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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 OSTI2022

Concept of Operations of Next-Generation Traffic Control Utilizing Infrastructure-Based Cooperative Perception

This paper provides a system architecture for an infrastructure-based cooperative perception fusion engine for next-generation traffic control. This engine will provide a complete state-space digital representation with measurable accuracy to support a wide-range of applications. The architecture includes inputs, functional flow, data standardization recommendations, outputs, and supported applications. The cooperative perception engine addresses critical needs with respect to accelerating the benefits of automation through intelligent roadway infrastructure, which complements and accelerates connected and automated vehicle (CAV) technology. The cooperative perception acquires and fuses information from sensors (radar, LiDAR, and cameras) and CAVs to perceive roadway traffic states of moving objects, creates a complete 3D digital representation of that state-space, and communicates it to downstream application such as intelligent signal control, safety and energy applications, and cooperate driving applications. The intelligent roadway infrastructure approach, as opposed to a vehicle-centric approach, is more scalable because it can be deployed to the roughly 300,000 signalized intersections more readily than over 300 million vehicles in the United States, and accrues early-stage benefits equitable to all roadway users addressing safety, equity, fuel efficiency, and greenhouse gas reduction.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Impact of ionization peak location on measured opaqueness in DIII-D H-mode plasmas

This study investigates the relationship between electron pedestal density and the location of the ionization peak on neutral penetration in DIII-D H-mode plasmas, utilizing a database of Lyman-α emission measurements. The high electron density leads to neutrals being ‘screened’ and the ionization front being pushed out into the Scrape-Off Layer (SOL). This is also referred to as the neutral opaqueness, which is heuristically expected to scale with edge plasma density and machine size. However, at lower electron pedestal density, the penetration depth of the neutrals varies, and measured opaqueness deviates from the heuristic scaling. The database reveals that at low density, when the ionization peak is located in SOL region, the linear relationship between the electron density and neutral penetration holds. However, when the peak is located inside the separatrix, the penetration of the neutrals (λ n 0 ) is much wider ~3.0–3.5 cm, breaking the heuristic opaqueness approximation. These findings provide valuable insights into fueling efficiency and plasma behavior, with implications for Fusion Pilot Plants where high pedestal densities are anticipated and where the neutral opaqueness behaves like its heuristic approximation. This analysis offers a framework to refine neutral opaqueness approximations, enhancing the predictive capability for advanced tokamak operations.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2021

Assessing the Implications of Automated Merging Control in a Mixed and Heterogeneous Traffic Environment

Previous efforts to explore the implications of partial market penetration of connected and automated vehicles (CAVs) show a consensus on the benefits of higher market penetration rates (MPR) of vehicles enabled with connectivity and/or automation. There is, however, a level of uncertainty regarding the effects of lower market penetration rates and the consideration of heterogeneous vehicle fleets. Using VISSIM to perform microscopic traffic simulation and, vehicle simulation models, we assess the impacts of different CAVs market penetration rates on fuel consumption considering a heterogeneous traffic environment. The results show that the fuel efficiency benefits of optimal coordination control are maximized in moderate congested scenarios when the CAVs MPR exceeds 40%.

Rios Torres, Jackeline↗
DOE OSTI2024

From Sim to Real: A Pipeline for Training and Deploying Traffic Smoothing Cruise Controllers

Designing and validating controllers for connected and automated vehicles to enhance traffic flow presents significant challenges, from the complexity of replicating real-world stop-and-go traffic dynamics in simulation, to the intricacies involved in transitioning from simulation to actual deployment. In this work, we present a full pipeline from data collection to controller deployment. Specifically, we collect 772 km of driving data from the I-24 in Tennessee, and use it to build a one-lane simulator, placing simulated vehicles behind real-world trajectories. Using policy-gradient methods with an asymmetric critic, we improve fuel efficiency by over 10% when simulating congested scenarios. Our comprehensive approach includes reinforcement learning for controller training, software verification, hardware validation and setup, and navigating various sim-to-real challenges. Furthermore, we analyze the controller's behavior and wave-smoothing properties, and deploy it on four Toyota Rav4’s in a real-world validation experiment on the I-24. Lastly, we release the driving dataset, the simulator and the trained controller, to enable future benchmarking and controller design.

42 ENGINEERING↗
DOE OSTI2023

Bucket Loading Trajectory Optimization for the Automated Wheel Loader

The bucket motion of a wheel loader during the loading process is investigated in this study. The optimal bucket loading trajectory can be obtained by solving an optimal control problem with the performance criteria of the fill factor , fuel efficiency and operation cycle time . A control-oriented model for the bucket loading operation is developed. Based on the control-oriented model, the bucket loading process is formulated as an optimal control problem with physical constraints. An open-source optimization solver, OpenOCL, is used to solve this problem. The simulation results show that the proposed method is effective in generating the optimal trajectory with significantly increased energy efficiency and productivity. Furthermore, this optimal trajectory can be employed as a reference for an automated wheel loader or as a driver advisory for a human operated wheel loader.

42 ENGINEERING↗
DOE OSTI2020

NGFC-Lib/NGFC-Lib

Automated NGFC system design tool set to develop optimized, next-generation solid oxide fuel cell (SOFC) based natural gas fuel cell (NGFC) system designs with >70% fuel efficiency and <30 g/kWh CO2 emissions

Bao, Jie↗
DOE OSTI2020

Learning reference governor for cycle-to-cycle combustion control with misfire avoidance in spark-ignition engines at high exhaust gas recirculation–diluted conditions

Cycle-to-cycle feedback control is employed to achieve optimal combustion phasing while maintaining high levels of exhaust gas recirculation by adjusting the spark advance and the exhaust gas recirculation valve position. The control development is based on a control-oriented model that captures the effects of throttle position, exhaust gas recirculation valve position, and spark timing on the combustion phasing. Under the assumption that in-cylinder pressure information is available, an adaptive extended Kalman filter approach is used to estimate the exhaust gas recirculation rate into the intake manifold based on combustion phasing measurements. The estimation algorithm is adaptive since the cycle-to-cycle combustion variability (output covariance) is not known a priori and changes with operating conditions. A linear quadratic regulator controller is designed to maintain optimal combustion phasing while maximizing exhaust gas recirculation levels during load transients coming from throttle tip-in and tip-out commands from the driver. During throttle tip-outs, however, a combination of a high exhaust gas recirculation rate and an overly advanced spark, product of the dynamic response of the system, generates a sequence of misfire events. In this work, an explicit reference governor is used as an add-on scheme to the closed-loop system in order to avoid the violation of the misfire limit. The reference governor is enhanced with model-free learning which enables it to avoid misfires after a learning phase. Experimental results are reported which illustrate the potential of the proposed control strategy for achieving an optimal combustion process during highly diluted conditions for improving fuel efficiency.

42 ENGINEERING↗
DOE OSTI2020

Reduced Petroleum Use Through Easily Reformed Fuels and Dedicated Exhaust Gas Recirculation

This project was proposed to demonstrate a >25% reduction in petroleum usage for a light duty SI vehicle by synergistically combining the Dedicated EGR combustion system developed at SwRI with modified fuel formulations incoroporating biofuel components. Typically, a D-EGR engine yields a 10% gain in fuel efficiency relative to the base engine through a combination of improved thermodynamic efficiency from the EGR application and the significant increase in compression ratio realized through the knock reduction benefits of EGR and hydrogen addition. As the D-EGR performance is strongly linked to hydrogen production, the proposal team anticipated that gasoline formulation changes could enhance the hydrogen production rate relative to a conventional gasoline. This was expected to provide additional efficiency gains to the engine. The final step of incorporating biofuel components would then yield a final result meeting the >25% petroleum reduction target.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Ultra-Light Hybrid Composite Door Design, Manufacturing and Demonstration

New Corporate Average Fuel Economy regulations require improved fuel efficiency of the future vehicle fleet. Weight reduction is key to achieving these targets. Replacing metallic body and chassis components with carbon fiber-reinforced composites offers the most weight reduction potential at up to 70%. Introduction of the BMW i3 and i8 in 2014 required mass production processes to meet 20,000+ units per year. Preforming with High Pressure Resin Transfer Molding has been implemented and meets rate, cost, and performance requirements. We will advance these technologies to develop an ultra-light driver’s side door for the vehicle with production rates of 40,000 units annually per plant in Detroit, Michigan. This project sought to employ a comprehensive systems approach for designing, manufacturing, and demonstrating an ultra-light hybrid composite automotive door. Composite structural components are integrated with other functional systems to reduce part count and full-system weight by a minimum of 42.5%. The approach will be demonstrated on a driver’s- side front door and will consider all fit, functional, safety, and cost requirements. These concepts will be evaluated using structural and crash simulations and linked to a manufacturing feasibility study, resulting in producible designs of an integrated door system. A cost model will evaluate part of the cost for the various designs and will ensure the cost target of less than $5 per pound of weight saved is met. Hybrid composites consisting of carbon, glass, and metal components will be included in our trade-off studies to satisfy these cost and performance goals.

02 PETROLEUM↗
DOE OSTI2021

Next-Generation Metal-Supported SOFC Phase 1 (CRADA Final Report)

This project is a paper study of Metal-Supported Solid Oxide Fuel Cell (MS-SOFC) development. The literature from 2017-2021 regarding MS-SOFCs and SOFCs was reviewed and analyzed. The findings were used to develop a set of ideas for improving MS-SOFCs. If implemented, improved MS-SOFCs will contribute to increased fuel efficiency and reduced greenhouse gas emissions in the transportation sector.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2021

Tailored Fiber Placement for Complex Preforms

Tailored Fiber Placement (TFP) offers a novel approach to optimize fiber architecture for the fabrication of complex, structural parts not traditionally suitable for advanced composites. This technology not only offers new routes for weight reduction via metal substitution, it also offers cost reduction through minimization of material scrap and reduced labor. This reduction in component weight leads to increased fuel efficiency, and reduced production energy consumption, thereby, helping to achieve the stated IACMI technical goals. This technology leverages centuries of manufacturing development in support of the textile and embroidery industry. One major drawback to this technology is the lack of commercial or non- proprietary structural performance data and robust analytical tools used to optimize fiber architecture and predict performance. This project was structured to utilize common sub-element features to validate analytical performance tools, generate performance data, and gather cost and performance data on components of interest. This project was designed to give industry sponsors the confidence and ability to take full advantage of TFP to fabricate primary, highly loaded structure and integrate features such as metallic fasteners. The project focused principally on the use of high strength carbon fiber, such as T700, and the use of aerospace epoxy resin matrix to primarily support development of new composite applications in vehicle, aerospace, and industrial markets. This project applied previously developed analytical tools to predict the performance of TFP produced parts. This work focused on developing the pipeline to characterize material in order to accurately predict component performance when modifying the TFP print paths and stitch density. This focused on experimental characterization via standardized ASTM testing, alongside experimental testing of more representative service components by testing curved beam strength, beam shear performance, a large scale TFP lug, and ultimately designing a fully TFP clip bracket that reduced weight and cost compared to a traditional metallic component. The new knowledge gained from this program included: 1) development and demonstration of novel analytical tools applied to analysis of TFP preforms; 2) development and demonstration of a building block approach using coupons and sub-elements to optimize the design of a more complex component; 3) demonstration that optimized fiber orientation using TFP can exceed performance of conventional textile composite materials and can open new applications currently limited to metallic components; 4) Demonstration of performance and cost benefits of the TFP process as compared to metallic and conventional textile composites. Recommendations for follow-on work include development of design allowables to assess the impact of high temperature/moisture exposure or saturation during loading, tracking the impact of stitching needle wear on the performance of parts and ability to stitch thicker preforms, using TFP preforms as local reinforcement at areas of bearing or complex loading, and topology optimization of components by tow steering. The expertise developed during the course of this project can be leveraged to provide commercial engineering design and fabrication services using TFP. UDRI is in the process of formalizing their partnership with Spintech, who will serve as the commercialization partner for this technology and provide molding services and deliver finished components to the end user. UDRI will continue to produce the preforms until the economics allow Spintech to procure its own TFP equipment or lease UDRI equipment, at which point UDRI will step away from manufacture and serve as the engineering and design lead on product development.

36 MATERIALS SCIENCE↗
DOE OSTI2022

Design and Optimization of Structured Multi-Functional Trapping Catalysts for Conversion of Hydrocarbons and NOx from Diesel and Advanced Combustion Engines

Oxides of nitrogen in the form of nitric oxide (NO) and nitrogen dioxide (NO 2 ) commonly referred to as NOx, is one of the two chemical precursors that lead to ground-level ozone, a ubiquitous air pollutant in urban areas. A major source of NOx is generated by equipment and vehicles powered by diesel engines, which have a combustion exhaust that contains NOx in the presence of excess O 2 . Vehicular emission control catalysts are ineffective in eliminating CO, hydrocarbons, and NOx during engine cold-start when exhaust temperatures are below 200°C. The objective of the project was to develop and demonstrate a multi-functional, catalyzed trap that enables vehicles with advanced combustion strategies to meet Tier 3 emissions standards while achieving the 150 °C challenge for sustained co-oxidation of HCs and CO and ≥90% NO trapping and release during warmup. Specifically, the multi-functional Lean HC+NOx (LHCNT) was developed for application in the exhaust aftertreatment of conventional diesel engines and engines having low temperature combustion (LTC) regimes. Activities included the design and synthesis of adsorbents and catalysts, screening and evaluation. Passive NOx absorbers (PNA), hydrocarbon (HC) traps, and oxidation catalysts (OC) were evaluated for use in series or as integrated devices. Predictive tools were developed utilizing the characterization and analysis of these materials, and an emission system was designed and optimized utilizing the catalyst systems. Microkinetic models were developed for the PNA for the simple NO-only feed and complex feed containing CO, H 2 , and model hydrocarbons (ethylene and dodecane). A first-principles, mechanistic-based model of the PNA was developed which utilized molecular-scale estimates (density functional theory) of energy barriers, mechanistic-based kinetics and realistic treatments of the flow and transport processes. Two new oxidation catalysts were developed (PdCu alloy, mixed copper-ceria-cobalt oxide), both of which significantly lessened the detrimental inhibition by CO on hydrocarbon and NO oxidation. A method for lessening the detrimental impact of CO on PNA activity was developed that involves use of an oxidation catalyst upstream of the PNA. The SwRI Ectolab TM burner system was applied to evaluate the baseline PNA material and confirmed performance comparable to the benchflow PNA studies using simulated exhaust. Spatially-resolved mass spectrometry (SpaciMS) was used to measure the transient spatial profiles of reacting species spanning the length of a three-function LHCNT containing PNA, HCT, and OC. The findings from this study provide diesel vehicle and catalyst companies valuable information to develop more cost effective emission control catalysts which helps to expand the use of more fuel efficient diesel power. The fundamental modeling and experimental tools and findings from this project can be applied to catalyst technologies used in the energy and chemical industries. The project led to 14 publications in the peer-reviewed literature with 2 additional currently under review. Finally, the project also led to training of several doctoral students who were placed in research jobs in industry and academia. Specifically, Mugdha Ambast (UH) has joined Cummins, Kevin Gu (UVa) has joined GM, and Abhay Gupta (UH) is to join Caterpillar.

02 PETROLEUM↗
DOE OSTI2022

Innovative SCR Materials and System for Low Temperature Aftertreatment

US automotive OEMs are required to meet the twin challenge of corporate average fleet fuel economy of 54.5 mpg and stringent Bin30/SULEV30 emissions standards for light duty vehicles by 2025. This creates a heavy burden on the R&D community to discover and develop the necessary enabling technologies by 2023 to integrate into powertrain systems intended for 2025. Further amplifying the emissions challenge is the reduction in engine exhaust energy resulting from more fuel-efficient powertrains and the regulatory requirement of 15-year system performance. This forces aftertreatment systems to continue to push their operational limits to increasingly lower temperatures. This CRADA will focus on a broad and very important area of critical relevance to DOE and Stellantis, i.e., development of low temperature aftertreatment approaches, while not sacrificing durability.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2022

Design and Optimization of Structured Multi-Functional Trapping Catalysts for Conversion of Hydrocarbons and NOx from Diesel and Advanced Combustion Engines

Oxides of nitrogen in the form of nitric oxide (NO) and nitrogen dioxide (NO 2 ) commonly referred to as NOx, is one of the two chemical precursors that lead to ground-level ozone, a ubiquitous air pollutant in urban areas. A major source of NOx is generated by equipment and vehicles powered by diesel engines, which have a combustion exhaust that contains NOx in the presence of excess O 2 . Vehicular emission control catalysts are ineffective in eliminating CO, hydrocarbons, and NO x during engine cold-start when exhaust temperatures are below 200°C. The objective of the project was to develop and demonstrate a multi-functional, catalyzed trap that enables vehicles with advanced combustion strategies to meet Tier 3 emissions standards while achieving the 150 °C challenge for sustained co-oxidation of HCs and CO and ≥90% NO trapping and release during warmup. Specifically, the multi-functional Lean HC+NOx (LHCNT) was developed for application in the exhaust aftertreatment of conventional diesel engines and engines having low temperature combustion (LTC) regimes. Activities included the design and synthesis of adsorbents and catalysts, screening and evaluation. Passive NOx absorbers (PNA), hydrocarbon (HC) traps, and oxidation catalysts (OC) were evaluated for use in series or as integrated devices. Predictive tools were developed utilizing the characterization and analysis of these materials, and an emission system was designed and optimized utilizing the catalyst systems. Microkinetic models were developed for the PNA for the simple NO-only feed and complex feed containing CO, H 2 , and model hydrocarbons (ethylene and dodecane). A first-principles, mechanistic-based model of the PNA was developed which utilized molecular-scale estimates (density functional theory) of energy barriers, mechanistic-based kinetics and realistic treatments of the flow and transport processes. Two new oxidation catalysts were developed (PdCu alloy, mixed copper-ceria-cobalt oxide), both of which significantly lessened the detrimental inhibition by CO on hydrocarbon and NO oxidation. A method for lessening the detrimental impact of CO on PNA activity was developed that involves use of an oxidation catalyst upstream of the PNA. The SwRI Ectolab TM burner system was applied to evaluate the baseline PNA material and confirmed performance comparable to the benchflow PNA studies using simulated exhaust. Spatially-resolved mass spectrometry (SpaciMS) was used to measure the transient spatial profiles of reacting species spanning the length of a three-function LHCNT containing PNA, HCT, and OC. The findings from this study provide diesel vehicle and catalyst companies valuable information to develop more cost effective emission control catalysts which helps to expand the use of more fuel efficient diesel power. The fundamental modeling and experimental tools and findings from this project can be applied to catalyst technologies used in the energy and chemical industries. The project led to 14 publications in the peer-reviewed literature with 2 additional currently under review. Finally, the project also led to training of several doctoral students who were placed in research jobs in industry and academia. Specifically, Mugdha Ambast (UH) has joined Cummins, Kevin Gu (UVa) has joined GM, and Abhay Gupta (UH) is to join Caterpillar.

42 ENGINEERING↗
DOE OSTI2024

Deflection of Plasma by High Magnetic Fields at Variable Pressures (Final Report)

The goal of the proposed work is to study the deflection of plasma by high magnetic fields using the high uniform magnetic field of the Magnetized Dusty Plasma Experiment (MDPX) located at the Magnetized Plasma Research Laboratory (MPRL) at Auburn University. The proposal team consists of faculty from the University of Alabama in Huntsville (UAH). One of the motivations for this work is to study the concept of a magnetic nozzle for pulsed fusion propulsion. Fusion propulsion can provide extremely high specific impulse, >30,000 sec, for fuel-efficient and thus mass-efficient trips to other planets. One such fusion propulsion design of interest in this research is the Pulsed Fission-Fusion (PuFF) concept. PuFF uses a Z-pinch device to create a fusion reaction at the back of the spacecraft inside the magnetic nozzle. As the resulting plasma explosion is isotropic, a large portion of the momentum will be directed toward the ship and needs to be redirected to efficiently produce thrust. The magnetic nozzle is thus necessary to redirect or deflect the plasma from an isotropic expansion into the directed thrust. Thus, the pulsed-fusion propulsion nozzle is herein referred to as a deflection magnetic nozzle, as opposed to the more traditional and well-studied accelerating magnetic nozzle. The purpose of this project was thus to study the behavior of a plasma in the MDPX fields to better understand the plasma-field interactions and how it could lead to deflection and a pulsed fusion magnetic nozzle.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2024

Study of Electric Vehicle Range Loss Associated with Replacement Tires

The FuelEconomy.Gov website has become a trusted source for consumers to find information pertaining to fuel economy and fuel-efficient vehicles. As electric vehicles are an increasingly important part of the light-duty fleet in the U.S., there is a need to expand the website content that is targeted to electric vehicle (EV) owners. This report addresses a concern about which several anecdotal reports have come to the attention of the website support staff. Specifically, some EV owners have observed a sudden, noticeable decrease in their all-electric range when they replace the tires that came with their vehicle when it was new. This change has reportedly led some owners to take their vehicles to the dealership service department out of concern that something had gone wrong with the vehicle.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Investigation of Ammonia Carrier Materials for Next Generation Ammonia Dosing System - CRADA 334 (Abstract)

Lean-burn gasoline and diesel engines can offer substantially higher fuel efficiency, good driving performance, and reduced carbon dioxide emission compared to stoichiometric gasoline engines. Various catalyst technologies have been developed to remove the pollutants from these engines. For example, a three-way catalyst (TWC) is used to remove hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) from gasoline engines during the stoichiometric conditions. During the lean-burn conditions, a TWC or a diesel oxidation catalyst (DOC) is used to control HC and CO emissions. NOx is removed by either lean NOx trap catalyst (LNT) that can store NOx under lean conditions and reduce NOx under rich conditions, or selective catalytic reduction catalyst (SCR) that can selectively remove NOx with a reducing agent. Among the NOx reduction catalyst technologies, SCR offers a number of advantages, including excellent NOx reduction efficiency over a wide range of temperatures and overall lower system cost. In fact, the SCR technology using ammonia (NH3) as reductant has been proven effective and used commercially for the removal of NOx emissions from stationary sources since the 1970s. Currently, SCR is being used to meet the NOx emission standards for diesel engines in Europe and North America, and also being considered for meeting the future NOx emission standards for lean-burn gasoline engines. Because of the challenges associated with storage, handling and transportation of ammonia on a vehicle, aqueous urea solution (e.g., Diesel Exhaust Fluid, AdBlue) has been developed as ammonia storage compound for mobile applications. When the aqueous urea solution is sprayed into exhaust gas stream, urea is decomposed to release ammonia, which then reduces NOx over the downstream SCR catalyst. Although aqueous urea solution technology has enabled automakers and engine manufacturers to meet the current NOx emission standards, this process of releasing ammonia requires a hot exhaust gas and sufficient mixing, creating challenges for low temperature NOx emission control and aftertreatment system packaging. For these reasons, alternative technologies have been developed as ammonia sources (e.g., solid urea, ammonium carbamate, metal ammine chloride) during the past few years. These technologies promise more convenient handling and distribution of ammonia sources, and help maximize the low-temperature performance of SCR catalysts and reduce the overall system volume and weight. However, none of these alternative technologies can be successfully implemented without the industry consensus. Therefore, the USCAR SCR work group, which is comprised of representatives from GM, Ford, and Chrysler, has decided to investigate the potential alternative ammonia carriers, define common standard vehicle interfaces, and address personal and environmental safety concerns with part suppliers and chemical companies. Under this CRADA Project, USCAR and Battelle will investigate alternative ammonia carrier materials that are currently under development. Based on the data and information derived under the CRADA project, the USCAR SCR work group plans to build the consensus and make recommendations for the industry.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

Investigation of Ammonia Carrier Materials for Next Generation Ammonia Dosing System - CRADA 334 (Abstract)

Lean-burn gasoline and diesel engines can offer substantially higher fuel efficiency, good driving performance, and reduced carbon dioxide emission compared to stoichiometric gasoline engines. Various catalyst technologies have been developed to remove the pollutants from these engines. For example, a three-way catalyst (TWC) is used to remove hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) from gasoline engines during the stoichiometric conditions. During the lean-burn conditions, a TWC or a diesel oxidation catalyst (DOC) is used to control HC and CO emissions. NOx is removed by either lean NOx trap catalyst (LNT) that can store NOx under lean conditions and reduce NOx under rich conditions, or selective catalytic reduction catalyst (SCR) that can selectively remove NOx with a reducing agent. Among the NOx reduction catalyst technologies, SCR offers a number of advantages, including excellent NOx reduction efficiency over a wide range of temperatures and overall lower system cost. In fact, the SCR technology using ammonia (NH3) as reductant has been proven effective and used commercially for the removal of NOx emissions from stationary sources since the 1970s. Currently, SCR is being used to meet the NOx emission standards for diesel engines in Europe and North America, and also being considered for meeting the future NOx emission standards for lean-burn gasoline engines. Because of the challenges associated with storage, handling and transportation of ammonia on a vehicle, aqueous urea solution (e.g., Diesel Exhaust Fluid, AdBlue) has been developed as ammonia storage compound for mobile applications. When the aqueous urea solution is sprayed into exhaust gas stream, urea is decomposed to release ammonia, which then reduces NOx over the downstream SCR catalyst. Although aqueous urea solution technology has enabled automakers and engine manufacturers to meet the current NOx emission standards, this process of releasing ammonia requires a hot exhaust gas and sufficient mixing, creating challenges for low temperature NOx emission control and aftertreatment system packaging. For these reasons, alternative technologies have been developed as ammonia sources (e.g., solid urea, ammonium carbamate, metal ammine chloride) during the past few years. These technologies promise more convenient handling and distribution of ammonia sources, and help maximize the low-temperature performance of SCR catalysts and reduce the overall system volume and weight. However, none of these alternative technologies can be successfully implemented without the industry consensus. Therefore, the USCAR SCR work group, which is comprised of representatives from GM, Ford, and Chrysler, has decided to investigate the potential alternative ammonia carriers, define common standard vehicle interfaces, and address personal and environmental safety concerns with part suppliers and chemical companies. Under this CRADA Project, USCAR and Battelle will investigate alternative ammonia carrier materials that are currently under development. Based on the data and information derived under the CRADA project, the USCAR SCR work group plans to build the consensus and make recommendations for the industry.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗