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During the first two years of this project, four experimental subtasks were to have begun but only one of these was to have been completed. Additionally, six modeling subtasks were scheduled to begin, five of which were to have been completed. We are on schedule for all but two of these 10 subtasks. The experimental tasks are on schedule. A second round of durability tests has been developed and testing has begun. It is too early to draw conclusions from this second round of durability testing. The test engine has been moved to a new dyno with superior controls. The baseline tests have been repeated, revealing that the engine is somewhat more dilution tolerant than originally concluded. Railplug testing has begun, but it is too early to draw any conclusions from these tests. A new railplug design was generated. It is a hybrid between the coax and parallel designs that we refer to as the semi-parallel railplug. Development of a model for the railplug ignition process was scheduled for completion during the fourth 6-month period. This task consists of three elements. First, a railplug circuit model was developed and validated during the third 6 months. Second, an analytical model was developed for the effects of geometric and circuit parameters on the Lorentz force. From this model, it was concluded that thermal expansion is important to the performance of railplugs. Thermal expansion and other physical effects are incorporated in the numerical model that is the third element of Task 2.2. Although significant progress was made on this last model, unforeseen numerical problems were encountered due to the unusual nature of the boundary conditions for the electromagnetic force. We expect to find a solution to this problem in the near future. We delayed the development of a 3D model for the ignition process until near the end of the project because of the computational time requirements. We can learn most of the important lessons from the 2D model. Delay of this subtask will not affect the timely completion of the project. Progress has also been made in the technology transfer task. A third paper on the ignition process has been drafted. It will be submitted to a journal in the near future. Also, we have begun discussion with Stitt Spark Plug Company regarding commercialization of the railplug. Stitt makes spark plugs for large bore natural gas engines, and for other applications

RAILPLUG IGNITION SYSTEM FOR ENHANCED ENGINE PERFORMANCE AND REDUCED MAINTENANCE