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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.

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At least 91 records · Page 5
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Microstructure Alignment Effects from Engineered Cooling during Additive Manufacturing of Alnico Magnets from Prealloyed Powder

Alnico is a rare-earth free; permanent magnet (PM) which maintains its saturation magnetization while at temperatures up to 550°C but lacks the coercivity and energy product needed for a wide range of demanding applications. With an optimal set of processing and manufacturing techniques, Alnico could replace Dy-free Nd-Fe-B magnets in certain applications if the microstructure is textured in a $\langle$001$\rangle$ direction. Additive manufacturing (AM) of near-net-shape magnets may provide such texture. To investigate the possibility, directed-energy deposition (DED) in conjunction with an actively cooled substrate was used to build samples with a compositionally modified, gas-atomized, Alnico 8 alloy. The resulting samples were solutionized and quenched, followed by magnetic annealing and a heat treatment. Magnetic properties and microstructures are compared to previous work.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Developing Methods to Assess Changes in Mechanical Properties of Shale Modified by Engineered Mineral Precipitation

Fractures in subsurface shale formations serve multiple purposes, for example, in the recovery of resources in hydraulic fracturing or as potential harmful leakage passages through caprocks that may contribute undesired fluids to the atmosphere or functional groundwater aquifers. A proposed method to seal or influence fracture properties is Ureolysis-Induced Calcium Carbonate Precipitation (UICP), a bio-mineralization technology driven by the enzymatic hydrolysis of urea, resulting in the formation of calcium carbonate. The resulting calcium carbonate can bridge the gaps in fractured shale and reduce fluid flow through fractures. This study represents the first step toward determining the influence of UICP treatment on shale material and its subsequent mechanical strength properties. The goal of this preliminary work is twofold: first, we aim to identify a method to test tensile strength along a core axis and second, we seek to assess the effect of temperature on the tensile strength of intact, unfractured shale cores (2.54 cm (1 in) diameter, 5.08 cm (2 in) long for comparison with future fractured and UICP-treated cores. A modified Brazilian indirect tensile strength test successfully measured splitting tensile strength of shale cores from Eagle Ford and Wolfcamp formations at room temperature and 60°C.

clastic rock↗
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 OSTI2023

Cyber-Informed Engineering Implementation Guide

This Implementation Guide describes the principles of Cyber-Informed Engineering (CIE) and outlines questions that engineering teams should consider during each phase of a system’s lifecycle to effectively employ these principles. It describes what it means to engineer systems in a cyber-informed way, rather than offering a comprehensive, step-by-step process or procedure for CIE implementation. This guide complements—but does not replace—the application of cybersecurity standards or practices currently in place within an organization. Engineers and technicians that design critical energy infrastructure installations can use this Implementation Guide to integrate the 12 principles of CIE into each phase of the engineering lifecycle, from concept to retirement. The guide is aimed at system or design engineers, rather than software engineers or operational cybersecurity practitioners. The engineers who design, build, operate, and maintain the physical infrastructure are best positioned to leverage a system’s engineering design to diminish the severity of cyber attacks or digital technology failures. CIE expands cybersecurity decisions into the engineering space, not by asking engineers to become cyber experts, but by calling on engineers to apply engineering tools and make engineering decisions that improve cybersecurity outcomes. CIE examines the engineering consequences that a sophisticated cyber attacker could achieve and drives engineering changes that may provide deterministic mitigations to limit or eliminate those consequences.

42 ENGINEERING↗
DOE OSTI2023

Cyber-Informed Engineering Implementation Guide: Version 1.0 [Slides]

This Implementation Guide describes the principles of Cyber-Informed Engineering (CIE) and outlines questions that engineering teams should consider during each phase of a system's lifecycle to effectively employ these principles. It describes what it means to engineer systems in a cyber-informed way, rather than offering a comprehensive, step-by-step process or procedure for CIE implementation. This guide complements - but does not replace - the application of cybersecurity standards or practices currently in place within an organization. Engineers and technicians that design critical energy infrastructure installations can use this Implementation Guide to integrate the 12 principles of CIE into each phase of the engineering lifecycle, from concept to retirement. The guide is aimed at system or design engineers, rather than software engineers or operational cybersecurity practitioners. The engineers who design, build, operate, and maintain the physical infrastructure are best positioned to leverage a system's engineering design to diminish the severity of cyber attacks or digital technology failures. CIE expands cybersecurity decisions into the engineering space, not by asking engineers to become cyber experts, but by calling on engineers to apply engineering tools and make engineering decisions that improve cybersecurity outcomes. CIE examines the engineering consequences that a sophisticated cyber attacker could achieve and drives engineering changes that may provide deterministic mitigations to limit or eliminate those consequences.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2023

Cyber-Informed Engineering Principles: What’s in it for me?

CIE is an emerging method to integrate cybersecurity considerations into the conception, design, development, and operation of any physical system that has digital connectivity, monitoring, or control. CIE complements—but does not replace—the application of cybersecurity standards or practices currently in place within an organization. Rather, it expands cybersecurity decisions into the engineering space, not by asking engineers to become cyber experts, but by calling on engineers to apply engineering tools and make engineering decisions that improve cybersecurity outcomes. CIE examines the engineering consequences that a sophisticated cyber attacker could achieve, and drives engineering changes that may provide deterministic mitigations to limit or eliminate those consequences. Engineers and technicians that design critical energy infrastructure installations can integrate the 12 principles of CIE into each phase of the engineering lifecycle, from concept to retirement. These principles are aimed at system or design engineers, operators, and technicians, rather than software engineers or operational cybersecurity practitioners, because the engineers who design, build, operate, and maintain the physical infrastructure are best positioned to leverage a system’s engineering design to diminish the severity of cyber attacks or digital technology failures. This approach creates new opportunities for engineering teams—and not just cybersecurity teams—to secure the system using the physics and mechanics of engineering controls—not just digital monitoring and controls.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2025

Design and Demonstration of a NH3-Fueled Two-Stroke Uniflow Engine for Greenhouse Gas Reduction

The maritime shipping industry is growing increasingly interested in both low and non-carbon-containing fuels to meet future greenhouse gas emission targets. Specifically of interest is ammonia, as it has a relatively high volumetric energy density compared to other future fuels, such as hydrogen, making it more economical to transport. The robust engine architecture of low-speed two-stroke marine engines makes them an ideal candidate for ammonia fuel, overcoming many of the issues surrounding its poor ignitability and low flame speed. If emissions and fueling system challenges can be addressed, retrofits of current low-speed two-stroke dual-fuel engines represent a viable pathway for bringing ammonia engines to market. This study explores these technical hurdles by describing the design, analysis, and experimental validation of a single cylinder research engine converted to operate on ammonia fuel. The engine is a reduced-scale uniflow two-stroke marine engine with two previous hardware configurations available – diesel and high-pressure CNG dual-fuel. A concept study was used to evaluate possible ammonia-fueled engine architectures and the associated tradeoffs and design considerations. With the chosen architecture, low-pressure dual fuel, 1D and 3D analysis tools were used to inform hardware selection and to determine hardware configurations which minimized ammonia-slip. In addition to these considerations the hardware and engine configuration were designed to provide a versatile and robust testing platform. This includes options to test both gaseous and liquid ammonia injection, as well as a wide range of performance parameters such as AFR, swirl, valve timing, SOI, and many others. Design constraints imposed by the existing engine hardware necessitated an iterative loop between design and analysis toolsets, ultimately converging on a final design for the ammonia-conversion hardware. The engine was rebuilt with the new hardware and evaluated in an engine test cell. A new control strategy developed and flashed onto a prototyping electronic control unit allowed for full control over all engine parameters. An initial calibration was developed, providing test data for validation of the engine 1D and 3D models. The impact of the design choices on engine operability and the ability to meet program targets is discussed as well as opportunities for further optimization of the ammonia-conversion hardware, informed by the validated models.

Kaul, Brian [ORNL] (ORCID:0000000184813620)↗
DOE OSTI2023

Engineering Computational Practices (Rev. 1)

This manual will attempt to motivate the use of an automated build system for the purposes of computational science and engineering. As part of this motivation, the surrounding computational practices of version control, documen tation, compute environment management, and regression testing will also be addressed as applied to the practice of computational engineering. Specifically, this manual intends to motivate the adoption of these traditional software engineering practices for use in research and production engineering simulation projects. This manual is not the first such effort in the greater scientific computing community. In fact, the authors relied heavily on the lesson plans of the Software Carpentry, established to teach computing skills to researchers in 1998. As the intention for this manual is to lay out fundamental practices of engineering computing, it will not attempt to fully teach the underlying concepts and will instead reference the well designed lesson plans of the Software Carpentry. Where possible, this manual will explain to general computing practices and concepts and limit discussion of specific software implementations to examples or vehicles for practice in concrete application. The specific software taught by the Software Carpentry curriculum is an excellent starting point to learn the core concepts of computational engi neering. However, the authors have found that applications to engineering simulation and analysis require translation of these software development concepts into the language and workflows of computational engineers. Adopting these computational tools may require engineers to re-imagine their workflows in some combination of traditional engineer ing and software concepts. It has also been necessary to extend existing software build systems for engineering practices beyond the simple wrap ping of engineering software execution. Where necessary, examples of specific software and their method of extension to engineering simulations will be given, with reference to the User Manual for recommended practical use. Where this manual relies on specific implementation examples, it should be understood that the practicing engineer may find that different software is more amenable to their specific work. It is always the overall collection of computational practices is more important than any specific software implementation. The ability to recognize which concepts are implemented by a software package will make a practicing engineer agile to changing project needs, computing resources, numeric solvers, programming languages, and even available funding.

42 ENGINEERING↗
DOE OSTI2022

Coupling a Lagrangian–Eulerian Spark-Ignition (LESI) model with LES combustion models for engine simulations

In the United States transportation sector, Light-Duty Vehicles (LDVs) are the largest energy consumers and CO 2 emitters. Electrification of LDVs is posed as a potential solution, but SI engines can still contribute to decarbonization. Car manufacturers have turned to unconventional engine operation to increase the efficiency of Spark-Ignition (SI) engines and reduce the carbon emissions of their fleets. Dilute, lean, and stratified-charge engine operation has the potential for engine efficiency improvements at the expense of increased cyclic variability and combustion instability. At such demanding engine conditions, the spark ignition event is key for flame initiation and propagation and for enhanced combustion stability. Reliable and accurate spark ignition models can help design ignition systems that reduce cyclic variability. Multiple computational spark-ignition models exist that perform well under conventional conditions, but the underlying physics needs to be expanded, for unconventional engine operation. In this paper, a hybrid Lagrangian–Eulerian Spark-Ignition (LESI) model is coupled with different turbulent flame propagation models for engine simulations. LESI relies on Lagrangian arc tracking and Eulerian energy deposition. The LESI model is coupled with the Well-Stirred Reactor (WSR), Thickened Flame Model (TFM), and g-equation model and used to simulate several cycles of a Direct-Injection Spark-Ignition (DISI) engine using a commercial Computational Fluid Dynamics (CFD) engine solver. The results showcase the successful coupling of LESI with the combustion models. Global engine metrics, such as pressure and Apparent Heat Release Rate (AHRR), for each simulation setup are compared to experimental engine results, for validation. In addition, results highlight the successful prediction of spark channel movement by comparing simulation images to experimental optical engine images. Finally, the successful coupling of LESI to combustion models, making it a usable model in the engine modeling community, is emphasized and future development details are discussed.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Experimental study of airpath electrification in an opposed-piston two stroke (OP2S) engine architecture

The opposed-piston two stroke (OP2S) engine shows potential as an alternative engine architecture to the conventional four stroke engine due to its high-power density, thermal efficiency, and versatile airpath management system. Since the pistons of a two-stroke engine do not pump the air into and out of the cylinder like in a four-stroke engine, the selection of the air induction devices and airpath actuators becomes critical to optimize engine performance. Both the pumping losses and the in-cylinder combustion process can be affected by the scavenging process in a two-stroke engine. Therefore, this study compares two different airpath configurations for the same family of OP2S engines and investigates performance metrics like scavenging control, pumping work, net indicated and brake efficiencies, and engine-out emissions associated with each airpath. Data was collected on a 3.2 L, two-cylinder OP2S engine with an electrically assisted turbocharger (EAT) and a 4.9 L displacement, three-cylinder engine with a variable geometry turbocharger (VGT) and a supercharger. The experiments consisted of speed and load sweeps for both engines at the same operating conditions to compare scavenge control in both architectures. For the three-cylinder layout, the SE sweep range was much higher, and the intake pressure could be independently varied with air flowrate, thus providing more flexibility for scavenging control. The supercharger and the VGT usage was optimized based on its efficiency map and thus, this layout had lower pumping losses compared to the EAT. The two-cylinder engine had a higher overall SE as compared to the three-cylinder engine, but the intake pressure and air flowrate could not be decoupled, leading to over scavenging and increased short circuiting of fresh charge into the exhaust.

Bhatt, Ankur [Clemson University, Clemson, SC, USA↗
DOE OSTI2022

MODELING AND PARAMETRIC STUDY OF END-GAS AUTOIGNITION TO ALLOW THE REALIZATION OF ULTRA-LOW EMISSIONS, HIGH-EFFICIENCY HEAVY-DUTY SPARK-IGNITED NATURAL GAS ENGINES

Engine knock and misfire are barriers to pathways leading to high-efficiency Spark-Ignited (SI) Natural Gas (NG) engines. The general tendency to knock is highly dependent on engine operating conditions and the fuel reactivity. The problem is further complicated by the low emission limits and the wide range of chemical reactivity in pipeline-quality natural gas. Depending on the region and the source of the natural gas, its reactivity, described by its Methane Number (MN), which is analogous to the Octane Number for liquid SI fuels, can span from 65 to 95. In order to realize diesel-like efficiencies, SI NG engines must be designed to operate at high Brake Mean Effective Pressures (BMEP), near or beyond knock limits, over a wide range of fuel reactivity. This requires a deep understanding of the combustion-engine interactions pertaining to flame propagation and End-Gas Autoignition (EGAI), i.e., the autoignition of the unburned gas (end gas) ahead of the flame front. However, EGAI, if controlled, provides an opportunity to increase SI NG engine efficiency by increasing the combustion rate and the total fraction of burned fuel, mitigating the effects of the slow flame speeds characteristic of natural gas fuels, which generally reduce BMEP and increase unburned hydrocarbon emissions. For this reason, to realize diesel-like efficiencies and ultra-low emissions on SI NG engines, this work proposes the study of the main parameters influencing the modeling and prediction of NG EGAI to allow for its control. In this work, a novel EGAI detection and onset determination method was developed to reliably quantify EGAI for data analysis and engine control. The new method allowed the prediction of EGAI on SI NG engines without the need to use engine- and operating-condition-dependent thresholds and reduced the error in quantifying the fraction of the total energy released by the EGAI event by up to 40%pts. One- and three-dimensional engine models were then developed to study the engine/fuel interactions that lead to NG EGAI and its performance benefits. These models, although having decent agreement with experimental data, showed the need to account for NOx chemistry when predicting NG EGAI due to a consistently later prediction of the EGAI onset (~1.65 crank-angle degrees) and thus, a new reduced chemical mechanism for real NG fuels was developed containing NOx chemistry. The new reduced mechanism improved the EGAI onset prediction agreement to within ±0.5 crank-angle degrees and decreased simulation time during combustion by nearly 50% when using the further reduced AREIS50NOx chemical mechanism. These models were then used to study the role of NG composition on EGAI, evaluate the engine/fuel interactions leading to NG EGAI, and perform engine optimization while leveraging EGAI to increase thermal efficiency. Piston design optimization combined with a Controlled EGAI (C-EGAI) combustion mode allowed a Heavy-Duty (HD) SI NG engine to operate at diesel-like efficiencies, i.e., Brake Thermal Efficiency (BTE) ≥44%. Experimental and modeling data analysis revealed that earlier and faster heat release increases combustion efficiency by an average of 1%pts, increases work transferred to the piston resulting in a decrease in exhaust losses by 50% depending on the engine operating condition while slightly increasing heat losses. Finally, the simulation results revealed an opportunity to further enhance the BTE (up to 50%) by enabling C-EGAI combustion at leaner conditions, λ=1.4-1.6.

Bestel, Diego Bernardi↗