SEARCH · Engineering Papers

Results for “IGNITION”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

SourceResearch connectionFrom yearThrough year

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 793 records · Page 44

All sources NASA NTRS DOE OSTI

DOE OSTI2022

Impact of coolant temperature on the combustion characteristics and emissions of a stratified-charge direct-injection spark-ignition engine fueled with E30

The direct injection spark ignition (DISI) engine has received considerable attention due to its potential to increase the power density of traditional spark ignition engines while significantly improving fuel economy through lean, unthrottled combustion. However, the market introduction of DISI engines operated in a lean combustion mode is inhibited by their unsatisfactory emissions, especially during cold start conditions that make proper mixture formation more challenging. Ethanol-blended gasoline, now a widely used fuel, makes the cold start of a DISI engine more difficult, leading to higher HC and soot emissions because of the high latent heat of vaporization of ethanol relative to gasoline. This work investigated the impact of coolant temperature on the characteristics of combustion and emissions in a stratified-charge DISI engine fueled with an E30 fuel (i.e. 30% ethanol in gasoline), while the coolant temperature was alternated between four levels (45, 60, 75, and 90 °C) to simulate different conditions throughout the warm-up process. The experiments showed that the coolant temperature affected the post-spark inflammation time, as well as the speed, intensity, and stability of the combustion process in the engine. When the coolant temperature rose, the engine produced more NOX and less CO, PM and HC. In addition, high-speed direct photography was used to obtain crank-angle resolved images of fuel sprays and flames in the cylinder. As the coolant temperature rose, the liquid spray lengths became shorter, reducing the possibility of wall wetting, and reduced irradiance from soot particles also indicated less nonpremixed combustion. The in-cylinder imaging results are consistent with the observed combustion and emission characteristics and shed light on the underlying processes. Finally, some potential solutions to the emissions challenges faced here could be either raising in-cylinder temperatures by using trapped residuals or modifying the injection schedule, for example by increasing the number of injections or to inject later in the cycle into a higher-density environment.

42 ENGINEERING↗

DOE OSTI2022

The impact of fuel and injection strategy on combustion characteristics, emissions and efficiency in gasoline compression ignition operation

Gasoline compression ignition in diesel engines has been proposed in order to meet increasingly stringent emission regulations without sacrificing efficiency. In this study, a six-cylinder heavy-duty diesel engine was operated in a mixing controlled gasoline compression ignition mode to investigate the influence of fuels and injection strategies on the combustion characteristics, emissions, and thermal efficiencies. Fuels, including ethanol (E), isobutanol (IB), and diisobutylene (DIB), were blended with a gasoline fuel to form E10, E30, IB30, and DIB30 based on volumetric fraction. These four blends along with gasoline formed the five test fuels. With these fuels, three injections strategies were investigated, including late pilot injection, early pilot injection, and port fuel injection/direct injection. The impact of moderate exhaust gas recirculation on nitrogen oxides and soot emissions was examined to determine the most promising fuel/injection strategy for emissions reduction. In addition, first and second law analyses were performed to provide insights into the efficiency, loss, and exergy destruction of the various gasoline fuel blends at low and medium load conditions. Overall, the emission output, thermal efficiency, and combustion performances of the five fuels were found to be similar and their differences are modest under most test conditions. E30 with the port/direct fuel injection strategy obtained the peak brake thermal efficiency (46.9%) and gross indicated thermal efficiency (52.2%) at 14 bar. At 7 bar, the peak brake thermal efficiency (44.2%) and gross indicated thermal efficiency (52.5%) also belonged to E30 with the late pilot injection strategy. The second law analysis revealed that exergy destruction was mostly influenced by the fuel type and not by the injection strategy for the 14 bar operating conditions. However, the opposite trend was observed for the 7 bar case. In addition, port fuel injection in combination with oxygenated fuel blends was found to be helpful to suppress soot emissions for operation with exhaust gas recirculation.

co-optima fuels↗

DOE OSTI2022

Investigating the kinetic effect of prenol on iso -octane auto-ignition by means of an experimental and modeling study

A detailed experimental and kinetic modeling study was dedicated to understand the reported octane hyperboosting effect of prenol, by means of the measurement of the ignition delay times of its blends with iso -octane, and measurement of the mole fraction profiles of the fuels and intermediates inside the ULille rapid compression machine. Here, these results show that prenol addition leads to a reduction of the first-stage ignition phenomena and negative temperature coefficient behavior, which is only qualitatively captured by the model and is consistent with knock resistance improvement. It is suggested that this behavior is caused by two different factors. The first originates from gas-phase reactivity of prenol, and spans from the formation of unreactive unsaturated species through resonance-stabilized radicals, thereby constituting a competitive pathway for the radical pool generated by iso -octane. The second is of catalytic nature and cannot be captured by means of gas-phase kinetic modeling, but could also play an important role in the behavior of prenol in internal combustion engines.

42 ENGINEERING↗

DOE OSTI2024

How ignition and target gain > 1 were achieved in inertial fusion

For many decades the running joke in fusion research has been that “fusion” is twenty years away and always will be. Yet, in 2023 we find ourselves in a position where we can talk about the milestones of burning plasmas, fusion ignition, and target energy gain greater than unity in the past tense – a situation that is remarkable! Herein this paper tells some of the story of the applied physics challenges that needed to be overcome to achieve these milestones and the strategy our team followed. Things did not always go well and some practical lessons learned are part of this story. The data shows, getting to a burning plasma in late 2020 and early 2021 was a key tipping-point, after which ignition (August 8, 2021) and target gain (December 5, 2022) were rapidly achieved.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2018

An experimental, theoretical, and modeling study of the ignition behavior of cyclopentanone

The ignition delay times of cyclopentanone in air were measured using a high pressure shock tube (HPST) and a rapid compression machine (RCM) over the temperature range of 794–1368 K at P = 15 and 30 bar and at equivalence ratios of 0.5, 1.0 and 2.0. To provide more insight into the oxidation of cyclopentanone, CO time-histories during cyclopentanone oxidation in a shock tube at high temperatures and various pressures were also measured. In addition, quantum chemistry calculations have been performed to calculate the reaction rates for the olefin +HO 2 elimination reactions of fuel peroxyl radical decomposition reactions, which were suggested as critical reaction pathways for the oxidation of cyclopentanone in previous studies. Based on these experimental and theoretical investigations, a detailed kinetic model has been developed and validated using the experimental data. Here, the model has satisfactorily reproduced the ignition delay times in the RCM and shock tube, and CO histories in the shock tube over the wide range of temperature, pressure and equivalence ratio. Rate of production and sensitivity analyses were performed to determine the important reaction pathways and critical reactions that affect the predicted reactivity of cyclopentanone at the condition investigated.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2015

Underwater microwave ignition of hydrophobic thermite powder enabled by the bubble-marble effect

Highly energetic thermite reactions could be useful for a variety of combustion and material-processing applications, but their usability is yet limited by their hard ignition conditions. Furthermore, in virtue of their zero-oxygen balance, exothermic thermite reactions may also occur underwater. However, this feature is also hard to utilize because of the hydrophobic properties of the thermite powder, and its tendency to agglomerate on the water surface rather than to sink into the water. The recently discovered bubble-marble (BM) effect enables the insertion and confinement of a thermite-powder batch into water by a magnetic field. Here, we present a phenomenon of underwater ignition of a thermite-BM by localized microwaves. The thermite combustion underwater is observed in-situ, and its microwave absorption and optical spectral emission are detected. The vapour pressure generated by the thermite reaction is measured and compared to theory. The combustion products are examined ex-situ by X-ray photo-electron spectroscopy which verifies the thermite reaction. Potential applications of this underwater combustion effect are considered, e.g., for detonation, wet welding, thermal drilling, material processing, thrust generation, and composite-material production, also for other oxygen-free environments.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2015

New tuning method of the low-mode asymmetry for ignition capsule implosions

In the deuterium-tritium inertial confinement fusion implosion experiments on the National Ignition Facility, the hot spot and the surrounding main fuel layer show obvious P2 asymmetries. This may be caused by the large positive P2 radiation flux asymmetry during the peak pulse resulting form the poor propagation of the inner laser beam in the gas-filled hohlraum. The symmetry evolution of ignition capsule implosions is investigated by applying P2 radiation flux asymmetries during different time intervals. A series of two-dimensional simulation results show that a positive P2 flux asymmetry during the peak pulse results in a positive P2 shell ρR asymmetry; while an early time positive P2 flux asymmetry causes a negative P2 in the fuel ρR shape. The opposite evolution behavior of shell ρR asymmetry is used to develop a new tuning method to correct the radiation flux asymmetry during the peak pulse by adding a compensating same-phased P2 drive asymmetry during the early time. The significant improvements of the shell ρR symmetry, hot spot shape, hot spot internal energy, and neutron yield indicate that the tuning method is quite effective. The similar tuning method can also be used to control the early time drive asymmetries.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2016

Mirrored continuum and molecular scale simulations of the ignition of high-pressure phases of RDX

We present a mirrored atomistic and continuum framework that is used to describe the ignition of energetic materials, and a high-pressure phase of RDX in particular. The continuum formulation uses meaningful averages of thermodynamic properties obtained from the atomistic simulation and a simplification of enormously complex reaction kinetics. In particular, components are identified based on molecular weight bin averages and our methodology assumes that both the averaged atomistic and continuum simulations are represented on the same time and length scales. The atomistic simulations of thermally initiated ignition of RDX are performed using reactive molecular dynamics (RMD). The continuum model is based on multi-component thermodynamics and uses a kinetics scheme that describes observed chemical changes of the averaged atomistic simulations. Thus the mirrored continuum simulations mimic the rapid change in pressure, temperature, and average molecular weight of species in the reactive mixture. This mirroring enables a new technique to simplify the chemistry obtained from reactive MD simulations while retaining the observed features and spatial and temporal scales from both the RMD and continuum model. The primary benefit of this approach is a potentially powerful, but familiar way to interpret the atomistic simulations and understand the chemical events and reaction rates. The approach is quite general and thus can provide a way to model chemistry based on atomistic simulations and extend the reach of those simulations.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2016

A simple method to prevent hard X-ray-induced preheating effects inside the cone tip in indirect-drive fast ignition implosions

During fast-ignition implosions, preheating of inside the cone tip caused by hard X-rays can strongly affect the generation and transport of hot electrons in the cone. Although indirect-drive implosions have a higher implosion symmetry, they cause stronger preheating effects than direct-drive implosions. To control the preheating of the cone tip, we propose the use of indirect-drive fast-ignition targets with thicker tips. Experiments carried out at the ShenGuang-III prototype laser facility confirmed that thicker tips are effective for controlling preheating. Moreover, these results were consistent with those of 1D radiation hydrodynamic simulations.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2020

Numerical Investigation of a Central Fuel Property Hypothesis Under Boosted Spark-Ignition Conditions

In the present work, a central fuel property hypothesis (CFPH), which states that fuel properties are sufficient to provide an indication of a fuel’s performance irrespective of its chemical composition, was numerically investigated. In particular, the objective of the study was to determine whether Research Octane Number (RON) and Motor Octane Number (MON), as fuel properties, are sufficient to describe a fuel’s knock-limited performance under boosted spark-ignition (SI) conditions within the framework of CFPH. To this end, four TPRF-bioblendstock surrogates having different compositions but matched RON (=98) and MON (=90), were first generated using a non-linear regression model based on artificial neural network (ANN). Additionally, three unconventional bioblendstocks were included in the analysis: di-isobutylene (DIB), isobutanol, and Anisole. Skeletal reaction mechanisms were generated for the TPRF-DIB, TPRF-isobutanol, and TPRF-anisole blends from a detailed kinetic mechanism. Thereafter, numerical simulations were performed for the fuel surrogates using the skeletal mechanisms and a virtual cooperative fuel research (CFR) engine model, under a representative boosted operating condition. In the computational fluid dynamics (CFD) model, the G-equation approach was employed to track the turbulent flame front and the well-stirred reactor model combined with the multi-zone binning strategy was used to capture auto-ignition in the end-gas. In addition, laminar flame speed (LFS) was tabulated for each blend as a function of pressure, temperature, and equivalence ratio a priori, and the lookup tables were used to prescribe laminar flame speed as an input to the G-equation model. Parametric spark timing sweeps were performed for each fuel blend to determine the corresponding knock-limited spark advance (KLSA) and 50% burn point (CA50) at the respective KLSA timing. It was observed that despite same RON, MON, and engine operating conditions, the TPRF-anisole blend exhibited markedly different knock-limited performance from the other three blends. This deviation from the octane index (OI) expectation was shown to be caused by differences in laminar flame speed. However, it was found that relatively large fuel-specific differences in LFS (>20%) would have to be present to cause any appreciable deviation from the OI framework. Otherwise, RON and MON would still be robust enough to predict a fuel’s knock-limited performance.

42 ENGINEERING↗

DOE OSTI2020

Numerical study of advanced compression ignition and combustion in a gasoline direct injection engine

Multi-mode combustion strategies may provide a considerable thermal efficiency improvement targeted at part-load operating conditions for light-duty spark-ignition (SI) engines. The extension from boosted SI mode at high loads to advanced compression ignition (ACI) mode at low loads can be achieved by increasing compression ratio and utilizing intake air heating. In order to enable an accurate control of intake charge condition for ACI control and rapid mode-switches, it is essential to gain fundamental insight into the autoignition process with regard to thermal and fuel-air mixture stratification in the combustion chamber. In this work, a computational fluid dynamics (CFD) study is carried out to reveal some degrees of correlation between the mixture and thermal stratifications induced by the cylinder wall temperature and combustion-phasing across varying engine load conditions. The computational analysis begins with a calibrated simulation setup best matching the engine experiments, and subsequently evaluates the baseline setup for an extended range of engine load conditions for two excess-air ratio cases. The present study emphasizes the dominance of thermal stratifications for autoignition process due to wall temperature effects depending on the engine load conditions of interest. In addition, this study also aims to provide insight into the impact of mixture stratification on cyclic variability, especially at colder wall engine conditions (e.g., cold start). Observations herein provide highlight of the propensity of autoignition in correlation with mixture reactivity space.

Advanced Compression Ignition (ACI) engine↗

DOE OSTI2015

Thermonuclear targets for direct-drive ignition by a megajoule laser pulse

Central ignition of a thin two-layer-shell fusion target that is directly driven by a 2-MJ profiled pulse of Nd laser second-harmonic radiation has been studied. The parameters of the target were selected so as to provide effective acceleration of the shell toward the center, which was sufficient for the onset of ignition under conditions of increased hydrodynamic stability of the ablator acceleration and compression. The aspect ratio of the inner deuterium-tritium layer of the shell does not exceed 15, provided that a major part (above 75%) of the outer layer (plastic ablator) is evaporated by the instant of maximum compression. The investigation is based on two series of numerical calculations that were performed using one-dimensional (1D) hydrodynamic codes. The first 1D code was used to calculate the absorption of the profiled laser-radiation pulse (including calculation of the total absorption coefficient with allowance for the inverse bremsstrahlung and resonance mechanisms) and the spatial distribution of target heating for a real geometry of irradiation using 192 laser beams in a scheme of focusing with a cubo-octahedral symmetry. The second 1D code was used for simulating the total cycle of target evolution under the action of absorbed laser radiation and for determining the thermonuclear gain that was achieved with a given target.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2015

Fast ignition of an inertial fusion target with a solid noncryogenic fuel by an ion beam

The burning efficiency of a preliminarily compressed inertial confinement fusion (ICF) target with a solid noncryogenic fuel (deuterium-tritium beryllium hydride) upon fast central ignition by a fast ion beam is studied. The main aim of the study was to determine the extent to which the spatial temperature distribution formed under the heating of an ICF target by ion beams with different particle energy spectra affects the thermonuclear gain. The study is based on a complex numerical modeling including computer simulations of (i) the heating of a compressed target with a spatially nonuniform density and temperature distributions by a fast ion beam and (ii) the burning of the target with the initial spatial density distribution formed at the instant of maximum compression of the target and the initial spatial temperature distribution formed as a result of heating of the compressed target by the ion beam. The threshold energy of the igniting ion beam and the dependence of the thermonuclear gain on the energy deposited in the target are determined.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2023

Low thermal inertia thermal barrier coatings for spark ignition engines: An experimental study

Application of thermal barrier coatings in spark ignition engines have historically been avoided due to the knock penalty associated with higher surface temperatures induced by the ceramic layer. However, advances in low thermal inertia coatings (i.e. temperature swing coatings) that combine low thermal conductivity with low volumetric heat capacity can prevent excessively high surface temperatures during the intake stroke and reduce or avoid knock while improving performance and efficiency. In this study, a novel coating material was tested in a low compression ratio spark ignition engine to evaluate the performance of an advanced low thermal inertia coating during steady and cold-start conditions. A total of four pistons with this novel material was tested, with an additional piston coated with gadolinium zirconate. Spark timing sweeps demonstrated a maximum 0.8% relative thermal efficiency gain with a thin coating of the novel material. Here, the novel material coated above 200-microns showed a deterioration in performance and efficiency due to charge heating increasing knock propensity. Cold-start tests demonstrated that charge heating is beneficial for reducing unburned hydrocarbons and particle matter emissions.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2023

Deep reinforcement learning to discover multi-fuel injection strategies for compression ignition engines

Over the past several decades, regulation of compression ignition engine emissions has become increasingly stringent as concern about the environmental and health implications of these emissions has grown. These changing constraints have led to a series of new, alternative fuel injection strategies that aim to maintain power output while reducing in-cylinder generated emissions by operating in the low-temperature combustion (LTC) regime. These advanced injection strategies are created and retuned for individual combinations of engine geometry, fuel, and emissions constraints. Deep reinforcement learning has been shown to be an effective alternative to traditional optimization approaches for highly combinatorial control problems, such as discovering the optimal injection schedules for compression ignition engines. In this study, we deploy a previously presented deep reinforcement learning framework to iteratively optimize a series of engine geometries over a range of increasingly strict NO x emissions regulations. We then examine the resulting injection schedules. We discuss the potential for using this deep reinforcement learning framework for fuel selection screening and for discovering unique injection strategies for different engine geometries and future emissions standards.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2015

Natural Gas Engine Performance Ignited by a Passively Q-Switched Microlaser

A robust end pumped, passively Q-switched, air-cooled, microlaser was designed and prototyped to yield a 1064 nm pulsed laser output of 21 mJ/P with a pulse width of 4.2 ns FWHM. This microlaser was coupled to a standard laser plug carrying a sapphire lens with 13 mm back focal length. This assembly was tested in a natural gas fueled single-cylinder engine, and in one cylinder of a turbocharged 6-cylinder engine. Single cylinder engine tests showed extension of the lean ignition limit which enabled an efficiency improvement of 0.2% while meeting emission regulations. The tests conducted in the 6-cylinder engine showed highly improved ignition stability.

Laser Ignition↗

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 OSTI2020

The Ignition and Growth Concept: The πSURF Perspective. Preliminary document

The ignition and growth reactive burn models used in the most generally-used hydrocodes (Pagosa, CTH, ALE3D, etc.) originate from the same basic idea: reactive burn results from distinct contributions from ignition of hot-spots and growth of reaction (deflagration) from the hot spots. We focus here on reviewing the development of the scaling relationship from the SURF perspective, and we emphasize that we are reviewing the ideas of Menikoff and Shaw from our own perspective in the context of developing the pSURF model.

42 ENGINEERING↗