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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 415 records · Page 23

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NASA NTRS2013

CMC Technology Advancements for Gas Turbine Engine Applications

CMC research at NASA Glenn is focused on aircraft propulsion applications. The objective is to enable reduced engine emissions and fuel consumption for more environmentally friendly aircraft. Engine system studies show that incorporation of ceramic composites into turbine engines will enable significant reductions in emissions and fuel burn due to increased engine efficiency resulting from reduced cooling requirements for hot section components. This presentation will describe recent progress and challenges in developing fiber and matrix constituents for 2700 F CMC turbine applications. In addition, ongoing research in the development of durable environmental barrier coatings, ceramic joining integration technologies and life prediction methods for CMC engine components will be reviewed.

Grady, Joseph E.↗

DOE OSTI2023

Combustion of petroleum-based transportation fuels and their blends with biofuels: a new approach for developing surrogates and understanding the effects of blending

Accurate and versatile reaction mechanisms are necessary to simulate combustion of transportation fuels blended with biofuels for improving fuel efficiency, reducing fuel consumption and mitigating the formation and emissions of combustion products harmful to the atmosphere. This project involved a combined effort of simulation and experimentation of liquid fuel burning using a combustion configuration amenable to numerical modeling with a level of detail not previously achieved for blends of biofuels with gasoline certification and surrogate fuels. The configuration of an isolated droplet burning under conditions where gas transport arises solely from fuel evaporation was selected as the platform for experiments and numerical modeling. The spherical symmetry and one-dimensional gas transport that results enabled simulating the droplet burning process with an precedented level of detail. Processes associated with unsteady gas and liquid transport, formation of particulate and gaseous products, radiation, multicomponent phase equilibrium at the droplet surface and moving boundary effects from droplet evaporation, were incorporated in a single numerical framework. The numerical model was based on the open source code OPENSmoke++ (OS) adapted to incorporate the effects noted above. In addition to simulation, an experimental design was developed for the isolated droplet configuration to acquire the data needed for validating the numerical model. Several broad accomplishments of the project were the following: demonstrating generally excellent agreement between measured and simulated combustion parameters for the fuel blends examined that included mixtures of heptane and isobutanol as a model system, and surrogates comprised of up to seven miscible components mixed with ethanol or isobutanol as representative biofuel additives; using a new approach to validate reaction mechanisms of biofuel blends which incorporated fuel evaporation into the process along with developing an experimental design for acquiring data to compare with simulations; and showing that a wealth of information could be obtained on the combustion physics of biofuels from experiments requiring volumes on the order of only nanoliters at a time thus opening the way to evaluating biofuels synthesized by new processes early in development.

02 PETROLEUM↗

NASA NTRS1979

Energy efficient engine. Flight propulsion system preliminary analysis and design

The characteristics of an advanced Flight Propulsion System (FPS) suitable for introduction in the late 1980's to early 1990's, were defined. It was determined that NASA goals for efficiency, environmental considerations, and economics could be met or exceeded with the possible exception of NOx emission. In evaluating the FPS, all aspects were considered including component design, performance, weight, initial cost, maintenance cost, engine-system integration (including nacelle), and aircraft integration considerations. In terms of the NASA goals, the current FPS installed specific fuel consumption was reduced 14.2% from that of the CF6-50C reference engine. When integrated into an advanced, subsonic, study transport, the FPS produced a fuel-burn savings of 15 to 23% and a direct operating cost reduction of 5 to 12% depending on the mission and study-aircraft characteristics relative to the reference engine.

Johnston, R. P.↗

DOE OSTI2022

Robust Combined Heat and Hybrid Power (CHHP) for High Electrical Efficiency Cogeneration

According to the U.S. Department of Energy Combined Heat and Power Installation Database, approximately 80 GW of electrical power is produced in the United States using combined heat and power (CHP) systems. Studies have also shown that a potential market for CHP applications is larger than the existing market. Since fuel consumption is the most significant part of the operating cost for a CHP plant, higher efficiency translates to increased power output for the same quantity of fuel.

CHHP, LHV, CHP↗

DOE OSTI2023

Ultra-Efficient CHP with High Power/Heat Ratio Using a Novel Argon Power Cycle

APC, CHP, RICE↗

DOE OSTI2021

Optimal Control and Architecture Design Optimization for Hydraulic Drive Train of a Compact Track Loader

Hydrostatic transmission (HST) is a common hydraulic drive train transmission used in track loaders and other high power off-road vehicles. While reliable, traditional HST with fixed-displacement motors has relatively poor efficiencies. In this paper, alternative HST and series hybrid drive train architectures are proposed to replace the traditional HST to allow the implementation of optimal control and optimization methods for better vehicle fuel efficiency. Besides the optimal control methods applied to minimize fuel consumption, the proposed architectures are also optimized for the best configuration in terms of component sizing. Backward-facing (acausal) simulation models were developed to estimate the fuel efficiency of each architecture. Finally, each architecture is compared for optimized performance and fuel saving relative to the traditional HST as baseline.

33 ADVANCED PROPULSION SYSTEMS↗

NASA NTRS2017

Results of the Apogee-Raising Campaign of the Magnetospheric Multiscale Mission

This paper describes the apogee-raising campaign of the Magnetospheric Multiscale mission, where the spacecraft increased their apogee radii from 12 to 25 Earth radii in a total of 98 maneuvers. These maneuvers included an initial formation resize set to spread the spacecraft apart for safety, 32 apogee-raise delta-v maneuvers, their associated slews, four perigee-raise maneuvers and the associated slews, and finally a set of maneuvers to get back into formation. These activities were all accomplished successfully and on schedule with no anomalies, and at a fuel consumption somewhat less than predicted. As a result, MMS was set up ready to carry out in situ studies of magnetic reconnection in the magnetotail, with sufficient fuel remaining for a significant extended mission.

Mission Design↗

DOE OSTI2020

Environmental and Economic Assessments and Uncertainties of Multiple Lignocellulosic Biomass Utilization for Bioenergy Products: Case Studies

Life-cycle assessment (LCA) and techno-economic analysis (TEA) were applied to assess the economic feasibility and environmental benefits of utilizing multiple biomass feedstocks for bioenergy products under three different technological pathways with consideration of uncertainties. Three cases were studied for the production of pellets, biomass-based electricity, and pyrolysis bio-oil. A Monte Carlo simulation was used to examine the uncertainties of fossil energy consumption, bioenergy conversion efficiency, stochastic production rate, etc. The cradle-to-gate LCA results showed that pellet production had the lowest greenhouse gas (GHG) emissions, water and fossil fuels consumption (8.29 kg CO2 eq (equivalent), 0.46 kg, and 105.42 MJ, respectively). The conversion process presented a greater environmental impact for all three bioenergy products. When producing 46,929 Mg of pellets, 223,380 MWh of electricity, and 78,000 barrels of pyrolysis oil, the net present values (NPV) indicated that only pellet and electricity production were profitable with NPVs of $1.20 million for pellets, and $5.59 million for biopower. Uncertainty analysis indicated that pellet production showed the highest uncertainty in GHG emission, and bio-oil production had the least uncertainty in GHG emission but had risks producing greater-than-normal amounts of GHG. Biopower production had the highest probability to be a profitable investment with 85.23%.

09 BIOMASS FUELS↗

NASA NTRS1980

Cogeneration Technology Alternatives Study (CTAS). Volume 6: Computer data. Part 1: Coal-fired nocogeneration process boiler, section A

About fifty industrial processes from the largest energy consuming sectors were used as a basis for matching a similar number of energy conversion systems that are considered as candidate which can be made available by the 1985 to 2000 time period. The sectors considered included food, textiles, lumber, paper, chemicals, petroleum, glass, and primary metals. The energy conversion systems included steam and gas turbines, diesels, thermionics, stirling, closed cycle and steam injected gas turbines, and fuel cells. Fuels considered were coal, both coal and petroleum based residual and distillate liquid fuels, and low Btu gas obtained through the on site gasification of coal. Computer generated reports of the fuels consumption and savings, capital costs, economics and emissions of the cogeneration energy conversion systems (ECS's) heat and power matched to the individual industrial processes are presented. National fuel and emissions savings are also reported for each ECS assuming it alone is implemented. Two nocogeneration base cases are included: coal fired and residual fired process boilers.

Knightly, W. F.↗

NASA NTRS1980

Cogeneration Technology Alternatives Study (CTAS). Volume 6: Computer data. Part 1: Coal-fired nocogeneration process boiler, section B

About fifty industrial processes from the largest energy consuming sectors were used as a basis for matching a similar number of energy conversion systems that are considered as candidate which can be made available by the 1985 to 2000 time period. The sectors considered included food, textiles, lumber, paper, chemicals, petroleum, glass, and primary metals. The energy conversion systems included steam and gas turbines, diesels, thermionics, stirling, closed cycle and steam injected gas turbines, and fuel cells. Fuels considered were coal, both coal and petroleum based residual and distillate liquid fuels, and low Btu gas obtained through the on site gasification of coal. Computer generated reports of the fuel consumption and savings, capital costs, economics and emissions of the cogeneration energy conversion systems (ECS's) heat and power matched to the individual industrial processes are presented. National fuel and emissions savings are also reported for each ECS assuming it alone is implemented. Two nocogeneration base cases are included: coal fired and residual fired process boilers.

Knightly, W. F.↗

NASA NTRS1980

Cogeneration Technology Alternatives Study (CTAS). Volume 6: Computer data. Part 2: Residual-fired nocogeneration process boiler

About fifty industrial processes from the largest energy consuming sectors were used as a basis for matching a similar number of energy conversion systems that are considered as candidate which can be made available by the 1985 to 2000 time period. The sectors considered included food, textiles, lumber, paper, chemicals, petroleum, glass, and primary metals. The energy conversion systems included steam and gas turbines, diesels, thermionics, stirling, closed cycle and steam injected gas turbines, and fuel cells. Fuels considered were coal, both coal and petroleum based residual and distillate liquid fuels, and low Btu gas obtained through the on site gasification of coal. Computer generated reports of the fuel consumption and savings, capital costs, economics and emissions of the cogeneration energy conversion systems (ECS's) heat and power matched to the individual industrial processes are presented. National fuel and emissions savings are also reported for each ECS assuming it alone is implemented. Two nocogeneration base cases are included: coal fired and residual fired process boilers.

Knightly, W. F.↗

DOE OSTI2022

Electrification potential of U.S. industrial boilers and assessment of the GHG emissions impact

Electrification is a key strategy for decarbonizing the industrial sector. Industrial process heating, which still relies heavily on fossil fuel combustion and accounts for the majority of sector wide GHG emissions, is a particularly attractive electrification target. Electrifying industrial boilers represents a cross-cutting opportunity for GHG emissions reductions, given their widespread use in most manufacturing industries. Yet, there are gaps in the understanding of the current population of conventional industrial boilers in the United States that preclude a characterization of boiler electrification's technical potential to reduce fuel consumption and GHG emissions. In this study, we develop an up-to-date dataset of the industrial boiler population in the U.S. and quantify the county-level electricity requirements and net changes in fuel use and GHG emissions under the current electric grid and theoretical future grid scenarios. Our results show an increase of 105 MMmtCO 2 e and 73 MMmtCO 2 e in GHG emissions from boiler electrification, with and without the replacement of byproduct fuels, respectively, under the current electric grid, and a reduction of 19 MMmtCO2e and 7 MMmtCO2e in GHG emissions under a future high renewables electric grid. GHG emissions savings are currently possible only in certain regions of the U.S. unless future grids are decarbonized. We also provide discussion that could be useful for policy makers and manufacturing facilities for advancing the electrification of industrial boilers in locations and industries toward fuel savings and GHG emissions reductions.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

DOE OSTI2020

Effects of blending C3-C4 alcohols on motor gasoline properties and performance of spark ignition engines: A review

Supplementing petroleum fuels with sustainable and renewable alternatives is a good option for increasing the sustainability of transportation fuels. Alcohols are particularly attractive blendstocks for spark ignition engines, mainly due to their desirable fuel properties including high octane, evaporative cooling, and reduced sooting propensity. Although the use of SI engines is widespread around the world, predominately for light duty vehicles, concerns about CO2 emissions and other sustainability issues necessitate increased engine efficiencies, reduced tailpipe pollutants, and lower lifecycle carbon emissions. The intelligent blending of C2-C4 alcohols into motor gasoline is a viable method for achieving these goals. There are a multitude of ways to produce renewable alcohols such as through fermentation from first-generation feedstocks (sugar and corn) and second-generation feedstocks (lignocellulosic biomass), or by gasification and mixed alcohol fuel synthesis routes from lignocellulosic biomass. Currently ethanol is extensively used in motor gasoline fuels worldwide and although many have proposed the use of C3 and C4 alcohols in motor gasoline as an improvement over ethanol, the higher cost of production and lack of clear definition as to their benefit over ethanol when blended into motor gasoline have led to slow acceptance into the market. In this review, special emphasis is placed on the effects of blending C3 and C4 alcohols into motor gasoline in terms of physicochemical properties, volatility behavior, and engine performance when compared to ethanol blends. Furthermore, the impact of blending C3 and C4 alcohols with gasoline on emission (particulate matter, nitrogen oxides, carbon monoxide, hydrocarbons, and unregulated oxygenates) and combustion (volumetric efficiency, thermal efficiency, fuel consumption, and cold performance) characteristics is discussed. Although there are some disagreements in the literature over the effect of alcohols predominately around the type of SI engine, i.e., port fuel injected versus direct fuel injected and engine operating mode, generally it is stated that alcohols can potentially reduce soot, unburned hydrocarbons and CO emissions while increasing thermal efficiency when proper engine configuration/calibration is used. Lastly, research that must be conducted to find the optimum combination of alcohol blends and engine configurations is highlighted and discussed.

09 BIOMASS FUELS↗

NASA NTRS1975

Fuel conservation possibilities for terminal area compatible transport aircraft

Design characteristics that would reduce mission fuel consumption and improve terminal-area operations for advanced transports are discussed. Sensitivity studies of the effects of cruise speed, wing geometry, propulsion cycle, operational procedures, and payload on fuel usage are presented and utilized to arrive at a conceptual configuration which offers mission fuel savings as well as desirable operational characteristics in the terminal area. Technical and economic evaluation is provided in the form of a comparison of the resulting configuration with transports reflecting the current level of technology. The research and technology programs required to realize potential benefits are described.

Hanks, G. W.↗

NASA NTRS1977

ENGINEL: A single rotor turbojet engine cycle match performance program

ENGINEL is a computer program which was developed to generate the design and off-design performance of a single rotor turbojet engine with or without afterburning using a cycle match procedure. It is capable of producing engine performance over a wide range of altitudes and Mach numbers. The flexibility, of operating with a variable geometry turbine, for improved off-design fuel consumption or with a fixed geometry turbine as in conventional turbojets, has been incorporated. In addition, the option of generation engine performance with JP4, liquid hydrogen or methane as fuel is provided.

Lovell, W. A.↗

NASA NTRS1982

Performance and operational economics estimates for a coal gasification combined-cycle cogeneration powerplant

A performance and operational economics analysis is presented for an integrated-gasifier, combined-cycle (IGCC) system to meet the steam and baseload electrical requirements. The effect of time variations in steam and electrial requirements is included. The amount and timing of electricity purchases from sales to the electric utility are determined. The resulting expenses for purchased electricity and revenues from electricity sales are estimated by using an assumed utility rate structure model. Cogeneration results for a range of potential IGCC cogeneration system sizes are compared with the fuel consumption and costs of natural gas and electricity to meet requirements without cogeneration. The results indicate that an IGCC cogeneration system could save about 10 percent of the total fuel energy presently required to supply steam and electrical requirements without cogeneration. Also for the assumed future fuel and electricity prices, an annual operating cost savings of 21 percent to 26 percent could be achieved with such a cogeneration system. An analysis of the effects of electricity price, fuel price, and system availability indicates that the IGCC cogeneration system has a good potential for economical operation over a wide range in these assumptions.

Nainiger, J. J.↗

NASA NTRS1953

Free-flight Performance of a Rocket-boosted, Air-launched 16-inch-diameter Ram-jet Engine at Mach Numbers up to 2.20

The investigation of air-launched ram-jet engines has been extended to include a study of models with a nominal design free-stream Mach number of 2.40. These models require auxiliary thrust in order to attain a flight speed at which the ram jet becomes self-accelerating. A rocket-boosting technique for providing this auxiliary thrust is described and time histories of two rocket-boosted ram-jet flights are presented. In one flight, the model attained a maximum Mach number of 2.20 before a fuel system failure resulted in the destruction of the engine. Performance data for this model are presented in terms of thrust and drag coefficients, diffuser pressure recovery, mass-flow ratio, combustion efficiency, specific fuel consumption, and over-all engine efficiency.

AIR INLETS - NOSE, ANNULAR↗

NASA NTRS1924

Jet propulsion for airplanes

This report is a description of a method of propelling airplanes by the reaction of jet propulsion. Air is compressed and mixed with fuel in a combustion chamber, where the mixture burns at constant pressure. The combustion products issue through a nozzle, and the reaction of that of the motor-driven air screw. The computations are outlined and the results given by tables and curves. The relative fuel consumption and weight of machinery for the jet, decrease as the flying speed increases; but at 250 miles per hour the jet would still take about four times as much fuel per thrust horsepower-hour as the air screw, and the power plant would be heavier and much more complicated. Propulsion by the reaction of a simple jet can not compete with air screw propulsion at such flying speeds as are now in prospect.

Buckingham, Edgar↗