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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 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

Use of Tethys Engineering by the Marine Energy Community (User Review Report)

In partial fulfillment of the Annual (SMART) Milestone for Q3 of FY22, this report details the results of the peer review process carried out on the use and function of Tethys Engineering. During Q3 of FY22, Pacific Northwest National Laboratory (PNNL) solicited broad feedback from a self-selected subset of the marine energy community on the use and effectiveness of key pages on Tethys Engineering. A total of 39 responses were collected from the greater marine energy community.

42 ENGINEERING↗
NASA NTRS1972

Mariner Venus/Mercury 1973 rocket engine assembly

The fabrication and test of rocket engine assemblies (REA) for Mariner Venus/Mercury 1973 are reported. The fabrication, assembly and flight acceptance test of seven REA's including the type approval test of one engine and fabrication of one additional kit consisting of detail parts for an engine ready for catalyst loading are presented. The MV/M '73 REA which is a nominal 51 lbs thrust monopropellant engine is described. Under steady state operation the specific impulse is not less than 228 lb-sec at 55 lb and 218.5 lb-sec at 10 lb thrust varying linearly between these limits. The characteristic velocity is not less than 4100 ft/sec at any thrust level.

Snoke, D. R.↗
DOE OSTI2024

The Science, Engineering, and Validation of Marine Carbon Dioxide Removal and Storage

Scenarios to stabilize global climate and meet international climate agreements require rapid reductions in human carbon dioxide (CO 2 ) emissions, often augmented by substantial carbon dioxide removal (CDR) from the atmosphere. While some ocean-based removal techniques show potential promise as part of a broader CDR and decarbonization portfolio, no marine approach is ready yet for deployment at scale because of gaps in both scientific and engineering knowledge. Marine CDR spans a wide range of biotic and abiotic methods, with both common and technique-specific limitations. Further targeted research is needed on CDR efficacy, permanence, and additionality as well as on robust validation methods—measurement, monitoring, reporting, and verification—that are essential to demonstrate the safe removal and long-term storage of CO 2 . Engineering studies are needed on constraints including scalability, costs, resource inputs, energy demands, and technical readiness. Research on possible co-benefits, ocean acidification effects, environmental and social impacts, and governance is also required.

climate mitigation↗
DOE OSTI2023

The future of ship engines: Renewable fuels and enabling technologies for decarbonization

Shipping is one of the most efficient transportation modes for moving freight globally. International regulations concerning decarbonization and emission reduction goals drive rapid innovations to meet the 2030 and 2050 greenhouse gas reduction targets. The internal combustion engines used for marine vessels are among the most efficient energy conversion systems. Internal combustion engines dominate the propulsion system architectures for marine shipping, and current marine engines will continue to serve for several decades. However, to meet the aggressive goals of low-carbon-intensity shipping, there is an impetus for further efficiency improvement and achieving net zero greenhouse gas emissions. These factors drive the advancements in engine technologies, low-carbon fuels and fueling infrastructure, and emissions control systems. This editorial presents a perspective on the future of ship engines and the role of low-life cycle-carbon-fuels in decarbonizing the marine shipping sector. A selection of zero-carbon, net-zero carbon, and low-lifecycle-carbon-fuels are reviewed. This work focuses on the opportunities and challenges of displacing distillate fossil fuels for decarbonizing marine shipping. In conclusion, enabling technologies such as next-generation air handling, fuel injection systems, and advanced combustion modes are discussed in the context of their role in the future of low-CO 2 intensity shipping.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS1995

Thermal barrier coatings application in diesel engines

Commercial use of thermal barrier coatings in diesel engines began in the mid 70's by Dr,. Ingard Kvernes at the Central Institute for Industrial Research in Oslo, Norway. Dr. Kvernes attributed attack on diesel engine valves and piston crowns encountered in marine diesel engines in Norwegian ships as hot-corrosion attributed to a reduced quality of residual fuel. His solution was to coat these components to reduce metal temperature below the threshold of aggressive hot-corrosion and also to provide protection. The Department of Energy has supported thermal barrier coating development for diesel engine applications. In the Clean Diesel - 50 Percent Efficient (CD-50) engine for the year 2000, thermal barrier coatings will be used on piston crowns and possibly other components. The primary purpose of the thermal barrier coatings will be to reduce thermal fatigue as the engine peak cylinder pressure will nearly be doubled. As the coatings result in higher available energy in the exhaust gas, efficiency gains are achieved through use of this energy by turbochargers, turbocompounding or thermoelectric generators.

Fairbanks, J. W.↗
NASA NTRS1995

Thermal barrier coatings application in diesel engines

Commercial use of thermal barrier coatings in diesel engines began in the mid 70's by Dr. Ingard Kvernes at the Central Institute for Industrial Research in Oslo, Norway. Dr. Kvernes attributed attack on diesel engine valves and piston crowns encountered in marine diesel engines in Norwegian ships as hot-corrosion attributed to a reduced quality of residual fuel. His solution was to coat these components to reduce metal temperature below the threshold of aggressive hot-corrosion and also provide protection. Roy Kamo introduced thermal barrier coatings in his 'Adiabatic Diesel Engine' in the late 70's. Kamo's concept was to eliminate the engine block water cooling system and reduce heat losses. Roy reported significant performance improvements in his thermally insulated engine at the SAE Congress in 1982. Kamo's work stimulates major programs with insulated engines, particularly in Europe. Most of the major diesel engine manufacturers conducted some level of test with insulated combustion chamber components. They initially ran into increased fuel consumption. The German engine consortium had Prof. Woschni of the Technical Institute in Munich. Woschni conducted testing with pistons with air gaps to provide the insulation effects. Woschni indicated the hot walls of the insulated engine created a major increase in heat transfer he refers to as 'convection vive.' Woschni's work was a major factor in the abrupt curtailment of insulated diesel engine work in continental Europe. Ricardo in the UK suggested that combustion should be reoptimized for the hot-wall effects of the insulated combustion chamber and showed under a narrow range of conditions fuel economy could be improved. The Department of Energy has supported thermal barrier coating development for diesel engine applications. In the Clean Diesel - 50 Percent Efficient (CD-50) engine for the year 2000, thermal barrier coatings will be used on piston crowns and possibly other components. The primary purpose of the thermal barrier coatings will be to reduce thermal fatigue as the engine peak cylinder pressure will nearly be doubled. As the coatings result in higher available energy in the exhaust gas, efficiency gains are achieved through use of this energy by turbochargers, turbocompounding or thermoelectric generators.

Fairbanks, J. W.↗
DOE OSTI2025

Life Cycle Assessment of Methanol from Fossil, Biomass, and Waste Sources, and Its Use as a Marine Fuel in Dual-Fuel Engines

Methanol is gaining interest in the marine sector from energy security and reducing emissions perspective. This study provides a comparative life cycle assessment of methanol as a marine fuel, across GHG and criteria air pollutant emission metrics, when it is used in a dual-fuel engine. Twelve methanol pathways from four different feedstock categories were considered, including (1) cellulosic biomass forest residues and clean pine mix, corn stover, switchgrass, and miscanthus; (2) organic wastes renewable natural gas from wastewater sludge, swine manure, food waste, and landfill gas; (3) fossil resources coal and natural gas (NG); and (4) e-methanol using captured carbon dioxide. When used in a dual-fuel engine with pilot fuel, life cycle GHG emissions for woody biomass-based methanol were approximately 19 gCO 2 e MJ −1 , while emissions from waste-based sources ranged between −154 and 31 gCO 2 e MJ −1 . Methanol from renewable sources showed a GHG reduction potential between 58 and 226% compared to conventional NG-based methanol (122 gCO 2 e MJ −1 ), primarily due to the avoided emissions from conventional waste management. When carbon from process emissions were captured, the reduction could be up to 327%. All pathways exhibited lower NO X , and particulate matter emissions compared to the baseline marine fuel (MGO 0.1% sulfur), while woody biomass and coal pathways had higher SO X emissions.

09 BIOMASS FUELS↗
DOE OSTI2022

WBS 2.1.5.401 - Model Validation and Site Characterization for Early Deployment MHK Sites and Establishment of Wave Classification Scheme

The "Resource Characterization" project delivers the data and tools needed to engineer robust marine renewable energy devices and projects. The project measures resource details at commercially promising sites, runs high resolution models of promising sites and regions, and develops classification schemes that streamline device engineering, project development, and increase investor confidence.

ENGINEERING,TIDAL AND WAVE POWER↗
NASA NTRS1981

The non-Federal oceanographic community: An overview

A portion of the broad domestic non-Federal oceanographic community that represents a potential market for satellite remote sensor derived oceanographic data and/or marine environmental information is presented. The overview consists of listings of individuals and/or organizations who have used, or are likely to use such data or information for scientific research, offshore engineering purposes, marine resources exploration and utilization, marine related operational applications, or coastal zone management.

Swetnick, M. A.↗
NASA NTRS2003

Technical Evaluation Report, Part A - Vortex Flow and High Angle of Attack

A symposium entitled Vortex Flow and High Angle of Attack was held in Loen, Norway, from May 7 through May 11, 2001. The Applied Vehicle Technology (AVT) panel, under the auspices of the Research and Technology Organization (RTO), sponsored this symposium. Forty-eight papers, organized into nine sessions, addressed computational and experimental studies of vortex flows pertinent to both aircraft and maritime applications. The studies also ranged from fundamental fluids investigations to flight test results, and significant results were contributed from a broad range of countries. The principal emphasis of this symposium was on "the understanding and prediction of separation-induced vortex flows and their effects on military vehicle performance, stability, control, and structural design loads." It was further observed by the program committee that "separation- induced vortex flows are an important part of the design and off-design performance of conventional fighter aircraft and new conventional or unconventional manned or unmanned advanced vehicle designs (UAVs, manned aircraft, missiles, space planes, ground-based vehicles, and ships)." The nine sessions addressed the following topics: vortical flows on wings and bodies, experimental techniques for vortical flows, numerical simulations of vortical flows, vortex stability and breakdown, vortex flows in maritime applications, vortex interactions and control, vortex dynamics, flight testing, and vehicle design. The purpose of this paper is to provide brief reviews of these papers along with some synthesizing perspectives toward future vortex flow research opportunities. The paper includes the symposium program. (15 refs.)

VORTEX BREAKDOWN↗
DOE OSTI2024

Marine Energy Technology Development Risk Management Framework

Over the past decades, the global marine energy industry has suffered a number of serious technological and commercial setbacks. To help reduce the risks of industry failures and advance the development of new technologies, the U.S. Department of Energy (DOE) and the National Renewable Energy Laboratory (NREL) developed a Marine Energy Risk Management Framework in 2015, with this revision published in 2024. This risk management framework shall be utilized on all DOE Water Power Technologies Office (WPTO) projects that require system testing in the open water. By addressing uncertainties, the Marine Energy Risk Management Framework increases the likelihood of successful development of marine energy converter technology. It covers projects of any technology readiness level technology performance level (TPL) and all risk types (e.g. technological risk, regulatory risk, commercial risk) over the development cycle. This risk framework is not a substitute for other risk management procedures that may be required for marine operations, such as installations at sea, hoisting and rigging, safe diver operations, and other safety requirements. This risk framework is intended to meet DOE's risk management expectations for marine energy technology research and development efforts from WPTO. It also provides an overview of other relevant risk management tools and documentation.

16 TIDAL AND WAVE POWER↗
DOE OSTI2022

Workshop on Materials & Manufacturing for Marine Energy Technologies (Summary Report: October 5, 2021)

The U.S. Department of Energy’s Water Power Technologies Office (WPTO) enables research, testing, development, and commercialization of emerging technologies to advance marine energy, as well as next-generation hydropower and pumped storage systems, for a flexible, reliable grid. This report summarizes the results of a WPTO-sponsored public workshop held virtually on October 5, 2021.

13 HYDRO ENERGY↗
NASA NTRS1972

The Viking Orbiter 1975 beryllium INTEREGEN rocket engine assembly.

Description of the conversion of the Mariner 9 rocket engine for Viking Orbiter use. Engine conversion consists of replacing the 40:1 expansion area ratio nozzle with a 60:1 nozzle of the internal regeneratively (INTEREGEN) cooled rocket engine. Five converted engines using nitrogen tetroxide and monomethylhydrazine demonstrated thermal stability during the nominal 2730-sec burn, but experienced difficulty at operating extremes. The thermal stability characteristic was treated in two ways. The first treatment consisted of mapping the operating regime of the engine to determine its safest operating boundaries as regards thermal equilibrium. Six engines were used for this purpose. Two of the six engines were then modified to effect the second approach - i.e., extend the operating regime. The engines were modified by permitting fuel injection into the acoustic cavity.

Martinez, R. S.↗
DOE OSTI2025

Controlled electrochemical nutrient delivery to enhance marine primary productivity

Oceanic photosynthesis contributes to approximately half of the Earth’s net annual primary productivity. Marine photosynthetic productivity has a high degree of heterogeneity due to spatial and temporal co-limitations of light, temperature, and/or nutrients. Across coastal, near-shore, and open ocean regions, insufficient concentrations of key nutrients (e.g., N, P, Fe) can limit primary productivity. Although studies have shown a significant increase in primary productivity with the addition of low doses of trace nutrients, a sustainable approach to reliably deliver and maintain low doses of nutrients and ensure their bioavailability, remains a challenge. Chemical nutrient addition has relied on the use of chelating agents to ensure nutrient bioavailability, but synthetic chelators are persistent environmental pollutants. In this study, we demonstrate for the first time the use of a controlled electrochemical nutrient delivery (CEND) approach to accelerate the growth of phytoplankton without the need for such chelators. Our study uses commercial stainless-steel electrodes to deliver low concentrations of iron to enhance growth rates in the microalga Picochlorum celeri TG2. To demonstrate the process control offered by the CEND method, we evaluate iron delivery as a function of pulse time, pulse frequency, and rest time between pulses. Our data show that at the same total Fe dose of 163 ppb, electrochemical iron delivery can achieve 9.54 ± 0.58 mg biomass/µg Fe, which is comparable to 9.14 ± 0.17 mg biomass/µg Fe achieved with chemical iron additions that include the synthetic chelating agent ethylenediaminetetraacetic acid (EDTA). Further, when different total iron doses (163 ppb, 325 ppb, and 650 ppb) were delivered over 72 h using CEND, biomass yield per iron dose was higher at lower doses: 9.54 ± 0.58 mg biomass/µg Fe at 163 ppb vs. 4.32 ± 0.32 mg biomass/µg Fe at 650 ppb. This highlights the benefits of CEND in delivering frequent and low doses of nutrients for improved process efficiency. Preliminary assessments show both lower cost and reduced greenhouse gas emissions from electrochemical over chemical iron additions with EDTA. The CEND approach opens new pathways to enhance marine primary productivity, without the unintended environmental impacts of synthetic chelators.

analytical chemistry↗