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A shaped charge produces a constant velocity jet. The shaped charge is comprised of individual modules which can be assembled to produce a constant velocity jet of arbitrary length. The resulting jet speed is approximately twice the detonation velocity and independent of the liner material. The modular design also allows different liner materials to be used sequentially in the same jet.
Here this article demonstrates the process and characterization of additively manufactured polymer-matrix magnetic nanocomposites. These nanocomposites are composed of nickel-zinc ferrite (Ni 0.5 Zn 0.5 Fe 2 O 4 ) nanoparticles in a polyimide matrix. These materials are printed using multimaterial aerosol jet printing where aerosols of nickel-zinc ferrite and polyimide inks are mixed in place to fabricate structures with nonunity relative permeability. To characterize these materials, we use energy-dispersive X-ray spectroscopy to estimate the content of ferrite in the composite, fitted simulation models, and ring resonator measurements to estimate the permeability. In fully aerosol jet printed 1-mm 2 inductors, we demonstrate an increase in inductance density of 40% in a 4.5-turn microstrip spiral inductor using this printed composite. These fully printed inductors demonstrate an inductance density of 4.2-nH/mm 2 . EDS analysis shows films with 18 wt.% Ni 0.5 Zn 0.5 Fe 2 O 4 . Finally, we show microstrip transmission lines on printed composite compared to the same on polyimide subjected to a dc magnetic bias, displaying a magnetic resonance behavior.
Dimension accuracy, damage minimization, and defect detection are essential in manufacturing processes, especially additive manufacturing. These types of challenges may arise either during the manufacture of a product or its use. The repeatability of the process is vital in additive manufacturing systems. However, human users may lose concentration and, thus, would be a great alternative as an assistant. Depending on the nature of work, a robot’s fingers might vary, for example, mechanical, electrical, vacuum, two-fingers, and three-fingers. In addition, the end effector plays a vital role in picking up an object in the advanced manufacturing process. However, inbuilt robotic fingers may not be appropriate in different production environments. In this research presented here considering metal binder jet additive manufacturing, the two-finger end- effectors are proposed design, analysis, and experiment to pick up an object after completing the production process from a specific location. The final designs were further printed by using a 3D metal printer and installed in the existing robotic systems. These new designs are used successfully to hold the object from the specific location by reducing the contact force that was not possible with the previously installed end effector's finger. In addition, a numerical study was conducted in order to compare the flowability of the geometric shape of finger's free areas.
Soot particles and their precursor polycyclic aromatic hydrocarbon (PAH) species, formed during combustion, are responsible for particulate emissions in gasoline direct injection (GDI) engines. To better understand the effects of fuel composition on formation of soot in GDI engines, the pyrolysis of several gasoline surrogates was studied in a jet-stirred reactor across a broad temperature range at atmospheric pressure and 1 s residence time. Fuel and intermediate species, including aromatics up to naphthalene, were measured using gas chromatography (GC). PAH concentrations from pyrolysis of surrogate fuels were compared to gain insight into the effects of fuel composition on PAH formation. In addition, synergistic effects were observed in pyrolysis experiments of binary blends. A detailed kinetic model, recently developed at Lawrence Livermore National Laboratory (LLNL), successfully captured the effects of blending and the concentration of major PAHs. Major reaction pathways are discussed, as well as the role of important intermediate species, such as acetylene, and resonantly stabilized radicals such as allyl, propargyl, cyclopentadienyl, and benzyl in the formation of PAH.
Abstract The recently developed integrated model based on engineering parameters (IMEP) (Luda et al 2020 Nucl. Fusion 61 126048; Luda et al 2021 Nucl. Fusion 60 036023), so far validated on ASDEX Upgrade, has been tested on a database of 3 Alcator C-Mod and 55 JET-ILW ELMy (type I) H-mode stationary phases. The empirical pedestal transport model included in IMEP, consisting now of imposing a fixed value of R < ∇ T e > / T e , t o p = − 82.5 , allows an accurate prediction of the pedestal top temperature (when the pedestal top density is fixed to the experimental measurements) across these three machines with different sizes, when the pedestal is peeling–ballooning (PB) limited. Cases far from the ideal PB boundary, corresponding to high edge Spitzer resistivity, are instead strongly overpredicted by IMEP. A comparison between the predictions of Europed and IMEP for a subset of JET-ILW cases shows that IMEP can more accurately reproduce the experimental pedestal width. This allows IMEP to better capture profile effects on the pedestal stability, and therefore to correctly describe the negative effect of fueling on the pedestal pressure for PB limited cases. A strong correlation between the separatrix density and the fueling rate has been identified for a subset of JET-ILW cases, when taking into account different divertor configurations. Overall, these promising results encourage further developments of integrated models to obtain reliable predictions of pedestal and global confinement using only engineering parameters for present and future machines.
Abstract Blazars are active galactic nuclei with their relativistic jets pointing toward the observer, comprising two major subclasses, flat-spectrum radio quasars (FSRQs) and BL Lac objects. We present multiwavelength photometric and spectroscopic monitoring observations of the blazar B2 1420+32, focusing on its outbursts in 2018–2020. Multiepoch spectra show that the blazar exhibited large-scale spectral variability in both its continuum and line emission, accompanied by dramatic gamma-ray and optical variability by factors of up to 40 and 15, respectively, on week to month timescales. Over the last decade, the gamma-ray and optical fluxes increased by factors of 1500 and 100, respectively. B2 1420+32 was an FSRQ with broad emission lines in 1995. Following a series of flares starting in 2018, it transitioned between BL Lac and FSRQ states multiple times, with the emergence of a strong Fe pseudocontinuum. Two spectra also contain components that can be modeled as single-temperature blackbodies of 12,000 and 5200 K. Such a collection of “changing-look” features has never been observed previously in a blazar. We measure gamma-ray–optical and interband optical lags implying emission-region separations of less than 800 and 130 gravitational radii, respectively. Since most emission-line flux variations, except the Fe continuum, are within a factor of 2–3, the transitions between FSRQ and BL Lac classifications are mainly caused by the continuum variability. The large Fe continuum flux increase suggests the occurrence of dust sublimation releasing more Fe ions in the central engine and an energy transfer from the relativistic jet to subrelativistic emission components.
For safety purposes, reliable reignition of aircraft engines in the event of flame blow-out is a critical requirement. Typically, an external ignition source in the form of a spark is used to achieve a stable flame in the combustor. However, such forced turbulent ignition may not always successfully relight the combustor, mainly because the state of the combustor cannot be precisely determined. Uncertainty in the turbulent flow inside the combustor, inflow conditions, and spark discharge characteristics can lead to variability in sparking outcomes even for nominally identical operating conditions. Prior studies have shown that of all the uncertain parameters, turbulence is often dominant and can drastically alter ignition behavior. For instance, even when different fuels have similar ignition delay times, their ignition behavior in practical systems can be completely different. In practical operating conditions, it is challenging to understand why ignition fails and how much variation in outcomes can be expected. The focus of this work is to understand relight variability induced by turbulence for two different aircraft fuels, namely Jet-A and a variant named C1. A detailed, previously developed simulation approach is used to generate a large number of successful and failed ignition events. Using this data, the cause of misfire is evaluated based on a discriminant analysis that delineates the difference between turbulent initial conditions that lead to ignition or failure. From the discriminant analysis, a compressed sensing algorithm is then applied to help pinpoint the locations of relevant turbulent features. Findings from the discriminant analysis are confirmed with the time history of near kernel properties. Next, a clustering strategy is used to identify ignition and misfire modes. With this approach, it was determined that the cause of ignition failure is different for the two fuels. While it was found that Jet-A is influenced by fuel entrainment, C1 was found to be more sensitive to small scale turbulence features. Finally, a larger variability is found in the ignition modes of C1, which can be subject to extreme events induced by kernel breakdown.
With a view towards renewable feedstock while decreasing the CO2 footprint associated with jet travel, biofuels are receiving increasing interest. Presented here is an overview of non-volatile particulate matter (nvPM) emissions, i.e. “soot” as gauged by varied TEM analyses for a J-85 turbojet fueled with Jet-A as well as with blends of Jet-A using Camelina biofuel. A unifying explanation is provided encompassing fuels and spanning length scales across three orders of magnitude. The variation of primary particle size, aggregate size and nanostructure are analyzed as a function of biofuel blend across range of engine thrust levels. The postulate is based on where fuels start along the soot formation pathway. Increasing biofuel content lowers aromatic concentration while placing increasing dependence upon fuel pyrolysis reactions to form the requisite concentration of aromatics for particle inception and growth. The required “kinetic” time for pyrolysis reactions to produce benzene and multi-ring PAHs allows increased fuel-air mixing by turbulence, diluting the fuel-rich soot-forming regions, effectively lowering their equivalence ratio. With a lower precursor concentration, particle inception is slowed, the resulting concentration of primary particles is lowered and smaller aggregates. The lower equivalence ratio also results in smaller primary particles given the lower concentration of growth species.
With the recent advances of direct injection (DI) technology, introducing hydrogen into the combustion chamber through DI is being considered as a viable approach to circumvent backfire and pre-ignition encountered in early generations of hydrogen engines. As part of a broader vision to develop a robust numerical model to study hydrogen spark ignition (SI) combustion in internal combustion (IC) engines, the present numerical investigation focuses on mixture preparation in a hydrogen DI SI engine. This study is carried out with a single hole injector with gaseous hydrogen injected at 100 bar injection pressure. Simulations are carried out for high and low tumble configurations and validated against optical data acquired from planar laser induced fluorescence (PLIF) measurements. Varying mesh configurations are investigated for the impact on in-cylinder mixture distribution. A particular emphasis is placed on the effect of nozzle geometry and mesh orientation near the wall. Overall, the computational model is found to predict the mixture distribution in the combustion cylinder reasonably well. The results showed that the alignment of mesh with the flow direction is important to achieve good agreement between numerical analysis and optical measurement data.
The spatial and temporal locations of autoignition for direct-injection compression-ignition engines depend on fuel chemistry, temperature, pressure, and mixing trajectories in the fuel jets. Dual-fuel systems can provide insight into both fuel-chemistry and physical effects by varying fuel reactivities and engine operating conditions. In this context, the spatial and temporal progression of two-stage autoignition of a diesel-fuel surrogate, n-heptane, in a lean-premixed charge of synthetic natural-gas (NG) and air is imaged in an optically accessible heavy-duty diesel engine. The lean-premixed charge of NG is prepared by fumigation upstream of the engine intake manifold. Optical diagnostics include high-speed (15kfps) cool-flame chemiluminescence-imaging as an indicator of low-temperature heat-release (LTHR) and OH* chemiluminescence-imaging as an indicator high-temperature heat-release (HTHR). NG prolongs the ignition delay of the pilot fuel and increases the combustion duration. Zero-dimensional chemical-kinetics simulations provide further understanding by replicating a Lagrangian perspective for mixtures evolving along streamlines originating either at the fuel nozzle or in the ambient gas, for which the pilot-fuel concentration is either decreasing or increasing, respectively. The zero-dimensional simulations predict that LTHR initiates most likely on the air streamlines before transitioning to HTHR, either on fuel-streamlines or on air-streamlines in regions of near-constant φ. Due to the relatively short pilot-fuel injection-durations, the transient increase in entrainment near the end of injection (entrainment wave) is important for quickly creating auto-ignitable mixtures. To achieve desired combustion characteristics, e.g., multiple ignition-kernels and favorable combustion phasing and location (e.g., for reducing wall heat-transfer or optimizing charge stratification), adjusting injection parameters could tailor mixing trajectories to offset changes in fuel ignition chemistry.
Here, proper scaling for the mean transverse flow and Reynolds shear stress in a turbulent plane jet is determined using a scaling patch approach. By seeking an admissible scaling, a key concept in the scaling patch approach, for the mean continuity equation, a proper scale for the mean transverse flow in a turbulent plane jet is found as V ref = –δdU ctr /dx, where δ is the jet half width and dU ctr /dx is the decay rate of the mean axial velocity at the jet centerline. By seeking an admissible scaling for the mean axial momentum equation, a proper scale for the kinematic Reynolds shear stress is found as R uv,ref =U ctr V ref , which is a mix of the velocity scales in the axial and transverse directions. Approximation functions for the scaled mean transverse flow and Reynolds shear stress are developed and found to agree well with experimental and numerical data. Similarities and differences between the scales of the mean transverse flow and Reynolds shear stress in turbulent plane jets and zero-pressure-gradient turbulent boundary layer flows are clarified.
This project explored advanced ignition technologies to significantly enhance efficiency and reduce operating costs for heavy-duty natural gas engines operating at stoichiometric conditions, while meeting ultra-low NOx emission standards. The main goal was to develop and validate a plasma-assisted pre-chamber ignition system that could deliver at least a 2% increase in brake thermal efficiency (BTE) and a 4% decrease in total cost of ownership (TCO) compared to a typical multi-cylinder engine with three-way catalyst aftertreatment, ensuring compatibility with the expected 2027 EPA/CARB regulations. In the first half of the project, the research team concentrated on developing and testing plasma-assisted pre-chamber ignition using nanosecond pulsed discharges. Extensive experiments were conducted in an optically accessible rapid-compression and expansion machine, a constant-volume chamber, and an optical single-cylinder engine. Experiments were coupled with CFD simulations. The work produced unique insights into pre-chamber flame formation, jet ignition, dilution effects, and flame quenching at pressures, temperatures, and dilution levels relevant to engines. Although plasma-assisted ignition showed promise in controlled lab settings, the research also identified fundamental and practical challenges when applying this technology to real engine conditions. Midway through the project, a crucial pivot was made, guided by three key findings. First, the power electronics required for nanosecond plasma discharges were found to be too costly for commercial use, undermining the project’s cost-of-ownership goals. Second, nanosecond plasma ignition was highly sensitive to turbulent flow in the pre-chamber, resulting in lower ignition reliability than traditional spark under engine-like conditions. Third, achieving a truly diffuse low-temperature plasma at high pressures near top dead center was not possible, reducing the anticipated chemical enhancement benefits. These results collectively suggested that continuing with plasma-assisted ignition was unlikely to meet both efficiency and cost objectives. In response, the project shifted focus to a more realistic approach: enhancing traditional spark-based pre-chamber ignition with significantly less spark energy. Using insights gained earlier in the project, the team redesigned the pre-chamber to maintain high dilution tolerance and quick combustion, even with lower ignition energy. Testing confirmed that with optimized pre-chamber design and combustion timing, a lower-energy spark could reliably ignite highly diluted stoichiometric mixtures, reduce burn time, and boost thermal efficiency. Final engine testing and techno-economic analysis verified that this revised approach successfully achieved the project goals. The optimized pre-chamber ignition system provided over a 2% increase in calculated brake thermal efficiency compared to the baseline engine. Notably, the lower ignition energy and simplified hardware reduced component stress, extended maintenance intervals, and lowered the total cost of ownership. When used with stoichiometric operation and traditional three-way aftertreatment, the system remained compatible with near-zero NOx emissions targets without increasing cost or complexity in the emissions control system. In summary, although the project deviated from its initial plasma-assisted ignition idea, the work produced a more practical and commercially viable solution. The results show that precisely optimized, low-energy pre-chamber spark ignition can significantly improve efficiency and reduce overall ownership costs for heavy-duty natural gas engines. This directly aligns with DOE goals for cleaner, more efficient, and cost-effective transportation technologies.
An internal combustion engine system includes an engine housing having a combustion cylinder, and a piston movable within the combustion cylinder to increase a pressure therein to an autoignition threshold for injected fuel. The piston includes a piston crown having a combustion face forming a combustion bowl, and varied in profile to form jet-jet interaction limiters at locations offset from fuel spray jet paths from a fuel injector. The jet-jet interaction limiters include a bowl component and a step component protruding, respectively, within the combustion bowl and a step located transitioning between the combustion bowl and a circumferential rim of the piston. Limiting jet-jet interaction limits soot production in exhaust produced by the engine.
Cold-start operation in spark ignition engines is characterized by many drawbacks such as poor fuel vaporization, substantial wall film formation, and weak ignition which can result in unstable combustion and high concentrations of carbon monoxide (CO), nitrogen oxides (NOx), and unburnt hydrocarbons (UHC) prior to catalyst light-off. These challenges are particularly important for ethanol as the fuel’s high latent heat of vaporization and low vapor pressure can hinder reliable ignition during cold-start. In this context, passive prechamber ignition systems offer a viable pathway to improve ignitability by producing hot turbulent jets that can promote combustion in the main chamber. In this study, the influence of operating conditions on jet formation and combustion characteristics in an ethanol-fueled passive prechamber spark ignition engine is investigated. Two intake pressures (40 kPa and 60 kPa) and two engine speeds (450 and 600 rpm) are studied to represent various stages of the cold-start ramp-up. Results indicate that lower intake pressures lead to delayed and asymmetric turbulent jet formation, and lower peak heat release rates. Lower engine speeds, on the other hand, produced higher peak heat release and faster combustion due to greater residence time in the engine. This greater residence time also increases the likelihood of autoignition in the main chamber, potentially promoting quicker heat release for lower engine speeds. These results provide insight into the role of operating conditions on cold-start ramp-up of passive prechamber engines.
The demand for printed electronics over conventional electronics is growing each year due to their low costs, low material waste during manufacturing, and compatibility with flexible substrates. The development of inks for printed electronics is a challenge because each printing technology requires different viscosities and curing behaviors to create devices with controlled structures at the micron scale, or smaller. Carbon is a great candidate for fabricating printed electronics devices because it is inexpensive and earth abundant, easily functionalized to impart miscibility with solvent systems, and has electrical properties that can be tuned from insulating to conducting. Despite these advantages, carbons are rarely used for printed electronics because there is a scarcity of inks available for non-contact printing technologies. To address these challenges, the National Energy Technology Laboratory (NETL) will collaborate with the University of Massachusetts Lowell (Participant) through its Printed Electronics Research Collaborative (PERC) to develop engineered carbons and ink formulations optimized specifically for printing radio- and microwave-frequency electronic devices using ink jet, aerosol jet, syringe dispensing, and other additive manufacturing techniques. NETL will process coal, petroleum, and other carbon feedstocks to make engineered carbons with the appropriate composition, microstructure, surface functionalization, and particle morphologies needed to stabilize ink suspensions and impart useful electronic properties to printed devices. The University of Massachusetts Lowell will utilize these engineered carbons to determine which solvent systems and ink additives are needed to achieve the appropriate viscosity, stability, and printability to make useful ink formulations. The University of Massachusetts Lowell will then utilize these inks to manufacture printed resistors and conductors using inkjet, aerosol jet, and syringe dispensing printing methods and will characterize device performance using four-point probe resistivity measurements, contact angle measurements to assess wettability, adhesion evaluation to various substrates, and focused ion beam and scanning electron microscopy for surface and density investigations of printed devices.
There is an imminent need to displace fossil diesel fuel with cleaner burning, domestically produced, renewable fuels for use in heavy-duty engines. Bioethanol is a prime candidate as it widely adopted in the U.S. as a gasoline additive ranging in volume percentage from 10% (E10) up to 85% (E85). Direct substitution of market available ethanol-gasoline blends for diesel fuel is not plausible as the stark reactivity differences would not constitute the same ignition quality nor achieve auto-ignition at all. This work focuses on the development of prechamber enabled mixing-controlled combustion (PC-MCC) as an advanced combustion strategy to facilitate reliable ignition and diffusion style combustion ethanol-gasoline fuel blends. PC-MCC involves integration of an actively fueled prechamber (PC) into a conventional compression ignition combustion system. When ignited, the PC ejects hot turbulent jets into the main combustion chamber that then interact with the direct injected fuel, prompting immediate ignition. The PC jet flames provide a robust thermal ignition source that allows the engine to operate agnostic of fuel composition, or flex-fuel. Computational fluid dynamics (CFD) modeling was used to assess critical design features of the PC while garnering insights into the ignition strategies that facilitate robust performance. A key finding was the ignition performance benefits of fuel-rich PC operation which yield exothermic jets. Based on the numerical findings, a prototype igniter was tested experimentally on both single and multi-cylinder engine platforms at a variety of operating conditions. The experimental results indicate flex-fuel PC-MCC is well capable of diesel-like combustion processes by demonstrating matched or improved gross thermal efficiencies and load variability within 2%. Fuel grade ethanol (E98) exhibited consistently lower NOx and immeasurable soot across the load space. E98 also demonstrated a significant improvement in thermal efficiency at light loads.