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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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All sourcesNASA NTRSDOE OSTI
NASA NTRS2015

Experimental Results of the First Two Stages of an Advanced Transonic Core Compressor Under Isolated and Multi-Stage Conditions

NASA's Environmentally Responsible Aviation (ERA) Program calls for investigation of the technology barriers associated with improved fuel efficiency of large gas turbine engines. Under ERA the task for a High Pressure Ratio Core Technology program calls for a higher overall pressure ratio of 60 to 70. This mean that the HPC would have to almost double in pressure ratio and keep its high level of efficiency. The challenge is how to match the corrected mass flow rate of the front two supersonic high reaction and high corrected tip speed stages with a total pressure ratio of 3.5. NASA and GE teamed to address this challenge by using the initial geometry of an advanced GE compressor design to meet the requirements of the first 2 stages of the very high pressure ratio core compressor. The rig was configured to run as a 2 stage machine, with Strut and IGV, Rotor 1 and Stator 1 run as independent tests which were then followed by adding the second stage. The goal is to fully understand the stage performances under isolated and multi-stage conditions and fully understand any differences and provide a detailed aerodynamic data set for CFD validation. Full use was made of steady and unsteady measurement methods to isolate fluid dynamics loss source mechanisms due to interaction and endwalls. The paper will present the description of the compressor test article, its predicted performance and operability, and the experimental results for both the single stage and two stage configurations. We focus the detailed measurements on 97 and 100 of design speed at 3 vane setting angles.

turbomachinery↗
DOE OSTI2024

Engineering Ultrathin Alloy Shell in Au@AuPd Core-Shell Nanoparticles for Efficient Plasmon-Driven Photocatalysis

Bimetallic core-shell nanoparticles (NPs) possessing a synergetic coupling of plasmonic and catalytic metals have emerged as promising prototypes for efficient plasmon-driven photocatalysis. Here, Au@AuPd core-shell NPs composed of Au core NP and ultrathin AuPd shell are introduced to acquire improved light utilization efficiency in photocatalytic selective oxidation. With systematical control of the composition of the ultrathin alloy shell, it reveals that the Au@AuPd core-shell NPs with 10 at% Pd (in the single-atom alloy regime) is an effective nanostructure capable of maximizing the quantum yield of plasmon-induced light absorption and optimizing the surface electronic structure for catalytic reactions. This controlled system provides new insights into shell engineering for enhancing photocatalytic performance via the regulation of energy funneling processes in core-shell nanocatalysts.

36 MATERIALS SCIENCE↗
NASA NTRS1985

A comparison of 8.415-, 32.0- and 565646-GHz deep space telemetry links

An economic and performance comparison is made of spacecraft telecommunication links at 8.415, 32.0, and 565646 GHz (0.53-micron wavelength) for the return of 3.43 x 10 to the 11th power bits from a Saturn Orbiter/Titan Probe mission in year 2000. Technical performance and costs for both ends of the links are included. Spacecraft antenna or telescope efficiencies, pointing losses, ground-based or Earth-orbiting relay terminals efficiencies, noise temperatures, recurring and nonrecurring engineering, and maintenance and operations costs are modeled. Weather effects, dc-to-RF or laser power conversion efficiencies, gravity and other environment distortions gain reductions, and the cost of pointing and tracking are analyzed. The effort is focused primarily on the microwave frequency links. There are large uncertainties in the cost results, but conclusions indicate that for a mid-1990's launch, the Ka-band system is as cost effective as X-band. The Ka-band system has a data rate advantage as compared to the X-band system for the same dc power input to the spacecraft. The magnitude of the advantage is a complex function of the weather at the DSN stations and the elevation angle of the ground antenna. A simple numerical comparison of the advantage is difficult and curves are provided. The optical frequency link is more costly based on the launch-to-orbit costs for the orbiting terminal. A more detailed study of the optical system is recommended to quantify astrometric tracking benefits and improve the accuracy of the cost estimate.

Dickinson, R. M.↗
DOE OSTI2025

Evaluating Chemical Kinetics Predictions for Propane Using 3-D and 0-D Models in a Boosted Spark-Ignited Engine

Propane has been shown to be a promising alternative fuel to reduce emissions while simultaneously achieving high efficiencies in medium- and heavy-duty engines. These high-power density applications require boosted engines which, combined with high compression ratio, can lead to auto-ignition and knock. While three-dimensional (3-D) computational fluid dynamics (CFD) models are often used for resolving the complex fluid flow in engines, these models can become computationally expensive when simulating detailed chemical kinetics. Likewise, zero-dimensional (0-D) models are computationally concise enough for kinetics development, but lack any flow-field information which governs the flame propagation processes in spark ignition (SI) engines. This work presents a comprehensive comparison between 3-D and 0-D closed cycle simulations at knocking conditions in a high compression ratio high stroke-to-bore ratio propane engine. In order to initialize the flow-field for the 3-D closed cycle (intake valve closing, (IVC) to exhaust valve opening, (EVO)) simulation, a motored multi-cycle 3-D model was run using Converge to create a map at IVC, reducing the computational time. The map allowed a non-homogeneous 3-D closed cycle simulation to be satisfactorily validated against experiments, while a homogeneous case using only the turbulence field mapping was also simulated, mimicking 0-D modeling. The 3-D simulations were used to prescribe the initial conditions (e.g., IVC thermodynamics, speciation, burn-rate profile) for a 2-zone 0-D SI engine model in Chemkin Pro for both cases. It was found that 2-zone 0-D modeling underpredicted the knock onset timing, likely due to the lack of thermal stratification in the unburned gas region. Future work will carry multi-zone 0-D modeling to capture the fuel auto-ignition in the unburned region.

Douvry-Rabjeau, Julien [Oakland University, Roches↗
NASA NTRS1955

Altitude Performance of Modified J71 Afterburner with Revised Engine Operating Conditions

An investigation was conducted in an altitude test chamber at the NACA Lewis laboratory to determine the effect of a revision of the rated engine operating conditions and modifications to the afterburner fue1 system, flameholder, and shell cooling on the augmented performance of the J71-A-2 (x-29) turbo jet engine operating at altitude . The afterburner modifications were made by the manufacturer to improve the endurance at sea-level, high-pressure conditions and to reduce the afterburner shell temperatures. The engine operating conditions of rated rotational speed and turbine-outlet gas temperature were increased. Data were obtained at conditions simulating flight at a Mach number of 0.9 and at altitudes from 40,000 to 60,000 feet. The afterburner modifications caused a reduction in afterburner combustion efficiency. The increase in rated engine speed and turbine-outlet temperature coupled with the afterburner modifications resulted in the over-all thrust of the engine and afterburner being unchanged at a given afterburner equivalence ratio, while the specific fuel consumption was increased slightly. A moderate shift in the range of equivalence ratios over which the afterburner would operate was encountered, but the maximum operable altitude remained unaltered. The afterburner-shell temperatures were also slightly reduced because of the modifications to the afterburner.

Useller, James W.↗
DOE OSTI2018

Investigation into the Development and Testing of a Simplex Capacitance Sensor for Rotor Tip Clearance Measurement in Turbo Machinery

The rotor tip clearance is a vital parameter to characterize turbomachinery performance. It is an essential measurement during engine development and testing. The efficiency of the major modules like fan, compressor and turbine depends on the optimum running clearances. The capacitive sensor is preferred for tip clearance measurements because of various inherent advantages. They are fabricated through complex processes for turbomachinery application and are expensive. These sensors are exposed to harsh engine environments and are likely to exhibit degraded performance. Insulation failure at sensing head, connector contamination and micro-cracks in the MI (Mineral Insulated) cable leads to noise in the signal output. Frequent mechanical failures are also seen due to work hardening of MI cables, lead connector detachments and failure of micro fins at interconnects. Fault fixing of these is tedious and very expensive. This paper presents the concerted effort in developing a simple capacitance sensor addressing potential sensor failure issues. The design features include simple construction, ease of sensor assembly, component realization and troubleshooting. The design also addresses all safety requirements. The sensor has a large sensing area (7.6 mm diameter) producing very stable, high-level signal. The developed sensor produces output that varies from 1 V{sub P-P} to 11 V{sub P-P} for blade-tip gaps between 3 mm to 0.4 mm respectively. Blade pass simulation studies across the sensor, display almost flat response at minimum clearance. This feature results in very minimal data acquisition errors. The sensor along with RC (Resistance-Capacitance) conditioning electronics was successfully used for clearance measurement on fan stage of gas turbine engine. Test results are in line with the predictions. Extensive tip clearance measurements on the engine validate the design. The current work provides an insight into the development of a simplex capacitance sensor for tip clearance measurement.

42 ENGINEERING↗
NASA NTRS1993

A Knowledge-Based System Developer for aerospace applications

A prototype Knowledge-Based System Developer (KBSD) has been developed for aerospace applications by utilizing artificial intelligence technology. The KBSD directly acquires knowledge from domain experts through a graphical interface then builds expert systems from that knowledge. This raises the state of the art of knowledge acquisition/expert system technology to a new level by lessening the need for skilled knowledge engineers. The feasibility, applicability , and efficiency of the proposed concept was established, making a continuation which would develop the prototype to a full-scale general-purpose knowledge-based system developer justifiable. The KBSD has great commercial potential. It will provide a marketable software shell which alleviates the need for knowledge engineers and increase productivity in the workplace. The KBSD will therefore make knowledge-based systems available to a large portion of industry.

Shi, George Z.↗
NASA NTRS1986

Evaluation of a Stirling engine heater bypass with the NASA Lewis nodal-analysis performance code

In support of the U.S. Department of Energy's Stirling Engine Highway Vehicle Systems program, the NASA Lewis Research Center investigated whether bypassing the P-40 Stirling engine heater during regenerative cooling would improve engine performance. The Lewis nodal-analysis Stirling engine computer simulation was used for this investigation. Results for the heater-bypass concept showed no significant improvement in the indicated thermal efficiency for the P-40 Stirling engine operating at full-power and part-power conditions. Optimizing the heater tube length produced a small increase in the indicated thermal efficiency with the heater-bypass concept.

Sullivan, T. J.↗
DOE OSTI2019

Interfacial Engineering of W 2 N/WC Heterostructures Derived from Solid‐State Synthesis: A Highly Efficient Trifunctional Electrocatalyst for ORR, OER, and HER

Abstract To meet the practical demand of overall water splitting and regenerative metal–air batteries, highly efficient, low‐cost, and durable electrocatalysts for the oxygen reduction reaction (ORR), oxygen evolution reaction (OER), and hydrogen evolution reaction (HER) are required to displace noble metal catalysts. In this work, a facile solid‐state synthesis strategy is developed to construct the interfacial engineering of W 2 N/WC heterostructures, in which abundant interfaces are formed. Under high temperature (800 °C), volatile CN x species from dicyanodiamide are trapped by WO 3 nanorods, followed by simultaneous nitridation and carbonization, to form W 2 N/WC heterostructure catalysts. The resultant W 2 N/WC heterostructure catalysts exhibit an efficient and stable electrocatalytic performance toward the ORR, OER, and HER, including a half‐wave potential of 0.81 V (ORR) and a low overpotential at 10 mA cm −2 for the OER (320 mV) and HER (148.5 mV). Furthermore, a W 2 N/WC‐based Zn–air battery shows outstanding high power density (172 mW cm −2 ). Density functional theory and X‐ray absorption fine structure analysis computations reveal that W 2 N/WC interfaces synergistically facilitate transport and separation of charge, thus accelerating the electrochemical ORR, OER, and HER. This work paves a novel avenue for constructing efficient and low‐cost electrocatalysts for electrochemical energy devices.

Diao, Jinxiang↗
NASA NTRS1980

Improved components for engine fuel savings

NASA programs for developing fuel saving technology include the Engine Component Improvement Project for short term improvements in existing air engines. The Performance Improvement section is to define component technologies for improving fuel efficiency for CF6, JT9D and JT8D turbofan engines. Sixteen concepts were developed and nine were tested while four are already in use by airlines. If all sixteen concepts are successfully introduced the gain will be fuel savings of more than 6 billion gallons over the lifetime of the engines. The improvements include modifications in fans, mounts, exhaust nozzles, turbine clearance and turbine blades.

Antl, R. J.↗
NASA NTRS2008

Supercharged two-cycle engines employing novel single element reciprocating shuttle inlet valve mechanisms and with a variable compression ratio

This invention relates to novel reciprocating shuttle inlet valves, effective with every type of two-cycle engine, from small high-speed single cylinder model engines, to large low-speed multiple cylinder engines, employing spark or compression ignition. Also permitting the elimination of out-of-phase piston arrangements to control scavenging and supercharging of opposed-piston engines. The reciprocating shuttle inlet valve (32) and its operating mechanism (34) is constructed as a single and simple uncomplicated member, in combination with the lost-motion abutments, (46) and (48), formed in a piston skirt, obviating the need for any complex mechanisms or auxiliary drives, unaffected by heat, friction, wear or inertial forces. The reciprocating shuttle inlet valve retains the simplicity and advantages of two-cycle engines, while permitting an increase in volumetric efficiency and performance, thereby increasing the range of usefulness of two-cycle engines into many areas that are now dominated by the four-cycle engine.

Wiesen, Bernard↗
NASA NTRSDate not supplied

Fabrication and Mechanical Testing of Heat Exchanger Tubes for Nuclear Propulsion and Other Applications from Continuous Carbon Nanotube Yarns and Tapes

As NASA and other agencies are looking to conduct sustained operations in space, nuclear engines have been receiving increased focus. The high specific impulse and high fuel efficiency at high thrust output of these engines can halve the transit time for human missions to Mars, or enable missions requiring multiple orbital parameter adjustments. In both Nuclear Thermal Propulsion (NTP) and Nuclear Electric Propulsion (NEP) systems, heat exchangers play a critical role in transferring energy from the reactor to a working fluid, hydrogen in the case of NTP and a molten salt or other fluid for electricity generation in NEP. Heat exchangers are also required in other parts of the spacecraft. Various manufacturing methods and materials are being considered for the heat exchangers. In this presentation the fabrication and testing of heat exchangers made from continuous carbon nanotube (CNT) yarns and tapes are discussed. The fabrication workflow is compared and contrasted, as well as performance of prototype heat exchanger tubes fabricated using the various CNT formats. The failure loads and mechanisms of the tubes under tensile, compression, and bending loads are assessed. A further comparison of the CNT materials to components fabricated from carbon fiber is made. The presented work will contribute to the selection of approaches for heat exchanger fabrication methods for nuclear propulsion and other applications.

Heat Exchanger↗
NASA NTRS1994

Integration of magnetic bearings in the design of advanced gas turbine engines

Active magnetic bearings provide revolutionary advantages for gas turbine engine rotor support. These advantages include tremendously improved vibration and stability characteristics, reduced power loss, improved reliability, fault-tolerance, and greatly extended bearing service life. The marriage of these advantages with innovative structural network design and advanced materials utilization will permit major increases in thrust to weight performance and structural efficiency for future gas turbine engines. However, obtaining the maximum payoff requires two key ingredients. The first key ingredient is the use of modern magnetic bearing technologies such as innovative digital control techniques, high-density power electronics, high-density magnetic actuators, fault-tolerant system architecture, and electronic (sensorless) position estimation. This paper describes these technologies. The second key ingredient is to go beyond the simple replacement of rolling element bearings with magnetic bearings by incorporating magnetic bearings as an integral part of the overall engine design. This is analogous to the proper approach to designing with composites, whereby the designer tailors the geometry and load carrying function of the structural system or component for the composite instead of simply substituting composites in a design originally intended for metal material. This paper describes methodologies for the design integration of magnetic bearings in gas turbine engines.

Storace, Albert F.↗
DOE OSTI2021

Advanced High-Strength Steel - Basics and Applications in the Automotive Industry

Challenged to improve safety and fuel economy, automakers continually search for new materials to meet high standards. Several factors drive the material R&D and selection for automotive applications, including safety, fuel efficiency, environmentalism, manufacturability, durability, and quality. In the highly competitive automotive industry, cost is an extremely important factor in material selection. As the motivation to reduce the mass of vehicles continues to grow, automakers seek to maximize the efficiency of their materials selection. Materials in automotive applications are selected to minimize weight while meeting key criteria, including crash performance, stiffness, and forming requirements. Since the 1920s, steel has been the material of choice for automakers worldwide. The weight percentage of steel used in vehicles relative to other materials has grown from around 50% in the early 1980s to about 60% in 2010 for North American light vehicles. Today, steel makes up around 65% of an average automobile’s weight and is the backbone of the entire vehicle. On average, that is 900 kg of steel used per vehicle. To further enhance passenger safety, vehicle performance, and fuel efficiency, reducing the weight of vehicles has become one of the top priorities for the automotive industry. Advanced high-strength steels (AHSSs) are a new generation of steel grades that provide much higher strength and other advantageous properties than other materials while maintaining the high formability required for manufacturing. AHSSs help engineers meet requirements for safety, efficiency, emissions, manufacturability, durability, and quality at a low cost. The relevance of AHSSs is quickly increasing in the automotive industry, and AHSSs are the key material for vehicle mass reduction. Different types of AHSS help parts meet the varied performance demands in different areas of the vehicle, including both the crumple zone and passenger compartment.

36 MATERIALS SCIENCE↗
DOE OSTI2019

Conference Proceedings

History and current progress in improving the fuel efficiency of ground based turbine engines for electrical power generation, with details on the manner in which a vane constructed from both monolithic ceramics, and fiber reinforced ceramic matrix composites, can save parasitic cooling air over metals currently employed. An initial design was used to determine the effects on gas turbine simple cycle, with a one point efficiency gain and two percent fuel consumption reduction.

20 FOSSIL-FUELED POWER PLANTS↗
NASA NTRS2004

Hybrid Automotive Engine Using Ethanol-Burning Miller Cycle

A proposed hybrid (internal-combustion/ electric) automotive engine system would include as its internal-combustion subsystem, a modified Miller-cycle engine with regenerative air preheating and with autoignition like that of a Diesel engine. The fuel would be ethanol and would be burned lean to ensure complete combustion. Although the proposed engine would have a relatively low power-to-weight ratio compared to most present engines, this would not be the problem encountered if this engine were used in a non-hybrid system since hybrid systems require significantly lower power and thus smaller engines than purely internal-combustion-engine-driven vehicles. The disadvantage would be offset by the advantages of high fuel efficiency, low emission of nitrogen oxides and particulate pollutants, and the fact that ethanol is a renewable fuel. The original Miller-cycle engine, named after its inventor, was patented in the 1940s and is the basis of engines used in some modern automobiles, but is not widely known. In somewhat oversimplified terms, the main difference between a Miller-cycle engine and a common (Otto-cycle) automobile engine is that the Miller-cycle engine has a longer expansion stroke while retaining the shorter compression stroke. This is accomplished by leaving the intake valve open for part of the compression stroke, whereas in the Otto cycle engine, the intake valve is kept closed during the entire compression stroke. This greater expansion ratio makes it possible to extract more energy from the combustion process without expending more energy for compression. The net result is greater efficiency. In the proposed engine, the regenerative preheating would be effected by running the intake air through a heat exchanger connected to the engine block. The regenerative preheating would offer two advantages: It would ensure reliable autoignition during operation at low ambient temperature and would help to cool the engine, thereby reducing the remainder of the power needed for cooling and thereby further contributing to efficiency. An electrical resistance air preheater might be needed to ensure autoignition at startup and during a short warmup period. Because of the autoignition, the engine could operate without either spark plugs or glow plugs. Ethanol burns relatively cleanly and has been used as a motor fuel since the invention of internal-combustion engines. However, the energy content of ethanol per unit weight of ethanol is less than that of Diesel fuel or gasoline, and ethanol has a higher heat of vaporization. Because the Miller cycle offers an efficiency close to that of the Diesel cycle, burning ethanol in a Miller-cycle engine gives about as much usable output energy per unit volume of fuel as does burning gasoline in a conventional gasoline automotive engine. Because of the combination of preheating, running lean, and the use of ethyl alcohol, the proposed engine would generate less power per unit volume than does a conventional automotive gasoline engine. Consequently, for a given power level, the main body of the proposed engine would be bulkier. However, because little or no exhaust cleanup would be needed, the increase in bulk of the engine could be partially offset by the decrease in bulk of the exhaust system. The regenerative preheating also greatly reduces the external engine cooling requirement, and would translate to reduced engine bulk. It may even be possible to accomplish the remaining cooling of the engine by use of air only, eliminating the bulk and power consumption of a water cooling system. The combination of a Miller-cycle engine with regenerative air preheating, ethyl alcohol fuel, and hybrid operation could result in an automotive engine system that satisfies the need for a low pollution, high efficiency, and simple engine with a totally renewable fuel.

Weinstein, Leonard↗
DOE OSTI2019

Synergistic Effects of Side-Chain Engineering and Fluorination on Small Molecule Acceptors to Simultaneously Broaden Spectral Response and Minimize Voltage Loss for 13.8% Efficiency Organic Solar Cells

In this paper, three small molecule (SM)-acceptors (POIT-IC, POIT-IC2F, and POIT-IC4F) are developed by combining the side-chain engineering located on the sp 3 -hybridized carbon atoms of the fused-ring core and the fluorination of end groups. From ITIC to POIT-IC, POIT-IC2F, and then to POIT-IC4F, the SM-acceptors show gradually broadened absorption spectra, increased maximum extinction coefficient, crystallinity, and electron mobilities due to the synergistic effects of side-chain engineering and fluorination. Compared with nonfluorinated ITIC and POIT-IC, as fluorination broadens the molecular spectra, POIT-IC2F and POIT-IC4F with alkoxyphenyl side chains show less decreased LUMO levels than IT-IC2F and IT-IC4F with alkylphenyl side chains, which are conducive to both higher V oc and J sc for organic solar cells (OSCs). Combined with polymer donor PM6, the POIT-IC4F-based OSCs achieve a device efficiency of up to 13.8% with a high V oc of 0.91 V and J sc of 20.9 mA cm –2 , which are significantly higher than that of the control OSCs based on ITIC (8.9%), POIT-IC (10.1%), or IT-IC4F (12.2%). An efficiency of 13.8% is one of the highest PCEs reported for the annealing-free OSCs. Our results show that the synergistic effects of side-chain engineering and fluorination on SM-acceptor can simultaneously broaden spectral response and minimize voltage loss of OSCs and ultimately achieve high device efficiency.

14 SOLAR ENERGY↗
DOE OSTI2023

Defining the Minimal Set of Microbial Genes Required for Valorization of Lignin Biomass (Final Report)

Project Goals: Lignin is the second most abundant biopolymer on earth and represents a critically underutilized biomass resource for hydrocarbon feedstocks. Despite substantial effort, there is still no efficient process to convert lignin to useable carbon-based platform chemicals and materials. The goal of this project is identify a minimal set of microbial enzymes necessary for lignin breakdown and sufficient for the synthesis of valuable chemical intermediates from lignin isolated as a byproduct of lignocellulosic ethanol production. These genes will be then used to engineer functional whole cell biocatalysts for tunable lignin metabolism. To date, although a number of enzymes have been associated with lignin degradation, most have been tested in isolation (as individual enzymes) and on drastically different substrates -- often dyes that are not related to lignin. In contrast, lignin utilization in nature likely occurs by microbial consortia with multiple enzymes acting synergistically. We propose to examine two separate stages of lignin breakdown carried out by the microbes that do it best: (1) early breakdown of native polymeric lignin into soluble fragments by a set of sequenced wood-rotting fungal species, and (2) downstream metabolism of these soluble lignin fragments to useful chemical intermediates by a panel of sequenced soil saprophytes. Our approach involves testing sets of genes that will be assayed combinatorially in the context of a heterologous expression host. The resulting engineered strains will be systematically assayed using soluble lignin fragments, synthetic defined polymeric lignin, and finally lignin directly sourced from lignocellulosic processing streams. In addition to resulting in a functional whole cell biocatalyst for lignin utilization, we anticipate that this approach will allow us to address key unanswered questions about lignin metabolism in nature, including: (1) Why does the Trametes versicolor genome contain 25 different class II peroxidases? (2) What is the role of laccases in lignin metabolism? Why do some aggressive lignin degraders have many laccases (e.g. >7 in T. versicolor) while others have none (e.g. P. chrysosporium)? (3) How is peroxide provided in a controlled manner to drive peroxidase activity without causing the enzyme inhibition that is so often observed in vitro? (4) What strategies do microbial lignin degraders use to avoid the problem of repolymerization during active lignin degradation? and (5) Can microbial lignin metabolism be diverted for high level production of defined aromatics? A final critical question is whether combining key minimal sets of enzymes from a wide range of organisms will result in engineered strains capable of highly efficient, streamlined pathways for lignin utilization that can be tuned for a specific carbon output. This effort will leverage DOE investments in microbial genome sequencing, and secure a critical channel for lignin biomass utilization that will also help to render lignocellulosic a viable feedstock for the production of renewable liquid biofuels.

59 BASIC BIOLOGICAL SCIENCES↗

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