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DOE OSTI2023

High-Fidelity Energy Deposition Ignition Model Coupled with Flame Propagation Models at Engine-like Flow Conditions

With the heightened pressure on car manufacturers to increase the efficiency and reduce the carbon emissions of their fleets, more challenging engine operation has become a viable option. Highly dilute, boosted, and stratified charge, among others, promise engine efficiency gains and emissions reductions. At such demanding engine conditions, the spark-ignition process is a key factor for the flame initiation propagation and the combustion event. From a computational standpoint, there exist multiple spark-ignition models that perform well under conventional conditions but are not truly predictive under strenuous engine operation modes, where the underlying physics needs to be expanded. In this paper, a hybrid Lagrangian-Eulerian spark-ignition (LESI) model is coupled with different turbulence models, grid sizes, and combustion models. The ignition model, previously developed, relies on coupling Eulerian energy deposition with a Lagrangian particle evolution of the spark channel, at every time-step. The spark channel is attached to the electrodes and allowed to elongate at a speed derived from the flow velocity. The LESI model is used to simulate spark ignition in a nonquiescent crossflow environment at engine-like conditions, using converge commercial computational fluid dynamics (CFD) solver. The results highlight the consistency, robustness, and versatility of the model in a range of engine-like setups, from typical with Reynolds-averaged Navier-Stokes (RANS) and a larger grid size to high fidelity with large-eddy simulation (LES) and a finer grid size. The flame kernel growth is then evaluated against Schlieren images from an optical constant volume ignition chamber with a focus on the performance of flame propagation models, such as G-equation and thickened flame model, versus the baseline well-stirred reactor model. Finally, future development details are discussed.

Advanced ignition modeling↗

NASA NTRS2001

Optical Diagnosis of Gas Turbine Combustors Being Conducted

Researchers at the NASA Glenn Research Center, in collaboration with industry, are reducing gas turbine engine emissions by studying visually the air-fuel interactions and combustion processes in combustors. This is especially critical for next generation engines that, in order to be more fuel-efficient, operate at higher temperatures and pressures than the current fleet engines. Optically based experiments were conducted in support of the Ultra-Efficient Engine Technology program in Glenn's unique, world-class, advanced subsonic combustion rig (ASCR) facility. The ASCR can supply air and jet fuel at the flow rates, temperatures, and pressures that simulate the conditions expected in the combustors of high-performance, civilian aircraft engines. In addition, this facility is large enough to support true sectors ("pie" slices of a full annular combustor). Sectors enable one to test true shapes rather than rectangular approximations of the actual hardware. Therefore, there is no compromise to actual engine geometry. A schematic drawing of the sector test stand is shown. The test hardware is mounted just upstream of the instrumentation section. The test stand can accommodate hardware up to 0.76-m diameter by 1.2-m long; thus sectors or small full annular combustors can be examined in this facility. Planar (two-dimensional) imaging using laser-induced fluorescence and Mie scattering, chemiluminescence, and video imagery were obtained for a variety of engine cycle conditions. The hardware tested was a double annular sector (two adjacent fuel injectors aligned radially) representing approximately 15 of a full annular combustor. An example of the two-dimensional data obtained for this configuration is also shown. The fluorescence data show the location of fuel and hydroxyl radical (OH) along the centerline of the fuel injectors. The chemiluminescence data show C2 within the total observable volume. The top row of this figure shows images obtained at an engine low-power condition, and the bottom row shows data from a higher power operating point. The data show distinctly the differences in flame structure between low-power and high-power engine conditions, in both location and amount of species produced (OH, C2) or consumed (fuel). The unique capability of the facility coupled with its optical accessibility helps to eliminate the need for high-pressure performance extrapolations. Tests such as described here have been used successfully to assess the performance of fuel-injection concepts and to modify those designs, if needed.

Hicks, Yolanda R.↗

NASA NTRS1979

The NASA Aircraft Energy Efficiency program

A review is provided of the goals, objectives, and recent progress in each of six aircraft energy efficiency programs aimed at improved propulsive, aerodynamic and structural efficiency for future transport aircraft. Attention is given to engine component improvement, an energy efficient turbofan engine, advanced turboprops, revolutionary gains in aerodynamic efficiency for aircraft of the late 1990s, laminar flow control, and composite primary aircraft structures.

Klineberg, J. M.↗

DOE OSTI2018

HIGH-STRENGTH LIGHTWEIGHT ENGINES FOR HEAVY-DUTY DIESEL TRUCKS

This project with Cummins supports the development of next generation heavy duty diesel engines that can achieve a 50% or better Break Thermal Efficiency (BTE). The fuel efficiency roadmap for the 50% BTE engine considers six main areas for efficiency improvement in the baseline engine, several of which involve making more efficient use of thermal energy (heat) in the engine. Increased operating temperatures and improved thermal management are expected to enable significant increases in $power$ $density$, thus resulting in greater power output for the same sized engine or engine downsizing (or light weighting) for the same power output. However, it has become apparent that several key components will be exposed to temperatures beyond the capabilities of current engine and exhaust materials, requiring the availability of the next generation of high temperature materials to allow the engine to reach the targeted efficiencies, commercially viable durability, and emission targets. The objective of this project was to identify and/or develop key materials, and evaluate their critical properties to enable the design and development of a lightweight, higher efficiency engine, with enhanced temperature capability and reduced heat-loss to the atmosphere in order to facilitate waste heat recovery and improved efficiency. An increase in the temperature capability of exhaust manifold materials, and piston materials were identified as having a positive influence on the efficiency of the next generation diesel engines. Since the current materials (High SiMo cast irons used in exhaust manifolds, and 4140 steel in pistons) are already operating near their limits of their temperature and strength capabilities, it was determined that new materials with the right combination of properties are required for these components. Oxidation and constrained thermal fatigue tests were used to down-select CF8C plus (CF8CP), a cast austenitic stainless steel, for exhaust manifolds capable of operating at higher temperatures. A prototype exhaust manifold was fabricated using CF8CP and successfully tested in a marine engine. A functionally graded multiple-layer thermal barrier coating system was designed with four layers of mixed bondcoat alloy (NiCoCrAlYHfSi) and yttria stabilized zirconia (YSZ) and was shown to reduce the effective thermal conductivity of the coating-substrate (steel and Ti-6Al-4V) system. The graded alloy and YSZ mixture were intended to achieve better match of thermal expansion coefficient (CTE) and minimize thermal stresses. Such coatings can increase the temperature capability of pistons fabricated from steel and Ti-alloys. Effect of oil additives and friction conformal contact friction tests showed there was a 15-30% reduction in friction by the polymer-graphite composite coating compared to the uncoated steel piston. Standalone Mn-P coating had little beneficial impact. Changing the oil from CJ-4 to PC-11 had little impact on the friction behavior in boundary lubrication. Wear behavior was tested under a point contact configuration with a high contact pressure. The candidate CK-4 oil showed similar or slightly better lubricity compared to the CJ-4 oil while the candidate FA-4 oil decisively increased the piston skirt wear. Although both coatings prevented scuffing failure observed for the uncoated steel skirt in a base oil without an additive package, they surprisingly caused a higher piston wear rate when tested in any of the fully formulated engine oil. The detrimental impact was attributed to the Mn-P film, either as a standalone coating, or a coating interlayer. The porous and brittle Mn-P film was broken during the wear test and the released hard Mn-P grains are suspected to cause third-body abrasion to accelerate the wear process. This work also evaluated the feasibility of developing an improved high temperature, low mass, cost-neutral turbocharger compressor wheel for heavy-duty engine applications from TiAl using additive manufacturing, utilizing its unique ability to fabricate high strength, low weight structures. This work has shown that the phase transforming nature of the TiAl alloys enable obtaining equiaxed microstructures in the as-built state without the need for tedious beam parameter manipulations. The HIPed structures have good RT tensile properties that will enable them to be surface machined to the required tolerance that can 2 then be heat treated to obtain the desired microstructures. Additionally, the negligible residual stresses stemming from the high build chamber temperatures ensure the parts are formed without cracks (one of the major issues in traditional manufacturing of these intermetallics).

33 ADVANCED PROPULSION SYSTEMS↗

NASA NTRS1995

Thermal barrier coatings application in diesel engines

Commercial use of thermal barrier coatings in diesel engines began in the mid 70's by Dr,. Ingard Kvernes at the Central Institute for Industrial Research in Oslo, Norway. Dr. Kvernes attributed attack on diesel engine valves and piston crowns encountered in marine diesel engines in Norwegian ships as hot-corrosion attributed to a reduced quality of residual fuel. His solution was to coat these components to reduce metal temperature below the threshold of aggressive hot-corrosion and also to provide protection. The Department of Energy has supported thermal barrier coating development for diesel engine applications. In the Clean Diesel - 50 Percent Efficient (CD-50) engine for the year 2000, thermal barrier coatings will be used on piston crowns and possibly other components. The primary purpose of the thermal barrier coatings will be to reduce thermal fatigue as the engine peak cylinder pressure will nearly be doubled. As the coatings result in higher available energy in the exhaust gas, efficiency gains are achieved through use of this energy by turbochargers, turbocompounding or thermoelectric generators.

Fairbanks, J. W.↗

NASA NTRS1995

Thermal barrier coatings application in diesel engines

Commercial use of thermal barrier coatings in diesel engines began in the mid 70's by Dr. Ingard Kvernes at the Central Institute for Industrial Research in Oslo, Norway. Dr. Kvernes attributed attack on diesel engine valves and piston crowns encountered in marine diesel engines in Norwegian ships as hot-corrosion attributed to a reduced quality of residual fuel. His solution was to coat these components to reduce metal temperature below the threshold of aggressive hot-corrosion and also provide protection. Roy Kamo introduced thermal barrier coatings in his 'Adiabatic Diesel Engine' in the late 70's. Kamo's concept was to eliminate the engine block water cooling system and reduce heat losses. Roy reported significant performance improvements in his thermally insulated engine at the SAE Congress in 1982. Kamo's work stimulates major programs with insulated engines, particularly in Europe. Most of the major diesel engine manufacturers conducted some level of test with insulated combustion chamber components. They initially ran into increased fuel consumption. The German engine consortium had Prof. Woschni of the Technical Institute in Munich. Woschni conducted testing with pistons with air gaps to provide the insulation effects. Woschni indicated the hot walls of the insulated engine created a major increase in heat transfer he refers to as 'convection vive.' Woschni's work was a major factor in the abrupt curtailment of insulated diesel engine work in continental Europe. Ricardo in the UK suggested that combustion should be reoptimized for the hot-wall effects of the insulated combustion chamber and showed under a narrow range of conditions fuel economy could be improved. The Department of Energy has supported thermal barrier coating development for diesel engine applications. In the Clean Diesel - 50 Percent Efficient (CD-50) engine for the year 2000, thermal barrier coatings will be used on piston crowns and possibly other components. The primary purpose of the thermal barrier coatings will be to reduce thermal fatigue as the engine peak cylinder pressure will nearly be doubled. As the coatings result in higher available energy in the exhaust gas, efficiency gains are achieved through use of this energy by turbochargers, turbocompounding or thermoelectric generators.

Fairbanks, J. W.↗

DOE OSTI2022

Historical review and proof-of-concept future method demonstration of adaptive mesh refinement in nuclear engineering for increased fidelity and computational efficiency

As the nuclear industry's use of computational tool increases, the need for increased fidelity and computational efficiency is well known. While most approaches to increased fidelity rely on applying a fine mesh over the problem domain, a more efficient method is to apply an adaptive mesh refinement (AMR) algorithm to the mesh definition. In the field of nuclear engineering, AMR has previously been used in conjunction with deterministic methods, including: S{sub N} transport methods, Lattice Boltzmann Methods, and COMSOL. The future of AMR in nuclear engineering is to couple it to a Monte Carlo code with the goal of reducing calculation time. A proof-of-concept example yielded positive results for using the gradient of the flux as a refinement criteria. The refinement criteria was varied from 0.01 to 0.10, which yielded a recommended range of 0.01 to 0.04, and the number of refinement iterations was varied from 0 to 7, with diminishing returns seen after 5 iterations. After the success of the proof-of-concept exercise, work began on creating a full program coupling MCNP6.2 and the AMR algorithm in the deal.II library. (authors)

22 GENERAL STUDIES OF NUCLEAR REACTORS↗

DOE OSTI2018

SBIR Phase IIb: Onboard Implementation of an Ultra-Compact Hydrogen-Generator for Efficiency and Emissions Benefits in IC Engines

Explore the source record for details and available documents.

Hydrogen, Emissions Benefits, Lean Operation, Onbo↗

NASA NTRS2006

Heat Transfer and Fluid Dynamics Measurements in the Expansion Space of a Stirling Cycle Engine

The heater (or acceptor) of a Stirling engine, where most of the thermal energy is accepted into the engine by heat transfer, is the hottest part of the engine. Almost as hot is the adjacent expansion space of the engine. In the expansion space, the flow is oscillatory, impinging on a two-dimensional concavely-curved surface. Knowing the heat transfer on the inside surface of the engine head is critical to the engine design for efficiency and reliability. However, the flow in this region is not well understood and support is required to develop the CFD codes needed to design modern Stirling engines of high efficiency and power output. The present project is to experimentally investigate the flow and heat transfer in the heater head region. Flow fields and heat transfer coefficients are measured to characterize the oscillatory flow as well as to supply experimental validation for the CFD Stirling engine design codes. Presented also is a discussion of how these results might be used for heater head and acceptor region design calculations.

Jiang, Nan↗

NASA NTRS1984

OPTDES.BYU: An interactive optimization package with 2D/3D graphics

The use of the OPTDES.BYU package developed to assist the engineer in obtaining efficient designs is discussed. The package helps the engineer to perform the following fundamental tasks in the design process: (1) interfacing with existing analysis software; (2) defining and redefining the design problem; (3) searching for improved designs; and (4) interpreting results from the design process.

Balling, R. J.↗

NASA NTRS2001

Flow Range of Centrifugal Compressor Being Extended

General Aviation will benefit from turbine engines that are both fuel-efficient and reliable. Current engines fall short of their potential to achieve these attributes. The reason is compressor surge, which is a flow stability problem that develops when the compressor is subjected to conditions that are outside of its operating range. Compressor surge can occur when fuel flow to the engine is increased, temporarily back pressuring the compressor and pushing it past its stability limit, or when the compressor is subjected to inlet flow-field distortions that may occur during takeoff and landing. Compressor surge can result in the loss of an aircraft. As a result, engine designers include a margin of safety between the operating line of the engine and the stability limit line of the compressor. Unfortunately, the most efficient operating line for the compressor is usually closer to its stability limit line than it is to the line that provides an adequate margin of safety. A wider stable flow range will permit operation along the most efficient operating line of the compressor, improving the specific fuel consumption of the engine and reducing emissions. The NASA Glenn Research Center is working to extend the stable flow range of the compressor. Significant extension has been achieved in axial compressors by injecting air upstream of the compressor blade rows. Recently, the technique was successfully applied to a 4:1 pressure ratio centrifugal compressor by injecting streams of air into the diffuser. Both steady and controlled unsteady injection were used to inject air through the diffuser shroud surface and extend the range. Future work will evaluate the effect of air injection through the diffuser hub surface and diffuser vanes with the goal of maximizing the range extension while minimizing the amount of injected air that is required.

Skoch, Gary J.↗

NASA NTRS1984

Ceramic component development for the AGT101 gas turbine engine

Under DOE/NASA sponsorship, a team is developing the AGT101, a highly efficient gas turbine engine for automotive application. The regenerated engine will operate at a maximum of 1370 C (2500 F) and 100,000 rpm, and will utilize a variety of Si3N4, SiC, lithium aluminum silicate and ceramic fiber insulation components. Engine design has been performed to consider the fabrication and material characteristics of these ceramic materials for both the static and rotating hot section components. Component fabrication has been performed, components have been screened in thermal and mechanical tests, and initial engine testing has been performed.

Carruthers, W. D.↗

DOE OSTI2025

Genetically engineered poplar wood effectively enhances the efficiency of deep eutectic solvent-mediated one-pot processing

Although lignocellulosic biomass is a renewable resource with the potential to replace fossil-derived fuels and chemicals, its recalcitrance, largely due to lignin, limits its utilization. Recent advancements in genetic engineering have produced transgenic trees with reduced lignin content and/or modified lignin structure without compromising growth traits. Here, three engineered poplar varieties are evaluated as feedstocks using a biocompatible one-pot deep eutectic solvent-mediated process that integrates biomass fractionation and enzymatic saccharification within a single reactor, eliminating water washing and reconditioning. All transgenic poplars exhibit higher fermentable sugar yields than wild-type (WT) trees. Notably, QsuB poplar, incorporating 3,4-dihydroxybenzoate in lignin, achieves the highest glucose conversion yield of 91.3% (vs. 73.0% from WT). AT5 and MdCHS3 poplars, incorporating ferulate esters and naringenin, also demonstrate improved glucose yields (86.7 and 84.7%, respectively), confirming reduced biomass recalcitrance. Additionally, residual lignins are valorized via hydrogenolysis into phenolic compounds, with comparable alkylphenol production across all lines. These findings demonstrate that the transgenic poplar lines not only serve as superior feedstocks for sugar conversion but also provide a rich resource for phenolic compound production, enhancing the operational and economic viability of integrated biorefinery processes.

biomasses↗

NASA NTRS1982

Compression Ratio Adjuster

New mechanism alters compression ratio of internal-combustion engine according to load so that engine operates at top fuel efficiency. Ordinary gasoline, diesel and gas engines with their fixed compression ratios are inefficient at partial load and at low-speed full load. Mechanism ensures engines operate as efficiently under these conditions as they do at highload and high speed.

Akkerman, J. W.↗

DOE OSTI2021

Fuel Properties and Kinetics

The Co-Optimization of Fuels and Engines (CoOptima) program is focused on a two-pronged approach to develop new, lower net-carbon fuels and advanced engine technologies in tandem. This effort brings nine national labs and several university and industry partners together to simultaneously identify new fuel candidates and to further engine technology development in the light-, medium-, and heavy-duty vehicle sectors with a focus on fuel economy and emission reduction. The fuel properties and kinetics project is aimed at achieving a better understanding of fuel property kinetics and how they impact engine performance such that more efficient and lower emitting engines can be made a reality. Several promising biofuel candidates were identified through tiered screening approaches and were evaluated utilizing unique bench-scale measurement techniques. Kinetic models were developed to describe autoignition and soot pre-cursor formation mechanisms to identify the most promising candidates that advanced various combustion strategies.

ADVANCED PROPULSION SYSTEMS↗

NASA NTRSDate not supplied

NASA Small Engine Components Compressor Test Facility: High Efficiency Centrifugal Compressor Vaneless Diffuser and Transition Duct Configurations

The original vaned configuration of the High Efficiency Centrifugal Compressor (HECC) was developed with aggressive design targets to facilitate advancement of state-of-the-art technology in gas turbine compressors. This work documents modifications to the Small Engine Components Compressor Test Facility to support testing of the HECC vaneless diffuser and transition duct configurations, both of which are open geometries. These configurations were developed as follow-up studies to improve understanding of the differences between the predicted and actual performance of the original HECC vaned diffuser stage. Specifically, the vaneless diffuser was designed to provide the impeller with ideal exit conditions such that the impeller performance could be isolated from downstream stationary components, and the additively manufactured transition duct inlet configuration enables investigation into the effects of the inlet flow path on the stage performance. Features of note in the facility are active clearance control, bleed flow regulation, modular inlet configurations, and steady-state and fast-response instrumentation throughout the flow path. Details of the facility and instrumentation are presented as well as the baseline performance of the compressor stage. The geometry, performance, and detailed aerodynamic data have been made available to the public at https://storage.googleapis.com/heccdata/NASA-HECC-Data-Archive.zip.

centrifugal compressor↗

NASA NTRSDate not supplied

NASA Small Engine Components Compressor Test Facility: High Efficiency Centrifugal Compressor Vaneless Diffuser and Transition Duct Configurations

centrifugal compressor↗

DOE OSTI2020

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

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

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗