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At least 793 records · Page 44
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Optimal Uses of Magnetic Fields for Indirect-Drive Inertial Fusion

This project explored how applied magnetic fields can improve inertial confinement fusion (ICF), specifically the indirect-drive approach that uses a hohlraum. This has been proposed for several decades as potentially beneficial, due to thermal insulation (reduced losses) from the imploded hotspot. We performed the most advanced radiation-magneto-hydrodynamic modeling to date of magnetized ICF designs in the ignition regime. We found that adding technologically feasible fields up to 60 – 70 Tesla could increase the fusion yield of current igniting designs for the National Ignition Facility (NIF) by up to 8x. Also, simulations show that in certain cases relatively small fields of 3 – 5 Tesla could double the yield, and be implemented at much lower cost. Early work on re-optimizing NIF designs with magnetic fields, namely by using a thicker ablator with more mass remaining, could increase the yield of a sub-ignition target by 18x and bring it into the ignition regime. A separate benefit of magnetization besides reduced thermal loss is reduced hydrodynamic instability. Modeling work under this project shows this could be significant, though early experiments at NIF and the Omega Laser proved inconclusive. We designed and proposed an improved NIF experiment on magnetized mix, based on a large-amplitude imposed perturbation. The project also supported basic physics research into magnetized laser-plasma interactions, namely cross-beam energy transfer, both with experiments at Omega and theory / modeling.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2025

NewLife Nuclear - An Environmentally and Economically Minded Solution for Fusion Energy Waste Handling

Energy demand is rising as a result of innovative and increasingly more energy intensive processes coming to fruition, particularly through the recent interest in the development of AI data centers as well as manufacturing with the push towards increasing domestic manufacturing interest. Fusion energy can provide virtually limitless energy to support this increase in energy demand. Fusion energy concepts, largely classified as magnetic fusion energy (MFE) and inertial fusion energy (IFE) are being pursued, each having unique challenges to overcome before the successful deployment of electricity to the grid. Achieving fusion ignition on the National Ignition Facility, first in December 2022, and eight times since, has demonstrated the scientific viability of the IFE approach. Meanwhile, MFE test stands continue to improve confinement times, making meaningful strides in progressing towards experimental scientific viability. In each of these approaches, an emphasis is placed on generating more power out of the system than what is required to power the system. An under-researched area applicable to both IFE and MFE is handling activated waste coming out of fusion energy systems, both in the course of normal daily operations, as well as in intermittent periods as structural materials may need to be replaced. In the context of an IFE plant system, commonly discussed plant designs suggest targets are ignited within a chamber at a rate of up to one million targets per day. Between each shot, the chamber housing the ignition event will clear a portion of the chamber – resulting in a mixture of vaporized target gas, target debris, and other materials being expelled from the chamber [source]. Additionally, IFE system concepts typically discuss the modularization of plant designs, which are expected to be replaced periodically as the components degrade over time. This would result in the irradiated chamber structure materials, likely metals and alloys, needing to be removed and safely stored. In MFE plant systems, while targets are not ignited at a repetition rate with the frequent chamber clearing as is expected in IFE plant systems, it is anticipated that portions of the confinement area interfacing with the hot plasma will need to be replaced periodically. In each system, without additional investment and research into alternative processing and recycling methods, the result is storing irradiated materials, and other elements in a safe containment area until they are no longer activated. – resulting in significant waste both economic and environmental.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Simple Autoignition Model for the Derived Cetane Number of Oxygenated Compounds and Fuel Blends

A simple four-step autoignition model was used to derive an expression for the ignition delay and derived cetane number (DCN) measured by ignition quality testers (IQT) for oxygenated compounds and blends as a function of each compound’s global initiation and net chain branching rate constants. Expressions for these values were determined assuming they could be related to the functional groups present in a given compound. Measurements for 124 compounds and 94 binary and ternary blends, gathered from the literature and performed at UW-Madison, were used to obtain the explicit dependence of the measured ignition delay on each functional group. The new model was able to successfully describe the ignition behavior of both the compounds and blends, with an average DCN error of 5.0 (22%) and 3.5 (15%), respectively. Additionally, the blend model could naturally be modified into a mixing rule by incorporating existing IQT ignition delay data for each compound. Use of the mixing rule was found to offer improvements over the full prediction, with an average DCN error of 3.2 (14%).

09 BIOMASS FUELS↗
DOE OSTI2022

Simple Autoignition Model for the Derived Cetane Number of Oxygenated Compounds and Fuel Blends

A four-step autoignition model was used to derive an expression for the ignition delay and derived cetane number (DCN) measured by ignition quality testers (IQT) for oxygenated compounds and blends as a function of each compound’s global initiation and net chain branching rate constants. Expressions for these values were determined assuming they could be related to the functional groups present in a compound. Measurements for 124 compounds and 94 binary and ternary blends, gathered from the literature and performed at UW-Madison, were used to obtain the dependence of the measured ignition delay on each functional group. The new model was able to describe the ignition behavior of both the compounds and blends, with an average DCN error of 5.0 (22%) and 3.5 (15%), respectively. Additionally, the blend model was transformed into a mixing rule by incorporating existing IQT ignition delay data for each compound. Use of the mixing rule was found to offer improvements over the full prediction, with an average DCN error of 3.2 (14%).

Witkowski, Dustin↗
DOE OSTI2025

Approach for High Methanol Substitution by Energy with Conventional and Bio Pilot Fuels

Green methanol is emerging as a promising route to decarbonize the commercial marine industry. However, methanol is not a drop-in fuel in the compression ignition engines that dominate the marine industry because it is difficult to ignite due to its low cetane number and high latent heat of vaporization. The most straight-forward way to use methanol in the compression ignition engines is to premix the methanol, such as with port fuel injection during the intake stroke, and igniting the methanol with a diesel pilot injection. Because diesel fuel is still used in this strategy, it does not fully displace the petroleum diesel fuel. To completely displace the petroleum-derived diesel fuel, this investigation presents experimental results comparing diesel and biodiesel pilot ignition in a dual-fuel strategy with methanol in a marine-variant of a Cat® C18 18 L engine with a 145 mm bore. Engine performance and emissions characteristics are presented that include effects of diesel vs. biodiesel across a series of fuel injection timing and other operating parameters, including intake manifold pressure and engine load. Results presented include in-cylinder pressure and combustion-related findings about heat release, methanol fuel energy substitution rates greater than 75% from 1 to 18 bar BMEP on a single cylinder engine at 1800 RPM. Criteria pollutants including particulate matter, NOx (NO and NO2), unburned fuel, and formaldehyde, as well as the overall BSFC and FSN of the combustion process relative to the baseline diesel operation.

Splitter, Derek [ORNL] (ORCID:0000000174044047)↗
DOE OSTI2021

An experimental and detailed kinetic modeling study of the pyrolysis and oxidation of allene and propyne over a wide range of conditions

Allene and propyne are important intermediates in the pyrolysis and oxidation of higher hydrocarbon fuels, and they are also a major source of propargyl radical formation, which can recombine into different C 6 H 6 isomers and finally produce soot. In a prior work (Panigrahy et al., “A comprehensive experimental and improved kinetic modeling study on the pyrolysis and oxidation of propyne”, Proc. Combust. Inst 38 (2021)), the pyrolysis, ignition , and laminar flame speed of propyne were investigated. To understand the kinetic features of initial fuel breakdown and oxidation of the two C 3 H 4 isomers, new measurements for allene pyrolysis and oxidation are conducted in the present paper at the same operating conditions as those studied previously for propyne. Ignition delay times of allene are measured using a high-pressure shock tube and a heated twin-opposed piston rapid compression machine in the temperature range 690– 1450 K at equivalence ratios of 0.5, 1.0 and 2.0 in ‘air’, and at pressures of 10 and 30 bar. Pyrolysis species measurements of allene and propyne are also performed using a gas chromatography integrated singlepulse shock tube in the temperature range 1000–1700 K at pressure of 2 and 5 bar. Furthermore, laminar flame speeds of allene are measured at elevated gas temperatures of 373 K at pressures of 1 and 2 bar for a wide range of equivalence ratios from 0.6 to 1.5. A newly updated kinetic mechanism developed for this study is the first model that can well reproduce all of the experimental results for both allene and propyne. It is observed that in the pyrolysis process, allene dissociates faster than propyne. Both isomers exhibit similar ignition delay times at high temperatures (>1000 K), while, at intermediate temperatures (770–1000 K) propyne is the faster to ignite, and at lower temperatures (< 770 K) allene becomes more reactive. Furthermore, laminar flame speeds for propyne are found to be slightly faster than those for allene under the conditions studied in this work

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2021

Preheating and premixing effects on NO x emissions in a high-pressure axially staged combustor

NO x emissions remain a primary concern for modern and future gas turbines, particularly as we progress towards a net-zero carbon future. It is critical to identify novel strategies to mitigate environmental pollutants for both modern turbines operated on natural gas and future turbines projected to use carbon-free fuels (such as hydrogen). In the current study, NO x emissions of a reacting methane-air jet in a vitiated crossflow are experimentally investigated in a model axially staged combustor at 5 atm. The combustion products from the main stage combustor flow into the axial stage at temperatures ranging from 1580 to 1650 °C. The axial stage contains a reacting jet in crossflow, which provides an overall temperature rise ranging from 50 to 220 °C to generate exit temperatures similar to gas turbine engines. The focus of this paper is to explore the effects of flame liftoff and ignition timescales on the NO x contribution of this secondary jet. This is done by varying the premixed level and preheat temperature of the axial jet. The effects are explored at different momentum flux ratios (J), jet equivalence ratios (φ jet ), exit temperatures (T exit ), and main stage (headend) temperatures (T HE ). High-speed CH* chemiluminescence imaging is employed for each test case to determine the flame stabilization point. For a given temperature rise and combustor exit temperature, an increase in ignition delay was observed with a decrease in jet temperature. This provided a NO x benefit, particularly for jets that are injected at or close to an ignitable mixture fraction. Similarly, the coaxial injector caused a significant ignition delay compared to the fully premixed injector; this also led to a NO x benefit. Overall, the results show that a thermally driven delay in the axial stage provides a greater NO x reduction than a mixing delay.

03 NATURAL GAS↗
DOE OSTI2022

Effects of non-thermal termolecular reactions on detonation development in hydrogen (H 2 )/methane (CH 4 ) - air mixtures

The binary fuel blend of H 2 /CH 4 is one of the most promising hydrogen-enriched hydrocarbon fuels in spark-ignition (SI) engines. Yet, the undesirable phenomenon of super-knock, which can severely and in-stantaneously damage an SI engine, limits its widespread adoption. Moreover, there is still a lack of con-sensus on the precise mechanism by which this phenomenon occurs i.e. via flame acceleration or spon-taneous ignition, despite numerous previous investigations. At the same time, recent studies [M. P. Burke, S. J. Klippenstein, Nat. Chem. 9 (2017) 1078 -1082, Y. Tao, A. W. Jasper, Y. Georgievskii, S. J. Klippenstein, R. Sivaramakrishnan, Proc. Combust. Inst. 38 (2021) 515-522] have demonstrated a high probability of occurrence of non-thermal reactions in premixed flames of such H 2 /CH 4 fuel blends with air due to the presence of non-trivial amounts of highly reactive radicals including H, O and OH apart from O 2 . The present study focuses on the evolution of an initial deflagration front to a detonation wave in H 2 /CH 4 - air mixtures under SI engine relevant conditions through fully resolved, constant volume 1D simulations with and without non-thermal reactivity. Non-thermal reactions were included in the macroscopic kinetics model as chemically termolecular reactions facilitated by the H + CH 3 and H + OH radical-radical recombination and the H + O 2 radical-molecule association reactions. Further, the nonthermal reactions result in a corresponding decrease in the reaction fluxes of the incipient recombination/association reactions. Therefore, an additional set of simulations were performed by applying corrections to the respective incipient recombination/association rate constants using the methodology demonstrated by Tao et al. [Y. Tao, A. W. Jasper, Y. Georgievskii, S. J. Klippenstein, R. Sivaramakrishnan, Proc. Combust. Inst. 38 (2021) 515-522]. Compared to the baseline case, the onset of spontaneous ignition in the end-gas region was observed to be delayed in the presence of non-thermal termolecular reactions. Concurrently, the developing detonation was observed to be significantly stronger. In contrast, applying corrections to the recombi-nation/association rate constants resulted in a completely different behavior. Specifically, detonation was observed to occur due to self acceleration of the primary flame in the absence of spontaneous ignition in the end-gas region. Sensitivity analysis was performed to quantify the effects of non-thermal reactions on the duration of heat release rate and thereby the mechanism of detonation formation. In addition, chemical explosive mode analysis (CEMA) was performed to identify the dominant species/reactions re-sponsible for the observed results.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2023

Evolution of titanium particle combustion in potassium perchlorate and air

Understanding titanium particle combustion processes is critical not only for characterizing existing pyrotechnic systems but also for creating new igniter designs. In order to characterize titanium particle combustion processes, morphologies, and temperatures, simultaneous spatially-resolved electric field holography and imaging pyrometry techniques were used to capture post-ignition data at up to 7 kHz. Due to the phase and thermal distortions present in the combustion cloud, traditional digital in-line holography techniques fail to capture accurate data. Here in this work, electric field holography techniques are used in order to cancel distortions and capture the three-dimensional spatial locations and diameters of the particles. In order to estimate the projected surface temperatures of the titanium particles, an imaging pyrometry method that ratios emission at 750 and 850 nm is utilized. Using these diagnostics, joint statistics are collected for particle size, morphology, velocity, and temperature. Results show that, early in the combustion process, the titanium particles are primarily oxidized by potassium perchlorate inside the igniter cup, resulting in projected surface temperatures near 3000 K. Later in the process, the particles interact with ambient air, resulting in lower surface temperatures around 2400 K and the formation of flame zones. These results are consistent with adiabatic flame temperature predictions as well as particle morphology observations of a titanium core with a TiO 2 surface. Late stage particle expansion, star fragmentation, and molten droplet breakup events are also observed using the time-resolved morphology and temperature diagnostics. These results illustrate the different stages of titanium particle combustion in pyrotechnic environments, which can be used to inform improvements in next-generation igniters.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2020

An improved detailed chemical kinetic model for C3-C4 linear and iso-alcohols and their blends with gasoline at engine-relevant conditions

Propanol and butanol isomers have received significant research attention as promising fuel additives or neat biofuels. Robust chemical kinetic models are needed that can provide accurate and efficient predictions of combustion performance across a wide range of engine relevant conditions. Herein, this study seeks to improve the understanding of ignition and combustion behavior of pure C3-C4 linear and iso-alcohols, and their blends with gasoline at engine-relevant conditions. In this work, a kinetic model with improved thermochemistry and reaction kinetics was developed based on recent theoretical calculations of H-atom abstraction and peroxy radical reaction rates. Kinetic model validations are reported, and the current model reproduces the ignition delay times of the C3 and C4 alcohols well. Variations in reactivity over a wide range of temperatures and other operating conditions are also well predicted by the current model. Recent ignition delay time measurements from a rapid compression machine of neat iso-propanol and iso-butanol [Cheng et al., Proc. Combust Inst. (2020)] and blends with a research grade gasoline [Goldsborough et al., Proc. Combust Inst. (2020)] at elevated pressure (20–40 bar) and intermediate temperatures (780–950 K) were used to demonstrate the accuracy of the current kinetic model at conditions relevant to boosted spark-ignition engines. The effects of alcohol blending with gasoline on the autoignition behavior are discussed. The current model captures the suppression of reactivity in the low-temperature and negative-temperature-coefficient (NTC) region when either isopropanol and isobutanol are added to a research grade gasoline. Sensitivity and reaction flux analysis were performed to provide insights into the relevant fuel chemistry of the C3-C4 alcohols.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2023

First large capsule implosions in a frustum-shaped hohlraum

Here, we report on the first indirect-drive implosions driven by a dual conical frustum-shaped hohlraum denoted “frustraum” and the experimental tuning campaigns leading up to two layered implosions. The campaign used 1.2 and 1.4 mm inner radius high density carbon (HDC) capsules and represented the largest HDC capsules to be imploded on the National Ignition Facility via indirect drive. Several techniques were successfully implemented to control the Legendre mode 2 capsule symmetry of the implosions, including changing the wall angle of the frustraum, which is not possible with cylindrical hohlraums. A mode 4 feature was observed and its implications for hotspot mix discussed. Two layered implosions were conducted with 1.2 mm inner radius capsules, the latter of which achieved the highest layered capsule absorbed energy on the National Ignition Facility using only 1.74 MJ of laser energy. The layered implosion results, along with generalized Lawson parameters, suggest that increasing the energy absorbed by the capsule at the expense of long coast times makes it more challenging to achieve ignition and that further reducing coast time (time between end of laser pulse and bang time) closer to the 1 ns level is warranted to improve the areal density and make it easier to achieve the hotspot temperature, alpha heating, and yield amplification required for ignition.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2020

Preparations for a European R&D roadmap for an inertial fusion demo reactor

A European consortium of 15 laboratories across nine nations have worked together under the EUROFusion Enabling Research grants for the past decade with three principle objectives. These are: (a) investigating obstacles to ignition on megaJoule-class laser facilities; (b) investigating novel alternative approaches to ignition, including basic studies for fast ignition (both electron and ion-driven), auxiliary heating, shock ignition, etc.; and (c) developing technologies that will be required in the future for a fusion reactor. This paperr presents a brief overview of these activities, along with new calculations relates the concept of auxiliary heating of inertial fusion targets, and provides possible future directions of research and development for the updated European Roadmap that is due at the end of 2020. This article is part of a discussion meeting issue ‘Prospects for high gain inertial fusion energy (part 2)’.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2021

A Transported Livengood–Wu Integral Model for Knock Prediction in Computational Fluid Dynamics Simulation

This work describes the development of a transported Livengood–Wu (L–W) integral model for computational fluid dynamics (CFD) simulation to predict autoignition and engine knock tendency. The currently employed L–W integral model considers both single-stage and two-stage ignition processes, thus can be generally applied to different fuels such as paraffin, olefin, aromatics, and alcohol. The model implementation is first validated in simulations of homogeneous charge compression ignition (HCCI) combustion for three different fuels, showing good accuracy in prediction of autoignition timing for fuels with either single-stage or two-stage ignition characteristics. Then, the L–W integral model is coupled with G-equation model to indicate end-gas autoignition and knock tendency in CFD simulations of a direct-injection spark-ignition engine. This modeling approach is about 10 times more efficient than the ones that based on detailed chemistry calculation and pressure oscillation analysis. Two fuels with same Research Octane Number (RON) but different octane sensitivity are studied, namely, Co-Optima alkylate and Co-Optima E30. Feed-forward neural network model in conjunction with multivariable minimization technique is used to generate fuel surrogates with targets of matched RON, octane sensitivity, and ethanol content. The CFD model is validated against experimental data in terms of pressure traces and heat release rate for both fuels under a wide range of operating conditions. The knock tendency—indicated by the fuel energy contained in the autoignited region—of the two fuels at different load conditions correlates well with the experimental results and the fuel octane sensitivity, implying the current knock modeling approach can capture the octane sensitivity effect and can be applied to further investigation on composition of octane sensitivity.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Performance of direct injected propane and gasoline in a high stroke-to-bore ratio SI engine: Pathways to diesel efficiency parity with ultra low soot

This work explores pathways to achieve diesel-like, high-efficiency combustion with stoichiometric 3-way catalyst compatible combustion in a single-cylinder spark ignition (SI) research engine. A unique high stroke-to-bore engine design (1.5:1) with cooled exhaust gas recirculation (EGR) and high compression ratio ( r c ) was used to improve engine efficiency by up to 30% compared with a production turbocharged gasoline direct injection spark ignition engine. Engine experiments were conducted with both 91 RON E10 gasoline and liquified petroleum gas (LPG) (i.e. autogas) and were compared to legacy gasoline data on the production engine. Geometric compression ratio ( r c ) of 13.3:1 was used for both fuels with additional experiments at 16.8:1 for LPG only. Measurements of exhaust soot particle size and number concentrations were made with both fuels. Significant reduction in soot particles across the whole particle size range were achieved with LPG due to the elimination of in-cylinder liquid films. The effects of EGR, late intake valve closing (IVC) and fuel characteristics were investigated through their effects on efficiency, combustion stability and soot production. Results of 47% gross thermal efficiency, and 45% net thermal efficiency at stoichiometric engine operation, at up to 17 bar IMEP and 2000 r/min with 16.8:1 r c were achieved with LPG. Estimated brake efficiency values were compared to a contemporary medium duty diesel engine illustrating the benefits of the chosen path for achieving diesel efficiency parity.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

A Physical Metric for Inertial Confinement Fusion Capsules

The performance of fusion capsules on the National Ignition Facility (NIF) is strongly affected by the physical properties of the hot deuterium–tritium (DT) fuel, such as the mass, areal density, and pressure of the hot spot at the stagnation time. All of these critical quantities depend on one measured quantity, which is the ratio of the specific peak implosion energy to the specific internal energy of the hot spot. This unique physical quantity not only can measure the incremental progress of the inertial confinement fusion capsules towards ignition but also measures the conversion of the peak implosion kinetic energy of the pusher shell into the internal energy of the hot fuel in a capsule. Analysis of existing NIF shots to date are performed. The ratio metric is compared quantitatively with the ignition criterion. Results provide new perspectives on the NIF experiments by which the performance of the burning plasma can be determined and controlled through the fine tune of the implosion parameters, which improves future designs and predictions of the ignition capsules.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2023

Examination of a Methane/Diesel RCCI Engine Using Pele: Preprint

Multi-fuel, advanced injection strategies have become increasingly promising as a strategy to mitigate the emissions generated from internal combustion engines. By carefully controlling the combustion phasing in-cylinder, these new multi-pulse, multi-fuel injection strategies are able to burn in the low-temperature combustion regime where both NOx and soot are not readily produced, reducing the need for extensive exhaust gas recirculation systems. In this study, we examine a reactivity-controlled compression ignition (RCCI) strategy that uses an early pre-filled methane-air mixture with low turbulence background as the low-reactivity fuel and a direct injection of four discrete dodecane jets as a surrogate for the high-reactivity diesel fuel. We use the Pele software suite, a highly optimized, exascale-ready, adaptive mesh refinement codebase to perform high-resolution numerical simulations of a scaled down, single cylinder from the RCCI engine. Here, we resolve the ignition kernels down to micrometer scales and present several statistical quantities evaluating the development of the flow and detailing the onset of ignition and subsequent flame development. Particular attention is paid to the conditions surrounding the onset of the first ignition kernels and discussing what led to the development of those conditions.

CFD↗
DOE OSTI2025

An iterative dynamic chemical stiffness removal method for reacting flow simulations

Abstract An iterative dynamic chemical stiffness removal method (IDCSR) based on quasi-steady-state approximation (QSSA) is proposed. The IDCSR method is built on a previously developed non-iterative method which has proved to work well for small timestep sizes. A novel iterative procedure is designed in IDCSR to enable explicit time integration of stiff chemistry at relatively large timestep sizes relevant to practical reacting flow simulations. The effectiveness of the iterative procedure is first demonstrated with a toy problem and homogeneous auto-ignition with fixed integration step sizes, showing that larger timestep sizes can be allowed for explicit time integration using IDCSR compared with the previous non-iterative method. IDCSR is then compared with existing explicit chemistry solvers for simulations of homogeneous auto-ignition and shows similar or lower computational cost but significantly higher accuracy across a wide range of timestep sizes. IDCSR is further combined with an automatic adaptive time-stepping scheme for simulations of 0-D homogeneous auto-ignition and a 2-D laminar lifted n -dodecane jet flame. For the 0-D auto-ignition simulations, IDCSR is shown to reduce both the error (by 43%–90%) and computational cost (by 6–15 times) compared with existing explicit solvers, while achieving speed-up factors of up to 400 compared with VODE for a wide range of timestep sizes and reaction mechanisms. For the 2-D jet flame simulations, speed-up factors of 15 and 31 for chemistry integration, and 5 and 9 for overall simulation, are achieved by IDCSR compared with CVODE with and without analytic Jacobian, respectively.

Xu, Chao (ORCID:0000000153074159)↗