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At least 559 records · Page 31
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Evaluating Diesel/Biofuel Blends Using Artificial Neural Networks and Linear/Nonlinear Equations

Abstract The use of biomass-derived additives in diesel fuel mixtures has the potential to increase the fuel’s efficiency, decrease the formation of particulate matter during its combustion, and retain the fuel’s behavior in cold weather. To this end, identifying compounds that enable these behaviors is paramount. The present work utilizes a series of linear and non-linear equations in series with artificial neural networks to predict the cetane number, yield sooting index, kinematic viscosity, cloud point, and lower heating value of multi-component blends. Property values of pure components are predicted using artificial neural networks trained with existing experimental data, and these predictions and their expected errors are propagated through linear and non-linear equations to obtain property predictions for multi-component blends. Individual component property prediction errors, defined by blind prediction median absolute error, are 4.91 units, 7.84 units, 0.06 cSt, 4.00 °C, and 0.55 MJ/kg for cetane number, yield sooting index, kinematic viscosity, cloud point, and lower heating value respectively. On average, property predictions for blends are shown to be accurate to within 6% of the blends’ experimental values. Further, a multitude of compounds expected to be produced from catalytically upgrading products of fast pyrolysis are evaluated with respect to their behavior in diesel fuel blends.

09 BIOMASS FUELS↗
DOE OSTI2021

Application of machine learning to estimate fireball characteristics and their uncertainty from infrared spectral data

Experiments or events involving high explosives (HE) can be monitored remotely by infrared (IR) sensors to gather information about the configuration or materials involved in the device. Researchers at the Air Force Institute of Technology (AFIT) developed a phenomenological model for HE fireball spectra in the IR range that allows for parameters to be extracted from Fourier transform infrared (FTIR) data. This model includes parameters tied to physical characteristics of the fireball: temperature, size, soot, and gas concentrations. Previous works have sought to recover these parameters by the fitting of either whole spectra or select wavenumber bands to this phenomenological model. Difficulties arise due to the complex relationships between the parameters to be fit. Uncertainty quantification of the estimated fireball parameters is also problematic since HE experiments do not have any ground truth information on the parameters. It is suggested that artificial neural network (ANN) based approaches may be well suited to this problem, because of their ability to capture complex and highly nonlinear relationships. As such, this work seeks to explore the efficacy of deep artificial neural networks (DNNs) for this problem of parameter recovery from spectra and to also investigate the uncertainty of recovering the fireball parameters from FTIR data. Networks are designed using the hyperparameter optimization tool Hyperopt and trained/tested on artificial data generated using the phenomenological model developed by AFIT. The results of applying the network to the artificial data set are compared to a physics-based band approach that uses a selected number of bands based on their physical properties. Information on the uncertainty of estimating parameters from remotely sensed experimental data is obtained by treating the accuracy of the DNN model on artificial data as an upper bound and by examining the impact of emissivity due to soot on parameter estimation error; the results for artificial data are likely to be optimistic as compared to recovering parameters from experimental data.

42 ENGINEERING↗
DOE OSTI2024

The Pele Simulation Suite for Reacting Flows at Exascale

In this work, we present the Pele suite of software tools for compressible and incompressible reacting flows. The Pele suite leverages several different libraries, notably AMReX and SUNDIALS, to achieve performance portability on heterogeneous computing architectures across the supercomputing landscape. The Pele suite is comprised of PeleC, a compressible reacting flow block-structured adaptive mesh refinement solver, PeleLMeX, a low-Mach number reacting flow block-structured adaptive mesh refinement solver, Pele-Physics, a library for transport, thermodynamics, finite rate chemistry, soot, spray and radiation physics. The objective of this paper is (i) to present the code development efforts necessary to achieve highly effective and scalable applications for exascale machines and (ii) to detail the performance results of the Combustion-Pele project applications on Oak Ridge National Laboratory's Frontier. We show good weak and strong scaling results for both PeleC and PeleLMeX up to more than 50 billion cells on more than 4096 Frontier graphics processing unit nodes. We also present a capability demonstration simulation of a dual-fuel pulse compression ignition engine (six adaptive mesh refinement levels, and 60 billion cells or 2.1 trillion degrees of freedom) on Frontier, to date one of the largest simulations performed on the first exascale-class supercomputer.

adaptive mesh refinement↗
DOE OSTI2023

A Computational Investigation of Engine Heat Transfer with Ducted Fuel Injection

Ducted fuel injection (DFI) is an innovative method that curtails or prevents soot formation in direct-injection compression-ignition engines. DFI uses a simple duct, positioned outside each injector hole, facilitating the fuel/charge gas mixing before ignition. This reduces the equivalence ratio below two, in the autoignition zone, which in turn decreases soot formation. But this method also reduces fuel-conversion efficiency. This study investigates the effects of DFI on in-cylinder heat transfer. Experiments with conventional diesel combustion (CDC) and DFI were performed at four different dilution levels. Computational fluid dynamics (CFD) simulations were carried out at conditions matching those of the experiments, and the simulations were validated by the experimental data. The CFD simulations enabled to examine of in-cylinder heat release and temperature distributions. The heat transfer to the piston, head, and cylinder was investigated. The results show that DFI increased the heat transfer to the walls compared to CDC under the same conditions. This could help explain why DFI has been observed to reduce fuel-conversion efficiency by approximately 1% (absolute) relative to CDC under certain conditions. The efficiency loss typically decreases with dilution, such that DFI can improve fuel-conversion efficiencies relative to CDC at higher dilution levels.

Şener, Ramazan↗
DOE OSTI2020

Mixing-Controlled CI Combustion and Fuel-Effects Research

This project is focused on developing advanced combustion strategies for mixing-controlled compressionignition (i.e., diesel-cycle) engines that are synergistic with renewable and/or unconventional fuels in a manner that enhances domestic energy security, economic competitiveness, and environmental quality. During this reporting period, the focus was on ducted fuel injection (DFI), a technology that differs from conventional diesel combustion (CDC) in that it involves injecting fuel along the axis of one or more small cylindrical ducts within the combustion chamber. Each duct performs a function similar to the tube on a Bunsen burner, helping to premix the fuel with the charge-gas before ignition, creating a stable flame that forms little to no soot. The purpose of the work conducted during Fiscal Year (FY) 2019 was to begin determining the extent to which the use of oxygenated fuels, when combined with DFI and charge-gas dilution, can simultaneously lower the soot and nitrogen-oxides (N0 x ) emissions from mixing-controlled compression-ignition engines, and what the corresponding impacts on other regulated emissions and efficiency are likely to be.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Supercritical Reforming of Wet Ethanol for High Efficiency Direct-injection Heavy-duty Compression-ignition Engines

The purpose of the research was to investigate the potential of using a mature bio-fuel in heavy-duty compression ignition engines. By co-optimizing both the fuel characteristics and engine system the potential for a superior outcome was demonstrated. The use of wet bio-ethanol eliminates the majority of the energy intensive distilling and dehydrating fuel production processes, which moves the fuel towards carbon neutral and also lowers the fuel costs. The relatively high water content of the resulting fuel is leveraged in the proposed novel combustion system by incorporating an integrated high efficiency exhaust waste heat recovery system. This results in significantly higher thermal efficiency. In addition the combustion system features low criteria pollutant emissions and the potential to reduce the initial cost of the engine system hardware. Substantial societal benefits are demonstrated through the co-optimization of the fuel and engine system. A computational proof-of-concept study has been performed to demonstrate the potential benefits of a novel wet ethanol heavy-duty compression ignition combustion system featuring integrated exhaust waste heat recovery. A combined in-cylinder closed cycle 3D computational fluid dynamics (CFD) - 1D engine system simulation approach was used. The models were validated to baseline engine data using diesel fuel and then applied to the wet ethanol study. The original concept was to maximize exhaust waste heat recovery through supercritical reforming of the wet ethanol fuel. Phase I simulation results indicated that the optimal solution for maximum engine efficiency gains were realized through maximizing thermo-mechanical recuperation with negligible fuel reformation. The results show the potential to achieve impressive gains in brake thermal efficiency (BTE) over the base diesel engine. The potential to increase BTE up to 20.9% over the base diesel engine was demonstrated, with even larger gains possible through reduced in-cylinder heat transfer losses. The majority of the efficiency gains were realized through integrated high efficiency exhaust waste heat recovery. The concept also has the potential to achieve future ultra-low NO x emissions standards and negligible engine-out soot emissions. The mixing controlled combustion of high temperature wet ethanol features relatively low engine-out NO x emissions without the need for exhaust gas recirculation (EGR). The soot free combustion enabled by the relatively high oxygen content of ethanol also allows for the use of stoichiometric mixing controlled combustion, which is not practical with diesel fuel. When stoichiometric combustion is used a simple passive 3-way catalyst can be used for exhaust emissions after-treatment and near zero tailpipe emissions. The Phase I simulations results have defined the system layout and requirements in preparation for the Phase II experimental proof-of-concept study. The potential applications of the research include most current applications of diesel engines. The Phase I study focused on heavy-duty on-highway class 8 trucks. However, virtually any application that requires highly efficient clean power generation would benefit from the novel engine system proposed. The results indicate substantial fuel cost savings and reduced greenhouse gas emissions with similar or reduced initial system hardware costs compared to modern diesel engine systems.

09 BIOMASS FUELS↗
DOE OSTI2021

Oxygenated Fuel Blending Effects in a Mixing-Controlled Compression-Ignition Engine Equipped with Ducted Fuel Injection [Slides]

Continued creation of harmful emissions such as NO x and soot from compression-ignition engines utilizing mixing-controlled combustion systems (i.e., diesel engines) remains a problem and is the subject of on-going research. The inherently high efficiency, relatively low cost, and numerous other desirable attributes of such engines, coupled with a widely supported infrastructure, motivates their continued advancement. Recently, a scientifically distinct and mechanically simple technology called ducted fuel injection (DFI) has shown a robust ability to allow such engines to operate with simultaneously low engine-out soot and NO x emissions when it is employed with simulated exhaust-gas recirculation. To better understand the property ranges of sustainable, oxygenated-fuel blending stocks that will most improve engine performance, two oxygenated blendstocks were separately blended with a commercial diesel base fuel and tested within a heavy-duty diesel optical engine equipped with a four-duct DFI configuration. Conventional and crank-angle-resolved optical diagnostics were used to elucidate the effects of fuel ignition quality, oxygenate molecular structure, and overall oxygen content on engine performance.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

On the combustion of n-butyl acetate droplets

This paper presents an experimental and numerical study of the combustion of isolated n‑butyl acetate droplets in the standard atmosphere. Numerical simulations are reported using a model that incorporates unsteady gas and liquid transport, variable properties, and radiation. Three skeletal mechanisms of n‑butyl acetate, derived from a large detailed mechanism comprised of 819 species and 52,698 reactions, were used in the numerical simulations to evaluate the influence of the kinetic mechanism on burning. The reduced mechanisms comprised 212 species and 5413 reactions, 157 species and 3089 reactions, and 105 species and 1035 reactions. The numerical model did not include soot formation, though qualitatively mild sooting was noted only for droplets larger than 0.7 mm. The numerical predictions were in good agreement with experimental measurements of droplet and flame diameters. Flame extinction was numerically predicted which was attributed to a decrease of the characteristic diffusion time relative to the chemical time as droplet burned. Effects of initial droplet diameter on the evolution of maximum gas temperature (Tmax) and peak mole fractions of CO2 and CO are also examined numerically.

09 BIOMASS FUELS↗
DOE OSTI2024

Characterization of Biomass-Based Fuels and Fuel Blends for Low-Emissions, Advanced Compression Ignition Engines (Final Report)

The goal of the Co-Optima program was to accelerate deployment of co-optimized fuels and engines that will reduce fuel consumption, and criterion pollutants and greenhouse gas (GHG) emissions for both spark and compression-ignited engines. In this project, combustion measurements from a constant pressure flow rig (CPFR) with optical access were used to assess fundamental combustion behavior of number of different candidate fuels and fuel blends. This chamber and its peripheral systems allowed stable control of ambient air pressure and temperature and fuel injection pressure and timing for hundreds of repeat injections allowing statistical interpretation of the results. The optical diagnostics enabled capturing of liquid length, vapor length, ignition timing, lift-off length as well as localized (temporal and spatially resolved) mixture refractive index, flame structure, and soot mass. The operating conditions allowed the study of combustion conditions promoting lean lifted flame combustion (LLFC), a mixing-controlled low-temperature combustion (LTC) strategy to reduce soot production in Advanced Compression Ignition (ACI) engines.

09 BIOMASS FUELS↗
DOE OSTI2024

Mono-Ether and Alcohol Bioblendstocks to Reduce the Fuel Penalty of Mixing Controlled Compression Ignition (MCCI) Engine Aftertreatment

An integrated approach utilizing catalysis experiments, process systems engineering, fuel property modeling, and engine testing was utilized in this project to optimize the production process and composition of a #2 diesel bioblendstock produced from ethanol consisting primarily of long-chain mono-ethers. The primary objective of the project was to determine the composition and to design the production process for a bioblendstock for #2 diesel fuel with > 50% reduction in greenhouse gas emissions relative to conventional diesel fuel. The desired bioblendstock needed to be blendable with #2 diesel fuel at > 5 vol. % while still meeting ASTM D975 diesel fuel specification properties and achieving improvements in fuel properties: increased cetane number, decreased sooting, and reduced pour point and cloud point temperatures. At the same time, it needed to reduce the fuel energy penalty associated with MCCI engine aftertreatment resulting in improved system efficiency. The findings of the current project demonstrate that primary objective of the work has been met, i.e., to determine the composition and to design the production process for a bioblendstock for #2 diesel fuel with > 50% reduction in greenhouse gas emissions relative to conventional diesel fuel. Additionally, the results indicate that the property objectives (increased cetane number, reduced pour and cloud points, and reduced sooting propensity) for the designed bioblendstock composition have also been met. Engine testing performed has also confirmed that the increased reactivity of the bioblendstock can be used to improve catalyst heating operation and to reduce the fuel penalty associated with this operation mode. The fuel property results demonstrate that >5 vol.% blending is easily achieved while meeting the ASTM D975 #2 diesel fuel property specifications tested in this work, as this was achieved for a blend with 43 vol. % of the bioblendstock. The results provide a foundation for future work to scaleup the catalytic production process designed in this work, with many of the challenges and areas for improvement being identified in this work to enable economic production with low GHG lifecycle emissions.

09 BIOMASS FUELS↗
DOE OSTI2024

Ducted Fuel Injection And Cooled Spray Technologies For Particulate Control In Heavy-duty Diesel Engines (Final Report)

Cooled Spray (CS) and Ducted Fuel Injection (DFI) are in-cylinder technologies for diesel engines that can reduce particulate matter and soot emissions and data has been published showing that these technologies can reduce soot emissions by 75-100% for some engines at some operating conditions. However, little is known about scaling the devices for engine size. Additionally, the performance of either technology over the engine duty cycle has not been explored. This project addresses both of these points through single-cylinder engine investigations. The objectives of this project are to provide details about dimensional scaling of these devices and to demonstrate 75% PM reduction over a range of operating conditions on a single-cylinder engine. Two engines were used for this project: a 125mm bore optically accessible engine at Sandia National Laboratories and a 168mm bore metal engine at Southwest Research Institute. The optical engine was used to study the performance of DFI and CS inserts for a large injector orifice diameter injector that is characteristic of a locomotive engine and to perform scaling studies for DFI. The metal engine was used to perform scaling and alignment studies for CS and to evaluate the technology for both EGR and non-EGR engines over the engine operating map. Modifications were required for both engines to accept the prototype inserts being tested. The optical engine required a new fuel injector, cylinder head and piston so that tests could be run at the pressures and engine speeds required. Additionally, a novel rotating stage was designed for the optical engine to simplify alignment of the modules. The metal engine required a modified cylinder head to accept CS inserts and a modified piston to provide additional space around the fuel injector for the CS inserts. Tests on the optical engine showed that DFI reduces PM emissions for both small injector orifices (0.170mm diameter) and large injector orifices (0.290mm). For high load testing, the DFI modules were not as effective as at low load testing, but it was acknowledged that minimal geometric optimization was performed and more improvements may be possible. Comparing DFI to CS and conventional diesel combustion (CDC), DFI performed better than CS or CDC. The CS geometries used in these studies may not be ideal for that engine and additional modifications likely would improve performance. Tests on the metal engine showed PM reductions as high has 80% at some operating conditions with duty-cycle PM reductions of ~50% for EGR and non-EGR configurations. The CS testing on the metal engine showed that chamfering of the fuel passage inlet either through hydro-erosion or mechanical grinding provided significant improvements in the PM reduction capabilities of the insert. Additionally, alignment sensitivities were explored and the data show that the tolerance to misalignment is approximately 0.05 to 0.1mm for the inserts that were studied here. Air-fuel ratio was shown to be important in the effectiveness of the CS inserts. In several tests, it was shown that the CS inserts are more effective at reducing the PM for high-AFR operating conditions compared to low AFR conditions. In summary, multiple designs were evaluated on both engines. It was found that for the conditions and configurations studied here, a fuel passage diameter of ~2.5mm performed best overall. Significant duty-cycle PM reductions are possible using these technologies and sensitivities to AFR, alignment fuel passage diameter and inlet fuel passage shaping were explored and are reported here. More PM reduction may be possible with improved geometric design and attention to alignment practices.

02 PETROLEUM↗
DOE OSTI2024

LES and RANS Spray Combustion Analysis of OME 3-5 and n-Dodecane

Clean-burning oxygenated and synthetic fuels derived from renewable power, so-called e-fuels, are a promising pathway to decarbonize compression–ignition engines. Polyoxymethylene dimethyl ethers (PODEs or OMEs) are one candidate of such fuels with good prospects. Their lack of carbon-to-carbon bonds and high concentration of chemically bound oxygen effectively negate the emergence of polycyclic aromatic hydrocarbons (PAHs) and even their precursors like acetylene (C 2 H 2 ), enabling soot-free combustion without the soot-NO x trade-off common for diesel engines. The differences in the spray combustion process for OMEs and diesel-like reference fuels like n-dodecane and their potential implications on engine applications include discrepancies in the observed ignition delay, the stabilized flame lift-off location, and significant deviations in high-temperature flame morphology. For CFD simulations, the accurate modeling and prediction of these differences between OMEs and n-dodecane proved challenging. This study investigates the spray combustion process of an OME 3 − 5 mixture and n-dodecane with advanced optical diagnostics, Reynolds-Averaged Navier–Stokes (RANS), and Large-Eddy Simulations (LESs) within a constant-volume vessel. Cool-flame and high-temperature combustion were measured simultaneously via high-speed (50 kHz) imaging with formaldehyde (CH 2 O) planar laser-induced fluorescence (PLIF) representing the former and line-of-sight OH* chemiluminescence the latter. Both RANS and LES simulations accurately describe the cool-flame development process with the formation of CH 2 O. However, CH 2 O consumption and the onset of high-temperature reactions, signaled by the rise of OH* levels, show significant deviations between RANS, LES, and experiments as well as between n-dodecane and OME. A focus is set on the quality of the simulated results compared to the experimentally observed spatial distribution of OH*, especially in OME fuel-rich regions. The influence of the turbulence modeling is investigated for the two distinct ambient temperatures of 900 K and 1200 K within the Engine Combustion Network Spray A setup. The capabilities and limitations of the RANS simulations are demonstrated with the initial cool-flame propagation and periodic oscillations of CH 2 O formation/consumption during the quasi-steady combustion period captured by the LES.

CFD↗
DOE OSTI2024

Measurement report: The Fifth International Workshop on Ice Nucleation phase 1 (FIN-01): intercomparison of single-particle mass spectrometers

Knowledge of the chemical composition and mixing state of aerosols at a single-particle level is critical for gaining insights into atmospheric processes. One common tool to make these measurements is single-particle mass spectrometry. There remains a need to compare the performance of different single-particle mass spectrometers (SPMSs). An intercomparison of SPMSs was conducted at the Aerosol Interaction and Dynamics in the Atmosphere (AIDA) chamber at the Karlsruhe Institute of Technology (KIT) in November 2014, as part of the first phase of the Fifth International Workshop on Ice Nucleation (FIN-01). In this paper we compare size distributions and mass spectra of atmospherically relevant particle types measured by five SPMSs. These include different minerals, desert and soil dusts, soot, bioaerosol (Snomax; protein granule), secondary organic aerosol (SOA), and SOA-coated mineral particles. Most SPMSs reported similar vacuum aerodynamic diameter (d va ) within typical instrumental ranges from ~100–200 nm (lower limit) to ~2–3 µm (upper limit). In general, all SPMSs exhibited a wide dynamic range (up to ~10 3 ) and high signal-to-noise ratio (up to ~10 4 ) in mass spectra. Common spectral features with small diversities in mass spectra were found with high average Pearson's correlation coefficients, i.e., for average positive spectra r avg-pos =0.74 ± 0.12 and average negative spectra r avg-neg =0.67 ± 0.22. We found that instrument-specific detection efficiency (DE) was more dependent on particle size than particle type, and particle identification favored the use of bipolar, rather than monopolar, instruments. Particle classification from “blind experiments” showed that all instruments differentiated SOA, soot, and soil dust and detected subtle changes in the particle internal mixing but had difficulties differentiating among specific mineral types and dusts. This study helps to further understand the capabilities and limitations of the single-particle mass spectrometry technique in general and the specific performance of the instrument in characterizing atmospheric aerosol particles.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS1977

Adelphi-Goddard emulsified fuel project

Thermal efficiency and particle emissions were studied using water/oil emulsions. These studies were done using number 2 and number 6 fuel oil. The number 6 oil had a sulfur content greater than one percent and experiments were conducted to remove the sulfur dioxide from the stack gases. Test findings include: (1) emulsion effected a reduction in soot at a low excess air levels; (2) a steam atomizing system will produce a water/oil emulsion. The fuel in the study was emulsified in the steam atomization process, hence, pre-emulsification did not yield a dramatic reduction in soot or an increase in thermal efficiency.

Source record↗
NASA NTRS1979

Photographic combustion characterization of LOX/hydrocarbon type propellants

Single element injectors and two fuels were tested with the aim of photographically characterizing observed combustion phenomena. The three injectors tested were the O-F-O triplet, the transverse like on like (TLOL), and the rectangular unlike doublet (RUD). The fuels tested were RP-1 and propane. The hot firings were conducted in a specifically constructed chamber fitted with quartz windows for photographically viewing the impingement spray field. All LOX/HC testing demonstrated coking with the RP-1 fuel leaving far more soot than the propane fuel. No fuel freezing or popping was experienced under the test conditions evaluated. Carbon particle emission and combustion light brilliance increased with Pc for both fuels although RP-1 was far more energetic in this respect. The RSS phenomena appear to be present in the high Pc tests as evidenced by striations in the spray pattern and by separate fuel rich and oxidizer rich areas. The RUD element was also tested as a fuel rich gas generator element by switching the propellant circuits. Excessive sooting occurred at this low mixture ratio (0.55), precluding photographic data.

Judd, D. C.↗
NASA NTRS1979

Heterogeneous atmospheric reactions - Sulfuric acid aerosols as tropospheric sinks

The reaction probabilities of various atmospheric species incident on a bulk sulfuric acid surface are measured in order to determine the role of sulfuric acid aerosols as pollutant sinks. Reaction products and unreacted starting materials leaving a Knudsen cell flow reactor after collision at 300 K with a H2SO4 surface or a soot surface were detected by mass spectrometry. Significant collision reaction probabilities are observed on a H2SO4 surface for H2O2, HNO3, HO2NO2, ClONO2, N2O5, H2O and NH3, and on soot for NH3. Estimates of the contribution of heterogeneous reactions to pollutant removal under atmospheric conditions indicate that while aerosol removal in the stratosphere is insignificant (loss rate constants approximately 10 to the -10th/sec), heterogeneous reactions may be the dominant loss process for several tropospheric species (loss rate constant approximately 10 to the -5th/sec, comparable to photolysis rate constants).

Baldwin, A. C.↗
NASA NTRS1980

Stratospheric aerosol modification by supersonic transport and space shuttle operations - Climate implications

The potential effects on stratospheric aerosols of supersonic transport emissions of sulfur dioxide gas and submicron soot granules, and space shuttle rocket emissions of aluminum oxide particulates are estimated. An interactive particle-gas model of the stratospheric aerosol layer is used to calculate changes due to exhaust emissions, and an accurate radiation transport model is employed to compute the effect of aerosol changes on the earth's average surface temperature. It is concluded that the release of large numbers of small particles (soot or aluminum oxide) into the stratosphere should not lead to a corresponding significant increase in the concentration of large, optically active aerosols, but that the increase in large particles is severely limited by the total mass of sulfate available to make large particles in situ, and by the rapid loss of small seed particles via coagulation. We find that a fleet of several hundred advanced supersonic aircraft operating daily at 20 km, or the launch of one space shuttle rocket per week, could produce roughly a 20% increase in the large-particle concentration of the stratosphere. We find, in addition, that aerosol increases of this magnitude would reduce the global surface temperature by less than 0.01 K.

Turco, R. P.↗
NASA NTRS1980

Synergistic effects in trace gas-aerosol interactions

The reaction of SO2 and NO2 with soot has been studied experimentally by gravimetric determination of chemisorption with subsequent analysis of the chemisorbed species by various techniques. When samples of commercially available carbon black (used as soot surrogate) are exposed to SO2 or NO2 in dry air or N2 as carrier gas, no quantitative chemisorption (less than 5 micrograms per mg of substrate) is observed. However, exposure of the same grade of carbon to a combination of SO2 and NO2 in dry air of N2 results in significant chemisorption (180-200 micrograms/mg), a major fraction of which is analyzed as sulfate.

Schryer, D. R.↗