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At least 523 records · Page 29

Determination of a most representative cycle from cylinder pressure ensembles via statistical method using distribution skewness

In internal combustion engine research, cylinder pressure measurements provide valuable information about the underlying thermodynamic and combustion processes, and are typically collected in ensembles of several 100 traces. Although in some particular fields of combustion research all traces are analyzed, in most cases only one trace is studied because analyzing all the traces is impractical due to the large number of collected samples. Instead, an ensemble-averaged pressure trace is commonly calculated and used for analysis. However, this pressure trace is highly smoothed and dynamic information is lost during the averaging process. With the average trace, pressure rise rates are lower and pressure oscillations such as the ones resulting from combustion knock are lost. In this work, a statistical method was developed to determine the “most representative cycle,” which is the cycle from the ensemble that has the pressure trace most representative of the engine operating condition. Eleven characteristic parameters are computed from each pressure trace and probabilistic distributions are obtained for each of the parameters using all the traces in the ensemble. Finally, the most representative cycle is selected by means of a cost function minimization. The benefits of this method are illustrated using experimental data from four very different engine platforms, under four different combustion modes and over a range of operating conditions.

42 ENGINEERING↗

Development and evaluation of a skeletal mechanism for EHN additized gasoline mixtures in large Eddy simulations of HCCI combustion

Advanced Low Temperature Combustion modes, such as the Sandia proposed Additive-Mixing Fuel Injection (AMFI), can unlock significant potential to boost fuel conversion efficiency and ultimately improve the energy conversion of internal combustion engines. This is a novel improved combustion process that is enabled by supplying small (<5%) variable amounts of autoignition improver to the fuel to enhance the engine operation and control. Common, diesel-fuel ignition-quality enhancing additive, 2-ethylexyl nitrate (EHN), is doped into gasoline to enable Sandia LTGC + AMFI combustion. This manuscript focuses on the development of a reduced sub-mechanism for EHN chemical kinetics at engine relevant conditions that is implemented into a skeletal mechanism for chemical kinetic studies of gasoline surrogate fuels. The mechanism validation utilized zero-dimensional numerical simulations and comparison to shock tube ignition-delay data of pure and EHN-doped n-heptane. Additional validation is presented with Homogeneous Charge Compression-Ignition (HCCI) engine data of pure and EHN-doped research-grade E10 gasoline. Then, the mechanism was deployed in a 3-D computational fluid dynamics (CFD) using Large Eddy Simulations (LES) to model the HCCI engine experiments of 0.4% vol EHN additized E10 gasoline at several equivalence ratios. Simulations showed a very good performance of the mechanism, and the model accurately reproduced (a) the ignition point, (b) combustion phasing, (c) combustion duration, and (d) the peak of the heat release rates of the engine experiments. The results show that EHN promotes Low-Temperature Heat Release, ultimately driving the gasoline to autoignite at thermodynamic conditions where the fuel would not otherwise ignite. Overall, this work demonstrates a viable reduced chemical-kinetic mechanism for EHN and shows that it can be combined with a skeletal gasoline mechanism for CFD-LES analysis of well-mixed LTGC that matches well with experimental results. The CFD-LES analysis also shows the spatial distribution of EHN-fuel interactions that control the autoignition throughout the combustion chamber.

Guleria, Gaurav↗

Autonomie Simulation Datasets in Support of U.S. DOT-NHTSA Advanced Vehicle Technology Research

Understanding how new vehicle technologies affect fuel economy and energy use is critical to the regulatory work performed by the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA), which sets Corporate Average Fuel Economy (CAFE) standards under the Energy Policy and Conservation Act of 1975. In order to support this work, Argonne National Laboratory uses Autonomie, a full-vehicle simulation tool, to evaluate advanced powertrain architectures and their effects on vehicle energy consumption and performance. A wide range of vehicle classes has been assessed (i.e., internal combustion engine vehicles, hybrid electric vehicles, plug-in hybrid electric vehicles, battery-electric vehicles, and fuel cell electric vehicles), as well as the effects of various technology improvements such as lightweighting, aerodynamic refinements, and low-rolling-resistance tires. Simulations have been run across multiple drive cycles to capture fuel and electricity use under realistic operating conditions. The resulting datasets include detailed vehicle-level results, model assumptions, and validation reports, all of which have been made publicly available through NHTSA in support of the 2023 notice of proposed rulemaking covering light-duty vehicles for model years 2027 to 2035. These data are critical to stakeholders working in fuel economy regulation, vehicle technology assessment, and energy policy analysis.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Understanding the structure and structural degradation mechanisms in high-voltage lithium-ion battery cathode oxides. A review of materials diagnostics

Materials diagnostic techniques are the principal tools used in the development of low-cost, high-performance electrodes for next-generation lithium-based energy storage technologies. Also, this review highlights the importance of materials diagnostic techniques in unraveling the structure and the structural degradation mechanisms in high-voltage, high-capacity oxides that have the potential to be implemented in high-energy-density lithium-ion batteries for transportation that can use renewable energy and is less-polluting than today. The rise in CO 2 concentration in the earth’s atmosphere due to the use of petroleum products in vehicles and the dramatic increase in the cost of gasoline demand the replacement of current internal combustion engines in our vehicles with environmentally friendly, carbon free systems. Therefore, vehicles powered fully/partially by electricity are being introduced into today’s transportation fleet. As power requirements in all-electric vehicles become more demanding, lithium-ion battery (LiB) technology is now the potential candidate to provide higher energy density. Moreover, discovery of layered high-voltage lithium-manganese–rich (HV-LMR) oxides has provided a new direction toward developing high-energy-density LiBs because of their ability to deliver high capacity (~250 mA h/g) and to be operated at high operating voltage (~4.7 V). Unfortunately, practical use of HV-LMR electrodes is not viable because of structural changes in the host oxide during operation that can lead to fundamental and practical issues. This article provides the current understanding on the structure and structural degradation pathways in HV-LMR oxides, and manifests the importance of different materials diagnostic tools to unraveling the key mechanism(s). Furthermore, the fundamental insights reported, might become the tools to manipulate the chemical and/or structural aspects of HV-LMR oxides for low cost, high-energy-density LiB applications.

25 ENERGY STORAGE↗

Minimizing Energy Use of Mixed-Fleet Public Transit for Fixed-Route Service

Affordable public transit services are crucial for communities since they enable residents to access employment, education, and other services. Unfortunately, transit services that provide wide coverage tend to suffer from relatively low utilization, which results in high fuel usage per passenger per mile, leading to high operating costs and environmental impact. Electric vehicles (EVs) can reduce energy costs and environmental impact, but most public transit agencies have to employ them in combination with conventional, internal-combustion engine vehicles due to the high upfront costs of EVs. To make the best use of such a mixed fleet of vehicles, transit agencies need to optimize route assignments and charging schedules, which presents a challenging problem for large transit networks. We introduce a novel problem formulation to minimize fuel and electricity use by assigning vehicles to transit trips and scheduling them for charging, while serving an existing fixed-route transit schedule. We present an integer program for optimal assignment and scheduling, and we propose polynomial-time heuristic and meta-heuristic algorithms for larger networks. We evaluate our algorithms on the public transit service of Chattanooga, TN using operational data collected from transit vehicles. Our results show that the proposed algorithms are scalable and can reduce energy use and, hence, environmental impact and operational costs. For Chattanooga, the proposed algorithms can save $145,635 in energy costs and 576.7 metric tons of CO 2 emission annually.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Temperature Effects on Droplet Oscillation Decay with Application to Fuel Property Measurement

Observation of oscillation decay in droplets has been shown to be an effective approach in determining physical properties such as viscosity and surface tension for emerging biofuels using μl quantities. Herein this work extends the approach to higher temperatures relevant to fuel injection conditions for internal combustion engines. Experiments are conducted that use high-resolution strobed imaging of moving, heated, μm-sized, fuel droplets to capture shape oscillation decay through image processing and analysis. Two fuels are investigated, iso-butanol and a primary reference fuel (PRF 84), which is a mixture of iso-octane and n-heptane. A piezoelectric droplet generator is used to generate a continuous train of single droplets, which are given an initial perturbation and subsequently undergo damped oscillations, captured using strobed imaging. Surface tension and viscosity calculated at four different temperatures ranging from 30°C-55°C using the frequency and decay time associated with the fundamental mode are found to be within ~ 10% of reference values obtained from the literature. Complementary numerical simulations are performed that utilize a volume-of-fluid approach to track transient droplet oscillation phenomena along with heat and mass transfer in a 2D axisymmetric domain. Simulations, where droplet size and temperature can be independently varied, capture an expected decrease in oscillation frequency and increase in decay time, with increase in fuel temperature. The simulations are further used to study the relative contribution to deviations in surface tension and viscosity predictions due to heat and mass transfer from the droplet, as well as viscous effects violating the inviscid flow assumption in the droplet oscillation theory. Mass loss effects are found to be negligible. Temperature change due to heat transfer is found to have the next highest sensitivity, particularly for the more volatile PRF 84, which has a lower viscosity and associated Ohnesorge number. For isobutanol, which has a higher viscosity and Ohnesorge number, viscous effects contribute the most to deviation in fuel property predictions.

09 BIOMASS FUELS↗

Transportation Energy Futures Series: Alternative Fuel Infrastructure Expansion: Costs, Resources, Production Capacity, and Retail Availability for Low-Carbon Scenarios

Achieving the Department of Energy target of an 80% reduction in greenhouse gas emissions by 2050 depends on transportation-related strategies combining technology innovation, market adoption, and changes in consumer behavior. This study examines expanding low-carbon transportation fuel infrastructure to achieve deep GHG emissions reductions, with an emphasis on fuel production facilities andretail components serving light-duty vehicles. Three distinct low-carbon fuel supply scenarios are examined: Portfolio: Successful deployment of a range of advanced vehicle and fuel technologies; Combustion: Market dominance by hybridized internal combustion engine vehicles fueled by advanced biofuels and natural gas; Electrification: Market dominance by electric drive vehicles in the LDVsector, including battery electric, plug-in hybrid, and fuel cell vehicles, that are fueled by low-carbon electricity and hydrogen. A range of possible low-carbon fuel demand outcomes are explored in terms of the scale and scope of infrastructure expansion requirements and evaluated based on fuel costs, energy resource utilization, fuel production infrastructure expansion, and retailinfrastructure expansion for LDVs. This is one of a series of reports produced as a result of the Transportation Energy Futures (TEF) project, a Department of Energy-sponsored multi-agency project initiated to pinpoint underexplored transportation-related strategies for abating GHGs and reducing petroleum dependence.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Poly(amido amine) Dendrimers in Supercapacitors

Supercapacitor, also calls the ultracapacitor, is a newly developed green, alternative energy resource used in many renewable energy systems. It compliments a primary energy source like an internal combustion engine, fuel cell or batter, which cannot repeatedly provide quick busts of power. Primary energy sources work well as a continuous source of low power. However, they cannot efficiently handle peak power demands or recapture energy whereas supercapacitors can deliver quick bursts of energy during peak power demands then quickly store energy and capture excess power. This makes supercapacitor a device well suited for power generation associated with many renewable sources. Many renewable energy sources yield only intermittent electricity generation. We therefore require advanced devices like supercapacitors that quickly capture and release stored energy.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

A compact single-camera system for high-speed, simultaneous 3-D velocity and temperature measurements.

The University of Michigan and Sandia National Laboratories collaborated on the initial development of a compact single-camera approach for simultaneously measuring 3-D gasphase velocity and temperature fields at high frame rates. A compact diagnostic tool is desired to enable investigations of flows with limited optical access, such as near-wall flows in an internal combustion engine. These in-cylinder flows play a crucial role in improving engine performance. Thermographic phosphors were proposed as flow and temperature tracers to extend the capabilities of a novel, compact 3D velocimetry diagnostic to include high-speed thermometry. Ratiometric measurements were performed using two spectral bands of laser-induced phosphorescence emission from BaMg2Al10O17:Eu (BAM) phosphors in a heated air flow to determine the optimal optical configuration for accurate temperature measurements. The originally planned multi-year research project ended prematurely after the first year due to the Sandia-sponsored student leaving the research group at the University of Michigan.

Lu, Louise↗

Advanced Vehicle Testing and Evaluation

The objective of the United States (U.S.) Department of Energy's (DOEs) Advanced Vehicle Testing and Evaluation (AVTE) project was to provide test and evaluation services for advanced technology vehicles, to establish a performance baseline, to determine vehicle reliability, and to evaluate vehicle operating costs in fleet operations.Vehicles tested include light and medium-duty vehicles in conventional, hybrid, and all-electric configurations using conventional and alternative fuels, including hydrogen in internal combustion engines. Vehicles were tested on closed tracks and chassis dynamometers, as well as operated on public roads, in fleet operations, and over prescribed routes. All testing was controlled by procedures developed specifically to support such testing.

33 ADVANCED PROPULSION SYSTEMS↗

Advanced Boost System Developing for High EGR Applications

To support industry efforts of clean and efficient internal combustion engine development for passenger and commercial applications • This program focuses on turbocharger improvement for medium and light duty diesel applications, from complete system optimization percepective to enable commercialization of advanced diesel combustion technologies, such as HCCI/LTC. • Improve combined turbocharger efficiency up to 10% or fuel economy by 3% on FTP cycle at Tier II Bin 5 emission level.

33 ADVANCED PROPULSION SYSTEMS↗

Accelerating Acceptance of Fuel Cell Backup Power Systems - Final Report

Since 2001, Plug Power has installed more than 800 stationary fuel cell systems worldwide. Plug Power’s prime power systems have produced approximately 6.5 million kilowatt hours of electricity and have accumulated more than 2.5 million operating hours. Intermittent, or backup, power products have been deployed with telecommunications carriers and government and utility customers in North and South America, Europe, the United Kingdom, Japan and South Africa. Some of the largest material handling operations in North America are currently using the company’s motive power units in fuel cell-powered forklifts for their warehouses, distribution centers and manufacturing facilities. The low-temperature GenSys fuel cell system provides remote, off-grid and primary power where grid power is unreliable or nonexistent. Built reliable and designed rugged, low- temperature GenSys delivers continuous or backup power through even the most extreme conditions. Coupled with high-efficiency ratings, low-temperature GenSys reduces operating costs making it an economical solution for prime power requirements. Currently, field trials at telecommunication and industrial sites across the globe are proving the advantages of fuel cells—lower maintenance, fuel costs and emissions, as well as longer life—compared with traditional internal combustion engines.

Petrecky, James↗

New Carbon-Based Porous Materials with Increased Heats of Adsorption for Hydrogen Storage

Hydrogen fuel cell vehicles are a promising alternative to internal combustion engines that burn gasoline. A significant challenge in developing fuel cell vehicles is to store enough hydrogen on-board to allow the same driving range as current vehicles. One option for storing hydrogen on vehicles is to use tanks filled with porous materials that act as “sponges” to take up large quantities of hydrogen without the need for extremely high pressures. The materials must meet many requirements to make this possible. This project aimed to develop two related classes of porous materials to meet these requirements. All materials were synthesized from molecular constituents in a building-block approach, which allows for the creation of an incredibly wide variety of materials in a tailorable fashion. The materials have extremely high surface areas, to provide many locations for hydrogen to adsorb. In addition, they were designed to contain cations that create large electric fields to bind hydrogen strongly but not too strongly. Molecular modeling played a key role as a guide to experiment throughout the project. A major accomplishment of the project was the development of a material with record hydrogen uptake at cryogenic temperatures. Although the ultimate goal was materials that adsorb large quantities of hydrogen at room temperature, this achievement at cryogenic temperatures is an important step in the right direction. In addition, there is significant interest in applications at these temperatures. The hydrogen uptake, measured independently at NREL was 8.0 wt %. This is, to the best of our knowledge, the highest validated excess hydrogen uptake reported to date at 77 K. This material was originally sketched on paper based on a hypothesis that extended framework struts would yield materials with excellent hydrogen storage properties. However, before starting the synthesis, we used molecular modeling to assess the performance of the material for hydrogen uptake. Only after modeling suggested record-breaking hydrogen uptake at 77 K did we proceed to synthesize, characterize, and test the material, ultimately yielding experimental results that agreed closely with predictions that were made before the material was synthesized. We also synthesized, characterized, and computationally simulated the behavior of two new materials displaying the highest experimental Brunauer$-$Emmett$-$Teller (BET) surface areas of any porous materials reported to date (~7000 m 2 /g). Key to evacuating the initially solvent-filled materials without pore collapse, and thereby accessing the ultrahigh areas, was the use of a supercritical CO 2 activation technique developed by our team. In our efforts to increase the hydrogen binding energy, we developed the first examples of “zwitterionic” metal-organic frameworks (MOFs). The two structures feature zwitterionic characteristics arising from N-heterocyclic azolium groups in the linkers and negatively charged Zn 2 (CO 2 ) 5 nodes. These groups interact strongly with the H 2 quadrupole. High initial isosteric heats of adsorption for hydrogen were measured at low H 2 loading. Simulations were used to determine the H 2 binding sites, and results were compared with inelastic neutron scattering. In addition to MOFs, the project produced a variety of related materials known as porous organic frameworks (POFs), including robust catechol-functionalized POFs with tunable porosities and degrees of functionalization. Post-synthesis metalation was readily carried out with a wide range of metal precursors (Cu II , Mg II , and Mn II salts and complexes), resulting in metalated POFs with enhanced heats of hydrogen adsorption compared to the starting nonmetalated materials. Isosteric heats of adsorption as high as 9.6 kJ/mol were observed, compared to typical values around 5 kJ/mol in unfunctionalized MOFs and POFs. Modeling played an important role throughout the project. For example, we used molecular simulations to determine that the optimal isosteric heat of adsorption (Q st ) for maximum hydrogen delivery using MOFs is approximately 20 kJ/mol. If the heat of adsorption is too low, little hydrogen is adsorbed. If the heat of adsorption is too high, it is difficult to recover the hydrogen at the desorption pressure. The results supported the major premise of this project that increasing Q st for MOFs with large surface areas is required to attain current hydrogen storage targets in terms of deliverable capacity.

08 HYDROGEN↗

Center for Energy Efficient Materials (CEEM) (Final Technical Report)

The mission of the Center for Energy Efficient Materials (CEEM) was to serve the Department of Energy and the nation as a center of excellence dedicated to advancing basic research in nano-structured materials and devices for applications to solar electricity, thermoelectric conversion of waste heat to electricity, and solidstate lighting. The foundation of CEEM was based on the unique capabilities of UCSB and its partner institutions to control, synthesize, characterize, model, and apply materials at the nanoscale for more efficient sustainable energy resources. This unique expertise was a key source of the synergy that unified the research of the Center. Although the Center’s focus was basic research, It’s longer-term objective has been to transfer new materials and devices into the commercial sector where they will have a substantial impact on the nation’s need for efficient sustainable energy resources. As one measure of the impact of the Center, two start-up companies were formed based on its research. In addition, Center participants published a total of 210 archival journal articles, of which 51 were exclusively sponsored by the DOE grant. The work of the Center was structured around four specific tasks: Organic Solar Cells, Solid-State Lighting, Thermoelectrics, and High Efficiency Multi-junction Photovoltaic devices. A brief summary of each follows – detailed descriptions are in Sections 4 & 5 of this report. Research supported through CEEM led to an important shift with respect to the choice of materials used for the fabrication of solution deposited organic solar cells. Solution deposition opens the opportunity to manufacture solar cells via economically-viable high throughput tools, such as roll to roll printing. Prior to CEEM, most organic semiconductors utilized for this purpose involved polymeric materials, which, although they can form thin films reliably, suffer from batch to batch variations due to the statistical nature of the chemical reactions that produce them. In response, the CEEM team developed well-defined molecular semiconductors that produce active layers with very high power conversion efficiencies, in other words they can convert a very high fraction of sunlight into useful electrical power. The fact that the semiconductor is formed from molecular species provides the basis for circumventing the unreliability of polymer counterparts and, as an additional bonus, allows one to attain much grater insight into the structure of the active layer. The latter is particularly important because efficient conversion is the result of a complex arrangement of two semiconductors that need to phase separate in a way akin to oil and water, but with domains that are described by nanoscale dimensions. CEEM was therefore able to provide deep insight into the influence of nanostructure, through the application of structural characterization tools and theoretical methods that describe how electrical charges migrate through the organic layer. Our research in light emitting diode (LED)-based solid state lighting (SSL) was directed at improving efficiency and reducing costs to enable the widespread deployment of economically-viable replacements for inefficient incandescent, halogen, and fluorescent-based lighting. Our specific focus was to advance the fundamental science and technology of light emitting diodes to both understand factors that limit efficiencies and to provide innovative and viable solutions to the current impediments. One of the main challenges we faced is the decrease in efficiency when LEDs are driven harder to increase light output---the so called “droop” effect. It requires large emitting surfaces to reach a desired optical output, and necessitates the use of costly heat sinks, both of which increase the cost. We successfully reduced droop by growing LED crystals having non-conventional orientations. As recognized by the award of the 2014 Nobel prize to the inventors of the nitride LEDs (one of whom was a member of CEEM), LEDs already have a large societal impact in both developed (leading to large energy savings) and developing countries (bringing light where there is no electrical grid). The improvements in efficiency sought after in the CEEM project are key to a further impact of solid state lighting by LEDs with a projected doubling in efficiency by year 2020. Direct generation of electricity from heat has enormous promise for beneficial use of waste heat. But practical power generation directly from heat requires understanding and development of new and improved materials that will be more efficient and rugged than today’s thermoelectric materials. To accomplish this goal CEEM has synthesized five distinct and promising new classes of thermoelectric materials: (a) nanoparticle arrays that are effective in maximizing electric power generation and reducing detrimental loss of heat; (b) nitride and (c) oxide thermal electric materials that are effective at high temperatures where much beneficial heat is available; (d) arrays of silicon nano-wires that integrate thermal electricity generation into silicon-based electronics and materials; and (e) chemically synthesized nanostructured compounds that are cost effective, earth abundant, and environmentally friendly. The further development of these thermoelectric sources of electricity could have revolutionary impact for society in the recovery of waste heat from sources such as power plants and automobile exhaust, where there could be significant associated energy saving. It could even, in the future, provide disruptive alternatives and replacements for today’s internal combustion engines and could enable improved all-electric propulsion by the heat from shipboard nuclear reactors. The High Efficiency Multi-junction Photovoltaics task was a UCSB/NREL collaboration which bonded sub-cells from two different compound semiconductors material systems to make high efficiency multijunction solar cells for concentrating photovoltaic applications thathave substantially higher efficiency than single substrate cells made of elemental semiconductors such as silicon. This task required the development of new cell bonding methods with excellent coupling of both photons and electrons between the sub-cells. To accomplish this, we developed (1) GaInN solar cells with enhanced performance by using quantum-well absorbers and front-surface optical texturing, (2) a hybrid "pillar-array" bond which uses an array of metal pillars for electrical coupling, and (3) a "hybrid moth-eye" optical coating which combines the benefits of nano-imprinted moth-eye coatings and traditional multilayer coatings. The technical effectiveness was assessed by measurement of the photovoltaic efficiency of solar cells made using these techniques; the ultrahigh efficiencies targeted by this work are of compelling economic value for concentrating photovoltaics.

14 SOLAR ENERGY↗

Final Report for Grant DOE DE-FG02-08ER64573 (Relating to Turbulence Modeling)

Turbulence enhances transport and mixing. Turbulent ocean currents can increase the encounter rate between fish larvae and their prey. Without turbulence, the fuel and air injected into the cylinder of an internal combustion engine would mix too slowly to be effective. Birds extract energy from turbulent winds to soar for great distances without flapping their wings. Turbulence can be detrimental as well. The efficiencies of vehicles, pipelines, and industrial equipment are all hindered by turbulence. Turbulence can also cause structural fatigue, generate unwanted noise, and distort the propagation of electromagnetic signals. These observations highlight the importance of turbulence research. Our ability to predict and control turbulence and, thus, to intensify or suppress its effects as circumstances warrant is contingent on our understanding of the underlying mechanisms. Turbulence is also immensely interesting from a purely scientific perspective and is a great source of fundamentally important, challenging problems for physicists, engineers, and mathematicians. Moreover, various methods and tools developed in the field have found applications in other fields, including nonlinear optics, nonlinear acoustics, pattern formation, image processing, data compression, and econophysics. It is possible, at least away from walls, to derive LES models of very high-order accuracy. However, these models also lead to correspondingly intense computational complexity for their numerical solution. Some also introduce yet more questions on the already difficult problem of specifying needed and sometimes artificial local boundary conditions for the inherently nonlocal flow averages. For these two (and other) reasons, there has been a resurgence of interest in basing simulations of turbulent flows on much simpler regularizations of the Navier–Stokes equations rather than on full models of local averages--i.e., LES models. Initially these were developed as pure theoretical tools. The influx of ideas from LES and the added constraint that the regularization be amenable to numerical simulation have breathed new perspective and thus new life into this thread of ideas.Over the past year, a significant portion of our research activity has focused on numerical studies of the Navier–Stokes-$αβ$ model and extensions thereof. Our results regarding these and other approaches to turbulence modeling are described below.

97 MATHEMATICS AND COMPUTING↗

Research and Development Needs to Enable Expansion of Natural Gas Use in Transportation

In the transportation sector, users are taking a new look at natural gas (NG) as an affordable alternative, often priced at $1.50-2.00/gasoline gallon equivalent (GGE) less than gasoline or diesel, and offering potential societal benefits like reductions in petroleum use, air pollutant emissions, and greenhouse gas (GHG) emissions. Unlike petroleum, a significant portion of which is imported and vulnerable to external disruptions at key points in the supply chain, NG is almost completely domestic and supplies are diverse. NG from renewable sources like landfills and anaerobic digesters or from fossil sources like shale gas is found in nearly every state, with associated benefits for state economies. An extensive transmission and distribution infrastructure exists in much of the country. There are, however, significant barriers that limit the speed and breadth of NG uptake into the transportation sector. Many of the barriers to NG use in this sector are technical in nature and overcoming them will require a concerted R&D effort. This paper focuses on those barriers and associated R&D opportunities for using compressed natural gas (CNG), liquefied natural gas (LNG), and NG-derived liquid fuels in internal combustion engines (ICEs) for light duty vehicle (LDV) and medium- and heavy-duty truck (M/HDT) applications. This paper is organized into five key areas that highlight R&D needs: NG distribution, liquid fuel production from stranded gas, vehicle fuel use, NG storage, and impact analysis and assessment.

03 NATURAL GAS↗

AVTA Federal Fleet PEV Readiness Data Logging and Characterization Study for NASA Stennis Space Center

Federal agencies are mandated to purchase alternative fuel vehicles, increase consumption of alternative fuels, and reduce petroleum consumption. Available plug-in electric vehicles (PEVs) provide an attractive option in the selection of alternative fuel vehicles. PEVs, which consist of both battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs), have significant advantages over internal combustion engine (ICE) vehicles in terms of energy efficiency, reduced petroleum consumption, and reduced production of greenhouse gas (GHG) emissions, and they provide performance benefits with quieter, smoother operation. This study intended to evaluate the extent to which NASA Stennis Space Center (Stennis) could convert part or all of their fleet of vehicles from petroleum-fueled vehicles to PEVs.

33 ADVANCED PROPULSION SYSTEMS↗

AVTA Federal Fleet PEV Readiness Data Logging and Characterization Study for United States Coast Guard Headquarters

Federal agencies are mandated to purchase alternative fuel vehicles, increase consumption of alternative fuels, and reduce petroleum consumption. Available plug-in electric vehicles (PEVs) provide an attractive option in the selection of alternative fuel vehicles. PEVs, which consist of both battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs), have significant advantages over internal combustion engine (ICE) vehicles in terms of energy efficiency, reduced petroleum consumption, and reduced production of greenhouse gas (GHG) emissions, and they provide performance benefits with quieter, smoother operation. This study intended to evaluate the extent to which the United States Coast Guard Headquarters (USCG HQ) could convert part or all of their fleet of vehicles from petroleum-fueled vehicles to PEVs.

33 ADVANCED PROPULSION SYSTEMS↗