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

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At least 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

EGR Dilution and Fuel Property Effects on High-Efficiency Spark-Ignition Flames

Modern spark ignition internal combustion engines rely on fast combustion rates and high dilution to achieve high brake thermal efficiencies. To accomplish this, new engine designs have moved towards increased tumble ratios and stroke-to-bore ratios. Increased tumble ratios correlate positively with increases in turbulent kinetic energy and improved fuel and residual gas mixing, all of which favor faster and more efficient combustion. Longer stroke-to-bore ratios allow higher geometric compression ratios and use of late intake valve closing to control peak compression pressures and temperatures. The addition of dilution to improve efficiency is limited by the resulting increase in combustion instabilities manifested by cycle-to-cycle variability. A number of effects - preferential diffusion, turbulence-combustion interactions, stochastic flow patterns, laminar-turbulent flame kernel transitions, and relative length and velocity scales between flame and turbulence - are believed to be responsible for the increase in cycle-to-cycle variations, where their contributions are likely interlinked. Several studies have shown the influence of stochastic flow characteristics on the nature of combustion instabilities, such as velocity patterns on flame kernel formation and cycle-to-cycle variations in residual gas. However, few have focused on the specific effects of fuel properties. The objective of this work is to contrast the effects of dilution on propane stoichiometric combustion against gasoline. Dilution tolerance experiments were conducted in a purpose-built high stroke-to-bore ratio single cylinder engine with both gasoline and LPG. Three-dimensional full cycle computational fluid dynamics (CFD) simulations employing a level-set combustion approach and Reynolds averaged Navier-Stokes (RANS) turbulence modeling was used to qualitatively assess the changes in length and velocity scales for turbulence and the flame. The experimental results showed that LPG can tolerate higher exhaust gas recirculation (EGR) dilution under a variety of conditions. Analysis of CFD simulations showed that propane flames are likely less sensitive to influences from the flow field due to less thickening of the flame and higher effective flame speeds.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Performance and Emissions of an SI Engine Fueled With DME-Propane Blends

Dimethyl Ether (DME) is an alternative fuel that can be produced renewably and has the potential for lower CO and NOx emissions than conventional petroleum-based fuels. Blending DME with another gaseous fuel such as propane, which has a lower knock tendency than gasoline, can allow this fuel to be leveraged on SI engines. In this study, the use of DME-propane blends on a spark ignition (SI) engine was studied via computer simulations in order to understand the impact on engine performance and emissions and to identify the knock limitations of using such fuel blends. A 2L Hyundai SI engine was modeled in GT Power and the model was validated by comparing it with computational fluid dynamics (CFD) simulation results. Starting from pure propane, DME was added incrementally until knock was observed in the engine. Results indicate that it is feasible to run propane with DME percentages up to 35% before severe knock impacts were observed. The BTE was higher, but the BSFC also increased for DME-propane blends as compared to gasoline. Here, an increase in NOx emissions was detected along with a significant decrease in CO emissions. CO 2 emissions declined for propane as compared to gasoline but increased with the addition of DME.

alternative fuels↗
DOE OSTI2023

Development and evaluation of a skeletal mechanism for EHN additized gasoline mixtures in large Eddy simulations of HCCI combustion

Advanced Low Temperature Combustion modes, such as the Sandia proposed Additive-Mixing Fuel Injection (AMFI), can unlock significant potential to boost fuel conversion efficiency and ultimately improve the energy conversion of internal combustion engines. This is a novel improved combustion process that is enabled by supplying small (<5%) variable amounts of autoignition improver to the fuel to enhance the engine operation and control. Common, diesel-fuel ignition-quality enhancing additive, 2-ethylexyl nitrate (EHN), is doped into gasoline to enable Sandia LTGC + AMFI combustion. This manuscript focuses on the development of a reduced sub-mechanism for EHN chemical kinetics at engine relevant conditions that is implemented into a skeletal mechanism for chemical kinetic studies of gasoline surrogate fuels. The mechanism validation utilized zero-dimensional numerical simulations and comparison to shock tube ignition-delay data of pure and EHN-doped n-heptane. Additional validation is presented with Homogeneous Charge Compression-Ignition (HCCI) engine data of pure and EHN-doped research-grade E10 gasoline. Then, the mechanism was deployed in a 3-D computational fluid dynamics (CFD) using Large Eddy Simulations (LES) to model the HCCI engine experiments of 0.4% vol EHN additized E10 gasoline at several equivalence ratios. Simulations showed a very good performance of the mechanism, and the model accurately reproduced (a) the ignition point, (b) combustion phasing, (c) combustion duration, and (d) the peak of the heat release rates of the engine experiments. The results show that EHN promotes Low-Temperature Heat Release, ultimately driving the gasoline to autoignite at thermodynamic conditions where the fuel would not otherwise ignite. Overall, this work demonstrates a viable reduced chemical-kinetic mechanism for EHN and shows that it can be combined with a skeletal gasoline mechanism for CFD-LES analysis of well-mixed LTGC that matches well with experimental results. The CFD-LES analysis also shows the spatial distribution of EHN-fuel interactions that control the autoignition throughout the combustion chamber.

Guleria, Gaurav↗
DOE OSTI2024

Numerical investigation of equivalence ratio effects on Flex-Fuel mixing controlled combustion enabled by prechamber ignition

There is interest in adapting renewable and low-carbon intensity fuels to heavy-duty engines to help displace criteria and greenhouse gas emissions associated with diesel combustion. Low-carbon fuels have inherently low cetane numbers and thus pose a significant challenge when considering direct substitution in diesel combustion systems. Use of an actively fueled prechamber as an ignition source to initiate mixing-controlled combustion (PC-MCC) of low-cetane fuels is becoming an attractive combustion mode to alleviate the identified reactivity deficit. This work focuses on the utilization of an active prechamber to facilitate diesel-like combustion of bioethanol-gasoline fuel blends in a heavy-duty engine. Recent results in this emerging technology suggest that ignition quality is uniquely coupled to prechamber equivalence ratio. In this numerical study, the fundamental implications of prechamber equivalence ratio on the ignition performance of direct injected fuels ranging from E10 to E100 are investigated using CONVERGE. Parametric studies of the prechamber operating strategy were assessed at diesel-like conditions to characterize the performance trends relative to a diesel baseline at the same boundary conditions. Simulation results indicate that PC-MCC is flex-fuel capable and achieves diesel-like ignition qualities and combustion processes for all fuels considered under stoichiometric and rich prechamber conditions. To characterize the equivalence ratio trends observed, a novel inflow boundary modeling technique was utilized to prescribe turbulent jets in place of the prechamber where selective speciation of the jet composition was conducted to isolate the ignition contributions of radical and reacting species in lean, stoichiometric, and rich jets. The inflow boundary modeling suggests that excess fuel and combustion intermediates present in jets produced from stratified and fuel-rich prechamber operation promotes higher jet temperatures and as such are superior ignition sources. Relative to a lean prechamber jet, the peak temperature of a reacting jet from a rich prechamber was up to 600 K hotter at fixed distances from the orifice exit. Furthermore, radicals also demonstrated an influence on the ignition process, but the combustion mode was identified to be thermally dominant.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Potential Adoption and Benefits of Co-Optimized Multimode Engines and Fuels for U.S. Light-Duty Vehicles

Exploring a diverse portfolio of technologies for decarbonization is crucial to understanding the potential impacts of different technological solutions and their associated environmental implications. Using high-octane, high-sensitivity biofuel blends in co-optimized multimode engines can increase engine efficiency and reduce vehicle emissions. Here, the multimode engine research focuses on the benefits of light-duty vehicle engines, which can operate in multiple modes depending on the vehicle's load. Low-temperature combustion can improve efficiency and reduce emissions (such as those from oxides of nitrogen and particulate matter) during low-load operation, while spark ignition performance is maintained in high-load operation. These advanced engines can be optimized to run on blends of biobased fuels. This analysis models scenarios for potential market adoption of co-optimized multimode vehicles fueled by three different bioblendstocks: ethanol, isopropanol, and isobutanol. An integrated modeling approach is used to forecast the energy and environmental impacts of the deployment of co-optimized multimode vehicles and fuels in the light-duty sector over the 2020-to-2050 time horizon. The multidisciplinary approach combines vehicle sales modeling, system dynamics modeling of the biorefining industry, and life cycle assessment to estimate the emissions and energy benefits. The models consider market forces such as consumer preferences for vehicle attributes, biofuel supply and demand dynamics subject to biorefinery capacity build-out and bioresource constraints, and forecasted changes to the U.S. bulk energy system over time. Market adoption of co-optimized vehicles is evaluated across a wide parameter space for incremental vehicle cost and engine efficiency improvement. This analysis reveals that the deployment of co-optimized multimode fuels and vehicles results in up to a 5% reduction in annual sector-wide life cycle greenhouse gas (GHG) emissions by 2050, relative to a business-as-usual scenario, but is also indicates environmental trade-offs, such as higher life cycle water-use. Emission benefits could potentially increase beyond 2050, as the new technologies penetrate the market and gain a foothold. Results also show that, under certain circumstances, vehicles with engines co-optimized for use with high-octane, high-sensitivity biofuel blends can be cost-competitive with conventional gasoline, while reducing GHG emissions. Our modeling results indicate that co-optimized multimode fuels and engines can be strategically leveraged in tandem with electrification to decarbonize the light-duty sector. Co-optimized vehicles could play a role in the early years of the time horizon, while electric vehicles (EVs) could become more competitive in the later years, highlighting the complementary benefits of these technologies for GHG reductions.

Oke, Doris↗
DOE OSTI2026

Effects of Gasoline Composition and Operating Parameters on the Response of End-Gas Autoignition to Nitric Oxide in a Lean-Burn DI-SI Engine

Lean operation of spark-ignition engines can lead to engine thermal efficiency gains and lower NOx emissions due to reduced combustion temperatures. Yet, lean operation could still face challenges in end-gas autoignition and knock generation due to higher intake pressures and trapped NO in the residual gas. Here, this study evaluates the impact of NO on end-gas autoignition for two gasoline fuels with similar octane rating but different composition: high cycloalkane fuel (HCA) and high olefin fuel (HO). Experiments were performed at stoichiometric and lean (λ = 2) conditions and at two engine speeds of 1400 rpm and 2000 rpm. Accompanying chemical kinetics simulations in CHEMKIN revealed that the mechanisms controlling the effect of NO on autoignition are similar λ = 2 and λ = 1, with NO + HO 2 = NO 2 + OH being the main pathway for enhancing reactivity by promoting low-temperature heat release (LTHR). The compositionally different fuels reacted differently to NO seeding and engine speed, and differences were augmented at λ = 2 compared to λ = 1 as the end-gas autoignition shifted to the low temperature regime. HO, which has inherent low temperature chemistry, was strongly impacted by engine speed at low NO seeding levels, with no noticeable peak of LTHR detected at 2000 rpm. On the other hand, LTHR of HCA was marginally affected by shortened residence time at higher engine speed as NO + HO 2 reaction was not greatly affected by shorter time scales, since HO 2 production was sustained even at 2000 rpm to support OH generation from NO + HO 2 . Contrary to HO, HCA exhibited greater sensitivity to NO seeding, as the increased OH production at higher NO concentrations offset the OH-quenching effect of cyclopentane, which accounts for 28.6% of HCA’s composition. Consequently, a sensitivity analysis revealed that fuels with weak inherent low-temperature chemistry, like HCA, are likely to be more sensitive to variations in NO concentration and charge temperature, whereas fuels with strong low temperature chemistry are more sensitive to variations in end-gas λ and intake pressure.

Energy↗
DOE OSTI2021

CFD-Guided Evaluation of Spark-Assisted Gasoline Compression Ignition for Cold Idle Operation

A closed-cycle, three-dimensional (3D) computational fluid dynamics (CFD) analysis campaign was conducted to evaluate the performance of using spark plugs to assist gasoline compression ignition (GCI) combustion during cold idle operations. A conventional spark plug using single-sided J-strap design was put at a location on the cylinder head to facilitate spray-guided spark assistance. Ignition was modeled with an L-type energy distribution to depict the breakdown and the arc-to-glow phases during the energy discharge process. Several key design parameters were investigated, including injector clocking, number of nozzle holes, spray inclusion angle, number of fuel injections, fuel split ratio, and fuel injection timings. The study emphasized the region around the spark gap, focusing on flame kernel formation and development and local equivalence ratio distribution. Flame kernel development and the ignition process were found to correlate strongly with the fuel stratification and the flow velocity near the spark gap. The analysis results showed that the flame kernel development followed the direction of the local flow field. In addition, the local fuel stratification notably influenced early-stage flame kernel development due to varying injection spray patterns and the fuel injection strategies. Among these design parameters, the number of nozzle holes and fuel injection timing had the most significant effects on the engine combustion performance.

42 ENGINEERING↗
DOE OSTI2020

Impact of Selected High-Performance Fuel Blends on Three-Way Catalyst Light Off under Synthetic Spark-Ignition Engine-Exhaust Conditions

The U.S. Department of Energy funded Co-Optimization of Fuels and Engines initiative aims to simultaneously develop advanced engines along with high-performance fuels to reduce petroleum consumption. The engine exhaust of spark-ignited light-duty vehicles contains pollutants such as nitrogen oxides, carbon monoxide (CO), and non-methane organic gases. When operated above their “light-off” temperature, three-way catalysts (TWCs) efficiently control the emissions of these pollutants from the vehicle exhaust. However, below the catalyst light-off temperature, during cold start, the TWCs are not effective. Thus, the stringent environmental regulations necessitate cold-start compliance of advanced engines operating on novel fuels for commercialization. Exhaust composition strongly impacts the effectiveness of TWCs. Hence, ensuring that the high-performance fuels under consideration do not have detrimental effects on current emissions control technology is necessary. To mitigate cold-start emissions, a low light-off temperature of the fuel on the TWC is desirable. As real-world fuels are multicomponent blends, we conducted investigations into the light-off behavior of representative fuel mixtures on a three-mode redox-aged commercial TWC under synthetic engine-exhaust conditions. The high-performance fuels in this study included 10–30% volumetric levels of ethanol, isobutanol, diisobutylene, and an aromatic mixture. Each of these high-performance fuel components was mixed into a gasoline surrogate blendstock for oxygenate blending (BOB). Our results showed that aromatics and alkenes in the surrogate BOB inhibit low-temperature reactivity of alkanes, alcohols, and CO on the TWC and dominate the blend light-off behavior. All the high-performance fuel blends had a very similar light-off behavior to the surrogate gasoline BOB, indicating that blending up to 30% (by vol.) of high-performance blendstocks in a gasoline base fuel can potentially reduce greenhouse gas emissions through improved engine efficiency and petroleum displacement without jeopardizing the ability to meet emissions regulations. While some high-performance blendstocks demonstrated lower light-off temperatures than a surrogate gasoline blend, taking advantage of the higher catalytic reactivity of these blendstocks to reduce cold-start emissions would require reducing the aromatic content in petroleum-based market fuels.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Simulating combustion of a seven-component surrogate for a gasoline/ethanol blend including soot formation and comparison with experiments

Combustion of a seven-component surrogate for a research grade 87 octane gasoline mixed with 10% ethanol is investigated experimentally and numerically from the perspective of an isolated droplet burning under conditions that promote one-dimensional gas transport. The numerical analysis included a kinetic mechanism comprised of 398 species and 24,814 reactions and a soot model that accounted for nucleation, surface growth, coalescence/aggregation of soot particles, and luminous flame radiation. Measurements of droplet and flame diameters were made for an initial droplet diameter (D o ) of approximately 0.63 mm. The simulations agreed well with the measurements including the location of the soot shell. Preferential vaporization was revealed by simulations of the liquid concentrations in the droplet. Predicted peak soot volume fractions coincided with temperatures between 1300 K and 1400 K as a soot inception temperature. Simulations were also carried out for D o between 0.25 mm and 5 mm to explore the effect of radiation and D o on burning. Below 0.25 mm radiation was negligible and burning rates and flame temperatures converged to a single value. Increasing D o up to 1.8 mm lowered the burning rate with luminous radiation having a strong effect. When radiation was entirely removed from the model the burning rate was nearly constant. Above D o = 2 mm droplets extinguished almost immediately after ignition. The flame temperature decreased with increasing D o while it increased when radiation was omitted. As a result, the simulations show that soot precursors including polyaromatic hydrocarbons were concentrated around the soot shell.

42 ENGINEERING↗
DOE OSTI2022

Co-optimized Mixed-Mode Engine and Fuel Demonstrator for Improved Fuel Economy while Meeting Emissions Requirements

Progressively increasing regulatory demands on fuel economy and future global emission standards have led to a focus on advanced engine development to improve overall engine efficiency and fulfill emission requirements. Low temperature combustion (LTC) and gasoline compression ignition (GCI) are promising technologies to achieve these goals and have the advantage of using existing refinery infrastructure and subsequent economies of scale for a robust energy supply. By applying spark ignition (SI) for cold start, LTC for low load operations, and GCI for medium to high load operations, a multimode GCI engine concept was proposed and the fuel formation was co-optimized to maximize fuel economy improvement potential while maintaining ULEV 70 emissions standards. HATCI has successfully demonstrated the feasibility of this multimode GCI engine concept, and confirmed the fuel economy improvement over the baseline SI engine by simulating the FTP75 vehicle drive cycle. In this report, the technical approaches, multimode engine control, and engine test results of both steady state and transitions, CFD modeling, fuel testing, and FTP75 drive cycle simulation results are summarized, followed with technical challenges observed, and recommendations for possible follow-up studies.

02 PETROLEUM↗
DOE OSTI2025

Development of a two-zone zero-dimensional mixing model for actively fueled prechamber engines

In this numerical work, a zero-dimensional, two-zone mixing model was developed and validated to capture the mixture preparation process of an actively fueled prechamber engine. The model was developed for ethanol-gasoline fuel blends but is applicable to various fuels of interest relevant to prechamber applications. The model was exercised to demonstrate the effects of boundary conditions, fuel composition, and residual content on the mixture stoichiometry predictions. The 0D model showed reasonable agreement in prechamber equivalence ratio predictions with higher fidelity computational fluid dynamics modeling, but the accuracy of model was constrained to the governing assumptions of the injection process. The modeling assumptions surrounding the non-dimensional injection of mass into the prechamber were scrutinized to identify key areas of model improvement. The results indicate heat transfer effects play a crucial role in the evaporation of the fuel within the confined auxiliary chamber, especially when considering fuels with high latent heat of vaporization. Additionally, the presence of fuel films that collect on the prechamber surfaces complicated the modeled evaporative cooling loses as the modeling suggests the films evaporate primarily by means of conduction from the boundary. Furthermore, the developed model serves as a simplified framework to generate calibration maps of prechamber fueling or run real time as an open loop control strategy such that desired prechamber mixture proportions are effectively targeted.

Zero-dimensional↗
DOE OSTI2023

Evaluation of Spray and Combustion Models for Simulating Dilute Combustion in a Direct-Injection Spark-Ignition Engine

Dilute combustion in spark-ignition engines has the potential to improve thermal efficiency by mitigating knock and by reducing throttling and wall heat losses. However, ignition and combustion processes can become unstable for dilute operation due to a lowered laminar flame speed, resulting in excessive cycle-to-cycle variability (CCV) of the combustion process. To compensate for the slower combustion in less reactive mixtures, a modified intake port geometry can be employed to generate a strong tumble flow in the cylinder and elevate turbulence levels around the spark plug, thereby promoting a faster transition to turbulent deflagration. Consequently, optimizing combustion chamber geometry and operating strategy is crucial to maximizing the benefits of using dilute combustion with enhanced in-cylinder turbulence across a wide range of operating conditions. Computational fluid dynamics (CFD) simulations can be utilized for virtual engine optimization tasks, but this would require the models to be truly predictive regarding the impact of changes to the engine design and operational parameters.In this study, multicycle large-eddy simulations (LES) are performed for a direct-injection spark-ignition engine to investigate the model performance in predicting engine combustion characteristics with respect to changes in the intake configuration. A tumble plate that blocks the lower part of the intake port inlet is used to vary the tumble. A set of CFD models that have been recently developed are employed, which takes into account the drag of nonspherical droplets, flash-boiling behavior of liquid sprays, spray-wall interaction, surrogate formulation of a research-grade E10 gasoline, and fast chemical kinetic solvers. Simulation results are compared to experimental engine data in terms of cylinder pressure, apparent heat release rate, mass fraction burned timing, and flame images. It is found that LES employing the state-of-the-art CFD models are capable of properly predicting the spray processes and reproducing the measured mean cylinder pressure for the case with the tumble plate. On the other hand, the LES over-predicts the combustion rate during the early combustion stage and under-estimates the CCV, and these discrepancies become larger when the tumble plate is removed.

computational fluid dynamics simulation↗
DOE OSTI2023

Assessment of an E10 gasoline surrogate: Qualitative and quantitative comparisons of in-cylinder spray morphology

A minimum-component gasoline fuel surrogate that captures both chemical and physical behaviors of a full-distillate fuel is needed for high-fidelity CFD simulations. This study evaluates gasoline spray characteristics in a direct-injection spark-ignition engine under motored operation. Two fuels are compared; PACE-20, which is a 9-component surrogate formulation of RD5-87, is compared with its target fuel RD5-87, which is a full-boiling range research grade E10 gasoline. The spray morphologies of both fuels are recorded for a centrally-located direct-injection 8-hole spray subject to intake air cross-flow during the early part of the intake stroke. High-speed imaging recorded scattered light of the side and axial projections of the liquid spray. Quantitative metrics were developed and employed to facilitate comparison of spray morphologies as well as to identify the transition in spray morphology due to flash boiling. This paper builds on a previous study of RD5-87 where coolant temperature (20°C–100°C), in-cylinder pressure (40–110 kPa), engine speed (650–1950 rpm), and injection pressure (60–180 bar) were systematically changed to span operating conditions with and without flash boiling. Images of the PACE-20 morphology are selected for a sub-set of operating conditions from the previous study where distinctive morphology changes occurred. Visual inspection of the images and quantitative metrics demonstrate that the PACE-20 spray morphology is equivalent to that of the RD5-87 in most cases. The exception was for changes in the ambient-gas pressure where the flash-boiling transition occurred at ∼5 kPa higher in-cylinder pressure for PACE-20. Three empirical metrics, Merging Index, Asymmetry, and Flash Index are proposed here and they were found to be useful both as quantitative comparisons of the fuel morphologies, and for identifying the transition in spray morphology due to flash boiling.

Kim, Namho↗
DOE OSTI2022

Experimental Investigation of Gaseous Mixtures of Ethane, Methane, and Carbon Dioxide as an Alternative to Conventional Fuel in Spark Ignition Engines

This study investigates the viability and performance of certain synthetic fuels in spark ignition internal combustion engine based stationary power generation wherein the fuel comprises a mixture of methane and ethane in high dilutions of carbon dioxide (CO 2 ). The fuel of concern is a byproduct of a novel method for producing ethylene from ethane. The byproduct gas mixture has a concentration of approximately 41% CO 2 , 40% ethane, and 5% methane by weight along with other minor compounds. Varying mixtures of ethane and methane combined with between 42% and 46% by weight CO 2 were used to evaluate the viability and efficiency of this fuel to operate in existing internal combustion engines as a means of reducing emissions and increasing industrial process efficiency. A 13 hp gasoline generator was repurposed as a test stand by incorporating a modified fuel induction system and instrumentation for data collection. A gas metering and mixing system was installed to precisely control the mass flow of gases induced into the engine. Various instrumentations were installed to monitor in-cylinder pressure, temperature at various locations, emissions, and fuel and airflow rates. Varying fuel mixtures and loads were tested and compared to gasoline. It was found that under a high load, the mixed gas was able to generate comparable thermal efficiency and power to gasoline. But under no load or a part load condition the indicated thermal efficiency was found to be about 21% lower than that of gasoline. Further, the mixed gas also resulted in up to 50% reduction in CO and NOx emissions when compared to gasoline.

42 ENGINEERING↗
DOE OSTI2020

Reduced Petroleum Use Through Easily Reformed Fuels and Dedicated Exhaust Gas Recirculation

This project was proposed to demonstrate a >25% reduction in petroleum usage for a light duty SI vehicle by synergistically combining the Dedicated EGR combustion system developed at SwRI with modified fuel formulations incoroporating biofuel components. Typically, a D-EGR engine yields a 10% gain in fuel efficiency relative to the base engine through a combination of improved thermodynamic efficiency from the EGR application and the significant increase in compression ratio realized through the knock reduction benefits of EGR and hydrogen addition. As the D-EGR performance is strongly linked to hydrogen production, the proposal team anticipated that gasoline formulation changes could enhance the hydrogen production rate relative to a conventional gasoline. This was expected to provide additional efficiency gains to the engine. The final step of incorporating biofuel components would then yield a final result meeting the >25% petroleum reduction target.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Reducing Sample Loss in Measurement of Heat of Vaporization of Ethanol/Gasoline Blends by Differential Scanning Calorimetry/Thermogravimetric Analysis

Higher gasoline Heat of Vaporization (HOV) can enable higher compression-ratio direct injection spark ignition engines by providing evaporative cooling that effectively increases fuel knock resistance. Methods to directly measure this fuel property in complex gasoline samples are not well developed. The objective of the present study was to further improve a Differential Scanning Calorimetry/Thermogravimetric Analyzer (DSC/TGA) method to measure the total and partial HOV of gasoline. Ten market gasoline samples were chosen to have a wide range of properties to assess the method's capability across the entire volatility range with an emphasis on understanding how well the method captures the initial 10 percent (%) of sample evaporation and how much sample is left unevaporated at the end of the experiment. Modifications to the sample preparation/introduction method as well as to the instrument itself were made to reduce initial sample losses which included measurements of the HOV at 10 degrees C and 5 degrees C (in a cold chamber) as well as under (uncontrolled) ambient conditions. Experimental results from the DSC/TGA were compared to calculated total HOV results based on Detailed Hydrocarbon Analysis (DHA). Results from the two methods agreed very well with the difference being 5% or less in almost every case. In addition, the repeatability of the method was investigated by analyzing samples in triplicate at the three temperatures investigated. One valuable conclusion from the study was that the lower temperatures of 10 degrees C and 5 degrees C enabled more reproducible measurements for both total and partial HOV. This improved precision may be caused by the fact that temperature control in the cold chamber was more reliable than the ambient laboratory temperature control. Additionally, cold chamber experiments, due to ergonomic limitations, did not allow for the use of a lid on the sample pan. The reproducibility of the evaporation rate was found to be highly dependent on the pan/lid fit which can vary significantly such that elimination of the lid improved measurement precision while operation at sub-ambient temperature slowed the evaporation rate. Results detailing sample preparation and instrument modifications as well as a detailed comparison of total and partial HOV results are presented.

ADVANCED PROPULSION SYSTEMS,BIOMASS FUELS↗
DOE OSTI2023

Development of a Supercharged Octane Number and a Supercharged Octane Index

Gasoline knock resistance is characterized by the Research and Motor Octane Number (RON and MON), which are rated on the CFR octane rating engine at naturally aspirated conditions. However, modern automotive downsized boosted spark ignition (SI) engines generally operate at higher cylinder pressures and lower temperatures relative to the RON and MON tests. Using the naturally aspirated RON and MON ratings, the octane index (OI) characterizes the knock resistance of gasolines under boosted operation by linearly extrapolating into boosted “beyond RON” conditions via RON, MON, and a linear regression K factor. Using OI solely based on naturally aspirated RON and MON tests to extrapolate into boosted conditions can lead to significant errors in predicting boosted knock resistance between gasolines due to non-linear changes in autoignition and knocking characteristics with increasing pressure conditions. Here, a new “Supercharged Octane Number” (SON) method was developed on the CFR engine at increased intake pressures, which improved the correlation to boosted knock-limited automotive SI engine data over RON for several surrogate fuels and gasolines, including five “Co-Optima” RON 98 fuels and an E10 regular grade gasoline. Furthermore, the conventional OI was extended to a newly introduced Supercharged Octane Index (OI S ) based on SON and RON, which significantly improved the correlation to fuel knock resistance measurements from modern boosted SI engine knock-limited spark advance tests. This demonstrated the first proof of concept of a SON and OI S to better characterize a fuel’s knock resistance in modern boosted SI engines.

42 ENGINEERING↗
DOE OSTI2021

Mapping the combustion modes of a dual-fuel compression ignition engine

Compression-ignition (CI) engines can produce higher thermal efficiency (TE) and thus lower carbon dioxide (CO 2 ) emissions than spark-ignition (SI) engines. Unfortunately, the overall fuel economy of CI engine vehicles is limited by their emissions of nitrogen oxides (NO x ) and soot, which must be mitigated with costly, resource- and energy-intensive aftertreatment. NO x and soot could also be mitigated by adding premixed gasoline to complement the conventional, non-premixed direct injection (DI) of diesel fuel in CI engines. Several such “dual-fuel” combustion modes have been introduced in recent years, but these modes are usually studied individually at discrete conditions. This paper introduces a mapping system for dual-fuel CI modes that links together several previously studied modes across a continuous two-dimensional diagram. This system includes the conventional diesel combustion (CDC) and conventional dual-fuel (CDF) modes; the well-explored advanced combustion modes of HCCI, RCCI, PCCI, and PPCI; and a previously discovered but relatively unexplored combustion mode that is herein titled “Piston-split Dual-Fuel Combustion” or PDFC. Tests show that dual-fuel CI engines can simultaneously increase TE and lower NO x and/or soot emissions at high loads through the use of Partial HCCI (PHCCI). At low loads, PHCCI is not possible, but either PDFC or RCCI can be used to further improve NO x and/or soot emissions, albeit at slightly lower TE. These results lead to a “partial dual-fuel” multi-mode strategy of PHCCI at high loads and CDC at low loads, linked together by PDFC. Drive cycle simulations show that this strategy, when tuned to balance NO x and soot reductions, can reduce engine-out CO 2 emissions by about 1% while reducing NO x and soot by about 20% each with respect to CDC. This increases emissions of unburnt hydrocarbons (UHC), still in a treatable range (2.0 g/kWh) but five times as high as CDC, requiring changes in aftertreatment strategy.

Engineering↗