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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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NASA NTRSDate not supplied

NASA’s Electric Aircraft Propulsion Research: Yesterday, Today and Tomorrow

NASA has been making investments since ~2015 in technologies related to electric aircraft propulsion. These investments span all-electric with our four passenger X-plane and electric vertical lift studies, to regional flight demonstrators and targeted technology maturation programs. These latter two areas are focused ultimately on reducing fuel burn and overall energy use in transport-class aircraft, with the goal of reducing carbon impact of aviation on our planet. Key technology contributions include such as electric machines, power electronics, cables/bus bars, fault management systems, controls and systems studies, and enabling materials. Today we are seeing the fundamental technology investments manifest themselves in flight demonstrations, that are aimed at impacting aircraft entering service 2035-2040 time range. These efforts have largely been aimed at megawatt scale technologies that can enable hybrid electric or mildly distributed airplane concepts. While these concepts offer benefits to regional and single isle aircraft it is thought that a more fully electrified propulsion system requiring greater than 10 MW of distributed power offers more possible pathways to configure the propulsion-airframe system to gain new efficiencies. A few examples of this are NASA’s SUSAN distributed electrofan concept and NASA University Leadership Initiatives such as CHEETA and IZEA that champion turbo-electric concepts. These concepts utilize combination of advanced technologies such as, fuel cells, power dense electronics and power dense electric machines and superconducting technologies. How much or which of these concepts will be adopted by industry is unclear, however another step function in electrifying aircraft propulsion is now on the horizon.

Electric Aircraft Propulsion↗
NASA NTRS1995

Functional Testing of the Space Station Plasma Contactor

A plasma contactor system has been baselined for the International Space Station Alpha (ISSA) to control the electrical potentials of surfaces to eliminate/mitigate damaging interactions with the space environment. The system represents a dual-use technology which is a direct outgrowth of the NASA electric propulsion program and, in particular, the technology development effort on ion thruster systems. The plasma contactor subsystems include a hollow cathode assembly, a power electronics unit, and an expellant management unit. Under a pre-flight development program these subsystems are being developed to the level of maturity appropriate for transfer to U.S. industry for final development. Development efforts for the hollow cathode assembly include design selection and refinement, validating its required lifetime, and quantifying the cathode performance and interface specifications. To date, cathode components have demonstrated over 10,000 hours lifetime, and a hollow cathode assembly has demonstrated over 3,000 ignitions. Additionally, preliminary integration testing of a hollow cathode assembly with a breadboard power electronics unit has been completed. This paper discusses test results and the development status of the plasma contactor subsystems for ISSA, and in particular, the hollow cathode assembly.

Patterson, Michael J.↗
DOE OSTI2024

Creating a Universal PV Plug and Socket Standard

Photovoltaic connectors are designed to be quick and easy to install. Current connector qualification standards, such as UL 6703 and IEC 62852, are only intended to evaluate connectors from the same manufacturer and were recently changed to explicitly proscribe the mating of connectors from different manufacturers. Unfortunately, the industry has chosen to design connectors that will commonly connect together with those from other manufacturers. This is done to simplify installation avoiding the situations such as when the connectors on a microinverter, or other module level power electronics, do not match the connectors on the modules in the system. This rampant violation of electrical codes worldwide indicates that there is a strong desire and need to develop a universal connector standard. Here we present the initial approach and philosophy behind the formation of an IEC subgroup under TC82 WG2 looking at this problem. We intend to develop a standard where the materials and geometry of construction are specified to ensure compatibility and the design is intended to be of the highest quality. We expect that this connector will be more costly but especially in rooftop installations where power electronics requires matching components from several manufacturers, that this may still result in a net cost savings. These connectors must be of the highest quality because we wouldn’t want to develop a connector that precluded the manufacturing of a higher quality product, and because these will most commonly be used on rooftop installations where safety is more of a concern. Additionally, because we do not know which brands of connectors will be used together, we cannot simply rely on test results to ensure safety but must create a design that is as inherently safe as possible.

connectors↗
NASA NTRS2002

X2000 power system electronics development

The Europa Orbiter mission, currently baselined for launch in March 2008, is intended to follow up on tantalizing results from the Gulileo spacecraft, data from which suggests that there may be a global Ocean underneath the jovian satellite Europa's water ice crust. Scientific objectives for the mission are to ascertain whether or not Europa has a liquid water ocean, to characterize ice layers beneath the surface, and to find the most scientifically enticing landing sites for future missions.

X2000 PSE power system↗
DOE OSTI2021

Techno-economic Analysis of Novel PV Plant Designs for Extreme Cost Reductions

A techno-economic analysis is underway examining the cost and performance of future large-scale photovoltaic (PV) plant components, including bifacial modules, tandem modules, increased plant voltage architectures, and module-level power electronics. Integration of these components into PV plant designs is compared with current PV technologies based on levelized cost of electricity (LCOE). Baseline models are developed and validated against recorded PV plant performance data. Expected cost and performance data of future PV technologies are incorporated into the baseline models. An evolutionary algorithm is utilized to optimize PV plant configuration, technology combination, and LCOE. Furthermore, this paper focuses on the bifacial module analysis.

14 SOLAR ENERGY↗
NASA NTRS2024

Extended Investigation into Fault-Tolerant Integrated Motor Drive for a Quadrotor Urban Air Mobility (UAM) Aircraft

Electric propulsor machines and their associated power electronics have been identified in past studies as low-reliability components in emerging Urban Air Mobility (UAM) Vertical Takeoff and Landing (VTOL) vehicles that raise their predicted catastrophic failure rates. This research effort extends previously presented work investigating the use of fault-tolerant (FT) motor drives in quadrotor aircraft as a promising approach to significantly increase their mean-time-to-failure (MTTF). In particular, fault-tolerant modular motor drives (FT-MMDs) are identified as strong candidates for closing the electric propulsor reliability gap. These FT-MMDs divide a machine drive into multiple redundant modules, each consisting of three phase stator windings and power electronics units, enabling continued machine operation after a module failure. Achieving the highest possible isolation between modules (physical, magnetic, thermal, electrical) is critically important in FT-MMDs to prevent the propagation of any failure between modules. Key additional requirements for achieving the highest possible reliability characteristics with FT-MMDs are high repair rates and aggressive suppression of all single-point failures.

quadrotor↗
DOE OSTI2025

Heterogenous Integration of Boron-Doped p -Diamond with Monolayer n -MoS 2 for PN Junctions Operating at Room Temperature

Diamond has tremendous potential for power electronics, due to its superior thermal conductivity, large electric field strength, and high carrier mobilities. However, the absence of a reliable room temperature n-type transport has impeded any advancements in diamond-based electronics. Here, we circumvent this bottleneck by integrating n-type two-dimensional (2D) monolayers of molybdenum disulfide (MoS 2 ) with boron doped p-type single crystal diamond and demonstrate 2D/3D heterostructure-based PN junction diodes that operate at room temperature with excellent rectification characteristics. Our diodes achieve a maximum forward current density (J D ) of ∼4000 A/cm 2 , an ideality factor (η) value of ∼3.7, and a rectification ratio (RR) of 10 6 . We find that the origin of current rectification stems from the interlayer recombination of majority carriers driven by direct tunnelling (DT) and Fowler Nordheim (FN) tunnelling mechanisms. In conclusion, our demonstration can open new avenues for diamond-based power electronics through its integration with 2D materials.

2D/3D integration↗
DOE OSTI2021

Efficient and Reliable Power Takeoff for Ocean Wave Energy Harvesting

The project goal is to significantly improve the current ocean wave energy harvesting through innovative Power Take-off (PTO) design, advanced power electronics, and novel wave capture structures. The objective of the project is to design and demonstrate system-agnostic components for application across multiple MHK systems, and complete component designs, build scaled prototypes, and perform testing and analysis for metric validation of 25% increase in component rating/per unit cost and 50% reduction in failure rate. The major innovation of the PTO is the Mechanical Motion Rectifier (MMR) mechanism that rectifies the bi-directional oscillatory motion of the input from waves into a steady unidirectional rotation output to directly drive the electrical generator. Through this mechanism, the efficiency and the fatigue life of the PTO can be significantly improved to benefit the energy absorption and lifespan of the wave energy converters (WEC). During the period of performance, the component and system design are completed, the scaled prototypes are developed and performed testing. It is validated that the 25% increase in a component rating/per unit cost. The 50% reduction in failure rate is not directly validated by experiments, however, it can be explained qualitatively with analysis. Besides, 8 journal articles, 13 conference proceedings, 1 patent, 3 Master thesis and two Ph.D. dissertations are published based on the work related to this project. The list of all the publications can be found at the end of the project as an appendix. Over 30 students and postdocs were trained through this project. Three prototypes of 100W and 500W WECs and 10KW PTO were designed, built, and tested in ocean wave tank and using the NREL dynamometer. This project demonstrated 50-80% PTO efficiency, 90-98% power electronics efficiency, up to 66% capture width ratio in irregular waves, and 34% overall efficiency in regular waves.

16 TIDAL AND WAVE POWER↗
NASA NTRS1984

Ion thruster system (8-cm) cyclic endurance test

This report describes the qualification test of an Engineering-Model 5-mN-thrust 8-cm-diameter mercury ion thruster which is representative of the Ion Auxiliary Propulsion System (IAPS) thrusters. Two of these thrusters are scheduled for future flight test. The cyclic endurance test described herein was a ground-based test performed in a vacuum facility with a liquid-nitrogen-cooled cryo-surface and a frozen mercury target. The Power Electronics Unit, Beam Shield, Gimal, and Propellant Tank that were used with the thruster in the endurance test are also similar to those of the IAPS. The IAPS thruster that will undergo the longest beam-on-time during the actual space test will be subjected to 7,055 hours of beam-on-time and 2,557 cycles during the flight test. The endurance test was successfully concluded when the mercury in the IAPS Propellant Tank was consumed. At that time, 8,471 hours of beam-on-time and 599 cycles had been accumulated. Subsequent post-test-evaluation operations were performed (without breaking vacuum) which extended the test values to 652 cycles and 9,489 hours of beam-on-time. The Power Electronic Unit (PEU) and thruster were in the same vacuum chamber throughout the test. The PEU accumulated 10,268 hr of test time with high voltage applied to the operating thruster or dummy load.

Dulgeroff, C. R.↗
DOE OSTI2020

Performance and Techno-Economic Evaluation of a Three-Phase, 50-kW SiC-Based PV Inverter

The technical capabilities and benefits of silicon carbide (SiC) compared to silicon (Si) based power electronics converters as well as the premium associated with using SiC instead of Si are well understood. This work proves that the benefits provided by SiC, such as increased efficiency, would result in a lower levelized cost of energy (LCOE) compared to both commercially available, state-of-the-art inverters and the benchmark commercial system cost calculated for the U.S. Department of Energy Solar Energy Technologies Office's SunShot program. The LCOE is calculated to be same as the commercial benchmark despite the installed system cost being 8% more than the benchmark. The LCOE calculation is based on both experiential values obtained from testing the SiC photovoltaic (PV) inverter and on the bottoms-up modeled volume cost for the same 50-kW SiC-based inverter. The PV system used for the LCOE model is also explained, and the system cost breakout is presented in this paper. Furthermore, multiple scenarios with variations in the PV system are presented to show their effect on the system LCOE.

14 SOLAR ENERGY↗
DOE OSTI2024

Control, Fault Management, and Grid Support Functionality of an MV AC-DC Solid State Transformer based EV Extreme Fast Charging Station

Electric vehicles (EVs) have become increasingly popular in recent times while revolutionizing the consumer and commercial transportation market. The development of charging infrastructure has become one of the priorities for increasing the adoption of EVs. Extreme fast charging (XFC) technology can reduce the so-called ’range anxiety’ of consumers as they significantly reduce the charging time. With the advent of wide band-gap (WBG) power devices and improvement in power electronic converters, medium voltage (MV) solid state transformer (SST) based XFC system has the potential to replace the traditional XFC stations because of the lower footprint, ease of installation, enhanced control feature, and better system efficiency. The control system design is one of the critical aspects of the SST development process. Careful consideration and detailed analysis are required to find out suitable control method for the SST based on its topology among different centralized and decentralized control architectures. Also, the control parameters selection and potential improvement to the transient response of the controller ought to be investigated. Another major concern of the SST is different types of internal fault which reduces the overall reliability of the XFC system. As a result, designing a robust protection system is essential. Among different fault modes, open circuit switch faults have received significant attention as an active research area because of their likelihood and severe effects on converters. Therefore, the power stages used in the XFC system require functional and accurate open circuit switch fault management methods. An equally significant aspect of this SST based XFC is its compatibility in a microgrid where there is no synchronous generator present. When the grid is not available, the XFC SSTs can provide grid forming capability and continue supplying the critical loads in islanded mode. The transition between grid connected and islanded mode, especially the grid resynchronization process has to be carefully performed for the safety of the microgrid components. The challenges posed by the aforementioned issues have inspired the work done in this dissertation. Here, a 13.2 kV, 1 MVA, AC/DC SST for the XFC system is examined and a comparative analysis is conducted to select the control architecture based on feasibility of implementation and performance. A detailed control parameter design process is demonstrated considering the sensor dynamics and delay. The selected decentralized control method is augmented by introducing a novel sensor-less load current feedforward method to provide better voltage regulation at the DC bus during a change of load. Next, in the fault management section, a hierarchical failure mode effect analysis (FMEA) is proposed to enable a systematic design of the internal fault protection of the XFC SST as there are limited examples in the literature regarding the analysis of the safety and design of the protection of a power electronic converter system. Novel open circuit switch fault management methods for the converters in the system are presented. Finally, XFC SST based MV microgrid operations in grid connected mode and islanded mode are explored. A secondary control method for grid resynchronization is presented and a design process of control parameters is shown to ensure the stability of the secondary voltage and frequency regulation.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2019

AC Resistance Reduction Using Orthogonal Air Gaps in High-Frequency Inductors: Preprint

This paper presents a relatively simple technique to reduce winding losses due to fringing fields in high-frequency inductors. In high-frequency power electronics, ac inductor winding losses are affected by skin and proximity effects, including uneven current distribution due to fringing magnetic fields around airgaps. It is well known how fringing effects can be mitigated using distributed airgaps, at the expense of non-standard core or winding geometry. In planar magnetics, the orthogonal-airgap approach proposed in this paper combines airgaps in core segments parallel with the windings with conventionally placed airgaps in segments perpendicular to the windings. The approach is developed using a 1D analytical framework and validated by 2D finite-element simulations. Analytical guidelines are presented to optimize the airgaps to achieve minimum ac resistance. As a case study, a planar inductor is designed for an 8~kW SiC-based buck converter operating at 250~kHz. It is shown how the orthogonal airgaps result in more than 45\% reduction in ac resistance and substantially reduced inductor losses compared to the design using standard airgaps. The results are verified by loss measurements on an experimental converter prototype.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2024

Epitaxial Growth of Ga2O3: A Review

Beta-phase gallium oxide (β-Ga2O3) is a cutting-edge ultrawide bandgap (UWBG) semiconductor, featuring a bandgap energy of around 4.8 eV and a highly critical electric field strength of about 8 MV/cm. These properties make it highly suitable for next-generation power electronics and deep ultraviolet optoelectronics. Key advantages of β-Ga2O3 include the availability of large-size single-crystal bulk native substrates produced from melt and the precise control of n-type doping during both bulk growth and thin-film epitaxy. A comprehensive understanding of the fundamental growth processes, control parameters, and underlying mechanisms is essential to enable scalable manufacturing of high-performance epitaxial structures. This review highlights recent advancements in the epitaxial growth of β-Ga2O3 through various techniques, including Molecular Beam Epitaxy (MBE), Metal-Organic Chemical Vapor Deposition (MOCVD), Hydride Vapor Phase Epitaxy (HVPE), Mist Chemical Vapor Deposition (Mist CVD), Pulsed Laser Deposition (PLD), and Low-Pressure Chemical Vapor Deposition (LPCVD). This review concentrates on the progress of Ga2O3 growth in achieving high growth rates, low defect densities, excellent crystalline quality, and high carrier mobilities through different approaches. It aims to advance the development of device-grade epitaxial Ga2O3 thin films and serves as a crucial resource for researchers and engineers focused on UWBG semiconductors and the future of power electronics.

Chemistry↗
DOE OSTI2020

Growth and characterization of homoepitaxial β-Ga 2 O 3 layers

ß-Ga 2 O 3 is a next-generation ultra-wide bandgap semiconductor (E g = 4.8 eV to 4.9 eV) that can be homoepitaxially grown on commercial substrates, enabling next-generation power electronic devices among other important applications. Analyzing the quality of deposited homoepitaxial layers used in such devices is challenging, in part due to the large probing depth in traditional x-ray diffraction (XRD) and also due to the surface-sensitive nature of atomic force microscopy (AFM). Here, a combination of evanescent grazing-incidence skew asymmetric XRD and AFM are investigated as an approach to effectively characterize the quality of homoepitaxial ß-Ga 2 O 3 layers grown by molecular beam epitaxy at a variety of Ga/O flux ratios. Accounting for both structure and morphology, optimal films are achieved at a Ga/O ratio of ~1.15, a conclusion that would not be possible to achieve by either XRD or AFM methods alone. Finally, fabricated Schottky barrier diodes with thicker homoepitaxial layers are characterized by J-V and C-V measurements, revealing an unintentional doping density of 4.3×10 16 cm -3 - 2×10 17 cm -3 in the epilayer. These results demonstrate the importance of complementary measurement methods for improving the quality of the ß-Ga 2 O 3 homoepitaxial layers used in power electronic and other devices.

36 MATERIALS SCIENCE↗
DOE OSTI2018

Total Thermal Management of Battery Electric Vehicles (BEVs)

The key hurdles to achieving wide consumer acceptance of battery electric vehicles (BEVs) are weather-dependent drive range, higher cost, and limited battery life. These translate into a strong need to reduce a significant energy drain and resulting drive range loss due to auxiliary electrical loads the predominant of which is the cabin thermal management load. Studies have shown that thermal subsystem loads can reduce the drive range by as much as 45% under ambient temperatures below -10°C. Often, cabin heating relies purely on positive temperature coefficient (PTC) resistive heating, contributing to a significant range loss. Reducing this range loss may improve consumer acceptance of BEVs. The authors present a unified thermal management system (UTEMPRA) that satisfies diverse thermal and design needs of the auxiliary loads in BEVs. Demonstrated on a 2015 Fiat 500e BEV, this system integrates a semi-hermetic refrigeration loop with a coolant network and serves three functions: (1) heating and/or cooling vehicle traction components (battery, power electronics, and motor) (2) heating and cooling of the cabin, and (3) waste energy harvesting and re-use. The modes of operation allow a heat pump and air conditioning system to function without reversing the refrigeration cycle to improve thermal efficiency. The refrigeration loop consists of an electric compressor, a thermal expansion valve, a coolant-cooled condenser, and a chiller, the latter two exchanging heat with hot and cold coolant streams that may be directed to various components of the thermal system. The coolant-based heat distribution is adaptable and saves significant amounts of refrigerant per vehicle. Also, a coolant-based system reduces refrigerant emissions by requiring fewer refrigerant pipe joints. The authors present bench-level test data and simulation analysis and describe a preliminary control scheme for this system.

Chowdhury, Sourav↗