Energies

High-temperature superconducting (HTS) technologies continue to advance as promising solutions for large-capacity rotating electrical machinery. However, the cryogenic architecture required to maintain superconducting states remains a critical design challenge, particularly for performance evaluation systems (PESs). Conventional helium–neon (He–Ne) circulation-based cooling enables stable low-temperature operation and has been experimentally validated in previous PES implementations, but it introduces substantial limitations due to installation complexity, flow-induced instability, and limited adaptability to different coil configurations. To address these constraints, this study proposes a conduction-cooled PES architecture optimized for HTS field coil testing and examines its thermal and structural characteristics through comprehensive design and finite element method (FEM)-based analysis. A multi-stage conduction cooling pathway using a cryocooler, thermal straps, and copper heat plates was designed to achieve uniform temperature distribution and reduce thermal gradients across the HTS winding. Three-dimensional FEM simulations were performed to evaluate the steady-state temperature distribution and heat-transfer characteristics of the proposed conduction-cooled PES under representative thermal load conditions, and the predicted cooling performance was comparatively assessed against the He–Ne cooled PES. The conduction-cooled PES was analyzed by comparing its predicted performance with previously obtained experimental results from the He–Ne cooled PES. The proposed conduction cooling architecture achieved a significant reduction in total heat load, decreasing from 177 W in the He–Ne system to approximately 78 W in the conduction-cooled configuration while also improving thermal efficiency and simplifying system integration. In addition, conduction cooling enhances compatibility with a wider range of HTS coil geometries by eliminating the constraints associated with fluid-based circulation. While the proposed conduction-cooled PES has not yet been physically fabricated, the numerical framework was established based on experimentally confirmed operating conditions of the previously implemented He–Ne-cooled PES, and future work will include fabrication and experimental validation of the conduction-cooled configuration. These findings demonstrate that conduction cooling represents a practical and scalable alternative for next-generation PES platforms and provide essential design guidelines for the development of high-field HTS coils and large-capacity superconducting rotating machines.

In this paper, experimental and numerical analyses are performed with a Rapid Compression and Expansion Machine (RCEM) equipped with a passive pre-chamber (PC) and fueled with premixed stoichiometric air/methane mixture to replicate engine-like conditions. The main objective of this work is to study the effects of PC geometry, initial charge conditions and hydrogen addition to methane on combustion and flame extinction. From the experiments at different PC geometries, the combustion images acquired with a high-speed camera show the existence of a critical PC configuration (Long φ4) exhibiting the highest flame extinction probability (~54% under baseline conditions). The increase in the initial charge pressure and/or the enrichment of the methane with hydrogen (up to 30% H₂ by volume) help to mitigate the flame extinction by reducing its probability to about 10%. Subsequently, a 0D RCEM model is developed (GT-Power^TM) and enhanced with user sub-models of turbulent combustion and flame quenching. Once tuned, the model reproduces the impact of PC design, higher initial gas pressure and hydrogen enrichment on the combustion evolution. The quenching sub-model, calibrated for the side wall quenching configuration, is able to forecast the experimental flame extinction tendency for the critical PC by modifying the hydrogen enrichment or initial gas pressure. The proposed methodology, describing the flame extinction tendency in PC combustion systems through 0D quenching modeling, represents the novel aspect for PC-equipped devices aiming to support their study and supplement engine investigations during the development phase.

The increasing efforts to decarbonise the energy sector have made it possible to reconsider advanced combustion modes that could simultaneously increase engine efficiency and meet stringent emission regulations. Reactivity-controlled compression ignition (RCCI) has emerged as a strong candidate due to its dual-fuel approach, which enables flexible control over in-cylinder reactivity and heat release patterns. Ethanol and hydrogen have recently attracted attention as a complementary low-reactivity and high-reactivity fuel pair within RCCI systems, typically implemented in a tri-fuel configuration using a small diesel pilot for ignition control. Therefore, most practical implementations operate as ethanol–hydrogen–diesel RCCI systems rather than pure dual-fuel ethanol–hydrogen modes. Research published between 2020 and 2025 provides a clearer picture of how these two fuels behave when used together in RCCI engines. Most studies report a noticeable improvement in the brake thermal efficiency of 4–7%. Particulate matter emissions reduce substantially from 20% to 50%. Lower carbon monoxide and hydrocarbon levels are often reported, and usually, a stable ignition is found throughout a wide range of operating conditions. However, if the combustion phasing is not properly controlled, hydrogen’s reactivity can lead to increased nitrogen oxide emissions, thus making it necessary to recirculate exhaust gases. Besides the challenges of combustion, practical aspects still remain as major hurdles. The problems of material compatibility between two fuels, hydrogen storage safety, and the requirement for low-carbon fuel production pathways can play a vital role in deciding commercialisation. To summarise, research findings point to the ethanol–hydrogen RCCI combination as a very promising route for the improvement of cleaner and more efficient engine technologies, provided the technical and logistical barriers can be addressed. Accordingly, this review primarily addresses ethanol–hydrogen–diesel tri-fuel RCCI architectures, while also discussing dual-fuel ethanol–hydrogen concepts where applicable in order to avoid conceptual overlap with spark-ignited ethanol–hydrogen systems.