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At least 901 records · Page 50

H_Burn_Key2_Dshell_CCC: Pre-shot Report

The double shell implosion platform presents an opportunity to explore the dynamics of a burning plasma within a volumetric burn framework. The double shell campaign and the ICF program at Los Alamos National Laboratory (LANL) is focused on achieving burning plasma using an indirectly driven double shell implosion at the National Ignition Facility (NIF) at the Lawrence Livermore National Laboratory (LLNL). Double shell implosion is aimed at achieving robust ignition with lower convergence, albeit introducing more engineering and physics complexity due to the intricacies of assembling the capsule. The double shell target is comprised of an outer aluminum ablator shell and an inner high-Z (made of molybdenum or tungsten) pusher shell, separated by a cushion of low-density foam. The outer shell undergoes ablation driven by hohlraum-generated x-rays, which compress the foam to immense pressures, reaching several gigabars. This creates a pressure reservoir that propels the high-Z metal pusher, compressing and heating the deuterium-tritium (DT) liquid fuel to significant densities and temperatures, thereby igniting the plasma.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

Prioritizing Uncertainties in Hydrogen Contribution to Risk in Post-Crash Outcomes for Rail

This report presents analysis from Sandia National Laboratories predicting contributions to risk associated with the use of hydrogen technology for rail. Event sequence diagrams are used to describe possible accident scenarios and progressions. Initiating event frequencies and branch event probabilities for each scenario are quantified with uncertainty using distributions fit to Federal Railroad Administration and U.S. Department of Transportation Pipeline and Hazardous Materials Safety Administration data on applicable accidents from 2000 to 2020. Uncertainty is propagated through the event sequence diagram to estimate the frequency and conditional probability of accident end states. The analysis identifies four scenarios with significant contributions to risk from hydrogen that are predicted to occur relatively frequently, which may inform priorities for reducing uncertainty. These scenarios are 1) overpressure events resulting from collisions with hydrogen release due to mechanical damage and delayed ignition, 2) jet fire events resulting from collisions with hydrogen release due to mechanical damage and immediate ignition, 3) jet fires resulting from fire or explosion initiating events involving the hydrogen tank and correct operation of the thermally-activated pressure relief device (TPRD) subsequent to the thermal insult, and 4) pressure burst resulting from fire or explosion initiating events involving the hydrogen tank and failure of the TPRD. Delayed and immediate hydrogen ignition probabilities are identified as being highly uncertain and potential candidates for reducing conservatism in the predicted frequencies for these two scenarios.

08 HYDROGEN↗

A Rapid Compression Machine Study of 2-Phenylethanol Autoignition at Low-To-Intermediate Temperatures

To meet the increasing anti-knocking quality demand of boosted spark-ignition engines, fuel additives are considered an effective approach to tailor fuel properties for satisfying the performance requirements. Thus, screening/developing bio-derived fuel additives that are best-suited for advanced spark-ignition engines has become a significant task. 2-Phenylethanol (2-PE) is an attractive candidate that features high research octane number, high octane sensitivity, low vapor pressure, and high energy density. Recognizing that the low temperature autoignition chemistry of 2-PE is not well understood and the need for fundamental experimental data at engine-relevant conditions, rapid compression machine (RCM) experiments are therefore conducted herein to measure ignition delay times (IDTs) of 2-PE in air over a wide range of conditions to fill this fundamental void. These newly acquired IDT data at low-to-intermediated temperatures, equivalence ratios of 0.35–1.5, and compressed pressures of 10–40 bar are then used to validate the 2-PE model developed by Shankar et al. (2017). It is found that this literature model greatly overpredicts the current RCM data. The comparison of experimental and simulated results also provides insights into 2-PE autoignition behaviors at varying conditions. Further chemical kinetic analyses demonstrate that the absence of the O2-addition pathway of β-R. radical in the 2-PE model of Shankar et al. (2017) could account for the model discrepancies observed at low-to-intermediated temperatures.

Fang, Ruozhou (ORCID:0000000348315100)↗

Experimental Studies of Low-Load Limit in a Stoichiometric Micro-Pilot Diesel Natural Gas Engine

While operating at light loads, diesel pilot-ignited natural gas engines with lean premixed natural gas suffer from poor combustion efficiency and high methane emissions. This work investigates the limits of low-load operation for a micro-pilot diesel natural gas engine that uses a stoichiometric mixture to enable methane and nitrogen oxide emission control. By optimizing engine hardware, operating conditions, and injection strategies, this study focused on defining the lowest achievable load while maintaining a stoichiometric equivalence ratio and with acceptable combustion stability. A multi-cylinder diesel 6.7 L engine was converted to run natural gas premix with a maximum diesel micro-pilot contribution of 10%. With a base diesel compression ratio of 17.3:1, the intake manifold pressure limit was 80 kPa(absolute). At a reduced compression ratio of 15:1, this limit increased to 85 kPa, raising the minimum stable load. Retarding the combustion phasing, typically used in spark-ignition engines to achieve lower loads, was also tested but found to be limited by degraded diesel ignition at later timings. Reducing the pilot injection pressure improved combustion stability, as did increasing pilot quantity at the cost of lower substitution ratios. The lean operation further reduced load but increased NOx and hydrocarbon emissions. At loads below the practical dual-fuel limit, a transition to lean diesel operation will likely be required with corresponding implications for the aftertreatment system.

03 NATURAL GAS↗

What Machine Learning Can and Cannot Do for Inertial Confinement Fusion

Machine learning methodologies have played remarkable roles in solving complex systems with large data, well-defined input–output pairs, and clearly definable goals and metrics. The methodologies are effective in image analysis, classification, and systems without long chains of logic. Recently, machine-learning methodologies have been widely applied to inertial confinement fusion (ICF) capsules and the design optimization of OMEGA (Omega Laser Facility) capsule implosion and NIF (National Ignition Facility) ignition capsules, leading to significant progress. As machine learning is being increasingly applied, concerns arise regarding its capabilities and limitations in the context of ICF. ICF is a complicated physical system that relies on physics knowledge and human judgment to guide machine learning. Additionally, the experimental database for ICF ignition is not large enough to provide credible training data. Most researchers in the field of ICF use simulations, or a mix of simulations and experimental results, instead of real data to train machine learning models and related tools. They then use the trained learning model to predict future events. This methodology can be successful, subject to a careful choice of data and simulations. However, because of the extreme sensitivity of the neutron yield to the input implosion parameters, physics-guided machine learning for ICF is extremely important and necessary, especially when the database is small, the uncertain-domain knowledge is large, and the physical capabilities of the learning models are still being developed. In this work, we identify problems in ICF that are suitable for machine learning and circumstances where machine learning is less likely to be successful. This study investigates the applications of machine learning and highlights fundamental research challenges and directions associated with machine learning in ICF.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

Methanol mixing controlled combustion process enabled by methanol dehydration to dimethyl ether

This work demonstrates an initial proof-of-concept approach for operating a compression ignition off-road and marine relevant engine using neat methanol. The approach utilizes mixing controlled compression ignition (MCCI) of methanol that is enabled by a homogeneous charge compression ignition (HCCI) pre-burn of premixed dimethyl ether (DME). Although two fuels are used, this work explores and evaluates the opportunity and performance to generate the premixed fuel via. methanol catalytic dehydration over an alumina catalyst at engine relevant temperatures, pressures, and space velocities. Conversion purity and species output results from catalytic dehydration bench flow reactor studies were coupled with single cylinder experiments of the characterized output species for pre-burn HCCI performance. Subsequent initial methanol MCCI performance is also evaluated and compared relative to conventional diesel combustion. The detailed flow reactor results show that the catalytic dehydration conversion efficiency of methanol to DME is a function of system pressure, temperature, and space velocity. The engine results demonstrate that a 100% conversion of methanol to DME is not required for successful pre-burn HCCI, and the water formed during the dehydration process does not need to be removed to achieve the desired HCCI event from this pre-burn mixture. Subsequent methanol MCCI combustion results show that the level of methanol slip in the dehydration process affects the pre-burn HCCI phasing, low temperature heat release process, and magnitude of energy released, all of which can dictate the available window for direct injection of methanol for MCCI combustion.

Jatana, Gurneesh [ORNL] (ORCID:0000000288903225)↗

Design of inertial fusion implosions reaching the burning plasma regime

One of the last remaining milestones in fusion research before reaching ignition is creating a burning plasma state, where alpha particles from deuterium-tritium (DT) fusion reactions redeposit their energy as the dominant source of heating in the plasma. The indirect-drive inertial confinement fusion approach at the National Ignition Facility (NIF) uses a laser-generated radiation cavity (hohlraum) to spherically implode DT fuel to high temperatures and densities in a central ”hot spot”. Here, we deliver more energy to the hot spot than ever before, while maintaining the extreme pressures required for inertial confinement, by increasing the size of the implosion compared to previous experiments. We develop more efficient hohlraums, to drive these larger implosions within NIF’s current laser energy and power capability and control symmetry by moving energy between laser beams and by changing the shape of the hohlraum. These designs resulted in record fusion powers of 1.5 petawatts, greater than the input power of the laser, and 170 kJ of fusion energy. Radiation hydrodynamics simulations show alpha particle heating as the dominant term in the hot spot energy balance, e.g. a burning plasma state. This work is expected to motivate future studies of burning plasmas and improve predictive capability by providing a benchmark for modeling used to understand the proximity to ignition.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

Ducted fuel injection

Various technologies presented herein relate to heating a fuel and enhancing fuel and charge-gas mixing inside a combustion chamber to enable minimal, or no, generation of soot and/or other undesired emissions during ignition and subsequent combustion of the locally premixed mixtures. To enable sufficient mixing of the fuel and charge-gas, a jet of fuel can be directed to pass through a bore of a duct causing charge-gas to be drawn into the bore creating turbulence to mix the fuel and the drawn charge-gas. The duct can be heated to provision heating of the fuel and charge-gas mixture. The duct can be located proximate to an opening in a tip of a fuel injector. An ignition assist component can be located downstream of the duct to facilitate ignition of the fuel/charge-gas mixture.

42 ENGINEERING↗

Alkyl dialkoxyalkanoates as bioderived, high cetane diesel fuels

A fuel for an internal combustion engine includes a C 5 to C 30 dialkoxyalkanoate corresponding to formula (I), wherein the R 1 group is —H or a —CH 3 group, the R 2 and R 2 ′ groups are alkyl groups independently selected to have 1 to 9 carbon atoms; and the R 3 group is selected to have 1 to 9 carbon atoms. The compounds described herein may be used as neat fuels or mixed fuels (with diesel, biodiesel, jet fuel, marine fuel or other fuel compounds) in autoignition or spark ignition engines, such as diesel engines, gasoline (spark ignition) engines, MCCI, Homogeneous Charge Compression Ignition (HCCI) engines, or more generally in Low-Temperature Gasoline Combustion (LTGC) engines (using gasoline-like fuels), that have the high-efficiency advantages of HCCI but can operate with some level of charge inhomogeneities. Methods of making these compounds are environmentally friendly and can be done in a continuous manner.

Myllenbeck, Nicholas↗

A High-Pressure Shock Tube Study of Hydrogen and Ammonia Addition to Natural Gas for Reduced Carbon Emissions in Power Generation Gas Turbines

Ignition delay times from undiluted mixtures of natural gas (NG)/H2/Air and NG/NH3/Air were measured using a high-pressure shock tube at the University of Central Florida. The combustion temperatures were experimentally tested between 1000-1500 K near a constant pressure of 25 bar. Mixtures were kept undiluted to replicate the same chemistry pathways seen in gas turbine combustion chambers. Recorded combustion pressures exceeded 200 bar due to the large energy release, hence why these were performed at the high-pressure shock tube facility. The data is compared to the predictions of the NUIGMech 1.1 mechanism for chemical kinetic model validation and refinement. An exceptional agreement was shown for stoichiometric conditions in all cases but strayed at lean and rich equivalence ratios, especially in the lower temperature regime of H2 addition and all temperature ranges of the baseline NG mixture. Hydrogen addition also decreased ignition delay times by nearly 90%, while NH3 fuel addition made no noticeable difference in ignition delay time. NG/NH3 exhibited similar chemistry to pure NG under the same conditions, which is shown in a sensitivity analysis, demonstrating hydrogen chemistry to be dominant in NG/H2 mixtures and hydrocarbon chemistry to be dominant in NG/NH3 mixtures. The reaction CH3 + O2 = CH3O + O is identified and suggested as a possible modification target to improve model performance. Increasing the robustness of chemical kinetic models via experimental validation will directly aid in designing next-generation combustion chambers for use in gas turbines, which in turn will greatly lower global emissions and reduce greenhouse effects.

Pierro, Michael↗

Visualization and Quantification of Wind Induced Variability in Hydrogen Clouds Following Releases of Liquid Hydrogen: Preprint

Well characterized experimental data for consequence model validation is important in progressing the use of liquid hydrogen as an energy carrier. In 2019, the Health and Safety Executive (HSE) undertook a series of liquid hydrogen dispersion and combustion experiments as a part of the Pre-normative Research into the Safe Use of Liquid Hydrogen (PRESLHY) project. In partnership between the National Renewable Energy Laboratory (NREL) and HSE, time and spatially varying hydrogen concentration measurements were made in 25 dispersion experiments and 23 congested ignition experiments associated with PRESLHY WP3 and WP5, respectively. These measurements were undertaken using the hydrogen wide area monitoring system developed by NREL. During the 23 congested ignition experiments, high variability was observed in the measured explosion severity during experiments with similar initial conditions. This led to the conclusion that wind, including localized gusts, had a large influence on the dispersion of the hydrogen, and therefore the quantity of hydrogen that was present in the congested region of the explosions. Using the hydrogen concentration measurements taken immediately prior to ignition, the hydrogen clouds were visualized in an attempt to rationalize the variability in overpressure between the tests. Gaussian process regression was applied to quantify the variability of the measured hydrogen concentrations. This analysis could also be used to guide modifications in experimental designs for future research on hydrogen combustion behavior.

HSR&D↗

System for multiple burns from a rocket motor

A system for multiple burns from a solid fuel rocket motor may extinguish rocket fuel after the rocket has been ignited. The motor may be extinguished via rapid decompression of the combustion chamber. The fuel may then be reignited by a suitable igniter, and the process of extinguishing and reigniting may be repeated, enabling multi-burn maneuvers. A decompressive extinguishing plug nozzle may extinguish solid rocket fuel after the rocket has been ignited and/or keep a rocket in a disarmed (zero thrust) state until the rocket is to be armed. The nozzle may include a plug that mostly impedes the opening of the nozzle and an outer cowl that is movable to rapidly decompress the combustion chamber. This rapid decompression extinguishes the solid rocket fuel. In some aspects, the fuel can be reignited and extinguished multiple times.

Dallmann, Nicholas↗

Gaseous fuel reciprocating engine and operating methodology for reduced hydrogen flame speed

Operating a gaseous fuel engine includes spark-igniting gaseous hydrogen fuel and air, and propagating combustion gases of the spark-ignited mixture outwardly from a spark gap. The propagating combustion gases are impinged upon a cone surface of a piston so as to limit a flame area of the propagating combustion gases. Additional gaseous hydrogen fuel and air is ignited in the combustion cylinder by way of the propagating combustion gases to urge a piston toward a bottom-dead-center position.

Schroeder, Eric Lee↗

Fuel driven near isothermal compressor

A gas compressor system includes a compression liquid holding tank in fluid communication with a combustion tank. A combustible fluid is directed to the combustion tank. An ignition system is provided for igniting the combustible fluid. A compression liquid flows between the liquid holding tank, the combustion tank, and a compression tank. A compressible gas is provided in the compression tank. The ignition of the combustible fluid drives the compression liquid from the combustion tank to the compression tank, compressing the compressible liquid. An HVAC&R system and a method of compressing gas are also disclosed.

Momen, Ayyoub Mehdizadeh↗

Preliminary Kinetic Analysis of Non-Equilibrium Plasma- Assisted Methanol Pyrolysis and Oxidation Experiments

Efforts to enhance power generation efficiency and reduce emissions have driven interest in novel combustion techniques, including non-equilibrium plasma (NEP) ignitors. NEP ignitors show promise in improving energy conversion efficiency, fuel reforming, emission control, and lean-flammability limits. However, their adoption is hindered by a limited understanding of the interplay between plasma-enhanced combustion and thermal chemistry, particularly for complex fuels under engine-relevant conditions. Developing experimentally validated kinetic mechanisms is therefore critical. Additionally, the increasing interest in renewable biofuels like ethanol and methanol, coupled with the desirable qualities of NEP ignitors, presents a compelling opportunity for study. Therefore, this work acts as an extension of a previous work (Bopaiah et al., 2023) pertaining to the experimental results of NEP-assisted methanol pyrolysis and oxidation. Experiments were performed with a custom-built plasma flow reactor at 0.5 atm and temperatures from 523-1203 K. All reactive mixtures are extremely diluted to minimize exothermicity due to reactivity, allowing isothermal assumptions and the isolation of plasma chemistry from thermal chemistry. A dielectric barrier discharge plasma, at 14 kV and 15 ns full-width half maximum, was applied to the reactive mixture at varying frequencies to maintain the number of pulses with increasing temperature. Steady-state product speciation was performed downstream of the reactor with ex-situ GC/MS diagnostics. The attained experimental results were examined through in-depth analysis performed by means of an in-development plasma-coupled kinetic mechanism. As discussed in the previous work, the plasma significantly accelerates methanol pyrolysis, increasing stable intermediate production, including oxygenated and nitrile species. Plasma-assisted oxidation shows even faster fuel consumption compared to pyrolysis and a 200 K ignition shift compared to thermal oxidation. For plasma-assisted pyrolysis, the model demonstrates that accelerated fuel consumption stems from dissociative quenching of excited N2 states with fuel and H2, generating H radicals that react to rapidly form CH3 and CH2OH radicals. At low temperatures, these radicals recombine to produce oxygenates, while CH3 drives nitrile and hydrocarbon formation at higher temperatures. While the model captures pyrolysis trends well, discrepancies in methane, ethylene, and ethanol predictions are present. Similarly, the model faces challenges in accurately representing plasma-assisted oxidation, predicting a much steeper fuel gradient and ignition 100 K earlier than the experiment. While a similar scheme to pyrolysis is nested in the reaction pathway, the enhancement of the O and H radical fluxes and their initiation of the OH and HO2 radical pools dominate fuel and intermediate oxidation. The overestimation of these processes is shown to be responsible for the divergence of model from experiment. While the modelling predictions of this preliminary mechanism are not perfect, they serve as a valuable starting point. Primarily, they elicited new reaction pathways that are not otherwise possible in thermal chemistry induced reaction kinetics. The results also provide a basis for the future work that should be performed. For example, theoretical and experimental studies on excited nitrogen species and fuel/fuel radical interactions, quantification of the NOx production, and the kinetics behind the slow ignition observed in oxidation should be emphasized.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Experimental Investigation of Air-Fuel Equivalence Ratio Effects on Advanced Dual-fuel Diesel/Ammonia Combustion on a Single-Cylinder Medium-Duty Diesel Engine at High Load

Ammonia (NH3) has gathered a lot of interest as a low-lifecycle-carbon fuel in sectors with high weight and distance requirements, such as shipping. The International Maritime Organization (IMO) mandates a 70-80% greenhouse gas (GHG) reduction by 2040, which is only possible with advanced engine technologies and fuels like NH3. Prior research studies at the US Department of Energy’s Oak Ridge National Laboratory have shown strong performance with NH3 under dual-fuel mode using conventional diesel combustion (CDC) manifold air pressure (MAP) settings. Diesel airflow was initially used to simplify retrofitting (no turbocharger modification), which resulted in air-fuel equivalence ratios (λ) greater than 1.5. To characterize potential improvements in dual-fuel NH3 combustion performance at richer in-cylinder conditions, a global λ sweep using a diesel pilot ignition (DPI) strategy with diesel fuel injected near top-dead center (TDC) and a reactivity-controlled compression ignition (RCCI) injection strategy with diesel fuel injected earlier during the compression stroke were compared. The experiments were conducted at 1200 RPM and 12.6 bar (75% load), and λ was varied by decreasing the commanded air flow to the engine at greater than 90% ammonia energy substitution (AES) level. A diesel injection timing sweep was conducted for both the combustion modes at fixed λ, and the timing with the lowest engine-out N2O emissions was identified. The results indicated an optimal balance between CO2, eq and thermal efficiency benefits for both DPI and RCCI injection strategy cases compared to CDC at a λ of 1.4. The indicated N-based emissions exhibited a strong correlation to the ratio of CA5–50 and ignition delay for DPI, but no apparent trend emerged for the RCCI injection strategy at the tested boundary conditions.

Tyrewala, Daanish [ORNL] (ORCID:0000000208599324)↗

Cookoff of Powdered and Pressed Explosives using a Micromechanics Pressurization Model

Cookoff experiments of powdered and pressed TATB-based plastic bonded explosives (PBXs) have been modeled using a pressure-dependent universal cookoff model (UCM) in combination with a micromechanics pressurization (MMP) model described in a companion paper. The MMP model is based on the accumulation of decomposition gases at nucleation sites that load the surrounding TATB crystals and binder. This is the first cookoff model to use an analytical mechanics solution for compressibility and thermal expansion to describe internal pressurization caused by both temperature and decomposition occurring within closed-pore explosives. This approach produces more accurate predictions of ignition time and pressurization within high-density explosives than simple equation-of-state models. The current paper gives details of the reaction chemistry, model parameters, predicted uncertainty, and validation using experiments from multiple laboratories with errors less than 6 %. The UCM/MMP model framework gives more accurate thermal ignition predictions for high density explosives that are initially impermeable to decomposition gases.

45 MILITARY TECHNOLOGY, WEAPONRY, AND NATIONAL DEF↗

Numerical and experimental investigation of the flame kernel growth in a methane/air mixture near the lean flammability limit

Lean combustion has the potential to improve the thermal efficiency of spark-ignition engines, but it faces the significant challenge of increased cycle-to-cycle variation due to low mixture reactivity and unstable flame dynamics. Computational fluid dynamics (CFD) employing predictive models can guide engine design and optimize operating strategies for lean combustion. However, ignition and combustion models have rarely been validated at fuel-lean conditions, and a fundamental understanding of the early flame kernel growth process is also lacking for a successful sub-model development. Here, the present study develops a numerical simulation framework used to investigate early flame kernel growth in methane/air mixtures. A nanosecond-pulsed discharge (NPD) approach is employed to effectively decouple the flame kernel growth from the electrical discharge due to their difference in timescales, and equivalence ratios near the experimentally measured lean flammability limit (LFL) are selected to focus on challenging mixture conditions. Three numerical investigations, such as the choice of turbulence modeling, grid size, and grid control strategies, are examined to match both LFL and flame kernel structure measured from experiments. It is demonstrated that a quasi-direct numerical simulation (QDNS) with a fixed grid embedding of 10 μm can predict the LFL as φ CFD =0.61 and match the displacement speed of the kernel’s boundary marked in schlieren images. To predict the LFL and flame kernel shape, a fine grid (Δ≤12.5 μm) is needed to capture the consumption of formaldehyde (CH 2 O) in kernel’s reaction branches attached to the anode, and adaptive mesh refinement is replaced with the fixed embedding due to loss of simulation accuracy. Also, it is found that a large-eddy simulation (LES) using the Dynamic Structure model is not suitable for the NPD-induced flame kernel simulation because artificial sub-grid turbulent kinetic energy induced by shock dynamics alters the flow velocity calculation, resulting in divergence of LES from QDNS. Lastly, the simulation well matches the experimental data for the flame kernel evolution in three mixture conditions (φ = 0.7, 0.61, 0.55), showing toroidal flame kernel expansion and flame kernel growth/extinction.

33 ADVANCED PROPULSION SYSTEMS↗