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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 OSTI2019

Experimental Study and Model Predictive Control of a Lean-Burn Gasoline Engine Coupled With a Passive Selective Catalytic Reduction System

Lean-burn gasoline engines have reflected 10–20% engine efficiency gain over stoichiometric engines and are widely considered as a promising technology for meeting the 54.5 miles-per-gallon (mpg) corporate average fuel economy standard by 2025. Nonetheless, nitrogen oxides (NO x ) emissions control for lean-burn gasoline for meeting the stringent Environmental Protection Agency tier 3 emission standards has been one of the main challenges toward the commercialization of highly efficient lean-burn gasoline engines in the United States. Passive selective catalytic reduction (SCR) systems, which consist of a three-way catalyst (TWC) and SCR, have demonstrated great potentials of effectively reducing NO x emissions for lean gasoline engines at low cost. Yet, passive SCR operation may cause significant fuel penalty since rich engine combustion is required for ammonia generation. The purpose of this study is to develop a model-predictive control (MPC) scheme for a lean-burn gasoline engine coupled with a passive SCR system to minimize the total equivalent fuel penalty associated with passive SCR operation while satisfying stringent NO x and ammonia (NH 3 ) emissions requirements. Simulation results demonstrate that the MPC approach can reduce the fuel penalty by 43.9% in a simulated US06 cycle and 28.0% in a simulated urban dynamometer driving schedule (UDDS) cycle, respectively, compared to the baseline control, while achieving over 97% DeNO x efficiency and less than 15 ppm tailpipe ammonia slip. The proposed MPC controller can potentially enable highly efficient lean-burn gasoline engines while meeting the stringent Environmental Protection Agency tier 3 emission standards.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Comparison of Rotary and Linear Cutting Methodology in Determining Specific Cutting Energy of Granite

Abstract Single polycrystalline diamond compact (PDC) cutting is a practical technique to understand the rock–tool interactions in drag-bit-type geothermal drilling operations. This paper introduces a rotary cutting method to determine specific cutting energy (SCE) and compares it with the conventional linear cutting method. In this work, granite is selected to represent hard rock formations in geothermal drilling. Cutting tests are conducted on a Computer Numerical Control (CNC) machine with a realistic cutting speed of 12.7 m/min and several chip loads ranging from 0.08 to 0.25 mm. The cutting force is measured using a dynamometer and then converted to specific cutting energy (SCE). The results show that the rotary method produces an inverse relationship between SCE and chip load, whereas the linear method shows the opposite. As a result, the produced SCE by the rotary method tends to be lower than that of the linear method at a higher chip load at and over 0.16 mm. The difference may be attributed to the cutting configuration and associated force components.

Engineering↗
DOE OSTI2018

Benefits of Higher-Temperature Operation in Boosted SI Engines Enabled by Advanced Materials

To meet the demand for greater fuel efficiency in passenger vehicles, various strategies are employed to increase the power density of light-duty SI engines, with attendant thermal or system efficiency increases. One approach is to incorporate higher-performance alloys for critical engine components. These alloys can have advantageous thermal or mechanical properties at higher temperatures, allowing for components constructed from these materials to meet more severe pressure and temperature demands, while maintaining durability. Advanced alloys could reduce the need for charge enrichment to protect certain gas-path components at high speed and load conditions, permit more selective cooling to reduce heat-transfer losses, and allow engine downsizing, while maintaining performance, by achieving higher cylinder temperatures and pressures. As a first step in investigating downsizing strategies made possible through high-performance alloys, a GT-Power model of a 4-cylinder 1.6L turbocharged direct-injection SI engine was developed. The model was tuned and validated against experimental dynamometer data collected from a corresponding engine. The model was then used to investigate various operating strategies for increasing power density. Results from these investigations will provide valuable insight into how new materials might be utilized to meet the needs of future light-duty engines and will serve as the basis for a more comprehensive investigation using more-detailed thermo-mechanical modeling.

Mills, Zachary↗
DOE OSTI2022

Evaluation of dynamic testing of full-scale wind turbine drivetrains with hardware-in-the-loop

Dynamometer testing of full-scale wind turbine drivetrains involves subjecting integrated components to extreme static loads, fatigue loads, or dynamic loads to replicate field conditions. This paper provides a detailed evaluation of the uncertainty and errors in applied loads and measured responses, and their magnitude relative to established repeatability bounds for a drivetrain subjected to static and dynamic loads on the 7.5 MW test bench at the Clemson University Wind Turbine Drivetrain Testing Facility. An ideal drivetrain simulation model is utilized to isolate the influence of load tracking errors on test article responses. It is shown that the test article response variations are mainly driven by run out and clearances inherent to the drivetrain. For the dynamic profiles, the load tracking errors are within acceptable limits. Furthermore, a frequency analysis is used to show that the test bench controller tracking performance is acceptable for profiles with frequency content up to 1.5 Hz.

17 WIND ENERGY↗
DOE OSTI2022

Hip Abductor Strength Asymmetry: Relationship to Upper Extremity Injury in Professional Baseball Players

Background: Hip strength is an important factor for control of the lumbo-pelvic-hip complex. Deficits in hip strength may affect throwing performance and contribute to upper extremity injuries. Hypothesis: Deficits in hip abduction isometric strength would be greater in those who sustained an upper extremity injury and hip strength would predict injury incidence. Study Design: Prospective cohort study. Level of Evidence: Level 3. Methods: Minor League baseball players (n = 188, age = 21.5 ± 2.2 years; n = 98 pitchers; n = 90 position players) volunteered. Hip abduction isometric strength was assessed bilaterally with a handheld dynamometer in side-lying position, expressed as torque using leg length (N·m). Hip abduction strength asymmetry was represented by [(trail leg/lead leg) × 100]. Overuse or nontraumatic throwing arm injuries were prospectively tracked. Poisson regression models were used to estimate relative risk ratios associated with hip asymmetry; confounders, including history of prior overuse injury in the past year, were included. Results: Hip abduction asymmetry ranged from 0.05% to 57.5%. During the first 2 months of the season, 18 players (n = 12 pitchers) sustained an upper extremity injury. In pitchers, for every 5% increase in hip abduction asymmetry, there was a 1.24 increased risk of sustaining a shoulder or elbow injury. No relationship between hip abduction strength and injury was observed for position players. Conclusion: Hip abduction asymmetry in pitchers was related to subsequent upper extremity injuries. The observed risk ratio indicates that hip abduction asymmetry may contribute a significant but small increased risk of injury. Clinical Relevance: Hip abduction muscle deficits may affect pitching mechanics and increase arm stress. Addressing hip asymmetry deficits that exceed 5% may be beneficial in reducing upper extremity injury rates in pitchers.

Sport Sciences↗
DOE OSTI2024

A comprehensive guide to CAN IDS data and introduction of the ROAD dataset

Although ubiquitous in modern vehicles, Controller Area Networks (CANs) lack basic security properties and are easily exploitable. A rapidly growing field of CAN security research has emerged that seeks to detect intrusions or anomalies on CANs. Producing vehicular CAN data with a variety of intrusions is a difficult task for most researchers as it requires expensive assets and deep expertise. To illuminate this task, we introduce the first comprehensive guide to the existing open CAN intrusion detection system (IDS) datasets. We categorize attacks on CANs including fabrication (adding frames, e.g., flooding or targeting and ID), suspension (removing an ID’s frames), and masquerade attacks (spoofed frames sent in lieu of suspended ones). We provide a quality analysis of each dataset; an enumeration of each datasets’ attacks, benefits, and drawbacks; categorization as real vs. simulated CAN data and real vs. simulated attacks; whether the data is raw CAN data or signal-translated; number of vehicles/CANs; quantity in terms of time; and finally a suggested use case of each dataset. State-of-the-art public CAN IDS datasets are limited to real fabrication (simple message injection) attacks and simulated attacks often in synthetic data, lacking fidelity. In general, the physical effects of attacks on the vehicle are not verified in the available datasets. Only one dataset provides signal-translated data but is missing a corresponding “raw” binary version. This issue pigeon-holes CAN IDS research into testing on limited and often inappropriate data (usually with attacks that are too easily detectable to truly test the method). The scarcity of appropriate data has stymied comparability and reproducibility of results for researchers. As our primary contribution, we present the Real ORNL Automotive Dynamometer (ROAD) CAN IDS dataset, consisting of over 3.5 hours of one vehicle’s CAN data. ROAD contains ambient data recorded during a diverse set of activities, and attacks of increasing stealth with multiple variants and instances of real (i.e. non-simulated) fuzzing, fabrication, unique advanced attacks, and simulated masquerade attacks. To facilitate a benchmark for CAN IDS methods that require signal-translated inputs, we also provide the signal time series format for many of the CAN captures. Our contributions aim to facilitate appropriate benchmarking and needed comparability in the CAN IDS research field.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2017

Investigation of Bearing Axial Cracking: Benchtop and Full-Scale Test Results

The most common failure mode in wind turbine gearboxes is axial cracking in intermediate and high-speed-stage bearings, also commonly called white-etching cracks (WECs). Although these types of cracks have been reported for over a decade, the conditions leading to WECs, the process by which this failure culminates, and the reasons for their apparent prevalence in wind turbine gearboxes are all highly debated. This paper summarizes the state of a multipronged research effort to examine the causes of WECs in wind turbine gearbox bearings. Recent efforts have recreated WECs on a benchtop test rig in highly loaded sliding conditions, wherein it was found that the formation of a dark etching microstructure precedes the formation of a crack, and a crack precedes the formation of white-etching microstructure. A cumulative frictional sliding energy criterion has been postulated to predict the presence of WECs. Bearing loads have also been measured and predicted in steady state and transient drivetrain operations in dynamometer testing. In addition, both loads and sliding at full scale will be measured in planned uptower drivetrain testing. If the cumulative frictional sliding energy is the dominant mechanism that causes WECs, understanding the amount of frictional sliding energy that wind turbine bearings are subjected to in typical operations is the next step in the investigation. If highly loaded sliding conditions are found uptower, similar to the examined benchtop levels, appropriate mitigation solutions can be examined, ranging from new bearing coatings and improved lubricants to changes in gearbox designs and turbine operations.

17 WIND ENERGY↗
DOE OSTI2018

Power Take-off System for Marine Renewable Devices

The Power Take-off (PTO) System for Marine Renewable Devices (Project) envisioned the design, manufacture and testing of a generator that would ultimately be suitable for fully flooded seawater operation. This would require a generator design and bearing system capable of operating in the presence of seawater without corrosion. The original generator concept design focused on a switched reluctance electromagnetic design for the generator with the understanding that the switched reluctance design would be more robust and tolerant of a seawater medium. A trade study was conducted to prove that hypothesis, but the results of the study indicated that there was no benefit to adopting a switched reluctance design over a more conventional synchronous permanent magnet design. In addition, the novelty of the switched reluctance design added more technical risk to the Project than was warranted. ORPC’s cost of energy analyses pointed to reliability as being the most critical factor for achieving Project systems performance advancement (SPA) metrics. Consequently, the choice of a permanent magnet (PM) machine design over a potentially less reliable switched reluctance design was necessary to achieve the Project results. As a result, ORPC determined that a PM design was a more appropriate design to achieve the Project goals and ORPC selected a highly qualified PM generator firm for the design, manufacture and factory testing of the generator. The factory acceptance test (FAT) of the generator took place on March 20-22, 2017 and all tests were successfully passed. Developing a design for a driveline as part of the PTO system required a full understanding of the loads and operating conditions expected. Detailed analyses for developing turbine loads and subsequent definition of bearing specifications were performed using various analytical methods. Two candidate bearing designs were proposed as part of the Project. After initial design work had been completed, ORPC designed a representative full-scale driveline to validate the detailed design of the advanced driveline components. Full-scale components were manufactured, instrumented and tested, simulating actual system parameters. This full-scale bearing test was conducted at the University of Maine Advanced Structures and Composites Laboratory. The purpose of this test was to characterize the frictional losses associated with bearings and test the suitability and functionality of some commercially available shaft couplings and expansion bushings in cross-flow turbine drivelines. In parallel with component testing and dynamometer testing of the PTO system, ORPC performed design work to demonstrate how the advanced PTO system will be integrated with all ORPC turbine generator units (TGUs). The work would focus primarily on the TidGen® TGU and assess how the advanced PTO would be integrated into TidGen® 001 or other units, then field-deployed and tested in an open water environment under actual operational conditions. In addition to the benefits provided to the MHK industry in general, and ORPC in particular, the Project provided benefits to the general public, including the following: • Increased general awareness of the potential for generation of electricity from ocean energy resources • Demonstrated continuing advancements in the commercialization of MHK technologies, making them more likely to contribute to the electricity generation supply in America in the coming years • Continued awareness of the local economic benefits from the MHK industry through job creation and local spending • Confirmation of a path to improvements in availability, power-to-weight ratio (PWR) and reduction in levelized cost of energy (LCOE). All Project tasks were completed, and the Project objectives were accomplished. All project milestones and deliverables were met. The designs, methodologies, practices, testing, data, analysis and lessons learned from the Project are a step forward in the development of the U.S. MHK industry and provide a sound basis for ultimate commercialization of ORPC’s power systems. Based on the what was learned and demonstrated during the Project, ORPC has determined that the ORPC power systems have the potential of accelerating the commercialization of tidal and ocean current MHK power systems.

16 TIDAL AND WAVE POWER↗
DOE OSTI2018

GM Light Duty Fuel Cell Electric Vehicle Validation Data

General Motors LLC (GM) completed a multi-phase project with the Department of Energy to validate light-duty fuel cell electric vehicle (FCEV) performance and durability using dynamometer fuel cell system and real-world vehicle performance data. This project began with GM’s Gen 0 Fuel Cell Fleet vehicles with Technology Insertion operating strategies and materials, and extended to GM’s Gen 1 and early Gen 2 commercial-design intent Fuel Cell stacks and Fuel Cell Systems. The intent of this project was to understand how fuel cell materials, system architectures, and operating strategies impact fuel cell stack durability under fully dynamic operating conditions such as those seen in a light duty vehicle application. More than 87,000 hours of system run time were accumulated under this project simulating several vehicle lifetimes under aggressive driver usage conditions. Lessons learned from this demonstration project have helped expedite the development of a commercially viable, zero-petroleum, zero-emission, Fuel Cell propulsion system. Durability test results have enabled a substantial reduction in the precious metal content in the Fuel Cell Stack with each successive generation of stack design. Stack lifetimes between the first and current design iterations have increased nearly tenfold, while the overall precious metal content has been reduced by approximately 85%. The Gen 2 system power density (kW/gPt) is over five times that of the Gen 0 system. In addition, run time voltage degradation as a function of total platinum was reduced by more than an order of magnitude between the first and last phase of this project. GM is proceeding with a low volume production program aided by the results of the durability testing performed under this cooperative agreement.

08 HYDROGEN↗
DOE OSTI2018

Advanced Vehicle Testing and Evaluation Final Technical Report Encompassing Project Activities From October 1, 2011 to April 30, 2018

The Advanced Vehicle Testing and Evaluation (AVTE) project incorporated the conduct of advanced technology vehicle and infrastructure testing in the U.S. Department of Energy (DOE) Advanced Vehicle Testing Activity (AVTA). It was the only activity tasked by DOE to conduct independent field evaluations of vehicle technologies that use advanced technology systems and subsystems in vehicles that reduce petroleum consumption. The results are available through reports published on the AVTA website at http://avt.inl.gov/. The AVTE project provided insight into advanced vehicle technology's long-term performance, durability, maintenance, and lifecycle costs that cannot be found elsewhere. The site is a resource for DOE stakeholders and the public to gain knowledge on advanced technology vehicle progress and innovation. Vehicles tested included light and heavy-duty vehicles with conventional, hybrid, plug-in hybrid, and all-electric propulsion systems. Vehicles were tested on closed tracks and chassis dynamometers, as well as operated on public roads, in fleet operations, and over prescribed routes. All testing was controlled by procedures developed specifically to support such testing. Testing and evaluations were conducted in the following phases: Development and refinement of test procedures, which established testing procedures; Baseline performance testing, which established a performance baseline; Accelerated reliability testing, which determined vehicle reliability; Fleet testing, used to evaluate vehicle economics in fleet operation, and End of test performance evaluation. Test results from all aspects of testing were posted by Idaho National Laboratory (INL) to their website. This final report documents work conducted for the entirety of contract DE-EE0005501 by Intertek Testing Services NA, Inc. (Intertek). The contract was performed from October 1, 2011 through April 30, 2018, and includes 18 amendments to the original award with the most recent Amendment 18 dated March 28, 2018. The final budget for the AVTE project totaled 20,220,873 dollars. As a cooperative agreement, Intertek was obligated to provide cost share of 4,044,175 dollars, leaving 16,176,698 dollars as the Federal share of the agreement. Actual total expenditure for the AVTE project was 20,286,850 dollars. The full 16,176,698 dollars Federal share was expended and 4,110,152 dollars of cost share was provided by Intertek. This resulted in an over-share of 65,977 dollars. There were 106 light-duty on-road vehicles vehicles tested in both fleet and accelerated reliability testing. One additional vehicle was rented to obtain performance testing only. Three heavy-duty truck and trailer combinations were tested as part of the semi-autonomous driving with heavy-duty vehicles in a platoon. Overall project scope and direction was determined between Intertek, DOE, and technical teams from Idaho National Laboratory (INL), Argonne National Laboratory (ANL), and National Renewable Energy Laboratory (NREL). The project was administered by the DOE’s National Energy Technology Laboratory (NETL).

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2019

Ultra Efficient Light Duty Powertrain with Gasoline Low Temperature Combustion (Final Report)

This document details the work completed during Project DE-EE0006839 ‘Ultra Efficient Light Duty Powertrain with Gasoline Low Temperature Combustion’. All tasks from the project’s Statement of Project Objectives are discussed. Final demonstration data is also presented and discussed. Further project details can be found in the Quarterly Technicial Reports that were submitted during the course of the project and are stored on the EERE Project Management Center Website. The goal of this project was to develop, implement and demonstrate a low temperature combustion approach called Gasoline Direct Injection Compression Ignition (GDCI) that provides high thermal efficiency with low NOx and PM emissions. The project target was to demonstrate a 35% fuel economy improvement over the baseline vehicle while meeting Tier 3 emissions levels. At the start of this project, GDCI was a moderately mature combustion technology, due in large part to advances made during a Delphi Technologies program funded through an earlier Department of Energy Advanced Technology Powertrains (ATP) opportunity; under that earlier contract, DE-EE0003258, Delphi Technologies assembled a team with complementary industrial and academic experience, and led this team to advance the technology from the original fundamental work to the state of art embodied by a first-generation (Gen 1) multi-cylinder GDCI engine. Key activities during that project centered on engine and combustion chamber design, and development of fuel injection equipment, valvetrain and advanced controls. Performance results with the Gen 1 engine in a development vehicle demonstrated that GDCI had the capability to operate using Low Temperature Combustion (LTC) over a broad speed-load range. Based on benchmarking work, efficiency for the Gen 1 GDCI engine compared favorably overall to production light-duty diesel engines. The second DOE funded project, DE-EE0006839, focused on a number of technical risks and issues that were left to be resolved for GDCI to become a production-viable technology. These risks were:GDCI combustion system refinement to achieve near-ideal air/fuel mixture preparation for high efficiency and low HC and CO emissions; Transient control development for low temperature combustion with high EGR levels during real-world transient driving maneuvers and over a broader range of ambient conditions; Aftertreatment system design that is effective in dealing with the low-temperature challenges of a highly efficient engine. The project was executed in two phases. Phase 1 leveraged the development vehicle from the Advanced Technologies Powertrain 1 (ATP1) project, DE-EE0003258. That vehicle was used as an initial test bed in the development of a high performance low temperature exhaust aftertreatment system. The vehicle was also used to develop calibration refinements for improved exhaust emissions and fuel efficiency. Samples of a new GDCI development level engine, called Gen2 GDCI (and developed outside of the first DOE funded project), were also used during Phase 1 to develop refined controller hardware and control algorithms, as well as improved sensors and actuators. The Gen2 engine was then retrofitted into the development vehicle from the ATP1 project and used for controls refinement and calibration of GDCI to achieve improved cold start, drivability and robustness to real world environments and fuel variations. During Phase 2 of the project, Gen3 versions of the GDCI engine were designed and built specifically for this project based on experience from the earlier engines. These engines were designed to be production-like in construction and, when combined with refined control systems and project specific low temperature exhaust aftertreatment, were intended to support the goal of meeting Tier 3 emissions levels at a vehicle level. Though great progress had been made advancing the GDCI combustion process, and despite extensive presentations of our work on the technology at various conferences and in direct meetings with automotive companies, none of the US domestic automotive OEMs had shown an interest in adopting this combustion process as part of their technology planning as the project approached the Go/No-Go point at the end of Budget Period 3. As a result of this low-level of interest both the US Department of Energy and Delphi Technologies received in this technology from domestic auto manufactures, Delphi Technologies elected a ‘No-Go’ status for the gate between Budget Period 3 and Budget Period 4 which terminated the project without spending any Budget Period 4 funds. The project team concluded that the dynamometer mapping of the most recent level of hardware, combined with the vehicle level simulation by Argonne National Laboratory, was sufficient to document the capabilities and potential of the combustion process without spending the time and money to do the controls development and full calibration necessary for a demonstration vehicle.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2018

Permanent Magnet Synchronous Motors for Commercial Refrigeration (Final Report)

This report provides background information on various fractional-horsepower electric motor technologies used for evaporator fan applications in commercial refrigeration and summarizes data from a DOE-sponsored evaporator fan motor laboratory and field demonstration project. This report also extrapolates that data to project the potential economic and environmental benefits resulting from upgrading the current installed base of commercial refrigeration evaporator fan motors to permanent magnet synchronous (PMS) motors.Evaporator fan motors used in commercial refrigeration applications are fractional horsepower in size, responsible for moving air across the evaporator coil, and typically run at one speed. Historically, shaded-pole induction motors have been the most commonly used evaporator fan motors in commercial refrigeration equipment and beverage vending machines. These are the simplest and least expensive type of fractional-horsepower motor, with an efficiency of approximately 20%. Electronically commutated (EC) permanent magnet motors, also known as brushless DC motors, were initially commercialized in the late 1980s, and their use in commercial refrigeration applications has increased within the last 10 to 15 years because of economic incentives and regulatory requirements. State-of-the-art EC motors are approximately 66% efficient. Another induction motor type, the permanent split capacitor (PSC) motor, offers a mid-point between shaded-pole and EC motor price and efficiency levels. PSC motors are typically about 29% efficient.A permanent magnet synchronous (PMS) AC motor that can directly use grid-supplied AC current without the need to rectify to DC has recently been commercialized. This new motor exhibits a peak efficiency of 75% and has the potential to significantly reduce the energy consumption of evaporator fan motors in commercial refrigeration equipment. Laboratory evaluation of evaporator fan motor technologies was performed to quantify and compare the performance of shaded-pole, PSC, EC, and PMS evaporator fan motors in a controlled environment, so as to minimize the influence of external factors and anomalies. The laboratory evaluation included dynamometer testing of the fan motors and airflow testing of the motor/fan assemblies. It was found that the 6–12 W PMS motor exhibited a peak efficiency of 75% with a power factor of approximately 0.9 at a power output of 11 W. It was also found that a 38–50 W PMS motor exhibited a peak efficiency of 82% with a power factor of approximately 0.9 at a power output of 35 W.Airflow testing of shaded-pole, PSC, EC, and PMS motor/fan assemblies was performed using an airflow test chamber, which was designed in accordance with ANSI/AMCA Standard 210-16/ASHRAE Standard 51-16, to measure the performance of the subject motor/fan assembly and to determine the incumbent display case system impedance (AMCA 2016). A family of fan curves (static pressure vs airflow rate and electrical power input vs airflow rate) was generated for the 6–12 W PMS motor/fan assemblies with 8-inch fan blades pitched from 17 to 32 degrees. A similar set of curves was generated for the 38–50 W motors paired with 10 and 12-inch blades. Various incumbent motor/fan assemblies were also tested in the laboratory airflow test chamber and their fan curves were generated.Field evaluation of refrigerated display case evaporator fan motors was accomplished by performing side-by-side comparisons of 6–12 W PMS motors to 6–12 W shaded-pole and EC evaporator fan motors. It was found that, on average, a PMS motor consumes 79% less power and draws 82% less current than a shaded pole motor, and on average, 34% less power and 49% less current than an EC motor. In addition, the PMS motor exhibits an average power factor of approximately 0.82, which is on average 40% greater than that of existing evaporator fan motors.Two field test sites were selected to evaluate the performance of the larger 38 to 50 W PMS evaporator fan motors in walk-in cooler/freezer applications. At each supermarket, two walk-in units were selected for investigation: one walk-in dairy cooler and one walk-in freezer. A 61% decrease in fan motor power was measured when retrofitting existing evaporator fan motors with PMS motors in the walk-in cooler. In addition, a 48% decrease in fan motor power was measured when retrofitting existing evaporator fan motors with PMS motors in the walk-in freezer.The culmination of the field evaluation of fan motor technologies was a whole-store retrofit conducted at a supermarket. Pre- and post-retrofit measurement of evaporator fan motor power in medium- and low-temperature refrigerated display cases and walk-in coolers/freezers was performed. Overall for the whole-store retrofit, the current supplied to all monitored evaporator fan motors was reduced by 52%, the real power was reduced by 46% and the apparent power was reduced by 51% following the retrofit of the 262 evaporator fan motors that w

42 ENGINEERING↗
DOE OSTI2020

Integrated friction reduction technology to improve fuel economy without sacrificing durability

This project aims to develop fuel economy technologies to minimize parasitic losses within vehicle engines and drivetrains by improving fuel economy at least 2% for 2014 legacy vehicles and 2018 vehicles without adverse impacts on engine durability. The tools used are advanced low viscosity lubricants and surface material technologies, including surface textures, and coatings. Working with industrial partners, an experimental fuel efficient low viscosity lubricant was developed, verified by ASTM fuel economy engine test for 2014 vehicle population. An ultralow viscosity lubricant was also developed for 2018 engines, demonstrated by engine chassis dynamometer tests. Surface texturing of engine components was also conducted, and in engine testing, confirmed the textured engine developed more torque and power while the textures largely stayed intact after the test.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Energy Consumption and Cost Reduction of Future Light-Duty Vehicles through Advanced Vehicle Technologies: A Modeling Simulation Study Through 2050

The U.S. Department of Energy’s (DOE’s) Vehicle Technologies Office (VTO) and Hydrogen and Fuel Cell Technologies Office (HFTO) aim to develop sustainable, affordable and efficient technologies for transportation of goods and people. Translating investments in advanced transportation component technologies and powertrains to estimate vehicle-level fuel savings potential is critical for understanding DOE’s impact. In this work, we simulated technologies funded by VTO and HFTO for light duty vehicles. The simulations were performed across: Multiple powertrain configurations (i.e., conventional, power-split, extended-range electric vehicle, battery electric drive, and fuel-cell vehicles), Vehicle classes (i.e., compact car, midsize car, small sport utility vehicle [SUV], midsize SUV, and pickup trucks); and Fuels (i.e., gasoline, diesel, hydrogen, and battery electricity). These various technologies are assessed for six different timeframes: laboratory years 2015, 2020, 2025, 2030, and 2045. A delay of 5 years is assumed between laboratory year and model year (year technology is introduced into production). Finally, uncertainties are included for both technology performance and cost aspects by considering two cases: Low case, aligned with DOE technology manager estimates of expected original equipment manufacturer (OEM) improvements based on regulations, business as usual; and High case, aligned with aggressive technology advancements based on R&D targets developed through support by VTO & HFTO. These scenarios are not intended as predictions of future performances. The energy and cost impact of different technologies were estimated using Autonomie (www.autonomie.net), Argonne vehicle system simulation tool. Autonomie is a state-of-the-art vehicle system simulation tool used to assess the energy consumption, performance and cost of multiple advanced vehicle technologies across classes (from light to heavy duty), powertrains (from conventional to HEVs, FCEVs, PHEVs and BEVs), components and control strategies. Autonomie is packaged with a complete set of vehicle models for a wide range of vehicle classes, powertrain configurations and component technologies, including vehicle level and component level controls. These controls were developed and calibrated using dynamometer test data. Autonomie has been used to support a wide range of studies including analyzing various component technologies, sizing powertrains components for different vehicle requirements, comparing the benefits of powertrain configurations, optimizing both heuristic and route based vehicle energy control and predicting transportation energy use when paired with a traffic modeling tool such as POLARIS. This report documents the assumptions and estimates the vehicle-level energy consumption benefits and associated technology costs for the various types of light duty vehicles. All details of vehicle assumptions and simulation results are available in the spreadsheets accompanying this report.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Optical Engine Lockout System Design and Operation

Engine run days in the Diesel Combustion and Fuel Effects Lab are hectic. The long mental lists that must be kept by engine operators, paired with the tight time constraints between experiments, can cause operational issues that may be dangerous to personnel and/or cause damage to test equipment. Until now, a paper sign has been used to warn operators not to motor the engine when a foreign object has been placed inside of it. Unfortunately, this simple administrative control has failed in the past, motivating this effort to develop an improved system. The lockout system described in this document introduces an engineering control that, when activated, actually prevents the engine from being motored. The new system consists of a primary and a secondary control panel. Prior to an operator placing a foreign object into the cylinder, they press a button on the secondary control panel near the engine. This breaks the interlock circuit for the engine dynamometer and activates LEDs on both control panels to notify operators that a foreign object is present within the engine cylinder. Once the work is done and all foreign objects have been removed from the combustion chamber, two operators must be present to disable the system by simultaneously pressing the buttons on the primary and secondary control panels. Requiring a second operator to disable the system increases accountability and reduces the likelihood of potentially costly mistakes.

42 ENGINEERING↗
DOE OSTI2020

Development of Ionic Liquid-Additized, GF-5/6 Compatible Low-Viscosity Oils for Automotive Engine and Rear Axle Lubrication for 4% Improved Fuel Economy

This joint project among ORNL, GM, and DRO successfully developed ionic liquid-additized low viscosity lubricants, SAE 0W-12 and 70W-80, for both IC engine and rear axle lubrication, respectively, and demonstrated combined vehicle fuel economy improvement (FEI). Phosphonium-alkylphosphate ILs have been found to be the most effective among the candidates in protecting surface damage from both sliding wear and rolling contact fatigue, and optimal IL concentrations have been determined. The IL’s impact on three-way catalyst seems to be significantly less adverse than the conventional ZDDP. Oil formulations were optimized for both energy efficiency and wear protection. Tribological bench testing of the IL-additized low-viscosity oils showed at least 40% lower boundary friction, more than 60% lower elastohydrodynamic friction, and greater than 50% less wear compared with commercial baselines. IL-additized lubricants have demonstrated FEI by 9.9% in engine dynamometer tests under extreme conditions and 6.9% increased power output in gear rig tests. Prototype IL-additized engine oil and rear axle fluid exhibited combined FEI of 1.39% and 3.24% benchmarked against the state-of-the-art baselines in vehicle testing of fresh oils under the Federal Test Procedure (FTP) city cycle and Highway Fuel Economy Driving Schedule (HWFET), respectively. Used oil analysis suggested that the IL-additized low-viscosity oils produced less wear than the commercial baselines. The gained fundamental understanding and demonstrated FEI in this work pave the way for future development and implementation of the ionic liquid technology.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2021

Structural Testing Technology Development: Cooperative Research and Development Final Report, CRADA Number CRD-06-00200

NREL is the only organization in the US that is accredited to conduct tests of wind turbine systems and components in accordance with International Electrotechnical Commission (IEC) test standards. The National Wind Technology Center houses the only full-scale wind turbine blade drivetrain test facilities in the US. To maintain these facilities, accreditation, and the acceptance of the wind industry, NREL must strive continuously to maintain and improve staff capabilities, procedures, facility and equipment. In addition, as wind turbines continue to increase in size, NREL must improve its capability to test the larger components associated with these new turbines. NREL is currently investigating methods to increase blade and drivetrain testing capabilities. Mitsubishi Power Systems (MPS) must also strive to meet the demands of the evolving wind energy industry by developing, proving and manufacturing new, cost-effective blades for its turbines. Mitsubishi has established a joint venture with TPI composites of Rhode Island for manufacturing blades to be installed on US wind turbines. There is an obvious advantage to test these prototype blades in a US facility. The NREL blade test facility is uniquely capable of fulfilling this need. In addition, NREL can provide other testing support to MPS through the use of its dynamometer facility for drivetrain testing and through the use of NREL’s field-testing capabilities for testing wind turbine systems. This CRADA provides the opportunity for both organizations to achieve critical goals in development of wind energy in the US. MPS obtains verification of its wind turbine components and system. NREL obtains improved test capabilities.

17 WIND ENERGY↗
DOE OSTI2021

Development of Passive HC/NOx Trap Catalysts for Low Temperature Gasoline Applications

This project aimed to develop fundamental understanding of the chemistry of NO adsorption and reaction in Pd/zeolites so as to facilitate the rational design of passive NOx adsorber catalysts. The approach adopted combined both experimental and computational methods, which together allow a deeper understanding of the governing chemistry than the use of either method alone. The workflow began with Pd/H-CHA and Pd/H-BEA catalyst synthesis and characterization, in which the Si/Al ratio and Al siting were systematically varied. This was followed by catalyst evaluation using temperature-programed adsorption/desorption methods, as well as in situ spectroscopic measurements to probe the chemistry of NO adsorption. In parallel, the adsorption of NO and other relevant species (H 2 O, CO, HCs) was studied by means of quantum chemical calculations in order to rationalize the experimental data and provide additional insights. Catalyst aging studies were also performed with the aim of elucidating the mechanism of catalyst degradation. Finally, the insights gained in this project were applied to the preparation of an optimized HC/NOx adsorber catalyst, the performance of which was studied using exhaust gas from an engine dynamometer.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗