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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

2025 InterPACK: Thermal Management and Reliability Aspects

The presentation will provide an overview of automotive power electronics and electric machines thermal management systems that are typical for light-duty vehicles. Unique thermal and environmental aspects related to medium and heavy-duty vehicle applications will then be discussed. Finally, advanced thermal management and packaging technologies that could be evaluated and used in this project will be described.

33 ADVANCED PROPULSION SYSTEMS↗

FEMTOSECOND LASER DRILLING OF SILICON NITRIDE

Ceramics are employed in various engineering applications including electronics, semiconductors, automotive and aerospace industry, among others. Ceramics are desirable materials due to their high hardness, thermal resistance, chemical, thermal, and mechanical properties. A drawback of engineering ceramics is the manufacturing process. Ceramics are hard and brittle and conventional drilling or cutting methods can damage the material. These challenges in manufacturing have limited the application of ceramics in certain engineering applications. The non-contact machining of ceramics through ultrashort pulsed laser drilling offers a possible solution to the manufacturing issues. The advantage of laser drilling is the ability to machine hard and brittle materials. A laser, pulsed in the time regime of femtoseconds (fs), drills/machines sharp and well-defined holes and cuts. Additionally, the short pulse width results in limited melting, cracking, or heat transfer to the surrounding material, as well as no residual stresses. This non-contact process can greatly aid in the machining of hard materials. This study focuses on drilling into silicon nitride to produce zero-taper through holes. With this, other thicknesses can be explored, to achieve zero-taper holes.

Femtosecond laser ablation, Ceramics, Silicon Nitr↗

Calibration-Free Quantitative Analysis of Lithium-Ion Battery (LiB) Electrode Materials Using Laser-Induced Breakdown Spectroscopy (LIBS)

Recent years have seen a surge in the demand for high-performance battery electrode materials for automotive and various electronic device applications. Improving battery performance requires precise knowledge of the structure–composition properties of active electrode materials. To this effect, quantitative and precise estimation of the composition of advanced electrode materials, containing trace amounts of dopants, provide immense value toward developing next-generation high-capacity battery materials. Herein, we demonstrate the application of calibration-free laser-induced breakdown spectroscopy (LIBS) as a powerful analytical tool for rapid and reliable quantitative spectrochemical characterizations of layered Li metal oxide cathodes containing Mo and Cr dopants (<5 atom %). Specifically, we employ the LIBS using an internal calibration methodology to establish the quantitative elemental ratios of major (Ni, Mn, Co) and trace dopant (Cr, Mo) transition metals to bulk Li contents in diverse cathode material samples such as LiNi 0.5 Mn 0.5 O 2 (NM-50/50), LiNi 0.33 Mn 0.33 Co 0.33 O 2 (NMC), LiNi 0.317 Mn 0.317 Co 0.317 Cr 0.05 O 2 (Cr-doped NMC), and LiNi 0.5– x /2 Mn 0.5– x /2 Mo x O 2 ( x = 0.03, 0.04, 0.05) (Mo-doped NM-50/50) that were synthesized via sol–gel routes. The LIBS-estimated elemental compositions are in good agreement with the nominal stoichiometric values. Furthermore, ex situ LIBS characterizations presented here pave the path for future high-efficacy application of calibration-free quantitative LIBS for rapid in situ analyses of elemental composition changes in battery electrode materials under operation that need not resort to off-site analytical techniques requiring cumbersome sample preparations and/or external standards.

25 ENERGY STORAGE↗

Interactions of Aqueous Surface Treatments with Magnesium Alloy

Magnesium, the lightest structural metal, has recently been identified as an important substrate for weight reduction in automotive, aerospace, personal electronics, and many other industries. Magnesium’s unique chemistry, however, makes it challenging to protect from corrosion and incorporate with other materials. Cleaners are the first step in any pretreatment process, and understanding their role in surface preparation for corrosion prevention is crucial to making magnesium substrate a viable solution for lightweighting. In this work, we explore the relationship between cleaner composition, pH, etch rate, and panel morphology post-cleaning to understand how various cleaners interact with magnesium alloy. Our findings broaden the pool of possible bath chemistries that provide safe and effective surface cleaning of magnesium substrate.

Harris, Rachel↗

Solid Phase Processing of Lead-Free Brass with Carbon Additives

Currently, “lead-free” brass alloys (like C27450/C27451/C6930), used extensively in drinking water fixtures and automotive, electrical, and electronic applications contain maximum 0.25% lead to maintain mechanical performance and machinability. Adding graphite to brass as an alternative to lead, using casting, powder metallurgy, and extrusion methods, has been explored previously. However, all these methods have proven to be energy-, time-, and resource-intensive, while not enabling performance equivalent to that of C36000 brass. In this project, we developed a one-step approach using friction extrusion and ShAPE to make lead-free brass/graphite components such as wires, rods and tubes with mechanical performance equivalent to commercial lead-free brass alloys. Manufacturing temperatures were maintained ~550-730 °C with feed rates ranging between 4 – 25 mm/min. Results show larger grains at the center of the rods and wires with smaller grains developing at the edges. Graphite particles were sheared in the direction of extrusion with higher strains observed towards the edges. Hardness of the brass/graphite samples was over 25% higher than that of the corresponding brass-only samples (rods and wires), also friction extruded. Our results show that the sub-micron graphite plays an important role in limiting process temperature and restraining grain growth during friction extrusion, thus reducing grain size in composites.

36 MATERIALS SCIENCE↗

Staying Competitive in Clean Manufacturing: Insights on Barriers from Industry Interviews

While industrial emissions research has historically focused on energy-intensive sectors like steel, cement, and chemicals, this study addresses a critical gap by examining barriers across all the manufacturing industry in the U.S. Sectors like food processing, retail, plastics, and transportation face unique challenges distinct from heavy industry, operating on thin margins with limited bargaining power while experiencing heightened consumer and stakeholder pressure for improved environmental responsibility. Through structured interview data collection process and using quantitative ratings and qualitative analysis, this research identifies and categorizes emission reduction barriers across four key themes: financial, technical, organizational, and regulatory. Unlike energy-intensive industries that may pursue hydrogen or carbon capture technologies, discrete manufacturing industry like automotive, electrical and electronics, and machine manufacturers typically focus on energy efficiency, electrification of thermal processes, and alternate fuel switching, solutions better aligned with their lower-temperature processes and distributed facility profiles. The study’s primary contribution lies in documenting specific barrier manifestations within organizations and identifying proven mitigation strategies that companies have successfully implemented or observed among peers.

business competitiveness↗

SMART SiC Power ICs: Scalable, Manufacturable, and Robust Technology for SiC Power Integrated Circuits (Final Technical Report)

This collaborative project was initiated with the goal of developing Scalable, Manufacturable, and Robust Technology for SiC Power Integrated Circuits (SMART SiC Power ICs). In pursuit of this objective, innovative designs and fabrication processes were implemented, enabling the development of large-scale (>1 cm²) SiC Complementary Metal-Oxide-Semiconductor (CMOS) integrated circuits and high-voltage (400–600 V) lateral power MOSFETs (HV-LDMOS) on 150 mm 4H-SiC substrates. The resulting SMART SiC Power ICs are tailored to support a wide range of applications requiring diverse voltage and power levels, including automotive systems, industrial equipment, electronic data processing, energy harvesting, and power conditioning. To achieve the proposed ‘SMART’ technology for SiC ICs, the team focused on 1) the Development of highly scalable CMOS (with high channel mobilities for n-type and p-type MOSFETs), LDMOS (~600V, 10A rated), and IC technologies, 2) Establishment of a manufacturable process baseline in a production-grade-, 150mm, SiC fabrication facility, and 3) Demonstration of SMART SiC ICs. The project initially comprised of fabricating 5 lots. In lot 1 monolithic integration using a single process was achieved. Here, we were able to successfully accomplish Integrated HV NMOSFET with LV CMOS on N-epi/N+ Substrate. The HV NMOS demonstrated a Breakdown Voltage (BV) more than 600V. Circuit demonstration of CMOS was also another achievement from this lot. In lot 2, priority was in place for isolation and integration. Here we addressed the isolation concerns and integrated the HV NMOS and LV CMOS using the N-epi/P-epi/N+ substrate. Similar to the lot 1, we were able to achieve a BV of 600 V for HV NMOS. Optimized gate oxide process with high channel mobilities, better gate oxide reliability, development of SPICE models, successful ohmic process development, novel wafer area saving design layouts, P+ isolation schemes with channeling implantations and high temperature operational circuits demonstrations are some of the key highlights from lot 1 and lot2. In lot 3, discrete device performances of HV NMOS with a BV ~700V and reliable LV CMOS performances were achieved. Also, novel architectural solutions were successfully implemented to suppress the electric field crowding at the gate oxide for reliable operations. In lot 4, half bridge power driver ICs with a conversion efficiency of (target 90% to 95%) in the 1-5MHz switching frequency range for output power between 25 W to 3 kW have been included in. However, due to the unfortunate events of sudden foundry shutdown (SiCamore Semi) the processing of lot 4 wafers came to a complete stop (January 2024). Arrangements have recently been made to shift the fabrication to another foundry, General Electric Aerospace. The fabrication process now on course (as of December 2024). Characterizations are delayed due to this unfortunate circumstance. The proposed trench architectural-based devices and ICs (lot 5) underwent modifications from the original project proposal. This change was necessitated by limitations in the availability of trench-based processes at commercial production-grade fabrication facilities in the US. Apart from above achievements, a Process Development Kit (PDK) was successfully developed for planar type SiC CMOS/LDMOS.

42 ENGINEERING↗

Automotive Silicon Carbide Power Module Cooling With A Novel Modular Manifold And Embedded Heat Sink

The next generation of integrated power electronics packages will implement wide-bandgap devices with ultrahigh device heat fluxes. Although jet impingement has received attention for power electronics thermal management, it is not used in commercial electric vehicles (EVs) because of the associated pressure drop and reliability concerns. Here, in this paper, we present a modular thermal management system designed for automotive power electronics. The system achieves superior thermal performance to benchmarked EVs, while adhering to reliability standards and with low pumping power. The system utilizes a low-cost and lightweight plastic manifold to generate jets over an optimized heat sink, which is embedded in the direct-bonded-copper (DBC) substrate. The embedded heat sink concept leverages additive manufacturing to add elliptical pin fins to the DBC substrate. The heat sink geometry is optimized for submerged jet impingement using a unit-cell model and an exhaustive search algorithm. The model predictions are validated using unit-cell experiments. A full-scale power module model is then used to compare the DBC-embedded heat sink against direct DBC cooling and baseplate-integrated heat sinks for single-sided (SS) and double-sided (DS) cooling concepts. Using the SS and DS DBC-embedded cooling concepts, the models predict a thermal resistance that represents a reduction of 75% and 85% compared to the 2015 BMW i3, respectively, for the same water-ethylene glycol inverter flow rate. We have shown that an inverter with a 100-kilo-Watt-per-liter power density is achievable with the proposed design.

33 ADVANCED PROPULSION SYSTEMS↗

Rigid-Rod Sulfonated Polyamide as an Aqueous-Processable Binder for Li-Ion Battery Electrodes

Polymer binders are important components of most battery electrodes, ensuring high performance and long-term durability. Increasing demand for lithium-ion batteries in the automotive, stationary power, and portable electronics industries calls for a greener binder to replace poly(vinylidene difluoride) (PVDF). We evaluate the performance of aqueous solution-processed electrodes prepared with a rigid-rod polymer binder, poly(2,2'-disulfonyl-4,4'-benzidine terephthalamide) (PBDT). The polyamide backbone and double-helical configuration of PBDT give rise to its mechanical strength and rigidity, and its functional nature (H-bonding amides and sulfonates) can provide specific binding with electrode particles. LiFePO 4 electrodes prepared with 3 wt% PBDT show mechanical integrity and cycling stability, achieving over 1000 cycles at 4C rate with negligible capacity decay. These electrodes demonstrate comparable rate performance with their PVDF counterparts while eliminating fluorine from the electrode as well as the organic solvents needed for processing. Furthermore, this study reveals that PBDT holds great potential as a binder for advanced sustainable batteries.

25 ENERGY STORAGE↗

Cost-Benefit Assessment of Additive Manufacturing for Injection Molds

This report presents an additive-manufacturing (AM) technology, where AM Cyclic Olefin Resin (COR) molds would be used for injection molding. The National Laboratory of the Rockies (NLR) team has focused on the costs and economics of this developing technology. This report presents a cost-benefit analysis of using the polySpectra AM COR molds made of COR, at the start of the project (Present') and the potential lifetime, cost-effectiveness, and performance by the end of the project period (Period 3'). The analysis of the AM COR molds is compared to traditional Computer Numerical Control (CNC) machined aluminum molds across the time periods. A cost-benefit model framework has been developed to evaluate AM COR molds. This model accounts for mold delivery to customers, current and future levels of technology readiness, the type of material injected, and various business cases. AM COR molds offer a major advantage in lead time, reducing production setup from weeks or months (with CNC machining) to as little as two to five days. This enables faster prototyping, quicker design cycles, and accelerated time-to-market, critical in industries like electronics, aerospace, medical devices, and automotive. Even modest improvements in the durability of polySpectra AM COR molds show the potential for these molds to complement traditional tooling. With further development, AM COR mold technology could provide significant time and cost savings while supporting increased domestic manufacturing capacity.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Assessment of Fluoropolymer Production and Use With Analysis of Alternative Replacement Materials

This report focuses on fluoropolymers, which are a subgroup of the much larger class of fluorinated chemicals known as per- and polyfluoroalkyl substances (PFAS). Clearly distinguishing fluoropolymers is important to understanding their distinctive chemical properties, associated risks and benefits, and roles in commerce. In this report, the factors that are considered in a lifecycle assessment (LCA) of fluoropolymers will be discussed. These include the manufacturing of fluoropolymers, their use in industry, and available replacement technologies. Emphasis is placed on fluoropolymer plastics because of their extensive use in the commerce sectors considered here, specifically aerospace, automotive, battery, building construction, chemical processing, electronics, infrastructure, semiconductor, solar panel, and wind energy industries.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

Lifespan Impacts to Infrastructure, Renewable Energy Components and Energy Storage Components Related to Fluoropolymer Use

This report focuses on the use of fluoropolymers in infrastructure materials (building construction materials, transportation, and electrical transmission and distribution); renewable energy generation components (specifically wind and solar); and energy storage components (lithium-ion batteries and fuel cells) and product lifespan impacts if fluoropolymers were no longer available or allowed in commerce. Additionally, environmental considerations for fluoropolymer manufacture, use, and end-of-life disposal are discussed. This document is the second of two companion reports. The first report, Assessment of Fluoropolymer Production and Use With Analysis of Alternative Replacement Materials, contained an analysis of use of fluoropolymers and their potential replacement technologies in aerospace, automotive, battery, building construction, chemical processing, electronics, infrastructure, semiconductor, solar panel, and wind energy industries sectors, along with qualitative life cycle assessment (LCA) and cost-benefit analysis of replacing fluoropolymers. This report does not focus on the lifecycle aspects of use of fluoropolymer or alternatives in the designated applications. For more information on those topics, see aforementioned report.

25 ENERGY STORAGE↗

Exploring the Limits of Cooling for Extreme Heat Flux Applications: Data Centers and Power Electronic

We developed an Extreme Heat Flux Micro-cooler (EHFµ-C) capable of removing heat flux of ~1 kW/cm 2 with a small temperature rise ~10°C. This represents greater than 10× reduction in thermal resistance compared to the state-of-the-art single-phase cooling technologies (~0.5 cm 2 -°C/W) that greatly increases the efficiency, resulting in improved performance and reliability for microprocessors and power electronics. The EHFµ-Cooler utilizes liquid wicking (no pump) and thin-film evaporation in a 30 µm thick wick porous microstructure such as copper inverse opal (CIO), silicon and AlN pin fins along with a 3D manifold (copper wiremesh and silicon) with liquid routing and vapor extraction channels achieving an unprecedented vapor quality ~ >0.9. The proposed EHFµ-Cooler significantly reduces device temperature, resulting in 25-50% improvement in reliability and device performance. Based on very conservative estimates, the total energy saving for data centers due to improved performance can be 6 billion kWh/year (>$300M). Better cooling, leading to more efficient, higher performance and more reliable power electronics, would save the nation 3 Quad of primary energy in 2030. Just for automotive application, a 10% increase in fuel efficiency for SiC-based power electronics equates to >20 million gallons of fuel savings annually. The proposed EHFµ-Cooler technology ensures the United States maintains its technological lead in high-performance computing and high-power electronics, while at the same time improving the energy efficiency, and as a result reducing energy-related emissions such as greenhouse gases.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Test Plan to Investigate the Optimal Cure Schedule of an Epoxy Resin for Its Application as an Adhesive in Optocouplers

Epoxy resins are polymeric materials that are known for their versatility, low cost, and strong thermal and mechanical properties. They can be used as coatings, adhesives, automotive primers, and have become staples in electronics, aerospace composites and semiconductor encapsulates. Recently, LANL has experienced a decline in the quality of a specialized electronic device, called an optocoupler, which is normally acquired from commercial suppliers. Because of this, a group at LANL is exploring the feasibility of in-house manufacturing of an optocoupler that is better suited for their application. The current prototype has resulted in adhesive failure after being exposed to several thermal cycles. There is a need to investigate the possible reasons for this failure, particularly how the cure schedule of the epoxy might affect its adhesive strength over time and in cycled temperatures. To assist in this investigation, a test plan has been developed involving multiple experiments using thermomechanical analysis (TMA), dynamic mechanical analysis (DMA) and differential scanning calorimetry (DSC).

36 MATERIALS SCIENCE↗

GATE Center of Excellence in Innovative Drivetrains in Electric Automotive Technology Education (IDEATE) (Final Report)

The IDEATE project recognized that this is a critical point in history where advanced engineering solutions are required to propel the U.S. automotive industry irrevocably to the next level: the electrified drivetrain. The existing workforce is not sufficient to this task. It is imperative that automotive engineers with traditional backgrounds focused on internal-combustion and mechanical-drivetrain technologies be retrained with the most current advanced solutions in battery controls and vehicle power electronics. For the long-term success of the U.S. automakers, it is even more important that a future workforce be developed that has both broad and deep comprehension of the issues involved and the most advanced solutions known to these problems. Two campuses of the University of Colorado system joined forces to establish the GATE Center of Excellence in Innovative Drivetrains in Electric Automotive Technology Education (IDEATE). The University of Colorado Boulder (CU-Boulder) is widely regarded as having one of the top graduate programs in power electronics in the country; the University of Colorado Colorado Springs (UCCS) has unrivaled expertise in algorithms for automotive battery control. By collaborating, IDEATE built on our team’s proven strengths to develop innovative curricula and to initiate courses and programs that have provided (and continue to provide) students with a unique opportunity for holistic and specialty education in electric drivetrain technology (part-way through the project, we invited Utah State University to join the project, adding to our strength in power electronics for battery application).

42 ENGINEERING↗

2021 Annual Progress Report: Vertical GaN Device Development

This project is part of a multi-lab consortium that leverages U.S. research expertise and facilities at national labs and universities to significantly advance electric drive power density and reliability, while simultaneously reducing cost. The final objective of the consortium is to develop a 100 kW traction drive system that achieves 33 kW/L, has an operational life of 300,000 miles, and a cost of less than 6 dollars/kW. One element of the system is a 100 kW inverter with a power density of 100 kW/L and a cost of 2.7 dollars/kW. New materials such as wide-bandgap semiconductors, soft magnetic materials, and ceramic dielectrics, integrated using multi-objective co-optimization design techniques, will be utilized to achieve these program goals. This project focuses on a subset of the power electronics work within the consortium, specifically the design, fabrication, and evaluation of vertical GaN power devices suitable for automotive applications.

33 ADVANCED PROPULSION SYSTEMS↗

VTO 2022 Annual Progress Report: Vertical GaN Device Development

This project is part of a multi-lab consortium that leverages U.S. research expertise and facilities at national labs and universities to significantly advance electric drive power density and reliability, while simultaneously reducing cost. The final objective of the consortium is to develop a 100 kW traction drive system that achieves 33 kW/L, has an operational life of 300,000 miles, and a cost of less than $\$$6/kW. One element of the system is a 100 kW inverter with a power density of 100 kW/L and a cost of $\$$2.7/kW. New materials such as wide bandgap semiconductors, soft magnetic materials, and ceramic dielectrics, integrated using multi-objective co optimization design techniques, will be utilized to achieve these program goals. This project focuses on a subset of the power electronics work within the consortium, specifically the design, fabrication, and evaluation of vertical GaN power devices suitable for automotive applications.

33 ADVANCED PROPULSION SYSTEMS↗

What the Flicker is going on here? Temporal Light Modulation in Automotive Lighting

Temporal light modulation (TLM), colloquially known as “flicker,” is once again an issue in almost all lighting applications, due to widespread adoption of LED and OLED sources and their driving electronics. A subset of LED/OLED lighting systems delivers problematic TLM, often in specific types of residential, commercial, outdoor, and vehicular lighting. Dashboard displays, touchscreens, marker lights, taillights, daytime running lights, interior lighting, etc. frequently use PWM circuits to achieve different luminances for different times of day and user visual adaptation levels. The resulting TLM waveforms and viewing conditions can result in distraction and disorientation, nausea, cognitive effects, and serious health consequences in some populations, occurring with or without the driver, passenger, or pedestrian consciously “seeing” the flicker. There are three visual responses to TLM: direct flicker, the stroboscopic effect, and phantom array effect (also called the “beads effect”). Metrics for the first two have limitations in both calculation and application. The phantom array effect has no established visibility measure at all, and this is the effect most associated with vehicular flicker because of the widespread use of PWM. Conventional wisdom from the recent past, especially concerning acceptable driver frequency ranges, needs to be reconsidered and replaced with improved guidelines to protect health and comfort. Four principal TLM waveform characteristics affect TLM visibility: frequency, modulation depth, duty cycle, and waveshape. This paper proposes much higher frequency operation if PWM control cannot be avoided; but it may be possible to modify the four principal waveform characteristics together in order to achieve reduced TLM visibility and improved health and comfort.

flicker, TLM, temporal light modulation, automotiv↗