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In the first quarter of 2020, SARs-CoV-2 (COVID-19) infections began to grow at an alarming rate despite drastic measures to reduce infection rates. Severe COVID-19 cases required mechanical ventilation, resulting in ventilator shortages worldwide. To address the ventilator shortages, the authors developed the CoreVent 2020, an emergency-use ventilator for adult patients that was designed, built, and tested in ten days. The CoreVent 2020 is a pressure-cycled, time-limited ventilator with a breath-assist mode that operates on standard pressurized oxygen and medical air. It provides adjustable peak inspiratory pressure (PIP) and positive end-expiratory pressure (PEEP). A medical-grade commercially available breathing circuit is used to minimize non-medical component requirements. The CoreVent 2020 was fabricated in-house at Stony Brook University Hospital and tested on three mechanical lung simulators in which the operating modes and alarm features were demonstrated. Animal studies were also performed in both normal breathing mode and breath-assisted modes. Arterial blood gas measurements confirmed that the ventilator provided satisfactory ventilation for the test subjects. The COVID-19 pandemic presented unique constraints on the design and innovation process not normally encountered in typical practice. Design decisions such as component choice, delivery time, and ease of high-volume, rapid manufacturing influenced all aspects of the design process. This aspect of the design/innovation process is also discussed, as well as an introductory discussion on how training and simulations can be developed so that innovation can occur efficiently in future crises situations.

Wiebe functions, analytical equations that estimate the fuel mass fraction burned (MFB) during combustion, have been effective at describing spark-ignition (SI) engine combustion using gasoline fuels. This study explores if the same methodology can be extended for SI combustion with syngas, a gaseous fuel mixture composed of H2, CO, and CO2, and anode-off gas; the latter is an exhaust gas mixture emitted from the anode of a Solid Oxide Fuel Cell, containing H2, CO, H2O, and CO2. For this study, anode off-gas is treated as a syngas fuel diluted with CO2 and vaporized water. Combustion experiments were run on a single-cylinder, research engine using syngas and anode-off gas as fuels. One single Wiebe function and three double Wiebe functions were fitted and compared with the MFB profile calculated from the experimental data. It was determined that the SI combustion process of both the syngas and the anode-off gas could be estimated using a governing Wiebe function. While the detailed double Wiebe function had the highest accuracy, a reduced double Wiebe function is capable of achieving comparable accuracy. On the other hand, a single Wiebe function is not able to fully capture the combustion process of a SI engine using syngas and anode off-gas.

Solid oxide fuel cells (SOFCs) have been deployed in hybrid decentralized energy systems, in which they are directly coupled to internal combustion engines (ICEs). Prior research indicated that the anode tailgas exiting the SOFC stack should be additionally exploited due to its high energy value, with typical ICE operation favoring hybridization due to matching thermodynamic conditions during operation. Consequently, extensive research has been performed, in which engines are positioned downstream the SOFC subsystem, operating in several modes of combustion, with the most prevalent being homogeneous compression ignition (HCCI) and spark ignition (SI). Experiments were performed in a 3-cylinder ICE operating in the latter modus operandi, where the anode tailgas was assimilated by mixing syngas (H2: 33.9%, CO: 15.6%, CO2: 50.5%) with three different water vapor flowrates in the engine’s intake. While increased vapor content significantly undermined engine performance, brake thermal efficiency (BTE) surpassed 34% in the best case scenario, which outperformed the majority of engines operating under similar operating conditions, as determined from the conducted literature review. Nevertheless, the best performing application was identified operating under HCCI, in which diesel reformates assimilating SOFC anode tailgas, fueled a heavy duty ICE (17:1), and gross indicated thermal efficiency ([Formula: see text]) of 48.8% was achieved, with the same engine exhibiting identical performance when operating in reactivity-controlled compression ignition (RCCI). Overall, emissions in terms of NOx and CO were minimal, especially in SI engines, while unburned hydrocarbons (UHC) were non-existent due to the absence of hydrocarbons in the assessed reformates.

Ammonia and Hydrogen are attractive alternative fuels for a zero-carbon combustion solution that can rapidly decarbonize the transportation industry. Understanding the chemical behavior and combustion characteristics of these fuels individually, as well as blended together, is pivotal to ensuring their widespread adoption and utilization. Furthermore, in the era of computer-aided engineering, it is critical to evaluate our ability to computationally model the chemical reactivity of these two fuels and validate predictions of experimentally observed phenomena using multi-dimensional simulations. In this study, ammonia/hydrogen chemical kinetics mechanisms available from the research literature are investigated through 0-D, 1-D, and 3-D simulations. The 0-D and 1-D simulations were carried out to understand the ignition delay and laminar flame speeds, respectively, at different operating pressures and temperatures. 3-D simulations were also performed to test the fuels’ behavior in a closed volume combustion chamber. The multi-dimensional computational results were compared against optically measured experimental data available in recent publications. Specifically, a comparison of unstretched flame speeds determined from stretched flame speeds of post-processed computational results is made. Lean and rich combustion limits have been computationally evaluated as well. Lastly, observed physical buoyancy effects were reproducible in a quiescent computational environment leading to increased confidence in using the evaluated chemical kinetics mechanisms for high-fidelity reciprocating piston engine computational research and development.

Reactivity controlled compression ignition (RCCI) combustion has previously been proposed as a method to achieve high fuel conversion efficiency and reduce engine emissions. A single-fuel RCCI combustion strategy can have decreased fuel system complexity by using a reformate fuel for port fuel injection and the parent fuel (diesel) for direct injection. This paper presents a one-dimensional computational model of a compression ignition engine with single-fuel RCCI. A Wiebe function is used to predict the combustion process by representing the mass fraction burned (MFB) on a crank angle resolved basis. One single-Wiebe function (SWF) and two double-Wiebe functions(DWFs) were fitted to experimentally derive MFB data using the least-square method. The fitted results were compared with MFBs calculated from experimental data to verify the accuracy. The SWF did not fully capture the MFB curve with high fidelity while the detailed DWF captured the MFB curve within a root mean square error of 1.4%. The reduced double-Wiebe function (RDWF) also resulted in a predicted combustion profile with similar accuracy. Hence, the RDWF was used in a GT-power thermodynamic study to understand the effects of the low-temperature heat release (LTHR) fraction and combustion phasing on combustion characteristics. At optimum phasing of 5–10 crank angle degree after the top dead center, increasing the LTHR fraction from 20% to 60% resulted in the fuel conversion efficiency increasing from 39.5% to 41.1%, thus suggesting that the reformate fuel-based RCCI strategy is viable to unlock improved combustion performance.