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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 379 records · Page 21
All sourcesNASA NTRSDOE OSTI
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↗
NASA NTRS1921

A High-speed Engine Pressure Indicator of the Balanced Diaphragm Type

This report describes a pressure-measuring device especially adapted for use in mapping indicator diagrams of high-speed internal combustion engines. The cards are obtained by a point-to-point method giving the average of a large number of engine cycles. The principle involved is the balancing of the engine cylinder pressure against a measured pressure on the opposite side of the metal a diaphragm of negligible stiffness. In its application as an engine indicator the phase of the engine cycle to which a pressure measurement corresponds is selected by a timing device. The report discusses briefly the errors which must be avoided in the development of an indicator for light high-speed engines, where vibration is serious, and outlines the principles underlying the design of this instrument in order to be free of such errors. A detailed description of the instrument and accessories follows together with operating directions.

Dickinson, H C↗
NASA NTRS1988

Creep-rupture performance of superalloys in high-pressure hydrogen environment

The advantages of the automotive Stirling engine presented, which employs high-pressure hydrogen as a working fluid, include (in addition to a 50-percent improvement in efficiency over internal combustion engines) multiple-fuel capability, low pollution, and low noise. The severe service conditions associated with the 870 C operation and 15 MPa hydrogen working fluid have prompted the present suitability testing of six tube and four cast Fe-base alloys. While stress-rupture life and minimum creep rates were not affected, both tube and cast alloy types underwent creep ductility degradation.

Bhattacharyya, S.↗
DOE OSTI2016

Split radiator design for heat rejection optimization for a waste heat recovery system

A cooling system provides improved heat recovery by providing a split core radiator for both engine cooling and condenser cooling for a Rankine cycle (RC). The cooling system includes a radiator having a first cooling core portion and a second cooling core portion. An engine cooling loop is fluidly connected the second cooling core portion. A condenser of an RC has a cooling loop fluidly connected to the first cooling core portion. A valve is provided between the engine cooling loop and the condenser cooling loop adjustably control the flow of coolant in the condenser cooling loop into the engine cooling loop. The cooling system includes a controller communicatively coupled to the valve and adapted to determine a load requirement for the internal combustion engine and adjust the valve in accordance with the engine load requirement.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2023

A computational parametric study of ducted fuel injection implementation in a heavy-duty diesel engine

Experiments have shown that ducted fuel injection (DFI) effectively reduces soot emissions from direct-injection diesel engines. Although many computational studies have evaluated DFI’s spray development and soot reduction mechanisms in constant volume chambers, only limited computational work on internal combustion engines exists. The DFI duct assembly changes the engine’s in-cylinder flow, spray, and combustion development. Therefore, current production engine designs might not be optimal for achieving the best engine performance with DFI. Here, this work conducted an extensive numerical study to evaluate how parameter changes affect DFI performance. The parameters include swirl ratio, piston geometry, compression ratio (CR), number of injector orifices, split injection strategy, and exhaust gas recirculation (EGR) in a heavy-duty diesel engine utilizing DFI. The combustion and soot emission data from the Sandia compression ignition optical research engine were used for model validation. Simulations showed that an increased swirl ratio resulted in more intense jet flame-piston interaction, slowing down the combustion heat release during the late combustion stage and leading to lower indicated thermal efficiency (ITE) due to higher exhaust losses. A piston-bowl design with a reentrant inner piston edge yielded the highest thermal efficiency, due to the reduced cylinder head heat transfer loss. Additional injector orifices led to higher efficiency owing to a more advanced combustion phasing. Nevertheless, the maximum pressure rise rate (MPRR) and oxides of nitrogen (NO x ) emissions also increased with the number of injector orifices due to more rapid heat release and higher combustion temperature. Implementation of a split injection strategy combined with a higher EGR rate effectively inhibited the excessive MPRR and NO x formation. In general, the study concluded that DFI is not sensitive to most parameter changes but will benefit from future parameter optimization.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Direct Injection 4.3 L Propane Engine Research, Development, and Testing

An industry led project with collaboration from the National Renewable Energy Laboratory (NREL), Oak Ridge National Laboratory (ORNL), and the University of Alabama focused on barriers for propane internal combustion engines to adapt to direct fuel injection technology. Direct injection (DI) technology is a barrier for propane engines that are primarily based on spark ignition gasoline engine platforms, which have increasingly shifted from port injection to DI. Research was conducted develop system requirements aligned with potential post-project commercialization for a mono-fuel propane DI engine based on the General Motors 4.3L V6 gasoline platform. After a key project decision point, the project transitioned to a NREL, ORNL, and University of Alabama focused effort focusing on critical high pressure fuel system controls for DI propane, and exhaust aftertreatment research for mono-fuel propane operation, including industry guidance on particulate matter emissions.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

FEARCE: Fast, Easy, Accurate, and Robust Continuum Engineering Improving fuel efficiency and reducing emissions in combustion engines 2019 R&D 100 Awards

FEARCE investigates and simulates turbulent chemically reactive flows in fuel combustion, such as fuel injection and fuel-air mixing, thermodynamic combustion losses, and combustion–emission formation processes in engines. Our objective is to understand turbulent flows and how they react and interact with other complicating variables, including highly nonlinear heat and mass transfer, small-scale velocity, and chemical kinetics or reactions. Our emphasis is on the fluid dynamics and chemical reactions that take place in all kinds of internal combustion engines, including the reactions between multiple species (such as air, gasoline, carbon dioxide, water, and hundreds of other species) and multiphase (liquid and gas) fluid flow.

42 ENGINEERING↗
DOE OSTI2021

Flow visualisation in real-size optical injectors of conventional, additised, and renewable gasoline blends

Research on renewable and alternative fuels is crucial for improving the energy and environmental efficiency of modern gasoline internal combustion engines. To highlight the influence of fuel rheological and thermodynamic properties on phase change and atomisation processes, three types of gasoline blends were tested. More specifically, the campaign comprised a reference gasoline, an ethanol/gasoline blend (10% v/v) representative of renewable fuels, and an additised gasoline sample treated with viscoelasticity-inducing agents. High-speed imaging of the transient two-phase flow field arising in the internal geometry and the near-nozzle spray region of gasoline injectors was performed employing Diffuse Backlight Illumination. The metallic body of a commercial injector was modified to fit transparent tips realising two nozzle layouts, namely a two-hole real size model resembling the Engine Combustion Network spray G injector and an enraged replica with an offset hole. Experiments were conducted at realistic operating conditions comprising an injection pressure of 100 bar and ambient pressures in the range of 0.1–6.0 bar to cover the entire range of chamber pressures prevailing in Gasoline Direct Injection engines. The action of viscoelastic additives was verified to have a suppressive effect on in-nozzle cavitation (6% reduction in cavitation extent) , while also enhancing spray atomisation at flash-boing conditions, in a manner resembling the more volatile gasoline/ethanol blends. Finally, persisting liquid ligaments were found to form after the end of injection for the additised sample, owing to the surfactant nature of the additives.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2017

Summary Report on the SAE 2016 Range Extenders for Electric Vehicles Symposium

The SAE 2016 Range Extenders for Electric Vehicles Symposium was a 2-day technical meeting focused on the role of advanced internal combustion engines (ICEs) and other novel energy converter technologies for extending the range of electric vehicles (EVs). The first-of-its-kind symposium was notable for focusing solely on the range extender (REx) technologies and not the EVs. The technical program featured presentations from international leaders from industry, government, national laboratories, and academia. The opening keynote presentations covered a broad range of topics including consumer behavior, policy implications, regulatory considerations, and REx architectures as enablers for advanced technologies. The technical sessions focused on an array of REx technologies including conventional ICEs, as well as less conventional or emerging technologies such as microturbines, fuel cells, low-temperature combustion engines, and aluminum-air batteries. The symposium included two panel sessions. The trend toward increasing vehicle electrification and the changing role of ICEs and other auxiliary power unit technologies for use as REx’s is leading to new research and design development needs. The symposium captured the interest of the industry and research communities in exploring the opportunities and challenges associated with REx’s for EVs. This report includes key takeaways, summarized below, and draft notes for each presentation and panel discussion.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Absorption spectroscopy based high-speed oxygen concentration measurements at elevated gas temperatures

A sensor built upon tunable diode laser absorption spectroscopy (TDLAS) has been developed for concentration measurements in high-temperature (up to 800 K) gas streams; while the sensor measures gas oxygen and water concentration, temperature and pressure, this work focuses on the challenges and solutions to transient oxygen measurement. A 760-nm diode laser was used to probe a pair of oxygen absorption transitions, and a Herriott cell based multi-pass arrangement was utilized to compensate for the extremely weak oxygen absorption as well as the high gas temperature. This multi-pass arrangement provides a 4297.4-mm absorption path length across a 76.2-mm diameter duct, and an O 2 detection limit ([O 2 ] where SNR=1) of ca. 0.1%. Laboratory validation of the HITRAN spectral parameters of the chosen absorption transitions was performed over a range of high temperatures and oxygen concentrations relevant to engine-exhaust applications. The insensitivity of the Herriott cell arrangement to vibrations and spatial temperature gradients was demonstrated. Conclusions from applications to single- and multi-cylinder engine exhaust are presented and demonstrate the new sensor’s ability to measure fast intra-cycle gas-property transients, and provide insights relevant to advancing internal-combustion-engine technology.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2019

HEAT AND MASS TRANSFER IN HUMIDIFYING REGENERATOR FOR A SUB-ATMOSPHERIC HYBRID HEAT ENGINE

Heat and mass transfer processes in advanced modular sub-atmospheric hybrid heat engine have been evaluated for technical and economic feasibility. The presented concept combines fossil fuel energy conversion in a sub-atmospheric air turbine coupled with a reciprocating internal combustion engine to create a hybrid system for power generation. This system can achieve over 65% of net electrical or mechanical power conversion efficiency. The uniqueness of the advanced modular sub-atmospheric hybrid heat engine is in the operating conditions of the air turbine which operates at sub-atmospheric pressure and low temperature and produces power at high efficiency. This is possible due to a unique combination of the system components such as sub-atmospheric air turbine, humidifying air regenerator, and compressor inlet air cooling system. The humidifying air regenerator is the core component of the advanced sub-atmospheric turbine, which makes the turbine ultra-high efficient. It is a regenerative heat-mass exchanger to increase the working fluid (humid air) mass flow rate before the turbine and decrease the mass flow rate after the turbine. It is found that increased heat and mass transfer rate or increased air humidification in humidifying air regenerator would allow the turbine operating at lower temperature and increased efficiency. Optimal heat and mass transfer rates were found for higher efficiency, lower costs, and smaller footprint of the hybrid engine. The results of feasibility study of heat and mass transfer processes in the humidifying air regenerator are presented in this paper.

Heat Engine, Sub-atmospheric Turbine, Humidifying ↗
DOE OSTI2018

Sensitivity of Emissions to Uncertainties in Residual Gas Fraction Measurements in Automotive Engines: A Numerical Study

Initial conditions of the working fluid (air-fuel mixture) within an engine cylinder, namely, mixture composition and temperature, greatly affect the combustion characteristics and emissions of an engine. In particular, the percentage of residual gas fraction (RGF) in the engine cylinder can significantly alter the temperature and composition of the working fluid as compared with the air-fuel mixture inducted into the engine, thus affecting engine-out emissions. Accurate measurement of the RGF is cumbersome and expensive, thus making it hard to accurately characterize the initial mixture composition and temperature in any given engine cycle. This uncertainty can lead to challenges in accurately interpreting experimental emissions data and in implementing real-time control strategies. Quantifying the effects of the RGF can have important implications for the diagnostics and control of internal combustion engines. This paper reports on the use of a well-validated, two-zone quasi-dimensional model to compute the engine-out NO and CO emission in a gasoline engine. The effect of varying the RGF on the emissions under lean, near-stoichiometric, and rich engine conditions was investigated. Numerical results show that small uncertainties (~2–4%) in the measured/computed values of the RGF can significantly affect the engine-out NO/CO emissions.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2018

In-Cylinder Diagnostics to Overcome Efficiency Barriers in Natural Gas Engines (LDRD 200166)

The high-level objective of this project is to solve national-security problems associated with petroleum use, cost, and environmental impacts by enabling more efficient use of natural-gas-fueled internal combustion engines. An improved science-base on end-gas autoignition, or “knock,” is required to support engineering of more efficient engine designs through predictive modeling. An existing optical diesel engine facility is retrofitted for natural gas fueling with laser-spark-ignition combustion to provide in-cylinder imaging and pressure data under knocking combustion. Zero-dimensional chemical-kinetic modeling of autoignition, adiabatically constrained by the measured cylinder pressure, isolates the role of autoignition chemistry. OH* chemiluminescence imaging reveals six different categories of knock onset that depend on proximity to engine surfaces and the in-cylinder deflagration. Modeling results show excellent prediction regardless of the knock category, thereby validating state-of-the-art kinetic mechanisms. The results also provide guidance for future work to build a science base on the factors that affect the deflagration rate.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS1981

Conventional engine technology. Volume 1: Status of OTTO cycle engine technology

Federally-mandated emissions standards have led to major changes in automotive technology during the last decade. Efforts to satisfy the new standards were directed more toward the use of add-on devices, such as catalytic converters, turbochargers, and improved fuel metering, than toward complete engine redesign. The resulting changes are described and the improvement brought about by them in fuel economy and emissions levels are fully documented. Four specific categories of gasoline-powered internal combustion engines are covered, including subsystem and total engine development. Also included are the results of fuel economy and exhaust emissions tests performed on representative vehicles from each category.

Dowdy, M. W.↗
DOE OSTI2024

Combustion-Pele: An Exascale Capability for Improving Engine Design

Combustion, the complex chemical reaction made possible by igniting a mixture of fuel and oxygen to produce heat and light, serves as the nation’s primary source of power generation and the linchpin of the transportation industry. For more than 100 years, internal combustion engines (ICEs) have been converting energy from the burning of fuel—gasoline, for example—into a mechanical process that makes vehicles move. Recently, ICEs have come under heavy scrutiny for their contribution to greenhouse gas emissions, yet combustion-based systems are projected to dominate the marketplace for decades. Exascale systems are helping researchers design new high-efficiency, low-emission combustion engines that operate at much lower temperatures to maintain the nation’s energy security and limit negative environmental impacts.

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

Cooperative Research and Development Agreement between National Energy Technology Laboratory and Pyrochem Catalyst Company [Abstract]

A catalytic converter is a key enabling technology for more advanced engine technologies to meet the more stringent fuel economy and emission standards of the future, particularly the requirement to treat emissions formed during a cold start (which account for between 60-80% of total emissions). As internal combustion engine technology is expected to remain a dominant force in the market, new and innovative catalyst technologies are needed with low temperature activity to reduce exhaust pollutants by 90% at temperatures as low as 150°C, with a performance lifetime that exceeds 150,000 miles of driving. Considering current catalyst technology only starts to convert pollutants at 200°C, the challenge is significant. Pyrochem Catalyst Company (PCC) has developed a promising PyroCatTM pyrochlore catalyst technology (that incorporates an NETL technology licensed by PCC), which has shown activity better than current state of the art and approaching the 150°C target. NETL and PCC will collaborate to transition PyroCatTM from lab-scale testing to commercialization through the generation of a commercially representative monolith catalyst that can be sent to automotive companies and catalyst manufacturers to validate in their reactor systems.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS2012

Alloy-Enhanced Fans Maintain Fresh Air in Tunnels

The Partnership for Next Generation Vehicles (PNGV) is not a NASA initiative to develop powerful new rockets and spacecraft, even though it may sound like one. PNGV was a partnership established by the Clinton administration between the Federal government and the U.S. Council for Automotive Research to develop technologies that improve fuel efficiency and reduce emissions from cars and trucks. More than 20 Federal laboratories from the Departments of Commerce, Energy, Transportation, and Defense; the Environmental Protection Agency; the National Science Foundation; and NASA were all involved in PNGV, in addition to more than 350 automotive suppliers, universities, and small businesses. In support of this tremendous effort, Jonathan Lee, a materials engineer at Marshall Space Flight Center, worked with a major automobile manufacturer in 1995 to develop a strong aluminum alloy for high temperature applications. The aim was to use the alloy for manufacturing parts for an internal combustion engine, as well as for NASA s propulsion applications. When funding from PNGV ended, Marshall continued to support the alloy s development with help from NASA s Innovative Partnerships Program (now the Office of the Chief Technologist). Together with PoShou Chen, a scientist with Morgan Research Corporation, Lee invented a highstrength aluminum alloy called MSFC-398 that, when tested, was three to four times stronger than conventional aluminum alloys at high temperatures. By the late 1990s, Lee says, NASA s scientists had successfully developed and patented this technology, which has great potential applications not for just automotive, but also for aerospace, marine, and commercial applications

Source record↗