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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 145 records · Page 8
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Smart Composite Pressure Vessels (SCPV) with Integrated Health Monitoring

The U.S. Department of Energy (DOE) is promoting and developing more energy efficient and environmentally friendly technologies that will enable America to use less petroleum. Hydrogen fuel cells – which directly convert the chemical energy in hydrogen to electricity with only water and heat as byproducts – are a very attractive solution that can enable this to happen. To date, DOE's efforts have culminated in commercial demonstration of on-board vehicular hydrogen storage systems that can allow for a driving range of greater than 300 miles. This requires storing 5 Kgs of hydrogen onboard a light vehicle. In order to store this quantity of hydrogen, the hydrogen gas needs to be stored in a composite overwrapped pressure vessel (COPV) at a very high internal pressure. The objective of the program was to demonstrate continuous and predictable health-monitoring of composite pressure vessels. A higher confidence in the operational safety of the vessels will lead to reduced burst factor of safety imposed by regulatory standards and hence will help reduce the structural wall thickness that drives the cost of the vessel. Highly optimized Type III (metal lined) and Type IV (polymer lined) COPVs that are manufactured using filament winding process have been designed and qualified for the above mentioned application. However, the main structural component of the COPVs is carbon fiber and the high cost of carbon fiber composite in a pressure vessel is a primary challenge in reducing the cost of gaseous hydrogen storage. Continuous and remote monitoring of structural health of the COPVs as well as optimization of the strength translation of carbon fibers have the potential to allow for reduced factor of safety, thereby reduced amount of carbon and associated cost of the vessel. In the current program, the project team including Steelhead Composites (SHC), University of Tennessee, Knoxville (UTK), Teijin Carbon America, Oak Ridge National Laboratory (ORNL) and LUNA designed, fabricated, and tested smart composite pressure vessels with integrated sensors. Iterative loops of design and testing using coupons, subscale STEB vessels and full size vessels proved that a new generation of high performance carbon fiber can be used for efficient design of Type 3 vessels for H2 storage. Novel analysis techniques were developed to predict the initiation and propagation of interlaminar damage inside the composite shell due to impact damage, a real threat in practical operation. Such an analysis scheme is typically not used in tank design but is an essential tool for health monitoring of composite vessels. Remote sensing of the key signatures of the tank’s operating parameters such as pressure, acceleration and humidity was demonstrated using a unique device that can wirelessly transmit and stream the data to a remote server. Fiber optic sensors were successfully integrated during fabrication of the tanks. These sensors provide a wealth of information regarding the structural health of the vessel when it is subsequently pressurized or subjected to impact damage. Excellent correlation was demonstrated between the fiber optic sensor and mechanical strain gage data, and between the measurements and analytical predictions.

08 HYDROGEN↗
DOE OSTI2023

Development and Commercialization of Heavy-Duty Battery Electric Trucks Under Diverse Climate Conditions (DTNA EMG Innovation eCascadia 2.0 Final Technical Report)

During this project DTNA advanced heavy-duty transportation technologies to produce the eCascadia 2.0, a fully commercialized Class 7/8 electric tractor with the range and durability to meet the needs of 70% of freight movement in the United States. The eCascadia2.0 provides flexibility, operational performance, efficiency, and maintenance cost savings to the end user. The most direct outcome of this project is a commercially viable zero-emission heavy duty option with a 250-mile daily range and sufficient payload for regional haul duty cycles. The larger outcome is an acceleration of the market transformation away from petroleum-based fuels. DTNA’s comprehensive sales team, dealer network, customer network and maintenance and support teams will ensure that this is not a standalone zero-emission truck, but rather one that can be produced, marketed, and operated at scale to realize vast greenhouse gas and criteria pollutant emissions reductions, while also bringing zero emission vehicles closer to cost parity.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

The Role of Lignin Molecular Weight on Activated Carbon Pore Structure

Over the past decade, the production of biofuels from lignocellulosic biomass has steadily increased to offset the use of fuels from petroleum. To make biofuels cost-competitive, however, it is necessary to add value to the “ligno-” components (up to 30% by mass) of the biomass. The properties of lignin, in terms of molecular weight (MW), chemical functionality, and mineral impurities often vary from biomass source and biorefinery process, resulting in a challenging precursor for product development. Activated carbon (AC) is a feasible target for the lignin-rich byproduct streams because it can be made from nearly any biomass, and it has a market capacity large enough to use much of the lignin generated from the biorefineries. However, it is not known how the variability in the lignin affects the key properties of AC, because, until now, they could not be well controlled. In this work, various fractions of ultraclean (<0.6% ash) lignin are created with refined MW distributions using Aqueous Lignin Purification using Hot Agents (ALPHA) and used as precursors for AC. AC is synthesized via zinc chloride activation and characterized for pore structure and adsorption capacity. We show that AC surface area and the adsorption capacity increase when using lignin with increasing MW, and, furthermore, that reducing the mineral content of lignin can significantly enhance the AC properties. The surface area of the AC from the highest MW lignin can reach ~1830 m2/g (absorption capacity). Furthermore, single step activation carbonization using zinc chloride allows for minimal carbon burn off (<30%), capturing most of the lignin carbon compared to traditional burn off methods in biorefineries for heat generation.

Biochemistry & Molecular Biology↗
NASA NTRS2020

A Review of Distributed Electric Propulsion Concepts for Air Vehicle Technology

The continuous, yet incremental performance gains in high-efficiency gas turbine engines over the last eight decades has enabled passengers to travel long distances at high speeds. Modern commercial jet transports are so common that most passengers traveling by air today take the innovative developments of jet engine technologies for granted. However, the ever-increasing demands for travel in the 21st century has also brought an increased awareness of the energy and environmental concerns associated with aviation. Due to the forecasted limited supply of petroleum-based fuel sources and the global warming potential associated with emissions of traditional aircraft propulsion systems, the need for environmentally-responsible solutions in aircraft technology has been recognized as a priority in the development of future aircraft configurations.

Hyun Dae Kim↗
NASA NTRSDate not supplied

Particle and Trace Gas Emissions Indices Measured During the 2021 Boeing ecoDemonstrator Emissions Ground Test

We present particle and trace gas emissions indices sampled on the ground at 30 meters behind the CFM LEAP-1B engines of the 2021 Boeing ecoDemonstrator, an Alaska Airlines 737-9 aircraft. Testing was carried out at Boeing Field in Seattle, WA, USA in Fall of 2021. Four different fuels were investigated including a 100% sustainable aviation fuel (SAF), a petroleum-based Jet A fuel, and two SAF blends. Total and non-volatile particle number concentrations were measured with a pair of condensation particle counters with one operating behind a custom-built thermal denuder heated to 350 degrees Celsius. Similarly, total and non-volatile particle number size distributions were measured with a pair of Scanning Mobility Particle Sizers (SMPSs). Non-volatile particle mass was estimated from particle light absorption techniques using an assumed mass absorption coefficient, while particle chemical speciation was measured by an Soot Particle Aerosol Mass Spectrometer (SP-AMS). A detailed list of instruments is given on the project website [1]. Overall, the results are consistent with expectations based on ICAO Emissions Databank certification data for the LEAP-1B with a stark reduction in non-volatile particle number and mass observed for the higher thrust conditions when the combustor was staged. The production of volatile particles under these conditions as well as experimental considerations related to background subtraction methods will be discussed. References: [1] Boeing ecoDemonstrator Science and Engineering Team (2022). 2021 Boeing ecoDemonstrator Emissions Ground Test Dataset

Richard H Moore↗
NASA NTRSDate not supplied

Particle and Trace Gas Emissions Indices Measured During the 2021 Boeing ecoDemonstrator Emissions Ground Test

We present particle and trace gas emissions indices sampled on the ground at 30 meters behind the CFM LEAP-1B engines of the Boeing ecoDemonstrator 737-9 aircraft. Testing was carried out at Boeing Field in Seattle, WA, USA in Fall of 2021. Four different fuels were investigated including a 100% sustainable aviation fuel (SAF), a petroleum-based Jet A fuel, and two SAF blends. Total and non-volatile particle number concentrations were measured with a pair of condensation particle counters with one operating behind a custom-built thermal denuder heated to 350 degrees Celsius. Similarly, total and non-volatile particle number size distributions were measured with a pair of Scanning Mobility Particle Sizers (SMPSs). Non-volatile particle mass was estimated from particle light absorption techniques using an assumed mass absorption coefficient, while particle chemical speciation was measured by an Soot Particle Aerosol Mass Spectrometer (SP-AMS). A detailed list of instruments is given on the project website [1]. Overall, the results are consistent with expectations based on ICAO Emissions Databank certification data for the LEAP-1B with a stark reduction in non-volatile particle number and mass observed for the higher thrust conditions when the combustor was staged. The production of volatile particles under these conditions as well as experimental considerations related to background subtraction methods will be discussed.

Benjamin A. Nault↗
DOE OSTI2020

Anatomical Fraction segmentation in the biomass bales

The U.S. Department of Energy Bioenergy Technologies Office (BETO) is committed to the development of sustainable, nationwide, commercial biofuel production to displace petroleum-derived fuels, increase domestic energy production, and encourage the creation of a domestic bioenergy and bioproducts industry. Operating a commercial-scale bioenergy operation requires significant technological advancements for determining biomass feedstock quality during the preprocessing stage. Usage of non-food feedstocks- e.g., corn-stover, pine residue, and forest residue - at the biorefineries reduces strain on the food supply chain. But the non-food feedstock heterogeneity- physical size, shape, and chemical composition-poses a significant challenge during milling, conveyance, feeding, and biofuel conversion processes. 3D X-Ray imaging (CT) is capable of distinguishing material features by detecting density and compositional differences. But the inherent complexity introduced during harvesting and bailing makes the reconstruction and interpretation of baled biomass materials from x-ray data time consuming, laborious, and expensive. Feedstocks are low-density materials that produce small contrast differences in the x-ray images. This paper focuses on using the shape and texture properties, using 3D image processing techniques like 3D skeletonization, directional statistics to characterize and extract volumetric content of the different tissue samples in the biomass bales.

09 BIOMASS FUELS↗
DOE OSTI2022

From Petroleum to Biobased Crude: A Thermoplastic Polyurethane from Lignin-Oil Without Isocyanates

The movement to transfer from petroleum-based products and materials to renewables does not necessarily have to bypass the use of oil. A new type of "black-gold" is readily abundant from the earth's most abundant source of aromatic carbon: lignin. While fractionation of petroleum yields fuels and chemicals for a diverse set of industries, lignin fractionation using targeted catalysts has demonstrated the ability to generate monomers and oligomers rich in functional groups for polymer synthesis. This study explores the use of lignin-oil, generated from reductive catalytic fractionation of popular wood, to a hydroxyl-rich mixture of aromatics that is used to synthesize a thermoplastic non-isocyanate polyurethane. The lignin-oil is first converted to a cyclocarbonated derivative using a benign synthetic sequence and further polymerized with a diamine to yield the non-isocyanate TPU. While more work is underway to optimize the reaction conditions and meet typical mechanical properties of commercial materials, initial analysis shows thermoplastic behavior and flexible properties consistent with traditional thermoplastic polyurethanes.

BIOMASS FUELS↗
DOE OSTI2022

Economic and Environmental Analysis to Evaluate the Potential Value of Co-Optima Diesel Bioblendstocks to Petroleum Refiners

The U.S. petroleum refining sector is undergoing a period of historic transformation, catalyzed by the decarbonization of the U.S. economy. Diesel-boiling-range bioblendstocks have gained traction, owing to their superior fuel properties and environmental performance as compared to traditional petroleum fuels. This work couples refinery linear programming models with life cycle assessment to quantify the potential economic and environmental benefits, and trade-offs, of blending diesel-boiling-range bioblendstocks at petroleum refineries. Linear programming models were developed in Aspen Process Industry Modeling Systems (PIMS) for three representative petroleum refinery configurations of differing complexity. Seven diesel-boiling-range bioblendstocks: 4-butoxyheptane, 5-ethyl-4-propylnonane, soy biodiesel, sludge hydrothermal liquefaction diesel, polyoxymethylene ethers, renewable diesel, and hexyl hexanoate, were investigated to identify key fuel properties that influence refineries' economics and to track the effect of adding bioblendstocks on refinery-wide cradle-to-gate greenhouse gases (GHG) emissions. These analyses considered blending levels from 10 to 30 vol% and fuel demand projections over the period 2040 to 2050. This analysis determines that bioblendstock sulfur content and cetane number are the primary fuel attributes with the potential to provide value to refiners. Life cycle assessment results indicate that the use of diesel-boiling-range bioblendstocks can reduce cradle-to-gate refinery GHG emissions by up to ~ 40 % relative to conventional refinery operations when considering carbon uptake in the supply chain of the bioblendstock. Refinery-wide marginal GHG abatement costs range from 120 to 3,600 USD2016/metric tons carbon dioxide equivalent avoided across the scenarios evaluated. Reducing the price of bioblendstocks is identified as a key to their adoption.

ADVANCED PROPULSION SYSTEMS,BIOMASS FUELS,ENERGY P↗
NASA NTRS1981

Catalytic combustion of residual fuels

A noble metal catalytic reactor was tested using two grades of petroleum derived residual fuels at specified inlet air temperatures, pressures, and reference velocities. Combustion efficiencies greater than 99.5 percent were obtained. Steady state operation of the catalytic reactor required inlet air temperatures of at least 800 K. At lower inlet air temperatures, upstream burning in the premixing zone occurred which was probably caused by fuel deposition and accumulation on the premixing zone walls. Increasing the inlet air temperature prevented this occurrence. Both residual fuels contained about 0.5 percent nitrogen by weight. NO sub x emissions ranged from 50 to 110 ppm by volume at 15 percent excess O2. Conversion of fuel-bound nitrogen to NO sub x ranged from 25 to 50 percent.

Bulzan, D. L.↗
DOE OSTI2020

Impact of Selected High-Performance Fuel Blends on Three-Way Catalyst Light Off under Synthetic Spark-Ignition Engine-Exhaust Conditions

The U.S. Department of Energy funded Co-Optimization of Fuels and Engines initiative aims to simultaneously develop advanced engines along with high-performance fuels to reduce petroleum consumption. The engine exhaust of spark-ignited light-duty vehicles contains pollutants such as nitrogen oxides, carbon monoxide (CO), and non-methane organic gases. When operated above their “light-off” temperature, three-way catalysts (TWCs) efficiently control the emissions of these pollutants from the vehicle exhaust. However, below the catalyst light-off temperature, during cold start, the TWCs are not effective. Thus, the stringent environmental regulations necessitate cold-start compliance of advanced engines operating on novel fuels for commercialization. Exhaust composition strongly impacts the effectiveness of TWCs. Hence, ensuring that the high-performance fuels under consideration do not have detrimental effects on current emissions control technology is necessary. To mitigate cold-start emissions, a low light-off temperature of the fuel on the TWC is desirable. As real-world fuels are multicomponent blends, we conducted investigations into the light-off behavior of representative fuel mixtures on a three-mode redox-aged commercial TWC under synthetic engine-exhaust conditions. The high-performance fuels in this study included 10–30% volumetric levels of ethanol, isobutanol, diisobutylene, and an aromatic mixture. Each of these high-performance fuel components was mixed into a gasoline surrogate blendstock for oxygenate blending (BOB). Our results showed that aromatics and alkenes in the surrogate BOB inhibit low-temperature reactivity of alkanes, alcohols, and CO on the TWC and dominate the blend light-off behavior. All the high-performance fuel blends had a very similar light-off behavior to the surrogate gasoline BOB, indicating that blending up to 30% (by vol.) of high-performance blendstocks in a gasoline base fuel can potentially reduce greenhouse gas emissions through improved engine efficiency and petroleum displacement without jeopardizing the ability to meet emissions regulations. While some high-performance blendstocks demonstrated lower light-off temperatures than a surrogate gasoline blend, taking advantage of the higher catalytic reactivity of these blendstocks to reduce cold-start emissions would require reducing the aromatic content in petroleum-based market fuels.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

Advancing Ethanol-to-Jet cost Effectiveness via direct conversion to n -Butene-Rich olefins and Co-Product Valorization

Ethanol is a promising feedstock for sustainable aviation fuel production; however, conventional routes face significant energy and cost challenges, particularly due to the ethanol dehydration step to ethylene. Here, this study leverages breakthrough experimental data to perform comprehensive techno-economic and life-cycle assessments of an innovative ethanol-to-jet process. The process employs a single-step catalytic conversion, enabled by multifunctional Cu-ZrO 2 /SBA-16 catalyst, to directly upgrade ethanol into a mixed olefin stream rich in n-butene. The single-step conversion eliminates the costly ethanol dehydration step in the conventional process. High selectivity toward n-butene offers key advantages: it simplifies downstream oligomerization into jet-range hydrocarbons and enables the co-production of renewable n-butene alongside sustainable aviation fuel. The analysis estimates a minimum fuel selling price as low as $\$$2.50 per gallon, whether using corn ethanol or cellulosic ethanol from corn stover. Life cycle CO 2 equivalent emissions are projected to be as low as 10.6 g CO 2 eq/MJ sustainable aviation fuel, representing over 70% reduction compared to conventional petroleum-based jet fuel. This one-step ethanol upgrading approach not only facilitates SAF and n-butene co-production but also provides operational flexibility. The ability to tailor product outputs allows the ethanol-to-jet process to adapt to varying feedstocks, incentive programs, and market dynamics, ultimately enhancing the economic viability of sustainable aviation fuel production.

Xu, Yiling [Pacific Northwest National Laboratory ↗
DOE OSTI2021

Estimating induced land use change emissions for sustainable aviation biofuel pathways

Sustainable aviation fuels (SAFs) are expected to play an essential role in achieving the aviation industries’ goal of carbon-neutral growth. However, producing biomass-based SAFs may induce changes in global land use and the associated carbon stock. The induced land use change (ILUC) emissions, as a part of the full life-cycle emissions for SAF pathways, will affect whether and to what extent SAFs reduce emissions compared with petroleum-based jet fuels. Here, we estimate the ILUC emission intensity for seventeen SAF pathways considered by the International Civil Aviation Organization (ICAO), covering five ASTM-certified technologies, nine biomass-based feedstocks, and four geographical regions. We introduce the SAF pathways into a well-established computable general equilibrium (CGE) model, GTAP-BIO, and its coupled emission accounting model, AEZ-EF, to study economy-wide implications of SAF production and estimate ILUC emissions intensity for each pathway. The estimated SAF ILUC emission intensities, using a 25-year amortization period, range from -58.5 g CO 2 e MJ -1 for the USA miscanthus alcohol (isobutanol)-to-jet (ATJ) pathway to 34.6 g CO 2 e MJ -1 for the Malaysia & Indonesia palm oil Hydrotreated Esters of Fatty Acids (HEFA) pathway. Notably, the vegetable oil pathways tend to have higher ILUC emission intensities due to their linkage to palm expansion and peatland oxidation in Southeast Asia. The cellulosic pathways studied provide negative ILUC emissions, mainly driven by the high carbon sequestrations in crop biomass and soil. Using the core life-cycle emissions established by ICAO, we show that fifteen of the assessed pathways have a lower full life-cycle emission intensity than petroleum-based jet fuels (89 g CO 2 e MJ -1 ), offering promising options to reduce aviation emissions.

09 BIOMASS FUELS↗
NASA NTRS2007

A Rapid Survey of the Compatibility of Selected Seal Materials with Conventional and Semi-Synthetic JP-8

Since the synthesis of a liquid hydrocarbon fuel from coal by Franz Fischer and Hans Tropsch in 1923, there has been cyclic interest in developing this fuel for military and commercial applications. In recent years the U.S. Department of Defense has taken interest in producing a unified battlespace fuel using the Fischer Tropsch (FT) process for a variety of reasons including cost, quality, and logistics. In the past year there has been a particular emphasis on moving quickly to demonstrate that an FT fuel can be used in the form of a blend with conventional petroleum-derived jet fuel. The initial objective is to employ this semi-synthetic fuel with blend ratios as high as 50 percent FT with longer range goals to use even high blend ratios and ultimately a fully synthetic jet fuel. A significant concern associated with the use of a semi-synthetic jet fuel with high FT blend ratios is the effect these low aromatic fuels will have on fuel-wetted polymeric materials, most notably seals and sealants. These materials typically swell and soften to some degree when exposed to jet fuel and the aromatic content of these fuels contribute to this effect. Semi-synthetic jet fuels with very low aromatic contents may cause seals and sealants to shrink and harden leading to acute or chronic failure. Unfortunately, most of the material qualification tests are more concerned with excessive swelling than shrinkage and there is little guidance offered as to an acceptable level of shrinkage or other changes in physical properties related to low aromatic content. Given the pressing need for guidance data, a program was developed to rapidly survey the volume swell of selected fuel-wetted materials in a range of conventional and semi-synthetic jet fuels and through a statistical analysis to make a determination as to whether there was a basis to be concerned about using fuels with FT blend ratios as high as 50 percent. Concurrent with this analysis data was obtained as to the composition of the fuel absorbed in fuel-wetted materials through the use of GC-MS analysis of swollen samples as well as other supporting data. In this presentation the authors will present a summary of the results of the volume swell and fuel absorbed by selected O-rings and sealants as well as a description of the measurement protocols developed for this program.

Graham, John L.↗