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At least 307 records · Page 17
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Development of advanced vacuum technologies for extending plasma pulse duration on EAST

Advanced vacuum technologies, including pumping, fueling and wall conditioning, have been successfully developed or upgraded to efficiently control the fuel and impurity particles to extend the plasma pulse duration in the experimental advanced superconducting tokamak (EAST). To improve the particle exhaust rate cryopumps with a 60% increase in pumping speed and ∼2 times increase in saturation capacity have been developed, and molecular pumps with a ∼30% increase in pumping speed have been upgraded. In order to monitor the molecular pump status while avoiding bearing faults and overload accidents, a fault detection system has been built which can offer an early warning to avoid more losses within the fusion device. A series of fueling technologies have been developed including gas injection system, supersonic molecular beam injector, pellet injector (PI), massive gas injector and shattered pellet injector, installed at the midplane and divertor positions at different ports to improve fueling uniformity and efficiency. Meanwhile, routine wall conditioning such as electric and hot N 2 baking, ion cyclotron wall conditioning and glow discharge cleaning have been successfully developed to remove the impurity particles from the inner component and materials. The low Z material wall coating and real-time powder injection during plasma discharge are also designed and applied to further improve particle control capability. Finally, by using these advanced vacuum related technologies, good vacuum (<2 × 10 −6 Pa) and wall conditions are realized, and the fuel and impurity particles can be effectively and stably controlled, which promotes the achievement of the record plasma of ∼1056 s pulse duration with the line-averaged electron density of 1.8 × 10 19 m −3 on EAST. They provide a very important reference for vacuum system design and operation for future fusion devices.

EAST↗
DOE OSTI2020

Identification of engine oil-derived ash nanoparticles and ash formation process for a gasoline direct-injection engine

Engine oil-derived ash particles emitted from internal combustion (IC) engines are unwanted by-products, after oil is involved in in-cylinder combustion process. Since they typically come out together with particulate emissions, no detail has been reported about their early-stage particles other than agglomerated particles loaded on aftertreatment catalysts and filters. To better understand ash formation process during the combustion process, here differently formulated engine oils were dosed into a fuel system of a gasoline direct injection (GDI) engine that produces low soot mass emissions at normal operating conditions to increase the chances to find stand-alone ash particles separated from soot aggregates in the sub-20-nm size range. In addition to them, ash/soot aggregates in the larger size range were examined using scanning transmission electron microscopy (STEM)-X-ray electron dispersive spectroscopy (XEDS) to present elemental information at different sizes of particles from various oil formulations. The STEM-XEDS results showed that regardless of formulated oil type and particle size, Ca, P and C were always contained, while Zn was occasionally found on relatively large particles, suggesting that these elements get together from an early stage of particle formation. The S, Ca and P K-edge X-ray absorption near edge structure (XANES) analyses were performed for bulk soot containing raw ash. The linear combination approach & cross-checking among XANES results proposed that Ca 5 (OH)(PO 4 ) 2 , Ca 3 (PO 4 ) 2 and Zn 3 (PO 4 ) 2 are potentially major chemical compounds in raw ash particles, when combined with the STEM-XEDS results. Despite many reports that CaSO 4 is a major ash chemical when ash found in DPF/GFP systems was examined, it was observed to be rarely present in raw ashes using the S K-edge XANES analysis, suggesting ash transformation.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2022

Development of simplified model for injection rate prediction of diesel injectors during transient and steady operation

Determining the injection rate of the diesel injector during the transient short injection operations is a critical matter to enhance the combustion process by improving air/fuel mixture formation. In this regard, numerous injection models have been suggested in the literature to predict the injection rate accurately. However, such algorithms have not precisely predicted the rate of injection (ROI) in transient short injection events. In addition, most of those models require many input parameters to characterize hydraulic and mechanical subsystems in the injector, which can make them inconvenient to tune for different injector specifications, in other words not suitable for universal usage. Therefore, our study aims to develop a simple injection model that can predict injection rate precisely in the short and long injection durations considering relatively fewer input parameters. The model traces the pressure variation inside the sac based on the bulk modulus theory to predict nozzle exit velocity, thus the injection rate of the injector. In the algorithm, the bulk modulus of fuel (E) and discharge coefficients of the nozzle hole and needle seat (C d,H and C d,N ) have been considered to vary rather than set constant during the injection process since such flow parameters would have a critical impact on the flow development at the transient stage, thus affecting the injection rate of diesel injectors. Here with this modelling strategy, the accuracy of the new model on ROI prediction was confirmed with acceptable model error for both short and long injection durations by validating against experimental results. To understand the effect of the new model scheme on ROI prediction, ROI results with the new model have been discussed by comparing it with the ROI results predicted with constant flow parameters.

42 ENGINEERING↗
DOE OSTI2023

An Experimental Comparison of Cyclic Variations in Diesel–Natural Gas and POMDME–Natural Gas Dual Fuel Combustion

Abstract Cyclic variations in internal combustion engines are caused by various factors, including combustion mixture stratification, in-cylinder flows, local fluctuations in air-fuel ratio, etc. Cyclic variations have a profound impact on engine performance and emissions. In this study, cyclic variations in dual fuel combustion are analyzed, comparing diesel–natural gas (NG) and polyoxymethylene dimethyl ether (POMDME)-NG dual fuel combustion. Cyclic variability was initially quantified using the coefficient of variation of gross indicated mean effective pressure (IMEPg) computed from experimental cylinder pressure data. The cases analyzed in this study had a coefficient of variation (COV) of IMEPg greater than or around 5%, which was the lower limit of onset of instability for this engine. Experiments were performed at two fixed start of injection (SOI) of high-cetane fuel: 310 CAD and 350 CAD. For all experiments, a constant load of 5 bar IMEPg was maintained, and the intake boost pressure and rail pressure were fixed at 1.5 bar and 500 bar, respectively. For each case, 1000 cycles of cylinder pressure data were recorded, filtered, and processed using an in-house heat release analysis code for each cycle. A comparison between individual cycles and the “ensemble averaged cycle” was made for both diesel–NG and POMDME–NG combustion. For the early SOI of 310 CAD, the peak cylinder pressure fluctuations of individual cycle were found to be ± 15 bar for both fuel combinations, compared to the ensemble averaged cycle, and < 1/10th of the cycles had an IMEPg lower than 0.05 bar of the ensemble averaged cycle. However, the peak pressure fluctuations were found to be lower for POMDME–NG (±3 bar) than diesel–NG dual fuel combustion at 350 CAD SOI, indicating lower cyclic variations. The higher reactivity of POMDME helped reduce fluctuations in combustion phasing at the retarded SOI. The presence of cycles of deterioration and cycles of recovery were also observed with diesel–NG combustion for 310 CAD SOI, and the scatter in the IMEPg return map was similar for both fuel combinations. The IMEPg return map for POMDME–NG combustion was less scattered at the 350 CAD SOI.

Engineering↗
DOE OSTI2020

Fueling method for small, steady-state, aneutronic FRC fusion reactors

A system and method for fueling a fusion reactor. The system includes a reactor chamber containing a stable plasma including a fusion fuel; a heating system configured to heat the plasma and increase an ion energy of the plasma to a level sufficient for producing net power from fusion reactions in the stable plasma; a plurality of magnets coaxial to the reactor chamber, the plurality of magnets producing a magnetic field sufficient to confine the stable plasma and promote rapid loss of fusion products into a scrape off layer; and a neutral beam injection system configured to inject additional quantities of the fusion fuel to sustain the power output of the fusion reaction.

Cohen, Samuel A.↗
DOE OSTI2023

Multi-injection investigation of a high-volatility diesel in advanced compression ignition combustion for NO x control

Traditional selective catalytic reduction aftertreatment technologies used to reduce [Formula: see text] are very limited at exhaust temperatures below [Formula: see text]. Therefore, under these low engine load conditions, having effective in-cylinder control of [Formula: see text] emissions is important. Previous work by the authors explored the effect of fuel physical properties on the ability to control [Formula: see text] in-cylinder. That work was limited to one direct injection near top dead center. Modern diesel high-pressure fuel systems have the capability of five or more injections in one engine cycle. A higher-volatility diesel fuel and high amounts of exhaust gas recirculation to delay ignition could provide an opportunity for reduction in engine-out [Formula: see text] through an increased level of fuel premixing. By appropriately timing multiple short injections, a more optimal distribution of fuel in-cylinder may be achieved, which could reduce [Formula: see text] while maintaining an efficient combustion phasing. A computational fluid dynamics model previously validated against experimental data was used to explore several injection strategies with increased levels of fuel premixing to assess the potential trade-offs between [Formula: see text] and CO/unburned hydrocarbon (UHC) emissions and thus reduce reliance on the aftertreatment system for [Formula: see text] control. The results show that the devised injection strategies resulted in an increased level of fuel premixing. However, none of the attempted injection strategies resulted in significant [Formula: see text] reductions, and all strategies showed a significant increase in CO and UHC emissions.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Lagrangian particle model for 3D simulation of pellets and SPI fragments in tokamaks

A 3D numerical model for the ablation of pellets and shattered pellet injection (SPI) fragments in tokamaks in the plasma disruption mitigation and fueling parameter space has been developed based on the Lagrangian particle code [R. Samulyak, X. Wang, H.-S. Chen, Lagrangian Particle Method for Compressible Fluid Dynamics, J. Comput. Phys., 362 (2018), 1-19]. The pellet code implements the low magnetic Reynolds number MHD equations, kinetic models for the electronic heating, a pellet surface ablation model, an equation of state that supports multiple ionization states, radiation, and a model for grad-B drift of the ablated material across the magnetic field. The Lagrangian particle algorithm is highly adaptive, capable of simulating a large number of fragments in 3D while eliminating numerical difficulties of dealing with the tokamak background plasma. The code has achieved good agreement with theory for spherically symmetric ablation flows. Axisymmetric simulations of neon and deuterium pellets in magnetic fields ranging from 1 to 6 Tesla have been compared with previous simulations using the FronTier code, and very good agreement has also been obtained. Furthermore, the main physics contribution of the paper is a detailed study of the influence of 3D effects, in particular grad-B drift, on pellet ablation rates and properties of ablation clouds. Smaller reductions of ablation rates in magnetic fields compared to axially symmetric simulations have been demonstrated because the ablated material is not confined to narrowing channels in the presence of grad-B drift. Contribution of various factors in the grad-B drift model has also been quantified.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2022

Study of solid molecular deuterium D 2 growth under gas pressure

The injection of high-speed cryogenic pellets made of frozen hydrogen-isotopes, represents to date the most effective method to fuel magnetically confined thermonuclear fusion plasmas. Additionally, the injection of very large pellets composed of cryogenic solid of some suitable impurity (typically a noble-gas such as H 2 , Ne, or H 2 /Ne, D 2 /Ne mixtures), shattered in relatively small fragments just before entering the plasma, seems to be the most promising method to reduce the damage risks for the plasma-facing components in case of a plasma disruption. This technology, known as "Shattered Pellet Injection" (SPI), allows to spread out the plasma energy and mitigate possible damage to the in-vessel components, as well as to densify the plasma to suppress the formation of runaway electrons, and/or dissipate their energy. Several techniques to produce and launch cryogenic pellets have been investigated in the past decades. "Pipe gun" injectors are reliable and relatively simple devices are still commonly used today. They make use of single- or two-stage pneumatic light-gas guns to accelerate the pellet at high speeds. In these injectors, the cryogenic pellets are formed “ in situ ” (i.e., inside the launching barrel), by de-sublimating them directly from the gas phase, i.e., at temperatures and pressures below those of the triple point. The simplest case is pure deuterium pellets ($\mathcal{T}$ < 18.7 K, $\mathcal{P}$ < 171.3 hPa). The production of good quality solid deuterium, capable of withstanding the mechanical stress during the acceleration of the pellets, is a key issue. To this end the phase transition of deuterium from gas to solid (and vice versa) is modeled with extensive molecular-dynamics (MD) simulations. Furthermore, the solid growth from the gas phase is simulated in an ample range of temperatures and pressures, to find the best compromise between growth velocity and mechanical properties of the resulting solid system.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2022

Experimental study on the role of the target electron temperature as a key parameter linking recycling to plasma performance in JET-ILW*

Changes in global and edge plasma parameters (H98(y,2), dimensionless collisionality ν*, core density peaking, separatrix density ne,sep) with variations in the D2 fueling rate and divertor configuration are unified into a single trend when mapped to $\langle$Te,ot$\rangle$, the spatially averaged spectroscopically derived outer target electron temperature. Dedicated JET with the ITER-like wall (JET-ILW) experiments in combination with an extended JET-ILW database of unseeded low-triangularity H-mode plasmas spanning a wide range of D2 fueling rates, Ip, Bt and heating power have demonstrated the importance of $\langle$Te,ot$\rangle$ as a key physics parameter linking the recycling particle source and detachment with plasma performance. The remarkably robust H98(y,2) trend with $\langle$Te,ot$\rangle$ is connected to a strong inverse correlation between $\langle$Te,ot$\rangle$, ne,sep and ν*, thus directly linking changes in the divertor recycling moderated by $\langle$Te,ot$\rangle$ with the previously established relationship between ν*, core density peaking and core pressure resulting in a degradation in core plasma performance with decreasing $\langle$Te,ot$\rangle$ (increasing ν*). Additionally, a strong inverse correlation between the separatrix to pedestal density ratio, ne,sep/ne,ped, and $\langle$Te,ot$\rangle$ is also established, with the rise in ne,sep/ne,ped saturating at $\langle$Te,ot$\rangle$ > 10 eV. A strong reduction in H98(y,2) is observed as $\langle$Te,ot$\rangle$ is driven from 30 to 10 eV via additional D2 gas fueling, while the divertor remains attached. Consequently, the pronounced performance degradation in attached divertor conditions has implications for impurity seeding radiative divertor scenarios, in which H98(y,2) is already low (~0.7) before impurities are injected into the plasma since moderate gas fueling rates are required to promote high divertor neutral pressure. A favorable pedestal pressure, pe,ped, dependence on Ip has also been observed, with an overall increase in pe,ped at Ip = 3.4 MA as $\langle$Te,ot$\rangle$ is driven down from attached to high-recycling divertor conditions. In contrast, pe,ped is reduced with decreasing $\langle$Te,ot$\rangle$ in the lower Ip branches. Further work is needed to (i) clarify the potential role of edge opacity on the observed favorable pedestal pressure Ip scaling; as well as to (ii) project the global and edge plasma performance trends with $\langle$Te,ot$\rangle$ to reactor-scale devices to improve predictive capability of the coupling between recycling and confined plasma fueling in what are foreseen to be more opaque edge plasma conditions.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2025

Experiment-modeling studies comparing energy dissipation in the DIII-D SAS and SAS-VW divertors

Recent DIII-D experiments on Small Angle Slot (SAS) divertors have confirmed that a combination of divertor closure and target shaping can enhance cooling across the divertor target and increase energy dissipation, but with significant dependence on B T (toroidal magnetic field) direction. In these novel divertors, the roles of closure, target shaping, drifts, and scale lengths are all interconnected in optimizing dissipation, with the separatrix electron density n eSEP being the key parameter associated with the level of dissipation/detachment. After modifying the original flat-targeted graphite SAS to include a V shape with a tungsten coating on the outer side of the divertor (SAS-VW), matched series of discharges were run to compare to detailed SOLPS-ITER modeling. Experimentally, when run as designed with the outer strike point at the slot vertex, SAS-VW requires nearly identical n eSEP for detachment as the original SAS, with little difference in dissipation for the new geometry. This is in contrast to (1) earlier modeling predictions that a small change of the SAS geometry to a V shape should enhance dissipation at the same n eSEP for magnetic configurations having better H-mode access (ion B × ∇B drift directed into the divertor), and (2) despite the achievement of significantly higher (2-7x) neutral pressures and compression in the SAS-VW slot. Comparisons of experimental density scans to the most recent SOLPS-ITER modeling with ExB drifts show reasonable agreement for dissipation/detachment onset when using separatrix density as the independent parameter. In order to help understand the discrepancy in modeled vs actual performance for the new configuration, additional measurements varying gas injection location and impurity injection were undertaken. In-slot D 2 gas fueling is more effective (5–22 %) in promoting detachment, in accord with modeling. In-slot impurity injection (N 2 or Ne) can yield 30 % lower core Z eff and 15 % less confinement degradation after detachment compared to main chamber puffing, as well as relatively lower tungsten leakage from the divertor. Modeling can also reproduce the improved detachment seen as the strike point moves inboard of the slot vertex. While we can explain the effects of the most important parameters causing energy dissipation in these slot divertors, it remains that many aspects of their behavior cannot be accurately modeled using state-of-art codes such as SOLPS-ITER. This is of concern for future model-driven designs utilizing similar V-shaped geometries.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2022

Meteorological Influences on Anthropogenic PM 2.5 in Future Climates: Species Level Analysis in the Community Earth System Model v2

Abstract Biomass and fossil fuel burning impact air quality by injecting fine particulate matter (PM 2.5 ) and its precursors into the atmosphere, which poses serious threats to human health. However, the surface concentration of PM 2.5 depends not only on the magnitude of emissions, but also secondary production, transport, and removal. For example, in response to greenhouse gas driven warming, meteorological conditions that govern aerosol removal, primarily through rainfall and wet deposition, could shift in pattern, frequency, and intensity. This climate change driven process can impact air quality even without changes in aerosol emissions. In this experiment, we conduct new simulations by fixing aerosol emissions at present‐day levels in the Community Earth System Model Version 2, but increasing greenhouse gases through the 21st century. In our results, the changes in patterns and intensity of PM 2.5 are found to be associated with precipitation (via aerosol removal), temperature (via secondary organic aerosol (SOA) formation), and moisture and clouds (via sulfate production). A decrease in wet day frequency (∼1.2% global mean) contributes to increases in the surface concentrations of black carbon, primary organic matter, and sulfate in many regions. This is offset in some regions by an upward vertical shift in the level where SOA forms, which contributes to higher column burden but lower surface concentration. These results highlight a need, using a variety of modeling tools, to continually reassess aerosol emissions regulations in response to anticipated climate changes.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2022

Safety Analysis for Accident-Tolerant Fuels with Increased Enrichment and Extended Burnup

The ERP research and development efforts in FY22 focused on the safety analysis of ATF with increased enrichment and extended burnup to provide scientific knowledge of the ATF fuel performance, failure mechanism and source term analysis during severe accident of the NPP. FeCrAl clad ATF was selected as basis of the reactor fuel. An optimized equilibrium cycle was developed for 24-months extended burnup operation. A 4-loop PWR model under loss-of-coolant accident (LOCA) was assessed and the behavior of the major source term from failed ATF has been analyzed. The result showed that grace to enhanced mechanical characteristics of ATF, the fuel failure starts up to 200~500 seconds later than conventional Zr clad fuel. This time gives sufficient buffer until low pressure safety injection (LPSI) of the emergency core cooling system (ECCS) restarted by the operator which reduces fuel fragmentation, relocation and dispersal (FFRD). As a consequence, the total amount of major radioactive materials released from FeCrAl clad fuel into the reactor containment was found up to three times less compare to Zr clad fuel.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2021

Simulations of Multi-Mode Combustion Regimes Realizable In a Gasoline Direct Injection Engine

Lean and dilute gasoline compression ignition (GCI) operation in spark ignition (SI) engines are an attractive strategy to attain high fuel efficiency and low NOx levels. However, this combustion mode is often limited to low-load engine conditions due to the challenges associated with autoignition controllability. In order to overcome this constrain, multi-mode (MM) operating strategies, consisting of advanced compression ignition (ACI) at low load and conventional SI at high load, have been proposed. In this three-dimensional computational fluid dynamics study, the concept of multi-mode combustion using two RON98 gasoline fuel blends (Co-Optima Alkylate and E30) in a gasoline direct injection (GDI) engine were explored. To this end, a new reduced mechanism for simulating the kinetics of E30 fuel blend is introduced in this study. To cover the varying engine load demands for multi-mode engines, primary combustion dynamics observed in ACI and SI combustion modes was characterized and validated against experimental measurements. In order to implement part-load conditions, a strategy of mode transition between SI and ACI combustion (i.e., mixed-mode combustion) was then explored numerically by creating a virtual test condition. The results obtained from the mixed-mode simulations highlight an important feature that deflagrative flame propagation regime coexists with ignition-assisted end-gas autoignition. This study also identifies a role of turbulent flow property adjacent to premixed flame front in characterizing the mixed-mode combustion. The employed hybrid combustion model was verified to perform simulations aiming at suitable range of multi-mode engine operations.

Kim, Sayop↗
DOE OSTI2026

An analysis of alcohol compression ignition strategies on different engine platforms

Strategies that enable ignition of the low cetane alcohol fuels (methanol and ethanol) include intake heating (direct or via hot residual trapping), increased compression ratio (CR), multi-injection strategies, ignition enhancers, and active prechambers. The literature consistently shows alcohol compression ignition (CI) is more efficient than diesel at high loads irrespective of ignition strategy but shows contradictory results at low loads. To understand this, this work combines data from four different engine platforms ranging from a displaced volume of 0.4 to 2.1 L/cyl. using different alcohol CI ignition strategies. Using modeling to support experimental analysis, alcohol-specific efficiency penalties are highlighted to inform alcohol combustion system development. The alcohols’ lower energy density means more fuel must be injected near top dead center to achieve a given load, increasing the relative penalty of sensible/latent heating. Pilot injections help reduce this penalty. Intake heating incurs both a heat transfer penalty and a thermodynamic penalty due to a reduced ratio of specific heats during compression. A strategy that combines elevated CR, large pilot injections, and ignition enhancers can avoid this penalty. Alternatively, a prechamber strategy can achieve this without changing the CR, nor needing ignition enhancers in the fuel. At low loads, diesel burns in a partially premixed mode characterized by high burn rates and low heat losses, reducing alcohol-specific combustion benefits. Alcohol CI on the light-duty platform showed abnormally high heat transfer over diesel compared to other platforms, favoring a more premixed/partially premixed strategy despite a combustion efficiency tradeoff.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Observation of persistent species temperature separation in inertial confinement fusion mixtures

The injection and mixing of contaminant mass into the fuel in inertial confinement fusion (ICF) implosions is a primary factor preventing ignition. ICF experiments have recently achieved an alpha-heating regime, in which fusion self-heating is the dominant source of yield, by reducing the susceptibility of implosions to instabilities that inject this mass. We report the results of unique separated reactants implosion experiments studying pre-mixed contaminant as well as detailed high-resolution three-dimensional simulations that are in good agreement with experiments. At conditions relevant to mixing regions in high-yield implosions, we observe persistent chunks of contaminant that do not achieve thermal equilibrium with the fuel throughout the burn phase. The assumption of thermal equilibrium is made in nearly all computational ICF modeling and methods used to infer levels of contaminant from experiments. We estimate that these methods may underestimate the amount of contaminant by a factor of two or more.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2025

Simultaneous Control of Unburned NH 3 and NO x Emissions From High Load Dual-Fuel Ammonia Operation on a High-Speed Diesel Engine Using a Cu-SCR System

Dual-fuel ammonia strategies are being investigated as a promising way to utilize NH 3 as an alternative fuel for internal combustion engines in the maritime sector. One of the remaining barriers to implementing dual-fuel NH 3 combustion strategies is understanding ways to minimize unburned NH 3 and nitrogen oxide (NO x ) emissions from these engines, both of which are elevated relative to a conventional diesel baseline. Selective catalytic reduction (SCR) systems are widely used for lean NO x emission controls for engines across transportation and stationary energy applications. SCR systems use a reducing agent, such as NH 3 , to react with NO x in the exhaust, converting it into nitrogen and water. Typically, NH 3 is injected into the exhaust as a urea solution. In dual-fuel NH 3 engines, where unburned NH 3 is present in the exhaust, an SCR system could be used to mitigate both NH 3 and NO x emissions. The presented work evaluates a commercial copper-zeolite SCR and ammonia slip catalyst system, designed for on-road diesel engine applications, for controlling unburned NH 3 and NO x emissions from a dual-fuel NH 3 combustion engine. The aftertreatment system was installed downstream of a single-cylinder four-stroke diesel engine that has been modified for dual-fuel ammonia use. Furthermore, the emissions were characterized by using a Fourier transform infrared spectrometer for both late- and early-injection diesel pilot strategies over three air–fuel equivalence ratios spanning from 1.6 to 1.0 at 1200 rpm and 12.6 bar IMEP g condition (with greater than 95% ammonia energy fraction). Initial findings indicate that the SCR achieves more than 99% NO x conversion with less than 50 ppm NH 3 slip at air–fuel equivalence ratios greater than 1.4 at the operating conditions investigated. However, these benefits are accompanied by additional N 2 O emissions that are formed over the Cu-SCR.

Catalysts↗
DOE OSTI2021

Advanced Light-Duty Spark Ignition Engine Research: Co-Optimization of Fuels and Engines and Partnership to Advance Combustion Engines (FY2020 Annual Progress Report)

This report covers recent progress on research tasks that support both the Co-Optimization of Fuels and Engines (Co-Optima) initiative and the Partnership to Advance Combustion Engines (PACE) consortium. The Co-Optima tasks further the science-base needed by industry stakeholders to co-evolve the next generation of highly efficient direct injection spark ignition (DISI) engines and new gasoline-type fuels. The research emphasis is on fuel effects on multimode spark ignition (SI) engine operation, which uses traditional non-dilute stoichiometric operation for peak load and power but reverts to lean operation at lower loads to provide higher fuel economy. This work focuses on determining desirable fuel specifications in terms of well-established metrics like research octane number (RON) and motor octane number, but it also involves the assessment of new fuel metrics, including fuel sooting propensity and phi-sensitivity. The PACE task supports the development of predictive computational fluid dynamics (CFD) modeling, which promises to unlock new strategies for high-efficiency combustion while minimizing tailpipe emissions. Here, the primary fuel is a regular E10 gasoline (i.e., a regular gasoline blend containing 10% ethanol), and focus is on fuel-spray dynamics and soot emissions. Soot-formation pathways are studied to determine how the pathways change with injection strategies and the thermal state of the engine (i.e., cold-starting vs. fully warmed-up operation). This PACE task also contributed to the development of an optimal E10 gasoline surrogate fuel, as reported in detail elsewhere

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Experimental Investigation of Cavitation-Induced Erosion Using X-Ray Imaging and Tomography

High injection pressure in diesel engines can lead to cavitation-induced erosion in injector nozzles. One important factor affecting the severity of erosion is the fuel and its properties. Traditionally, modeling and simulation studies have used single-component representations of fuels, but realistic fuels feature a multitude of components and can even include volatile additives such as water and alcohol. To provide realistic benchmarks and comparisons, experimental measurements quantifying erosion characteristics were made using ultra-low sulfur diesel (ULSD) and two alternative diesel fuels (ADF). X-ray imaging and computed tomography were used to investigate cavitation-induced erosion onset and progression. Hard X-ray tomography revealed injector internal geometry, including details such as surface marks from the manufacturing process and erosion patterns from repeated injections. Erosion progression was measured using X-ray tomography and imaging performed between injections. The critical erosion site was found to be similar across different fuel blends, while the erosion rate and incubation time were sensitive to the fuel blend. The injector geometry and the erosion characteristics were also prepared for numerical model development and validation.

42 ENGINEERING↗