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MEASUR - Manufacturing Energy Assessment Software for Utility Reduction

MEASUR your energy savings with the free DOE MEASUR software The Department of Energy (DOE), with Oak Ridge National Laboratory (ORNL), released version 1.0 of their energy efficiency software tool MEASUR (Manufacturing Energy Assessment Software for Utility Reduction). MEASUR has been available for several years as a beta version, being tested by industry experts and real users, and will continue to be updated and improved in the coming years. It is an integrated suite of tools to aid manufacturers in improving the efficiency of energy systems and equipment within a plant, including motors, pumps, fans, process heating, steam, and compressed air. Additionally, there are modules for wastewater energy analysis and to help perform energy treasure hunts. Several calculators are also included, allowing users to independently perform smaller calculations and analyses (such as estimating pump head, performing a fan traverse analysis, estimating waste heat recovery potential, and cataloging compressed air leaks). The MEASUR modules are based on previous DOE software tools that have been used by industry since the early 2000s (such as MotorMaster, AirMaster+, PSAT, PHAST, and FSAT). The original tools only ran on Windows operating systems, and by Windows 10, most of them were inoperable. DOE started their energy efficiency software tool revitalization effort in 2016, first with PSAT (for pumps), then began to integrate the other tools and expand their functionality and utility. The new MEASUR suite provides an extensively more user-friendly, modern, and versatile set of tools. All the assessment modules and most of the calculators have several visual components and graphs and detailed help text for every user input. To help reach international users, the tool utilizes Google translate and users can easily change unit systems, even converting existing user inputs if desired. The assessment files can be organized within the internal file system and easily shared to other users, regardless of their operating system. The entire suite is free, open-source, and can be downloaded on Windows, Mac, or Linux operating systems.

Accawi, Gina [Oak Ridge National Lab. (ORNL), Oak ↗

Propulsion System Design using a Dual 3-Phase PM Synchronous Reluctance Machine with X-Type Multi-Level GaN Inverter

— A propulsion system design is exhibited here that comprises of an X-type GaN power module based dual multi-level inverter and a PM Synchronous Reluctance motor. With the critical benefits of multi-level operation, namely low common mode EMI noise, low switching loss, low current Total Harmonic Distortion (THD), smoother torque and lower iron loss, this topology targets high system-level efficiency and high power density while using reduced rare earth (RE) elements in its motor. General Motors and Purdue University jointly designed and developed this 800V class, highly scalable traction drive that can deliver 200+ kW of power suitable for C-SUV to truck vehicle class. The 3-phase electric machine design utilizes dual winding with 6 terminals to work in line with the GaN X-type inverter, and results in a tractive solution that ensures higher machine efficiency while reducing cost and uncertainty related to use and availability of heavy rare earth/rare earth elements in its rotor.

MOMEN, FAIZUL [General Motors LLC, Detroit, MI (Un↗

Optimal Operation of a Hybrid Hydraulic Electric Architecture (HHEA) for Off-Road Vehicles Over Discrete Operating Decisions

Many off-highway machines including construction and agriculture equipment use hydraulics for power transmission and throttling as a means for control. Trends towards better efficiency and electrification have led to the creation of a novel Hybrid Hydraulic-Electric Architecture (HHEA) which could significantly reduce energy consumption and maintain control performance, even in machines that are too large to be directly electrified. This is achieved by using a set of common pressure rails to transmit the majority of power via power dense hydraulics and modulating the power with small electric motor-drives to achieve precise control. This paper proposes a computationally efficient method for computing the optimal sequence of pressure rail selections for the HHEA over finite drive cycles. This is useful for fairly comparing the novel architecture’s energy performance to existing architectures and for use in iterative optimal design of the architecture. The optimal control technique makes use of a static model of the architecture and losses. Constraints are enforced such that the drive cycle is repeatable. The constrained optimal operation is solved using a Lagrange multiplier technique that transforms the optimization into a small set of sub-problems by considering combinations of active constraints. Each of these sub-problems can be solved efficiently because loss calculations for all time steps can be computed in parallel. A case study of an off-road construction machine demon-strates that the HHEA reduces energy consumption by 2/3 compared to the baseline load sensing architecture.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

An electrified boom actuation system with energy regeneration capability driven by a novel electro-hydraulic unit

This paper presents a novel electrified solution for linear actuation systems, which has undergone a successful in-vehicle demonstration, marking a significant advancement in this field. Aligned with the growing trend towards electrification, this solution holds promise for a wide range of off-road applications. The showcased electrohydraulic actuation architecture enables efficient four-quadrant operation and incorporates energy recovery capabilities. At the core of the system lies a distinctive electro-hydraulic unit, integrating a fixed hydraulic pump and a variable-speed electric motor into a compact and powerful entity. A specialized hydraulic system is designed to efficiently transform electrical energy from the electro-hydraulic unit into boom cylinder actuation. The sizing of the system is determined by the boom operation of a commercial compact loader. The maximum power output of the electro-hydraulic system is approximately 15 kW. The components of the proposed system are integrated into the reference vehicle, and comprehensive performance tests are conducted. The results of the tests performed on the vehicle with the boom lifting and lowering cycle indicate an overall system efficiency of 60%. The electrified solution consumes only about one-third of the energy used by the conventional boom actuation system on the reference machine, while exhibiting energy savings exceeding 75% during specific work phases. The energy savings come mainly from energy regeneration and minimal loss from throttling through the specialized hydraulic circuit design. Finally, the successful demonstration on the reference vehicle underscores the practicality and effectiveness of the proposed electrified solution in current mobile hydraulic applications

42 ENGINEERING↗

Development of High Bs Fe-Ni Based Metal Amorphous Nanocomposite by Optimization of Glass Forming Ability

A growing interest in electric vehicles challenges soft magnetic materials to improve efficiency and power density. Metal amorphous nanocomposites (MANCs) have lower coercivities and eddy current losses, allowing for greater efficiency and higher switching frequency. The later allows for high motor speeds and improved power density. However, commercially available and laboratory demonstrated MANCs have shortcomings. Fe-based MANCs, such as FINEMET have excellent magnetic properties, but mechanical properties limit their application in high speed electric motors (HSMs). Fe-Co based MANCs, such as HITPERM, have high saturation inductions and good mechanical properties, but elevated magnetostrictive losses. Co-based MANCs and more recent Fe-Ni based MANCs have low losses and good mechanical properties, but lower saturation inductions (1-1.2 T), that limit power density in HSMs. Recently, much work has explored improving saturation induction in MANCs by increasing the content of magnetic elements, which comes at the cost of glass-forming ability (GFA). These efforts where generally limited to trial and error testing. Additionally, all work to date has focused on Fe-based alloys. In this work, a method of using Thermocalc simulation to locate near-eutectic compositions has been applied to Fe-Ni based alloys. Minima in liquidus temperature and solidification range were found for a ternary composition range and used to identify compositions that retain good GFA as the percentage of magnetic elements is increased. The (Fe 70 Ni 30 ) x (B-Si-Nb) 100-x alloy system for x=82% and x=85% was explored by Thermocalc simulations. This is an increase in magnetic element content compared to previously developed x=80% alloys. 3 compositions in the x=82% system, and 1 alloy in the x=85% system where identified and successfully cast as amorphous ribbon. The amorphous nature of the ribbon was confirmed by a bend test and XRD. Magnetic testing was performed by PPMS to measure saturation induction and Curie temperature of the amorphous material. The Curie temperatures increased to 407-438 °C for the x=82% alloys, and 462 °C for the x=85% alloy. Saturation induction increased to 1.28-1.36 T for the x=82% alloy and 1.48 T for the x=85% alloy, which is a significant improvement over the ~370 °C Curie temperature and 1.2 T saturation of previous Fe-Ni alloy. Crystallization behavior was studied by XRD for the x=85% alloy, showing that crystallization process follows a 2-step process of Amorphous → BCC+FCC+Amorphous → BCC+FCC+Fe 3 B+Fe 23 B 6 . Post annealing magnetic properties were studied by strip testing, and saturation induction as high as 1.48 T was seen after optimal annealing. TEM was used to study structure of as cast and annealed material. 2 alloys with x=82% compositions were identified with an optimal crystalline size of 10-20 nm, while the x=85% alloy had this structure in the as cast state. This opens the possibility of using the alloy in the as cast state, without requiring annealing. In conclusion, alloys with good GFA and improved magnetic properties were identified by Thermocalc simulation.

Krimer, Yuval↗

Hybrid Heavy Duty Diesel Powertrain for Off-Road Applications (Final Technical/Scientific Report)

In this program, a heavy-duty hybrid powersystem, consisting of a 30% downsized diesel engine and a front-end accessory drive (FEAD) incorporating a high-speed flywheel (HSFW) energy storage system, a mechanical-drive turbocharger (SuperTurbo), and motor-generator units (MGU) was developed and demonstrated. The high efficiency core 13L engine coupled with the hybrid elements was physically validated across various off-road machine and transient work cycles with the ultimate goal of demonstrating 17% efficiency improvement with equivalent transient response as the 18L diesel engine this concept powersystem would replace. The project culminated in a physical demonstration of the high-efficiency powersystem in a high-capability test cell with the engine, all the hybrid devices, controls, and required performance and emissions measurements. Based on the combination of physical validation and rigorous system simulation, the following program conclusions may be drawn: (1) The developed hybrid H2D2 powersystem demonstrated a range of efficiency improvement of 10.5 - 25.6%, with a midpoint of 17.9%; (2) Transient load response on; (3) The HSFW system was validated to achieve peak assisting of 110kW at 12,000 Nm/sec ramp rates; (4) The powersystem was validated to be capable of meeting U.S. EPA Tier 4 Final off-road emissions through transient NRTC testing; (5) A Total Cost of Ownership (TCO) analysis and found that the core 13L engine would pay back immediately (adoption of start/stop would pay back in less than one year, and the full hybrid system payback was three years.)

33 ADVANCED PROPULSION SYSTEMS↗

Device- and System-Level Thermal Packaging for Electric-Drive Technologies (Final Technical Report)

Final Technical ReportThis project aimed to research, develop, and test electric traction drive system technology for use in vehicle applications that are capable of meeting the targets set by the Department of Energy Vehicle Technologies Office. The project is categorized into three major thrusts: Bonding interfaces for packaging, thermal management of electric vehicle (EV) power inverters, and electric motor thermal management. Device- and System-Level Thermal Packaging for Electric-Drive Technologies project aimed to develop, analyze, and validate transformative approaches in thermal management and packaging for power electronics and electric motor systems, with the ultimate goal of enhancing power density, efficiency, and reliability in electrified transportation platforms.

33 ADVANCED PROPULSION SYSTEMS↗

TEAMER: Electrically Engaged Undulation (EEL) System

The Electrically Engaged UnduLation (EEL) system is a buoyancy-driven submersible device for powering oceanographic instruments. Physically, EEL is a slender body whose flexible spine is made up of energy units interconnected by uniaxial hinges. Each unit consists of a pair of piezoelectric elements that converts the bending stress into electrical current to a battery charging circuit. An outer plastic skin forms a seal against water and allows for flexibility at hinge locations. At the top is a bluff body with electronics that holds a ballast for buoyancy adjustment. The bluff body is also responsible for creating fluid instabilities in its wake. When gliding through the water (mode 2), the spine will flex in response to the alternating vortices that shed from the head. This "lock-in" phenomenon occurs when the frequency at which vortices shed resonates with the EEL natural frequency, during which the efficient gaits were found in species of sea snake, eels, and fish. For active propulsion, a single motor can be placed at the first segment and provide the oscillatory input for propulsion similar to a dolphin's kick. Such anguilliform swimming is both efficient and nearly silent compared to a spinning propeller. Ultimately, mimicking bio-locomotion provides a viable path to a drag-reduced, self-propelled energy harvesting system for ocean monitoring.

16 TIDAL AND WAVE POWER↗

Coupled Electro-Thermal Analysis of Permanent Magnet Synchronous Motor for Electric Vehicles

Permanent magnet synchronous motors (PMSM) are extensively used in electric vehicles. However, high internal heat generation and inefficient heat dissipation often limit the operational reliability, and longevity of the PMSM. Therefore, proper quantification of heat generation in electric motor and advanced embedded motor cooling techniques remain topics of immense interest. In order to accurately predict electro-magnetic performance, i.e., efficiency, component-wise heat losses and the corresponding temperature distribution of a jacket cooled machine, this paper presents a two-way iteratively coupled electro-thermal modeling framework. Finite element based software Motor-CAD has been utilized for electro-magnetic performance calculation of BMW i3 PMSM. Finite volume based computational fluid dynamics/heat transfer (CFD/HT) software ANSYS® FLUENT® has been employed to simulate the temperature distribution of the PMSM, using the electro-magnetic losses as heat input. Computed heat losses, stator, winding, rotor, and magnet temperatures are utilized as coupling parameters between the electro-magnetic and thermal models. A conventional one-way coupling algorithm has also been developed and compared to the newly proposed two-way coupling algorithm. Numerical results confirm that at high current density, one-way coupling algorithm significantly over-predicts the motor temperature compared to the two-way algorithm. A comprehensive analysis has been carried out to characterize the influences of current density, speed, and forced convection heat transfer coefficient on the heat losses, overall efficiency, and maximum temperature of the PMSM. Lastly, an efficiency map has been interpreted from the coupled electro-magnetic simulation.

42 ENGINEERING↗

Higher Efficiency, Demand Flexible Refrigerator with On-Demand Micro-Vibrational De-icing Technology

Refrigerator technology has advanced significantly over the last couple of decades. Today’s refrigerators use only about 25% of the energy that was required to power models built in 1975. Even as they continually improve efficiency to meet standards, refrigerators have increased in size by almost 20%, added energy-consuming features such as through-the-door ice, and provide more benefits than ever before. However, a few challenges and technology gaps are preventing further improvement of the demand responsiveness and efficiency of the refrigerators. One of the major technology gaps in existing refrigerators is their outdated de-icing process. When the evaporator generates frost, an old-fashioned resistive heating element melts the ice. Most refrigerators have a timed defrost cycle, rather than an active system that could monitor the state of the frost. In these systems, not only is the precious electricity used at its least efficient form of conversion (direct conversion of electricity to heat), but also all the latent heat associated with the ice is wasted during the melting process. On top of that, the refrigerator needs to work harder to pull the temperature down after defrosting, and, last but not least, the food quality is severely impacted by the temperature swings during the defrost cycle. According to a study, the EU alone wastes 89 million tons of food in the supply chain every year. Any temperature swing during defrosting (about 6F according to Emerson for low-temperature cases) can negatively impact the shelf life of meat and other products for multiple days. All these issues can happen during the peak demand time of the electric grid. Unlike the conventional systems, the proposed novel advanced micro-vibrational deicing process uses no heat for defrosting. Instead, it uses the micro vibrations generated by a piezoelectric or vibration-generating module to mechanically break ice from the heat exchanger almost instantaneously. The project titled “Higher Efficiency, Demand Flexible Refrigerator with On-Demand Micro-Vibrational De-icing Technology, performed by Ultrasonic Technology Solutions, LLC (UTS) of Knoxville, TN, in collaboration with Emerson (now Copeland), represents the final phase of a multi-year effort funded under the U.S. Department of Energy’s Building Technologies Office (BTO) BENEFIT FOA 2020. Initiated on October 1, 2021, and completed after a nine-month no-cost extension ending September 30, 2025, this project aimed to develop and validate a novel micro-vibrational mechanical defrosting system, achieving more than 25% improvement in defrosting energy efficiency over conventional baseline defrosting technologies. Over sixteen quarters, the project advanced from fundamental ice-mechanical characterization and prototype development to full-scale system integration and validation. Initial efforts established project management infrastructure and characterized ice adhesion properties, followed by the design and fabrication of early aluminum-based prototypes for resonance frequency testing. Subsequent quarters saw rapid technical progression, including the identification of optimal piezoelectric and motor-based vibration mechanisms, the demonstration of effective de-icing over 6x6-inch aluminum surfaces. The team achieved its Go/No-Go milestone by exceeding the 25% energy-efficiency improvement target—reaching up to 3,340% under optimized conditions—and later confirmed that motor-driven systems offered superior performance and energy efficiency compared to piezoelectric alternatives. Continued refinement led to the development of amplifier systems on printed circuit boards, improved control and instrumentation hardware, and integration into full-scale heat exchanger (HX) prototypes at both UTS and Copeland facilities. Multiple vibration-mounting studies and frost-growth experiments guided mechanical optimization and noise-mitigation strategies, achieving a 17.5 dB reduction in sound pressure level and verifying robust mechanical performance. Advanced analyses, including modal and harmonic simulations, established a quantitative understanding of vibrational behavior and de-icing efficiency across >1000 cm² systems. The final project phase successfully demonstrated scalable integration within reach-in and chest freezer prototypes, confirmed >25% efficiency improvements in large-area systems, and completed a comprehensive business model and scale-up strategy identifying electric defrost systems as the primary beachhead market. The culmination of this DOE-supported effort establishes micro-vibrational defrosting as a viable, high-efficiency, low-noise, and demand-flexible de-icing technology, paving the way for commercial deployment and broader application in next-generation refrigeration systems.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Electric Motor Thermal Management

The poster reports the accomplishments of EDT-Electric Motor Thermal Management consortium project for 2024 VTO Annual Merit Review (AMR). The overall aims of the project are to support research enabling compact, reliable, low-cost, and efficient electric machines aligned with roadmap research areas; to collaborate with ORNL, Ames, and SNL to provide motor thermal analysis support, reliability evaluation, and material measurements on related motor research at national laboratories; and collaborate with university partners including Georgia Institute of Technology and University of Wisconsin Madison to support university-led motor thermal management research efforts.

ADVANCED PROPULSION SYSTEMS↗

Optimal Control of the Energy-Saving Hybrid Hydraulic-Electric Architecture (HHEA) for Off-Highway Mobile Machines

Most off-highway constructions and agriculture equipment use hydraulics, which has unmatched power density, for power transmission and throttling as a means for control. A novel hybrid hydraulic-electric architecture (HHEA) has recently been proposed to improve efficiency for high-power machines that would have been cost-prohibitive to electrify directly. HHEA uses a set of common pressure rails (CPRs) to transmit the majority of power hydraulically and small electric motor drives to modulate that power and to achieve precise control. This article proposes a computationally efficient Lagrange multiplier method (LMM) for computing the optimal sequence of pressure rail selections to minimize energy use. This is needed to evaluate HHEA's energy-saving potential and for iterative architecture design and sizing. An interesting complication is that the cost function is not fully defined until the candidate control sequence is fully specified. This issue is dealt with by decomposing the original problem into a set of sub-problems with additional constraints that can be solved efficiently. Computational effort can be further reduced if actuators are optimized individually instead of together. However, additional steps are required to prevent the constraint functions from becoming discontinuous with respect to the Lagrange multipliers, which is necessary for meeting the constraints. Lastly, a case study of a construction machine demonstrates the efficacy of the method and shows that the HHEA reduces energy consumption by 68%-73% compared to the baseline load-sensing architecture.

Lagrange multiplier↗

Scalable Ultra Power-Dense Extended Range (SUPER) Inverter (Final Technical Report)

Battery electric vehicles have gained significant ground in the high-volume vehicle sales arena. However, this is a rapidly evolving marketplace, and refined technologies for the next generation of electric drives are already at an advanced stage of development. Therefore, we can expect to see the major components – batteries, inverters, and electric motors – reduce further in size yet become even safer and more efficient in operation.

33 ADVANCED PROPULSION SYSTEMS↗

Net Zero Energy Model for Wastewater Treatment Plants

The primary objective of this study is to achieve net-zero energy (NZE) wastewater treatment plants (WWTPs) by utilizing energy efficiency opportunities (EEO), combined heat and power (CHP) systems, and other renewable energy (RE) sources, e.g., solar, water, and wind powers. Herein, this study discusses an innovative energy solution for WWTPs in the United States, and one of the WWTPs with a flow capacity of 1.5 million gallons per day (MGD) was selected as a case study. An optimization tool, Hybrid Optimization of Multiple Energy Resources (HOMER) software, is used in this study to find the best energy system configuration to run the system. An energy audit for one WWTP was conducted in early 2020 and the report is used to do this study. The proposed EEOs were able to reduce WWTP energy consumption by about 11%. The excess anaerobic digester gas was utilized in a CHP system to cover about 42% of the facility’s consumption. Also, 3% of the utility energy consumption can be claimed by microturbines in the aeration tanks. Another two renewable energy systems, solar photovoltaic (PV) with 29% and water turbines with 15%, contribute to covering 100% of the WWTP energy consumption and achieving an NZE WWTP.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Phase stability and magnetic and electronic properties of a spark plasma sintered CoFe – P soft magnetic alloy

More efficient power conversion devices are able to transmit greater electrical power across larger distances to satisfy growing global electrical needs. A critical requirement to achieve more efficient power conversion are the soft magnetic materials used as core materials in transformers, inductors, and motors. To that effect it is well known that the use of non-equilibrium microstructures, which are, for example, nanocrystalline or consist of single phase solid solutions, can yield high saturation magnetic polarization and high electrical resistivity necessary for more efficient soft magnetic materials. In this work, we synthesized CoFe – P soft magnetic alloys containing nanocrystalline, single phase solid solution microstructures and studied the effect of a secondary intermetallic phase on the saturation magnetic polarization and electrical resistivity of the consolidated alloy. Single phase solid solution CoFe – P alloys were prepared through mechanically alloying metal powders and phase decomposition was observed after subsequent consolidation via spark plasma sintering (SPS) at various temperatures. The secondary intermetallic phase was identified as the orthorhombic (Co x Fe 1-x ) 2 P phase and the magnetic properties of the (Co x Fe 1-x ) 2 P intermetallic phase were found to be detrimental to the soft magnetic properties of the targeted CoFe – P alloy.

36 MATERIALS SCIENCE↗

High power density compact drive integrated motor for electric transportation

This project, initially part of OPEN 2018, and subsequently the ASCEND effort, targeted demonstration of significant enhancements in internal permanent magnet (IPM) motor torque and power density for current and future ground and air electric transportation applications. These were achieved through: (1) embedded two-phase system thermal management, (2) coupled, multi-scale electrical-electromagnetic-thermal-mechanical co-design and optimization, (3) size and weight reduction of motor and drive electronics through elimination of redundant cooling and coupling hardware, and (4) higher efficiency operation of SiC wide bandgap power electronics packaging through high temperature operation (200 oC). The proposed approach utilizes a single dielectric coolant for closed loop two-phase thermal management, and a combined heat rejection unit for the IPM and drive. Wick assisted liquid delivery for evaporative thermal management is utilized for the motor, and the drive electronics utilize the same coolant in flow boiling within the cold plate structures. Through the use of three-dimensional packaging for SiC, and novel drive topologies with reduced switching losses, significant increases in power density and compactness were targeted.

33 ADVANCED PROPULSION SYSTEMS↗

Delamination and Buckling Analysis of a Laminated Component in a High-speed Permanent Magnet Motor

High-speed permanent magnet (PM) machines are widely used because of their high-power density and high efficiency. The high rotation speed also inevitably subjects the PMs to high centrifugal load, which might damage them due to their inherent mechanical vulnerability, such as a much lower tensile strength than the compressive strength. To robustly transfer the torque from the magnet to the shaft, the outer diameter of the laminated rotor core is larger than the inner diameter of the rotor frame to ensure tight contact while working at 20,000 rpm. Motor manufacturing requires the shrink-fit method to assemble the rotor frame and rotor core. However, after the shrink-fit assembly, unexpected local delamination and buckling are observed on the rotor core part. Utilizing finite element simulation, we study the internal stress of assembling these two parts at the provided interference. Simulation results indicate the reasons for the delamination and buckling of the rotor core part and provide suggestions for improving the assembly.

Lin, Lianshan↗

Fuel Property Effects on Knock Propensity and Thermal Efficiency in a Direct-Injection Spark-Ignition Engine

Engine knock remains one of the major barriers to further improvement in thermal efficiency of Direct-Injection Spark-Ignition (DISI) engines. While Research Octane Number and Motor Octane Number are often used as standard rating methods for knock resistance of fuels, the impacts of other fuel properties on knock propensity in modern engines such as heat of vaporization (HoV) and laminar flame speed (LFS) require better understanding in order to co-optimize fuels and engine designs to achieve higher thermal efficiency and lower CO2 emission. In the present study, computational fluid dynamics (CFD) is used to model a boosted DISI engine with a focus on knock prediction and fuel property effects. A level-set G-equation model is employed to capture turbulent premixed combustion, and is coupled with a transported Livengood-Wu (L-W) integral approach to predict autoignition in the unburnt region. A criterion associated with the L-W integral is developed to accurately predict knock onset and knock-limited spark-advance. This model is then applied to a sensitivity analysis of HoV and LFS on knock tendency and thermal efficiency. The pressure-temperature trajectory framework is applied and extended to study the fuel effects on auto-ignition process in the engine. An existing efficiency-based merit function, which is derived from experiments for boosted SI engines, is evaluated and improved based on the current CFD results.

DISI↗