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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 127 records · Page 7
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Guanidinium-Assisted Surface Matrix Engineering for Highly Efficient Perovskite Quantum Dot Photovoltaics

Metal halide perovskite quantum dots (Pe-QDs) are of great interest in new-generation photovoltaics (PVs). However, it remains challenging in the construction of conductive and intact Pe-QD films to maximize their functionality. Herein, a ligand-assisted surface matrix strategy to engineer the surface and packing states of Pe-QD solids is demonstrated by a mild thermal annealing treatment after ligand exchange processing (referred to as “LE-TA”) triggered by guanidinium thiocyanate. The “LE-TA” method induces the formation of surface matrix on CsPbI 3 QDs, which is dominated by the cationic guanidinium (GA+) rather than the SCN-, maintaining the intact cubic structure and facilitating interparticle electrical interaction of QD solids. Consequently, the GA-matrix-confined CsPbI 3 QDs exhibit remarkably enhanced charge mobility and carrier diffusion length compared to control ones, leading to a champion power conversion efficiency of 15.21% when assembled in PVs, which is one of the highest among all Pe-QD solar cells. Additionally, the “LE-TA” method shows similar effects when applied to other Pe-QD PV systems like CsPbBr 3 and FAPbI 3 (FA = formamidinium), indicating its versatility in regulating the surfaces of various Pe-QDs. This work may afford new guidelines to construct electrically conductive and structurally intact Pe-QD solids for efficient optoelectronic devices.

36 MATERIALS SCIENCE↗
DOE OSTI2021

Expanding the Knock/Emissions/Misfire Limits for the Realization of Ultra-Low Emissions, High Efficiency Heavy Duty Natural Gas Engines

The Vehicle Technologies Office funds early-stage, high-risk research to develop technology upon which industry can implement innovative transportation energy technologies that increase efficiency, decrease cost, and expand use of domestic energy sources, such as natural gas (NG). To improve the viability of medium and heavy-duty vehicles the natural gas engine efficiency must be closer to that of diesel. This work addresses fundamental limitations to achieve diesel-like efficiencies in heavy duty on-road natural gas engines. The primary goal of this research is to achieve diesel-like efficiencies in heavy duty on-road NG engines, focusing on the Cummins 15 liter engine platform (baseline diesel efficiency of 44% at peak torque). That goal has been achieved, though more work is needed to facilitate practical implementation of the developed technologies.

03 NATURAL GAS↗
DOE OSTI2022

Engineering a universal and efficient platform for terpenoid synthesis in yeast

Engineering microbes for the production of valuable natural products is often hindered by the regulation of native competing metabolic networks in host. This is particularly evident in the case of terpenoid synthesis in yeast, where the canonical terpenoid precursors are tightly coupled to the biosynthesis of sterols essential for yeast viability. One way to circumvent this limitation is by engineering product pathways less connected to the host native metabolism. Here, we introduce a two-step isopentenol utilization pathway (IUP) in Saccharomyces cerevisiae to augment the native mevalonate pathway by providing a shortcut to the synthesis of the common terpenoid precursors, isopentenyl diphosphate (IPP) and dimethylallyl diphosphate (DMAPP). As such, the IUP was capable of elevating the IPP/DMAPP pool by 147-fold compared with the native pathway. We further demonstrate that cofeeding isoprenol and prenol enhances geranyl diphosphate (GPP) content for monoterpene biosynthesis. More importantly, we established a synthetic three-step route for efficient synthesis of di-and tetraterpene precursor geranylgeranyl diphosphate (GGPP), circumventing the competition with farnesyl diphosphate (FPP) for sterol biosynthesis and elevating the GGPP level by 374-fold. We combine these IUP-supported precursor-forming platforms with downstream terpene synthases to harness their potential and improve the production of industrially relevant terpenoids by several fold. In conclusion, our exploration provides a universal and effective platform for supporting terpenoid synthesis in yeast.

59 BASIC BIOLOGICAL SCIENCES↗
DOE OSTI2020

Operation of internal combustion engine with improved fuel efficiency

A process of operating a spark-ignited internal combustion engine (SI-ICE) with improved fuel efficiency and reduced emissions including under steady state and under lean-operating conditions at high overall air to fuel (AFR) ratios. A first supply of high octane hydrocarbon fuel, such as gasoline or natural gas, and a first supply of oxidant are fed to a fuel reformer to produce a gaseous reformate with a reforming efficiency of greater than 75 percent relative to equilibrium. The gaseous reformate is mixed with a second supply of oxidant, after which the resulting reformate blended oxidant is fed with a second supply of high octane hydrocarbon fuel to the SI-ICE for combustion. Steady state fuel efficiency is improved by more than 3 percent, when the reformate comprises from greater than about 1 to less than about 18 percent of the total volume of reformate blended oxidant fed to the engine.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Robust foil regenerator flow loss and heat transfer tests under oscillating flow condition

A regenerator works as an energy storage component in a Stirling engine. Thus, it is one of the most critical components that makes the Stirling engine highly efficient. Traditionally, the regenerators are made of wire media such as woven screens and random fibers. These wire regenerators experience considerably high flow losses through the regenerator due to the flow separation and the resulting vortices. The high flow losses associated with the flow separation and vortices result in a lower engine efficiency. This research is to test a new robust foil regenerator to investigate its feasibility for free-piston Stirling engine applications. The robust foil regenerator is configured with parallel flow channels and stiffening ribs. Comparing to complex flows patterns in woven screen and random fiber regenerators, the flows in the parallel plates are simple and the flow losses are considerably small, and the heat transfer coefficient is also relatively small. To test the regenerator experimentally, a regenerator test rig was manufactured. To verify the accuracy of the test rig, a woven screen regenerator was made and tested prior to the robust foil regenerator test. The friction factor correlation of the woven screen regenerator shows a good agreement with the published regenerator correlations. The robust foil regenerator tests were conducted under the oscillating flow condition with different Reynolds numbers. The flow losses were measured with dynamic pressure transducers and the friction coefficient was derived from measured pressure drop. The measured temperature difference over the regenerator was used to calculate the heat transfer coefficient and Nusselt number. The figure of merit with two methods of NPH/NTU ratio and j/f ratio was calculated to evaluate the suitability of the robust foil regenerator. The results show that the robust foil regenerator has considerably higher figure of merit and therefore, better performance than other types of regenerator.

42 ENGINEERING↗
DOE OSTI2021

Lean-Stratified Combustion System with Miller Cycle for Downsized Boosted Application - Part I

Automotive manufacturers relentlessly explore engine technology combinations to achieve reduced fuel consumption under continued regulatory, societal and economic pressures. For example, technologies enabling advanced combustion modes, increased expansion to effective compression ratio, and reduced parasitics continue to be developed and integrated within conventional and hybrid propulsion strategies across the industry. A high-efficiency gasoline engine capable for use in conventional or hybrid electric vehicle platforms is highly desirable. This paper is the first to two papers describing the development of a combustion system combining lean-stratified combustion with Miller cycle for downsized boosted applications. The work was completed under a multi-year US DOE project. The goal was to define a light-duty engine package capable of achieving a 35% fuel economy improvement at US Tier 3 emission standards over a naturally aspirated stoichiometric baseline vehicle. A multi-mode combustion system was developed enabling highly efficient lean-stratified operation at light-load and stoichiometric Miller-cycle operation at mid- to highloads. Some of the unique challenges in synergistically combining the two concepts are highlighted in this paper. Here, a central direct-injection four-valve layout was designed with high-tumble ports and a bowl-in-piston capable of stable operation under highly dilute (lean plus EGR) mixtures when properly matched to fuel spray characteristics, a multiple-injection strategy, and a high-energy ignition system. Other challenges specific to meeting exhaust emissions requirements with a high-efficiency engine are also explored in this study. In this Part 1 of the paper, the single-cylinder combustion system design, analysis, and testing is described. Multicylinder engine system design, analysis and development is described in Part 2 of the paper.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Efficient light harvesting and photon sensing via engineered cooperative effects

Abstract Efficient devices for light harvesting and photon sensing are fundamental building blocks of basic energy science and many essential technologies. Recent efforts have turned to biomimicry to design the next generation of light-capturing devices, partially fueled by an appreciation of the fantastic efficiency of the initial stages of natural photosynthetic systems at capturing photons. In such systems extended excitonic states are thought to play a fundamental functional role, inducing cooperative coherent effects, such as superabsorption of light and supertransfer of photoexcitations. Inspired by this observation, we design an artificial light-harvesting and photodetection device that maximally harnesses cooperative effects to enhance efficiency. The design relies on separating absorption and transfer processes (energetically and spatially) in order to overcome the fundamental obstacle to exploiting cooperative effects to enhance light capture: the enhanced emission processes that accompany superabsorption. This engineered separation of processes greatly improves the efficiency and the scalability of the system.

42 ENGINEERING↗
DOE OSTI2020

Co-Optimization of Fuels & Engines: Scientific Innovation for Efficient, Clean, and Affordable Transportation

An overview of the Co-Optimization of Fuels and Engines Initiative that is bringing together top scientists, engineers, and analysts from nine national laboratories with university and industry partners across the country to investigate fuels and engines as dynamic design variables that can work together to boost efficiency and performance, while minimizing emissions.

bioenergy, biofuels, consortium, conversion↗
DOE OSTI2020

An Interaction-Free Quantum Measurement-Driven Engine

Recently highly-efficient quantum engines were devised by exploiting the stochastic energy changes induced by quantum measurement. Here we show that such an engine can be based on an interaction-free measurement, in which the meter seemingly does not interact with the measured object. We use a modified version of the Elitzur–Vaidman bomb tester, an interferometric setup able to detect the presence of a bomb triggered by a single photon without exploding it. In our case, a quantum bomb subject to a gravitational force is initially in a superposition of being inside and outside one of the interferometer arms. We show that the bomb can be lifted without blowing up. This occurs when a photon traversing the interferometer is detected at a port that is always dark when the bomb is located outside the arm. The required potential energy is provided by the photon (which plays the role of the meter) even though it was not absorbed by the bomb. A natural interpretation is that the photon traveled through the arm which does not contain the bomb—otherwise the bomb would have exploded—but it implies the surprising conclusion that the energy exchange occurred at a distance despite a local interaction Hamiltonian. We use the weak value formalism to support this interpretation and find evidence of contextuality. Regardless of interpretation, this interaction-free quantum measurement engine is able to lift the most sensitive bomb without setting it off.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗
DOE OSTI2025

Stable Metal–Organic Electrocatalysts for Anion-Exchange Membrane Water Electrolyzers by Defect Engineering

Developing efficient and durable catalysts for the alkaline oxygen evolution reaction (OER) is vital to achieving practical anion-exchange membrane water electrolyzers (AEMWE) for green hydrogen production. In this work, we break the activity-stability trade-off of electrocatalysis by defect engineering of Ni-based metal-organic electrocatalysts (Ni-benzene dicarboxylate; Ni-BDC) through coordinating ferrocenecarboxylates (Fc) to the metal sites. Experimental results collectively reveal that the defect MOF (Ni-BDC:Fc_5:1) exhibits a high OER turnover frequency of 0.75 O 2 s -1 at 300 mV overpotential. Operando Raman spectroscopy and isotope-labelling electrochemical mass spectrometry measurements indicate the structure of Ni-BDC:Fc_5:1 is also more stable in service than that of pure Ni-BDC. The high activity and stability could be attributed to the moderate defects (i.e., unsaturated Ni sites) in the structure that not only increase the intrinsic activity and stability of the local active environment by inhibiting lattice oxygen exchange, but also electrochemically activates the bulk of the catalysts by creating a porous network that facilitates internal H 2 O/OH - conduction with enhanced electronic conduction. Accordingly, an AEMWE employing Ni-BDC:Fc_5:1 as the OER catalyst delivers an industrial-level current density of 1 A cm -2 at 1.73 V cell and can be steadily operated for more than 120 hours.

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

Advanced Engine and Fuel Technologies Annual Progress Report (FY2019)

On behalf of the Vehicle Technologies Office of the U.S. Department of Energy, we are pleased to introduce the Fiscal Year (FY) 2019 Annual Progress Report for the Advanced Engine and Fuel Technologies Program. In support of the Vehicle Technology Office’s goal for future U.S. economic growth, the Program focuses on early-stage research and development to improve understanding of combustion processes, fuel properties, and emissions control technologies, generating knowledge and insight necessary for industry to cost-effectively develop the next generation of engines and fuels. One of the most promising and cost-effective approaches to improving the fuel economy of the U.S. vehicle fleet is to introduce the next generation of higher-efficiency, very-low-emission combustion engines that meet future federal emissions regulations into the passenger and commercial vehicle markets. Advanced fuel formulations that can incorporate non-petroleum-based blending agents could further enhance engine efficiency, reduce greenhouse gas emissions, and provide fuel diversification. Also, innovations in combustion, fuels, emissions control, air control, turbomachinery, and energy recovery could potentially increase fuel economy considerably compared to today’s vehicles. The expected national economic, environmental, and energy security benefits from these next-generation engines and fuels would be significant inasmuch as the majority of vehicles sold over the next several decades will still include an engine. The Program has set the following goals for passenger and commercial vehicle fuel economy improvements. By 2030, increase light-duty engine efficiency to demonstrate 35% improvement in passenger vehicle fuel economy (25% improvement from engine efficiency and 10% from fuel co-optimization) relative to a 2015 baseline vehicle, while meeting the U.S. Environmental Protection Agency Tier 3 Emission and Fuel Standards. By 2030, improve heavy-duty engine efficiency by 35% relative to a 2009 baseline vehicle and identify cost-effective high-performance fuels that can further increase efficiency up to an additional 4%, while meeting prevailing U.S. Environmental Protection Agency emissions standards. The Program utilized advanced combustion processes to increase engine efficiency, resulting in a modeled passenger vehicle fuel economy improvement of 19.4% (over a Model Year 2015 baseline) in FY 2019. This report highlights progress achieved by the Advanced Engine and Fuel Technologies Program during FY 2019. The nature, current focus, and recent progress of the Program are described together with summaries of National Laboratory, industry, and university projects that provide an overview of the exciting work being conducted to address critical technical barriers and challenges to commercializing the next generation of higher-efficiency engine, emissions control, and fuel technologies for passenger and commercial vehicles.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Achieving Diesel-Like Efficiency in a High Stroke-to-Bore Ratio DISI Engine under Stoichiometric Operation

This work explores pathways to achieve diesel-like, high-efficiency combustion with stoichiometric 3-way catalyst compatible spark ignition (SI). A high stroke-to-bore engine design (1.5:1) with cooled exhaust gas recirculation (EGR) and high compression ratio (r c ) was used to improve engine efficiency by up to 30% compared with a production turbocharged gasoline direct injection spark ignition engine. To achieve efficiency improvements, engine experiments were coupled with computational fluid dynamics simulations to guide and explain experimental trends between the original engine and the high stroke-to-bore ratio design (1.5:1). The effects of EGR and late intake valve closing (IVC) and fuel characteristics are investigated through their effects on knock mitigation. Direct injection of 91 RON E10 gasoline, 99 RON E0 gasoline, and liquified petroleum gas (i.e., propane/autogas) were evaluated with geometric rc ranging from 13.3:1 to 16.8:1. Finally, engine experiments demonstrated 47% gross thermal efficiency, and 45% net thermal efficiency at stoichiometric engine operation, at up to 17 bar IMEP and 2000 r/min with 16.8:1 rc.

42 ENGINEERING↗
DOE OSTI2020

EVALUATION OF CONTROLLED END GAS AUTO IGNITION WITH EXHAUST GAS RECIRCULATION IN A STOICHIOMETRIC, SPARK IGNITED, NATURAL GAS ENGINE

Many stationary and heavy-duty on-road natural gas fueled engines today operate under stoichiometric conditions with a three-way catalyst. The disadvantage of stoichiometric natural gas engines compared to lean-burn natural gas and diesel engines is lower efficiency, resulting primarily from lower power density and compression ratio. Exhaust gas recirculation (EGR) coupled with advanced combustion controls can enable operation with higher compression ratio and power density, which yields higher efficiency. This also results in engine operation between the limits of knock and misfire. Operation between these limits has been named controlled end gas auto-ignition (C-EGAI) and can be used to improve the brake efficiency of the engine. Various methods of cylinder pressure-based knock quantification were explored to implement C-EGAI. The indicated quantification methods are used for the implementation of a control scheme for C-EGAI with a relation to the fractional heat release due to auto-ignition. A custom EGR system was built and the effect of EGR on the performance of a stochiometric, spark ignited, natural gas engine is evaluated. C-EGAI is implemented and the optimal parameters are determined for peak performance under EGR and C-EGAI conditions. In this study, knock detection is used for the recognition, magnitude, and location of the auto-ignition events. Cylinder pressure-based knock detection was the primary method for determining the occurrence and location of knock but was also used for implementing the ignition control scheme for controlled end gas auto-ignition. The combustion intensity metric (CIM) enabled parametric ignition timing control which allowed for the creation of a relationship between fractional heat release due to auto-ignition and CIM. Many stationary and heavy-duty on-road natural gas fueled engines today operate under stoichiometric conditions with a three-way catalyst. The disadvantage of stoichiometric natural gas engines compared to lean-burn natural gas and diesel engines is lower efficiency, resulting primarily from lower power density and compression ratio. Exhaust gas recirculation (EGR) coupled with advanced combustion controls can enable operation with higher compression ratio and power density, which yields higher efficiency. This also results in engine operation between the limits of knock and misfire. Operation between these limits has been named controlled end gas auto-ignition (C-EGAI) and can be used to improve the brake efficiency of the engine. Various methods of cylinder pressure-based knock quantification were explored to implement C-EGAI. The indicated quantification methods are used for the implementation of a control scheme for C-EGAI with a relation to the fractional heat release due to auto-ignition. A custom EGR system was built and the effect of EGR on the performance of a stochiometric, spark ignited, natural gas engine is evaluated. C-EGAI is implemented and the optimal parameters are determined for peak performance under EGR and C-EGAI conditions. In this study, knock detection is used for the recognition, magnitude, and location of the auto-ignition events. Cylinder pressure-based knock detection was the primary method for determining the occurrence and location of knock but was also used for implementing the ignition control scheme for controlled end gas auto-ignition. The combustion intensity metric (CIM) enabled parametric ignition timing control which allowed for the creation of a relationship between fractional heat release due to auto-ignition and CIM. Both exhaust gas recirculation and controlled end gas auto-ignition were analyzed with a cooperative fuel research (CFR) engine modified for boosted fuel/air intake. The data was interpreted to provide a proper evaluation of unique analytical methods to quantify the results of C_EGAI and characterize the live auto-ignition events. The control variables for this method of C-EGAI were optimized with EGR conditions to generate the point of peak performance on the CFR engine under stoichiometric, spark ignited, natural gas conditions.

Bayliff, Scott Michael↗
DOE OSTI2022

Development and Demonstration of a Fuel-Efficient, Class 8 Tractor & Trailer Engine System (SuperTruck II)

Navistar presents the SuperTruck II (ST II) Final Report to the Unites States Department of Energy (US DOE), which covers the five Budget Periods (BPs) from 10-1-2016 through 6-30-2022. For ST II, Navistar built on the achievements of the SuperTruck I (ST I) Program as a catalyst to continue critical research, design and development, testing, and operations to reach the ambitious goals of the ST II project. This approach allowed Navistar to continue contributing to the essential needs of our nation for safe, efficient, and cost-effective delivery of goods and services, as we reduced negative environmental effects and improved operational productivity. This document contains information specified in DOE F 4600.2, Final Scientific/Technical Report DOE F 241.3, B. SCIENTIFIC/TECHNICAL REPORTS, explaining how we met and exceeded program requirements. Throughout this Final Report, Navistar extracted information from documents prepared during the project that represent our management, design and development, building, and testing efforts to meet and exceed SuperTruck II project goals. Navistar followed Plan requirements to achieve / exceed Project Objectives: a) >100% improvement in vehicle freight efficiency (FE) (on ton-MPG basis) relative to 2009 baseline with stretch goal of 140% improvement [actual: 170%); b) >55% engine brake thermal efficiency (BTE) demonstrated in operational engine at a 65-mph cruise point on a dynamometer – ≥31% increase from 2009 baseline [actual: 55.20% of combined BTE) ; and c) development and implementation of commercially cost effective technologies (in terms of a simple payback). Technology selection / development path focused on developing technologies applicable for production within 3-year approach, while ensuring technology readiness and cost of ownership for end users. The Program was organized into five budget periods: Requirements / Technology Assessment and Initial Hardware Testing; Technology Development and Concept Readiness Demonstration; Technology Finalization and Validation Tractor / Trailer Fabrication, Integration and Commissioning Demonstration; and Fuel Economy (FE) and Brake Thermal Efficiency (BTE) and Program Completion. Leadership was provided by DOE, with tasks performed by laboratories (Argonne National Laboratory, Lawrence Livermore National Laboratory); partners at Bosch, TPI, Dana, and J.B. Hunt; , and support from University of Michigan and Clemson University. Navistar lead this team with Principal Investigator / Contracting Officer; Project Manager (PM); Vehicle, Engine, and Aftertreatment Engineers; Finance Manager, Technical Program Leads, and Legal/IP; and other key personnel. Work also included personnel in risk management; funding / budget / finance. Work involved analysis, development, testing, and down selection of individual/system engine, aftertreatment, and vehicle technologies, with integration of selected technologies into a prototype vehicle for demonstration of fuel-efficiency gain. Work also included component/integrated system level development of truck and trailer aerodynamics, base engine efficiency, advanced aftertreatment, combustion efficiency, waste heat recovery, hybrid powertrain, reduced rolling resistance, weight reduction, idle reduction, and driver feedback. As ST II progressed, Navistar performed computer-based modeling / simulations of technologies focused on the primary operational areas: Engine, Aftertreatment, and Vehicle. During the ST II Program, the COVID Virus outbreak unexpectedly challenged by the effects of, which affected staffing, scheduling, design, supplies, availability of materials, production procedures, and testing. The DOE responded by extending the program by three quarters to ensure that project tasks were completed for this vital project. Focus continued on analyzing, developing, testing, and down selecting individual-/system-level engine and vehicle technologies for integration of the final selected technologies into a prototype vehicle that would demonstrate fuel-efficiency gains made possible through these technologies. This included component/integrated system-level development of truck and trailer aerodynamics, base engine efficiency, advanced aftertreatment, combustion efficiency, waste heat recovery, solar power, distributed and intelligent vehicle power, hybrid powertrain, reduced rolling resistance, weight reduction, idle reduction, and driver feedback. Throughout the program, function, reliability, and performance at all levels were ensured through testing. Proof of this approach was demonstrated in multiple, on-road demonstrations: Scenario A (Flatland) Fuel Economy, Scenario B (Hilly) Fuel Economy, and City Cycle Tests. Other benefits derived from ST II included new/improved products, publications, patents, and next-step capabilities related to electric/hydrogen vehicles and autonomous driving.

Zukouski, Russ↗