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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 109 records · Page 6
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Ionomer-free nanoporous iridium nanosheet electrodes with boosted performance and catalyst utilization for high-efficiency water electrolyzers

Increasing the catalyst utilization efficiency and simplifying electrode fabrication processes are crucial to accelerate development of low-cost proton exchange membrane electrolyzer cells (PEMECs). Here, we develop a facile route to fabricate ionomer-free iridium nanosheet integrated electrodes, in which nanoporous iridium nanosheets (IrNS) with abundant exposed edges and nanopores are deposited on thin titanium liquid/gas diffusion layers (TT-LGDLs) via a low-temperature chemical synthesis strategy. Further, benefiting from high catalytic activity, good electrode conductivity and excellent liquid/gas transport properties, such nanoporous IrNS electrodes with low catalyst loadings require low cell voltages of 1.65 V and 1.78 V at 3000 and 6000 mA/cm 2 , respectively. More impressively, a stable performance can be well maintained under extremely high current density tests of 5000 mA/cm 2 , demonstrating the potential of low-loading nanoporous IrNS electrodes in solid-electrolyte based electrochemical conversion cells that require high current density operation.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2022

Technology Enablers for Advanced Gasoline Compression Ignition Engines

To meet current emission regulations and increasingly demanding global fleet CO2 standards on fuel economy and future trends towards life cycle GHG emissions, advanced combustion engines remain significant in the passenger vehicle sector to achieve high efficiency and low emissions over the full operating range. Lean burn gasoline compression ignition (GCI) technology has shown to have the most potential in reaching these goals, although it faces challenges in the operating range. In this study, an advanced GCI engine is considered with the capability to operate under two combustion modes, namely low temperature combustion (LTC) and GCI. They are enabled with the use of two Hyundai in-house developed technologies; an advanced valve control mechanism known as continuously variable valve duration (CVVD) and a high-pressure gasoline injection system. At low load, the engine utilizes dual CVVD and dual CVVT (continuously variable valve timing) mechanisms for both intake and exhaust valvetrains to enable NVO (negative valve overlap) to trap hot residuals. The hot residuals enable low load auto-ignition, and the phasing control of that auto-ignition is achieved by varying the degrees of NVO, and in turn, the amount of hot residuals. This is done in real time with respect to the changes in engine loads or operating conditions, significantly improving cylinder-phasing control in LTC mode, and subsequently is able to realize a fuel economy gain and reduced emission benefits. Early direct injection during NVO or intake stroke is used to form homogenous or quasi-homogenous air-fuel mixture for LTC. At mid to high loads, late direct injection of gasoline or GCI mode is employed to take advantage of the high volatility and high resistance to auto-ignition of gasoline fuel, so that diesel-engine like high combustion efficiency can be achieved with lower soot emissions for the same NOx level as diesel combustion. In this paper, the key control and fueling technologies that enable this multiple mode combustion are introduced, and the resultant analysis on engine test and CFD simulation at LTC and GCI operating conditions are presented in detail.

Gasoline compression ignition, low temperature com↗
DOE OSTI2023

Oxygen reduction reaction catalysts prepared by platinizing thermally activated zeolitic imidazolate frameworks

In this study, highly efficient and low-cost oxygen reduction reaction (ORR) catalyst is essential to improve the cost competitiveness of the proton-exchange membrane fuel cells (PEMFCs). One potential approach of cost reduction is to apply low loading Pt over a catalytically active support made of platinum metal group free (PGM-free) material to compensate the overall ORR activity through synergistic catalysis between Pt and PGM-free support. In this report, we investigated a series of catalysts prepared by adding low-loading Pt over ORR active support prepared through thermally activated Co/Zn methyl-imidazolate framework (Co/Zn-ZIF) at various Co/Zn ratios. Catalytic activity measurement and structural characterization were performed in an attempt to gain better understanding of certain structural factors that could influence the catalytic performance.

25 ENERGY STORAGE↗
DOE OSTI2022

One-step production of renewable adipic acid esters from mucic acid over an Ir–ReO x /C catalyst with low Ir loading

The production of adipic acid, a large-volume platform chemical, from biomass represents a petroleum-free route to manufacturing nylon and other polymers more sustainably. In this study, a one-step conversion of bioderived mucic acid to adipates is reported over a heterogeneous, bifunctional Ir–ReO x /C catalyst via deoxydehydration (DODH) and catalytic transfer hydrogenation (CTH) using isopropanol as a green solvent and reductant. With very low Ir content (0.05 wt%), the catalyst provides a low-cost option for the tandem DODH–CTH process, while still enabling reuse and regeneration for at least five cycles. The reported catalytic system generates adipates in good yield (63%) without the need for additives (acids or halogens) or high pressure H 2 . Through model reactions and spectroscopic analyses, a bifunctional DODH–CTH mechanism was supported, with the Re VI/IV redox pair as the active DODH species and Ir0 saturating the dialkene intermediate via CTH. Thermal treatment in catalyst preparation and regeneration was optimized to limit metal leaching while maintaining good activity. Further, the present work outlines a one-step deoxygenation of an aldaric acid substrate from biomass using a bimetallic catalyst of low noble metal content to an important monomer for the polymer industry. This system facilitates use in future syntheses of sustainable chemicals from renewable oxygenates where the catalyst is reusable and affordable.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
NASA NTRS1985

Loads and low frequency dynamics data base: Version 1.1 November 8, 1985

Structural design data for the Shuttle are presented in the form of a data base. The data can be used by designers of Shuttle experiments to assure compliance with Shuttle safety and structural verification requirements. A glossary of Shuttle design terminology is given, and the principal safety requirements of Shuttle are summarized. The Shuttle design data are given in the form of load factors.

Garba, J. A.↗
DOE OSTI2026

Selective Conversion of CO 2 to Methanol on a In 2 O 3– x –TiO 2 (110) Interface: Importance of Oxide–Oxide Interactions

Methanol is a strategic energy vector for the storage and delivery of energy and is a widely used precursor for the synthesis of many high-value chemicals. The hydrogenation of carbon dioxide (CO 2 ) into methanol is a key process in industrial operations. Here, in this study, we show that an oxide-oxide interface generated by a low loading (0.15 ML) of In 2 O 3-x on a TiO 2 (110) substrate has a high activity and selectivity as a catalyst for the CO 2 + 3H 2 → CH 3 OH + H 2 O process. The properties of the In 2 O 3-x -TiO 2 interface under reaction conditions were investigated using a combination of synchrotron-based ambient pressure X-ray photoelectron spectroscopy (AP-XPS), temperature programmed desorption (TPD), and catalytic testing. The In 2 O 3-x overlayer spread out on top of the titania and was rich in defects and O vacancies that activated CO 2 and H 2 as reactants, without destroying CH 3 O and CH 3 OH as reaction products. The In 2 O 3-x /TiO 2 (110) catalyst is at least one order of magnitude more active than bulk indium oxide while maintaining a very high selectivity (~80%) towards methanol production. Under the rich hydrogen environment of methanol synthesis, the oxide-oxide interactions allowed only a partial reduction of the In cations, preventing the formation of metal alloys as seen in the case of catalysts with metal-indium oxide interfaces. Thus, the dispersion of low loadings of In 2 O 3-x on a stable oxide substrate is a valid and low-cost approach for generating efficient catalysts for CO 2 valorization.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2020

Verification of diesel spray ignition phenomenon in dual-fuel diesel-piloted premixed natural gas engine

Dual-fuel (DF) engines, in which premixed natural gas and air in an open-type combustion chamber is ignited by diesel-fuel pilot sprays, have been more popular for marine use than pre-chamber spark ignition (PCSI) engines because of their superior durability. However, control of ignition and combustion in DF engines is more difficult than in PCSI engines. In this context, here we focus on the ignition stability of n-heptane pilot-fuel jets injected into a compressed premixed charge of natural gas and air at low-load conditions. To aid understanding of the experimental data, chemical-kinetics simulations were carried out in a simplified engine-environment that provided insight into the chemical effects of methane (CH4) on pilot-fuel ignition. The simulations reveal that CH4 has an effect on both stages of n-heptane autoignition: the small, first-stage, cool-flame-type, low-temperature ignition (LTI) and the larger, second-stage, high-temperature ignition (HTI). As the ratio of pilot-fuel to CH4 entrained into the spray decreases, the initial oxidization of CH4 consumes the OH radicals produced by pilot-fuel decomposition during LTI, thereby inhibiting its progression to HTI. Using imaging diagnostics, the spatial and temporal progression of LTI and HTI in DF combustion are measured in a heavy-duty optical engine, and the imaging data are analyzed to understand the cause of severe fluctuations in ignition timing and combustion completeness at low-load conditions. Images of cool-flame and hydroxyl radical (OH*) chemiluminescence serve as indicators of LTI and HTI, respectively. The cycle-to-cycle and spatial variation in ignition extracted from the imaging data are used as key metrics of comparison. The imaging data indicate that the local concentration of the pilot-fuel and the richness of the surrounding natural-gas air mixture are important for LTI and HTI, but in different ways. In particular, higher injection pressures and shorter injection durations increase the mixing rate, leading to lower concentrations of pilot-fuel more quickly, which can inhibit HTI even as LTI remains relatively robust. Decreasing the injection pressure from 80 MPa to 40 MPa and increasing the injection duration from 500 µs to 760 µs maintained constant pilot-fuel mass, while promoting robust transition from LTI to HTI by effectively slowing the mixing rate. This allows enough residence time for the OH radicals, produced by the two-stage ignition chemistry of the pilot-fuel, to accelerate the transition from LTI to HTI before being consumed by CH4 oxidation. Thus from a practical perspective, for a premixed natural gas fuel–air equivalence-ratio, it is possible to improve the “stability” of the combustion process by solely manipulating the pilot-fuel injection parameters while maintaining constant mass of injected pilot-fuel. This allows for tailoring mixing trajectories to offset changes in fuel ignition chemistry, so as to promote a robust transition from LTI to HTI by changing the balance between the local concentration of the pilot-fuel and richness of the premixed natural gas and air. This could prove to be a valuable tool for combustion design to improve fuel efficiency or reduce noise or perhaps even reduce heat-transfer losses by locating early combustion away from in-cylinder walls.

42 ENGINEERING↗
DOE OSTI2020

Control of hybrid boosting in highly diluted internal combustion engines

A novel hybrid system enabling both flexible supercharging and limited torque assist is studied to mitigate transient response challenges of a turbocharged spark ignition engine equipped with low pressure exhaust gas recirculation. The hybrid system, called a power split supercharger (SC), is configured with a planetary gear set that splits the supercharging power between a small low-voltage electric motor and the engine crankshaft. The air path controller relies on the coordination of four actuators on the engine side and three low-level actuators on the hybrid boosting device. A decentralized control scheme is used in this work, in which the master–slave structure of the boost pressure controller decreases the turbo-lag associated with exhaust gas recirculation, while minimizing the SC operation for fuel economy. A vector reference governor is used to prevent compressor surge during engine tip-outs. In addition, the desired intake manifold pressure is modified to provide time for evacuating the exhaust gas recirculation and avoiding misfires when transitioning to low load, while the hybrid capability of the power split SC is used to recuperate the unwanted generated power. All controllers are validated on both a mean value engine model and a high-fidelity engine model. Practical challenges of implementing the vector reference governor to the highly nonlinear engine air path with pressure pulsations originating from the engine reciprocation are discussed and some solutions are proposed.

Engineering↗
DOE OSTI2022

Initial Results on a New Light-Duty 2.7-L Opposed-Piston Gasoline Compression Ignition Multi-Cylinder Engine

Abstract Gasoline compression ignition (GCI) is a cost-effective approach to achieving diesel-like efficiencies with low emissions. The fundamental architecture of the two-stroke Achates Power Opposed-Piston (OP) Engine enables GCI by decoupling piston motion from cylinder scavenging, allowing for flexible and independent control of cylinder residual fraction and temperature leading to improved low-load combustion. In addition, the high peak cylinder pressure and noise challenges at high-load operation are mitigated by the lower brake mean effective pressure (BMEP) operation and faster heat release for the same pressure rise rate of the OP Engine. These advantages further solidify the performance benefits of the OP Engine and demonstrate the near-term feasibility of advanced combustion technologies, enabled by the opposed-piston architecture. This paper presents initial results from steady-state testing on a brand new 2.7-L OP GCI multi-cylinder engine (MCE) designed for light-duty truck applications. Successful GCI operation calls for a high compression ratio (CR), leading to higher combustion stability at low loads, higher efficiencies, and lower cycle HC + NOX emissions. Initial results show a cycle average brake thermal efficiency (BTE) of 31.7%, which is already greater than 11% conventional engines, after only ten weeks of testing. Emissions results suggest that Tier 3 Bin 160 levels can be achieved using a traditional diesel after-treatment system. Combustion noise was well controlled at or below the United States Council for Automotive Research limits. In addition, initial results on catalyst light-off mode with GCI are also presented.

Energy & Fuels↗
DOE OSTI2020

Ammonia-salt solvent promotes cellulosic biomass deconstruction under ambient pretreatment conditions to enable rapid soluble sugar production at ultra-low enzyme loadings

In this paper, we report a novel ammonia : ammonium salt solvent based pretreatment process that can rapidly dissolve crystalline cellulose into solution and eventually produce highly amorphous cellulose under near-ambient conditions. Pre-activating the cellulose I allomorph to its ammonia–cellulose swollen complex (or cellulose III allomorph) at ambient temperatures facilitated rapid dissolution of the pre-activated cellulose in the ammonia-salt solvent ( i.e. , ammonium thiocyanate salt dissolved in liquid ammonia) at ambient pressures. For the first time in reported literature, we used time-resolved in situ neutron scattering methods to characterize the cellulose polymorphs structural modification and understand the mechanism of crystalline cellulose dissolution into a ‘molecular’ solution in real-time using ammonia-salt solvents. We also used molecular dynamics simulations to provide insight into solvent interactions that non-covalently disrupted the cellulose hydrogen-bonding network and understand how such solvents are able to rapidly and fully dissolve pre-activated cellulose III. Importantly, the regenerated amorphous cellulose recovered after pretreatment was shown to require nearly ~50-fold lesser cellulolytic enzyme usage compared to native crystalline cellulose I allomorph for achieving near-complete hydrolytic conversion into soluble sugars. Lastly, we provide proof-of-concept results to further showcase how such ammonia-salt solvents can pretreat and fractionate lignocellulosic biomass like corn stover under ambient processing conditions, while selectively co-extracting ~80–85% of total lignin, to produce a highly digestible polysaccharide-enriched feedstock for biorefinery applications. Unlike conventional ammonia-based pretreatment processes ( e.g. , Ammonia Fiber Expansion or Extractive Ammonia pretreatments), the proposed ammonia-salt process can operate at near-ambient conditions to greatly reduce the pressure/temperature severity necessary for conducting effective ammonia-based pretreatments on lignocellulose.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2020

Novel Ionomers and electrode structures for improved PEMFC electrode performance at low PGM loadings (Final Report)

In this project, the objective is to develop new ORR electrocatalysts on optimized supports which can exceed all of the Department of Energy (DOE) 2020 targets listed in DE-FOA-0001412 directly relevant to the subtopic. This project’s approach is to develop novel, electrode-specific ionomers, and integrate them with state-of-the-art NSTF electrocatalyst powder to develop a cathode electrode achieving >= 044 A/mg PGM mass activity, <=30% mass activity loss during metal cycling, and <=0.125 g PGM /kW performance under DOE testing protocols. Ionomer O 2 permeability and proton conductivity will be increased by up to 1.5X over the baseline 3M800 perfluorosulfonate (PFSA) ionomer to enhance cathode electrode performance. Integration of cathode NSTF powder into an ionomer-containing electrode will increase the surface enhancement factor (SEF) to >=40 cm 2 PGM /cm 2 GEO allowing NSTF containing cathodes to exceed DOE MEA robustness targets. This report summarizes this project’s progress towards meeting the stated objectives and includes a summary of significant findings, conclusions, and developments over the entire project period from Oct. 1 st 2016 – Jan. 31 st 2020. This work has overcome key operation robustness issues with classic NSTF electrodes, identified pathways to improved dispersed and dispersed NSTF cathode performance, developed novel ionomers with high bulk conductivity and oxygen permeability, demonstrated exceptional support-independent electrode activity, and significantly increased metal and support stability through ionomer development. At this point, Tufts, MTU and all 5 FCPAD national labs have been involved, and contributed to, the improvements, learning and achievements of this work. Over the course of this project, more than 50 grams of dispersed NSTF powder in 15 different configurations have been generated, paving the way for scaleup within 3M. These whiskers have been processed in multiple ways, including acid leaching, powder-annealed, and sonicated by various means. For Task 2, 27 different types of ionomers were tested, 19 of which were made for the first time during the course of this project. 377 electrode inks with both NSTF and metal-on-carbon catalysts with I/C ratios from 0.2 to 1.2 were generated and mostly coated on a 3M pilot manufacturing line resulting in more than 700 different electrode types.

08 HYDROGEN↗
DOE OSTI2024

Functionalization of Cathode–Electrolyte Interface with Ionic Liquids for High-Performance Quasi-Solid-State Lithium–Sulfur Batteries: A Low-Sulfur Loading Study

We introduce a quasi-solid-state electrolyte lithium-sulfur (Li–S) battery (QSSEB) based on a novel Li-argyrodite solid-state electrolyte (SSE), Super P–Sulfur cathode, and Li-anode. The cathode was prepared using a water-based carboxymethyl cellulose (CMC) solution and styrene butadiene rubber (SBR) as the binder while Li6PS5F0.5Cl0.5 SSE was synthesized using a solvent-based process, via the introduction of LiF into the argyrodite crystal structure, which enhances both the ionic conductivity and interface-stabilizing properties of the SSE. Ionic liquids (IL) were prepared using lithium bis(trifluoromethyl sulfonyl)imide (LiTFSI) as the salt, with pre-mixed pyrrolidinium bis(trifluoromethyl sulfonyl)imide (PYR) as solvent and 1,3-dioxolane (DOL) as diluent, and they were used to wet the SSE–electrode interfaces. The effect of IL dilution, the co-solvent amount, the LiTFSI concentration, the C rate at which the batteries are tested and the effect of the introduction of SSE in the cathode, were systematically studied and optimized to develop a QSSEB with higher capacity retention and cyclability. Interfacial reactions occurring at the cathode–SSE interface during cycling were also investigated using electrochemical impedance spectroscopy, cyclic voltammetry, and X-ray photoelectron spectroscopy supported by ab initio molecular dynamics simulations. This work offers a new insight into the intimate interfacial contacts between the SSE and carbon–sulfur cathodes, which are critical for improving the electrochemical performance of quasi-solid-state lithium–sulfur batteries.

25 ENERGY STORAGE↗
NASA NTRS1972

High-loading low-speed fan study. 4: Data and performance with redesign stator and including a rotor tip casing treatment

A single stage fan with a rotor tip speed of 1000 ft/sec(304.8 m/sec) and a hub-to-tip ratio of 0.392 was retested with a redesigned stator. Tests were conducted with uniform inlet, tip-radial, hub-radial, and circumferential inlet distortions. With uniform inlet flow, stall margin was improved 12 percentage points above that with the original stator. The fan demonstrated an efficiency of 0.883 and a stall margin of 15 percent at a pressure ratio of 1.488 and a specific flow of 41.17 lb/sec/sq ft. Tests were also made with a redesigned casing treatment consisting of skewed slots over the rotor blade tips. This casing treatment gave a 7 percentage point improvement in stall margin when tested with tip radial distortion (when the rotor tip initiated stall). Noise measurements at the fan inlet and exit indicate no effect from closing the stator 10 degrees, nor were there measurable effects from adding skewed slots over the blade tips.

Harley, K. G.↗