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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 91 records · Page 5
All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

Strategies for Optimizing WIP Investment in State Energy Offices

This report outlines strategies for Weatherization and Intergovernmental Programs Office (WIP) investment aimed at improving state energy office programs. The project was funded by WIP within the U.S. Department of Energy (DOE) office of Energy Efficiency and Renewable Energy (EERE). WIP aims "to enable strategic investments in energy efficiency and renewable energy technologies through the use of innovative practices across the United States in partnership with a wide range of stakeholders, including state and local organizations and community-based nonprofits." Across its programs, WIP has created thousands of jobs, maintains an investment ratio of 4.1 to 1, and increases U.S. economic output by 1.2 billion a year. This project was funded in the FY21 budget cycle and originally focused on improving WIP energy efficiency funding and programs. The project gathered information from various state energy offices to understand how WIP funding and processes can be optimized to improve state-level energy efficiency programs. We propose that the conclusions are also broadly applicable to weatherization and renewable energy deployment programs.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
NASA NTRS1980

Energy efficient engine component development and integration program

The design of an energy efficient commercial turbofan engine is examined with emphasis on lower fuel consumption and operating costs. Propulsion system performance, emission standards, and noise reduction are also investigated. A detailed design analysis of the engine/aircraft configuration, engine components, and core engine is presented along with an evaluation of the technology and testing involved.

Source record↗
DOE OSTI2023

Energy-Efficient Maneuvering of Connected and Automated Vehicles (CAVs) with Situational Awareness at Intersections (Final Progress Report)

The increased development of Connected and Automated Vehicle (CAV) systems, currently used for safety and driver convenience, presents new opportunities to improve the energy efficiency of vehicles. Southwest Research Institute (SwRI) achieved a 20% energy consumption reduction in a 2017 Toyota Prius Prime plug-in hybrid by using connectivity (V2V, V2I, V2X) as part of the Next Generation Energy Technologies for Connected and Automated on-Road Vehicles (NEXTCAR) program. The energy consumption gains were achieved by a combination of vehicle dynamics and powertrain control algorithms with a focus on SAE L1 and L2 automated vehicles where a human is still responsible for safe operation. SwRI is now involved in NEXTCAR-II, focusing on energy-efficient control tech for SAE Level 4/5 automated vehicles, aiming for a 30% energy reduction compared to stock hybrids. The rise of Mobility as a Service (MaaS) is driving investments in L4 and L5 automated vehicles. A study by the University of Michigan shows these vehicles might increase energy use and emissions by 3-20%. Technology similar to NEXTCAR can enhance energy efficiency in highly automated vehicles, leveraging improved sensing and actuation capabilities. While the NEXTCAR programs targeted energy efficiency improvements for a single vehicle, this program adopts a more expansive approach. It places its focus on understanding and testing the cumulative effects within a region or corridor, aiming to assess how a subset of vehicles equipped with NEXTCAR-style technologies influence the overall energy consumption of all vehicles traveling within that area. Additionally, the program explores infrastructure-based mobility solutions to optimize efficiency, and seeks to understand and quantify public perception and likelihood of technology adoption.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
NASA NTRS1986

Energy Efficient Engine: Combustor component performance program

The results of the Combustor Component Performance analysis as developed under the Energy Efficient Engine (EEE) program are presented. This study was conducted to demonstrate the aerothermal and environmental goals established for the EEE program and to identify areas where refinements might be made to meet future combustor requirements. In this study, a full annular combustor test rig was used to establish emission levels and combustor performance for comparison with those indicated by the supporting technology program. In addition, a combustor sector test rig was employed to examine differences in emissions and liner temperatures obtained during the full annular performance and supporting technology tests.

Dubiel, D. J.↗
NASA NTRS1979

Energy efficient aircraft engines

The three engine programs that constitute the propulsion portion of NASA's Aircraft Energy Efficiency Program are described, their status indicated, and anticipated improvements in SFC discussed. The three engine programs are (1) Engine Component Improvement--directed at current engines, (2) Energy Efficiency Engine directed at new turbofan engines, and (3) Advanced Turboprops--directed at technology for advanced turboprop--powered aircraft with cruise speeds to Mach 0.8. Unique propulsion system interactive ties to the airframe resulting from engine design features to reduce fuel consumption are discussed. Emphasis is placed on the advanced turboprop since it offers the largest potential fuel savings of the three propulsion programs and also has the strongest interactive ties to the airframe.

Chamberlin, R.↗
NASA NTRS1979

Energy efficient aircraft engines

The three engine programs that constitute the propulsion portion of NASA's Aircraft Energy Efficiency Program are described, their status indicated, and anticipated improvements in SFC discussed. The three engine programs are: (1) engine component improvement, directed at current engines, (2) energy efficient engine, directed at new turbofan engines, and (3) advanced turboprops, directed at technology for advanced turboprop-powered aircraft with cruise speeds to Mach 0.8. Unique propulsion system interactive ties to the airframe resulting from engine design features to reduce fuel consumption are discussed. Emphasis is placed on the advanced turboprop since it offers the largest potential fuel savings of the three propulsion programs and also has the strongest interactive ties to the airframe.

Chamberlin, R.↗
DOE OSTI2022

Contech to Accelerate Cleantech: Seeding Emerging Innovation Programs for Construction Productivity and Energy Efficiency Integration; Preprint

Investments in U.S.-based start-ups that focus on advanced building construction technologies to increase construction productivity (contech) surged to approximately $3.1 billion in 2018 (as per Crunchbase data). More recently, emerging programs by government funding agencies, philanthropic foundations, and venture capitalists have been instrumental in supporting contech start-ups for innovations that increase productivity of energy efficiency integration and accelerate clean energy technologies (cleantech) for the buildings sector. These programs include R&D support and funding mechanisms for contech and cleantech. Traditionally, contech and cleantech are considered as two different innovation ecosystems. To enhance and scale up energy efficiency in buildings, creative programs that bring together contech and cleantech are critical. This paper provides a landscape assessment of the "contech-for-cleantech" innovation ecosystem in the U.S. and its impact in accelerating technology readiness and the development pipeline of "contech-for-cleantech". Technologies highlighted are robotics for retrofits, prefabrication of energy-efficient products, and advanced manufacturing of low-carbon net-zero buildings construction. Programs discussed include those led by (1) government funding agencies: American-Made Challenges with prizes like E-ROBOT for retrofits with robotics, (2) philanthropic foundations: Wells Fargo Innovation Incubator (IN2) that includes focus on energy efficiency and prefabrication, and (3) venture capitalists: Shadow Ventures Green Building Accelerator program which provides funding support to start-ups with ambitious plans for decarbonizing the built environment. This paper will also expand upon robust processes and criteria involved in judging and down-selection of start-ups through vetting and feedback from national lab researchers and industry experts in both cleantech and contech.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2022

The Chilling Effects of Administrative Burden on Efficiency Policy Uptake: Examining the Case of Federal ESAs

Utilizing policies and programs which incentivize energy efficiency or on-site renewables is difficult. The challenges and costs associated with researching these policies, interacting with their providers, and ensuring regulatory compliance can be collectively referred to as administrative burden. To better understand the impact of administrative burden on energy efficiency policies, we investigated the administrative burden associated with energy sales arrangements (ESA). ESAs are a contracting vehicle related to energy savings performance contracts where an energy services company designs and constructs a renewable energy system at a federal site, transferring ownership of those generating assets to the site after a 20-year term. We conducted a series of in-depth interviews with a variety of relevant ESA stakeholders, including federal project managers, subject matter experts, and energy service companies. We then augmented these interviews with a review of the relevant literature. This research indicated that the current level of administrative burden decreases the adoption of renewable energy through ESAs by the federal government by raising upfront costs, depressing project attempts due to complexity, and introducing delays and challenges in successfully implemented projects. This chilling effect is especially pronounced in new policy vehicles and with inexperienced implementers. Findings from the specific case of ESAs can be generalized to other types of energy policy including efficiency programs. Policy makers decrease the efficacy of initiatives through increased administrative burden, and these effects will be most pronounced in programs with novel design or targeted at unfamiliar audiences.

Newkirk, Alex↗
NASA NTRS1981

Pilot guidance and display considerations for energy efficient flight profiles

Two computer programs are applied to energy efficient flight operation in order to minimize aircraft operating costs. One algorithm (OPTIM) computes vertical flight profiles which optimize direct operating costs, including fuel and time costs, for an aircraft flying over a fixed range and with a fixed time-of-arrival. The second program (TRAGEN) simulates an aircraft steered to fly along a specified vertical flight trajectory, in order to examine fuel and cost penalties involved in flying nonoptimal trajectories. Constraints such as air traffic control procedures, and atmospheric and weight conditions are considered and supported by graphs and diagrams. The use of the algorithms as preflight planning tools is discussed, emphasizing OPTIM's future application for on-board energy management. Finally, research questions concerning pilot guidance and display considerations for advanced energy/flight management systems are addressed.

Samms, K. H.↗
NASA NTRS1981

Energy efficient engine component development and integration program

The technology that will improve the energy efficiency of propulsion systems for subsonic commercial aircraft is investigated. A reduction of 14.4% in cruise installed sfc (0.572 versus 0.668 for the CF6-50C) and a direct operation cost reduction in excess of the 5% goal is projected. Noise and emissions projections are consistent with the established goals.

Source record↗
NASA NTRS1977

Technology for aircraft energy efficiency

Six technology programs for reducing fuel use in U.S. commercial aviation are discussed. The six NASA programs are divided into three groups: Propulsion - engine component improvement, energy efficient engine, advanced turboprops; Aerodynamics - energy efficient transport, laminar flow control; and Structures - composite primary structures. Schedules, phases, and applications of these programs are considered, and it is suggested that program results will be applied to current transport derivatives in the early 1980s and to all-new aircraft of the late 1980s and early 1990s.

Klineberg, J. M.↗
NASA NTRS1982

Energy efficient engine component development and integration program

The development of the technology to improve energy efficiency of propulsion systems for subsonic commercial aircrafts was examined. Goals established include: (1) fuel consumption, reduction in flight propulsion system; (2) direct operation cost; (3) noise, with provision for engine growth corresponding to future engine application; and (4) emissions, EPA new engine standards.

Source record↗
DOE OSTI2022

Predicting the Impact of Utility Lighting Rebate Programs on Promoting Industrial Energy Efficiency: A Machine Learning Approach

Implementation costs are a major factor in manufacturers’ decisions to invest in energy-efficient technologies. Emerging technologies in lighting systems, however, typically require small investment costs and offer short, simple payback periods, due, in part, to federal, state, and utility incentive programs. Recently, however, certain state and federal mandates have reduced the support for and efficacy of electricity utility incentivizing programs. To determine the impact of such support programs, this study examined historical data regarding lighting retrofit savings, implementation costs, and utility rebates gathered from 13 years of industrial energy audits by a U.S. Department of Energy Industrial Assessment Center in a midwestern state. It uses a machine learning approach to evaluate the industrial energy and cost-saving opportunities that may have been lost due to decisions attributable to legislative mandates, utility policies, and manufacturers’ calculations and to evaluate the potential effect of lighting rebates on manufacturers’ decisions to implement industrial energy-efficient lighting retrofits. The results indicate that the decision not to implement lighting energy efficiency recommendations resulted in a loss of more than USD800,000 in potential rebates by industries during the study period and that the implementation of lighting energy assessment recommendations could have increased by about 50% if electric utility rebates had been available. These findings can help industries evaluate the benefits of implementing lighting efficiency improvements, and help utilities determine feasible lighting retrofit rebate values for incentivizing such changes by the industries they serve.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
NASA NTRS1982

Energy Efficient Engine (E3) controls and accessories detail design report

An Energy Efficient Engine program has been established by NASA to develop technology for improving the energy efficiency of future commercial transport aircraft engines. As part of this program, a new turbofan engine was designed. This report describes the fuel and control system for this engine. The system design is based on many of the proven concepts and component designs used on the General Electric CF6 family of engines. One significant difference is the incorporation of digital electronic computation in place of the hydromechanical computation currently used.

Beitler, R. S.↗
DOE OSTI2021

Long and Winding Road to Higher Efficiency-The RTU Story: Preprint

Rooftop units (RTUs) and other packaged heating, ventilating, and air-conditioning (HVAC) equipment consume more than four quads of energy annually while conditioning more than 50% of the commercial building floor area in the United States. Historically, these systems have low operating efficiencies and receive infrequent maintenance. In addition, the market has a low first cost, run-to-failure, like-for-like replacement mentality and has been slow to adopt change. This paper explores the broad market transformation that has resulted in higher efficiencies and tremendous energy savings. Although there are many factors in this market transformation, this paper highlights: research behind advancements in components and controls; adoption of an operational efficiency metric; raising the bar for high efficiency with the RTU Challenge; market barriers overcome through the Advanced RTU Campaign; upstream and midstream incentive programs and HVAC distribution networks; alignment of the market efficiency drivers of ASHRAE Standard 90.1, federal minimum efficiency standards, the ENERGY STAR® program, and the Consortium for Energy Efficiency's (CEE's) efficiency tiers. Measures of the market transformation include more than 50% increase in RTU efficiencies, more than 1 billion kWh saved and 160,000 RTUs upgraded with high-efficiency measures by the Advanced RTU Campaign partners, large increases of high-efficiency RTUs purchased through incentive programs, and the largest energy savings from any federal minimum standards action. Although these results are impressive, the market transformation is just beginning, and there remain exciting opportunities for improvements in equipment efficiencies and improved operating performance with advanced controls and fault detection and diagnostics.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2020

SMART Mobility. Advanced Fueling Infrastructure Capstone Report

The U.S. Department of Energy’s Systems and Modeling for Accelerated Research in Transportation (SMART) Mobility Consortium is a multiyear, multi-laboratory collaborative, managed by the Energy Efficient Mobility Systems Program of the Office of Energy Efficiency and Renewable Energy, Vehicle Technologies Office, dedicated to further understanding the energy implications and opportunities of advanced mobility technologies and services. The first three-year research phase of SMART Mobility occurred from 2017 through 2019 and included five research pillars: Connected and Automated Vehicles, Mobility Decision Science, Multi-Modal Freight, Urban Science, and Advanced Fueling Infrastructure. A sixth research thrust integrated aspects of all five pillars to develop a SMART Mobility Modeling Workflow to evaluate new transportation technologies and services at scale. This report summarizes the work of the Advanced Fueling Infrastructure Pillar. This Pillar investigated the charging infrastructure needs of electric ride-hailing and car-sharing vehicles, automated shuttle buses, and freight-delivery truck fleets. For information about the other Pillars and about the SMART Mobility Modeling Workflow, please refer to the relevant Pillar’s Capstone Report.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

SMART Mobility. Mobility Decision Science Capstone Report

The U.S. Department of Energy’s Systems and Modeling for Accelerated Research in Transportation (SMART) Mobility Consortium is a multiyear, multi-laboratory collaborative, managed by the Energy Efficient Mobility Systems Program of the Office of Energy Efficiency and Renewable Energy, Vehicle Technologies Office, dedicated to further understanding the energy implications and opportunities of advanced mobility technologies and services. The first three-year research phase of SMART Mobility occurred from 2017 through 2019, and included five research pillars: Connected and Automated Vehicles, Mobility Decision Science, Multi-Modal Freight, Urban Science, and Advanced Fueling Infrastructure. A sixth research thrust integrated aspects of all five pillars to develop a SMART Mobility Modeling Workflow to evaluate new transportation technologies and services at scale. This report summarizes the work of the Mobility Decision Science Pillar. The Mobility Decision Science Pillar sought to fill gaps in existing knowledge about the human role in the mobility system including travel decision-making and technology adoption in the context of future mobility. The objective was to study how underlying preferences, needs, and contextual factors might constrain or hasten future transportation system scenarios. For information about the other Pillars and about the SMART Mobility Modeling Workflow, please refer to the relevant pillar’s Capstone Report.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗