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33 records · Page 2
All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

Flattening the Field during Injection in the Fermilab Booster using Dipole Corrector Magnets

The FNAL Booster is a fast cycling 15 Hz resonant circuit synchrotron accelerating proton beam from 400 MeV to 8 GeV. The linac pulse injected into the Booster is ˜32 usec long and fills the ring by multi-turn charge-exchange injection. As part of the PIP-II project, the Booster injection energy and repetition rate will be increased to 800 MeV and 20 Hz respectively. Due to much reduced average current in the new superconducting PIP-II linac, the injection time will increase to 550us. A shorter machine cycle coupled to a longer injection time make flattening the injection porch B-field during injection important requirement for successful PIP-II operation. We aim to achieve: (1) flattening of the net bending during injection using dipole correctors, and (2) using a new system based on an Altera FPGA board, reduction of the cycle-to-cycle bending field variation caused by current jitter in the Gradient Magnet Power Supply (GMPS). While the flat injection scheme is essential to future PIP-II operations, it should also noticeably improve efficiency for present HEP operations.

43 PARTICLE ACCELERATORS↗
DOE OSTI2023

Experimental Characterization of Hydrocarbons and Nitrogen Oxides Production in a Heavy-Duty Diesel–Natural Gas Reactivity-Controlled Compression Ignition Engine

Reactivity-Controlled Compression Ignition (RCCI) combustion is considered one of the most promising Low-Temperature Combustion (LTC) concepts aimed at reducing greenhouse gases for the transportation and power generation sectors. Due to the spontaneous combustion of a lean, nearly homogeneous mixture of air and low-reactivity fuel (LRF), ignited through the direct injection of a small quantity of high-reactivity fuel (HRF), RCCI (dual-fuel) shows higher efficiency and lower pollutants compared to conventional diesel combustion (CDC) if run at very advanced injection timing. Even though a HRF is used, the use of advanced injection timing leads to high ignition delays, compared to CDC, and generates high cycle-to-cycle variability, limited operating range, and high pressure rise rates at high loads. This work presents an experimental analysis performed on a heavy-duty single-cylinder compression ignited engine in dual-fuel diesel–natural gas mode. The objective of the present work is to investigate and highlight the correlations between combustion behavior and pollutant emissions, especially unburned hydrocarbons (HC) and oxides of nitrogen (NOx). Based on the analysis of crank-resolved pollutants measurements performed through fast FID and fast NOx systems under different engine operating conditions, two correlations were found demonstrating a good accordance between pollutant production and combustion behavior: Net Cyclic Hydrocarbon emission—cyclic IMEP variations (R 2 = 0.86), and Cyclic NOx—maximum value of the Rate of Heat Released (R 2 = 0.82).

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

EGR Dilution and Fuel Property Effects on High-Efficiency Spark-Ignition Flames

Modern spark ignition internal combustion engines rely on fast combustion rates and high dilution to achieve high brake thermal efficiencies. To accomplish this, new engine designs have moved towards increased tumble ratios and stroke-to-bore ratios. Increased tumble ratios correlate positively with increases in turbulent kinetic energy and improved fuel and residual gas mixing, all of which favor faster and more efficient combustion. Longer stroke-to-bore ratios allow higher geometric compression ratios and use of late intake valve closing to control peak compression pressures and temperatures. The addition of dilution to improve efficiency is limited by the resulting increase in combustion instabilities manifested by cycle-to-cycle variability. A number of effects - preferential diffusion, turbulence-combustion interactions, stochastic flow patterns, laminar-turbulent flame kernel transitions, and relative length and velocity scales between flame and turbulence - are believed to be responsible for the increase in cycle-to-cycle variations, where their contributions are likely interlinked. Several studies have shown the influence of stochastic flow characteristics on the nature of combustion instabilities, such as velocity patterns on flame kernel formation and cycle-to-cycle variations in residual gas. However, few have focused on the specific effects of fuel properties. The objective of this work is to contrast the effects of dilution on propane stoichiometric combustion against gasoline. Dilution tolerance experiments were conducted in a purpose-built high stroke-to-bore ratio single cylinder engine with both gasoline and LPG. Three-dimensional full cycle computational fluid dynamics (CFD) simulations employing a level-set combustion approach and Reynolds averaged Navier-Stokes (RANS) turbulence modeling was used to qualitatively assess the changes in length and velocity scales for turbulence and the flame. The experimental results showed that LPG can tolerate higher exhaust gas recirculation (EGR) dilution under a variety of conditions. Analysis of CFD simulations showed that propane flames are likely less sensitive to influences from the flow field due to less thickening of the flame and higher effective flame speeds.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

The Effect of Spark-Plug Heat Dispersal Range and Exhaust Valve Opening Timing on Cold-Start Emissions and Cycle-to-Cycle Variability

The partnership for advancing combustion engines (PACE) is a US Department of Energy consortium involving multiple national laboratories and includes a goal of addressing key efficiency and emission barriers in light-duty engines fueled with a market-representative E10 gasoline. A major pillar of the initiative is the generation of detailed experimental data and modeling capabilities to understand and predict cold-start behavior. Cold-start, as defined by the time between first engine crank and three-way catalyst light-off, is responsible for a large percentage of NOx, unburned hydrocarbon and particulate matter emissions in light-duty engines. Minimizing emissions during cold-start is a trade-off between achieving faster light-off of the three-way catalyst and engine out emissions during that period. In this study, gaseous and soot emissions were measured at a distance representative of the three-way catalyst position downstream of the engine at a 2 bar net indicated mean effective pressure (NIMEP) steady-state operating condition representative of cold-start. The test matrix included sweeps of ignition timing 15 degrees-before to 10 degrees-after top dead center firing (TDCf) across three different spark-plug heat dispersal ranges (HR). Additionally, the effect of varying exhaust valve opening (EVO) timing on combustion stability and emissions was also studied. Results show that the spark plug HR affects the coefficient of variation (COV) of NIMEP under all cold-start conditions, while the impact on emissions was found to be minimal. At very retarded spark timings, colder spark plugs required higher air and fuel flow to maintain the desired 2bar NIMEP load, but the fraction of fuel energy going into the exhaust was found to be similar for all spark plugs. Finally, retarding exhaust valve timings showed a simultaneous reduction in emissions while increasing the fraction of fuel energy being fed into the exhaust. However, engine COV was also observed to increase with retarded exhaust timings.

42 ENGINEERING↗
NASA NTRS1975

Lean mixture engine testing and evaluation program

Experimental results for fuel consumption and emissions are presented for a 350 CID (5.7 liter) Chevrolet V-8 engine modified for lean operation with gasoline. The lean burn engine achieved peak thermal efficiency at an equivalence ratio of 0.75 and a spark advance of 60 deg BTDC. At this condition the lean burn engine demonstrated a 10% reduction in brake specific fuel consumption compared with the stock engine; however, NOx and hydrocarbon emissions were higher. With the use of spark retard and/or slightly lower equivalence ratios, the NOx emissions performance of the stock engine was matched while showing a 6% reduction in brake specific fuel consumption. Hydrocarbon emissions exceeded the stock values in all cases. Diagnostic data indicate that lean performance in the engine configuration tested is limited by ignition delay, cycle-to-cycle pressure variations, and cylinder-to-cylinder distribution.

Dowdy, M. W.↗
NASA NTRS1977

Instrument to average 100 data sets

An instrumentation system is currently under development which will measure many of the important parameters associated with the operation of an internal combustion engine. Some of these parameters include mass-fraction burn rate, ignition energy, and the indicated mean effective pressure. One of the characteristics of an internal combustion engine is the cycle-to-cycle variation of these parameters. A curve-averaging instrument has been produced which will generate the average curve, over 100 cycles, of any engine parameter. the average curve is described by 2048 discrete points which are displayed on an oscilloscope screen to facilitate recording and is available in real time. Input can be any parameter which is expressed as a + or - 10-volt signal. Operation of the curve-averaging instrument is defined between 100 and 6000 rpm. Provisions have also been made for averaging as many as four parameters simultaneously, with a subsequent decrease in resolution. This provides the means to correlate and perhaps interrelate the phenomena occurring in an internal combustion engine. This instrument has been used successfully on a 1975 Chevrolet V8 engine, and on a Continental 6-cylinder aircraft engine. While this instrument was designed for use on an internal combustion engine, with some modification it can be used to average any cyclically varying waveform.

Tuma, G. B.↗
NASA NTRS1978

Ultraviolet photometry from the Orbiting Astronomical Observatory. XXVIII - Ultraviolet light curves for Alpha Lupi and BW Vulpeculae

Photometric data from the Wisconsin Experiment Package on OAO-2 have been used to construct light curves at three ultraviolet wavelengths for Alpha Lup and at seven wavelengths for BW Vul. Both stars are well-known variables of the Beta Cephei (Beta Canis Majoris) type. The light curves for Alpha Lup are in good agreement with the radial-velocity period. A temperature variation of 400-500 K is derived. The BW Vul light curves confirm recent ephemerides based on a secularly varying period and show a stillstand near light maximum at some wavelengths. Both stars exhibit increasing light amplitude at the shortest ultraviolet wavelengths. There is little evidence for cycle-to-cycle variations on a time scale of the order of 1 day.

Lesh, J. R.↗
NASA NTRS1979

Hydrogen-fueled diesel engine without timed ignition

Experiments were carried out to investigate the feasibility of converting a diesel engine to hydrogen-fueled operation without providing a timed ignition system. Use was made of a glow plug and a multiple-strike spark plug. The glow plug was found to provide reliable ignition and smooth engine operation. It caused the hydrogen to ignite almost immediately upon the start of injection. Indicated mean effective pressures were on the order of 1.3 MPa for equivalence ratios between 0.1 and 0.4 at a compression ratio of 18. This is significantly higher than the corresponding result obtained with diesel oil (about 0.6 MPa for equivalence ratios between 0.3 and 0.9). Indicated thermal efficiencies were on the order of 0.4 for hydrogen and 0.20-0.25 for diesel oil. Operation with the multiple-strike spark system yielded similar values for IMEP and efficiency, but gave rise to large cycle-to-cycle variations in the delay between the beginning of injection and ignition. Large ignition delays were associated with large amplitude pressure waves in the combustion chamber. The measured NO(x) concentrations in the exhaust gas were of the order of 50-100 ppm. This is significantly higher than the corresponding results obtained with premixed hydrogen and air at low equivalence ratios. Compression ignition could not be achieved even at a compression ratio of 29.

Homan, H. S.↗
NASA NTRS1985

Modeling the internal combustion engine

A flexible and computationally economical model of the internal combustion engine was developed for use on large digital computer systems. It is based on a system of ordinary differential equations for cylinder-averaged properties. The computer program is capable of multicycle calculations, with some parameters varying from cycle to cycle, and has restart capabilities. It can accommodate a broad spectrum of reactants, permits changes in physical properties, and offers a wide selection of alternative modeling functions without any reprogramming. It readily adapts to the amount of information available in a particular case because the model is in fact a hierarchy of five models. The models range from a simple model requiring only thermodynamic properties to a complex model demanding full combustion kinetics, transport properties, and poppet valve flow characteristics. Among its many features the model includes heat transfer, valve timing, supercharging, motoring, finite burning rates, cycle-to-cycle variations in air-fuel ratio, humid air, residual and recirculated exhaust gas, and full combustion kinetics.

Zeleznik, F. J.↗
NASA NTRS1994

2-D and 3-D oscillating wing aerodynamics for a range of angles of attack including stall

A comprehensive experimental investigation of the pressure distribution over a semispan wing undergoing pitching motions representative of a helicopter rotor blade was conducted. Testing the wing in the nonrotating condition isolates the three-dimensional (3-D) blade aerodynamic and dynamic stall characteristics from the complications of the rotor blade environment. The test has generated a very complete, detailed, and accurate body of data. These data include static and dynamic pressure distributions, surface flow visualizations, two-dimensional (2-D) airfoil data from the same model and installation, and important supporting blockage and wall pressure distributions. This body of data is sufficiently comprehensive and accurate that it can be used for the validation of rotor blade aerodynamic models over a broad range of the important parameters including 3-D dynamic stall. This data report presents all the cycle-averaged lift, drag, and pitching moment coefficient data versus angle of attack obtained from the instantaneous pressure data for the 3-D wing and the 2-D airfoil. Also presented are examples of the following: cycle-to-cycle variations occurring for incipient or lightly stalled conditions; 3-D surface flow visualizations; supporting blockage and wall pressure distributions; and underlying detailed pressure results.

Piziali, R. A.↗
NASA NTRS2002

Sources of Geomagnetic Activity during Nearly Three Solar Cycles (1972-2000)

We examine the contributions of the principal solar wind components (corotating highspeed streams, slow solar wind, and transient structures, i.e., interplanetary coronal mass ejections (CMEs), shocks, and postshock flows) to averages of the aa geomagnetic index and the interplanetary magnetic field (IMF) strength in 1972-2000 during nearly three solar cycles. A prime motivation is to understand the influence of solar cycle variations in solar wind structure on long-term (e.g., approximately annual) averages of these parameters. We show that high-speed streams account for approximately two-thirds of long-term aa averages at solar minimum, while at solar maximum, structures associated with transients make the largest contribution (approx. 50%), though contributions from streams and slow solar wind continue to be present. Similarly, high-speed streams are the principal contributor (approx. 55%) to solar minimum averages of the IMF, while transient-related structures are the leading contributor (approx. 40%) at solar maximum. These differences between solar maximum and minimum reflect the changing structure of the near-ecliptic solar wind during the solar cycle. For minimum periods, the Earth is embedded in high-speed streams approx. 55% of the time versus approx. 35% for slow solar wind and approx. 10% for CME-associated structures, while at solar maximum, typical percentages are as follows: high-speed streams approx. 35%, slow solar wind approx. 30%, and CME-associated approx. 35%. These compositions show little cycle-to-cycle variation, at least for the interval considered in this paper. Despite the change in the occurrences of different types of solar wind over the solar cycle (and less significant changes from cycle to cycle), overall, variations in the averages of the aa index and IMF closely follow those in corotating streams. Considering solar cycle averages, we show that high-speed streams account for approx. 44%, approx. 48%, and approx. 40% of the solar wind composition, aa, and the IMF strength, respectively, with corresponding figures of approx. 22%, approx. 32%, and approx. 25% for CME-related structures, and approx. 33%, approx. 19%, and approx. 33% for slow solar wind.

Richardson, I. G.↗
NASA NTRS2004

X-ray Monitoring of eta Carinae: Variations on a Theme

We present monitoring observations by the Rossi X-ray Timing Explorer of the 2-10 keV X-ray emission from the supermassive star eta Carinae from 1996 through late 2003. These data cover more than one of the stellar variability cycles in temporal detail and include especially detailed monitoring through two X-ray minima. We compare the current X-ray minimum which began on June 29, 2003 to the previous X-ray minimum which began on December 15, 1997, and refine the X-ray period to 2024 days. We examine the variations in the X-ray spectrum with phase and with time, and also refine our understanding of the X-ray peaks which have a quasi-period of 84 days, with significant variation. Cycle-to-cycle differences are seen in the level of X-ray intensity and in the detailed variations of the X-ray flux on the rise to maximum just prior to the X-ray minimum. Despite these differences the similarities between the decline to minimum, the duration of the minimum, and correlated variations of the X-ray flux and other measures throughout the electromagnetic spectrum leave little doubt that that the X-ray variation is strictly periodic and produced by orbital motion as the wind from eta Carinae collides with the wind of an otherwise unseen companion.

Corcoran, M. F.↗
NASA NTRS2010

Recent X-ray Variability of eta Carinae: the Quick Road to Recovery

We report continued monitoring of the superluminous binary system eta Car by the Proportional Counter Array on the Rossi X-ray Timing Observatory (RXTE) through the 2009 X-ray minimum. The RXTE campaign shows that the minimum began on 2009 January 16, consistent with the phasings of the two previous minima, and overall, the temporal behavior of the X-ray emission was similar to that observed by RXTE in the previous two cycles. However, important differences did occur. The 2-10 keV X-ray flux and X-ray hardness decreased in the 2.5-year interval leading up to the 2009 minimum compared to the previous cycle. Most intriguingly, the 2009 X-ray minimum was about one month shorter than either of the previous two minima. During the egress from the 2009 minimum the X-ray hardness increased markedly as it had during egress from the previous two minima, although the maximum X-ray hardness achieved was less than the maximum observed after the two previous recoveries. We suggest that the cycle-to-cycle variations, especially the unexpectedly early recovery from the 2009 X-ray minimum, might have been the result of a decline in eta Car's wind momentum flux produced by a drop in eta Car's mass loss rate or wind terminal velocity (or some combination), though if so the change in wind momentum flux required to match the X-ray variation is surprisingly large.

Corcoran, M. Francis↗
NASA NTRS2011

From Space Weather Toward Space Climate Time Scales: Substorm Analysis from 1993 to 2008

Magnetic activity in the Northern Hemisphere auroral region was examined during solar cycles 22 and 23 (1993- 2008). Substorms were identified from ground-based magnetic field measurements by an automated search engine. On average, 550 substorms were observed per year, which gives in total about 9000 substorms. The interannual, seasonal and solar cycle-to-cycle variations of the substorm number (R(sub ss)), substorm duration (T(sub ss)), and peak amplitude (A(sub ss)) were examined. The declining phases of both solar cycles 22 and 23 were more active than the other solar cycle phases due to the enhanced solar wind speed. The spring substorms during the declining solar cycle phase (absolute value of A(sub ss,decl)) - 500 nT) were 25% larger than the spring substorms during the ascending solar cycle years ((absolute value of A(sub ss,asc) = 400 nT). The following seasonal variation was found: the most intense substorms occurred during spring and fall, the largest substorm frequency in the Northern Hemisphere winter, and the longest-duration substorms in summer. Furthermore, we found a winter-summer asymmetry in the substorm number and duration. which is speculated to be due to the variations in the ionospheric conductivity. The solar cycle-Io-cycle variation was found in the yearly substorm number and peak amplitude. The decline from the peak substorm activity in 1994 and 2003 to the following minima took 3 years during solar cycle 22, while it took 6 years during solar cycle 23.

Tanskanen, E. I.↗
NASA NTRS2012

Near-Earth Solar Wind Flows and Related Geomagnetic Activity During more than Four Solar Cycles (1963-2011)

In past studies, we classified the near-Earth solar wind into three basic flow types based on inspection of solar wind plasma and magnetic field parameters in the OMNI database and additional data (e.g., geomagnetic indices, energetic particle, and cosmic ray observations). These flow types are: (1) High-speed streams associated with coronal holes at the Sun, (2) Slow, interstream solar wind, and (3) Transient flows originating with coronal mass ejections at the Sun, including interplanetary coronal mass ejections and the associated upstream shocks and post-shock regions. The solar wind classification in these previous studies commenced with observations in 1972. In the present study, as well as updating this classification to the end of 2011, we have extended the classification back to 1963, the beginning of near-Earth solar wind observations, thereby encompassing the complete solar cycles 20 to 23 and the ascending phase of cycle 24. We discuss the cycle-to-cycle variations in near-Earth solar wind structures and l1e related geomagnetic activity over more than four solar cycles, updating some of the results of our earlier studies.

Richardson, Ian G.↗