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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 127 records · Page 7
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Efficient I/O for Neural Network Training with Compressed Data

FanStore is a shared object store that enables efficient and scalable neural network training on supercomputers. By providing a global cache layer on node-local burst buffers using a compressed representation, it significantly enhances the processing capability of deep learning (DL) applications on existing hardware. In addition, FanStore allows POSIX-compliant file access to the compressed data in user space. We investigate the tradeoff between runtime overhead and data compression ratio using real-world datasets and applications, and propose a compressor selection algorithm to maximize storage capacity given performance constraints. We consider both asynchronous (i.e., with prefetching) and synchronous I/O strategies, and propose mechanisms for selecting compressors for both approaches. Using FanStore, the same storage hardware can host 2-13x more data for example applications without significant runtime overhead. Empirically, our experiments show that FanStore scales to 512 compute nodes with near linear performance scalability.

Zhang, Zhao↗
DOE OSTI2021

Joint Matrix Completion and Compressed Sensing for State Estimation in Low-observable Distribution System

Limited measurement availability at the distribution grid presents challenges for state estimation and situational awareness. This paper combines the advantages of two sparsity-based state estimation approaches (matrix completion and compressive sensing) that have been proposed recently to address the challenge of unobservability. The proposed approach exploits both the low rank structure and a suitable transform domain representation to leverage the correlation structure of the spatio-temporal data matrix while incorporating the powerflow constraints of the distribution grid. Simulations are carried out on three phase unbalanced IEEE 37 test system to verify the effectiveness of the proposed approach. The performance results reveal - (1) the superiority over traditional matrix completion and (2) very low state estimation errors for high compression ratios representing very low observability.

Dahale, Shweta↗
DOE OSTI2022

NSTX-U Machine Core Vacuum Seals Upgrade Design

The vacuum in the National Spherical Torus Experiment Upgrade (NSTX-U) is in the range of 2.66x10⁻⁶ Pa (2x 10⁻⁸ torr). To enhance vacuum seals and lower gas permeation in the NSTX-U and therefore ensuring operation safety and quality, the machine core vacuum seal design has been upgraded using double elastomeric seals and pumped interspaces (guard channels). In NSTX-U machine core, there are six major vacuum seals, including upper and lower vacuum vessel main flanges, upper and lower bellows flanges, and two in the ceramic isolation ring assembly that are mounted to the upper vacuum vessel main flange. The elastomeric seals are commercially available and customized fluorocarbon (Viton) O-rings. To ensure appropriate O-ring compression ratios for the vacuum seal, the O-ring grooves are customized with appropriate tolerances considering specific situations for each seal. In this upgrade, the vacuum in each interspace is designed to reach 13.33 Pa (0.1 torr), thus the overall pressure difference crossing each double O-ring seal is expected to be reduced by at least three orders of magnitude, and accordingly the overall rates of leakage and permeation will be lowered by three orders of magnitude. The corresponding pump-down times for each seal, at room temperature, are estimated at about 60 s. Additionally, the vacuum pumped interspaces will be able to function as a real-time leak monitor.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2022

Initial Results on a New Light-Duty 2.7-L Opposed-Piston Gasoline Compression Ignition Multi-Cylinder Engine

Abstract Gasoline compression ignition (GCI) is a cost-effective approach to achieving diesel-like efficiencies with low emissions. The fundamental architecture of the two-stroke Achates Power Opposed-Piston (OP) Engine enables GCI by decoupling piston motion from cylinder scavenging, allowing for flexible and independent control of cylinder residual fraction and temperature leading to improved low-load combustion. In addition, the high peak cylinder pressure and noise challenges at high-load operation are mitigated by the lower brake mean effective pressure (BMEP) operation and faster heat release for the same pressure rise rate of the OP Engine. These advantages further solidify the performance benefits of the OP Engine and demonstrate the near-term feasibility of advanced combustion technologies, enabled by the opposed-piston architecture. This paper presents initial results from steady-state testing on a brand new 2.7-L OP GCI multi-cylinder engine (MCE) designed for light-duty truck applications. Successful GCI operation calls for a high compression ratio (CR), leading to higher combustion stability at low loads, higher efficiencies, and lower cycle HC + NOX emissions. Initial results show a cycle average brake thermal efficiency (BTE) of 31.7%, which is already greater than 11% conventional engines, after only ten weeks of testing. Emissions results suggest that Tier 3 Bin 160 levels can be achieved using a traditional diesel after-treatment system. Combustion noise was well controlled at or below the United States Council for Automotive Research limits. In addition, initial results on catalyst light-off mode with GCI are also presented.

Energy & Fuels↗
DOE OSTI2023

Thermodynamic analysis of heat transfer reduction in spark ignition using thermal barrier coatings

This work uses a 0D thermodynamic engine model coupled to a 1D surface temperature solver to study the potential of low thermal inertia thermal barrier coatings (TBCs) on combustion chamber surfaces to increase the efficiency of spark ignition engines. Under ideal conditions, coating the piston crown, head, and valve faces with a TBC with a thermal inertia of 640 J/m 2 K s 1/2 resulted in less than a 1% relative improvement in efficiency. Despite using a low thermal inertia coating to avoid open cycle charge heating, the reduction in closed cycle heat transfer, which is the pathway to increasing efficiency, increased knock propensity. Therefore, any efficiency gain through closed cycle heat transfer reduction in spark ignition is offset by the need to retard spark timing to counter knock. An exergy analysis of completely blocking heat transfer for a 10 crank-angle degree window showed that on a low compression engine, like those used for stoichiometric gasoline spark ignition, the maximum efficiency gain achievable was limited compared to a higher compression ratio engine. Furthermore, the high gas temperatures of stoichiometric operation mean that even state-of-the-art TBCs cannot elevate surface temperatures enough purely through temperature swing to achieve a significant reduction in heat transfer near top dead center, where work availability is highest. Overall, these results indicate that low thermal inertia TBCs are ill-suited for achieving an efficiency benefit in spark ignition through a heat transfer reduction pathway. Instead spark ignition TBC research should explore ways to use low thermal inertia TBCs to achieve open cycle charge cooling to reduce knock propensity.

Engineering↗
DOE OSTI2023

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

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

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

High BMEP and High Efficiency Micro-Pilot Ignition Natural Gas Engine (Final Project Report)

The project objectives were to develop demonstrate a high-efficiency high-output natural gas diesel micro-pilot stoichiometric engine operating with diesel pilot contribution of less than 5% on a medium duty engine. The program’s outcomes achieve in a partnership between Michigan Technological University and Westport Power Inc. were very successful. The engine platform was a 6.7L I6 engine with a compression ratio of 15:1 and achieved 24 bar BMEP and 41% brake thermal efficiency at lambda. Simulation and modeling with an improved turbocharger and combustion chamber improvements demonstrated a clear path to 43% BTE. The operational stoichiometric range was from 5 to 24 bar with minimal throttling. Diesel contribution over the cycle was 4.6%. The results achieved in this program are well above the best in-class baseline natural gas spark ignition engines of 19.5 bar BMEP and 40% BTE.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Development of a Physics-Based Combustion Model for Engine Knock Prediction

The objective of this project is to improve the prediction of engine knock by developing a new combustion modeling framework. Engine knock is a limiting factor to constrain the increase of fuel efficiency for spark ignition (SI) engines in most passenger cars. Efforts to increase fuel efficiency, increasing the compression ratio or downsizing, lead to the increase in the tendency of the knock occurrence. The knock is an undesired ignition of the end-gas, unburned fuel/air mixture ahead of the spark-ignited premixed flame, resulting in rapid in-cylinder pressure rises and engine damages. The combustion modeling framework developed in this project can consider turbulence-chemistry interactions during end-gas ignition, while using a reasonably detailed chemical mechanism developed for ignition and combustion reactions under engine relevant conditions, and the subtle characteristics of spark-ignited flame propagation. It is developed in the context of large eddy simulation (LES), which can capture stochastic in-cylinder processes. The developed model is incorporated into a commercial software for engine simulation, CONVERGE CFD, as a user defined function, and validated. Engine knock and knock-free experiments as well as direct numerical simulation (DNS) of end-gas ignition in homogeneous turbulence are performed to help model development and provide data sets for model validation. With further validation, the developed model is expected to advance the predictive capability for engine knock simulations and thus contribute to improving the fuel efficiency.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Reduced Petroleum Use Through Easily Reformed Fuels and Dedicated Exhaust Gas Recirculation

This project was proposed to demonstrate a >25% reduction in petroleum usage for a light duty SI vehicle by synergistically combining the Dedicated EGR combustion system developed at SwRI with modified fuel formulations incoroporating biofuel components. Typically, a D-EGR engine yields a 10% gain in fuel efficiency relative to the base engine through a combination of improved thermodynamic efficiency from the EGR application and the significant increase in compression ratio realized through the knock reduction benefits of EGR and hydrogen addition. As the D-EGR performance is strongly linked to hydrogen production, the proposal team anticipated that gasoline formulation changes could enhance the hydrogen production rate relative to a conventional gasoline. This was expected to provide additional efficiency gains to the engine. The final step of incorporating biofuel components would then yield a final result meeting the >25% petroleum reduction target.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

All Optical Neural Networks for Low Power Edge Computing

We developed a simplistic physics-based model of an all-optical neural network that mimics the encoder part of an autoencoder neural network for image compression. Our approach relies on the generation of a MATLAB-based model for both data compression and decompression and utilizes MATLAB's built-in autoencoder networks in combination with simple propagation of optical fields between layers constituting phase elements via Fourier transform. We optimize the phase elements using the particle swarm optimization technique and using our model, we demonstrate a compression ratio of 25% for 2828-pixel input images containing numeric digits from 0 to 9.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2022

The Exploitation of Data Reduction for Visualization

The disparity between the computational speed and storage bandwidth, as demonstrated in Figure 1, is a well known problem that grows with each successive generation. The visualization community is principally responding to this issue by using in situ to reduce which data must be written to storage. However, other communities are taking different, possibly complementary approaches. In particular, data compression is a common general approach to reduce storage demands. Data compression technologies are typically not designed with post processing in mind. The principal metrics measured are compression ratio, the improved bandwidth to storage, and the error introduced. It is assumed that data is inflated to its full size before any post processing can happen. Although when talking about bandwidth disparities, HPC’s dirty little secret is that no part of the memory nor interconnect hardware is increasing at the rate of computation. For example, the Summit supercomputer has a peak computation rate almost 10 times its predecessor, Titan, but only about 4 times the memory, less than twice the aggregate memory bandwidth, and almost no improvement in the interconnect bisection bandwidth. Naively inflating data for post processing does not help with limitations in the memory and interconnect systems.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2022

Spark-Assisted HCCI Residential CHP

A transformative small spark ignition (SI) internal combustion (IC) engine fueled with natural gas was developed for combined heat and power (CHP) applications using a combination of cycle simulations, computational fluid dynamics (CFD) modeling, and engine experiments. The resulting 1 kW CHP engine was demonstrated to achieve 36.1% brake thermal efficiency (BTE) while meeting aggressive exhaust emissions targets using a low-cost three-way catalyst. Starting from a “clean-sheet” design, modeling tools were used to select the optimal engine parameters and operating characteristics. The disruptive technologies developed for the CHP system have a target lifetime of at least 10 years. The engine cost at volume of 10,000 units was estimated to be $\$$1,050. A combination of experimental and simulation results were used to identify a path to the program target of 38.6% BTE. Base engine design parameters (i.e., displacement, speed, bore, stroke, valve timings, and compression ratio) were optimized to reduce friction, heat transfer, and exhaust losses. The base clean sheet prototype engine achieved 32% BTE. Optimization of the lube oil and coolant temperatures added 1.8% BTE. The addition of exhaust gas recirculation added 1.1% BTE. Novel thermal barrier coatings (TBCs) developed over the course of the project added 1.2% BTE. Further improvements in engine friction reduction (1.3% BTE) and improved combustion (1.2% BTE) are estimated to meet the program target 38.6% BTE, while also meeting the stringent criteria pollutant emissions targets.

42 ENGINEERING↗
DOE OSTI2025

Low Greenhouse Gas (GHG) Vehicle Technologies Research, Development, Demonstration and Deployment Topic 5 Natural Gas Engine Enabling Technologies

A 10 liter natural gas engine has been developed with significant improvements in efficiency while maintaining ultra low NOx emissions and meeting all other EPA criteria emissions limits. This was accomplished through design and analysis of performance components specifically for operation with natural gas in contrast to current production engines which are a minimally modified diesel engine that retain most diesel design features including a flat deck swirl head. The architecture developed here includes a pent roof cylinder head with tumble charge motion and cooling passages specifically optimized for effective cooling around the spark plug and valve bridges. Also in contrast to current production natural gas engines, EGR was not used, in part to avoid the initial cost and warranty expense associated with EGR systems, but also for performance benefits of faster combustion, reduced risk of misfire and high open cycle efficiency due to the turbocharger’s ability to extract energy from the high temperature exhaust. The exhaust manifold uses high temperature material and thermal mechanical fatigue analysis was completed to ensure the ability to withstand high exhaust temperatures without EGR. Other features include dual overhead cam with late intake valve closing Miller cycle and 14:1 compression ratio steel pistons. Low NOx emissions are achieved with stoichiometric combustion and application of a close coupled plus underfloor three way catalysts. The program target of peak brake thermal efficiency of 42% has been demonstrated along with bsNOx of 0.02 g/hp-hr over HD-FTP and RMCSET emissions cycles.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2021

Pressure Exchanger for Energy Recovery in a Trans-Critical CO2 Refrigeration System

Trans-critical CO2 vapor compression (VC) refrigeration cycles require a high compression ratio, which is associated with high expansion losses. To recover these expansion losses, a pressure exchange process between the low- and high-pressure sides of the VC cycle is proposed and examined in this study. The proposed pressure exchange system is an open type constant volume process where the high- and low-pressure flows mix inside the system. This prototype is inspired by the pressure exchangers used in reverse-osmosis (RO) desalination systems. In this system, a 2D model was generated and modeled using the computational fluid dynamics (CFD) technique. The numerical model ignored any losses due to leakage or hydraulic friction and the process is considered adiabatic. For the modeling, it was assumed that the inlet conditions for the two pressure exchanger flows are similar to the flow conditions at the evaporator and gas cooler outlets in a VC cycle. Two parameters are examined to test the validity of the system and understand their effect on the performance, including the inlet flow rate represented by the inlet velocity and the process time represented by the speed of rotation. A total of nine cases were simulated and analyzed in this study.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2021

Turbulent Acceleration of Interstellar Pickup Ions at the Heliospheric Termination Shock Forms the Global ENA Spectrum

The heliospheric energetic neutral atom spectrum observed by the Interstellar Boundary Explorer (IBEX) reveals that the heliosheath proton distribution is consistent with a power law. The origin of the spectrum is likely from interstellar pickup ions (PUIs) accelerated at the heliospheric termination shock (HTS). We present an explanation of the proton spectrum origin using a test particle simulation of PUIs accelerated at the HTS. PUIs experience preferential heating by the motional electric field in the shock foot, but do not develop a power-law tail without the presence of turbulence at wavenumbers (k) close to the PUI gyroradius scale (R g ). Voyager 2 observations of the magnetic field downstream of the HTS indicate a moderate amount of turbulence at kR g ≅ 1, (δB /B 0 ) 2 @ 0.01, which we find to be sufficient for producing a downstream suprathermal PUI tail but not at intensities observed by IBEX. Within the shock ramp, however, Voyager observed the turbulence power at much smaller scales to be nearly 100 times stronger, suggesting the possibility of strong turbulence at the PUI gyroradius scale. We show that a proton distribution can develop a power law downstream of the HTS consistent with IBEX observations if (δB /B 0 ) 2 ≳ 0.1 at kR g ≅ 1 in the shock foot. Shock drift acceleration of PUIs by the motional electric field is aided by interactions with turbulence upstream of the shock overshoot. Steepening of the IBEX proton spectrum in directions farther from the heliospheric nose suggests the HTS compression ratio and/or turbulence power weakens near the heliotail.

79 ASTRONOMY AND ASTROPHYSICS↗
DOE OSTI2021

Reducing Sample Loss in Measurement of Heat of Vaporization of Ethanol/Gasoline Blends by Differential Scanning Calorimetry/Thermogravimetric Analysis

Higher gasoline Heat of Vaporization (HOV) can enable higher compression-ratio direct injection spark ignition engines by providing evaporative cooling that effectively increases fuel knock resistance. Methods to directly measure this fuel property in complex gasoline samples are not well developed. The objective of the present study was to further improve a Differential Scanning Calorimetry/Thermogravimetric Analyzer (DSC/TGA) method to measure the total and partial HOV of gasoline. Ten market gasoline samples were chosen to have a wide range of properties to assess the method's capability across the entire volatility range with an emphasis on understanding how well the method captures the initial 10 percent (%) of sample evaporation and how much sample is left unevaporated at the end of the experiment. Modifications to the sample preparation/introduction method as well as to the instrument itself were made to reduce initial sample losses which included measurements of the HOV at 10 degrees C and 5 degrees C (in a cold chamber) as well as under (uncontrolled) ambient conditions. Experimental results from the DSC/TGA were compared to calculated total HOV results based on Detailed Hydrocarbon Analysis (DHA). Results from the two methods agreed very well with the difference being 5% or less in almost every case. In addition, the repeatability of the method was investigated by analyzing samples in triplicate at the three temperatures investigated. One valuable conclusion from the study was that the lower temperatures of 10 degrees C and 5 degrees C enabled more reproducible measurements for both total and partial HOV. This improved precision may be caused by the fact that temperature control in the cold chamber was more reliable than the ambient laboratory temperature control. Additionally, cold chamber experiments, due to ergonomic limitations, did not allow for the use of a lid on the sample pan. The reproducibility of the evaporation rate was found to be highly dependent on the pan/lid fit which can vary significantly such that elimination of the lid improved measurement precision while operation at sub-ambient temperature slowed the evaporation rate. Results detailing sample preparation and instrument modifications as well as a detailed comparison of total and partial HOV results are presented.

ADVANCED PROPULSION SYSTEMS,BIOMASS FUELS↗
DOE OSTI2020

Potential Impacts of High-Octane Fuel Introduction in a Naturally Aspirated, Port Fuel-Injected Legacy Vehicle

In recent years there has been an increased interest in raising the octane level of gasoline to enable higher compression ratios (CR) in spark-ignition engines to improve vehicle fuel efficiency. A number of studies have examined opportunities to increase efficiency in future vehicles, but potential impacts on the legacy fleet have not received as much attention. In this study, our effort focused on experimental studies on an engine using high-octane fuels without changing the engine’s CR. Spark timing was advanced until maximum torque was reached or knock was encountered for each engine condition, using each individual fuel to maximize engine efficiency. Knock-limited conditions occurred as the output brake mean effective pressure (BMEP) neared the maximum attainable output at a given engine speed. Increasing research octane numbers generally enabled knock-free operation under a greater number of operating conditions. Vehicle modeling using Autonomie was used to project vehicle energy use, fuel economy, and tailpipe CO 2 emissions for the Urban Dynamometer Driving Schedule (UDDS), the Highway Fuel Economy Test (HWFET), and the US06 cycle. Results show that decreases in energy consumption of up to 2% for a small SUV are possible through the use of a 97 RON fuel compared to a baseline using 91 RON fuel, provided that the formulation of the fuel does not cause unanticipated operational issues such as lower maximum BMEP. Greater improvements using high-octane fuels are possible if the CR is increased, but there is no opportunity to increase the CR in legacy vehicles. Thus, these vehicles realize an improvement from increased octane rating in accordance with their ability to spark advance to take advantage of a fuel with a higher octane rating. For the modeled vehicle, improvements of up to 2% in volumetric fuel economy may be possible through the use of a 97 RON fuel with the largest gains expected on the US06 cycle. Fuel economy impacts are strongly coupled to the heating value of the fuels in addition to changes in engine efficiency. Similarly, decreases in tailpipe CO 2 emissions are also achievable. However, simultaneous improvements in energy consumption, fuel economy, and tailpipe CO 2 emissions are not guaranteed and are dependent upon fuel formulation.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Lean-Stratified Combustion System with Miller Cycle for Downsized Boosted Application - Part 2

Automotive manufacturers relentlessly explore engine technology combinations to achieve reduced fuel consumption under continued regulatory, societal and economic pressures. For example, technologies enabling advanced combustion modes, increased expansion to effective compression ratio and reduced parasitics continue to be developed and integrated within conventional and hybrid propulsion strategies across the industry. Here, a high-efficiency gasoline engine capable for use in conventional or hybrid electric vehicle platforms is highly desirable. This paper is the second of two papers describing the multi-cylinder integration of a technology package combining lean-stratified combustion with Miller cycle for downsized boosted applications. The first paper describes the design, analysis and single-cylinder testing conducted to down-select the combustion system deployed to the multi-cylinder engine. This paper defines a light-duty engine package capable of achieving a 35% fuel economy improvement at US Tier 3 emission standards over a naturally aspirated stoichiometric baseline vehicle. A multi-mode combustion system was developed enabling highly efficient lean-stratified operation at light-load and stoichiometric Miller-cycle operation at mid- to high-loads. A central direct-injection four-valve layout was designed with high-tumble ports and a bowl-in-piston capable of stable operation under highly dilute mixtures when properly matched to fuel spray characteristics, injection strategy, and a high-energy ignition system. Boost system layout and base engine architecture were selected to minimize parasitics and maximize after treatment effectiveness. A multi-cylinder engine was developed and calibrated over a steady-state map. Results fed vehicle simulations over the EPA city and highway test cycles to predict the fuel economy improvement and tailpipe emissions potential. Fuel economy improvements over the baseline vehicle were projected at 42% and 39% for active-urea and passive-ammonia SCR after treatment systems respectively. Controls complexity to achieve regulatory compliance and the cost of the lean after treatment system were identified as the primary challenges to commercial viability.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗