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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 19 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Experimental Investigation of Low Cost, Low Thermal Conductivity Thermal Barrier Coating on HCCI Combustion, Efficiency, and Emissions

In-cylinder surface temperature is of heightened importance for Homogeneous Charge Compression Ignition (HCCI) combustion since the combustion mechanism is thermo-kinetically driven. Thermal Barrier Coatings (TBCs) selectively manipulate the in-cylinder surface temperature, providing an avenue for improving thermal and combustion efficiency. A surface temperature swing during combustion/expansion reduces heat transfer losses, leading to more complete combustion and reduced emissions. At the same time, achieving a highly dynamic response sidesteps preheating of charge during intake and eliminates the volumetric efficiency penalty. The magnitude and temporal profile of the dynamic surface temperature swing is affected by the TBC material properties, thickness, morphology, engine speed, and heat flux from the combustion process. This study follows prior work of authors with Yttria Stabilized Zirconia, which systematically engineered coatings for HCCI combustion. Herein, a modeling study was used to assess the impacts of various TBC material properties, e.g. density, thickness, and thermal conductivity on the temperature swing effect. Reducing conductivity emerged as a most promising avenue, rather than reducing both the density and effective conductivity by increasing porosity, the current work emphasizes a material with natively low conductivity. A novel TBC formulation was developed, leverages a class of materials that, to the author’s best knowledge, have not been used as a thermal barrier coating previously. Here, a systematic experimental investigation was carried out using single-cylinder research engine. Experimental engine studies utilizing the novel ‘glassy’ low-K coating exhibit advanced ignition phasing and reduced combustion duration relative to the baseline engine. Heat transfer measurements indicate a net reduction in heat flux over the entire cycle, although main effect is felt during expansion, and the reduced heat transfer losses manifest in higher gross indicated thermal efficiency by approximately 5-6% on a relative basis.

42 ENGINEERING↗
DOE OSTI2024

Active Palladium Structures on Ceria Obtained by Tuning Pd–Pd Distance for Efficient Methane Combustion

Efficiently removing/converting methane via methane combustion imposes challenges on catalyst design: how to design local structures of a catalytic site so that it has both high intrinsic activity and atomic efficiency? By manipulating the atomic distance of isolated Pd atoms, herein we show that the intrinsic activity of Pd catalysts can be significantly improved for methane combustion via a stable Pd 2 structure on a ceria nanorod support. Guided by theory and confirmed by experiment, we find that the turnover frequency (TOF) of the Pd 2 structure with the Pd–Pd distance of 2.99 Å is higher than that of the Pd 2 structure with the Pd–Pd distance of 2.75 Å; at least 26 times that of ceria supported Pd single atoms and 4 times that of ceria supported PdO nanoparticles. The high intrinsic activity of the 2.99 Å Pd–Pd structure is attributed to the conductive local redox environment from the two O atoms bridging the two Pd 2+ ions, which facilitates both methane adsorption and activation as well as the production of water and carbon dioxide during the methane oxidation process. In conclusion, this work highlights the sensitivity of catalytic behavior on the local structure of active sites and the fine-tuning of the metal–metal distance enabled by a support local environment for guiding the design of efficient catalysts for reactions that highly rely on Pt-group metals.

36 MATERIALS SCIENCE↗
DOE OSTI2023

An attribution of the low single-scattering albedo of biomass burning aerosol over the southeastern Atlantic

Abstract. Aerosol over the remote southeastern Atlantic is some of the most sunlight-absorbing aerosol on the planet: the in situ free-tropospheric single-scattering albedo at the 530 nm wavelength (SSA530 nm) ranges from 0.83 to 0.89 within ORACLES (ObseRvations of Aerosols above CLouds and their intEractionS) aircraft flights from late August–September. Here we seek to explain the low SSA. The SSA depends strongly on the black carbon (BC) number fraction, which ranges from 0.15 to 0.4. Low organic aerosol (OA)-to-BC mass ratios of 8–14 and modified combustion efficiency values >0.975 point indirectly to the dry, flame-efficient combustion of primarily grass fuels, with back trajectories ending in the miombo woodlands of Angola. The youngest aerosol, aged 4–5 d since emission, occupied the top half of a 5 km thick plume sampled directly west of Angola with a vertically consistent BC:ΔCO (carbon monoxide) ratio, indicating a homogenization of the source emissions. The younger aerosol, transported more quickly off of the continent by stronger winds, overlaid older, slower-moving aerosol with a larger mean particle size and fraction of BC-containing particles. This is consistent with ongoing gas condensation and the coagulation of smaller non-BC particles upon the BC-containing particles. The particle volumes and OA:BC mass ratios of the older aerosol were smaller, attributed primarily to evaporation following fragmentation, instead of dilution or thermodynamics. The CLARIFY (CLoud–Aerosol–Radiation Interaction and Forcing: Year 2017) aircraft campaign sampled aerosols that had traveled further to reach the more remote Ascension Island. CLARIFY reported higher BC number fractions, lower OA:BC mass ratios, and lower SSA yet larger mass absorption coefficients compared to this study's. Values from one ORACLES 2017 flight, held midway to Ascension Island, are intermediate, confirming the long-range changes. Overall the data are most consistent with continuing oxidation through fragmentation releasing aerosols that subsequently enter the gas phase, reducing the OA mass, rather than evaporation through dilution or thermodynamics. The data support the following best fit: SSA530nm=0.801+0055⋅(OA:BC) (r=0.84). The fires of southern Africa emit approximately one-third of the world's carbon; the emitted aerosols are distinct from other regional smoke emissions, and their composition needs to be represented appropriately to realistically depict regional aerosol radiative effects.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2022

Development and Demonstration of a Fuel-Efficient, Class 8 Tractor & Trailer Engine System (SuperTruck II)

Navistar presents the SuperTruck II (ST II) Final Report to the Unites States Department of Energy (US DOE), which covers the five Budget Periods (BPs) from 10-1-2016 through 6-30-2022. For ST II, Navistar built on the achievements of the SuperTruck I (ST I) Program as a catalyst to continue critical research, design and development, testing, and operations to reach the ambitious goals of the ST II project. This approach allowed Navistar to continue contributing to the essential needs of our nation for safe, efficient, and cost-effective delivery of goods and services, as we reduced negative environmental effects and improved operational productivity. This document contains information specified in DOE F 4600.2, Final Scientific/Technical Report DOE F 241.3, B. SCIENTIFIC/TECHNICAL REPORTS, explaining how we met and exceeded program requirements. Throughout this Final Report, Navistar extracted information from documents prepared during the project that represent our management, design and development, building, and testing efforts to meet and exceed SuperTruck II project goals. Navistar followed Plan requirements to achieve / exceed Project Objectives: a) >100% improvement in vehicle freight efficiency (FE) (on ton-MPG basis) relative to 2009 baseline with stretch goal of 140% improvement [actual: 170%); b) >55% engine brake thermal efficiency (BTE) demonstrated in operational engine at a 65-mph cruise point on a dynamometer – ≥31% increase from 2009 baseline [actual: 55.20% of combined BTE) ; and c) development and implementation of commercially cost effective technologies (in terms of a simple payback). Technology selection / development path focused on developing technologies applicable for production within 3-year approach, while ensuring technology readiness and cost of ownership for end users. The Program was organized into five budget periods: Requirements / Technology Assessment and Initial Hardware Testing; Technology Development and Concept Readiness Demonstration; Technology Finalization and Validation Tractor / Trailer Fabrication, Integration and Commissioning Demonstration; and Fuel Economy (FE) and Brake Thermal Efficiency (BTE) and Program Completion. Leadership was provided by DOE, with tasks performed by laboratories (Argonne National Laboratory, Lawrence Livermore National Laboratory); partners at Bosch, TPI, Dana, and J.B. Hunt; , and support from University of Michigan and Clemson University. Navistar lead this team with Principal Investigator / Contracting Officer; Project Manager (PM); Vehicle, Engine, and Aftertreatment Engineers; Finance Manager, Technical Program Leads, and Legal/IP; and other key personnel. Work also included personnel in risk management; funding / budget / finance. Work involved analysis, development, testing, and down selection of individual/system engine, aftertreatment, and vehicle technologies, with integration of selected technologies into a prototype vehicle for demonstration of fuel-efficiency gain. Work also included component/integrated system level development of truck and trailer aerodynamics, base engine efficiency, advanced aftertreatment, combustion efficiency, waste heat recovery, hybrid powertrain, reduced rolling resistance, weight reduction, idle reduction, and driver feedback. As ST II progressed, Navistar performed computer-based modeling / simulations of technologies focused on the primary operational areas: Engine, Aftertreatment, and Vehicle. During the ST II Program, the COVID Virus outbreak unexpectedly challenged by the effects of, which affected staffing, scheduling, design, supplies, availability of materials, production procedures, and testing. The DOE responded by extending the program by three quarters to ensure that project tasks were completed for this vital project. Focus continued on analyzing, developing, testing, and down selecting individual-/system-level engine and vehicle technologies for integration of the final selected technologies into a prototype vehicle that would demonstrate fuel-efficiency gains made possible through these technologies. This included component/integrated system-level development of truck and trailer aerodynamics, base engine efficiency, advanced aftertreatment, combustion efficiency, waste heat recovery, solar power, distributed and intelligent vehicle power, hybrid powertrain, reduced rolling resistance, weight reduction, idle reduction, and driver feedback. Throughout the program, function, reliability, and performance at all levels were ensured through testing. Proof of this approach was demonstrated in multiple, on-road demonstrations: Scenario A (Flatland) Fuel Economy, Scenario B (Hilly) Fuel Economy, and City Cycle Tests. Other benefits derived from ST II included new/improved products, publications, patents, and next-step capabilities related to electric/hydrogen vehicles and autonomous driving.

Zukouski, Russ↗
DOE OSTI2020

SENSITIVITY ANALYSIS OF FUEL PHYSICAL PROPERTY EFFECTS ON SPARK IGNITION ENGINE PERFORMANCE

Alternative fuels are of interest to automakers and regulators due to their potential to reduce net greenhouse gas emissions from transportation sources. Alternative fuels also have fuel properties which may enable advanced combustion modes with higher engine thermal efficiencies. There has been previous work to identify the relationship between various fuel properties and engine performance, but most of this work has been experiments or simulations where the change in properties was obtained through changing the fuel composition, making isolating the effects of individual fuel properties difficult. In this study, numerical simulations have been used to investigate the effects of individual fuel physical properties such as viscosity or heat of vaporization (HoV) on engine performance. Simulations have been performed of two different engine platforms, the first an optical, single-cylinder research engine and the second a multi-cylinder production engine. Both engines are direct-injection spark-ignition engines with pent-roof heads and are designed for automotive applications. Each engine was run at a different operating condition, one stable and one knock-limited. Different base fuels provided a variety of simulated conditions. Up to six different fuel properties were varied as part of Global Sensitivity Analyses performed for each of the engines with multiple performance targets including thermal efficiency, combustion efficiency and combustion phasing. Results show trends that are largely consistent with previous experimental findings using multiple fuels. The engine thermal efficiency was primarily sensitive to the fuel's HoV, with other fuel physical properties having smaller effects. For optical engine results, the magnitude of the effect was greater in this study than expected based on previous experimental results were many fuel physical and chemical properties were varied simultaneously. However, for the multi-cylinder production engine, the relationship between thermal efficiency and HoV was slightly smaller.

engine simulation↗
DOE OSTI2024

Development of prechamber enabled mixing-controlled combustion strategy for ultra-low methane emissions from lean burn natural gas engines

This numerical study explores the optimization of Prechamber Enabled Mixing-Controlled Combustion (PC-MCC) using natural gas in heavy-duty engines, aiming to enhance combustion efficiency to minimize methane slip and NOx emissions. The approach involves a prechamber ignition system, distinct from conventional spark ignition (SI) systems, to initiate combustion of direct injected natural gas. By leveraging the robust ignition characteristics of the prechamber, the PC-MCC method demonstrates significant potential in achieving efficient combustion akin to diesel engines but with lower greenhouse gas emissions. The research evaluates the effects of various geometric and operational parameters on the combustion process and emissions, including prechamber volume, nozzle diameter, direct injector (DI) geometry, and engine operating strategies. Computational Fluid Dynamics (CFD) simulations are utilized, focusing on a heavy-duty, single-cylinder engine modeled after the Caterpillar C9.3B engine. Key findings indicate that a prechamber volume of 3 cc, coupled with a nozzle diameter of 2.75 mm for two prechamber holes, strikes an optimal balance between combustion efficiency and emissions reduction. This configuration ensures robust combustion across a range of operating conditions while maintaining methane slip within targeted limits. Further investigation into DI geometry shows the significance of the injector umbrella angle and nozzle diameter in shaping the fuel-air mixing and combustion dynamics. An umbrella angle of 130° and a nozzle diameter of 300 microns are identified as optimal, promoting rapid and efficient combustion with minimized methane and NOx emissions. The study also investigates the impact of injection timing and pressure, highlighting their roles in controlling combustion timing and influencing emissions levels. Advanced injection timing is found to be crucial in achieving the desired low methane slip, whereas retarded injection timing assists to reduce NOx emissions while having a slight increase in methane emissions. Operating strategies incorporating various levels of Exhaust Gas Recirculation (EGR) are assessed for their effectiveness in further reducing emissions. The research demonstrates that a judicious combination of internal hot EGR and careful calibration of DI pressure and SOI timing can achieve significant reductions in NOx emissions while keeping methane slip under control. Specifically, an internal EGR level of 15%–25%, combined with DI pressures of 200–300 bar and injection timings at or after top dead center, is recommended. These findings contribute valuable insights into the development of advanced combustion techniques for natural gas engines, offering a viable pathway to reduce methane slip without compromising engine efficiency or performance. The PC-MCC system presents a promising solution for the future of heavy-duty natural gas engine technology to reduce methane emissions.

Nsaif, Osama↗
DOE OSTI2021

Performance of direct injected propane and gasoline in a high stroke-to-bore ratio SI engine: Pathways to diesel efficiency parity with ultra low soot

This work explores pathways to achieve diesel-like, high-efficiency combustion with stoichiometric 3-way catalyst compatible combustion in a single-cylinder spark ignition (SI) research engine. A unique high stroke-to-bore engine design (1.5:1) with cooled exhaust gas recirculation (EGR) and high compression ratio ( r c ) was used to improve engine efficiency by up to 30% compared with a production turbocharged gasoline direct injection spark ignition engine. Engine experiments were conducted with both 91 RON E10 gasoline and liquified petroleum gas (LPG) (i.e. autogas) and were compared to legacy gasoline data on the production engine. Geometric compression ratio ( r c ) of 13.3:1 was used for both fuels with additional experiments at 16.8:1 for LPG only. Measurements of exhaust soot particle size and number concentrations were made with both fuels. Significant reduction in soot particles across the whole particle size range were achieved with LPG due to the elimination of in-cylinder liquid films. The effects of EGR, late intake valve closing (IVC) and fuel characteristics were investigated through their effects on efficiency, combustion stability and soot production. Results of 47% gross thermal efficiency, and 45% net thermal efficiency at stoichiometric engine operation, at up to 17 bar IMEP and 2000 r/min with 16.8:1 r c were achieved with LPG. Estimated brake efficiency values were compared to a contemporary medium duty diesel engine illustrating the benefits of the chosen path for achieving diesel efficiency parity.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Reconciliation of asynchronous satellite-based $\mathrm{NO_2}$ and $\mathrm{XCO_2}$ enhancements with mesoscale modeling over two urban landscapes

Fossil fuel carbon dioxide (CO 2ff ), the main driver of global warming and climate change, is often co-emitted with nitrogen oxides (NO x ) and precursors to ground-level ozone from anthropogenic sources like power plants or vehicles. In urban and suburban areas, satellite-based NO 2 can be used as a proxy to track the emissions of CO 2ff . Because of NO 2 ’s shorter lifetime, urban NO 2 plumes are more distinguishable from backgrounds and more sensitive to variations in emissions. However, the combination of these two gases is limited by the asynchrony among NO 2 and CO 2 monitoring satellites. We used CO 2ff simulated by the Weather Research and Forecasting model coupled with Chemistry (WRF-Chem) model to reconcile the tropospheric NO 2 vertical column density (VCD) from the Tropospheric Monitoring Instrument (TROPOMI) and column-averaged dry-air mole fractions of carbon dioxide enhancements (ΔXCO 2 ) from Orbiting Carbon Observatory 3 (OCO-3) Snapshot Area Maps (SAMs) over a multicity area, Washington D.C.-Baltimore (DC-Balt), and a basin city, Mexico City. NO 2 /CO 2ff ratios over DC-Balt are smaller than Mexico City, indicative of stricter emission restrictions, a more combustion-efficient vehicle fleet, and higher combustion efficiency due to lower altitude in DC-Balt. For single-track cases, the spatial correlations between NO 2 and ΔXCO 2 over Mexico City are stronger than DC-Balt because the NO 2 and CO 2 are mostly trapped in the valley of Mexico City, while DC-Balt is severely affected by distant sources (i.e., US East Coast cities). Using multi-track averaging, spatial correlation coefficients increase with the number of days used for averaging. The correlations reached a maximum when averaging >12 continuous images for DC-Balt and > 10 continuous images for Mexico City. This finding indicates that multi-track averaging using modeled CO 2ff as a proxy is helpful to filter the noise in single-track images, to cancel the interference from distant sources, and to magnify correlations between NO 2 and CO 2ff . Mexico City showed stronger spatial correlations but weaker temporal correlations than DC-Balt due to biomass burning hot spots and large transport errors caused by the trapping effects of the surrounding mountains. Tracking the 20-day moving average of CO 2ff emissions using TROPOMI NO 2 seems technically feasible, considering the relationship between correlation coefficients and the number of available satellite images.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2020

Enhancing the efficiency benefit of thermal barrier coatings for homogeneous charge compression ignition engines through application of a low-k oxide

Prior experiments reported by the authors have proven the hypothesis that achieving a dynamic temperature swing on the combustion chamber surface will lead to improved thermal and combustion efficiencies of the homogeneous charge compression ignition engine. A thin layer of yttria-stabilized zirconia, roughly 150 μm, was plasma sprayed on the piston top. It led to markedly advanced ignition and heat release in the gasoline homogeneous charge compression ignition engine, accompanied with reduced unburnt hydrocarbon and carbon monoxide emissions, improved combustion efficiency, and a higher thermal efficiency. A related computational study highlighted the critical role of coating thermal conductivity in achieving a desired dynamic response; hence, the second phase of experimental investigations focused on introducing structured porosity in the yttria-stabilized zirconia coating, as a means of reducing effective conductivity. Indeed, additional incremental improvements were observed, as well as limitations related to adverse effects of the surface roughness and the fuel interactions with the surface roughness and open pores. Erosion can also be a problem in a direct injection engine. Therefore, the third round of investigations focused on a material with a natively low conductivity (low-k), sprayed on the top of an Al piston in a relatively dense form, and in a way that yields a smooth surface. The objective was to capitalize on the low conductivity, while avoiding the pitfalls accompanying high-porosity formulations. The heat-storage capacity was limited by keeping the thickness relatively low. The results verify the paramount importance of thermal conductivity in the context of high “temperature swing” behavior and indicate a potential to improve the homogeneous charge compression ignition engine’s combustion efficiency roughly 1.5%, with the overall indicated efficiency improvement on the order of 5%, on a relative basis. In addition, the low-k oxide thermal barrier applied to the piston extended significantly the low-load homogeneous charge compression ignition operability limit.

42 ENGINEERING↗
DOE OSTI2021

Transforming Energy through Computational Excellence. Exascale Computing: Combustion; Simulating Effects of Fuel Injection Location in Supersonic Jet Engines

Computational tractable simulations using an adaptive-mesh-refinement solverfor compressible reacting flows help researchers understand how variations in fuel injection location within the supersonic flow cavity impacts combustion efficiency. By identifying the important physical determinants of the combustion processes, this study shows a promising pathway to improving flame stability and combustion efficiency, as well as reducing emissions.

adaptive mesh refinement↗
DOE OSTI2022

Experimental study of the impact of scavenging efficiency on diesel combustion in an opposed-piston two-stroke engine

The opposed-piston two-stroke (OP2S) engine is a promising alternative powertrain technology that can offer thermal and brake efficiency improvements over conventional four-stroke engines. In recent years, many of the technical barriers of the OP2S engine architecture have been overcome. However, there is still a need for fundamental studies to provide insight into the scavenging and combustion processes of the OP2S engine to help design and operate the most efficient combustion systems using this engine architecture. This work aims to provide such insights by analyzing experimental data collected on a 3-cylinder, 4.9 L OP2S engine. Specifically, a scavenging efficiency sweep, an engine speed sweep with a constant scavenging efficiency, and an engine speed with a constant pressure differential across the engine were studied in detail. It was found that in diesel combustion, as the scavenging efficiency decreased, the increase in temperature of the hot, internal residuals resulted in a significant increase in heat transfer. Despite lowering pumping losses, this resulted in an overall decrease in brake efficiency. When the bulk thermodynamic conditions of two different scavenging efficiency cases (67% and 72%) were matched at port closing, the lower scavenging efficiency case still displayed a 0.7 percentage point penalty in net thermal efficiency and an increase in engine-out indicated specific emissions of NOx of 18% due to residual stratification in the cylinder. The results presented in this work show that the optimal breathing strategy in diesel combustion on an OP2S engine architecture is one that results in a slightly under-scavenged environment at port closing. However, the results did show potential system-level efficiency benefits of decreasing scavenging efficiency, meaning that alternative fuels and combustion strategies without the constraints of diesel combustion could achieve system-level efficiency gains by running significantly under-scavenged.

Engineering↗
DOE OSTI2026

Fabrication, oxidation, and combustion of nanoscale magnesium diboride and tetraboride

The difficult ignition and low combustion efficiency of boron particles decrease the performance of boron-loaded, fuel-rich propellants for solid fuel ramjets and ducted rockets. One approach to solving this problem involves the use of magnesium diboride (MgB 2 ), which ignites easier than boron. Magnesium tetraboride (MgB 4 ) offers greater energy density owing to its higher boron content. However, the effect of B/Mg ratio on the ignition and combustion is unknown. Additionally, while nanoscale MgB₂ particles and quasi-2D structures are promising energetic additives, the oxidation and combustion properties of nanoscale MgB₄ have not been explored. To address these knowledge gaps, the present work included synthesis and high-energy ball milling of MgB 2 and MgB 4 powders, thermogravimetric analysis (TGA) of their oxidation, and combustion experiments with thin layers of the obtained powders. Comparison of two synthesis routes (a solid-state reaction in a tube furnace and combustion synthesis) has shown that the former is the superior method for producing magnesium borides. TGA has revealed that oxidation of both MgB 2 and MgB 4 results in a high conversion into the oxides (88–91 %), far exceeding the low conversion of boron (62.5 %). MgB 4 begins to oxidize rapidly at a much lower temperature (∼900 °C) than MgB 2 (∼1200 °C). The burning rates of milled MgB 2 and MgB 4 are about eight and five times, respectively, faster than that of submicron boron. Magnesium borides exhibit a stable, sustained boron flame, needed for high combustion efficiency, whereas physical Mg/B mixtures undergo Mg-driven "flash" combustion.

Boron↗
DOE OSTI2020

Low Size, Weight, and Power Neuromorphic Computing to Improve Combustion Engine Efficiency

Neuromorphic computing offers one path forward for AI at the edge. However, accessing and effectively utilizing a neuromorphic hardware platform is non-trivial. In this work, we present a complete pipeline for neuromorphic computing at the edge, including a small, inexpensive, low-power, FPGA-based neuromorphic hardware platform, a training algorithm for designing spiking neural networks for neuromorphic hardware, and a software framework for connecting those components. We demonstrate this pipeline on a real-world application, engine control for a spark-ignition internal combustion engine. We illustrate how we connect engine simulations with neuromorphic hardware simulations and training software to produce hardware-compatible spiking neural networks that perform engine control to improve fuel efficiency. We present initial results on the performance of these spiking neural networks and illustrate that they outperform open-loop engine control. We also give size, weight, and power estimates for a deployed solution of this type.

Schuman, Catherine↗
DOE OSTI2020

Experimental Study of the Effect of Start of Injection and Blend Ratio on Single Fuel Reformate RCCI

Abstract A new concept of single fuel reactivity-controlled compression ignition (RCCI) has been proposed through the catalytic partial oxidation (CPOX) reformation of diesel fuel. The reformed fuel mixture is then used as the low reactivity fuel and diesel itself is used as the high reactivity fuel. In this paper, two reformate mixtures from the reformation of diesel were selected for further analysis. Each reformate fuel mixture contained a significant fraction of inert gases (89% and 81%). The effects of the difference in the molar concentrations of the reformate mixtures were studied by experimenting with diesel as the direct injected fuel in RCCI over a varying start of injection timings and different blend ratios (i.e., the fraction of low and high reactivity fuels). The reformate mixture with the lower inert gas concentration had earlier combustion phasing and shorter combustion duration at any given diesel start of injection timing. The higher reactivity separation between reformate mixture and diesel, compared with gasoline and diesel, causes the combustion phasing of reformate-diesel RCCI to be more sensitive to the start of injection timing. The maximum combustion efficiency was found at a CA50 before top dead center (TDC), whereas the maximum thermal efficiency occurs at a CA50 after TDC. The range of energy-based blend ratios in which reformate-diesel RCCI is possible is between 25% and 45%, limited by ringing intensity (RI) at the low limit of blend ratios, and coefficient of variance (COV) of net indicated mean effective pressure (IMEPn) and combustion efficiency at the high limit. Intake boosting becomes necessary due to the oxygen deficiency caused by the low energy density of the reformate mixtures as it displaces intake air.

Engineering↗
DOE OSTI2023

Numerical Optimization of Spray-Guided Spark Assistance for Cold Idle Operation in a Heavy-Duty Gasoline Compression Ignition Engine

This article describes the results of a response surface model (RSM)-based numerical optimization campaign for spray-guided spark assistance at cold operations in a heavy-duty gasoline compression ignition (GCI) engine. On the basis of an earlier work on spark-assisted GCI cold combustion, a space-filling design of experiments (DoE) method was first undertaken to investigate a multitude of hardware design variables and engine operating parameters. The main design variables included the number of injector nozzles, fuel split quantities and injection timings, and spark timing. The objective variables were engine combustion efficiency (ŋ c ), maximum pressure rise rate (MPRR), and engine-out nitrogen oxide (NO x ) emissions. A total of 150 design candidates were automatically generated using the Sobol sequence method provided by the commercial software package, CAESES. Then, closed-cycle computational fluid dynamic (CFD) spark-assisted GCI simulations under cold idling operations were performed. The outcomes from the CFD-DoE design campaign were utilized to construct high-fidelity RSMs that allowed for further design optimization of the spark plug- and fuel injector-related design variables, along with fuel injection strategy parameters. A merit function with respect to objective variables was formulated with an appropriate weight assignment on each objective variable. Finally, the best design candidate was identified from the RSM-based optimization process and further validated in the CFD analysis. The best design candidate showed the potential to significantly improve combustion efficiency (ŋ c > 90%) over the baseline at cold idle while satisfying MPRR and NOx emissions constraints (MPRR < 5 bar/CAD and NO x < 4.5 g/kWh).

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Results of the 2018 Wood Stove Design Challenge

The 2018 Wood Stove Design Challenge was an international design competition which sought to identify top performing residential wood stoves based on automation. To prepare for the event, the Northeast States for Coordinated Air Use Management (NESCAUM) developed a testing protocol that challenged the stoves by testing them in more field-like conditions—capturing emissions from start-up, reloading a stove, and the use of larger piece sizes. Flue gas emissions were measured using a combination of in-stack and novel dilution sampling methods, as the event occurred on the National Mall in Washington D.C. in a non-laboratory setting. Particulate matter (PM), carbon monoxide (CO), carbon dioxide (CO2), and methane (CH4) were measured from three stoves in real-time. A combustion efficiency was also calculated for each stove in real-time. Measured PM emission rates ranged between 1.8 and 8.0 g/hr for all stoves and operating conditions, with the highest emissions being measured during cold start in all cases. The test average PM emission rates were 2.4, 4.0, and 2.4 g/hr for stoves A, B, and C, respectively. Results showed emissions measured during transient operations, which are often excluded in current certification methods, can be significantly higher than steady-state periods—echoing other studies and highlighting the importance of testing in various operational modes for more realistic emission estimates. Additionally, the stoves had overall CO emission rates of 48.8, 284.8, and 100.8 g/hr, for stoves A, B and C, respectively. Calculated PM and CO emission factors overall were low considering the testing protocol sought to follow more challenging yet realistic practices in terms of fuel loading and operating procedures. The overall estimated combustion efficiency for stoves A, B, and C was 85%, 78%, 76%, respectively and in all cases was lowest during the cold start period.This report details the successfully proposed and assembled instrumentation that was relatively portable for field-site testing and the results of the emissions measurements for the 2018 Wood Stove Design Challenge competition. Overall, the repeatability of each stove was favorable with coefficients of variation (COV) ranging from 7 to 15% for measured PM concentrations.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗