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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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Ducted fuel injection (DFI) is a strategy to improve fuel/charge-gas mixing in direct-injection compression-ignition engines. DFI involves injecting fuel along the axis of a small tube in the combustion chamber, which promotes the formation of locally leaner mixtures in the autoignition zone relative to conventional diesel combustion. Previous work has demonstrated that DFI is effective at curtailing engine-out soot emissions across a wide range of operating conditions. This study extends previous investigations, presenting engine-out emissions and efficiency trends between ducted two-orifice and ducted four-orifice injector tip configurations. For each configuration, parameters investigated include injection pressure, injection duration, intake manifold pressure, intake manifold temperature, start of combustion timing, and intake-oxygen mole fraction. For both configurations and across all parameters, DFI reduced engine-out soot emissions compared to conventional diesel combustion, with little effect on other emissions and engine efficiency. Emissions trends for both configurations were qualitatively the same across the parameters investigated. The four-duct configuration had higher thermal efficiency and indicated-specific engine-out nitrogen oxide emissions but lower indicated-specific engine-out hydrocarbon and carbon monoxide emissions than the two-duct assembly. Both configurations achieved indicated-specific engine-out emissions for both soot and nitrogen oxides that comply with current on- and off-road heavy-duty regulations in the United States without exhaust-gas aftertreatment at an intake-oxygen mole fraction of 12%. High-speed in-cylinder imaging of natural soot luminosity shows that some conditions include a second soot-production phase late in the cycle. The probability of these late-cycle events is sensitive to both the number of ducted sprays and the operating conditions.
At the completion of the National Ignition Campaign NIF had about 36 different types of diagnostics. These were based on several decades of development on Nova and OMEGA and involved the whole US ICF community. A plan for a limited of NIF Diagnostics was documented by the Joint Central Diagnostic Team in the NIF Conceptual Design Report in 1994. These diagnostics and many more were installed diagnostics by two decades later. We give a short description of each of the 36 different types of NIC diagnostics grouped by the function of the diagnostics, namely target drive, target response and target assembly, stagnation and burn. A comparison of NIF diagnostics with the Nova diagnostics shows that the NIF diagnostic capability is broadly equivalent to that of Nova’s in 1999. NIF diagnostics have a much greater degree of automation and rigor than Nova’s and the NIF diagnostic suite incorporates some scientific innovation compared to Nova and OMEGA namely one much higher speed x-ray imager. Directions for future NIF diagnostics are discussed.
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Effects of injector catalytic surfaces on ignition pressure spiking in Apollo command module engine
Comparison, at simulated altitude, of nitrogen tetroxide/monomethylhydrazine and hydrogen peroxide/monomethylhydrazine ignition pressure spiking characteristics
Determining postignition interactions between igniter and main motor flow by aft-end heated air simulation of solid propellant exhaust
This report presents performance results of air cooled and water-cooled engines. The results obtained were sufficiently promising to warrant further investigation with fuel injection and spark ignition, with the same arrangement of inlet ports and exhaust valves at the bottom of the cylinder and the exhaust gases discharged through two poppet valves in the cylinder head. The displacement of the engine was 118 cubic inches. Optimum performance was obtained with the inlet air directed into the cylinder at an angle of 20 degrees to the radial.
For high repetition-rate fusion power plant applications, capsules with aerogel-supported liquid DT fuel can have much reduced fill time compared to {beta}-layering a solid DT fuel layer. The melting point of liquid DT can be lowered once liquid DT is embedded in an aerogel matrix, and the DT vapor density is consequently closer to the desired density for optimal capsule design requirement. We present design for NIF-scale aerogel-filled capsules based on 1-D and 2-D simulations. An optimal configuration is obtained when the outer radius is increased until the clean fuel fraction is within 65-75% at peak velocity. A scan (in ablator and fuel thickness parameter space) is used to optimize the capsule configurations. The optimized aerogel-filled capsule has good low-mode robustness and acceptable high-mode mix.
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The electron and ion temperatures of the imploded core plasma are two of the most important metrics of inertial confinement fusion experiments. We have developed a technique for inferring electron temperatures from the contrast of x-ray images observed through a group of x-ray filters. Generally, the plasma electron temperature exhibits spatial and temporal variations, so time-averaged and time-resolved measurements are expected to yield somewhat different results. By analyzing the intensity of images observed with both a time-integrated detector (imaging plates) and a time-resolved detector (gated micro-channel plate), we found the electron temperature observed from x-ray images to be systematically higher than the ion temperature inferred from fusion neutron spectroscopy.
No abstract prepared.
The high fuel capsule compression required for indirect drive inertial confinement fusion requires careful control of the X-ray drive symmetry throughout the laser pulse. When the outer cone beams strike the hohlraum wall, the plasma ablated off the hohlraum wall expands into the hohlraum and can alter both the outer and inner cone beam propagations and hence the X-ray drive symmetry especially at the final stage of the drive pulse. To quantitatively understand the wall motion, we developed a new experimental technique which visualizes the expansion and stagnation of the hohlraum wall plasma. Details of the experiment and the technique of spectrally selective x-ray imaging are discussed.
To further improve the energy conversion efficiency of internal combustion engine, the transient and complex air flow movement inside the cylinder needs to be better understood and controlled. Although the in-cylinder flow fields are highly stochastic with strong cycle-to-cycle fluctuations, machine learning can still provide an efficient way to learn and regress the complex flow movement process inside the cylinder. In this work, a bidirectional recurrent neural network (bi-RNN) model with long short-term memory was applied to predict the in-cylinder flow fields at different time steps using training data from mull-cycle particle image velocimetry (PIV) measurements. To evaluate the agreement between the true and predicted flow fields, structure and magnitude comparison indices are calculated both globally and locally. The comparison results show that the bi-RNN model can accurately predict the bulk flow and vortex motions from early intake stroke to compression stroke. This work demonstrates that the machine learning model has the potential to predict the underlying dynamics of the interaction between in-cylinder flows and provides a reliable way to improve temporal resolution in PIV flow data to better reveal transient in-cylinder flow features.
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