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This paper delves into the intricate realm of Formula 1 race car aerodynamics, focusing on the pivotal role played by floor flow structures in contemporary racing. The aerodynamic design of the floor of a Formula 1 car is a fundamental component that connects the flow structures from the front wing to the rear end of the car through the diffuser, thus significantly influencing the generation of lift and drag. In this work, CFD was used to predict the structure of the vortices and flow pattern underneath a Formula 1 car using a CAD model that mimicked the modern Red Bull Racing Team’s car in recent years. Through comprehensive analysis and simulation, a detailed understanding of the complex flow patterns and aerodynamic phenomena occurring beneath the floor of the car and its vicinity is presented.

Design, testing, and implementation of new aftertreatment devices under various engine operating conditions is necessary to meet increasingly stringent regulatory mandates. One common aftertreatment device, the catalytic converter, is typically developed at a reduced scale and tested using predefined fluid compositions sourced from bottle gases and can undergo both species and temperature cycling in addition to steady-state testing. However, these bench-top conditions may differ from real-world operation in terms of flow-rates, species composition, and temperatures experienced. Transitioning from small-scale bench-top testing to full-scale engine applications requires larger monoliths that therefore have a significant amount of catalyst slurry to be washcoated, which increases cost and fabrication time.

A closed-cycle computational model of a non-Wankel rotary engine was thoroughly investigated to achieve optimal efficiencies, in a multitude of loading conditions relevant to automotive and aeronautical applications. Computational fluid dynamics (CFD) modeling was conducted in CONVERGE CFD, targeting the operation of a single pre-chamber and downstream main chamber engine system, roughly from 100 crank angle degrees (CAD) before top dead center (bTDC) to 100 CAD after top dead center (aTDC). In the developed framework, optimization studies involved main decision variables, including the engine’s compression ratio (CR), the injector’s position within the pre-chamber, the injector’s nozzle hole count and nozzle hole diameters. Traditional and split-injection strategies for the introduction of diesel fuel into the pre-chamber were evaluated by varying spray-related parameters including total injected mass, injection pressure, start of injection(s), and injection duration(s).

Many efforts have been made in recent years to find renewable replacements for fossil fuels that can reduce the carbon footprint without compromising combustion performance. Bio-blendstock oil developed from woody biomass using a reliable thermochemical conversion method known as catalytic fast pyrolysis (CFP), along with hydrotreating upgrading has the potential to deliver on this renewable promise. To further our understanding of naphthenic-rich bio-blendstock oils, an improved formulation surrogate fuel (SF), SF1.01, featuring decalin and butylcyclohexane naphthenic content was devised and blended with research-grade No.2 diesel (DF2) at various volume percentages. The blends were experimentally evaluated in a single-cylinder Ricardo Hydra compression ignition engine to quantify engine and emissions performance of SF1.01/DF2 blends. Injection timing events were varied from knock limit to misfire limit at the same operating conditions for all blends.

Hybridizing Solid Oxide Fuel Cells (SOFCs) with internal combustion engines is an attractive solution for power generation at high electrical conversion efficiency while emitting significantly reduced emissions than conventional fossil fueled plants. The gas that exits the anode of an SOFC operating on natural gas is a mixture of H2, CO, CO2, and H2O vapor, which are the products of the fuel reforming and the electrochemical process in the stack. In this study, experiments were conducted on a single-cylinder, spark-ignited Cooperative Fuel Research Engine using the anode off-gas as the fuel, at compression ratio of 11:1 and 13:1, engine speed of 1200 rev/min and intake pressure of 75 kPa, to investigate the combustion characteristics and emissions formation. A comparison was drawn with combustion with Compressed Natural Gas (CNG) at the same engine operating conditions.

Non-reacting spray behaviors of the Engine Combustion Network “Spray G” gasoline fuel injector were investigated at flash and non-flash boiling conditions in an optically accessible single cylinder engine and a constant volume spray chamber. High-speed Mie-scattering imaging was used to determine transient liquid-phase spray penetration distances and observe general spray behaviors. The standardized “G2” and “G3” test conditions recommended by the Engine Combustion Network were matched in this work and the fuel was pure iso-octane. Results from the constant volume chamber represented the zero (stationary piston) engine speed condition and single cylinder engine speeds ranged from 300 to 2,000 RPM. As expected, the present results indicated the general spray behaviors differed significantly between the spray chamber and engine. The differences must be thoughtfully considered when applying spray chamber results to guide spray model development for engine applications.

Pre-chambers are a means to enable lean burn combustion strategies which can increase the thermal efficiency of gasoline spark ignition internal combustion engines. A new engine concept is evaluated in this work using computational simulations of non-reacting flow. The objective of the computational study was to evaluate the feasibility of several engine design configurations combined with fuel injection strategies to create local fuel/air mixtures in the pre-chambers above the ignition and flammability limits, while maintaining lean conditions in the main combustion chamber. The current work used computational fluid dynamics to develop a novel combustion chamber geometry where the flow was evaluated through a series of six design iterations to create ignitable mixtures (based on fuel-to-air equivalence ratio, ϕ) using fuel injection profiles and flow control via the piston, cylinder head, and pre-chamber geometry.