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All sources NASA NTRS DOE OSTI

DOE OSTI2018

Characterization of temporal variations and feedback timescales of exhaust gas recirculation gas properties using high-speed diode laser absorption spectroscopy for next-cycle control of cyclic variability

Dilute combustion offers efficiency gains in boosted gasoline direct injection engines both through knock-limit extension and thermodynamic advantages (i.e. the effect of γ on cycle efficiency), but is limited by cyclic variability at high dilution levels. Past studies have shown that the cycle-to-cycle dynamics are a combination of deterministic and stochastic effects. The deterministic causes of cyclic variations, which arise from feedback due to exhaust gas recirculation, imply the possibility of using active control strategies for dilution limit extension. While internal exhaust gas recirculation will largely provide a next-cycle effect (short-timescale feedback), the feedback of external exhaust gas recirculation will have an effect after a delay of several cycles (long timescale). Therefore, control strategies aiming to improve engine stability at dilution limit may have to account for both short- and long-timescale feedback pathways. This study shows the results of a study examining the extent to which variations in exhaust gas recirculation composition are preserved along the exhaust gas recirculation flow path and thus the relative importance and information content of the long-timescale feedback pathway. To characterize the filtering or retention of cycle-resolved feedback information, high-speed (1–5 kHz) CO 2 concentration measurements were performed simultaneously at three different locations along the low-pressure external exhaust gas recirculation loop of a four-cylinder General Motors gasoline direct injection engine using a multiplexed two-color diode laser absorption spectroscopy sensor system during steady-state and transient engine operation at various exhaust gas recirculation levels. It was determined that cycle-resolved feedback propagates through internal residual gases but is filtered out by the low-pressure exhaust gas recirculation flow system and do not reach the intake manifold. Intermediate variations driven by flow rate and compositional changes are also distinguished and identified.

Dilute combustion↗

DOE OSTI2022

Speed vs Accuracy: Effect on Ligand Pose Accuracy of Varying Box Size and Exhaustiveness in AutoDock Vina

Abstract Structure‐based virtual high‐throughput screening involves docking chemical libraries to targets of interest. A parameter pertinent to the accuracy of the resulting pose is the root mean square deviation (RMSD) from a known crystallographic structure, i. e., the ‘docking power’. Here, using a popular algorithm, Autodock Vina, as a model program, we evaluate the effects of varying two common docking parameters: the box size (the size of docking search space) and the exhaustiveness of the global search (the number of independent runs starting from random ligand conformations) on the RMSD from the PDBbind v2017 refined dataset of experimental protein‐ligand complexes. Although it is clear that exhaustiveness is an important parameter, there is wide variation in the values used, with variation between 1 and >100. We, therefore, evaluated a combination of cubic boxes of different sizes and five exhaustiveness values (1, 8, 25, 50, 75, 100) within the range of those commonly adopted. The results show that the default exhaustiveness value of 8 performs well overall for most box sizes. In contrast, for all box sizes, but particularly for large boxes, an exhaustiveness value of 1 led to significantly higher median RMSD (mRMSD) values. The docking power was slightly improved with an exhaustiveness of 25, but the mRMSD changes little with values higher than 25. Therefore, although low exhaustiveness is computationally faster, the results are more likely to be far from reality, and, conversely, values >25 led to little improvement at the expense of computational resources. Overall, we recommend users to use at least the default exhaustiveness value of 8 for virtual screening calculations.

Agarwal, Rupesh↗

DOE OSTI2016

Ion and electron dynamics generating the Hall current in the exhaust far downstream of the reconnection x-line

We have investigated the ion and electron dynamics generating the Hall current in the reconnection exhaust far downstream of the x-line where the exhaust width is much larger than the ion gyro-radius. A large-scale particle-in-cell simulation shows that most ions are accelerated through the Speiser-type motion in the current sheet formed at the center of the exhaust. The transition layers formed at the exhaust boundary are not identified as slow mode shocks. (The layers satisfy mostly the Rankine-Hugoniot conditions for a slow mode shock, but the energy conversion hardly occurs there.) We find that the ion drift velocity is modified around the layer due to a finite Larmor radius effect. As a result, the ions are accumulated in the downstream side of the layer, so that collimated ion jets are generated. The electrons experience two steps of acceleration in the exhaust. The first is a parallel acceleration due to the out-of-plane electric field E{sub y} which has a parallel component in most area of the exhaust. The second is a perpendicular acceleration due to E{sub y} at the center of the current sheet and the motion is converted to the parallel direction. Because of the second acceleration, the electron outflow velocity becomes almost uniform over the exhaust. The difference in the outflow profile between the ions and electrons results in the Hall current in large area of the exhaust. The present study demonstrates the importance of the kinetic treatments for collisionless magnetic reconnection even far downstream from the x-line.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

NASA NTRS2021

On the Presence and Thermalization of Cold Ions in the Exhaust of Antiparallel Symmetric Reconnection

Using fully kinetic 2.5 dimensional particle-in-cell simulations of anti-parallel symmetric magnetic reconnection, we investigate how initially cold ions are captured by the reconnection process, and how they evolve and behave in the exhaust. We find that initially cold ions can remain cold deep inside the exhaust. Cold ions that enter the exhaust downstream of active separatrices, closer to the dipolarization front, appear as cold counter-streaming beams behind the front. In the off-equatorial region, these cold ions generate ion-acoustic waves that aid in the thermalization both of the incoming and outgoing populations. Closest to the front, due to the stronger magnetization, the ions can remain relatively cold during the neutral plane crossing. In the intermediate exhaust, the weaker magnetization leads to enhanced pitch angle scattering and reflection. Cold ions that enter the exhaust closer to the X line, at active separatrices, evolve into a thermalized exhaust. Here, the cold populations are heated through a combination of thermalization at the separatrices and pitch angle scattering in the curved magnetic field around the neutral plane. Depending on where the ions enter the exhaust, and how long time they have spent there, they are accelerated to different energies. The superposition of separately thermalized ion populations that have been accelerated to different energies form the hot exhaust population.

Cecilia Norgren↗

DOE OSTI2017

ALDH2 restores exhaustive exercise-induced mitochondrial dysfunction in skeletal muscle

Background: Mitochondrial aldehyde dehydrogenase 2 (ALDH2) is highly expressed in heart and skeletal muscles, and is the major enzyme that metabolizes acetaldehyde and toxic aldehydes. The cardioprotective effects of ALDH2 during cardiac ischemia/reperfusion injury have been recognized. However, less is known about the function of ALDH2 in skeletal muscle. This study was designed to evaluate the effect of ALDH2 on exhaustive exercise-induced skeletal muscle injury. Methods: We created transgenic mice expressing ALDH2 in skeletal muscles. Male wild-type C57/BL6 (WT) and ALDH2 transgenic mice (ALDH2-Tg), 8-weeks old, were challenged with exhaustive exercise for 1 week to induce skeletal muscle injury. Animals were sacrificed 24 h post-exercise and muscle tissue was excised. Results: ALDH2-Tg mice displayed significantly increased treadmill exercise capacity compared to WT mice. Exhaustive exercise caused an increase in mRNA levels of the muscle atrophy markers, Atrogin-1 and MuRF1, and reduced mitochondrial biogenesis and fusion in WT skeletal muscles; these effects were attenuated in ALDH2-Tg mice. Exhaustive exercise also enhanced mitochondrial autophagy pathway activity, including increased conversion of LC3-I to LC3-II and greater expression of Beclin1 and Bnip3; the effects of which were mitigated by ALDH2 overexpression. In addition, ALDH2-Tg reversed the increase of an oxidative stress biomarker (4-hydroxynonenal) and decreased levels of mitochondrial antioxidant proteins, including manganese superoxide dismutase and NAD(P)H:quinone oxidoreductase 1, in skeletal muscle induced by exhaustive exercise. Conclusion: ALDH2 may reverse skeletal muscle mitochondrial dysfunction due to exhaustive exercise by regulating mitochondria dynamic remodeling and enhancing the quality of mitochondria. - Highlights: • Skeletal muscle ALDH2 expression and activity declines during exhaustive exercise. • ALDH2 overexpression enhances physical performance and restores muscle atrophy. • ALDH2 overexpression attenuates exercise-induced mitochondrial oxidative stress.

60 APPLIED LIFE SCIENCES↗

DOE OSTI2019

Instabilities and turbulence in low-$β$ guide field reconnection exhausts with kinetic Riemann simulations

The role of turbulence in low-$β$, guide-field reconnection exhausts is explored in 2D reconnection and 2D and 3D Riemann simulations. The structure of the exhaust and associated turbulence is controlled by a pair of rotational discontinuities (RDs) at the exhaust boundary and a pair of slow shocks (SSs) that are generated by counterstreaming ions beams. In 2D, the exhaust develops large-amplitude striations at the ion Larmor radius scale that are produced by electron-beam-driven ion cyclotron waves. The electron beams driving the instability are injected into the exhaust from one of the RDs. However, in 3D Riemann simulations, the additional dimension (in the out-of-plane direction) results in strong Buneman and electron-electron streaming instabilities at the RD which suppress the electron beam formation and therefore the striations in the exhaust. The strength of the streaming instabilities at the RD is controlled by the ratio of the electron thermal speed to Alfvén speed, with the lower thermal speed being more unstable. In the 3D simulations, an ion-ion streaming instability acts to partially thermalize the counterstreaming ion beams at the SSs. This instability is controlled by the ratio of the sound speed to Alfvén speed and is expected to be stable in the low $β$ solar corona. The results suggest that in a guide field reconnection exhaust with 1 $\gg$ $β >$ $m_e/m_i$, the kinetic-scale turbulence that develops will be too weak to play a significant role in energy conversion and particle acceleration. Therefore, the energy conversion will be mostly controlled by laminar physics or multi-x-line reconnection.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

NASA NTRS1974

Effluent sampling of Scout D and Delta launch vehicle exhausts

Characterization of engine-exhaust effluents (hydrogen chloride, aluminum oxide, carbon dioxide, and carbon monoxide) has been attempted by conducting field experiments monitoring the exhaust cloud from a Scout-Algol III vehicle launch and a Delta-Thor vehicle launch. The exhaust cloud particulate size number distribution (total number of particles as a function of particle diameter), mass loading, morphology, and elemental composition have been determined within limitations. The gaseous species in the exhaust cloud have been identified. In addition to the ground-based measurements, instrumented aircraft flights through the low-altitude, stabilized-exhaust cloud provided measurements which identified CO and HCI gases and Al2O3 particles. Measurements of the initial exhaust cloud during formation and downwind at several distances have established sampling techniques which will be used for experimental verification of model predictions of effluent dispersion and fallout from exhaust clouds.

Hulten, W. C.↗

NASA NTRS1975

An experimental study of jet exhaust simulation

Afterbody drag predictions for jet aircraft are usually made experimentally with the jet exhaust flow simulated. The physical gas properties of the fluid used for the model jet exhaust can affect the accuracy of simulation of the airplane's jet exhaust plume. The effect of the accuracy of this simulation on afterbody drag was investigated by wind-tunnel tests with single engine model. In addition to unheated air as the exhaust gas, the decomposition products of three different concentrations of hydrogen peroxide were utilized. The air jet simulation consistently resulted in higher boattail drag than hydrogen peroxide simulation. The differences in drag for the various exhaust gases are attributed to different plume shapes and entrainment properties of the gases. The largest differences in drag due to exhaust gas properties were obtained for the combination of high transonic Mach numbers and high boattail angles. For these conditions, the current data indicate that the use of air to simulate a nonafterburning turbojet exhaust can result in an increase in afterbody amounting to 20 percent of the nonafterburning turbojet value.

Compton, W. B., III↗

NASA NTRS1979

Concepts for reducing exhaust emissions and fuel consumption of the aircraft piston engine

A study was made to reduce exhaust emissions and fuel consumption of a general aviation aircraft piston engine by applying known technology. Fourteen promising concepts such as stratified charge combustion chambers, cooling cylinder head improvements, and ignition system changes were evaluated for emission reduction and cost effectiveness. A combination of three concepts, improved fuel injection system, improved cylinder head with exhaust port liners and exhaust air injection was projected as the most cost effective and safe means of meeting the EPA standards for CO, HC and NO. The fuel economy improvement of 4.6% over a typical single engine aircraft flight profile does not though justify the added cost of the three concepts, and significant reductions in fuel consumption must be applied to the cruise mode where most of the fuel is used. The use of exhaust air injection in combination with exhaust port liners reduces exhaust valve stem temperatures which can result in longer valve guide life. The use of exhaust port liners alone can reduce engine cooling air requirements by 11% which is the equivalent of a 1.5% increase in propulsive power. The EPA standards for CO, HC and NO can be met in the IO-520 engine using air injection alone or the Simmonds improved fuel injection system.

Rezy, B. J.↗

NASA NTRS1979

Argon/UF6 plasma exhaust gas reconstitution experiments using preheated fluorine and on-line diagnostics

The feasibility of employing a flowing, high-temperature, pure fluorine/UF6 regeneration system to efficiently convert a large fraction of the effluent plasma exhaust back to pure UF6 was demonstrated. The custom built T.O.F. mass spectrometer sampling system permitted on-line measurements of the UF6 concentration at different locations in the exhaust system. Negligible amounts ( 100 ppm) of UF6 were detected in the axial bypass exhaust duct and the exhaust ducts downstream of the cryogenic trap system used to collect the UF6, thus verifying the overall system efficiency over a range of operating conditions. Use of a porous Monel duct as part of the exhaust duct system, including provision for injection of pure fluorine, provided a viable technique to eliminate uranium compound residue on the inside surface of the exhaust ducts. Typical uranium compound mass deposition per unit area of duct was 2 micron g/sq cm. This porous duct technique is directly applicable to future uranium compound transfer exhaust systems. Throughout these experiments, additional basic data on the corrosion aspects of hot, pressurized UF6/fluorine were also accumulated.

Roman, W. C.↗

NASA NTRS1993

Solid propellant exhausted aluminum oxide and hydrogen chloride - Environmental considerations

Measurements of gaseous hydrogen chloride (HCl) and particulate aluminum oxide (Al2O3) were made during penetrations of five Space Shuttle exhaust clouds and one static ground test firing of a shuttle booster. Instrumented aircraft were used to penetrate exhaust clouds and to measure and/or collect samples of exhaust for subsequent analyses. The focus was on the primary solid rocket motor exhaust products, HCl and Al2O3, from the Space Shuttle's solid boosters. Time-dependent behavior of HCl was determined for the exhaust clouds. Composition, morphology, surface chemistry, and particle size distributions were determined for the exhausted Al2O3. Results determined for the exhaust cloud from the static test firing were complicated by having large amounts of entrained alkaline ground debris (soil) in the lofted cloud. The entrained debris may have contributed to neutralization of in-cloud HCl.

Cofer, W. R., III↗

NASA NTRS1931

A Method for Reducing the Temperature of Exhaust Manifolds

This report describes tests conducted at the Langley Memorial Aeronautical Laboratory on an "air-inducting" exhaust manifold for aircraft engines. The exhaust gases from each cylinder port are discharged into the throat of an exhaust pipe which has a frontal bellmouth. Cooling air is drawn into the pipe, where it surrounds and mixes with the exhaust gases. Temperatures of the manifold shell and of the exhaust gases were obtained in flight for both a conventional manifold and the air-inducting manifold. The air-inducting manifold was installed on an engine which was placed on a test stand. Different fuels were sprayed on and into the manifold to determine whether the use of this manifold reduced the fire hazard. The flight tests showed reductions in manifold temperatures of several hundred degrees, to values below the ignition point of aviation gasoline. On the test stand when the engine was run at idling speeds fuels sprayed into the manifold ignited. It is believed that at low engine speeds the fuel remained in the manifold long enough to become thoroughly heated, and was then ignited by the exhaust gas which had not mixed with cooling air. The use of the air-inducting exhaust manifold must reduce the fire hazard by virtue of its lower operating temperature, but it is not a completely satisfactory solution of the problem.

Schey, Oscar W↗

DOE OSTI2015

Boosting devices with integral features for recirculating exhaust gas

According to one embodiment of the invention, a turbine housing includes a turbine inlet in fluid communication with a turbine volute configured to house a turbine wheel, the turbine inlet configured to direct an exhaust gas flow from an engine to the turbine wheel. The turbine housing also includes a turbine outlet in fluid communication with the turbine volute, the turbine outlet configured to direct the exhaust gas flow to an exhaust gas conduit and a first exhaust gas recirculation supply port located on and in fluid communication with the turbine outlet, the first exhaust gas recirculation supply port being configured to direct a portion of the exhaust gas flow to an exhaust gas recirculation supply conduit.

02 PETROLEUM↗

DOE OSTI2015

Engine with exhaust gas recirculation system and variable geometry turbocharger

An engine assembly includes an intake assembly, an internal combustion engine defining a plurality of cylinders and configured to combust a fuel and produce exhaust gas, and an exhaust assembly in fluid communication with a first subset of the plurality of cylinders. Each of the plurality of cylinders are provided in fluid communication with the intake assembly. The exhaust assembly is provided in fluid communication with a first subset of the plurality of cylinders, and a dedicated exhaust gas recirculation system in fluid communication with both a second subset of the plurality of cylinders and with the intake assembly. The dedicated exhaust gas recirculation system is configured to route all of the exhaust gas from the second subset of the plurality of cylinders to the intake assembly. Finally, the engine assembly includes a turbocharger having a variable geometry turbine in fluid communication with the exhaust assembly.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2019

Exhaust gas heat recovery system

A powertrain includes an engine, an exhaust system including an exhaust passageway in fluid communication with the engine, an exhaust gas heat exchanger, a transmission having a transmission cooling system, a transmission heat exchanger, a heater core, a pump, and an engine coolant circuit. The engine coolant circuit provides fluid communication between the engine, the exhaust gas heat exchanger, the transmission heat exchanger, the heater core, and the pump. The exhaust gas heat exchanger is operatively connected to the exhaust system and configured to transfer heat between the engine coolant circuit and the exhaust system. The transmission heat exchanger is operatively connected to the transmission cooling system and configured to transfer heat between the engine coolant circuit and the transmission cooling system.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2020

Water separation device for engine exhaust gas

A system includes an engine and an exhaust conduit in communication with the engine. A water separation device has exhaust gas passageways in communication with the exhaust conduit. The water separation device has a substrate and a membrane on the substrate. The substrate has inner walls surrounding the exhaust gas passageways with at least one of the inner walls being common to at least two of the exhaust gas passageways. The membrane is between the exhaust gas passageways and the substrate and has capillary condensation pores extending from the exhaust gas passageways to the substrate.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2021

Apparatuses and methods for generating carbon particles and exhaust gas used by gas turbine systems

Apparatuses for generating carbon particles and exhaust gas used by gas turbine systems are disclosed. One apparatus may include a decarbonization component combusting or reacting a mixture of a fuel and a mixing gas to generate the carbon particles and the exhaust gas and an exhaust conduit to receive the exhaust gas generated by the decarbonization component. The apparatus may also include a mixing duct in fluid communication with the exhaust conduit and the gas turbine system. The mixing duct may receive the exhaust gas and provide the exhaust gas to the gas turbine system to be used to produce a working fluid within the gas turbine system. The apparatus may further include a carbon particle collection component for receiving and storing the generated carbon particles.

Berry, Jonathan Dwight↗

DOE OSTI2016

Comparison of Fuel Loading Pattern Optimization Results using Exhaustive Search for Fresh Fuels and Local Search for Burned Fuels

Fuel loading pattern optimization is a combinatorial optimization problem from the mathematical point of view. However, exhaustive search is impractical because enormous computational cost is necessary due to huge search space. For this reason, various optimization methods have been developed so far, but no methods are able to guarantee to reach the optimum solution. In the present study, search space is divided into subspaces using key parameters that well represent characteristics of a loading pattern and then promising subspaces are extensively searched. In the present method, balance between division of a search space into subspaces and a search method used in a subspace is essential. For example, when the number of division is set to be one, it is equivalent to the exhaustive search thus is impractical. Similarly, when the division to subspaces is too coarse, an optimum (or near optimum) solution cannot be found through local search in each subspace since design space of a subspace is still too large. Contrary, if division to subspaces is too fine, number of subspaces becomes to large thus promising subspaces cannot be found. In the present study, search space is divided focusing on the location of fresh fuel assemblies with gadolinia since it has significant impact on core characteristics. Number of possible loading patterns of gadolinia bearing fresh fuel assemblies is not very large thus exhaustive search is possible. Local fine search is executed by considering location of burned fuels for each loading pattern of gadolinia bearing fresh fuel assembly. If the same solution is obtained by multiple local searches starting from different initial burnt fuel locations (but the same loading patterns for gadolinia bearing fresh fuel assemblies), the obtained solution is highly likely the optimum in the subspace. In more general, the present method is based on the 'divide and conquer' approach, which is familiar in the optimization field. Namely, after division of search space into subspaces and then promising subspace is searched. Once the promising subspace is found, the subspace is further subdivided into subspaces and repeat the above procedures. This method would be efficient when appropriate balance between search space division method and performance of local search is achieved. The previous works utilizes the similar approach. In reference [1], exhaustive search in small region in a core is carried out focusing on loading patterns of gadolinia bearing fresh fuel assemblies. In reference [2], rough exhaustive search based on the 'batch-wise' loading pattern is performed with the assist of the linear programming. By contrast, in the present study, exhaustive search is carried out for loading patterns of gadolinia bearing fresh fuel assemblies. The random Multi-start Local Search (MSLS) with the direct search or the exhaustive binary swap is used to find out optimal solutions in a subspace, which consists of loading patterns having the same arrangement of gadolinia bearing fresh fuel assemblies. (authors)

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗