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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 217 records · Page 12
All sourcesNASA NTRSDOE OSTI
NASA NTRS1976

NASA's 91-cm. airborne telescope

The Gerard P. Kuiper Airborne Observatory (KAO), commissioned in May 1975, is the result of the multi-year NASA program of infrared observations from high-flying aircraft. The KAO is a highly modified Lockheed C-141 jet transport, equipped with a 91-cm bent-Cassegrain telescope, as an international facility for research in infrared astronomy. To minimize the effects of aircraft vibration, the telescope is mounted on four pneumatic shock absorbers, and the entire assembly is balanced on the side of a spherical compressed-air bearing, containing a 0.018 mm-thick air film under a pressure of 19 atmospheres. The use of the KAO is not limited to infrared research, its total observable wavelength band extending from the near UV (3000 A) to the millimeter region. Design and technical characteristics of the telescope are discussed, including the image stabilization and target acquisition systems, as well as observational results obtained during the first year of the KAO operation.

Cameron, R. M.↗
NASA NTRS2018

Plasma Methane Pyrolysis for Spacecraft Oxygen Loop Closure

Life support is a critical function of any crewed space vehicle or habitat. Human life support systems on the International Space Station (ISS) include a number of atmosphere revitalization (AR) technologies to provide breathable air and a comfortable living environment to the crew. The Trace Contaminant Control System removes harmful volatile organic compounds and other trace contaminants from the circulating air. The Carbon Dioxide Removal Assembly (CDRA) removes metabolic carbon dioxide (CO2) and returns air to the cabin. Humidity is kept at comfortable levels by a number of condensing heat exchangers. The Oxygen Generation Assembly (OGA) electrolyzes water to produce oxygen for the crew and hydrogen (H2) as a byproduct. A Sabatier reaction-based CO2 Reduction Assembly (CRA) was launched to the ISS in 2009 and became fully operational in June 2011.The CRA interfaces with both the OGA and CDRA. Carbon dioxide from the CDRA is compressed and stored in tanks until hydrogen is available from OGA water electrolysis. When the OGA is operational and there is CO2 available, the CRA is activated and produces methane and water via the Sabatier reaction shown in Equation 1... One approach to achieve these higher recovery rates builds upon the ISS AR architecture and includes adding a methane post-processor to recover H2 from CRA methane. NASA has been developing the Plasma Pyrolysis Assembly (PPA) to fill the role of a methane post-processor.

Greenwood, Z. W.↗
NASA NTRS1932

Combustion Velocity of Benzine-Benzol-Air Mixtures in High-Speed Internal-Combustion Engines

The present paper describes a device whereby rapid flame movement within an internal-combustion engine cylinder may be recorded and determined. By the aid of a simple cylindrical contact and an oscillograph the rate of combustion within the cylinder of an airplane engine during its normal operation may be measured for gas intake velocities of from 30 to 35 m/s and for velocities within the cylinder of from 20 to 25 m/s. With it the influence of mixture ratios, of turbulence, of compression ratio and kind of fuel on combustion velocity may be determined. Besides the determination of the influence of the above factors on combustion velocity, the degree of turbulence may also be determined. As a unit of reference in estimating the degree of turbulence, the intake velocity of the charge is chosen.

Schnauffer, Kurt↗
NASA NTRS2011

Operational Phase Life Cycle Assessment of Select NASA Ground Test Facilities

NASA's Aeronautics Test Program (ATP) is responsible for many large, high-energy ground test facilities that accomplish the nation s most advanced aerospace research. In order to accomplish these national objectives, significant energy and resources are consumed. A select group of facilities was analyzed using life-cycle assessment (LCA) to determine carbon footprint and environmental impacts. Most of these impacts stem from electricity and natural gas consumption, used directly at the facility and to generate support processes such as compressed air and steam. Other activities were analyzed but determined to be smaller in scale and frequency with relatively negligible environmental impacts. More specialized facilities use R-134a, R-14, jet fuels, or nitrogen gas, and these unique inputs can have a considerable effect on a facility s overall environmental impact. The results of this LCA will be useful to ATP and NASA as the nation looks to identify its top energy consumers and NASA looks to maximize research output and minimize environmental impact. Keywords: NASA, Aeronautics, Wind tunnel, Keyword 4, Keyword 5

Sydnor, George H.↗
DOE OSTI2020

Process Heating Assessments Using DOE’s Manufacturing Energy Assessment Software for Utility Reduction (MEASUR) Tool Suite

Process heating is the most energy-intensive manufacturing process for most sectors of industry. To quantify energy savings from various energy conservation measures, the Department of Energy (DOE) sponsored the development of the Process Heating Assessment and Survey Tool (PHAST) and similar tools for other industrial systems in the early 2000s. It has been used extensively in the Save Energy Now Program’s Energy Savings Assessments and the Better Plants Program’s In-Plant Trainings. Since the initial development of the legacy tools, both computer operating systems and software development have evolved significantly. Thus, DOE has invested in the modernization of PHAST and other legacy software tools to create the Manufacturing Energy Assessment Software for Utility Reduction (MEASUR) tool suite. MEASUR offers a collection of software tools that can aid manufacturing facilities in improving the efficiency of energy systems and equipment (specifically pumps, fans, steam, and process heating) and in conducting “Energy Treasure Hunts”. Eventually, the tool will also add compressed air and process cooling systems. The Process Heating Assessment (PHA) module of MEASUR is an upgrade of the PHAST tool. PHA provides the means to model fuel-fired, steam-based, and electric process heating systems, covering process heating for most industrial plants in manufacturing sector. It also includes several key upgrades, including the ability to consider multi-component charge loads and account for several different areas of energy losses. The new tool includes a comprehensive flue gas calculator to quantify available heat and heat loss for various gaseous, liquid, and solid fuels and new heat loss calculators. It generates a report and a dynamic Sankey diagram to show the energy consumption in various areas of energy use. MEASUR has significantly improved the user experience by adopting a modern software design. This paper details the structure and workflow of PHA and presents a real-world case study to demonstrate energy savings quantification and MEASUR’s outstanding reporting capabilities.

Nimbalkar, Sachin U.↗
NASA NTRS1932

Effect of Engine Operating Conditions on the Vaporization of Safety Fuels

Tests were conducted with the N.A.C.A. combustion apparatus to determine the effect of compression ratio and engine temperature on the vaporization of a hydrogenated "safety fuel" during the compression stroke under conditions similar to those in a spark-ignition engine. The effects of fuel boiling temperature on vaporization using gasoline, safety fuel, and Diesel fuel oil was also investigated. The results show that increasing the compression ratio has little effect on the rate of fuel vaporization, but that increasing the air temperature by increasing the engine temperature increases the rate of fuel vaporization. The results also show that the vaporized fuel forms a homogeneous mixture with the air more rapidly that does the atomized fuel spray.

Rothrock, A M↗
DOE OSTI2020

A control-oriented combustion model framework for compression ignition engines operating on low-reactivity fuel

This work focuses on zero-dimensional modeling of the heat release rate in a compression ignition engine operating on gasoline-like fuels. Due to the properties of gasoline, such as high volatility and longer ignition delay than diesel, the injection strategies can vary significantly from the operation with conventional diesel fuel. Different injection strategies are commonly used to achieve varying degrees of in-cylinder stratification in order to shape the combustion event and maximize efficiency. The proposed zero-dimensional combustion model was developed to account for the different stages in combustion caused by the fuel stratification. As the ignition delay model is an integral part of the entire combustion process and significantly affects the prediction accuracy, special attention has been paid to local phenomena influencing ignition delay. A one-dimensional spray model by Musculus and Kattke was employed in conjunction with a Lagrangian tracking approach in order to estimate the local air–fuel ratio within the spray tip, as a proxy for reactivity. The local air–fuel ratio, in-cylinder temperature and pressure were used in an integral fashion to estimate the ignition delay. Heat release rates were modeled using first-order non-linear differential equations. The proposed combustion model was validated against experimental data of a heavy-duty compression ignition engine with up to three injection events at mostly 1038 r/min and 14 bar brake mean effective pressure. Further validation of the model was carried out at other engine loads and speeds. Model prediction errors in CA50 of less than 1 °CA across all conditions were found. Modeling results of other combustion metrics such as combustion duration and indicated mean effective pressure are also highly satisfactory. In addition, the model has been shown to be capable of estimating the ringing intensity for most conditions.

Pamminger, Michael↗
DOE OSTI2023

Liquid Air Combined Cycle TM for Power and Storage

Liquid Air Combined Cycle (LACC) is a hybrid liquid air energy storage (LAES) system combining energy storage with a combustion turbine to enable large-scale, long-duration energy storage (LDES) while reducing fuel intensity compared to the current state-of-the-art. The LACC technical approach employs proven equipment (cryogenic refrigeration, storage, tanks, pumps, gas turbines, exhaust heat recovery equipment, and turbines) to limit technical risk to a novel organic Rankine cycle (ORC), which was evaluated during this project and found to be feasible. Moreover, LACC storage is safe and relatively compact, to facilitate siting close to loads and within metropolitan regions. The air storage medium is freely available and eliminates supply chain constraints. LACC uses cryogenic air as a storage medium and a gas turbine as the source of heat to drive the discharge process. LACC is distinguished from other LAES technologies by several factors. The charge and discharge processes are decoupled so that cryogenic liquid air is the only storage medium. Other systems also store the higher temperature thermal energy from the liquefaction process in an additional medium. Subsequently, LACC focuses on maximization of the discharge energy and power. LACC also permits the use of commercially available cryogenic refrigeration and storage technologies to increase competition. This project identified product requirements to support market entry and commercialization of the LACC in modular units of approximately 117 MW, each drawing liquid air from customary cryogenic storage tanks capable of storing 75 GWh of dispatchable energy, more than pumped storage hydro or compressed air energy storage technologies. An economic analysis identified the specific liquid air consumption (quantity of liquid air per unit of discharge energy) as a critical parameter. Minimizing the air consumption reduces the specific capital cost ($\$ $/kW) for charging and discharging equipment by reducing the size of piping and turbomachinery. Likewise, the specific cost of energy capacity ($\$ $/kWh) is reduced by increasing the energy deliverable from a given size tank. The cycle was analyzed to identify the optimal equipment selection and operating conditions, which in turn were combined with quotes and cost estimates to calculate the cost of energy from an LACC system. A substantial effort was focused on the ORC, which draws low-temperature heat from the gas turbine exhaust and condenses at low temperature using the cryogenic liquid air as a heat sink. Alternative turbomachinery arrangements were evaluated for feasibility and cost. A technology maturation plan lays out a low-risk approach to development of the novel ORC components and demonstration of LACC technology at pilot scale.

25 ENERGY STORAGE↗
DOE OSTI2021

Cost-Optimized Cold Climate Heat Pump Development and Field Test

Cold climate heat pumps (CCHPs) expand the heat pump market to climates where heating demand is dominant. They can achieve more than 70% energy savings compared with electric resistance heating and operate at lower cost than using tank-stored propane to fuel a furnace. A high-efficiency heat pump with a heating seasonal performance factor (HSPF)—as defined by the Air-Conditioning, Heating, and Refrigeration Institute (AHRI 2008)—greater than 10.0 would be more efficient than gas heating in terms of source energy. However, developing a cost-effective CCHP involves some challenges. A typical single-speed, air-source heat pump (ASHP) with an HSPF of 7.7 Btu/Wh does not work well under cold outdoor temperature conditions typical of cold climate locations for four major reasons: 1. Discharge temperature is too high—The low suction pressure and high compression pressure ratio at low ambient temperatures causes high compressor discharge temperatures in excess of the maximum limit for many of the compressors on the market. Furthermore, system charge of a heat pump is usually optimized in the cooling mode, which leads to overcharge conditions in the heating mode, further increasing the discharge temperature. 2. Heating capacity is insufficient if sized to meet the building design cooling load— Heating capacity of a single-speed heat pump decreases with ambient temperature. The heating capacity at -13°F (-25°C) typically decreases to 20%–40% of the rated heating capacity at 47°F (8.3°C) (~equivalent to the rated cooling capacity at 95°F [35°C]). Therefore, a single-speed heat pump, typically sized to match the building design cooling load, cannot provide adequate heating capacity to match the building heating load at low ambient temperatures. The capacity deficit is filled by inefficient resistance heat, thus lowering the system efficiency and significantly increasing power demand. 3. Cyclic loss is significant if sized to meet the building design heating load—If a single-speed heat pump is sized to meet the heating load, it will be significantly oversized relative to the cooling load in many cold climates. This will cause excessive on/off cyclic loss during the cooling and heating operations at moderately low ambient temperatures. Thus, capacity modulation capability (e.g., using a variable-speed or multi-stage compressor) is necessary for a CCHP, which uses its full capacity to meet the peak heating load and partial capacity to meet the cooling and part-load heating loads. 4. Coefficient of performance (COP) is low—Heating COP degrades significantly at low ambient temperatures owing to the large temperature difference between the heat source and sink. A target CCHP should be sized to meet the building design heating load while minimizing the cyclic loss for the cooling and heating operations at moderate ambient temperatures.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
NASA NTRS1998

Strutjet Matures to Support Propulsion Needs in the 2000+ World

The Strutjet, Aerojet's Rocket Based Combined Cycle (RBCC) concept, was discussed in a previous ISABE paper as an enabling propulsion concept for single stage to orbit applications. This paper describes the technical progress of the Strutjet since 1996 together with a rationale why RBCC engines in general and the Strutjet in particular, lend themselves uniquely to systems having the ability to expand current space and also open new global "rapid delivery" markets. In particular, the paper substantiates the claims why for certain missions RBCC powered vehicles can be operated at higher margins than all rocket systems, and why within the family of conceivable RBCC systems the Strutjet excels due to its unique architecture and design features. A special emphasis is given to the selection of the engine's ram/scram mode design point because only that mode can add significantly to the mission effective Isp. The thrust produced by an airbreathing engine is directly related to the mass of air processed. This air is captured by the inlet and compressed to raise the pressure for combustion and subsequent expansion. The net accelerating force is the difference between the gross thrust and total vehicle drag (including the spill drag). This total drag is highest at low speeds when the gross thrust is lowest. When the net accelerating force is low, most of the fuel burned is wasted overcoming the vehicle drag. Higher thrust is necessary to perform the mission. One method is to leave the rockets on longer but this results in much higher propellant consumption.

Siebenhaar, A.↗
NASA NTRS1937

Effect of Nozzle Design on Fuel Spray and Flame Formation in a High-Speed Compression-Ignition Engine

Fuel was injected from different type of injection nozzles into the combustion chamber of the NACA combustion apparatus, operated as a compression-ignition engine. High speed motion pictures were taken of the fuel sprays and combustion. Single-orifice nozzles of 0.008, 0.020, and 0.040 inch diameter, and multiorifice nozzles having 2, 6, and 16 orifices were tested. Nozzles having impinging jets and slit orifices were also included. The photographs indicate that the rate of vapor diffusion from the spray is comparatively slow and that this slow rate of diffusion for combustion chambers with little or no air flow prevents the compression-ignition engine from giving the high performance inherent in the high compression ratios. The sprays from the multiorifice nozzles destroyed the air movement to a greater extent than did those from single orifice nozzles. It is concluded that high performance cannot be realized until the methods of distributing the fuel are improved by means of the injection-nozzle design, air flow, or both.

Rothrock, A M↗
DOE OSTI2026

Theoretical analysis of a refrigerant injection-enhanced air source heat pump with thermal energy storage for extended cold-climate and defrosting operations

This study investigates a conceptual refrigerant injection-enhanced air source heat pump with integrated thermal energy storage (ITES-ASHP) that combines two-phase flash tank injection with phase change material (PCM) thermal energy storage (TES) to extend cold-climate operation and maintain indoor heating during defrost. A steady-state, mode-based thermodynamic cycle model is developed to evaluate heating and defrosting modes with and without refrigerant injection and TES integration over an outdoor temperature range of 8 to −25 °C. The framework is applied to refrigerants R-290, R-454B, R-410 A, and R-32. A parametric study is conducted for an 18-kW system rated for an outdoor temperature of 8 °C, with the compressor frequency scheduled to 150 Hz. The optimal PCM phase-change temperature is identified as 20 °C for R-290, R-454B, and R-410 A, and 15 °C for R-32. At the design condition of −25 °C outdoor temperature, the proposed concept achieves a combined COP of 2.22 for R-290, corresponding to a 60% increase relative to the theoretical single-stage baseline for combined heating and defrosting operation. Safety screening based on compressor discharge temperature (≤ 120 °C) and injection quality (≥ 0.65), together with performance evaluation, indicates that R-290 is the most suitable candidate, followed by R-410 A and R-454B. Under the assumptions and constraints used here, R-32 is found to be less suitable due to excessive discharge temperatures and a higher risk of wet compression.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

Investigating the Combustion Performance of Dual Fuel Combustion with Diesel and Port Injected Hydrogen in a Large Bore Locomotive Engine

The heavy-duty transportation sector has primarily relied on conventional diesel combustion engines given their reliability and high thermal efficiency relative to spark ignition engines, but increased focus on reducing greenhouse gas emissions has led to investigation into alternative fuels. Gaseous hydrogen fuel has garnered a great deal of recent interest in the engine community given it has zero carbon, but hydrogen is not available at the scale and cost that petroleum fuels are currently available, and this is a barrier to adoption for industries that are looking to decarbonize their operations. Because of the fuel flexibility provided, dual fuel technology offers a pathway for some industries to adopt hydrogen as a fuel source while maintaining sufficient flexibility in times and locations where the new fuel is not yet available. This computational study investigates dual fuel combustion in a large bore locomotive engine architecture using direct injected diesel and port injected gaseous hydrogen fuel. With an optimal port fuel injection configuration from previous work, simulations of varying substitution ratio, compression ratio, manifold air temperature, diesel injection timing, and diesel injection pressure were performed to understand their effect on combustion performance. Results indicated that both increased substitution ratio and higher intake air temperature accelerates hydrogen flame propagation and can result in high peak cylinder pressures. Additionally, diesel injection timing and injection pressure were demonstrated as effective methods for controlling dual fuel combustion heat release rates.

ODonnell, Patrick Christopher↗
DOE OSTI2021

Trends in best-in-class energy-efficient technologies for room air conditioners

Improving the efficiency of room air conditioners (RACs) could provide significant energy and associated emissions savings, particularly in emerging economies with hot climates where the cooling demand is expected to increase dramatically. To help accelerate efficiency improvements, this study identifies “best-in-class” high-efficiency RAC components and products. The findings show that manufacturers tend to minimize manufacturing costs by using RAC designs that are readily available or standardized to their production, and they share components across various models. High-efficiency RAC models use advanced compressor technologies optimized at a low frequency, large heat exchangers with thermodynamically effective materials and designs, highly efficient direct current fan motors, advanced metering devices, and smart sensors for temperature and humidity control. Recently RAC manufacturers have been improving seasonal efficiency – better reflecting part-load operation – especially via variable-speed (inverter) drives for compressor motors. Recent highest-efficiency RAC models use low global warming potential (GWP) refrigerants, having transitioned from conventional high-GWP refrigerants, in regions where RACs that use these low-GWP refrigerants are commercially available. Recently demonstrated innovative technologies show trends toward smart hybrid designs, evaporative cooling, and solid-state materials beyond the conventional vapor-compression technology. This information could help policymakers improve their RAC market-transformation programs to align with the most-efficient global technology.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

An experimental study on dehumidification and regeneration performance of a new nonporous membrane-based heat and mass exchanger using an ionic liquid desiccant

As a promising alternative to inefficient vapor-compression-based air conditioning, liquid desiccant dehumidification uses a liquid desiccant in contact with the humid air absorbing the moisture. However, it has not gained much market share due to the issues related to the carryover, corrosion, fouling, and crystallization of liquid desiccant. The research has developed a new membrane-based exchanger, which uses a non-corrosive ionic liquid desiccant and nonporous tubular membranes to address these issues. As the second generation of the prototype, the new exchanger was tested at various operating conditions. According to the experimental data, when it is used in the dehumidification loop, the new membrane-based exchanger achieves a specific vapor transportation rate of 778.6 g/(h–m 2 ) and an average water vapor flux of 0.316 g/(h-m 2 -Pa), which is a significant improvement compared with the previous designs using nonporous membranes. It also achieved a comparable or even better dehumidification performance compared with the dehumidifiers that use porous membrane and conventional liquid desiccants. However, the regeneration performance is not as good as its dehumidification. It is mainly caused by the high operating temperature required in the regeneration loop. The experimental data and findings provide first-hand experimental data and enhance the understanding of advanced membrane-based ionic liquid desiccant systems.

42 ENGINEERING↗
DOE OSTI2021

Low-Cost Electrochemical Compressor (ECC) Utilizing Green Refrigerants for HVAC Applications [Slides]

HVAC systems account for approximately 14 Quads or primary energy annually, or nearly 30% of all energy used in the U.S. commercial and residential buildings. Electrochemical compression (ECC) is a transformative solid-state technology and ECC based HVAC systems could result in 40% less energy use. The goal of the project was to develop the most efficient, noiseless, and most environmentally friendly cooling system based on integrating 2 (two) technologies: a) electrochemical compressors (ECC) to replace mechanical compressors for use in building heating, ventilation, and air conditioning (HVAC) applications and b) Ionic Liquid Desiccant Systems. The overall objective was to develop and build a scalable ILD/ECC-based air conditioning system operating with a COP of 4.5, with a price premium of $70 installed per kBTU/hr.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2026

Energy Storage Cost and Performance Database

In support of the U.S. Department of Energy’s Energy Storage Grand Challenge, Pacific Northwest National Laboratory is applying its rich history of battery research and development to provide the U.S. Department of Energy (DOE) and industry with a guide to current energy storage costs and performance metrics for various technologies. Cost and performance metrics for individual technologies track the following to provide an overall cost of ownership for each technology: cost to procure, install, and connect an energy storage system; associated operational and maintenance costs; and end-of-life costs. These metrics are intended to support DOE and industry stakeholders in making sound decisions about future R&D directions and priorities that move the United States closer to its goal of energy independence. The technologies currently being evaluated are lithium-ion [lithium iron phosphate (LFP) and nickel manganese cobalt (NMC)] batteries, vanadium redox flow batteries, lead-acid batteries, zinc-based batteries, hydrogen energy storage, pumped storage hydropower, gravitational energy storage, compressed air energy storage, and thermal energy storage.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
NASA NTRS1991

The 3D computation of single-expansion-ramp and scramjet nozzles

A description of the computations for three-dimensional nonaxisymmetric nozzles and an analysis of the flowfields are presented. Two different types of nozzles are investigated for compressible flows at high Reynolds numbers. These are the single-expansion-ramp and scramjet nozzles. The computation for the single-expansion-ramp nozzle focuses on the condition of low pressure ratio, which requires the simulation for turbulent flow that is not needed at high pressure ratios. The flowfield contains the external quiescent air, and the internal regions of subsonic and low supersonic flows. The second type is the scramjet nozzle, which typically has a very large area ratio and is designed to operate at high speeds and pressure ratios. The freestream external flow has a Mach number of 6, and the internal flow leaving the combustion chamber is at a Mach number of 1.62. The flowfield is mostly supersonic except in the viscous region near walls. The computed results from both cases are compared with experimental data for the surface pressure distributions.

Lai, H. T.↗