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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 307 records · Page 17
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

A Flow Rate Dependent 1D Model for Thermally Stratified Hot-Water Energy Storage

Stratified tank models are used to simulate thermal storage in applications such as residential or commercial hot-water storage tanks, chilled-water storage tanks, and solar thermal systems. The energy efficiency of these applications relates to the system components and the level of stratification maintained during various flow events in the tank. One-dimensional (1D) models are used in building energy simulations because of the short computation time but often do not include flow-rate dependent mixing. The accuracy of 1D models for plug flow, plug flow with axial conduction, and two convection eddy-diffusivity models were compared with experimental data sets for discharging a 50-gal residential tank and recharging the tank with hot water from an external hot-water source. A minimum and maximum relationship for the eddy diffusivity factor were found at Re <2100 and >10,000 for recirculation of hot water to the top of the tank and vertical tubes inletting cold water at the bottom. The root mean square error decreased from >4 °C to near 2 °C when considering flow-based mixing models during heating, while the exponential decay of the eddy diffusion results in a root mean square error reduction of 1 °C for cone-shaped diffusers that begin to relaminarize flow at the inlet.

1D flow model↗
DOE OSTI2022

Development of Explainable Data-Driven Turbulence Models with Application to Liquid Fuel Nuclear Reactors

Liquid fuel nuclear reactors offer innovative possibilities in terms of nuclear reactor designs and passive safety systems. Molten Salts Reactors (MSRs) with a fast spectrum are a particular type of these reactors using liquid fuel. MSFRs often involve large open cavities in their core in which the liquid fuel circulates at a high speed to transport the heat generated by the nuclear reactions into the heat exchangers. This high-speed flow yields a turbulent field with large Reynolds numbers in the reactor core. Since the nuclear power, the neutron precursor’s transport and the thermal exchanges are strongly coupled in the MSFR’s core cavity, having accurate turbulent models for the liquid fuel flow is necessary to avoid introducing significant errors in the numerical simulations of these reactors. Nonetheless, high-accuracy simulations of the turbulent flow field in the reactor cavity of these reactors are usually prohibitively expensive in terms of computational resources, especially when performing multiphysics numerical calculations. Therefore, in this work, we propose a novel method using a modified genetic algorithm to optimize the calculation of the Reynolds Shear Stress Tensor (RST) used for turbulence modeling. The proposed optimization methodology is particularly suitable for advanced liquid fuel reactors such as the MSFRs since it allows the development of high-accuracy but still low-computational-cost turbulence models for the liquid fuel. We demonstrate the applicability of this approach by developing high accuracy Reynolds-Averaged Navier–Stokes (RANS) models (averaged flow error less than 5%) for a low and a large aspect ratio in a Backward-Facing Step (BFS) section particularly challenging for RANS models. The newly developed turbulence models better capture the flow field after the boundary layer tipping, over the extent of the recirculation bubble, and near the boundary layer reattachment region in both BFS configurations. The main reason for these improvements is that the developed models better capture the flow field turbulent anisotropy in the bulk region of the BFS. Then, we illustrate the interest in using this turbulence modeling approach for the case of an MSFR by quantifying the impact of the turbulence modeling on the reactor key parameters.

42 ENGINEERING↗
DOE OSTI2023

Demonstration of Pronghorn’s Subchannel Code Modeling of Liquid-Metal Reactors and Validation in Normal Operation Conditions and Blockage Scenarios

Pronghorn-SC is a subchannel code within the Multiphysics Object-Oriented Simulation Environment (MOOSE). Initially designed to simulate flows in water-cooled, square lattice, subchannel assemblies, Pronghorn-SC has been expanded to simulate liquid-metal-cooled flows in triangular lattices, hexagonal subchannel assemblies. For this purpose, the algorithm of Pronghorn-SC was adapted to solve the subchannel equations as they are applicable to a hexagonal wire-wrapped sodium-cooled fast reactor. Cheng–Todreas models for pressure drop and cross-flow models were adopted and a coolant heat conduction term was added. To solve these equations, an improved implicit algorithm was developed robust enough to deal with the numerical issues, associated with low flow and recirculation phenomena. To confirm the prediction capability of Pronghorn-SC, calculations and comparisons with available experimental data of 19- and 37-pin assemblies were performed, as well as other subchannel codes. Finally, a flow blockage modeling feature was added. This capability was validated for both water-cooled square sub-assemblies and sodium-cooled hexagonal sub-assemblies, using experimental data of partially and fully blocked cases.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2023

Large Eddy Simulation of Rotationally Induced Ingress and Egress around an Axial Seal between Rotor and Stator Disks

In gas turbines, the hot gas exiting the combustor can have temperatures as high as 2000 °C, and some of this hot gas enter into the space between the stator and rotor disks (wheelspace). Since the entering hot gas could damage the disks, its ingestion must be minimized. This is carried out by rim seals and by introducing a cooler flow from the compressor (sealing flow) into the wheelspace. Ingress and egress into rim seals are driven by the stator vanes, the rotor and its rotation, and the rotor blades. This study focuses on the ingress and egress driven by the rotor and its rotation. This is carried out by performing wall-resolved large eddy simulation (LES) around an axial seal in a rotor–stator configuration without vanes and blades. Results obtained show the mechanisms by which the rotor and its rotation induce ingress, egress, and flow trajectories. Kelvin–Helmholtz instability was found to create a wavy shear layer and displacement thickness that produces alternating regions of high and low pressures around the rotor side of the seal. Vortex shedding on the backward-facing side of the seal and its impingement on the rotor side of the seal also produces alternating regions of high and low pressures. The locations of the alternating regions of high and low pressures were found to be statistically stationary and to cause ingress to start on the rotor side of the seal. Vortex shedding and recirculating flow in the seal clearance also cause ingress by entrainment. With the effects of the rotor and its rotation on ingress and egress isolated, this study enables the effects of stator vanes and rotor blades to be assessed.

42 ENGINEERING↗
DOE OSTI2023

Carbonic Anhydrase Enhanced UV-Crosslinked PEG-DA/PEO Extruded Hydrogel Flexible Filaments and Durable Grids for CO 2 Capture

In this study, poly (ethylene glycol) diacrylate/poly (ethylene oxide) (PEG-DA/PEO) interpenetrating polymer network hydrogels (IPNH) were extruded into 1D filaments and 2D grids. The suitability of this system for enzyme immobilization and CO 2 capture application was validated. IPNH chemical composition was verified spectroscopically using FTIR. The extruded filament had an average tensile strength of 6.5 MPa and elongation at break of 80%. IPNH filament can be twisted and bent and therefore is suitable for further processing using conventional textile fabrication methods. Initial activity recovery of the entrapped carbonic anhydrase (CA) calculated from esterase activity, showed a decrease with an increase in enzyme dose, while activity retention of high enzyme dose samples was over 87% after 150 days of repeated washing and testing. IPNH 2D grids that were assembled into spiral roll structured packings exhibited increased CO 2 capture efficiency with increasing enzyme dose. Long-term CO 2 capture performance of the CA immobilized IPNH structured packing was tested in a continuous solvent recirculation experiment for 1032 h, where 52% of the initial CO 2 capture performance and 34% of the enzyme contribution were retained. These results demonstrate the feasibility of using rapid UV-crosslinking to form enzyme-immobilized hydrogels by a geometrically-controllable extrusion process that uses analogous linear polymers for both viscosity enhancement and chain entanglement purposes, and achieves high activity retention and performance stability of the immobilized CA. Potential uses for this system extend to 3D printing inks and enzyme immobilization matrices for such diverse applications as biocatalytic reactors and biosensor fabrication.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2024

Tomato Brown Rugose Fruit Virus Is Transmissible through a Greenhouse Hydroponic System but May Be Inactivated by Cold Plasma Ozone Treatment

Tomato brown rugose fruit virus (ToBRFV) is an emerging tobamovirus infecting tomatoes and peppers, resulting in a pandemic in recent years. In addition to its abilities of being seed-borne, transmitted mechanically and overcoming current resistance, we speculated other factors may also contribute to such catastrophic effect on tomato production in a hydroponic greenhouse. The objective of this study was to evaluate whether ToBRFV can be transmissible through recirculating hydroponic systems and, more importantly, search for an effective approach to contain its spread. We not only detected ToBRFV in the runoff water samples collected from three greenhouses but also determined the virus’ infectivity through a bioassay. We then conducted a water treatment using cold plasma ozone to assess its efficacy in inactivating ToBRFV. The results showed that, with a high concentration of ToBRFV (inoculum in 1:100 dilution), a prolonged exposure (72 min) to two higher ozone concentrations (0.6 mg/L and 1.0 mg/L) achieved partial effects. With a medium virus concentration (inoculum in 1:1000 dilution), an exposure to ozone for 48 min was sufficient to completely suppress the virus’ infectivity. However, with a low virus concentration (inoculum in 1:10,000 dilution), the virus was completely inactivated even with just a short ozone exposure (24 min). Future work will need to confirm the efficacy of the ozone treatment against ToBRFV as well as its impact on tomato plants in a hydroponic greenhouse.

Agriculture↗
DOE OSTI2022

Ocean Deacidification Technologies for Marine Aquaculture

The increase in partial pressure of CO 2 in the oceans directly affects the productivity and survival of coastal industries and ecosystems. For marine aquaculture, the decreased alkalinity of seawater results in reduced availability of carbonates for marine organisms to build their shells, leading to decreased aquaculture quality and productivity. The industry has been implementing recirculating aquaculture systems (RASs) to reduce CO 2 in feedwaters, but recent interest in ocean-based CO 2 capture has led to additional strategies that may be relevant. The new methods in addition to CO 2 removal offer capture options for enhanced aquaculture sustainability. Here, we review and compare early-stage and commercially available technologies for deacidification of seawater and their suitability for aquaculture. Most methods considered rely on a voltage-induced pH swing to shift the carbonate/bicarbonate equilibrium toward the release of CO 2 , with subsequent capture of the released CO 2 as a gas or as solid mineral carbonates. The modular design and distributed deployment potential of these systems offers promise, but current demonstrations are limited to bench scale, highlighting the need for sustained research and development before they can be implemented for marine aquaculture.

42 ENGINEERING↗
DOE OSTI2022

Hydrodynamic Effects on Biofilm Development and Recombinant Protein Expression

Hydrodynamics play an important role in the rate of cell attachment and nutrient and oxygen transfer, which can affect biofilm development and the level of recombinant protein production. In the present study, the effects of different flow conditions on the development of Escherichia coli biofilms and the expression of a model recombinant protein (enhanced green fluorescent protein, eGFP) were examined. Planktonic and biofilm cells were grown at two different flow rates in a recirculating flow cell system for 7 days: 255 and 128 L h−1 (corresponding to a Reynolds number of 4600 and 2300, respectively). The fluorometric analysis showed that the specific eGFP production was higher in biofilms than in planktonic cells under both hydrodynamic conditions (3-fold higher for 255 L h−1 and 2-fold higher for 128 L h−1). In the biofilm cells, the percentage of eGFP-expressing cells was on average 52% higher at a flow rate of 255 L h−1. Furthermore, a higher plasmid copy number (PCN) was obtained for the highest flow rate for both planktonic (244 PCN/cell versus 118 PCN/cell) and biofilm cells (43 PCN/cell versus 29 PCN/cell). The results suggested that higher flow velocities promoted eGFP expression in E. coli biofilms.

Soares, Alexandra↗
DOE OSTI2020

An Unobstructive Sensing Method for Indoor Air Quality Optimization and Metabolic Assessment within Vehicles

This work investigates the use of an intelligent and unobstructive sensing technique for maintaining vehicle cabin’s indoor air quality while simultaneously assessing the driver metabolic rate. CO 2 accumulation patterns are of great interest because CO 2 can have negative cognitive effects at higher concentrations and also since CO 2 accumulation rate can potentially be used to determine a person’s metabolic rate. The management of the vehicle’s ventilation system was controlled by periodically alternating the air recirculation mode within the cabin, which was actuated based on the CO 2 levels inside the vehicle’s cabin. The CO 2 accumulation periods were used to assess the driver’s metabolic rate, using a model that considered the vehicle’s air exchange rate. In the process of the method optimization, it was found that the vehicle’s air exchange rate (λ [h –1 ]) depends on the vehicle speeds, following the relationship: λ = 0.060 × (speed) – 0.88 when driving faster than 17 MPH. An accuracy level of 95% was found between the new method to assess the driver’s metabolic rate (1620 ± 140 kcal/day) and the reference method of indirect calorimetry (1550 ± 150 kcal/day) for a total of N = 16 metabolic assessments at various vehicle speeds. The new sensing method represents a novel approach for unobstructive assessment of driver metabolic rate while maintaining indoor air quality within the vehicle cabin.

passive sensing↗
DOE OSTI2022

Field Measurement of Central CO2 Heat Pump Water Heater for Multifamily Retrofit

Domestic hot water heating of multifamily buildings accounts for a substantial portion of the energy load of existing buildings. This load is made up of both the energy required to produce hot water and the energy needed to maintain the temperature of the heated water within a building’s distribution piping so that heat can be promptly delivered to building occupants as needed. Properly designed heat pump water heater (HPWH) systems have the ability to improve efficiency in both water heating and temperature control operations. Further, CO2 heat pump technology reflects a shift away from traditional refrigerants and toward refrigerants with low global warming potential (GWP). In this paper’s case study, a design consisting of multiple CO2 heat pump water heaters (commonly used in single-family homes) with a novel “swing tank” was proposed to meet the demand for domestic hot water heating and recirculation loop temperature maintenance. The proposed design was applied to the retrofit of a 60-unit, low-rise, multi-family building located in the Pacific Northwest of the United States. The purpose of this paper is to verify the performance of the system including the proposed “swing tank” in a centralized SHW system using CO2 HPWH. It also provides practical information and lessons learned from the retrofit project. Long-term monitoring data showed that the system had a coefficient of performance (COP) of three or greater and provided an average of 20 gallons of hot water per day per apartment. The results of this work indicate that residential-scale CO2 HPWH equipment and a “swing tank” design can efficiently provide domestic hot water heating and temperature maintenance for mid-sized multifamily buildings.

Banks, Adria↗
DOE OSTI2020

Smaller than Expected Bright-spot Offsets in Spitzer Phase Curves of the Hot Jupiter Qatar-1b

We present Spitzer full-orbit thermal phase curves of the hot Jupiter Qatar-1b, a planet with the same equilibrium temperature—and intermediate surface gravity and orbital period—as the well-studied planets HD 209458b and WASP-43b. We measure secondary eclipse depths of 0.21 ± 0.02% at 3.6 μm and 0.30 ± 0.02% at 4.5 μm, corresponding to dayside brightness temperatures of 1542{sub −31}{sup +32} K and 1557{sub −36}{sup +35} K, respectively, consistent with a vertically isothermal dayside. The respective nightside brightness temperatures are 1117{sub −71}{sup +76} and 1167{sub −74}{sup +69} K, in line with a trend that hot Jupiters all have similar nightside temperatures. We infer a Bond albedo of 0.12{sub −0.16}{sup +0.14} and a moderate day–night heat recirculation efficiency, similar to HD 209458b. General circulation models for HD 209458b and WASP-43b predict that their bright spots should be shifted east of the substellar point by tens of degrees, and these predictions were previously confirmed with Spitzer full-orbit phase curve observations. The phase curves of Qatar-1b are likewise expected to exhibit eastward offsets. Instead, the observed phase curves are consistent with no offset: 11° ± 7° at 3.6 μm and −4° ± 7° at 4.5 μm. The discrepancy in circulation patterns between these three otherwise similar planets points to the importance of secondary parameters like rotation rate and surface gravity, and the presence or absence of clouds, in determining atmospheric conditions on hot Jupiters.

79 ASTRONOMY AND ASTROPHYSICS↗
DOE OSTI2020

Optical to Near-infrared Transmission Spectrum of the Warm Sub-Saturn HAT-P-12b

We present the transmission spectrum of HAT-P-12b through a joint analysis of data obtained from the Hubble Space Telescope Space Telescope Imaging Spectrograph and Wide Field Camera 3 and Spitzer, covering the wavelength range 0.3–5.0 μm. We detect a muted water vapor absorption feature at 1.4 μm attenuated by clouds, as well as a Rayleigh scattering slope in the optical indicative of small particles. We interpret the transmission spectrum using both the state-of-the-art atmospheric retrieval code SCARLET and the aerosol microphysics model CARMA. These models indicate that the atmosphere of HAT-P-12b is consistent with a broad range of metallicities between several tens to a few hundred times solar, a roughly solar C/O ratio, and moderately efficient vertical mixing. Cloud models that include condensate clouds do not readily generate the submicron particles necessary to reproduce the observed Rayleigh scattering slope, while models that incorporate photochemical hazes composed of soot or tholins are able to match the full transmission spectrum. From a complementary analysis of secondary eclipses by Spitzer, we obtain measured depths of 0.042% ± 0.013% and 0.045% ± 0.018% at 3.6 and 4.5 μm, respectively, which are consistent with a blackbody temperature of 890{sup +60} {sub −70} K and indicate efficient day–night heat recirculation. HAT-P-12b joins the growing number of well-characterized warm planets that underscore the importance of clouds and hazes in our understanding of exoplanet atmospheres.

79 ASTRONOMY AND ASTROPHYSICS↗
DOE OSTI2022

Heavy Duty Natural Gas Single Cylinder Research Engine Installation, Commissioning, and Baseline Testing

Natural Gas (NG) Internal Combustion Engines (ICE) are a promising alternative to diesel engines for on-road heavy-duty applications to reduce greenhouse gas and harmful pollutant emissions. NG engines have not been widely adopted due to the lower thermal efficiency compared with diesel engine counterparts. To develop the base knowledge required to reach the desired efficiency, a Single Cylinder Engine (SCE) is the most effective platform to acquire reliable and repeatable data. A SCE test cell was developed using a Cummins 15-liter six-cylinder heavy-duty engine block modified to fire one cylinder (2.5-liter displacement). A Woodward Large Engine Control Module (LECM) is integrated to permit implementation of real-time advanced combustion control. Intake and exhaust characteristics, fuel composition, and exhaust gas recirculated substitution rate (EGR) are fully adjustable. A high-speed data acquisition system acquires in-cylinder, intake, and exhaust pressure for combustion analysis. The baseline testing shows reliable and consistent results for engine thermal efficiency, indicated mean effective pressure (IMEP), and coefficient of variance of the IMEP over a wide range of operating conditions while achieving effective control of all engine control and operation variables. This test cell will be used to conduct a research program to develop new and innovative control algorithms and CFD optimized combustion chamber designs, allowing ultra-high efficiency and low emissions for NG ICE heavy-duty on-road applications.

03 NATURAL GAS↗
DOE OSTI2025

Mixing-Controlled Combustion of Ethanol Enabled by Prechamber Ignition (PC-MCC): A Preliminary Experimental Demonstration

This experimental study presents preliminary investigations of prechamber-enabled mixing-controlled combustion (PC-MCC) at −2 bar brake mean effective pressure (BMEP) and 2200 rpm with fuel-grade ethanol (E98). Experimental results are conducted on a prechamber retrofitted single-cylinder Caterpillar C9.3B test engine. First, a series of prechamber-only experiments were conducted with a motored engine to evaluate the salient combustion trends in response to relevant prechamber operating parameters. Under firing conditions, the prechamber operating strategy was assessed with respect to the impact on ignition assistance of direct-injected E98 and overall engine performance. The preliminary results indicate the jet-induced ignition process is robust and prompts diffusion combustion of E98 at diesel-like boundary conditions. Here, the effect of external exhaust gas recirculation (EGR) on the residual tolerance of the prechamber combustion process was also investigated and showed stable combustion in both the main chamber and prechamber up to 30% EGR. Experiments were also conducted with the stock diesel engine for baseline comparison. At matched combustion phasing, mixing-controlled combustion of ethanol enabled by prechamber ignition was able to achieve heightened gross thermal efficiency while simultaneously reducing NOx and practically eliminating smoke emissions relative to diesel combustion. In addition, the covariance of load and standard deviation of combustion phasing was diesel-like and less than 2% and 1 CAD, respectively.

PC-MCC↗
DOE OSTI2020

Achieving Diesel-Like Efficiency in a High Stroke-to-Bore Ratio DISI Engine under Stoichiometric Operation

This work explores pathways to achieve diesel-like, high-efficiency combustion with stoichiometric 3-way catalyst compatible spark ignition (SI). A 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. To achieve efficiency improvements, engine experiments were coupled with computational fluid dynamics simulations to guide and explain experimental trends between the original engine and the high stroke-to-bore ratio design (1.5:1). The effects of EGR and late intake valve closing (IVC) and fuel characteristics are investigated through their effects on knock mitigation. Direct injection of 91 RON E10 gasoline, 99 RON E0 gasoline, and liquified petroleum gas (i.e., propane/autogas) were evaluated with geometric rc ranging from 13.3:1 to 16.8:1. Finally, engine experiments demonstrated 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 rc.

42 ENGINEERING↗
DOE OSTI2020

Knock Mitigation Effectiveness of EGR across the Pressure-Temperature Domain

Exhaust gas recirculation (EGR) has been shown to enable efficiency improvements in SI engines through multiple different mechanisms, including decreasing the knock propensity at high load, which allows higher compression ratio. While many of the benefits of EGR are applicable to both low and high power density engines, including reductions in pumping work and improved specific heat ratio, the knock benefits and corresponding compression ratio increases have been limited to low power density naturally aspirated engines primarily intended for hybrid vehicle architectures. An earlier study [1] indicated that there may be a kinetic limitation for the ability of EGR to mitigate knock under these conditions, but that study only considered a small number of conditions. In this investigation, we expand on that study while also providing data for model validation for the new light-duty combustion consortium from the U.S. Department of Energy: Partnership for Advancing Combustion Engines (PACE). In this investigation, the effectiveness of EGR to mitigate knock is studied with regards to the effect of engine speed (1,500 and 3,000 rpm), changing trajectory in the pressure-temperature domain by varying the intake manifold temperature (35, 60, and 90 deg C), and by considering the effect of minor species by studying the effect of untreated EGR vs. EGR that has been treated by an automotive three-way catalyst. Additionally, to increase the relevance of these data for future modeling studies, the performance of the full boiling range gasoline was compared relative to a surrogate formulation. The study found that the fuel surrogate performs well, confirmed the kinetic limitations of EGR to mitigate knock under boost, and showed improvements in EGR performance with catalyzed EGR.

42 ENGINEERING↗
DOE OSTI2021

Fuel Property Effects of a Broad Range of Potential Biofuels on Mixing Control Compression Ignition Engine Performance and Emissions

Conventional diesel engines will continue to hold a vital role in the heavy- and medium-duty markets for the transportation of goods along with many other uses. The ability to offset traditional diesel fuels with low-net-carbon biofuels could have a significant impact on reducing the carbon footprint of these vehicles. A prior study screened several hundred candidate biofuel blendstocks based on required diesel blendstock properties and identified 12 as the most promising. Eight representative biofuel blendstocks were blended at a 30% volumetric concentration with EPA certification ultra-low-sulfur diesel (ULSD) and were investigated for emissions and fuel efficiency performance. This study used a single cylinder engine (based on the Ford 6.7L engine) using Conventional Diesel Combustion (CDC), also known as Mixing Control Compression Ignition (MCCI). The density, cetane number, distillation curve and sooting tendency (using the yield sooting index method) of the fuels were measured. Start of injection (SOI) timing and exhaust gas recirculation (EGR) sweeps were conducted at three separate speed-load operating points to examine fuel effects on the NOX/soot and NOX/efficiency trade-offs as well as to evaluate EGR tolerance. The results show that the biofuel blends all reduced NOX and soot emissions without penalty to engine efficiency, even improving efficiency for some of the blends at certain points, with one particular blend of polyoxymethylene ethers (POMEs) improving efficiency at all points while drastically reducing soot by 79%.

47 OTHER INSTRUMENTATION↗
DOE OSTI2021

Dilute Combustion Control Using Spiking Neural Networks

Dilute combustion with exhaust gas recirculation (EGR) in spark-ignition engines presents a cost-effective method for achieving higher levels of engine efficiency. At high levels of EGR, however, cycle-to-cycle variability (CCV) of the combustion process is exacerbated by sporadic occurrences of misfires and partial burns. Previous studies have shown that temporal deterministic patterns emerge at such conditions and certain combustion cycles have a significant influence over future events. Due to the complexity of the combustion process and the nature of CCV, harnessing all the deterministic information for control purposes has remained challenging even with physics based 0-D, 1-D, and high-fidelity computational fluid dynamics (CFD) models. In this study, we present a data-driven approach to optimize the combustion process by controlling CCV adjusting the cycle-to-cycle fuel injection quantity. Readily available data from in-cylinder pressure was used to train a spiking neural network (SNN) which learns the optimal way to manage fuel injection in order to reduce CCV while maintaining acceptable levels of fuel consumption. SNNs are particularly well suited for powertrain control applications due to their ability to be deployed on FPGA-based neuromorphic hardware which are small, inexpensive, and have a low power demand. The high-performance computing (HPC) resources of Oak Ridge National Laboratory were used to run an evolutionary-based training approach for choosing the best SNN configuration that minimizes the size of the network while achieving the desired goal. The neuromorphic hardware with the optimized SNN deployed was connected to the rapid prototyping engine control system for real-time control implementation and tested on a single cylinder version of a GM LNF 4-cylinder engine. The results show a significant reduction of CCV with a small percentage of additional fuel used to stabilize the charge.

33 ADVANCED PROPULSION SYSTEMS↗