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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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144 records · Page 8
All sourcesNASA NTRSDOE OSTI
NASA NTRS2004

Joint Lead-Free Solder Test Program for High Reliability Military and Space Applications

Current and future space and defense systems face potential risks from the continued use of tin-lead solder, including: compliance with current environmental regulations, concerns about potential environmental legislation banning lead-containing products, reduced mission readiness, and component obsolescence with lead surface finishes. For example, the United States Environmental Protection Agency (USEPA) has lowered the Toxic Chemical Release reporting threshold for lead to 100 pounds. Overseas, the Waste Electrical and Electronic Equipment (WEEE) and the Restriction on Hazardous Substances (RoHS) Dicctives in Europe and similar mandates in Japan have instilled concern that a legislative body will prohibit the use of lead in aerospace/military electronics soldering. Any potential banning of lead compounds could reduce the supplier base and adversely affect the readiness of missions led by the National Aeronautics and Space Administration (NASA) and the U.S. Department of Defense (DoD). Before considering lead-free electronics for system upgrades or future designs, however, it is important for the DoD and NASA to know whether lead-free solders can meet their systems' requirements. No single lead-free solder is likely to qualify for all defense and space applications. Therefore, it is important to validate alternative solders for discrete applications. As a result of the need for comprehensive test data on the reliability of lead-free solders, a partnership was formed between the DoD, NASA, and several original equipment manufactures (OEMs) to conduct solder-joint reliability (laboratory) testing of three lead-free solder alloys on newly manufactured and reworked circuit cards to generate performance data for high-reliability (IPC Class 3) applications.

Brown, Christina↗
NASA NTRS2016

Health Monitoring Survey of Bell 412EP Transmissions

Health and usage monitoring systems (HUMS) use vibration-based Condition Indicators (CI) to assess the health of helicopter powertrain components. A fault is detected when a CI exceeds its threshold value. The effectiveness of fault detection can be judged on the basis of assessing the condition of actual components from fleet aircraft. The Bell 412 HUMS-equipped helicopter is chosen for such an evaluation. A sample of 20 aircraft included 12 aircraft with confirmed transmission and gearbox faults (detected by CIs) and eight aircraft with no known faults. The associated CI data is classified into "healthy" and "faulted" populations based on actual condition and these populations are compared against their CI thresholds to quantify the probability of false alarm and the probability of missed detection. Receiver Operator Characteristic analysis is used to optimize thresholds. Based on the results of the analysis, shortcomings in the classification method are identified for slow-moving CI trends. Recommendations for improving classification using time-dependent receiver-operator characteristic methods are put forth. Finally, lessons learned regarding OEM-operator communication are presented.

mechanical components↗
NASA NTRS2016

Cirrus Heterogeneity Effects on Cloud Optical Properties Retrieved with an Optimal Estimation Method from MODIS VIS to TIR Channels.

This study presents preliminary results on the effect of cirrus heterogeneities on top-of-atmosphere (TOA) simulated radiances or reflectances for MODIS channels centered at 0.86, 2.21, 8.56, 11.01 and 12.03 micrometers , and on cloud optical properties retrieved with a research-level optimal estimation method (OEM). Synthetic cirrus cloud fields are generated using a 3D cloud generator (3DCLOUD) and radiances/reflectances are simulated using a 3D radiative transfer code (3DMCPOL). We find significant differences between the heterogeneity effects on either visible and near-infrared (VNIR) or thermal infrared (TIR) radiances. However, when both wavelength ranges are combined, heterogeneity effects are dominated by the VNIR horizontal radiative transport effect. As a result, small optical thicknesses are overestimated and large ones are underestimated. Retrieved effective diameter are found to be slightly affected, contrarily to retrievals using TIR channels only.

MODIS↗
NASA NTRS2020

UAM Vision Concept of Operations (ConOps) UAM Maturity Level (UML) 4

This Vision ConOps is intended as a foundation to engage members of the UAM community and provide a consensus on the future vision of UAM operations. It provides a concept for more detailed discussion and a basis for the exploration of ideas using a common framework to inform the continued development and integration of UAM as part of the broader transportation system. Advanced Air Mobility (AAM) encompasses a range of innovative aviation technologies (small drones, electric aircraft, automated air traffic management, etc.) that are transforming aviation’s role in everyday life, including the movement of goods and people. Urban Air Mobility (UAM) represents one of the most exciting and complex AAM concepts with highly automated aircraft, providing commercial services to the public over densely populated cities. This concept has generated tremendous interest and industry investment. UAM envisages a future in which advanced technologies and new operational procedures enable practical, cost-effective air travel as an integral mode of transportation in metropolitan areas. It represents one of the most exciting and complex AAM concepts with highly automated aircraft providing commercial services to the public over densely populated cities. For this reason, the National Aeronautics and Space Administration (NASA) selected UAM as the initial goal of its AAM efforts and the focus of this Vision Concept of Operations (ConOps) document. UAM Community Vision ConOps: This Vision ConOps effort was led by experts from NASA’s Aeronautics Research Mission Directorate (ARMD) in collaboration with the Federal Aviation Administration (FAA) and Deloitte’s Ecosystem Advisory Group (a cohort of advisers with aviation, aerospace, and regulatory expertise). To develop this Vision ConOps, NASA, FAA, and Deloitte built upon the current body of aeronautical research and consulted with more than 100 stakeholder organizations. This UAM community includes entities ranging from legacy aviation leaders to innovators and new market entrants. Stakeholders consulted included the federal government, state and local government, aerospace original equipment manufacturers (OEMs), local transportation organizations, prospective UAM operators, academia, industry standards-setting bodies, airports, service suppliers, and others (as described in Appendix G). This input was captured through the following methods: • A series of more than two dozen interviews with industry experts, federal regulators, state and local governments, and industry trade groups provided insight into the challenges of UAM integration into the National Airspace System (NAS), as well as technology developments and a variety of perspectives as to how UAM systems will integrate. • A series of two-day community workshops enabling active, detailed engagement of nearly 100 industry, academic, federal, and state stakeholder individuals. These workshops, hosted by NASA and Deloitte, explored UAM concepts in detail, and stakeholders were invited to collaboratively analyze and propose solutions to some of the greatest conceptual challenges behind UAM at an intermediate state. • A review of more than 160 sources of UAM literature from across government, industry, and academia, which are listed in Appendix H. • The public sharing of workshop input and document drafts for review and input across the UAM community. Feedback in the form of more than 1,000 comments and inputs on the document was received from industry groups, individual companies, academia, and government (federal, state, and local), among others. Although effort was made to incorporate inputs from across the UAM stakeholder group, not all comments could ultimately be incorporated in this version. The team resolved conflicting comments or ideas while maintaining consistency with the known direction of regulators and ensuring the document was coherent and consistent. It is recognized that this is a rapidly evolving area and that concepts will likely change over time; as such, this Vision ConOps is a living document and is expected to evolve as concepts mature. The ConOps does, however, provide a vision of UAM concepts and solutions based on the broad insights from across the UAM stakeholder community at the time of its publication and is intended to serve as a UAM North Star for continued research and development of UAM. As a broad Vision ConOps, is not a detailed engineering document; rather, it focuses primarily on outlining a broad, high-level vision across all aspects of a UAM transportation system.

Urban Air Mobility↗
NASA NTRS2018

An Affordable Lunar Architecture Emphasizing Commercial and International Partnering Opportunities

Since the cancellation of the Constellation Program, NASA officially has been focused on Mars as the next step for human exploration. Yet many in the space community believe that returning humans to the moon is more logical. Often-cited reasons for this include: (1) should Nature prove to be favorable, the moon could be the basis for expanding the space economy through Off-Earth Mining (OEM) and other commercial endeavors; (2) the moon is scientifically interesting and could serve as a platform for scientific facilities; and (3) useful experience could be gained there for the human journey to Mars. With this in mind, JPL’s A-Team (Architecture Team) was tasked with developing conceptual lunar surface architectures that could simultaneously provide “living on another world” proving ground experience, but would also be affordable and offer truly significant commercial and international partnering opportunities. The task also required that the resulting architectures must eventually lead to and flow seamlessly into planning for human missions to Mars in the 2030s/2040s, if “things go well.” This aspect has been critically missing in other lunar architecture proposals.

Elliott, John↗
NASA NTRS2022

Functional Hazard Assessment for the eVTOL Aircraft Supporting Urban Air Mobility (UAM) Applications: Exploratory Demonstrations

The active development community surrounding electric vertical takeoff and landing (eVTOL) aircraft has demonstrated potential to bring new technological capabilities to market, encouraging visions of widespread and diverse Urban Air Mobility (UAM) applications. New capabilities always come with safety considerations, some familiar and others less so. OEMs who intend to obtain FAA type certification for their eVTOL designs must plan for and execute sufficient safety engineering processes to demonstrate that credible hazards associated with these eVTOL designs are adequately mitigated. This work provides an orientation for eVTOL stakeholders, especially new entrants and those in hybrid roles, to the safety and regulatory context for assuring eVTOL aircraft for UAM applications. We further present selections of functional hazard assessment (FHA) performed on a reference eVTOL concept, with process and decision narration. The exercise allows exploration of several safety considerations specific to eVTOL systems and demonstrates the FHA process together with negotiation of some of its options and variations.

Hazard Analysis↗
NASA NTRSDate not supplied

Safety Expertise and the Perils of Novelty

Emerging aviation markets such as urban air mobility are giving rise to new technologies and means of operation. However, novelty may hide ‘unknown unknowns,’ raising new hazards. This paper examines how expertise and safety techniques enable transformative technologies such as reduced crew operations, hybrid wing-borne and rotor-born flight, federated air traffic services, and urban operations. We explore how analysts use expertise to address common-cause failures, collect and interpret safety data, and perform exacting tradeoffs between dissimilarity, redundancy, independence, and diversity (human, process lifecycle, or otherwise) to ensure safety. When novelty is present, analysts might not possess the expertise needed to fully understand the implications of design decisions and tradeoffs being made, especially in early lifecycle phases, on emergent properties such as safety. Safety expertise must be carefully cultivated. The conflicting views of safety experts must be unpacked to identify the divergence in fundamental assumptions, models, means, and methods that may be causing them. Once systems venture beyond the basis of what safety expertise can reliably guarantee, projects take on risk that must be managed. The paper contains key takeaways and actionable recommendations for novel OEMs and regulators touching on topics such as robust monitoring; clear and transparent reporting; incremental approaches to fielding novel systems in hazard-rich, risk-tolerant environments; the cultivation of safety culture and expertise in an organization; and the use of scientific study to reduce epistemic uncertainty in novel operations with new technologies. Since excessive novelty in aviation can undermine the current foundation of safety, humility and incrementalism are necessary to enable emerging aviation markets safely.

safety expertise↗
NASA NTRSDate not supplied

Safety Expertise and the Perils of Novelty

Emerging aviation markets such as urban air mobility are giving rise to new technologies and means of operation. However, novelty may hide ‘unknown unknowns,’ raising new hazards. This paper examines how expertise and safety techniques enable transformative technologies such as reduced crew operations, hybrid wing-borne and rotor-born flight, federated air traffic services, and urban operations. We explore how analysts use expertise to address common-cause failures, collect and interpret safety data, and perform exacting tradeoffs between dissimilarity, redundancy, independence, and diversity (human, process lifecycle, or otherwise) to ensure safety. When novelty is present, analysts might not possess the expertise needed to fully understand the implications of design decisions and tradeoffs being made, especially in early lifecycle phases, on emergent properties such as safety. Safety expertise must be carefully cultivated. The conflicting views of safety experts must be unpacked to identify the divergence in fundamental assumptions, models, means, and methods that may be causing them. Once systems venture beyond the basis of what safety expertise can reliably guarantee, projects take on risk that must be managed. The paper contains key takeaways and actionable recommendations for novel OEMs and regulators touching on topics such as robust monitoring; clear and transparent reporting; incremental approaches to fielding novel systems in hazard-rich, risk-tolerant environments; the cultivation of safety culture and expertise in an organization; and the use of scientific study to reduce epistemic uncertainty in novel operations with new technologies. Since excessive novelty in aviation can undermine the current foundation of safety, humility and incrementalism are necessary to enable emerging aviation markets safely.

safety expertise↗
NASA NTRS2024

X-57 Maxwell Vehicle Geometry Document ANLYS-CEPT-002 Rev C

This report documents the two primary coordinate systems used on the X-57 project and their relationship. The coordinate systems (CS) are the Tecnam OEM CS and the X-57 Project CS. All project measurements, unless noted, are taken from the X-57 Project CS. Also, other important locations on the COTS aircraft and the X-57 composite wing are noted and documented. This report also documents the X-57 wing baseline location and other important geometric aspects of the wing. All dimensions are in inches unless otherwise noted.

Edward J Nemie↗
NASA NTRSDate not supplied

Hyperspectral Sounder Spectral Fingerprinting: Using Machine Learning Techniques to Enhance Model-Based Physical Inversion

Different retrieval algorithms have been developed to process top-of-atmosphere (TOA) spectral radiance data provided by hyperspectral infrared sounder missions. Those algorithms are either optimal estimation method (OEM) based schemes with radiative transfer calculation involved in the retrieval process, or machine learning based methods that allow ultra-efficient data procession but lack of radiometric consistency validation based on the directly measured information. Combining both approaches leverages their respective technical advantages, leading to more accurate results. This study introduces a hyperspectral sounder fingerprinting algorithm to explore this hybrid approach. This approach involves the use of a spectral information-based classification method to identify an reference geophysical state and the corresponding radiative kernel. This enables the efficient retrieval of geophysical variables of interest through a radiative kernel-based linear inversion procedure. The fingerprinting method has been applied to analyze a decade-long hyperspectral sounder data record.

Wan Wu↗
DOE OSTI2021

Model based co-simulation platform for integrated building system control and design optimization

Both steady-state and dynamic simulations have been widely used by HVAC&R industry to support product/equipment development for decades. Steady-state simulation focuses on the system mass, energy and momentum balance of an equilibrium state. It is based on high-fidelity components models, and thus is suitable for system and component design optimization. Dynamic simulation studies the system transient response and is generally used for controls development and verification. It usually does not require rigorous component models of high accuracy because 1) the commonly used PID control is feedback control whose control performance evaluation doesn’t require high fidelity system/plant model; 2) high-fidelity dynamic model significantly increases the number of equations and variables and creates tremendous challenge for math solver. For supervisory control, transactive control or optimization of an integrated building system, the HVAC&R equipment is often one of the sub-components to be controlled. High-fidelity equipment models are required for accurately evaluating control strategies. In addition, building equipment manufacturers have developed a lot of high-fidelity steady-state equipment/component models per their expertise. Thus, a platform that can integrate OEM high-fidelity steady-state model with dynamic building simulation and/or electric power system & grid simulation to support the development and verification of supervisory control for integrated building systems is necessary. In this study, ORNL’s heat pump design tool (HPDM) is utilized to develop a co-simulation platform for supervisory control and optimization in integrated building systems. It is based on a model that integrates high-fidelity steady-state simulation equipment models with dynamic building simulation. A practical case of using the proposed co-simulation platform to develop and evaluate the supervisory control and optimization is presented and discussed.

Sun, Jian↗
DOE OSTI2023

MC Formula Protocol for H35HF Fueling

A publicly available and verified high-flow fueling protocol for H35 medium-duty (MD) and heavy-duty (HD) hydrogen-powered buses and trucks does not exist. This could lead to transit agencies needing to select suppliers for purchase of new fleet vehicles, and to multiple providers responding with incompatible vehicle designs in the future. With the expansion of MD/HD vehicles using 35 MPa storage, there will be a need for publicly accessible H35HF stations, and these will require the use of a standardized prescriptive fueling protocol. The development of a fully tested and validated H35 high-flow (H35HF) MC Formula fueling protocol for MD and HD buses and trucks can provide guidelines to design H35 stations and vehicles, enable other manufacturers and vehicle original equipment manufacturers (OEMs) to enter this space, and ultimately accelerate to popularize the hydrogen market.

ADVANCED PROPULSION SYSTEMS,ENERGY PLANNING, POLIC↗
DOE OSTI2023

EVs@Scale Next-Gen Profiles - EV Profile Capture 2023

As part of the U.S. DOE EVs@Scale consortium Next-Gen Profiles (NGP) project, the profile capture of production electric vehicles undergoing high power charging (HPC) is conducted over a wide range of conditions to explore variance and performance. Charge session parameters are collected from both the electric vehicle (EV) and electric vehicle supply equipment (EVSE) at a rate of 10Hz and entered into a time-series database for analysis. These charge profiles are captured under nominal and off-nominal conditions, exploring the impact of battery state of charge (SOC), battery temperature, vehicle condition, smart charge management (SCM), and EVSE limitations. Nominal conditions are defined to be ideal conditions that should transfer the maximum allowable energy in the minimum possible amount of time. Nominal condition profiles are compared across EVs to characterize state-of-the-art EV charging performance against one another. Off-nominal condition profiles are compared against its nominal condition profile counterpart to highlight the variance across less desirable starting conditions within a single EV. Under nominal conditions, most EVs can achieve the original equipment manufacturer (OEM) rated peak-power and charge times. Peak power across EVs has variance due to the vehicle design, battery topology, charging strategy, etc. These 10-100% nominal preconditioned charge profiles across 13 EVs (11 light-duty (LD), 2 heavy-duty (HD)) were used for analysis in power curve analysis, power distribution, SOC and range comparison, thermal impacts of current draw, battery pack size and energy charged, and ramp rates. Power curve analysis show the uniqueness in power vs time curves across all EVs, breaking down the features of a typical profile and where variation is typically seen. Power distribution results showed that over 50% of charge time is spent below 50kW and only 12.1% is spent above 200kW. SOC and range performance yielded different top performing EVs when exploring goals of performance from SOC and range gained after 10-min (EV2) and 20-min (EV8), and time-to-achieve 80% SOC (EV8) and 200 miles of range (EV1). Current draw from 400-volt EVs had a higher thermal impact to cable/connector temperatures when compared to 800-volt EVs, due to a higher current requirement to achieve similar power levels. There was high variance in C rating, a useful metric when comparing the relationship between peak/average charge session power and relative battery pack size, across EVs under test. Ramp rates during initial power transfer were examined, fastest and slowest speeds ranging from 192.5kW/second to 2.6kW/second respectively. A similar analysis of ramp rates was also conducted for OCPP curtailment testing, where EVs underwent a 2-minute 65A curtailment request before returning to full-power charge. Under off-nominal conditions, most EVs experienced variation from the nominal condition profiles. EVs that underwent the full set of NGP defined testing conditions were compared, analysis of which was categorized by 800-volt and 400-volt EVs. It should be noted that the 800-volt EVs had significantly higher peak power ratings than the 400-volt EVs, and thus were more prone to variance. Initial state of charge, battery temperature, and vehicle condition had a considerable impact on peak power levels and charge time for the 800-volt vehicles under test. EVSE limited tests lowered achievable power down to 200kW, greatly impacted 800-volt charging power, and had little to no effect on 400-volt charging power. Adapter testing was performed on a single 400-volt EV, where power and current limitations were found but overall charge time was not significantly impacted. Adapter and boost converter testing was performed on a single 800-volt EV, where both charge power and charge time were greatly impacted. Charge profiles are unique, and comparing such requires analysis that examines starting conditions, vehicle and battery topologies,

Charging↗
DOE OSTI2024

Ad-Mat: Adaptations of Mature Manufacturing Strategies for Accelerated Redox Flow Battery Deployment

The concept of the Ad-Mat approach is to leverage existing adjacent markets across a broad scope of technologies in order to reduce the manufacturing learning curve and ultimately accelerate redox flow battery (RFB) deployment at scale. Lithium-ion batteries (LIBs) are currently the dominant energy storage technology, and they came to technological maturity under unique market conditions when there was no meaningful competition in the consumer electronic and electric vehicle (EV) space. Today, alternative chemistries that may be technologically better-suited for long-duration storage applications are experiencing a high barrier to entry. This is in large part due to the substantial bias towards the scaled-up production and supply chain that now exists for LIBs. In the case of RFBs in particular, numerous analyses have suggested that RFBs should theoretically have a much lower system cost than LIBs - however, this relies on a mature and competitive manufacturing landscape, which has been extremely challenging to achieve for both flow batteries and other LIB competitors. At the moment, LIB alternatives tend to have isolated small-scale manufacturing pathways, which preclude the economies of scale that would be required to compete with the mature LIB industry. In the present state of the industry, niche manufacturing tools and approaches have evolved to support each alternative technology, such that there is substantial replication and duplication in effort. Continuing to pursue a strategy of isolated manufacturing processes/approaches for each LIB-alternative may never allow for at-scale deployment. In order for RFBs to meaningfully compete with LIBs in the realm of LDES, a new disruptive approach based on cross-industry learning and coordination is needed - and this is exactly what our Ad-Mat concept aims to tackle. In this re-envisioned manufacturing landscape, tools and processes from mature industries can be adapted and deployed across the range of alternative energy storage technologies. Adapting tools, equipment, processes, and industrial learning from mature industries to meet the technological requirements of RFBs would open new markets for existing OEMs in adjacent industries, would prevent unnecessary duplication and re-development, would improve efficiency across the manufacturing chain, and would ultimately support reduced costs and accelerated deployment of RFBs at scale.

adaptive manufacturing↗
DOE OSTI2024

High Temperature Heat Pumps and Their Roles in the Decarbonization of Building and Industry

Heat pumps have been sought as a promising technology for air and water heating processes in buildings. Several OEMs have been commercializing heat pumps with varying capacities; However, the application has been limited to lower temperatures (less than 70℃). With the recently growing interest in replacing gas-fired equipment for buildings and industrial processes, a new class of heat pumps, known as high-temperature heat pumps, is gaining substantial interest where the target temperatures are higher than the conventional heat pump technology (greater than 90℃). The current study is focused on this class of heat pumps and aims to provide a holistic overview of state-of-the-art technology while highlighting major challenges and opportunities. The discussion will be focused on the availability of technology to enable higher sink temperatures, deployment-based applications, waste heat recovery, and process integration and controls.

Nawaz, Kashif↗
DOE OSTI2024

Assessing Customer Experience and Business Models around Price-to-Device Communication and Smart Control Pathways in CalFlexHub

California is facing three major challenges in electrical grid operation: renewable overgeneration, steep evening ramping, and growing peak demand. The state has identified dynamic retail price response as a key strategy evidenced by CPUC’s Dynamic Rates proceeding and CEC’s Load Management Standards. Furthermore, the CEC launched a $16M “California Load Flexibility Research and Deployment Hub (CalFlexHub)” administered by Berkeley Lab to accelerate price-response flexible load technologies in buildings and EV charging. There are more than 16 laboratory and field demonstration projects in CalFlexHub, each demonstrating innovative automated price-response technologies. CalFlexHub tests various pathways through which hourly price signals and triggered control commands are communicated to load-flexible devices such as smart thermostats, heat pumps, water heaters, and EVs. We identified seven unique communication and control pathways, which involve combinations of third-party cloud, device OEM’s cloud, building central gateway, and local controller in between the price server and the load-flexible devices. It is important for utilities and policy makers to understand the long-term implications of each pathway in designing future programs and creating related policies and mandates for market transformation. We propose an evaluation framework including the following aspects: ● Functionality: connectivity and uptime, resilience, and optimization; ● Customer experience: simplicity in setup, troubleshooting support, continuity, customer choice, first cost, and ongoing cost; ● Business model and scalability: advance interoperability, holistic solution, bridge unique gap, customer base, and value streams and pricing structures. In this paper, we identify emerging business models associated with each communication pathway and discuss their positive features and challenges from the above aspects.

Liu, Jingjing↗
DOE OSTI2025

MC Formula Protocol for H35HF Fueling (CRADA Final Report)

The National Renewable Energy Lab (NREL), Frontier Energy, and the industry partners worked together to help SAE J2601-5 develop an H35 high-flow (HF) medium-duty (MD) and heavy-duty (HD) fueling protocol. The team upgraded NREL's hydrogen filling simulations (H2FillS) model to accommodate an MC Formula fueling (t-final) table generation capability by leveraging NREL's high-performance computing system. Based on protocol boundary conditions (e.g., allowable maximum flow rate, range of storage system size) set by SAE J2601-5, the team generated the fueling tables and then validated the reliability of those tables by installing them on NREL's HD dispenser and ZBT's H35HF dispenser and then performing H35HF fueling experiments. Through the validation process, this team certified that the fueling tables generated were reliable to install in commercial H35HF dispensers and then performed H35HF fueling of commercial MD/HD vehicles.

08 HYDROGEN↗
DOE OSTI2025

Power Electronics and Electric Machines for Advanced Aircraft

Power electronics and electric machines are critical components of efficient, high-performance aircraft - from fixed-wing turbine to electric vertical takeoff and landing aircraft and beyond. Improvements to these components create enormous energy efficiencies, enable cost savings, and ensure fail-safe operations. National Renewable Energy Laboratory researchers are developing innovative power electronics, electric motors, integrated electric traction drives, and thermal management systems to build highly efficient, lightweight, ultrareliable powertrains for aircraft.

42 ENGINEERING↗