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At least 271 records · Page 15
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Validated CFD Model for Multimode Gasoline Compression Ignition Engine

A validated CFD model for the multimode combustion engine developed under the DOE funded project DE-EE0008478 (Co-optimized Mixed-Mode Engine and Fuel Demonstrator for Improved Fuel Economy while Meeting Emissions Requirements). It incorporates advanced physics-based fuel surrogate models for thermophysical properties and reaction kinetics. The combustion modes include spark ignition (SI), low temperature combustion (LTC), and compression ignition (CI). The real fuel model was validated for RON60, RON70, RON80, RON90, and two biofuel blends. The validation cases can be found in https://doi.org/10.2172/1887341.

02 PETROLEUM↗
DOE OSTI2020

Design and Development of a High-Efficiency Single Cylinder Natural Gas-Fueled Jet Ignition Engine

The current energy climate has created a push toward reducing consumption of fossil fuels and lowering emissions output in power generation applications. Combined with the desire for a more distributed energy grid, there is currently a need for small displacement, high efficiency engines for use in stationary power generation. An enabling technology for achieving high efficiencies with spark ignited engines for such applications is the use of jet ignition which enables ultra-lean (λ > ~1.6) combustion via air dilution.This paper provides a comprehensive review of the development of a 390cc, high efficiency single cylinder natural gas-fueled jet ignition engine operating ultra-lean. The engine was developed as part of the Department of Energy’s Advanced Research Projects Agency–Energy (DOE ARPA-E) GENSETS program. Design choices for minimizing friction are highlighted as well as test results showing further friction reduction through downspeeding. Extensive hardware optimization of the combustion system has been performed and results are presented for air-flow path optimization and the jet igniter. The efficiency benefits related to enleanment and downspeeding are analyzed using an efficiency loss breakdown based on the First Law of Thermodynamics. Through optimization efforts a peak brake thermal efficiency in excess of 34% was achieved, representing an increase of greater than 20% over the current state-of-the-industry for comparably sized CNG engines.

Peters, Nathan↗
DOE OSTI2021

Effects of knock intensity measurement technique and fuel chemical composition on the research octane number (RON) of FACE gasolines: Part 1 – Lambda and knock characterization

The Research and Motor Octane Number (RON and MON) rate the knock propensity of gasoline in the Cooperative Fuel Research (CFR) engine by comparing the knock intensity of sample fuels relative to that of primary reference fuels (PRF), a binary blend of iso-octane and n-heptane. Important differences exist between standard octane testing and automotive spark ignition (SI) engine knock testing including speed, load, air-to-fuel equivalence ratio (lambda), and knock characterization, which lead to a discrepancy between a fuel’s RON rating and its knock resistance characterized on an automotive SI engine based on knock-limited spark advance. This publication is the first of a set of three publications which modify operating parameters of the RON test method (ASTM D2699) to investigate the effects of these differences with automotive SI engine knock-limited spark advance testing. A fuel’s standard RON is evaluated at the lambda of the highest knock intensity, whereas automotive SI engines typically operate at stoichiometry. Here, we analyze the effects of a stoichiometric RON rating methodology. Additionally, the knock intensity response from the standard CFR knockmeter system is compared to a cylinder pressure oscillation-based knock intensity at several lambda settings. All experiments were performed with a set of seven Coordinating Research Council (CRC) Fuels for Advanced Combustion Engines (FACE) gasolines with approximately 95 RON. The fuel chemical composition impacted the lambda of the highest knock intensity, which resulted in fuel-specific offsets between the standard and stoichiometric RON ratings. The knock system comparison showed significant offsets between cylinder pressure-based and knockmeter-based knock intensity levels.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2023

Effects of knock intensity measurement technique and fuel chemical composition on the research octane number (RON) of FACE gasolines: Part 2 – Effects of spark timing

The Research and Motor Octane Number (RON, MON) characterize a fuel’s knock resistance by rating the knock intensity of a sample fuel relative to that of Primary Reference Fuels (PRF) in a Cooperative Fuel Research (CFR) Engine. A fuel’s octane number is regulated to prevent damage from autoignition leading to knocking combustion in spark-ignition engines. The operational differences between the standard RON rating and modern engine operation are explored in a three-part publication series. The previous study focused on the effects of lambda and knock characterization. This second study primarily focuses on the effects of spark timing on RON determination. Following the findings from the first publication, the knock intensity was captured by the knockmeter and by the maximum amplitude of pressure oscillations (MAPO) at the lambda of peak knock intensity and stoichiometry. Knock-limited spark advance tests were conducted for a set of seven Fuels for Advanced Combustion Engines (FACE) from the Coordinating Research Council (CRC) with varying chemical composition, PRFs, and Toluene Standardization Fuels (TSFs). For retarded spark timings, pre-spark low-temperature heat release was found for low RON PRFs. Low RON PRFs also showed knocking characteristics before reaching the center of combustion suggesting that the use of knock-limited spark advance (KLSA) was preferred over the knock-limited combustion phasing. Primarily paraffinic fuels tended towards increased pressure oscillations while dominantly aromatic fuels experienced higher pressure rise rates. A MAPO-based KLSA correlated best to Octane Index at a negative K-factor suggesting beyond RON operation despite being at otherwise RON conditions. At stoichiometry, the MAPO-based KLSA did neither correlate to RON nor Octane Index. Finally, good agreement was found between KLSA-based effective RON from this study to the MAPO-based effective RON from the first study.

10 SYNTHETIC FUELS↗
DOE OSTI2021

An experimental and kinetic modeling study of NO x sensitization on methane autoignition and oxidation

An experimental and kinetic modeling study of the influence of NO x (i.e. NO 2 , NO and N 2 O) addition on the ignition behavior of methane/‘air’ mixtures is performed. Ignition delay time measurements are taken in a rapid compression machine (RCM) and in a shock tube (ST) at temperatures and pressures ranging from 900–1500 K and 1.5–3.0 MPa, respectively for equivalence ratios of 0.5–2.0 in ‘air’. The conditions chosen are relevant to spark ignition and homogeneous charge compression ignition engine operating conditions where exhaust gas recirculation can potentially add NO x to the premixed charge. The RCM measurements show that the addition of 200 ppm NO 2 to the stoichiometric CH 4 /oxidizer mixture results in a factor of three increase in reactivity compared to the baseline case without NOx for temperatures in the range 600–1000 K. However, adding up to 1000 ppm N 2 O does not show any appreciable effect on the measurements. The promoting effect of NO 2 was found to increase with temperature in the range 950–1150 K, while the sensitization effect decreases at higher pressures. The experimental results measured are simulated using NUIGMech1.2 comprising an updated NO x sub-chemistry in this work. A kinetic analysis indicates that the competition between the reactions ĊH 3 + NO 2 ↔ CH 3 Ȯ + NO and ĊH 3 + NO 2 (+M) ↔ CH 3 NO 2 (+M), the former being a propagation reaction and the latter being a termination reaction governs NO x sensitization on CH 4 ignition. Recent calculations by Matsugi and Shiina (A. Matsugi, H. Shiina, J. Phys. Chem. A. 121 (2017) 4218–4224) for the nitromethane formation reaction CH 3 + NO 2 (+M) ↔ CH 3 NO 2 (+M), together with the recently calculated rate constants for HONO/HNO 2 reactions significantly improve ignition delay time predictions in the temperature range 600–1000 K. Furthermore, the experiments with NO addition reveal a non-monotonous sensitization impact on CH 4 ignition at lower temperatures with NO initially acting as an inhibitor at low NO concentrations and then as a promoter as NO concentrations increase in the mixture. This non-monotonous trend is attributed to the role of the chain-termination reaction ĊH 3 + NO 2 (+M) ↔ CH 3 NO 2 (+M) and the impact of NO on the transition to the chain-branching steps CH 2 O + HȮ 2 ↔ HĊO + H 2 O 2 , H 2 O 2 (+M) ↔ ȮH + ȮH (+M), HĊO ↔ CO + Ḣ followed by CO + O 2 ↔ CO 2 + Ö and Ḣ + O 2 ↔ Ö + ȮH. NUIGMech1.2 is systematically validated against the new ignition delay measurements taken here together with species measurements and high temperature ignition delay time data available in the literature for CH 4 /oxidizer mixtures diluted with NO 2 /N 2 O/NO and is observed to accurately capture the sensitization trends.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2025

Co-optimization of fuel properties, combustion system geometry, and injection strategy for conventional diesel fuel

Here, studies have shown that fuel properties can impact an engine’s operation in several ways, including ignition delay, sooting tendency, mixture formation, and combustion temperature. In mixing-controlled compression ignition (MCCI) engines, the fuel system design and piston bowl geometry significantly affect combustion performance and emissions. Based on current information, it is difficult to draw conclusions about fuel property effects and sensitivities. The central fuel hypothesis approach used in the US Department of Energy Co-Optima program has worked well for spark ignition fuels: identifying critical fuel property ranges is sufficient to screen fuel blends that are expected to maximize efficiency and reduce pollutant emissions. However, for MCCI-relevant fuels, the information gained from past studies is not sufficient to build such a merit function or to allow for performing a similar screening of fuel blends. It is hypothesized that a co-optimization of a fuel’s physical and chemical properties, combustion system geometry, and injection strategy could leverage synergies between the effects of the fuel properties and geometries, resulting in improved performance over state-of-the-art. A machine learning–assisted unconstrained global optimization algorithm was used to explore a design space comprising 23 independent variables. The results show that physical property effects were minimal even for large variations in fuel properties, and the only interaction effect that was observed was the effect of varied fuel density parameters on fuel/air mixture formation. Nevertheless, these interactions were not sufficient in magnitude to significantly affect optimization results. Therefore, analysis of the results suggests that fuel physical properties cannot be leveraged in a co-optimization context to increase engine efficiency.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Numerical Analysis of Fuel Effects on Advanced Compression Ignition Using a Cooperative Fuel Research Engine Computational Fluid Dynamics Model

Growing environmental concerns and demand for a better fuel economy are driving forces that motivate the research for more advanced engines. Multi-mode combustion strategies have gained attention for their potential to provide high thermal efficiency and low emissions for light-duty applications. These strategies target optimizing the engine performance by correlating different combustion modes to load operating conditions. The extension from boosted spark ignition (SI) mode at high loads to advanced compression ignition (ACI) mode at low loads can be achieved by increasing the compression ratio and utilizing intake air heating. Further, in order to enable an accurate control of intake charge condition for ACI mode and rapid mode-switches, it is essential to gain fundamental insights into the autoignition process. Within the scope of ACI, homogeneous charge compression ignition (HCCI) mode is of significant interest. It is known for its potential benefits, operation at low fuel consumption, low NOx, and particulate matter (PM) emissions. In the present work, a virtual Cooperative Fuel Research (CFR) engine model is used to analyze fuel effects on ACI combustion. In particular, the effect of fuel octane sensitivity (S) (at constant Research Octane Number (RON)) on autoignition propensity is assessed under beyond-RON (BRON) and beyond-MON (BMON) ACI conditions. The three-dimensional CFR engine computational fluid dynamics (CFD) model employs a finite-rate chemistry approach with a multi-zone binning strategy to capture autoignition. Two binary blends with Research Octane Number (RON) of 90 are chosen for this study: primary reference fuel (PRF) with S = 0 and toluene–heptane (TH) blend with S = 10.8, representing paraffinic and aromatic gasoline surrogates. Reduced mechanisms for these blends are generated from a detailed gasoline surrogate kinetic mechanism. Simulation results with the reduced mechanisms are validated against experimental data from an in-house CFR engine, with respect to in-cylinder pressure, heat release rate, and combustion phasing. Thereafter, the sensitivity of combustion behavior to ACI operating condition (BRON versus BMON), air-fuel ratio (λ = 2 and 3), and engine speed (600 and 900 rpm) is analyzed for both fuels. It is shown that the sensitivity of a fuel’s autoignition characteristics to λ and engine speed significantly differs at BRON and BMON conditions. Moreover, this sensitivity is found to vary among fuels, despite the same RON. It is also observed that the presence of low-temperature heat release (LTHR) under BRON condition leads to more sequential autoignition and longer combustion duration than BMON condition. Finally, the study indicates that the octane index (OI) fails to capture the trend in the variation of autoignition propensity with S under the BMON condition.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Ignition Delay Measurements of Four Component Model Gasolines Exploring the Impacts of Biofuels and Aromatics

This study explores the impacts of combinations of biofuel (ethanol, isobutanol and 2-methyl furan) and aromatic (toluene) compounds in a four component fuel blend, at fixed research octane number (RON) on ignition delay measured in an advanced fuel ignition delay analyzer (AFIDA 2805). Ignition delay measurements were performed over a range of temperatures from 400 to 725 °C (673 to 998 K) and two chamber pressures of 10 and 20 bar. The four component mixtures are compared to primary reference fuels at RON values of 90 and 100. The ignition delay measurements show that as the aromatic and biofuel concentrations increased, two stage ignition behavior was suppressed, at both initial chamber pressures. But both RON 100 (isooctane) and RON 90 reference fuels showed two stage ignition behavior, as did fuel mixtures with low biofuel and aromatic content. RON 90 fuels showed stronger two stage ignition behavior than RON 100 fuels, as expected. Depending on the type of biofuel in the mixture, the ignition delay at low chamber temperatures could be far greater than for the reference fuels. In particular, for the RON 100 mixtures at either 10 or 20 bar initial chamber pressure, the ignition delay at 400 °C (673 K) for the high level blend of 2-methyl furan and toluene (30 vol% of each) exhibited an ignition delay that was 10 times longer than for neat isooctane. The results show the strong non-linear octane blending response of these three biofuel compounds, especially in concert with the kinetic antagonism that toluene is known to display in mixtures with isooctane. These results have implications for the formulation of biofuel mixtures for spark ignition and advanced compression ignition engines, where this non-linear octane blending response could be exploited to improve knock resistance, or modulate the autoignition process.

2-methyl furan↗
DOE OSTI2020

An improved detailed chemical kinetic model for C3-C4 linear and iso-alcohols and their blends with gasoline at engine-relevant conditions

Propanol and butanol isomers have received significant research attention as promising fuel additives or neat biofuels. Robust chemical kinetic models are needed that can provide accurate and efficient predictions of combustion performance across a wide range of engine relevant conditions. Herein, this study seeks to improve the understanding of ignition and combustion behavior of pure C3-C4 linear and iso-alcohols, and their blends with gasoline at engine-relevant conditions. In this work, a kinetic model with improved thermochemistry and reaction kinetics was developed based on recent theoretical calculations of H-atom abstraction and peroxy radical reaction rates. Kinetic model validations are reported, and the current model reproduces the ignition delay times of the C3 and C4 alcohols well. Variations in reactivity over a wide range of temperatures and other operating conditions are also well predicted by the current model. Recent ignition delay time measurements from a rapid compression machine of neat iso-propanol and iso-butanol [Cheng et al., Proc. Combust Inst. (2020)] and blends with a research grade gasoline [Goldsborough et al., Proc. Combust Inst. (2020)] at elevated pressure (20–40 bar) and intermediate temperatures (780–950 K) were used to demonstrate the accuracy of the current kinetic model at conditions relevant to boosted spark-ignition engines. The effects of alcohol blending with gasoline on the autoignition behavior are discussed. The current model captures the suppression of reactivity in the low-temperature and negative-temperature-coefficient (NTC) region when either isopropanol and isobutanol are added to a research grade gasoline. Sensitivity and reaction flux analysis were performed to provide insights into the relevant fuel chemistry of the C3-C4 alcohols.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2020

High BMEP and High Efficiency Micro-Pilot Ignition Natural Gas Engine (Final Project Report)

The project objectives were to develop demonstrate a high-efficiency high-output natural gas diesel micro-pilot stoichiometric engine operating with diesel pilot contribution of less than 5% on a medium duty engine. The program’s outcomes achieve in a partnership between Michigan Technological University and Westport Power Inc. were very successful. The engine platform was a 6.7L I6 engine with a compression ratio of 15:1 and achieved 24 bar BMEP and 41% brake thermal efficiency at lambda. Simulation and modeling with an improved turbocharger and combustion chamber improvements demonstrated a clear path to 43% BTE. The operational stoichiometric range was from 5 to 24 bar with minimal throttling. Diesel contribution over the cycle was 4.6%. The results achieved in this program are well above the best in-class baseline natural gas spark ignition engines of 19.5 bar BMEP and 40% BTE.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

SYSTEMATIC MULTI-INDEX VALIDATIONS OF SIDI ENGINE FLOW FIELD LES COMPUTATIONS USING CRANK ANGLE-RESOLVED PIV MEASUREMENTS

In-cylinder flow fields make significant impacts on the fuel atomization, fuel mixture formation, and combustion process in spark ignition direct injection (SIDI) engines. In recent years, model-based simulation approaches are preferred in regard to investigating the transient in-cylinder flow field characteristics. Most commonly, the simulation models are validated using single representative flow field at a typical crank angle measured by particle image velocimetry (PIV). However, it provides only limited knowledge about the flow field which is highly three-dimensional and of transient nature. In this study, crank angle-resolved Ply measurements are conducted on three distinct planes inside the cylinder to capture the transient process of flow field characteristics which vary with the crank angle. These three planes consist of one tumble plane through the spark plug tip, one tumble plane along two intake ports, and one swirl plane at 30 mm below the cylinder head. Large eddy simulation (LES) is employed for the numerical computations using the CONVERGE codes. On the basis of large datasets for both temporal and spatial domains, a multi-index systematic validation approach is conducted. Crank angle-resolved calculations of global indices and local indices are implemented using the flow fields velocity data obtained from both PIV and LES on select planes. Global indices reveal the trends in similarities of different crank angle degrees and locations, while local indices give the detail comparison results. In summary, with the systematic multi-index validation approach, the crucial crank angle degrees and locations for model verification will be detected. Furthermore, the corresponding critical flow features are analyzed. Practical guideline of flow field validation is proposed.

Crank angle-resolved PIV↗
DOE OSTI2025

Optimization of spray breakup model parameters for predicting fuel spray and film characteristics in gasoline direct injection engines

This study investigated the behavior of gasoline direct injection (GDI) sprays using computational fluid dynamics (CFD). The authors developed an approach to identify optimal spray breakup model parameters by evaluating an error function across numerous simulations, with the goal of minimizing discrepancies from experimental data. Using the optimal setup, the simulated spray matched well with projected liquid volume distributions, liquid penetration, and spray width measured in a constant-pressure continuous-flow chamber. To further validate the approach, the same setup was tested across various fuels, injectors, and operating conditions. Subsequently, the optimal setup, along with a recently developed spray-wall interaction model, were applied to a direct-injection spark-ignited engine under late-injection conditions to predict and evaluate fuel film formation and evolution at varying engine coolant temperatures. Here, with the centrally mounted injector directing the spray toward the piston, simulations indicated that the spray tends to impinge on the piston surface. The proposed simulation framework also accurately captured the aggregate film area on the piston surface, aligning with previously published experimental results. Moreover, simulations showed that increasing the coolant temperature from cold start conditions (333 K) to warm conditions (363 K) reduced the fuel mass deposited on the piston by roughly 50%. Furthermore, for the spray-guided engine configuration studied in this work, the CFD model predicted minimal film deposition on the spark plug electrodes regardless of the coolant temperatures due to a relatively weak in-cylinder flow during the compression phase.

Computational fluid dynamics (CFD)↗
DOE OSTI2022

Experimental Studies of Low-Load Limit in a Stoichiometric Micro-Pilot Diesel Natural Gas Engine

While operating at light loads, diesel pilot-ignited natural gas engines with lean premixed natural gas suffer from poor combustion efficiency and high methane emissions. This work investigates the limits of low-load operation for a micro-pilot diesel natural gas engine that uses a stoichiometric mixture to enable methane and nitrogen oxide emission control. By optimizing engine hardware, operating conditions, and injection strategies, this study focused on defining the lowest achievable load while maintaining a stoichiometric equivalence ratio and with acceptable combustion stability. A multi-cylinder diesel 6.7 L engine was converted to run natural gas premix with a maximum diesel micro-pilot contribution of 10%. With a base diesel compression ratio of 17.3:1, the intake manifold pressure limit was 80 kPa(absolute). At a reduced compression ratio of 15:1, this limit increased to 85 kPa, raising the minimum stable load. Retarding the combustion phasing, typically used in spark-ignition engines to achieve lower loads, was also tested but found to be limited by degraded diesel ignition at later timings. Reducing the pilot injection pressure improved combustion stability, as did increasing pilot quantity at the cost of lower substitution ratios. The lean operation further reduced load but increased NOx and hydrocarbon emissions. At loads below the practical dual-fuel limit, a transition to lean diesel operation will likely be required with corresponding implications for the aftertreatment system.

03 NATURAL GAS↗
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

Hydrothermal catalysis of waste greases into green gasoline, jet, and diesel biofuels in continuous flow supercritical water

Production of green gasoline, jet, and diesel biofuels from waste greases was achieved using a novel hydrothermal, continuous-flow catalytic process operating under supercritical water conditions, with recycled water the only added chemical. Thermally and chemically stable catalysts were explored to optimize yields of liquid biofuels and to minimize production of gases and acidic compounds. A 50:50 mixture of brown and yellow waste greases converted into 76.6 wt% liquid biocrude (BC); the remainder converted to water and gases. Less than 0.2% of the FS formed carbon char (mainly amongst catalyst particles). Various tubular reactors (Inconel, ® Hastelloy®, titanium, stainless) showed no interior defects, erosion, or mass loss after runs. Here, the titanium catalyst was fully recovered and regenerated back to its original potency. The BC was further refined into 28%, 48%, 20%, and 4 wt%, respectively for green gasoline, jet, diesel, and bunker. Biofuels were analyzed for compound class compositions and reaction mechanisms were proposed. The hundreds of identified fuel products (C3-C35) from processing oleic acid as a pure model compound were identified. The neat green gasoline and diesel biofuels along with a 50% green jet blend (with petroleum Jet A) were tested in appropriate spark ignition, turbine, and diesel engines at University of MN Engine Labs. Biofuels achieved 107.7%, 97.2%, and 101.3% engine power performance levels relative to petroleum fuels (91-Octane, Jet A, #2 Diesel) along with lower CO and pollutant emissions. Biofuels passed ASTM fuel specifications (D4814, D7566, D975) including mandated corrosion and low sulfur limits of all three biofuels.

09 BIOMASS FUELS↗
DOE OSTI2021

Experimental investigation of the effect of pore size distribution on nano-particle capture efficiency within ceramic particulate filters

The effect of the pore size distribution on size-resolved filtration efficiency was investigated for two ceramic particulate filters using particulate matter (PM) generated by a spark-ignition direct-injection engine fueled with gasoline. The cordierite filter tested had a porosity of 43%, a median pore diameter (d_50) of 12 µm, and a wide pore size distribution with a lognormal standard deviation (s’) of 0.3. The aluminum titanate filter had very similar porosity, d_50, and thickness, but significantly narrower pore size distribution (s’ = 0.1). The testing of two filters under identical experimental conditions enabled the impact of the pore size distribution on filtration performance to be evaluated. Filtration experiments were performed focusing on just the filter wall, starting from a clean filter until the transition to cake filtration (filtration efficiency > 99%). Time-resolved particle size distribution measurements were used to evaluate the progression of filtration performance and estimate trapped mass within the filter. The aluminum titanate filter, with a narrow pore size distribution, exhibited significantly better diffusion capture efficiency. The negative impact of higher flow velocity on diffusion capture efficiency was more pronounced for a narrower pore size distribution. Flow distributions measured using capillary-flow porometry were used to develop a cylindrical pore flow model to understand the impact of the differences in pore size distribution on observed trends in diffusion capture efficiency within a clean filter. The model helps demonstrate how large pores on the high end of a wider pore size distribution can carry a large fraction of the flow, with less efficient capture of small particles by diffusion. The experimental results and data demonstrate that the bubble point diameter and width of the pore size distribution significantly influence diffusion capture efficiencies for filters with very similar median pore diameter, porosity, and thickness.

aerosol filtration, Aftertreatment, ceramic exhaus↗
DOE OSTI2020

Multiple injection for improving knock, gaseous and particulate matter emissions in direct injection SI engines

Advances in fuel injector technology have enabled research and development on a large variety of direct injection spark ignition (DISI) engine fueling strategies targeted to improve engine performance and reduce engine-out emissions. This study explores the effect of multiple injections on knock, engine efficiency and stability, and particulate number and gaseous emissions on a single-cylinder DISI research engine. Work to date on multiple injections in the literature is reviewed, and then two aspects of multiple injection strategies are experimentally investigated: the number of injections (up to five times in a cycle); and the timing of the injections (classified relative to the timing of intake valve opening and closing). A boosted, single-cylinder research engine equipped with a state-of-the-art piezoelectric hollow cone spray direct injector and research-grade E10 gasoline was used for the study. The results show multiple injections maintain torque and combustion stability compared with single injection and slightly increase the knock limits and indicated thermal efficiencies (maximum 0.7% absolute, 2.8% relative compared with single-injection baseline) due to improved heat release phasing, especially with an additional late injection during the intake valve closed (compression stroke) period. The gaseous pollutant emissions including nitrogen oxides and unburned hydrocarbons were reduced by 25% with multiple injections, particularly with injection during the compression stroke. In contrast, carbon monoxide emissions increased with multiple injections for all conditions. Increasing the number of injection events significantly reduced particulate number emissions (half with each additional injection), and the decrease in particulate number was not sensitive to the injection timing.

42 ENGINEERING↗
DOE OSTI2020

Autoignition behavior of gasoline/ethanol blends at engine-relevant conditions

Ethanol is an attractive oxygenate increasingly used for blending with petroleum-derived gasoline yielding beneficial combustion and emissions behavior for a range of internal combustion engine schemes, including stoichiometric spark-ignition and low temperature combustion (LTC). As such, it is important to fundamentally understand the autoignition behavior of gasoline/ethanol blends. This work utilizes a rapid compression machine (RCM) and a homogeneous charge compression ignition (HCCI) engine to experimentally quantify changes in fuel reactivity, through ignition delay times and preliminary heat release, for blends of 0 to 30% vol./vol. into a full boiling range research gasoline (FACE-F). Diluted/stoichiometric and undiluted/fuel-lean conditions are explored covering a wide range of compressed temperatures and pressures relevant to conventional and advanced, gasoline combustion engines. Detailed chemical kinetic modeling is undertaken using a recently updated gasoline surrogate model in conjunction with a five-component surrogate to model the RCM experiments and provide chemical insight into the perturbative effects of ethanol on the autoignition process. The diluted/stoichiometric RCM measurements reveal that within the low-temperature regime ethanol retards first-stage and main ignition delay times, and suppresses both the rates and extents of low-temperature heat release (LTHR), while within the intermediate-temperature regime ethanol only causes slight changes. Good agreement of ignition delay time and preliminary heat release prediction is found between model and experimental results. Sensitivity and flux analyses further show that ethanol blending effects are dominated by the competition between the H-atom abstraction from ethanol and other fuel components by OH radical at low temperatures and by HO 2 radical at intermediate temperatures. These findings are consistent across both fuel loading conditions explored in this study. In addition, when HCCI engine experiments are mapped onto undiluted/lean RCM measurements under a constant combustion phasing scenario, good correspondence between the two apparatuses is observed for LTHR and start of high-temperature heat release. Finally, the current study highlights the importance of characterizing LTHR in predicting fuel behaviors in high-boost/low-temperature engines, and demonstrates that RCM experiments can provide an alternative, and more-efficient avenue for such characterization.

02 PETROLEUM↗