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At least 379 records · Page 21
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Prediction and Analysis of Utah FORGE Injection Activities using a Coupled Thermo-hydro-mechanical and Earthquake (THM+E) Modeling Workflow

A coupled thermo-hydro-mechanical (THM) numerical workflow that is capable of modeling seismic slip is critical for the successful development of enhanced geothermal systems (EGS). By integrating key physical processes, this workflow enables accurate simulation of temperature and pressure diffusions, stress changes, and induced seismicity. As a result, it serves as a vital tool for predicting induced seismicity and optimizing reservoir stimulation strategies. The Utah FORGE (Frontier Observatory for Research in Geothermal Energy) project, located near Milford, Utah, is a U.S. Department of Energy initiative aimed at advancing EGS technology. In April 2024, eight new stimulation stages (Stages 3R-10) were conducted in well 16A (injection well) subsequent to the first series of stimulation (Stages 1-3) performed in April, 2022. To monitor the induced seismicity, geophones were deployed in wells 58-32, 56-32, and 78B-32, while fiber optic cables were also installed in wells 16B, 78-32, and 78B-32 to collect microseismic data and detect frac hits Preliminary analyses of microseismic catalogs and fiber optic data suggest that the stimulated fractures in Stages 3R–6 closely align with that generated during Stage 3, indicating that the new stimulations were likely reactivating the previously stimulated fracture. To better understand the underlying process, a comprehensive modeling approach that can accurately capture thermal, hydrological, mechanical, and seismic responses is essential. In this work, we propose and utilize a coupled thermo-hydro-mechanical and earthquake (THM+E) simulation workflow to numerically investigate the stimulation activities on well 16A. The specific objective is to confirm whether the new stimulation stages (Stages 3R–6) reactivated fractures previously stimulated during Stage 3. For this purpose, we perform THM+E simulations individually for Stages 3, 3R, 4, and 5, incorporating the discrete fracture networks (DFNs) created by the plane-fitting technique based on the microseismic catalogs. The simulation workflow consists of two separate models: a THM model and an earthquake model, coupled in a one-way manner. Detailed descriptions of the workflow are provided in Section 3. Simulation results are presented in terms of injection pressure, permeability evolution, and predicted seismic catalogs, which are then compared with field data for further analyses. This report is structured as follows. In Section 2, we present detailed analyses of the field data and propose the hypothesis that the new stimulation stages (Stages 3R–6) were probably reactivating the previously stimulated fractures in Stage 3. In Section 3, we introduce the coupled THM+E workflow and the problem setup to validate our hypothesis, followed by the simulation results for each stage in Section 4. Meanwhile, discussions are included to analyze the model predictions and their comparison with field data. Lastly, we conclude the report and outline future plans in Section 5.

15 GEOTHERMAL ENERGY↗
NASA NTRS1986

Hydrogen scramjet with side wall injection

Preliminary results are presented from an experimental evaluation of a hydrogen-burning wall-injection scramjet engine, performed in the free-piston shock tunnel at the Australian National University. The advantages of scramjet propulsion for high-Mach-number high-altitude flight are reviewed, and the need for an alternative to injection struts is indicated. Pressure profiles and heat-transfer measurements for constant-area and diverging ducts are presented graphically and characterized in detail. The ability of the injected flow to shield the chamber wall from the heat of the freestream flow is demonstrated. The extrapolation of the shock-tunnel results to flight conditions, however, is made difficult by the fact that a significant amount of fuel passes through a quenched zone without burning, seriously degrading overall performance.

Morgan, R. G.↗
DOE OSTI2020

Interpretation of bottom-hole temperature data from CO 2 injection projects

Although bottom-hole temperature (BHT) data is routinely collected with bottom-hole pressure (BHP) data during CO 2 injection in geological storage projects, it is seldom analyzed in a quantitative manner. However, the BHP and BHT signals do exhibit correlated behavior. This work proposes a practical approach for using BHT data from warmback (no injection) periods, in conjunction with the amplitude of BHP and BHT changes during the preceding injection event, to estimate formation permeability. The methodology is demonstrated using data from the AEP Mountaineer project in USA where CO 2 injection was carried out into a saline aquifer. Estimated permeability values from the proposed approach are in good agreement with those obtained from transient pressure analysis of BHP data from the falloff period.

42 ENGINEERING↗
DOE OSTI2022

Experimental Studies of Low-Load Limit in a Stoichiometric Micro-Pilot Diesel Natural Gas Engine

While operating at light loads, diesel pilot-ignited natural gas engines with lean premixed natural gas suffer from poor combustion efficiency and high methane emissions. This work investigates the limits of low-load operation for a micro-pilot diesel natural gas engine that uses a stoichiometric mixture to enable methane and nitrogen oxide emission control. By optimizing engine hardware, operating conditions, and injection strategies, this study focused on defining the lowest achievable load while maintaining a stoichiometric equivalence ratio and with acceptable combustion stability. A multi-cylinder diesel 6.7 L engine was converted to run natural gas premix with a maximum diesel micro-pilot contribution of 10%. With a base diesel compression ratio of 17.3:1, the intake manifold pressure limit was 80 kPa(absolute). At a reduced compression ratio of 15:1, this limit increased to 85 kPa, raising the minimum stable load. Retarding the combustion phasing, typically used in spark-ignition engines to achieve lower loads, was also tested but found to be limited by degraded diesel ignition at later timings. Reducing the pilot injection pressure improved combustion stability, as did increasing pilot quantity at the cost of lower substitution ratios. The lean operation further reduced load but increased NOx and hydrocarbon emissions. At loads below the practical dual-fuel limit, a transition to lean diesel operation will likely be required with corresponding implications for the aftertreatment system.

03 NATURAL GAS↗
NASA NTRS1932

Influence of several factors on ignition lag in a compression-ignition engine

This investigation was made to determine the influence of fuel quality, injection advance angle, injection valve-opening pressure, inlet-air pressure, compression ratio, and engine speed on the time lag of auto-ignition of a Diesel fuel oil in a single-cylinder compression-ignition engine as obtained from an analysis of indicator diagrams. Three cam-operated fuel-injection pumps, two pumps cams, and an automatic injection valve with two different nozzles were used. Ignition lag was considered to be the interval between the start of injection of the fuel as determined with a Stroborama and the start of effective combustion as determined from the indicator diagram, the latter being the point where 4.0 x 10(exp-6) pound of fuel had been effectively burned. For this particular engine and fuel it was found that: (1) for a constant start and the same rate of fuel injection up the point of cut-off, a variation in fuel quantity from 1.2 x 10(exp-4) to 4.1 x 10(exp-4) pound per cycle has no appreciable effect on the ignition lag; (2) injection advance angle increases or decreases the lag according to whether density, temperature, or turbulence has the controlling influence; (3) increase in valve-opening pressure slightly increases the lag; and (4) increase of inlet-air pressure, compression ratio, and engine speed reduces the lag.

Gerrish, Harold C↗
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 NTRSDate not supplied

A Facility Effect Characterization Test of the BHT-6000 Hall Thruster

During the development of the BHT-6000 Hall thruster for flight on NASA’s Power and Propulsion Element, a facility effect test campaign was performed on an engineering unit of the thruster. Testing occurred in Vacuum Facility 5 at NASA Glenn Research Center. The goal of the test campaign was to characterize the behavior of the BHT-6000 Hall thruster as functions of facility effects such that the thruster’s in-flight behavior can be reasonably bounded. In particular, the behavior of the thruster with regard to the background pressure and electrical environment was tested. The background pressure was controlled by injecting supplemental propellant flow into the environment, while the electrical environment was controlled by biasing the facility beam dump. Thrust was found to remain constant over the tested range of pressures while specific impulse was found to increase slightly (1 to 1.5% over a range of up to 20 μTorr, depending on operating point). Plasma plume properties, particularly of ions exiting the side of the thruster, were found to be highly sensitive to pressure and may require pressures of less than a few μTorr for accurate measurements. The thruster was found to operate identically with changing beam dump bias voltage to within measurement uncertainties.

Electric propulsion↗
NASA NTRSDate not supplied

A Facility Effect Characterization Test of the BHT6000 Hall Thruster

During the development of the BHT-6000 Hall thruster for flight on NASA’s Power and Propulsion Element, a facility effect test campaign was performed on an engineering unit of the thruster. Testing occurred in Vacuum Facility 5 at NASA Glenn Research Center. The goal of the test campaign was to characterize the behavior of the BHT-6000 Hall thruster as functions of facility effects such that the thruster’s in-flight behavior can be reasonably bounded. In particular, the behavior of the thruster with regard to the background pressure and electrical environment was tested. The background pressure was controlled by injecting supplemental propellant flow into the environment, while the electrical environment was controlled by biasing the facility beam dump. Thrust was found to remain constant over the tested range of pressures while specific impulse was found to increase slightly (1 to 1.5% over a range of up to 20 μTorr, depending on operating point). Plasma plume properties, particularly of ions exiting the side of the thruster, were found to be highly sensitive to pressure and may require pressures of less than a few μTorr for accurate measurements. The thruster was found to operate identically with changing beam dump bias voltage to within measurement uncertainties.

Electric propulsion↗
NASA NTRS2002

Laboratory Studies of the Optical Properties and Condensation Processes of Cosmic Dust Grains

A laboratory facility for conducting a variety of experiments on single isolated dust particles of astrophysical interest levitated in an electrodynamics balance has been developed at NASA/Marshall Space Flight Center. The objective of the research is to employ this experimental technique for studies of the physical and optical properties of individual cosmic dust grains of 0.1-100 micron size in controlled pressure/temperatures environments simulating astrophysical conditions. The physical and optical properties of the analogs of interstellar and interplanetary dust grains of known composition and size distribution will be investigated by this facility. In particular, we will carry out three classes of experiments to study the micro-physics of cosmic dust grains. (1) Charge characteristics of micron size single dust grains to determine the photoelectric efficiencies, yields, and equilibrium potentials when exposed to UV radiation. (2) Infrared optical properties of dust particles (extinction coefficients and scattering phase functions) in the 1-30 micron region using infrared diode lasers and measuring the scattered radiation. (3) Condensation experiments to investigate the condensation of volatile gases on colder nucleated particles in dense interstellar clouds and lower planetary atmospheres. The condensation experiments will involve levitated nucleus dust grains of known composition and initial mass (or m/q ratio), cooled to a temperature and pressure (or scaled pressure) simulating the astrophysical conditions, and injection of a volatile gas at a higher temperature from a controlled port. The increase in the mass due to condensation on the particle will be monitored as a function of the dust particle temperature and the partial pressure of the injected volatile gas. The measured data will permit determination of the sticking coefficients of volatile gases and growth rates of dust particles of astrophysical interest. Some preliminary results based on measurements of photoelectric emission and radiation pressure on single isolated 0.2 to 6.6 micron size silica particles exposed to UV radiation at 120-200 nm and green laser light at 532 nm are presented.

Abbas, M. M.↗
NASA NTRS2020

Turbulent mixing in supercritical jets: effect of compressibility factor and inflow condition

Fuel injection and turbulent mixing at supercritical pressures determines ignition and combustion in numerous engineering applications. Flow evolution under such conditions is characterized by strong non-linear coupling between dynamics, transport coefficients, and thermodynamics. Experimental studies observe that the jets injected at supercritical pressures exhibit significantly different dynamics from the jets at subcritical conditions, owing to the lack of distinct liquid and gas phases in supercritical state. Thus, the averaged flow quantities such as the potential core length, jet spatial growth rate and velocity decay profiles differ in the two conditions, resulting in different mixed-fluid distributions. In this study, turbulent jet direct numerical simulations (DNS) are performed to examine the variations in flow statistics between injection of Nitrogen (N₂) in Nitrogen (N₂) at both subcritical (perfect-gas) and supercritical conditions. In all cases, isothermal round jets at Reynolds number (Re_{D}), based on jet diameter (D) and jet orifice velocity (U₀), of 5000 are considered. For mixing analyses, a passive scalar transported with the flow is examined.

Sharan, Nek↗
DOE OSTI2020

Ducted Fuel Injection versus Conventional Diesel Combustion: An Operating-Parameter Sensitivity Study Conducted in an Optical Engine with a Four-Orifice Fuel Injector

Ducted fuel injection (DFI) has been shown to attenuate engine-out soot emissions from diesel engines. The concept is to inject fuel through a small tube within the combustion chamber to enable lower equivalence ratios at the autoignition zone, relative to conventional diesel combustion. Previous experiments have demonstrated that DFI enables significant soot attenuation relative to conventional diesel combustion for a small set of operating conditions at relatively low engine loads. This is the first study to compare DFI to conventional diesel combustion over a wide range of operating conditions and at higher loads (up to 8.5 bar gross indicated mean effective pressure) with a four-orifice fuel injector. This study compares DFI to conventional diesel combustion through sweeps of intakeoxygen mole fraction (XO 2 ), injection duration, intake pressure, start of combustion (SOC) timing, fuel-injection pressure, and intake temperature. DFI is shown to curtail engine-out soot emissions at all tested conditions. Under certain conditions, DFI can attenuate engine-out soot by over a factor of 100. In addition to producing significantly lower engine-out soot emissions, DFI enables the engine to be operated at low-NO x conditions that are not feasible with conventional diesel combustion due to high soot emissions.

42 ENGINEERING↗
DOE OSTI2024

Constraining induced seismicity hazard on the Neck of the Desert fault for the proposed Iron Mountain, Utah carbon sequestration project

As significantly more focus is placed on carbon sequestration as a means to help mitigate the progression of climate change, the need to adequately characterize an injection target for its induced seismicity potential becomes more apparent. In the Iron Mountain project in Southern Utah, a single fault is identified in the Neck of the Desert near Iron Mountain. The dip of the fault is unknown, and the geomechanical stability of the fault (i.e., distribution of Coulomb failure functions (CFFs)) is highly dependent upon the dip. For some dips, such as 15 degrees, the hazard from injection is low. For other dips, such as 75 degrees, the hazard is high. Another key consideration is the depth of penetration of the fault. Should the fault not penetrate the stress and pressure perturbed region from injection, it will not be induced to fail. Thus, understanding the dip and the depth of penetration of the fault will greatly improve our understanding of the likelihood of inducing an earthquake.

58 GEOSCIENCES↗
NASA NTRS1926

Tests of several bearing materials lubricated by gasoline

This investigation on the relative wear of several bearing materials lubricated by gasoline was conducted at the Langley Memorial Aeronautical Laboratory, as part of a general research on fuel injection engines for aircraft. The specific purpose of the work was to find a durable bearing material for gear pumps to be used for the delivery of gasoline and diesel engine fuel oil at moderate pressures to the high pressure pumps of fuel injection engines.

Joachin, W F↗
NASA NTRS1951

Analysis of thrust augmentation of turbojet engines by water injection at compressor inlet including charts for calculating compression processes with water injection

A psychrometric chart having total pressure (sum of partial pressures of air and water vapor) as a variable, a Mollier diagram for air saturated with water vapor, and charts showing the thermodynamic properties of various air-water vapor and exhaust gas-water vapor mixtures are presented as aids in calculating the thrust augmentation of a turbojet engine resulting from the injection of water at the compressor inlet. Curves are presented that show the theoretical performance of the augmentation method for various amounts of water injected and the effects of varying flight Mach number, altitude, ambient-air temperature, ambient relative humidity, compressor pressure ratio, and inlet-diffuser efficiency. Numerical examples, illustrating the use of the psychrometric chart and the Mollier diagram in calculating both compressor-inlet and compressor-outlet conditions when water is injected at the compressor inlet, are presented.

Wilcox, E Clinton↗
NASA NTRS2014

Computational Investigation of Novel Tip Leakage Mitigation Methods for High Pressure Turbine Blades

This paper presents preliminary findings on a possible approach to reducing tip leakage losses. In this paper a computational study was conducted on the EEE (Energy Efficient Engine) HPT (High Pressure Turbine) rotor tip geometry using the commercial numerical solver ANSYS FLUENT. The flow solver was validated against aerodynamic data acquired in the NASA Transonic Turbine Blade Cascade facility. The scope of the ongoing study is to computationally investigate how the tip leakage and overall blade losses are affected by 1. injection from the tip near the pressure side, 2. injection from the tip surface at the camber line, and 3. injection from the tip surface into the tip separation bubble. The objective is to identify the locations on the tip surface at which to place appropriately configured blowing keeping in mind the film cooling application of tip blowing holes. The validation was conducted at Reynolds numbers of 85,000, 343,000 and 685,000 and at engine realistic flow conditions. The coolant injection simulations were conducted at a Reynolds number of 343,000 based on blade chord and inlet velocity and utilized the SST turbulence model in FLUENT. The key parameters examined are the number of jets, jet angle and jet location. A coolant to inlet pressure ratio of 1.0 was studied for angles of +30 deg., -30 deg. and 90 deg. to the local free stream on the tip. For the 3 hole configuration, 3 holes spaced 3 hole diameters apart with length to diameter ratio of 1.5 were used. A simulation including 11 holes along the entire mean camber line is also presented (30 degrees toward suction side). In addition, the effect of a single hole is also compared to a flat tip with no injection. The results provide insight into tip flow control methods and can be used to guide further investigation into tip flow control. As noted in past research it is concluded that reducing leakage flow is not necessarily synonymous with reducing losses due to leakage.

Ibrahim, Mounir↗
DOE OSTI2021

Solid particulate mass and number from ducted fuel injection in an optically accessible diesel engine in skip-fired operation

Ducted fuel injection (DFI) is a new combustion strategy that has been shown to significantly attenuate soot formation in diesel engines. While previous studies have used optical diagnostics and optical filter smoke number methods to show that DFI reduces in-cylinder soot formation and engine-out soot emissions, respectively, this is the first study to measure solid particle number (PN) emissions in addition to particle mass (PM). Furthermore, this study quantitatively evaluates the use of transient particle instruments for measuring particles from skip-fired operation in an optical single cylinder research engine (SCRE). Engine-out PN was measured using an engine exhaust particle sizer following a catalytic stripper, and PM was measured using a photoacoustic analyzer. The study improves on earlier preliminary emissions studies by clearly showing that DFI reduces overall PM by 76%–79% and PN for particles larger than 23 nm by 77% relative to conventional diesel combustion at a 1200-rpm, 13.3-bar gross indicated mean effective pressure operating condition. The degree of engine-out PM reduction with DFI was similar across both particulate measurement instruments used in the work. Through the use of bimodal distribution fitting, DFI was also shown to reduce the geometric mean diameter of accumulation mode particles by 26%, similar to the effects of increased injection pressure in conventional diesel combustion systems. This work clearly shows the significant solid particulate matter reductions enabled by DFI while also demonstrating that engine-out PN can be accurately measured from an optical SCRE operating in a skip-fired mode. Based on these results, it is believed that DFI has the potential to enable fuel savings when implemented in multi-cylinder engines, both by lowering the required frequency of active diesel particulate filter regeneration, and by reducing the backpressure imposed by exhaust filtration systems.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS1928

The Effects of Fuel and Cylinder Gas Densities on the Characteristics of Fuel Sprays for Oil Engines

This investigation was conducted as a part of a general research on fuel-injection engines for aircraft. The purpose of the investigation was to determine the effects of fuel and cylinder gas densities with several characteristics of fuel sprays for oil engines. The start, growth, and cut-off of single fuel sprays produced by automatic injection valves were recorded on photographic film by means of special high-speed motion-picture apparatus. This equipment, which has been described in previous reports, is capable of taking twenty-five consecutive pictures of the moving spray at the rate of 4,000 per second. The penetrations of the fuel sprays increased and the cone angles and relative distributions decreased with increase in the specific gravity of the fuel. The density of the gas into which the fuel sprays were injected controlled their penetration. This was the only characteristic of the chamber gas that had a measurable effect upon the fuel sprays. Application of fuel-spray penetration data to the case of an engine, in which the pressure is rising during injection, indicated that fuel sprays may penetrate considerably farther than when injected into a gas at a density equal to that of the gas in an engine cylinder at top center.

Joachim, W F↗