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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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At least 199 records · Page 11

High Efficiency Powertrain for Heavy Duty Trucks Using Silicon Carbide (SiC) Inverter

The objective of the High Efficiency Propulsion (HEP) project is to research, develop, and demonstrate life cycle cost-effective Class 8 battery electric vehicles utilizing an 800 V high efficiency and compact 250 kW continuous power SiC inverter designed to support the commercial operations of the high continuous loads and challenging shock/vibration environment of heavy-duty trucks with an electrified axle specifically designed for high performance and efficiency in battery-electric Class 8 trucks used in medium range (~250 miles) distribution, and compared to the baseline Peterbilt 579 electric truck fleet performance using an IGBT inverter. The project was split into 3 budget periods, with the first two being design and development focused, and the final one is an on-vehicle demonstration phase of the high efficiency SiC traction drive inverter with daily mileage accumulation.

33 ADVANCED PROPULSION SYSTEMS↗

Miniature Piezoelectric Shaker for Distribution of Unconsolidated Samples to Instrument Cells

The planned Mars Science Laboratory mission requires inlet funnels for channeling unconsolidated powdered samples from the sampling and sieving mechanisms into instrument test cells, which are required to reduce cross-contamination of the samples and to minimize residue left in the funnels after each sample transport. To these ends, a solid-state shaking mechanism has been created that requires low power and is lightweight, but is sturdy enough to survive launch vibration. The funnel mechanism is driven by asymmetrically mounted, piezoelectric flexure actuators that are out of the load path so that they do not support the funnel mass. Each actuator is a titanium, flextensional piezoelectric device driven by a piezoelectric stack. The stack has Invar endcaps with a half-spherical recess. The Invar is used to counteract the change in stress as the actuators are cooled to Mars ambient temperatures. A ball screw is threaded through the actuator frame into the recess to apply pre-stress, and to trap the piezoelectric stack and endcaps in flexure. During the vibration cycle of the flextensional actuator frame, the compression in the piezoelectric stack may decrease to the point that it is unstressed; however, because the ball joint cannot pull, tension in the piezoelectric stack cannot be produced. The actuators are offset at 120 . In this flight design, redundancy is required, so three actuators are used though only one is needed to assist in the movement. The funnel is supported at three contact points offset to the hexapod support contacts. The actuator surface that does not contact the ring is free to expand. Two other configurations can be used to mechanically tune the vibration. The free end can be designed to drive a fixed mass, or can be used to drive a free mass to excite impacts (see figure). Tests on this funnel mechanism show a high density of resonance modes between 1 and 20 kHz. A subset of these between 9 and 12 kHz was used to drive the CheMin actuators at 7 V peak to peak. These actuators could be driven by a single resonance, or swept through a frequency range to decrease the possibility that a portion of the funnel surface was not coincident with a nodal line (line of no displacement). The frequency of actuation can be electrically controlled and monitored and can also be mechanically tuned by the addition of tuning mass on the free end of the actuator. The devices are solid-state and can be designed with no macroscopically moving parts. This design has been tested in a vacuum at both Mars and Earth ambient temperatures ranging from 30 to 25 C

Sherrit, Stewart↗

High-Efficiency Nested Hall Thrusters for Robotic Solar System Exploration

This work describes the scaling and design attributes of Nested Hall Thrusters (NHT) with extremely large operational envelopes, including a wide range of throttleability in power and specific impulse at high efficiency (>50%). NHTs have the potential to provide the game changing performance, powerprocessing capabilities, and cost effectiveness required to enable missions that cannot otherwise be accomplished. NHTs were first identified in the electric propulsion community as a path to 100- kW class thrusters for human missions. This study aimed to identify the performance capabilities NHTs can provide for NASA robotic and human missions, with an emphasis on 10-kW class thrusters well-suited for robotic exploration. A key outcome of this work has been the identification of NHTs as nearly constant-efficiency devices over large power throttling ratios, especially in direct-drive power systems. NHT systems sized for robotic solar system exploration are predicted to be capable of high-efficiency operation over nearly their entire power throttling range. A traditional Annular Hall Thruster (AHT) consists of a single annular discharge chamber where the propellant is ionized and accelerated. In an NHT, multiple annular channels are concentrically stacked. The channels can be operated in unison or individually depending on the available power or required performance. When throttling an AHT, performance must be sacrificed since a single channel cannot satisfy the diverse design attributes needed to maintain high thrust efficiency. NHTs can satisfy these requirements by varying which channels are operated and thereby offer significant benefits in terms of thruster performance, especially under deep power throttling conditions where the efficiency of an AHT suffers since a single channel can only operate efficiently (>50%) over a narrow power throttling ratio (3:1). Designs for 10-kW class NHTs were developed and compared with AHT systems. Power processing systems were considered using either traditional Power Processing Units (PPU) or Direct Drive Units (DDU). In a PPU-based system, power from the solar arrays is transformed from the low voltage of the arrays to the high voltage needed by the thruster. In a DDU-based system, power from the solar arrays is fed to the thruster without conversion. DDU-based systems are attractive for their simplicity since they eliminate the most complex and expensive part of the propulsion system. The results point to the strong potential of NHTs operating with either PPUs or DDUs to benefit robotic and human missions through their unprecedented power and specific impulse throttling capabilities. NHTs coupled to traditional PPUs are predicted to offer high-efficiency (>50%) power throttling ratios 320% greater than present capabilities, while NHTs with direct-drive power systems (DDU) could exceed existing capabilities by 340%. Because the NHT-DDU approach is implicitly low-cost, NHT-DDU technology has the potential to radically reduce the cost of SEP-enabled NASA missions while simultaneously enabling unprecedented performance capability.

Hofer, Richard R.↗

Amorphous nonstoichiometric oxides with tunable room-temperature ferromagnetism and electrical transport

Material functionalities strongly depend on the stoichiometry, crystal structure, and homogeneity. Here we demonstrate an approach of amorphous nonstoichiometric inhomogeneous oxides to realize tunable ferromagnetism and electrical transport at room temperature. In order to verify the origin of the ferromagnetism, we employed a series of structural, chemical, and electronic state characterizations. Combined with electron microscopy and transport measurements, synchrotron-based grazing incident wide angle X-ray scattering, soft X-ray absorption and circular dichroism clearly reveal that the room-temperature ferromagnetism originates from the In 0.23 Co 0.77 O 1-v amorphous phase with a large tunable range of oxygen vacancies. The room-temperature ferromagnetism is tunable from a high saturation magnetization of 500 emu cm -3 to below 25 emu cm -3 , with the evolving electrical resistivity from 5 × 10 3 μΩ cm to above 2.5 × 10 5 μΩ cm. Inhomogeneous nano-crystallization emerges with decreasing oxygen vacancies, driving the system towards non-ferromagnetism and insulating regime. Our work unfolds the novel functionalities of amorphous nonstoichiometric inhomogeneous oxides, which opens up new opportunities for developing spintronic materials with superior magnetic and transport properties.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗

Small passenger car transmission test: Dodge Omni A-404 transmission

The small passenger car transmission test was initiated to supply electric vehicle manufacturers with technical information regarding the performance of commercially available transmissions. This transmission was tested in accordance with a passenger car automatic transmission test code (SAE J65lb) which required drive performance, coast performance, and no load test conditions. Under these test conditions, the transmission attained maximum efficiencies in the mid eighty percent range for both drive performance test and coast performance tests.

Bujold, M. P.↗

Marginal stability constraint on runaway electron distribution

High-frequency kinetic instabilities of the strongly anisotropic runaway electrons (RE) can enhance the pitch-angle scattering of the runaways significantly. This wave-induced scattering can easily prevail over runaway scattering on high-Z impurities. In a steady state, collisional damping balances the kinetic drive of the unstable waves, keeping the RE distribution function at marginal stability. The marginal stability constraint limits the achievable RE densities and the shape of the RE distribution function. In this study, we consider whistler and compressional Alfvén waves as the primary source of enhanced elastic scattering of the runaways. By balancing the anomalous Doppler resonance drive with the collisional wave damping, we find the RE distribution function in the ultra-relativistic range of the phase space. We also derive an expression for the spectral energy density of the waves. We show that the power needed to compensate for the wave dissipation is negligible compared to the work of the electric field. The latter is in balance with the synchrotron losses of the runaway electrons.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

Sputtered Au–Ta films with tunable electrical resistivity

Gold–tantalum alloy films are attractive for hohlraums used in indirect drive magnetized inertial confinement fusion. A high electrical resistivity of over ~100 µΩ cm at cryogenic temperatures is an essential requirement for allowing an externally imposed pulsed magnetic field to soak through a hohlraum and magnetize the fusion fuel. In this work, we systematically study properties of Au–Ta alloy films in the entire compositional range from pure Au to pure Ta with thicknesses up to 30 µm. These films are made by direct current magnetron co-sputtering on planar substrates. Films are characterized by a combination of high-energy ion scattering, x-ray diffraction, electron microscopy, nanoindentation, and electrical transport measurements. Results show that an alloy with ~80 at.% of Ta forms a metallic glass exhibiting a maximum electrical resistivity of ~300 µΩ cm with a weak temperature dependence in the range of 5–400 K. The deposition of a film with ~80 at.% of Ta onto a sphero-cylindrical substrate for hohlraum fabrication is also demonstrated.

36 MATERIALS SCIENCE↗

Cradle-to-Grave Lifecycle Analysis of U.S. Light-Duty Vehicle-Fuel Pathways: A Greenhouse Gas Emissions and Economic Assessment of Current (2020) and Future (2030-2035) Technologies

This study provides a comprehensive life cycle analysis (LCA), or cradle-to-grave (C2G) analysis, of the cost and greenhouse gas (GHG) emissions of a variety of vehicle-fuel pathways, the levelized cost of driving (LCD) and cost of avoided GHG emissions. The C2G analysis assesses light duty midsize sedans and small sport utility vehicles (SUVs) across a variety of vehicle-fuel technology pathways, including conventional internal combustion engine vehicles (ICEVs), flexible hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs) with varying vehicle ranges, and fuel cell electric vehicles (FCEVs). Coming at a timely manner, given the marked increase, since 2016, in climate aspirations announced by governmental institutions and private firms both in the US and across the globe, this analysis builds on a previous comprehensive life cycle analysis, updating that study’s 2016 assumptions and methods (Elgowainy et al. 2016). These updates incorporate technological advances and changes in energy supply sources that have emerged during the intervening period. Utilizing these updated assumptions and methods, alongside more recent data, the present report accounts for a broader range of vehicle technologies and considers both current (2020) and expected future (2030-2035) conditions. Reflecting increased research interest in synthetic liquid fuels produced using renewable low-carbon electricity and CO 2 sources, electro-fuels (a.k.a. e-fuels) were added to the potential future fuel technologies that are evaluated. This study takes a “pathway” approach rather than a “scenario” approach; hence distinct, technically feasible, routes or sequences of processes starting with one or more feedstocks and ending with an intermediate or a final product are examined, not necessarily constrained by practical feedstock, economic, policy, and market considerations.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Cradle-to-Grave Lifecycle Analysis of U.S. Light-Duty Vehicle-Fuel Pathways: A Greenhouse Gas Emissions and Economic Assessment of Current (2020) and Future (2030-2035) Technologies

This study provides a comprehensive life cycle analysis (LCA), or cradle-to-grave (C2G) analysis, of the cost and greenhouse gas (GHG) emissions of a variety of vehicle-fuel pathways, the levelized cost of driving (LCD) and cost of avoided GHG emissions. The C2G analysis assesses light duty midsize sedans and small sport utility vehicles (SUVs) across a variety of vehicle-fuel technology pathways, including conventional internal combustion engine vehicles (ICEVs), flexible hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs) with varying vehicle ranges, and fuel cell electric vehicles (FCEVs). In evaluating the vehicle-fuel combinations, this study considers both low-volume and high-volume “CURRENT TECHNOLOGY” cases (nominally 2020) and a high-volume “FUTURE TECHNOLOGY” lower-carbon case (nominally 2030–2035).

33 ADVANCED PROPULSION SYSTEMS↗

Field-Focused Load-Leveled Dynamic Wireless Charging System for Electric Vehicles

Electric vehicles offer much higher well-to-wheel efficiency than gasoline vehicles and can significantly reduce U.S. dependence on foreign oil, lower greenhouse gas emissions, improve local air quality, and support continued technological and economic growth. Despite these advantages, widespread adoption remains constrained by limitations in current battery technology, including high cost, limited driving range, and long charging times. One promising approach to address these challenges is to reduce onboard energy storage and instead deliver power wirelessly to vehicles while they are at a traffic stop or in motion.

33 ADVANCED PROPULSION SYSTEMS↗

Electric vehicle test report Cutler-Hammer Corvette

Vehicles were characterized for the state of the art assessment of electric vehicles. The vehicle evaluated was a Chevrolet Corvette converted to electric operation. The original internal combustion engine was replaced by an electric traction motor. Eighteen batteries supplied the electrical energy. A controller, an onboard battery charger, and several dashboard instruments completed the conversion. The emphasis was on the electrical portion of the drive train, although some analysis and discussion of the mechanical elements are included. Tests were conducted both on the road (actually a mile long runway) and in a chassis dynamometer equipped laboratory. The majority of the tests performed were according to SAE Procedure J227a and included maximum effort accelerations, constant speed range, and cyclic range. Some tests that are not a part of the SAE Procedure J227a are described and the analysis of the data from all tests is discussed.

Source record↗

SORCE and Future Satellite Observations of Solar Irradiance

With solar activity just passing the maximum of cycle 23, SORCE is beginning a 5 year mission to measure total solar irradiance (TSI) with unprecedented accuracy using phase-sensitive detection, and to measure spectral solar irradiance (SSI) with unprecedented spectral coverage, from 1 to 2000 nm. The new Total Irradiance Monitor (TIM) has 4 active cavity radiometers, any one of which can be used as a fixed-temperature reference against any other that is exposed to the Sun via a shutter that cycles at a rate designed to minimize noise at the shutter frequency. The new Spectral Irradiance Monitor (SIM) is a dual Fery prism spectrometer that can employ either prism as a monochromatic source on the other prism, thus monitoring its transmission during the mission lifetime. Either prism can measure SSI from 200 to 2000 nm, employing the same phase-sensitive electrical substitution strategy as TIM. SORCE also carries dual SOLSTICE instruments to cover the spectral range 100-320 nm, similar to the instruments onboard UARS, and also an XUV Photometer System (XPS) similar to that on TIMED. SSI has now been added to TSI as a requirement of EOS and NPOESS, because different spectral components drive different components of the climate system - UV into upper atmosphere and stratospheric ozone, IR into tropospheric water vapor and clouds, and Visible into the oceans and biosphere. Succeeding satellite missions being planned for 2006 and 2011 will continue to monitor these critical solar variables.

Cahalan, Robert F.↗

Hybrid Power Plants: Status of Operating and Proposed Plants, 2022 Edition [Slides]

Falling battery prices and the growth of variable renewable generation are driving a surge of interest in “hybrid” power plants that combine, for example, wind or solar generating capacity with co-located batteries. While most of the current interest involves pairing photovoltaic (PV) plants with batteries, other types of hybrid or co-located plants with wide-ranging configurations have been part of the U.S. electricity mix for decades. This annually updated briefing tracks and maps existing hybrid or co-located plants across the United States while also synthesizing data mined from power purchase agreements (PPAs) and generation interconnection queues to shed light on near- and long-term development pipelines. The scope includes co-located hybrid plants that pair two or more generators and/or that pair generation with storage at a single point of interconnection, and full hybrids that feature co-location and co-control. The focus is on plants with one megawatt (MW) or more of capacity; smaller (often behind-the-meter) projects are also increasingly common, but are not included in this data synthesis. Key findings from the latest briefing include: -At the end of 2021, there were nearly 300 hybrid plants (>1 MW) operating across the United States, totaling nearly 36 gigawatts (GW) of generating capacity and 3.2 GW/8.1 GWh of energy storage. PV+storage plants are by far the most common, dominating in terms of plant number (140), storage capacity (2.2 GW/7.0 GWh), storage:generator ratio (53%), and storage duration (3.2 hours). But there are nearly twenty other hybrid plant configurations as well, including several different fossil hybrid categories (each dominated by the fossil component) as well as wind+storage, wind+PV, wind+PV+storage, geothermal+PV, and others. -Last year was a breakout year for PV+storage hybrids in particular: 67 of the 74 hybrids added in 2021 were PV+storage. By the end of 2021, there were more GW of battery capacity installed in PV+storage hybrids (2.2 GW) than as standalone storage plants (1.8 GW). The difference is even starker in energy terms, with PV+storage plants hosting twice as much battery capacity as standalone storage plants (7 GWh vs. 3.5 GWh, respectively). Much of the battery capacity added in hybrid form in 2021 was a battery retrofit to a pre-existing PV plant. -Data on plants under development from the interconnection queues of all seven ISOs/RTOs plus 35 individual utilities suggest that these hybridization trends are likely to continue. At the close of 2021, there were more than 670 GW of solar plants in the nation’s queues; 285 GW (~42%) of this capacity was proposed as a hybrid, most typically pairing PV with battery storage (PV+storage represented nearly 90% of all hybrid capacity in the queues). For wind, 247 GW of capacity sat in the queues, with 19 GW (~8%) proposed as a hybrid, again most-often pairing wind with storage (wind+storage represented ~4% of all hybrid capacity in the queues). Meanwhile, nearly half of all storage in the queues is estimated to be part of a hybrid plant. While many of these proposed plants will not ultimately reach commercial operations, the depth of interest in hybrid plants—especially PV+storage—is notable.

24 POWER TRANSMISSION AND DISTRIBUTION↗

Hybrid Power Plants: Status of Operating and Proposed Plants, 2023 Edition [Slides]

Improving battery technology and the growth of variable renewable generation are driving a surge of interest in “hybrid” power plants that combine, for example, wind or solar generating capacity with co-located batteries. While most of the current interest involves pairing photovoltaic (PV) plants with batteries, other types of hybrid or co-located plants with wide-ranging configurations have been part of the U.S. electricity mix for decades. This annually updated briefing tracks and maps existing hybrid or co-located plants across the United States while also synthesizing data from power purchase agreements (PPAs) and generation interconnection queues to shed light on near- and long-term development pipelines. The scope includes “co-located hybrids” that pair two or more resources (e.g., multiple types of generation and/or generation with storage) that are operated largely independently behind a single point of interconnection, and “full hybrids” that also feature coordinated operations of the co-located resources. The focus is on plants with one megawatt (MW) or more of capacity; smaller (often behind-the-meter) projects are also increasingly common, but are not included in this data synthesis. Key findings from the latest briefing include: -At the end of 2022, there were 374 hybrid plants (>1 MW) operating across the United States (+25% compared to the end of 2021), totaling nearly 41 GW of generating capacity (+15%) and 5.4 GW/15.2 GWh of energy storage (+69%/+88%). PV+storage plants are by far the most common, dominating in terms of plant number (213), storage capacity (4.0 GW/12.5 GWh), storage:generator capacity ratio (49%), and storage duration (3.1 hours). But there are nearly twenty other hybrid plant configurations as well, including several different fossil hybrid categories (each dominated by the fossil component) as well as wind+storage, wind+PV, wind+PV+storage, geothermal+PV, and others. -Last year was another strong year for PV+storage hybrids in particular: 59 of the 62 hybrids added in 2022 were PV+storage. As of the end of 2022, there was roughly as much storage capacity operating within PV+storage hybrid plants as in standalone storage plants (~4 GW each). In storage energy terms, however, PV+storage edged out standalone storage by ~2 GWh (12.5 GWh vs. 10.4 GWh, respectively). -Interconnection queue data show continued strong developer interest in hybridization. At the close of 2022, there were 51% more hybrid plants—representing 59% more generating capacity—in interconnection queues across the United States than there were at the end of 2021. Solar dominates these proposed plants as well: at the close of 2022, there were 457 GW of solar capacity proposed as a hybrid (representing ~48% of all solar capacity in the queues), most typically pairing PV with battery storage. At the same time, there were 24 GW of wind capacity proposed as a hybrid (representing ~8% of all wind capacity in the queues), again most-often pairing wind with storage. Meanwhile, more than half of all storage in the queues is estimated to be part of a hybrid plant. While many of the plants proposed in the queues will not ultimately reach commercial operations, the depth of interest in hybrid plants—especially PV+storage—is notable, particularly in certain regions. For example, in CAISO, 97% of all solar capacity and 45% of all wind capacity in the queues is proposed as a hybrid. -The report also surveys power purchase agreement (PPA) price data from a sample of operating and proposed PV+storage plants. Though PV+storage PPA prices have fallen over time, “levelized storage adders” have recently increased somewhat to ~$\$ $7000/MW-month, ~$\$ $60/MWh-stored (assuming one full cycle per day), or ~$\$ $15/MWh-PV. Some of the recent price increase could simply reflect a trend towards higher battery:PV capacity ratios over time, which increases costs, all else being equal. The well-publicized impact of inflationary and supply chain pressures on battery prices is no doubt a contributor as well.

25 ENERGY STORAGE↗

Hybrid Power Plants: Status of Operating and Proposed Plants, 2024 Edition [Slides]

Improving battery technology and the growth of variable renewable generation are driving a surge of interest in “hybrid” power plants that combine, for example, wind or solar generating capacity with co-located batteries. While most of the current interest involves pairing photovoltaic (PV) plants with batteries, other types of hybrid or co-located plants with wide-ranging configurations have been part of the U.S. electricity mix for decades. This annually updated briefing tracks and maps existing hybrid or co-located plants across the United States while also synthesizing data from power purchase agreements (PPAs) and generation interconnection queues to shed light on near- and long-term development pipelines. The scope includes “co-located hybrids” that pair two or more resources (e.g., multiple types of generation and/or generation with storage) that are operated largely independently behind a single point of interconnection, and “full hybrids” that also feature coordinated operations of the co-located resources. The focus is on plants with one megawatt (MW) or more of capacity; smaller (often behind-the-meter) projects are also increasingly common, but are not included in this data synthesis.

14 SOLAR ENERGY↗

Electromagnetic interference assessment of an ion drive electric propulsion system

The electromagnetic interference (EMI) form elements of an ion drive electric propulsion system was analyzed, and the effects of EMI interaction with a typical interplanetary spacecraft engineering and scientific subsystems were predicted. SEMCAP, a computerized electromagnetic compatibility assessment code, was used to analyze the impact of EMI noise sources on 65 engineering/telemetry circuits and 48 plasma wave and planetary radio astronomy channels measuring over the range of 100 Hz to 40 MHz in a spacecraft of the Voyager type; manual methods were used to evaluate electrostatics, magnetics, and communications effects. Results indicate that some conducted and radiated spectra are in excess of electromagnetic compatibility specification limits; direct design changes may be required for filtering and shielding of thrust system elements. The worst source of broadband radiated noise appears to be the power processor. The magnetic field necessary to thruster operation is equivalent to about 18 amp-sq m per amp of beam current at right angles to the axis caused by the neutralizer/plume loop.

Whittlesey, A. C.↗

High-temperature optically activated GaAs power switching for aircraft digital electronic control

Gallium arsenide high-temperature devices were fabricated and assembled into an optically activated pulse-width-modulated power control for a torque motor typical of the kinds used in jet engine actuators. A bipolar heterojunction phototransistor with gallium aluminum arsenide emitter/window, a gallium arsenide junction field-effect power transistor and a gallium arsenide transient protection diode were designed and fabricated. A high-temperature fiber optic/phototransistor coupling scheme was implemented. The devices assembled into the demonstrator were successfully tested at 250 C, proving the feasibility of actuator-located switching of control power using optical signals transmitted by fibers. Assessments of the efficiency and technical merits were made for extension of this high-temperature technology to local conversion of optical power to electrical power and its control at levels useful for driving actuators. Optical power sources included in the comparisons were an infrared light-emitting diode, an injection laser diode, tungsten-halogen lamps and arc lamps. Optical-to-electrical power conversion was limited to photovoltaics located at the actuator. Impedance matching of the photovoltaic array to the load was considered over the full temperature range, -55 C to 260 C. Loss of photovoltaic efficiency at higher temperatures was taken into account. Serious losses in efficiency are: (1) in the optical source and the cooling which they may require in the assumed 125 C ambient, (2) in the decreased conversion efficiency of the gallium arsenide photovoltaic at 260 C, and (3) in impedance matching. Practical systems require improvements in these areas.

Berak, J. M.↗

Electric Field Control of Phonon Lifetimes and Thermal Conductivity in Relaxor-Based Ferroelectric

The demand for high energy efficiency drives intense interest in thermal-management technology. Phonons are a major contributor to heat transfer in solids and controlling them through external stimuli is a key challenge for thermal management due to their weak interactions with applied fields. We report significant changes in phonon transport with the application of an electric field over a broad temperature range in a relaxor-based ferroelectric using neutron-scattering and -transport measurements. Phonon lifetimes increase along the applied poling field and this results in a tripling of the thermal conductivity in that direction. We also observe a suppression of nanoscale antiferroelectric fluctuations along the poling direction and argue that this increases the phonon lifetimes. Our results highlight a promising yet underexplored route to realistic solid-state heat switching from electric-field-modified nanostructures altering the phonon lifetimes in disordered functional materials.

Phonons↗