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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 1,549 records · Page 86
All sourcesNASA NTRSDOE OSTI
DOE OSTI2014

Simultaneously firing two cylinders of an even firing camless engine

A valve control system includes an engine speed control module that determines an engine speed and a desired engine stop position. A piston position module determines a desired stopping position of a first piston based on the desired engine stop position. A valve control module receives the desired stopping position, commands a set of valves to close at the desired stopping position if the engine speed is less than a predetermined shutdown threshold, and commands the set of valves to reduce the engine speed if the engine speed is greater than the predetermined shutdown threshold.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2014

Ammonia Generation over TWC for Passive SCR NOX Control for Lean Gasoline Engines

A commercial three-way catalyst (TWC) was evaluated for ammonia (NH3) generation on a 2.0-liter BMW lean burn gasoline direct injection engine as a component in a passive ammonia selective catalytic reduction (SCR) system. The passive NH3 SCR system is a potential low cost approach for controlling nitrogen oxides (NOX) emissions from lean burn gasoline engines. In this system, NH3 is generated over a close-coupled TWC during periodic slightly rich engine operation and subsequently stored on an underfloor SCR catalyst. Upon switching to lean, NOX passes through the TWC and is reduced by the stored NH3 on the SCR catalyst. NH3 generation was evaluated at different air-fuel equivalence ratios at multiple engine speed and load conditions. Near complete conversion of NOX to NH3 was achieved at =0.96 for nearly all conditions studied. At the =0.96 condition, HC emissions were relatively minimal, but CO emissions were significant. Operation at AFRs richer than =0.96 did not provide more NH3 yield and led to higher HC and CO emissions. Results of the reductant conversion and consumption processes were used to calculate a representative fuel consumption of the engine operating with an ideal passive SCR system. The results show a 1-7% fuel economy benefit at various steady-state engine speed and load points relative to a stoichiometric engine operation.

Prikhodko, Vitaly Y↗
DOE OSTI2015

System and method for conditioning intake air to an internal combustion engine

A system for conditioning the intake air to an internal combustion engine includes a means to boost the pressure of the intake air to the engine and a liquid cooled charge air cooler disposed between the output of the boost means and the charge air intake of the engine. Valves in the coolant system can be actuated so as to define a first configuration in which engine cooling is performed by coolant circulating in a first coolant loop at one temperature, and charge air cooling is performed by coolant flowing in a second coolant loop at a lower temperature. The valves can be actuated so as to define a second configuration in which coolant that has flowed through the engine can be routed through the charge air cooler. The temperature of intake air to the engine can be controlled over a wide range of engine operation.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2018

Development of predictive capability of cycle-to-cycle variation in dual-fuel engines using supercomputing-based computational fluid dynamics

Cycle-to-cycle variation (CCV) in internal combustion engines is expected due to variabilities in operating conditions such as in-cylinder fuel stratification, mixing behavior, manifold air pressure, injection timing etc. Generally, engine experimental studies provide averaged quantities such as cylinder pressure, emissions, indicated mean effective pressure (IMEP) from multiple cycles and their CCV of IMEP, and CCV of cylinder pressure from consecutive cycles for a given test condition. Capturing 3D spatial distributions of relevant measures such as fuel-air mixing, temperature, turbulence levels and emissions from such experiments is challenging. Computational Fluid Dynamics (CFD) is an alternative to experiments, that can be used effectively to understand the spatial and temporal distributions of parameters of interest.Quantitative understanding of CCV in dual-fuel (DF) engines will accelerate the development and deployment of engines that provide fuel flexibility, economic advantage and emission compliance. Earlier work [1] performed to develop an understanding of the physics of CCV in large-bore, medium-speed, dual-fuel engines was partially successful. That effort entailed a sparse design of experiment (DOE) of full-cylinder geometry, closed-cycle, dual-fuel CFD simulations in which variabilities within some of the identified global parameters were exercised. The Coefficient of Variation (COV) of cylinder pressure was promising compared with experimental COV. This reinforced the understanding of which global parameters are significant contributors to CCV in DF combustion.The authors have used several high-performance supercomputing facilities in the process of developing predicting capability of CCV in large-bore engines, while operating in dual-fuel, diesel and natural gas (NG), combustion mode [1, 2]. In the current study CCV influencing parameters in a diesel-natural gas dual-fuel engine was studied using a 4th order DOE consisting of 137 concurrent cases. These full-geometry, closed-cycle, CFD simulations were run on the Mira supercomputing facility at the Argonne National Laboratory (ANL). This paper describes key learnings of that study along with a validation of the DOE. Further, the CCV prediction methodology, which is applicable to simulation-based design and testing, is described.

Gubba, Sreenivasa Rao↗
DOE OSTI2019

In space startup method for nuclear fusion rocket engines

The invention is for a startup system for nuclear fusion engines in space. The combustion of hydrogen and oxygen produces heat that is used by a heat engine to produce electricity. This can be supplemented by electricity from other operating engines. The exhaust from the combustion is condensed and electrolyzed to produce hydrogen and oxygen once the engine is in operation. This provides a constant source of energy for future startups. The engine is started up at partial power in electricity generation mode and this power replaces the power from the combustion as it grows. The combustor uses the same heat engine as the nuclear engine uses for power generation.

08 HYDROGEN↗
DOE OSTI2022

Diverter fittings for cooling systems of an engine

A passive diverter fitting for a cooling system of an engine includes a base defining an interior cavity, an inlet opening extending through the base that is in fluid communication with the interior cavity, an outlet opening that is in fluid communication with the interior cavity, and a bypass opening that is in fluid communication with the interior cavity. The base is configured to be removably disposed in a cavity of an engine block. The inlet opening is positioned to receive coolant when the passive diverter fitting is disposed in the cavity of the engine block. The outlet opening is in fluid communication with the area exterior to the engine block when the passive diverter fitting is disposed in the cavity of the engine block. The bypass opening is in fluid communication with an interior coolant passage of the engine block when the passive diverter fitting is disposed in the cavity of the engine block.

Chen, Allen Yao↗
DOE OSTI2022

A detailed experimental and modeling comparison of molecular radiative heat loss in a spark-ignition engine

Radiative heat transfer has been chiefly considered negligible in internal combustion engines, except for Diesel engines where soot radiation was recognized as a significant radiative transfer source. Only more recently, detailed simulations have shown that molecular radiation can be substantial as well. In extension to this, molecular radiative heat transfer can reach detectable levels of about 5–10% of the total heat transfer in spark-ignited engines. The broadband radiative nature of the significant emitting molecules, carbon dioxide and water, makes it necessary to address whether radiative trapping plays a substantial role in either total heat loss or energy redistribution within the cylinder. An experimental setup that allows measurements of the infrared emissions at a 2-crank-angle-degree resolution was developed to determine the importance of radiative trapping by carbon dioxide and water. Measurements were conducted in the well-characterized and documented TCC-III engine at the University of Michigan. The engine operated on a stoichiometric propane/air mixture at a speed of 1,300 RPM. Large Eddy Simulations with added line-by-line photon Monte-Carlo simulations of the molecular radiation were an integral part of this study to plan and devise the measurements. Post-processing of the simulation data included an accurate representation of the experimental volume from where infrared signals are collected. Additionally, the experimental data were used for validation of the photon Monte-Carlo simulations. Joint analysis of experimental and simulated spectra allowed quantifying the significance of radiative trapping. Results show the significant role of radiative trapping when predicting radiative heat transfer in the TCC-III engine.

42 ENGINEERING↗
DOE OSTI2020

Investigation of the end-gas autoignition process in natural gas engines and evaluation of the methane number index

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 wide range of chemical reactivity in pipeline quality NG, represented by the Methane Number (MN) (65< MN<95). Understanding the underlying phenomena responsible for engine knock can support the development of predictive tools capable of identifying knock onset/intensity as well as a fuel’s propensity to knock, allowing engine manufacturers to expand the knock envelope and design more efficient/robust SI NG engines. Additionally, there is an opportunity for increased efficiency by controlling levels of end-gas autoignition if this can be predicted and controlled. This work focuses on the development of a novel methodology to understand/predict a fuel’s propensity to knock. This methodology is based on the charge fraction undergoing autoignition, namely fractional end-gas autoignition (F-EGAI), and was developed based on first order laminar flame speeds and ignition delay analysis combined with a 0-D homogeneous batch reactor model. This methodology proved to be suitable to predict a fuel’s propensity to knock, even under conditions when light knock was observed. The simple modeling approach was used to explain the results from a series of MN tests with multiple NG compositions exhibiting a wide range of reactivity compositions and providing insight on why fuels of very different chemical compositions can have the same MN. Finally, a CFD model was developed was used to confirm the methodology capability and provide further insights in the physical and chemical phenomena behind end gas autoignition.

42 ENGINEERING↗
DOE OSTI2022

Influence of NOx chemistry on the prediction of natural gas end-gas autoignition in CFD engine simulations

Natural gas (NG) represents a promising low-cost/low-emission alternative to diesel fuel when used in high-efficiency internal combustion engines. Advanced combustion strategies utilizing high EGR rates and controlled end-gas autoignition can be implemented with NG to achieve diesel-like efficiencies; however, to support the design of these next-generation NG ICEs, computational tools, including single- and multi-dimensional simulation packages will need to account for the complex chemistry that can occur between the reactive species found in EGR (including NOx) and the fuel. Research has shown that NOx plays an important role in the promotion/inhibition of large hydrocarbon autoignition and when accounted for in CFD engine simulations, can significantly improve the prediction of end-gas autoignition for these fuels. However, reduced NOx-enabled NG mechanisms for use in CFD engine simulations are lacking, and as a result, the influence of NOx chemistry on NG engine operation remains unknown. Here, we analyze the effects of NOx chemistry on the prediction of NG/oxidizer/EGR autoignition and generate a reduced mechanism of a suitable size to be used in engine simulations. Results indicate that NG ignition is sensitive to NOx chemistry, where it was observed that the addition of EGR, which included NOx, promoted NG autoignition. The modified mechanism captured well all trends and closely matched experimentally measured ignition delay times for a wide range of EGR rates and NG compositions. Here, the importance of C2-C3 chemistry is noted, especially for wet NG compositions containing high fractions of ethane and propane. Finally, when utilized in CFD simulations of a Cooperative Fuels Research (CFR) engine, the new reduced mechanism was able to predict the knock onset crank angle (KOCA) to within one crank angle degree of experimental data, a significant improvement compared to previous simulations without NOx chemistry.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Co-optimization of Heavy-Duty Fuels and Engines: Cost Benefit Analysis and Implications

Heavy-duty vehicles require expensive after treatment systems for control of emissions such as particulate matter (PM) and nitrogen oxides (NOx) to comply with stringent emission standards. Reduced engine-out emissions could potentially alleviate the emission control burden, and thus bring about reductions in the cost associated with after treatment systems, which translates into savings in vehicle ownership. This study evaluates potential reductions in manufacturing and operating costs of redesigned emission after treatment systems of line-haul heavy-duty diesel vehicles (HDDVs) with reduced engine-out emissions brought about by co-optimized fuel and engine technologies. Three emissions reduction cases representing conservative, medium, and optimistic engine-out emission reduction benefits are analyzed, compared to a reference case: the total costs of after treatment systems (TCA) of the three cases are reduced to 11,400(1.63 cents/km), 9,100 (1.30 cents/km), and 8,800 (1.26 cents/km), respectively, compared to 12,000 (1.71 cents/km) for the reference case. The largest potential reductions result from reduced diesel exhaust fluid (DEF) usage due to lower NOx emissions. Downsizing after treatment devices is not likely, because the sizes of devices are dependent on not only engine-out emissions, but also other factors such as engine displacement. As a result, sensitivity analysis indicates that the price and usage of DEF have the largest impacts on TCA reduction.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Design methodologies and engineering applications for ecosystem biomimicry: an interdisciplinary review spanning cyber, physical, and cyber-physical systems

Abstract Ecosystem biomimicry is a promising pathway for sustainable development. However, while typical form- and process-level biomimicry is prevalent, system-level ecosystem biomimicry remains a nascent practice in numerous engineering fields. This critical review takes an interdisciplinary approach to synthesize trends across case studies, evaluate design methodologies, and identify future opportunities when applying ecosystem biomimicry to engineering practices, including cyber systems (CS), physical systems (PS), and cyber-physical systems (CPS). After systematically sourcing publications from major databases, the papers were first analyzed at a meta level for their bibliographic context and for statistical correlations among categorical variables. Then, we investigated deeper into the engineering applications and design methodologies. Results indicate that CPS most frequently mimic organisms and ecosystems, while CS and PS frequently mimic populations-communities and molecules-tissues-organ systems, respectively (statistically highly significant). An indirect approach is most often used for mimicry at organizational levels from populations to ecosystems, while a direct approach frequently suits levels from molecules to organisms (highly significant). Dominant themes across engineering applications include symbiotic organism search algorithms for CS and ecological network analysis for CPS, while PS are highly diverse. For design methodologies, this work summarizes and details ten well-documented biomimetic process models among literature, which addresses an outdated concern for a lack of systematic methods for ecosystem biomimicry. In addition to the Biomimetics Standard ISO 18458, these methods include the Natural Step and Techno-Ecological Synergy framework, among others. Further, the analyses revealed future opportunities from less utilized design methods (e.g. interdisciplinary teams tackling indirect, ecosystem-level projects) to well-established engineering concepts ready for technological advancement (e.g. implementing membrane computing for physical applications). For future studies, this review provides a comprehensive reference for ecosystem biomimetic design practices and application opportunities across multiple engineering domains.

42 ENGINEERING↗
DOE OSTI2021

Stochastic thermodynamic cycles of a mesoscopic thermoelectric engine

Here, we analyze a steady-state thermoelectric engine, whose working substance consists of two capacitively coupled quantum dots. One dot is tunnel-coupled to a hot reservoir serving as a heat source, the other one to two electrically biased reservoirs at a colder temperature, such that work is extracted under the form of a steady-state current against the bias. In single realizations of the dynamics of this steady-state engine autonomous, four-stroke cycles can be identified. The cycles are purely stochastic, in contrast to mechanical autonomous engines which exhibit self-oscillations. In particular, these cycles fluctuate in direction and duration and occur in competition with other spurious cycles. Using a stochastic thermodynamic approach, we quantify the cycle fluctuations and relate them to the entropy produced during individual cycles. We identify the cycle mainly responsible for the engine performance and quantify its statistics with tools from graph theory. We show that such stochastic cycles are made possible because the work extraction mechanism is itself stochastic instead of the periodic time dependence in the working-substance Hamiltonian which can be found in conventional mechanical engines. Our investigation brings new perspectives about the connection between cyclic and steady-state engines.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
DOE OSTI2020

Verification of diesel spray ignition phenomenon in dual-fuel diesel-piloted premixed natural gas engine

Dual-fuel (DF) engines, in which premixed natural gas and air in an open-type combustion chamber is ignited by diesel-fuel pilot sprays, have been more popular for marine use than pre-chamber spark ignition (PCSI) engines because of their superior durability. However, control of ignition and combustion in DF engines is more difficult than in PCSI engines. In this context, here we focus on the ignition stability of n-heptane pilot-fuel jets injected into a compressed premixed charge of natural gas and air at low-load conditions. To aid understanding of the experimental data, chemical-kinetics simulations were carried out in a simplified engine-environment that provided insight into the chemical effects of methane (CH4) on pilot-fuel ignition. The simulations reveal that CH4 has an effect on both stages of n-heptane autoignition: the small, first-stage, cool-flame-type, low-temperature ignition (LTI) and the larger, second-stage, high-temperature ignition (HTI). As the ratio of pilot-fuel to CH4 entrained into the spray decreases, the initial oxidization of CH4 consumes the OH radicals produced by pilot-fuel decomposition during LTI, thereby inhibiting its progression to HTI. Using imaging diagnostics, the spatial and temporal progression of LTI and HTI in DF combustion are measured in a heavy-duty optical engine, and the imaging data are analyzed to understand the cause of severe fluctuations in ignition timing and combustion completeness at low-load conditions. Images of cool-flame and hydroxyl radical (OH*) chemiluminescence serve as indicators of LTI and HTI, respectively. The cycle-to-cycle and spatial variation in ignition extracted from the imaging data are used as key metrics of comparison. The imaging data indicate that the local concentration of the pilot-fuel and the richness of the surrounding natural-gas air mixture are important for LTI and HTI, but in different ways. In particular, higher injection pressures and shorter injection durations increase the mixing rate, leading to lower concentrations of pilot-fuel more quickly, which can inhibit HTI even as LTI remains relatively robust. Decreasing the injection pressure from 80 MPa to 40 MPa and increasing the injection duration from 500 µs to 760 µs maintained constant pilot-fuel mass, while promoting robust transition from LTI to HTI by effectively slowing the mixing rate. This allows enough residence time for the OH radicals, produced by the two-stage ignition chemistry of the pilot-fuel, to accelerate the transition from LTI to HTI before being consumed by CH4 oxidation. Thus from a practical perspective, for a premixed natural gas fuel–air equivalence-ratio, it is possible to improve the “stability” of the combustion process by solely manipulating the pilot-fuel injection parameters while maintaining constant mass of injected pilot-fuel. This allows for tailoring mixing trajectories to offset changes in fuel ignition chemistry, so as to promote a robust transition from LTI to HTI by changing the balance between the local concentration of the pilot-fuel and richness of the premixed natural gas and air. This could prove to be a valuable tool for combustion design to improve fuel efficiency or reduce noise or perhaps even reduce heat-transfer losses by locating early combustion away from in-cylinder walls.

42 ENGINEERING↗
DOE OSTI2025

Mapping ammonia-diesel combustion on a single-cylinder 107 mm bore diesel engine retrofitted for ammonia port-fuel injection

Ammonia is garnering significant interest from the international maritime sector as an alternative fuel. It is attractive as a hydrogen carrier and as a fuel because it has a higher volumetric energy density compared with gaseous or liquid hydrogen, making it easier to store and transport without requiring high pressures or cryogenic storage. Ammonia has significant toxicity concerns, but safe handling procedures have already been established because it is one of the most widely produced chemicals worldwide for use as a fertilizer. Barriers to consuming NH 3 as a fuel in engines include (1) less favorable ignition energy and flame speed compared with conventional fuels; (2) emissions challenges, including potentially high NH 3 , NO X , and N 2 O emissions; and (3) fuel delivery and handling challenges. Although NH 3 has been used to fuel compression-ignition marine engines in limited demonstration projects, technical barriers still exist. The use of NH 3 as a fuel in smaller-bore, high-speed auxiliary engines for large vessels and for smaller inland and coastal marine applications remains unaddressed. This work investigates a late-injection diesel pilot ignition dual-fuel NH 3 strategy using a single-cylinder, high-speed Cummins four-stroke diesel engine platform with a 107 mm bore and 1.1 L displacement per cylinder. The engine was modified for port fuel injection of heated gaseous anhydrous NH 3 . The diesel fuel injection system and the combustion geometry were unmodified to represent a retrofit application, which would minimize additional hardware to maximize diesel fuel displacement with NH 3 . Furthermore, the results show the applicability of a late injection diesel pilot strategy to overcome the challenging fuel properties of NH 3 over the engine operating envelope. Mapping results focusing on emissions are presented, and comparisons are made to a conventional diesel combustion baseline.

Ship engines↗
DOE OSTI2012

Tailored Materials for High Efficiency CIDI Engines

The overall goal of the project, Tailored Materials for High Efficiency Compression Ignition Direct Injection (CIDI) Engines, is to enable the implementation of new combustion strategies, such as homogeneous charge compression ignition (HCCI), that have the potential to significantly increase the energy efficiency of current diesel engines and decrease fuel consumption and environmental emissions. These strategies, however, are increasing the demands on conventional engine materials, either from increases in peak cylinder pressure (PCP) or from increases in the temperature of operation. The specific objective of this project is to investigate the application of a new material processing technology, friction stir processing (FSP), to improve the thermal and mechanical properties of engine components. The concept is to modify the surfaces of conventional, low-cost engine materials. The project focused primarily on FSP in aluminum materials that are compositional analogs to the typical piston and head alloys seen in small- to mid-sized CIDI engines. Investigations have been primarily of two types over the duration of this project: (1) FSP of a cast hypoeutectic Al-Si-Mg (A356/357) alloy with no introduction of any new components, and (2) FSP of Al-Cu-Ni alloys (Alloy 339) by physically stirring-in various quantities of carbon nanotubes/nanofibers or carbon fibers. Experimental work to date on aluminum systems has shown significant increases in fatigue lifetime and stress-level performance in aluminum-silicon alloys using friction processing alone, but work to demonstrate the addition of carbon nanotubes and fibers into aluminum substrates has shown mixed results due primarily to the difficulty in achieving porosity-free, homogeneous distributions of the particulate. A limited effort to understand the effects of FSP on steel materials was also undertaken during the course of this project. Processed regions were created in high-strength, low-alloyed steels up to 0.5 in. deep that showed significant grain refinement and homogeneous microstructures favorable to increased fracture toughness and fatigue performance. The final tasks of the project demonstrated that the FSP concept can be applied to a relevant part geometry by fabricating diesel piston crowns with FSP regions applied selectively to the edge of the bowl rim. This area of the piston typically suffers from conditions at high PCP that cause severe thermal fatigue issues. It is expected that, given the data from coupon testing, the durability of pistons modified by FSP will allow much higher fatigue lifetime and potentially also greater resistance to elevated stress-level effects on fatigue.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Plasma Electrolytic Oxidation (PEO) Coatings as Superior Thermal Barriers for Engine Pistons. Final Report

Thermal barrier coatings (TBCs) have received considerable interest in internal combustion engines, as a means to increase overall efficiency. However, despite some promising results for coatings with adequate thermal properties, durability has remained a barrier to commercialization, which has damped interest from automotive manufacturers. The PEO-based TBC developed by IBC Materials has exceptional durability, and thermal properties comparable or superior to state of the art. In this Phase I effort, IBC has demonstrated this durability by coating pistons from a current production engine (Kohler KD440) and conducting thermal shock testing on several coated pistons. Following successful thermal shock testing, a piston was run in this engine for an extended period(>120h) and showed no evidence of damage to the piston coating or engine bore. The PEO-based TBC also increased heat rejection from the combustion chamber, resulting in significantly increased exhaust temperature. Operation of the engine with PEO-based TBCs was also found to delay the onset of fuel ignition, possibly due to reduced heat retention by the piston. After slightly modifying the engine operation to counteract this effect, a modest improvement (+0.8%) to overall efficiency was achieved. With additional tuning of coating parameters and combustion timing, it is very likely that additional gains can be realized. This result also points to the possibility of future designs which require less capacity from the cooling system (e.g. a radiator), which draws energy and adds mass and complexity to an overall powertrain.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2015

Compression Ignition Engines – Revolutionary Technology That has Civilized Frontiers all Over the Globe from the Industrial Revolution into the Twenty-First Century

The history, present and future of the compression ignition engine is a fascinating story that spans over 100 years, from the time of Rudolf Diesel to the highly regulated and computerized engines of the 21st Century. The development of these engines provided inexpensive, reliable and high power density machines to allow transportation, construction and farming to be more productive with less human effort than in any previous period of human history. The concept that fuels could be consumed efficiently and effectively with only the ignition of pressurized and heated air was a significant departure from the previous coal-burning architecture of the 1800s. Today, the compression ignition engine is undergoing yet another revolution. The equipment that provides transport, builds roads and infrastructure, and harvests the food we eat needs to meet more stringent requirements than ever before. How successfully 21st Century engineers are able to make compression ignition engine technology meet these demands will be of major influence in assisting developing nations (with over 50% of the world’s population) achieve the economic and environmental goals they seek.

diesel engine, diesel fuel, compression ignition e↗
DOE OSTI2025

Quantum Software Engineering (Dagstuhl Seminar 24512)

The Dagstuhl Seminar 24512 on "Quantum Software Engineering" was held from December 15 to 20, 2024. It brought together 26 participants from industry and academia from 13 different countries, including senior and junior researchers as well as practitioners in the field of Quantum Software Engineering. The aim of the seminar was to advance software engineering methods and tools for the engineering of hybrid quantum systems by promoting personal interaction and open discussion among researchers who are already working in this emerging area of knowledge. The first day of the seminar was devoted to the topic "When software engineering meets quantum mechanics", while the second day focused on "Quantum software engineering and its challenges." During both days, 16 invited presentations were given. The rest of the seminar was organized into three working groups to address the topics "Quantum Software Design, Modelling and Architecturing", "Adaptive Hybrid Quantum Systems", and "Quantum Software Quality Assurance". The seminar was a very fruitful experience for all participants both in terms of scientific outcomes and in terms of the personal relationships that were generated to jointly address future experiences.

97 MATHEMATICS AND COMPUTING↗