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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 343 records · Page 19
All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

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

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

Engineering↗
DOE OSTI2018

Partial replacement of fossil fuels in a cement plant: Assessment of human health risks by metals, metalloids and PCDD/Fs

Highlights: • The environmental concentrations of metals and dioxins were not significantly modified. • Non-carcinogenic risks (metals and dioxins) were lower than the safety value (HQ• Carcinogenic risks were below the Spanish 10{sup −5} threshold. • The use of wastes as alternative fuels is being a good option for waste management. In 2009, a cement plant located in Alcanar (South Catalonia, Spain) started co-processing a special kind of refuse-derived fuel (RDF) called ENERFUEL™. In April 2014 and 2017, 5 and 8 years after RDF co-processing, the concentrations of metals and metalloids (As, Cd, Co, Cr, Cu, Hg, Mn, Ni, Pb, Sb, Tl, V and Zn) and PCDD/Fs were measured in samples of soils, herbage and air collected in the vicinity of the facility. The comparison of the current concentrations with those obtained in a baseline study (2008), when fossil fuels were used solely, has shown that the environmental concentrations of metals, metalloids and PCDD/Fs were not significantly modified. The concentrations of metals, metalloids and PCDD/Fs in soil, vegetation and air of Alcanar are in the low part of the ranges found around other cement plants in Catalonia (in general, below 50th percentile). Non-carcinogenic risks due to exposure to metals, metalloids and PCDD/Fs were lower than the safety value (HQ<1). In turn, carcinogenic risks were below the 10{sup −5} Spanish threshold. The present results corroborate that, from an environmental point of view, the use of wastes as alternative fuels (AF) in a cement plant, which is operating with suitable technical conditions, is a good option for waste management. It contributes towards overcoming challenges such as climate change and fossil fuel depletion, while utilizing principles of circular economy.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2024

Refueling Infrastructure Deployment in Low-Income and Non-Urban Communities

The U.S. National Blueprint for Transportation Decarbonization identifies the need to invest in infrastructure supporting low- and zero-emission vehicles, especially in low-income and overburdened communities, to eliminate nearly all greenhouse gas emissions from the transportation sector by 2050. The alternative fuel vehicle refueling property tax credit (26 U.S. Code § 30C) includes eligibility criteria intended to encourage investment in underserved communities based on the economic characteristics or urban character of the census tract in which the fueling infrastructure is installed. Eligible census tracts are those that qualify for the New Markets Tax Credit or that are not located within urban areas as defined by the U.S. Census Bureau. This study quantifies how many fueling-related amenities are currently located in census tracts that qualify and do not qualify for the 30C tax credit based on IRS Notice 2024-20. For existing electric vehicle charging stations, 51% of Level 2 and 60% of Direct Current Fast Charging public stations are located in eligible census tracts. 73% of natural gas, propane, and hydrogen fueling stations are in qualifying census tracts and 75% of biodiesel and renewable fuel stations are in qualifying census tracts. This compares with 73% of existing gas stations in eligible census tracts. For deploying the refueling infrastructure to satisfy future demand, this study shows that truck stops (94%), commercial truck stops (92%), and Federal Highway alternative fuel corridors (89%) are predominantly located in eligible locations. Additionally, significant percentages of the population (62%), light-duty vehicle registrations (64%), and medium- and heavy-duty vehicle registrations (68%) fall within eligible areas.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2018

Global carbon intensity of crude oil production

Producing, transporting, and refining crude oil into fuels such as gasoline and diesel accounts for ~15 to 40% of the “well-to-wheels” life-cycle greenhouse gas (GHG) emissions of transport fuels. Reducing emissions from petroleum production is of particular importance, as current transport fleets are almost entirely dependent on liquid petroleum products, and many uses of petroleum have limited prospects for near-term substitution (e.g., air travel). Better understanding of crude oil GHG emissions can help to quantify the benefits of alternative fuels and identify the most cost-effective opportunities for oil-sector emissions reductions. Yet, while regulations are beginning to address petroleum sector GHG emissions, and private investors are beginning to consider climate-related risk in oil investments, such efforts have generally struggled with methodological and data challenges. First, no single method exists for measuring the carbon intensity (CI) of oils. Second, there is a lack of comprehensive geographically rich datasets that would allow evaluation and monitoring of life-cycle emissions from oils. We have previously worked to address the first challenge by developing open-source oil-sector CI modeling tools [OPGEE, supplementary materials (SM) 1.1]. Furthermore, we address the second challenge by using these tools to model well-to-refinery CI of all major active oil fields globally—and to identify major drivers of these emissions.

02 PETROLEUM↗
NASA NTRS1999

Turbomachinery Design Quality Checks to Avoid Friction Induced Structural Failure

A unique configuration of the P&W SSME Alternate Fuel Turbopump turbine disk/blade assembly, combined with a severe thermal environment, resulted in several structural anomalies that were driven by frictional contact forces. Understanding the mechanics of these problems provides new quality checks for future turbo machinery designs. During development testing in 1997 of the SSME alternate fuel turbopump at Stennis Space Center, several potentially serious problems surfaced with the turbine disk/blade assembly that had not been experienced in extensive earlier testing. Changes to the operational thermal environment were noted based on analytical prediction of modifications that affected performance and on stationary thermal measurements adjacent to the rotor assembly. A detailed structural investigation was required to reveal the mechanism of distress induced by the change. The turbine disk experienced cracking in several locations due to increased thermal gradient induced stress during start and shutdown transients. This was easily predictable using standard analysis procedures and expected once the thermal environment was characterized. What was not expected was the curling of a piston ring used for blade axial retention in the disk, indentation of the axial face of the blade attachment by a spacer separating the first and second stage blades, and most significantly, galling and cracking of the blade root attachment that could have resulted in blade release. Past experience, in gas turbine environments, set a precedent of never relying on friction for help and to evaluate it only in specific instances where it was obvious that it would degrade capability. In each of the three cases above, friction proved to be a determining factor that pushed the components into an unsatisfactory mode of operation. The higher than expected temperatures and rapid thermal transients combined with friction to move beyond past experience. The turbine disk/blade assembly configuration contributed to the potential for these problems to occur by limiting the radial deflection from thermals and centrifugal loading. The cooled solid bore configuration was chosen to improve rotordynamic stability by limiting the length of rotor overhang while still protecting the roller bearing by maintaining zero slope under the inner race. During a start transient, the rim area of the disk heats rapidly and expands axially and circumferentially and requires corresponding radial and axial growth of the disk to maintain relative positioning of the disk, blades, spacers and retainer rings. The stiffness, large thermal mass, and bore cooling flow combine to severely limit the disk rim radial growth which results in the potential for relative movement between these parts. Friction then becomes a player in the determination of component stress.

Moore, Jerry H.↗
DOE OSTI2014

Genetics and Molecular Biology of Hydrogen Metabolism in Sulfate-Reducing Bacteria

The degradation of our environment and the depletion of fossil fuels make the exploration of alternative fuels evermore imperative. Among the alternatives is biohydrogen which has high energy content by weight and produces only water when combusted. Considerable effort is being expended to develop photosynthetic systems -- algae, cyanobacteria, and anaerobic phototrophs -- for sustainable H 2 production. While promising, this approach also has hurdles such as the harvesting of light in densely pigmented cultures that requires costly constant mixing and large areas for exposure to sunlight. Little attention is given to fermentative H 2 generation. Thus understanding the microbial pathways to H 2 evolution and metabolic processes competing for electrons is an essential foundation that may expand the variety of fuels that can be generated or provide alternative substrates for fine chemical production. We studied a widely found soil anaerobe of the class Deltaproteobacteria, a sulfate-reducing bacterium to determine the electron pathways used during the oxidation of substrates and the potential for hydrogen production.

08 HYDROGEN↗
DOE OSTI2021

Fuel-cladding chemical interaction of a prototype annular U-10Zr fuel with Fe-12Cr ferritic/martensitic HT-9 cladding

As an alternative fuel form, the annular metallic fuel design eliminates the liquid sodium bond between the fuel and the cladding, providing back-end fuel cycle and other benefits. The fuel-cladding chemical interaction (FCCI) of annular fuel also presents new features. In this work, state-of-the-art electron microscopy and spectroscopy techniques were used to study the FCCI of a prototype annular U-10wt%Zr (U-10Zr) fuel with ferritic/martensitic HT-9 cladding irradiated to 3.3% fission per initial heavy atom. Compared with sodium-bonded solid fuels, negligible amounts of lanthanides were found in the FCCI layer in the investigated helium-bonded annular fuel. Instead, most lanthanides were retained in the newly formed UZr 2 phase in the fuel center region. The interdiffusion of iron and uranium resulted in tetragonal ( U ,Zr) 6 Fe phase (space group I4/mcm) and cubic ( U ,Zr)( Fe ,Cr) 2 phase (space group Fd 3 ¯ m). The ( U ,Zr)( Fe ,Cr) 2 phase contains a high density of voids and intergranular uranium monocarbides of NaCl-type crystal structure (space group Fm 3 ¯ m). At the interdiffusion zone and inner cladding interface, a porous lamellar structure composed of alternating Cr-rich layers and U-rich layers was observed. Next to the lamellar region, the unexpected phase transformation from body-centered cubic ferrite (α-Fe) to tetragonal binary Fe-Cr σ phase (space group P4 2 /mnm) occurred, and tetragonal Fe-Cr-U-Si phase (space group I4/mmm) was identified. Due to the diffusion of carbon into the interdiffusion zone, carbon depletion inside the HT-9 led to the disappearance of the martensite lath structure, and intergranular U-rich carbides formed as a result of the diffusion of uranium into the cladding. These detailed new findings reveal the unique features of the FCCI behavior of annular U-Zr fuels, which could be a promising alternative fuel form for high burnup fast reactor applications.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Evaluating the current perceived cost of ownership for buses and trucks in China

Decarbonizing commercial vehicles, including buses, trucks, and special purpose vehicles, is essential for China to achieve its carbon neutrality target by 2060. However, understanding the adoption barriers of alternative fuel technologies for commercial vehicles has largely been limited to the total cost of ownership approach that mainly considers tangible costs. Additionally, this study proposes a perceived cost of ownership (PCO) model, which monetizes both tangible and implicit costs, including charging annoyance for buses and trucks by size and classification under different use scenarios. In the case study for China's current bus and truck market, the PCO of alternative fuel technologies, such as battery electric vehicles (BEVs) and fuel cell electric vehicles (FCEVs) are 27%–129% and 31%–86% higher than the most economically competitive powertrains – the compressed natural/liquefied petroleum gas technology and hybrid electric technology. BEVs could be cost-effective in the mini/midsize bus segment or in the daily short-distance driving scenario, and FCEVs could firstly be deployed in cities with a low hydrogen price. Though the implicit costs caused by range anxiety and charging annoyance account for at least 27% of BEV's PCO, making BEV uncompetitive, the battery swapping technique could reduce the implicit cost and overall cash outflow for BEV owners.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2015

2014 Vehicle Technologies Market Report

This is the sixth edition of this report, which details the major trends in U.S. light-duty vehicle and medium/heavy truck markets as well as the underlying trends that caused them. This report is supported by the U.S. Department of Energy s (DOE) Vehicle Technologies Office (VTO), and, in accord with its mission, pays special attention to the progress of high-efficiency and alternative-fuel technologies. After opening with a discussion of energy and economics, this report features a section each on the light-duty vehicle and heavy/medium truck markets, and concluding with a section each on technology and policy. The first section on Energy and Economics discusses the role of transportation energy and vehicle markets on a national (and even international) scale. The following section examines Light-Duty Vehicle use, markets, manufacture, and supply chains. The discussion of Medium and Heavy Trucks offers information on truck sales and technologies specific to heavy trucks. The Technology section offers information on alternative fuel vehicles and infrastructure, and the Policy section concludes with information on recent, current, and near-future Federal policies like the Corporate Average Fuel Economy standards. In total, the information contained in this report is intended to communicate a fairly complete understanding of U.S. highway transportation energy through a series of easily digestible tables and figures.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2014

Program Benefits Guidance: Analysis of Benefits Associated with Projects and Technologies Supported by the Alternative and Renewable Fuel and Vehicle Technology Program

The Alternative and Renewable Fuel and Vehicle Technologies Program (ARFVTP) supports a wide range of alternative, low-carbon fuel and vehicle projects in California. This report focuses on two types of ARFVTP benefits. Expected benefits reflect successful deployment of vehicles and fuels supported through program projects. Market transformation benefits represent benefits resulting from project influences on future market conditions to accelerated technology adoption rates. Data collected directly from ARFVTP projects funded from 2009 to first quarter 2014 are used as inputs to the benefits analysis, where possible. Expected benefit estimation methods rely primarily upon project-level data and result in year single-point estimates within the 2011 to 2025 analysis period. Results suggest that the 178 projects evaluated for expected benefits, representing an investment of $351.3 million in ARFVTP funds, could result in a reduction in petroleum fuel use by 236 million gallons per year and greenhouse gases (GHGs) by 1.7 million metric tonnes carbon dioxide equivalent (MMTCO2e) per year by 2025. Market transformation benefits are described as accruing in addition to expected benefits. They are inherently more uncertain and theoretical than expected benefits, and are therefore reported as high and low ranges, with results suggesting reductions of 1.1 MMTCO2e to 2.5 MMTCO2e per year in GHG reductions and 102 million to 330 million gallons per year in petroleum fuel reductions by 2025. Taking both benefit types into account, results suggest that ARFVTP projects have the potential to make substantial progress toward meeting California's long-term GHG and petroleum fuel use reduction goals. As additional project data become available and market success with alternative and renewable fuels and vehicles grows, the analytic framework relied upon to develop these estimates will become more rigorous and will have a greater capacity to inform future ARFVTP activities.

25 ENERGY STORAGE↗
DOE OSTI2019

Perspectives on Low-Temperature Electrolysis and Potential for Renewable Hydrogen at Scale

Hydrogen is an important part of any discussion on sustainability and reduction in emissions across major energy sectors. In addition to being a feedstock and process gas for many industrial processes, hydrogen is emerging as a fuel alternative for transportation applications. Renewable sources of hydrogen are therefore required to increase in capacity. Low-temperature electrolysis of water is currently the most mature method for carbon-free hydrogen generation and is reaching relevant scales to impact the energy landscape. However, costs still need to be reduced to be economical with traditional hydrogen sources. Operating cost reductions are enabled by the recent availability of low-cost sources of renewable energy, and the potential exists for a large reduction in capital cost withmaterial and manufacturing optimization. This article focuses on the current status and development needs by component for the low-temperature electrolysis options.

08 HYDROGEN↗
DOE OSTI2018

Ethanol Basics

Ethanol is a widely used, domestically produced renewable fuel made from corn and other plant materials. Ethanol can be blended with gasoline in different amounts. In fact, more than 98% of gasoline sold in the United States contains ethanol to oxygenate the fuel and help to reduce air pollution. Using ethanol in fuel also helps the nation increase the use of domestic alternative fuels, thereby potentially reducing reliance on imported oil. Gasoline and gasoline blendstocks can also use ethanol as an octane enhancer to increase vehicle performance.

09 BIOMASS FUELS↗
DOE OSTI2024

Performance and Emissions of an SI Engine Fueled With DME-Propane Blends

Dimethyl Ether (DME) is an alternative fuel that can be produced renewably and has the potential for lower CO and NOx emissions than conventional petroleum-based fuels. Blending DME with another gaseous fuel such as propane, which has a lower knock tendency than gasoline, can allow this fuel to be leveraged on SI engines. In this study, the use of DME-propane blends on a spark ignition (SI) engine was studied via computer simulations in order to understand the impact on engine performance and emissions and to identify the knock limitations of using such fuel blends. A 2L Hyundai SI engine was modeled in GT Power and the model was validated by comparing it with computational fluid dynamics (CFD) simulation results. Starting from pure propane, DME was added incrementally until knock was observed in the engine. Results indicate that it is feasible to run propane with DME percentages up to 35% before severe knock impacts were observed. The BTE was higher, but the BSFC also increased for DME-propane blends as compared to gasoline. Here, an increase in NOx emissions was detected along with a significant decrease in CO emissions. CO 2 emissions declined for propane as compared to gasoline but increased with the addition of DME.

alternative fuels↗
DOE OSTI2017

Insights of biomass recalcitrance in natural Populus trichocarpa variants for biomass conversion

Populus has been investigated as a promising biomass feedstock for alternative fuels and chemicals. Physicochemical characteristics and genomic information of biomass feedstocks are among the essential information that can help not only advance our understanding of biomass recalcitrance but also in its efficient utilization. Here in this paper, the recalcitrance of natural Populus variants was elucidated in three aspects: (1) sugar release, (2) physicochemical properties, and (3) relative variation of gene expression within natural poplar variants. The sugar release performance of natural Populus variants was evaluated with their correlation with biomass recalcitrance-related characteristics. Among the physicochemical properties of poplar, the lignin content, lignin molecular weight, lignin S/G ratio, and cellulose accessibility were found to correlate with sugar release. The results demonstrated that the lignin content was negatively correlated with sugar release, whereas the lignin molecular weight, lignin S/G ratio, and cellulose accessibility were positively associated with poplar sugar release. The trend of differential gene expression of each variant also supports the characterization results and their effects on biomass conversion.

09 BIOMASS FUELS↗
NASA NTRSDate not supplied

Brief Overview of Subsonic Single Aft Engine (SUSAN) Transport Aircraft Concept and Trade Space Exploration

The SUSAN concept uses a 20-megawatt Electrified Aircraft Propulsion system to enable advance Propulsion Airframe Integration in transport category aircraft. Alternative fuels will be used to reduce the amount of emissions per energy used. By combining these features there is the potential to reduce aircraft emissions by 50 percent per passenger/mile while retaining the size, speed, and range of large regional jets. The SUSAN is has a 750-mile economic mission, a 2500-mile design range and a maximum capacity of 180 passengers. The SUSAN configuration utilizes a single aft mounted engine and distributed electric wing-mounted thrusters on a tube and wing arrangement with a T-tail empennage. The SUSAN Electrofan employs a hybrid powertrain to enable: single turbofan operation on a large transport category aircraft; increased aerodynamic and propulsive efficiency through placement of electric engines; optimized turbofan sizing and efficiency through control and electric boosting, reduced control surface sizing through thrust augmentation. A single use battery is employed as the power source in case of turbofan failure. The design study also considers the constraints of operating within the current airport, airspace, and economic constraints. Forward work includes optimizing the overall aircraft configuration and including certain hard to model features like boundary layer ingestion or natural laminar flow across all appliable subsystems. Additional work forward work is a more extensive analysis of the configuration using alternative fuels.

Ralph Jansen↗
NASA NTRSDate not supplied

Subsonic Single Aft Engine (SUSAN) Transport Aircraft Concept and Trade Space Exploration

A trade space exploration of a new NASA regional transport aircraft concept called the SUbsonic Single Aft eNgine (SUSAN) Electrofan is presented. The SUSAN concept uses a 20MW Electrified Aircraft Propulsion (EAP) system to enable advance Propulsion Airframe Integration (PAI) in transport category aircraft. Alternative fuels will be used to reduce the amount of emissions per energy used. By combining these features there is the potential to reduce aircraft emissions by 50% per passenger/mile while retaining the size, speed, and range of large regional jets. SUSAN is has a 750 mile economic mission, a 2500 mile design range and a maximum capacity of 180 passengers. The SUSAN configuration utilizes a single aft mounted engine and distributed electric wing-mounted thrusters on a tube and wing arrangement with a T-tail empennage. The SUSAN Electrofan employs a hybrid powertrain to enable: single turbofan operation on a large transport category aircraft; increased aerodynamic and propulsive efficiency through placement of electric engines; optimized turbofan sizing and efficiency through control and electric boosting, reduced control surface sizing through thrust augmentation. A single use battery is employed as the power source in case of turbofan failure. The design study also considers the constraints of operating within the current airport, airspace and economic constraints. This paper presents the status of the trade space exploration; however the concept definition is not finished. Forward work includes optimizing the overall aircraft configuration and including certain hard to model features like boundary layer ingestion or natural laminar flow across all appliable subsystems. Additional work forward work is a more extensive analysis of the configuration using alternative fuels.

Ralph H. Jansen↗
DOE OSTI2017

Modification of MELCOR for severe accident analysis of candidate accident tolerant cladding materials

A number of materials are currently under development as candidate accident tolerant fuel and cladding for application in the current fleet of commercial light water reactors (LWRs). The safe, reliable and economic operation of the nation’s nuclear power reactor fleet has always been a top priority for the nuclear industry. Continual improvement of technology, including advanced materials and nuclear fuels, remains central to the industry’s success. Enhancing the accident tolerance of light water reactors became a topic of serious discussion following the 2011 Great East Japan Earthquake, resulting tsunami, and subsequent damage to the Fukushima Daiichi nuclear power plant complex. The overall goal for the development of accident tolerant fuel (ATF) systems for LWRs is to identify alternative fuel system technologies to further enhance the safety, competitiveness, and economics of commercial nuclear power. Designed for use in the current fleet of commercial LWRs, or in reactor concepts with design certifications (GEN-III+), to achieve their goal enhanced ATF must endure loss of active cooling in the reactor core for a considerably longer period of time than the current fuel system, while maintaining or improving performance during normal operation. Many available nuclear fuel performance analysis tools are specifically developed for the current UO 2 – Zirconium alloy fuel system. The MELCOR severe-accident analysis code, under development at the Sandia National Laboratory in New Mexico (SNL-NM) for the US Nuclear Regulatory Commission (NRC), is one of these tools. This article describes modifications made to a version of the MELCOR code by the Idaho National Laboratory (INL) that allows its application to alternate fuel-cladding systems. Preliminary analysis results are presented in this paper for candidate silicon carbide and FeCrAl cladding concepts.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2016

Influence of Injector Location on Part-Load Performance Characteristics of Natural Gas Direct-Injection in a Spark Ignition Engine

Interest in natural gas as an alternative fuel source to petroleum fuels for light-duty vehicle applications has increased due to its domestic availability and stable price compared to gasoline. With its higher hydrogen-to-carbon ratio, natural gas has the potential to reduce engine out carbon dioxide emissions, which has shown to be a strong greenhouse gas contributor. For part-load conditions, the lower flame speeds of natural gas can lead to an increased duration in the inflammation process with traditional port-injection. Direct-injection of natural gas can increase in-cylinder turbulence and has the potential to reduce problems typically associated with port-injection of natural gas, such as lower flame speeds and poor dilution tolerance. A study was designed and executed to investigate the effects of direct-injection of natural gas at part-load conditions. Steady-state tests were performed on a single-cylinder research engine representative of current gasoline direct-injection engines. Tests were performed with direct-injection in the central and side location. The start of injection was varied under stoichiometric conditions in order to study the effects on the mixture formation process. In addition, exhaust gas recirculation was introduced at select conditions in order to investigate the dilution tolerance. Relevant combustion metrics were then analyzed for each scenario. Experimental results suggest that regardless of the injector location, varying the start of injection has a strong impact on the mixture formation process. Delaying the start of injection from 300 to 120°CA BTDC can reduce the early flame development process by nearly 15°CA. While injecting into the cylinder after the intake valves have closed has shown to produce the fastest combustion process, this does not necessarily lead to the highest efficiency, due to increases in pumping and wall heat losses. When comparing the two injection configurations, the side location shows the best performance in terms of combustion metrics and efficiencies. For both systems, part-load dilution tolerance is affected by the injection timing, due to the induced turbulence from the gaseous injection event. CFD simulation results have shown that there is a fundamental difference in how the two injection locations affect the mixture formation process. Delayed injection timing increases the turbulence level in the cylinder at the time of the spark, but reduces the available time for proper mixing. Side injection delivers a gaseous jet that interacts more effectively with the intake induced flow field, and this improves the engine performance in terms of efficiency.

Sevik, James↗