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The National Ignition Facility of Lawrence Livermore National Laboratory is the world’s largest and most energetic laser system. The Target Bay contains NIF’s 192 laser beams.
This presentation reports recent progress on light-duty boosted spark-ignition fuels/engines being developed under the Co-Optimization of Fuels and Engines initiative (Co-Optima). Co-Optima is focused on identifying fuel properties that optimize engine performance, independent of composition, allowing the market to define the best means to blend and provide these fuels. However, in support of this, we are pursuing a systematic study of blendstocks to identify a broad range of feasible options, with the objective of identifying blendstocks that can provide target ranges of key fuel properties, identifying trade-offs on consistent and comprehensive basis, and sharing information with stakeholders.
When neutrons are produced in nuclear processes such as fission or fusion, they can interact with any surrounding materials, inducing radioactivity through neutron capture reactions. Neutron reactions are fundamental to many areas of nuclear science, including studies of nuclear reactors, determining the formation of matter in stars, nuclear forensics, medical radiotherapy, and assessing the safety of our nuclear stockpile. The National Ignition Facility (NIF) offers a unique opportunity to use the inertial confinement fusion platform to measure neutron reactions essential to national security or fundamental and applied science applications. A typical fusion experiment at NIF currently produces approximately 10 16 neutrons through the fusion of deuterium and tritium in a target capsule. Materials introduced into the NIF target chamber in close proximity to the capsule will undergo neutron reactions such as capture or fission, and the resultant reaction rates can be evaluated. While neutron reactions can be measured at other facilities, NIF offers unique advantages. The flux of neutrons produced (number of neutrons per square centimeter per second) is much higher than any other available neutron source due to both the small size of the NIF capsule (2-mm diameter before implosion) and the short time (roughly 100 ps) over which the neutrons are produced. This results in less target material required to perform a reaction-rate study (less than or equal to 10 16 atoms) as compared to traditional particle accelerators, which require targets that are approximately 1 mg or roughly 10 20 atoms. Also, the NIF neutron spectrum is peaked at thermonuclear (14 MeV) neutron energy, which means that nuclear reactions with nonthermal energy thresholds can be studied at NIF, whereas neutron energies at a nuclear reactor are generally insufficient for studying higher-energy neutron reactions. Several experimental configurations have been developed that enable the use of NIF fusion capsules as powerful neutron sources for nuclear reaction measurements.
Advanced combustion modes, such as PCCI, operate near the system stability limits. In PCCI, the combustion event begins without a direct combustion trigger in contrast to traditional spark-ignited gasoline engines and direct-injected diesel engines. The lack of a direct combustion trigger encourages the usage of model-based controls to provide robust control of the combustion phasing. The nonlinear relationships between the control inputs and the combustion system response often limit the effectiveness of traditional, non-model-based controllers. Accurate knowledge of the system states and inputs is helpful for implementation of an effective nonlinear controller. A nonlinear controller is developed and implemented to control the engine combustion timing during diesel PCCI operation by targeting desired values of the in-cylinder oxygen concentration, pressure, and temperature during early fuel injection.
In the current paper we present an advanced meshing technique to perform high-fidelity numerical simulations in spark ignition (SI) engines. The design of the mesh is critical towards generating physically consistent, high fidelity data especially in regions of complex boundaries inside the cylinder, e.g., near the spark plugs. This is primarily due to the mesh deformation caused by the motion of the valve near the plug and also finer mesh sizes in the spark plug region. In the current work, we demonstrate the use of an overlapping grid (overset) methodology to design the mesh in the spark-plug region in a 2D SI engine-like geometry for a high-order simulation, based on the spectral element method (SEM). The data in the overlapping region is exchanged between the spark-plug geometry and the geometry containing rest of the objects like the piston, cylinder head, valve etc., using a high order spectral interpolation technique. The numerical simulations have been further compared against the standard, single (non-overset) grid, meshing technique for the whole 2D domain. The results further illustrate the capability of overlapping grid methodology in handling mesh deformation compared to the standard grid case and also the ability to capture the flow dynamics with a similar level of fidelity as the standard one
Presentation describes collaboration between five laboratories to develop and opacity spectrometer for use at the National Ignition Facility.
Photonic Doppler Velocimetry (PDV) has become widely and routinely used in many high-velocity experimental applications due to its improved ease of use, cost, experimental flexibility, data return, and robustness compared to earlier velocimetric methods. However, these earlier methods have advantages in applications with requirements beyond PDV’s current capabilities. Various classes of experiments at the National Ignition Facility (NIF) that are characterized by extremely high velocity or acceleration, or diagnostic requirements for high precision in timing and/or velocity, have historically seen a VISAR (velocity interferometer system for any surface) diagnostic employed due to such advantages. VISAR, however, requires specific, and sometimes challenging, experimental features, including planar geometry and normal incidence, high-reflectivity surface treatment, and a relatively large and inflexible diagnostic footprint. Therefore, the potential for implementing a PDV diagnostic at NIF has been evaluated by researchers from National Security Technologies, LLC and Lawrence Livermore National Laboratory. We present the results of this study, weigh the relative merits of the two methodologies with consideration of experimental phenomena and requirements, and discuss possible implementations and future directions.
This presentation, part of the International Summit on Breakout Technologies of Engine and Fuel 2018, discusses fuel properties for advanced spark ignition engines and insights from the U.S. DOE Co-Optima Project.
calculating opacity, of importance for modeling stellar interiors. An effort is being made to reproduce these results at the National Ignition Facility (NIF). These experiments require a new X-ray opacity spectrometer (OpSpec) spanning 540 eV – 2100 eV with a resolving power E/ΔE > 700. The design of the OpSpec is presented. Photometric calculations based on expected opacity data are also presented. First use on NIF is expected in September 2016.
Neutron experiments conducted at the National Ignition Facility can utilize high neutron fluences delivered in very short pulses. By adapting inertial confinement fusion laser pulses and targets, fluences above 10 15 n/cm 2 can be achieved on small experimental volumes, and prospectively up to 10 16 n/cm 2 onto capsule materials under development. Neutron pulse lengths are less than 1 ns. Large experimental volumes from 150 cm 3 to 20 L can access fluences of 10 8 -10 13 n/cm 2 . Experimental platforms may contain encapsulated hazardous materials, active electronics connected to sophisticated prompt read-out equipment, and large assemblies up to 200 kg. Furthermore, sources are designed to maximize total yield, total experimental fluence, or maximum fluenceper user-day allocated as required.
Fuel-engine interactions have been shown to influence stochastic pre-ignition (SPI), however there is uncertainty on the root causes, participially if effects are primarily physical or chemical in nature. To better delineate the physical and chemical dependencies of fuel properties on SPI, this work studies interactions between aromatics, distillation, and particle matter index on SPI with a laser induced fluorescence (LIF) diagnostic to observe wall wetting. Fuels with high aromatic components or higher distillation temperatures tend to increase SPI events, but it is not well understood if the increased fuel dilution or a chemical aspect of this process is the primary mechanism for SPI. By employing the novel LIF in this work we measure fuel dilution in real-time in a running single cylinder research engine operated at SPI conditions. Three fuels were used in the present work, with the LIF diagnostic. Each fuel was operated at two injection timings, generating fuel specific effects on wall wetting. The LIF measurements are coupled with engine combustion measurements and SPI event counts. Results enable a deconvolution of fuel physical and chemical properties on SPI propensity, providing unique and novel insights into the dominant fuel effects affecting SPI.
A fuel for an internal combustion engine includes a fatty alkyl ether having a formula corresponding to formula (II): wherein x is 1-8, and y is 0 to 3; and the alkyl is an alkyl group having a number of carbon atoms that is less than the number of carbon atoms in the alkyl chain on the opposite side of the oxygen atom. The fatty alky ether can be used as a neat fuel or blend with biodiesel, diesel, ethanol or other fuels. The fatty alkyl ethers are improved in cetane number and cold flow properties over a biodiesel with fatty acid methyl acid methyl ester compounds. This is particularly valuable for compression ignition engines. A method of combustion in several types of engines is also disclosed.
Research on alternative fuels has made significant progress as demands for cleaner and more efficient engine operation intensifies. Liquefied petroleum gas (LPG) can offer a potential alternative fuel route in the Diesel fuel dominated heavy-duty transportation sector due to its low cost, high anti-knock limit relative to gasoline, and reduced emission levels. In this work, experimental investigations are performed to study the effects of LPG compositions on performance, emissions, and combustion behavior of a spark-ignited (SI) cooperative fuel research (CFR) engine under stoichiometric conditions. Four LPG blends (chemically pure propane, a representative US blend, HD-5, and a representative European blend) representing the present LPG market are chosen. The impact of fuel composition is studied under different compression ratios (CR), ranging from 7:1 to 10:1 with one-unit increments, and at constant engine speed, intake manifold air pressure (IMAP) and 50% burn crank angle (CA50). The results show that fuel composition has minimal effect on engine efficiency over the CR range 7:1 to 10:1. Engine-out emissions are substantially affected by fuel compositions with the representative European blend indicating higher unburned hydrocarbon (UHC) emissions, particularly at higher CR. The representative US blend emits the lowest brake specific CO (bsCO) averaged over the tested CR range. With the increase of CR, end-gas autoignition intensifies for all blends and the representative European blend demonstrates the highest knock intensity of all tested blends, due to the presence of the more reactive fuel component, n-butane.
Biofuels present opportunities for improving the performance and reducing emissions from internal combustion engines by incorporating oxygenated functional groups to the fuels. Among various oxygenates, ethers have been recognized as promising candidates for an alternative to conventional diesel fuel owing to their higher reactivity and lower sooting tendency. The detailed guidelines for designing ethers, however, have not been fully discussed, even though their combustion characteristics are sensitive to the molecular structure. This study was devoted to exploring the structure-property relationships, particularly focusing on the cetane number and yield sooting index, using five linear, branched, and cyclic ethers: di-amyl-ether, 4-butoxy-heptane, 3,3-dimethyl-oxetane, 2-ethyl-4-methyl-1,3-dioxolane, and 2-isopropyl-4-methyl-1,3-dioxolane. First, we examined the chemical kinetics underlying the sooting tendency of the test fuels. The combustion product distribution was measured from flow reactor experiments at 750-1100 K, F=3, at atmospheric pressure. As a result, it was revealed that the sooting tendency is closely related to the size of hydrocarbon intermediates in the high-temperature regime (>1000 K); that is, larger hydrocarbons lead to more soot precursor formation. The underlying chemistry determining the size of the hydrocarbons from the tested fuels was analyzed using reaction pathway analysis and quantum mechanics calculations, which showed that the branched and cyclic ether structures form abundant C3-C4 compounds. Moreover, the auto-ignition characteristics of the test fuels were studied using the flow reactor at low-temperature (400-700 K) and F=1. We found a clear difference in the combustion-product distribution from high and low reactivity fuels, which was then correlated to the systematic analysis of the key reaction energy barriers with the varying molecular structure.
Engine knock and misfire are barriers to pathways leading to high-efficiency Spark-Ignited (SI) Natural Gas (NG) engines. The general tendency to knock is highly dependent on engine operating conditions and the fuel reactivity. The problem is further complicated by the low emission limits and the wide range of chemical reactivity in pipeline-quality natural gas. Depending on the region and the source of the natural gas, its reactivity, described by its Methane Number (MN), which is analogous to the Octane Number for liquid SI fuels, can span from 65 to 95. In order to realize diesel-like efficiencies, SI NG engines must be designed to operate at high Brake Mean Effective Pressures (BMEP), near or beyond knock limits, over a wide range of fuel reactivity. This requires a deep understanding of the combustion-engine interactions pertaining to flame propagation and End-Gas Autoignition (EGAI), i.e., the autoignition of the unburned gas (end gas) ahead of the flame front. However, EGAI, if controlled, provides an opportunity to increase SI NG engine efficiency by increasing the combustion rate and the total fraction of burned fuel, mitigating the effects of the slow flame speeds characteristic of natural gas fuels, which generally reduce BMEP and increase unburned hydrocarbon emissions. For this reason, to realize diesel-like efficiencies and ultra-low emissions on SI NG engines, this work proposes the study of the main parameters influencing the modeling and prediction of NG EGAI to allow for its control. In this work, a novel EGAI detection and onset determination method was developed to reliably quantify EGAI for data analysis and engine control. The new method allowed the prediction of EGAI on SI NG engines without the need to use engine- and operating-condition-dependent thresholds and reduced the error in quantifying the fraction of the total energy released by the EGAI event by up to 40%pts. One- and three-dimensional engine models were then developed to study the engine/fuel interactions that lead to NG EGAI and its performance benefits. These models, although having decent agreement with experimental data, showed the need to account for NOx chemistry when predicting NG EGAI due to a consistently later prediction of the EGAI onset (~1.65 crank-angle degrees) and thus, a new reduced chemical mechanism for real NG fuels was developed containing NOx chemistry. The new reduced mechanism improved the EGAI onset prediction agreement to within ±0.5 crank-angle degrees and decreased simulation time during combustion by nearly 50% when using the further reduced AREIS50NOx chemical mechanism. These models were then used to study the role of NG composition on EGAI, evaluate the engine/fuel interactions leading to NG EGAI, and perform engine optimization while leveraging EGAI to increase thermal efficiency. Piston design optimization combined with a Controlled EGAI (C-EGAI) combustion mode allowed a Heavy-Duty (HD) SI NG engine to operate at diesel-like efficiencies, i.e., Brake Thermal Efficiency (BTE) ≥44%. Experimental and modeling data analysis revealed that earlier and faster heat release increases combustion efficiency by an average of 1%pts, increases work transferred to the piston resulting in a decrease in exhaust losses by 50% depending on the engine operating condition while slightly increasing heat losses. Finally, the simulation results revealed an opportunity to further enhance the BTE (up to 50%) by enabling C-EGAI combustion at leaner conditions, λ=1.4-1.6.
With the increasing need for fuel-flexibility, an understanding of auto-ignition inside gas turbine premixers is crucial. Direct numerical simulation (DNS) is a great tool to reveal the fine grain details of physics inside the premixer and guide the choice of the models to use for less expensive simulations. We present numerical simulations of a simplified and downscaled premixer, with multiple air jets in rich fuel crossflow. The simulations show intense fuel-air mixing and flame-turbulence interaction. We examine flow acceleration by the incoming jets, and the combustion within the device. We observe low-temperature and high-temperature combustion signatures, and compute the flame index to quantify local stabilization modes.
A compression ignition engine system allows use of hydrous fuels, in particular hydrous biofuels, with high water content (e.g., 20-85% water). The hydrous fuel is pressurized, and also preferably heated via the engine's exhaust gas, to increase its enthalpy, and is then directly injected into the engine cylinder(s) near top dead center. The system provides brake thermal efficiency increases of 20% or more versus a comparable system using conventional diesel fuel, while allowing the use of inexpensive undistilled or lightly distilled biofuels.
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