1% diesel. After 4,000 miles of operation with B20, total fuel in oil dilution levels were 6.7% consisting of 3.6% diesel fuel and 3.1% biodiesel. Extrapolation to the 10,000-mile oil drain interval with B20 suggests that the total fuel content in the oil could reach 12%, compared to 5% for operation on ULSD. Analysis of the oil samples also included measurement of total acid number, total base number, viscosity, soot, metals and wear scar; however, little difference in these parameters was noted.

09 BIOMASS FUELS↗
DOE OSTI2010

National Bio-fuel Energy Laboratory

The National Biofuel Energy Laboratory or NBEL was a consortia consisting of non-profits, universities, industry, and OEM’s. NextEnergy Center (NEC) in Detroit, Michigan was the prime with Wayne State University as the primary subcontractor. Other partners included: Art Van Furniture; Biodiesel Industries Inc. (BDI); Bosch; Clean Emission Fluids (CEF); Delphi; Oakland University; U.S. TARDEC (The Army); and later Cummins Bridgeway. The program was awarded to NextEnergy by U.S. DOE-NREL on July 1, 2005. The period of performance was about five (5) years, ending June 30, 2010. This program was executed in two phases: 1.Phase I focused on bench-scale R&D and performance-property-relationships. 2.Phase II expanded those efforts into further engine testing, emissions testing, and on-road fleet testing of biodiesel using additional types of feedstock (i.e., corn, and choice white grease based). NextEnergy – a non-profit 501(c)(3) organization based in Detroit was originally awarded a $1.9 million grant from the U.S. Dept. of Energy for Phase I of the NBEL program. A few years later, NextEnergy and its partners received an additional $1.9MM in DOE funding to complete Phase II. The NBEL funding was completely exhausted by the program end date of June 30, 2010 and the cost share commitment of 20% minimum has been exceeded nearly two times over. As a result of the work performed by the NBEL consortia, the following successes were realized: 1.Over one hundred publications and presentations have been delivered by the NBEL consortia, including but not limited to: R&D efforts on algae-based biodiesel, novel heterogeneous catalysis, biodiesel properties from a vast array of feedstock blends, cold flow properties, engine testing results (several Society of Automotive Engineers [SAE] papers have been published on this research), emissions testing results, and market quality survey results. 2.One new spinoff company (NextCAT) was formed by two WSU Chemical Engineering professors and another co-founder, based on a novel heterogeneous catalyst that may be retrofitted into idled biodiesel manufacturing facilities to restart production at a greatly reduced cost. 3.Three patents have been filed by WSU and granted based on the NextCAT focus. 4.The next-generation advanced biodiesel dispensing unit (CEF F.A.S.T. unit version 2) was developed by Clean Emission Fluids (CEF). 5.NBEL aided in the preparing a sound technical basis for setting an ASTM B20 standard: ASTM Standard D7467-08 was passed in June of 2008 and officially published on October of 2008. 6.NBEL has helped to understand composition-property-performance relationships, from not only a laboratory and field testing scale, for biodiesel blends from a spectrum of feedstocks. 7.NBEL helped propel the development of biodiesel with improved performance, cetane numbers, cold flow properties, and oxidative stability. 8.Data for over 30,000 miles has been logged for the fleet testing that select members of the consortia participated in. There were five vehicles that participated in the fleet testing. Art Van provided two vehicles, one that remained idle for most of the time and one that was used often for commercial furniture deliveries, Oakland University provided one vehicle, NEC provided one vehicle, and The Night Move provided one vehicle. These vehicles were light to medium duty (2.0 to 6.6 L displacement), used B5 or B20 blends from multiple sources of feedstock (corn-, choice white grease-, and soybean-based blends) and sources (NextDiesel, BDI, or Wacker Oil), experienced a broad range in ambient temperatures (from -9 °F in Michigan winters to 93 °F in the summertime), and both city and highway driving conditions.

09 BIOMASS FUELS↗
DOE OSTI2021

Novel Temperature Sensors and Wireless Telemetry for Active Condition Monitoring of Advanced Gas Turbines

The objective of the program is to develop and engine test hardware and software technologies that will enable active condition monitoring to be implemented on hot gas path turbine blades in large industrial gas turbines. The specific objectives are (1) to fabricate and install Smart Turbine Blades with thermally sprayed sensors and high temperature wireless telemetry systems in a gas turbine engine, (2) to integrate the component engine test data with remaining useful life (RUL) models and develop an approach for networking the component RUL data with Siemens' Power Diagnostics® engine monitoring system. These significant advances carried out in Phase 1 in temperature wide bandgap telemetry, along with new induced power driver and receiver geometry combined with an innovative approach to transmit digital data wirelessly will enable the opportunity to proceed with more technical innovation. The Phase 2 program focused on validation testing of sensor-wireless telemetry package in spin rig and advanced operation-based assessment (OBA) model utilizing artificial intelligence. Significant efforts were dedicated on the download of the technology onto components to be tested an actual gas turbine engine for full realization of active condition monitoring for Smart Turbine Blades.

03 NATURAL GAS↗
DOE OSTI2020

Status of GTA Gear Inspection after Testing in Sodium

The Mechanisms Engineering Test Loop (METL) is an intermediate-scale liquid metal experimental facility that provides purified reactor-grade (R-grade) sodium to various experimental test vessels. In these test vessels, components that are required to operate in an advanced fast reactor can be tested in a prototypical sodium environment. Experiments conducted in METL significantly assist in the development and maturation of systems and components for advanced reactors. The METL facility consists of multiple test segments including: a purification and diagnostic loop (cold trap was designed after EBR-II), two 18” diameter test vessels with 150 L capacities capable of operating in static or dynamic flow at 538°C, two 28” diameter test vessels with 644 L capacities capable of operating in static or dynamic flow at 650°C, a 3,180 L dump tank with 21 instrumentation ports, and the infrastructure to expand capacity in the future.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗
DOE OSTI2021

Controlled Pyroshock Test Transients Can Be Used To Better Match Operational Shock Transients and Reduce Artificial Pyroshock Test Failures [Slides]

Shock analysis is typically done via SRS (shock response spectrum). Oftentimes shock analysis is not performed because most loads specifications only supply SRS requirements with no representative shock transients that can be used for analysis. SRS analysis is too conservative. There is no structural dynamics involved as all modes are assumed to have peak responses simultaneously and in-phase with each other. It is possible that all other loads and combination of loads show the design to be good, whereas SRS analysis (1000 g’s are involved) results may require redesign. Multiple shock transients can satisfy a SRS, yet most loads documents don’t provide a representative shock transient that could be used for shock analysis. Shock testing is less common than harmonic and random vibration testing. Engineers typically go into shock tests with very little knowledge of what to expect. A pass/fail type of approach with very little engineering done to prepare for the test or to control the type of shock transient is used. Most engineers will not model the shock test fixture due to lack of knowledge about the details of the test setup. Shock analysis and testing is often an open loop type situation with no test setup modeling, no test correlation, and no control over the test shock transient. In this work, if we can create applied test force transient that comes close to matching calculated force transient then a more reasonable acceleration transient will be created at the test reference accelerometer that better matches operational shocks.

42 ENGINEERING↗
DOE OSTI2016

Evaluation of fuel-borne sodium effects on a DOC-DPF-SCR heavy-duty engine emission control system: Simulation of full-useful life

Here we report that for renewable fuels to displace petroleum, they must be compatible with emissions control devices. Pure biodiesel contains up to 5 ppm Na + K and 5 ppm Ca + Mg metals, which have the potential to degrade diesel emissions control systems. This study aims to address these concerns, identify deactivation mechanisms, and determine if a lower limit is needed. Accelerated aging of a production exhaust system was conducted on an engine test stand over 1001 h using 20% biodiesel blended into ultra-low sulfur diesel (B20) doped with 14 ppm Na. This Na level is equivalent to exposure to Na at the uppermost expected B100 value in a B20 blend for the system full-useful life. During the study, NOx emissions exceeded the engine certification limit of 0.33 g/bhp-hr before the 435,000-mile requirement. Replacing aged diesel oxidation catalyst (DOC), diesel particulate filter (DPF), and selective catalytic reduction (SCR) devices with new degreened parts showed that each device contributed equally to the NOx increase. Following this systems-based evaluation, a detailed investigation of the individual components was completed. Na was determined to have minimal impact on DOC activity. For this system, it is estimated that B20-Na resulted in 50% more ash into the DPF. However, the Na did not diffuse into the cordierite DPF nor degrade its mechanical properties. The SCR degradation was found to be caused by a small amount of precious group metals (PGM) contamination that increased NH3 oxidation, and lowered NOx reduction. Therefore, we determined that the primary effect of Na in this study is through increased ash in the DPF rather than deactivation of the catalytic activity.

42 ENGINEERING↗
DOE OSTI2017

A Framework for Quantifying Measurement Uncertainties and Uncertainty Propagation in HCCI/LTGC Engine Experiments

In this study, a framework for estimating experimental measurement uncertainties for a Homogenous Charge Compression Ignition (HCCI)/Low-Temperature Gasoline Combustion (LTGC) engine testing facility is presented. Detailed uncertainty quantification is first carried out for the measurement of the in-cylinder pressure, whose variations during the cycle provide most of the information for performance evaluation. Standard uncertainties of other measured quantities, such as the engine geometry and speed, the air and fuel flow rate and the intake/exhaust dry molar fractions are also estimated. Propagating those uncertainties using a Monte Carlo simulation and Bayesian inference methods then allows for estimation of uncertainties of the mass-average temperature and composition at IVC and throughout the cycle; and also of the engine performances such as gross Integrated Mean Effective Pressure, Heat Release and Ringing Intensity. Throughout the analysis, nominal values for uncertainty inputs were taken from a well-characterized engine test facility. However, the analysis did not take into account the calibration practice of experiments run in that facility and the resulting uncertainty values are therefore not indicative of the expected accuracy of those experimental results. A future study will employ the methodology developed here to explore the effects of different calibration methods on the different uncertainty values in order to evaluate best practices for accurate engine measurements.

02 PETROLEUM↗
DOE OSTI2024

Engineering-Scale Testing of the Biphasic Solvent Based CO 2 Absorption Capture Technology at a Covanta Waste-to-Energy Facility

The original goals of this project were to advance the development and demonstration of the Biphasic CO 2 Absorption Process (BiCAP) technology for CO 2 capture from waste-to-energy (WTE) generation at a 2.5 tonne per day (TPD) engineering scale. This project has primarily focused on the basic design of the 2.5 TPD pilot system within the inside battery limits pertaining to CO 2 capture. The project also conducted a preliminary techno-economic analysis (TEA) for BiCAP at a scale of 100,000 tonne per year (TPY) of CO 2 capture and a preliminary life cycle analysis (LCA) with a primary focus on the environmental impacts related to global warming potential.

09 BIOMASS FUELS↗
DOE OSTI2017

Ideal MHD stability and characteristics of edge localized modes on CFETR

Investigation on the equilibrium operation regime, its ideal magnetohydrodynamics (MHD) stability and edge localized modes (ELM) characteristics is performed for the China Fusion Engineering Test Reactor (CFETR). The CFETR operation regime study starts with a baseline scenario (R = 5.7 m, B T = 5 T) derived from multi-code integrated modeling, with key parameters ${{\beta }_{{\rm N}}},{{\beta }_{{\rm T}}},{{\beta }_{{\rm p}}}$ varied to build a systematic database. These parameters, under profile and pedestal constraints, provide the foundation for the engineering design. The long wavelength low-n global ideal MHD stability of the CFETR baseline scenario, including the wall stabilization effect, is evaluated by GATO. It is found that the low-n core modes are stable with a wall at r/a = 1.2. An investigation of intermediate wavelength ideal MHD modes (peeling ballooning modes) is also carried out by multi-code benchmarking, including GATO, ELITE, BOUT++ and NIMROD. A good agreement is achieved in predicting edge-localized instabilities. Nonlinear behavior of ELMs for the baseline scenario is simulated using BOUT++. A mix of grassy and type I ELMs is identified. When the size and magnetic field of CFETR are increased (R = 6.6 m, B T = 6 T), collisionality correspondingly increases and the instability is expected to shift to grassy ELMs.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗