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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

Slashing Platinum Group Metals (PGM) in Catalytic Converters: An Atoms-to-Autos Approach

Platinum group metals (PGMs) are used in three-way catalysts (TWCs) for stoichiometric gasoline engine vehicles to simultaneously convert carbon monoxide, hydrocarbons, and nitrogen oxides into nitrogen, carbon dioxide and water. For US light duty gasoline vehicles, about 3-8 grams of PGMs are used in each catalytic converter system and the PGM loading is expected to increase for future vehicles, driven by increasingly stringent emissions standards, potentially lower engine exhaust temperatures, and higher emission control system durability requirements. The technical necessity for the current high PGM loadings is largely driven by: 1) poor atomic efficiency (or metal dispersion) of PGMs on catalyst supports with the current synthesis approaches, and 2) severe deactivation of unstable PGM nanoparticles in high temperature engine exhaust. Therefore, the project team will develop catalyst technologies that not only maximize the PGM atom efficiency and intrinsic activity in the fresh state, but also maintain the benefits during aging with extended exposure in engine exhaust.

36 MATERIALS SCIENCE↗

NO, NO2. NOx measurements; SGP GIF; April 2022

This file contains measurements of nitric oxide (NO), nitrogen dioxide (NO2), and nitrogen oxides (NOx = NO + NO1). Measurements were made using a Teledyne NO-NOx Analyzer Model T200UP. Zeros were conducted daily and calibrations were completed at the end of the campaign. The instrument was located at the Atmospheric Radiation Measurement Southern Great Plains Guest Instrumentation Facility and measured from April 9, 2022 to May 6, 2022. The file is in ICARTT format.

54 ENVIRONMENTAL SCIENCES↗

NO, NO2. NOx measurements; SGP GIF; May 2023

This file contains measurements of nitric oxide (NO), nitrogen dioxide (NO2), and nitrogen oxides (NOx = NO + NO2). Measurements were made using a Teledyne NO-NOx Analyzer Model T200UP. Zeros were conducted daily and calibrations were completed at the end of the campaign. The instrument was located at the Atmospheric Radiation Measurement Southern Great Plains Guest Instrumentation Facility and measured from April 30, 2023 to May 31, 2023. The file is in ICARTT format.

54 ENVIRONMENTAL SCIENCES↗

NO, NO2. NOx measurements; SGP GIF; May 2023

This file contains measurements of nitric oxide (NO), nitrogen dioxide (NO2), and nitrogen oxides (NOx = NO + NO2). Measurements were made using a Teledyne NO-NOx Analyzer Model T200UP. Zeros were conducted daily and calibrations were completed at the end of the campaign. The instrument was located at the Atmospheric Radiation Measurement Southern Great Plains Guest Instrumentation Facility and measured from April 30, 2023 to May 31, 2023. The file is in ICARTT format.

54 ENVIRONMENTAL SCIENCES↗

Combustor exhaust-emissions and blowout-limits with diesel number 2 and Jet A fuels utilizing air-atomizing and pressure-atomizing nozzles

The effect of fuel properties on exhaust emissions and blowout limits of a high-pressure combustor segment is evaluated using a splash-groove air-atomizing fuel injector and a pressure-atomizing simplex fuel nozzle to burn both diesel number 2 and Jet A fuels. Exhaust emissions and blowout data are obtained and compared on the basis of the aromatic content and volatility of the two fuels. Exhaust smoke number and emission indices for oxides of nitrogen, carbon monoxide, and unburned hydrocarbons are determined for comparison. As compared to the pressure-atomizing nozzle, the air-atomizing nozzle is found to reduce nitrogen oxides by 20%, smoke number by 30%, carbon monoxide by 70%, and unburned hydrocarbons by 50% when used with diesel number 2 fuel. The higher concentration of aromatics and lower volatility of diesel number 2 fuel as compared to Jet A fuel appears to have the most detrimental effect on exhaust emissions. Smoke number and unburned hydrocarbons are twice as high with diesel number 2 as with Jet A fuel.

Ingebo, R. D.↗

Fumigation of Alcohol in a Light Duty Automotive Diesel Engine

A light-duty automotive Diesel engine was fumigated with methanol in amounts up to 35% and 50% of the total fuel energy respectively in order to determine the effect of alcohol fumigation on engine performance at various operating conditons. Engine fuel efficiency, emissions, smoke, and the occurrence of severe knock were the parameters used to evaluate performance. Raw exhaust particulate and its soluble organic extract were screened for biological activity using the Ames Salmonella typhimurium assay. Results are given for a test matrix made up of twelve steady-state operating conditions. For all conditions except the 1/4 rack (light load) condition, modest thermal efficiency gains were noted upon ethanol fumigation. Methanol showed the same increase at 3/4 and full rack (high load) conditions. However, engine roughness or the occurrence of severe knock limited the maximum amount of alcohol that could be fumigated. Brake specific nitrogen oxide concentrations were found to decrease for all ethanol conditions tested. Oxides of nitrogen emissions, on a volume basis, decreased for all alcohol conditions tested. Based on the limited particulate data analyzed, it appears that ethanol fumigation, like methanol fumigation, while lowering the mass of particulated emitted, does enhance the biological activity of that particulate.

Broukhiyan, E. M. H.↗

Observations and theories related to Antarctic ozone changes

In 1985, there was a report of a large, sudden, and unanticipated decrease in the abundance of springtime Antarctic ozone over the last decade. By 1987, ozone decreases of more than 50 percent in the total column, and 95 percent locally between 15 and 20 km, had been observed. The scientific community quickly rose to the challenge of explaining this remarkable discovery; theoreticians soon developed a series of chemical and dynamical hypotheses to explain the ozone loss. Three basic theories were proposed to explain the springtime ozone hole. (1) The ozone hole is caused by the increasing atmospheric loadings of manmade chemicals containing chlorine (chlorofluorocarbons (CFC's) and bromine (halons)). These chemicals efficiently destroy ozone in the lower stratosphere in the Antarctic because of the special geophysical conditions, of an isolated air mass (polar vortex) with very cold temperatures, that exist there. (2) The circulation of the atmosphere in spring has changed from being predominantly downward over Antarctica to upward. This would mean that ozone poor air from the troposphere, instead of ozone rich air from the upper stratosphere, would be transported into the lower Antarctic stratosphere. (3) The abundance of the oxides of nitrogen in the lower Antarctic stratosphere is periodically enhanced by solar activity. Nitrogen oxides are produced in the upper mesosphere and thermosphere and then transported downward into the lower stratosphere in Antarctica, resulting in the chemical destruction of ozone. The climatology and trends of ozone, temperature, and polar stratospheric clouds are discussed. Also, the transport and chemical theories for the Antarctic ozone hole are presented.

Hartmann, D.↗

Determination of Highly Accurate Heats of Formation

Two approaches for directly computing a molecular heat of formation based on sophisticated ab initio electronic structure theory axe discussed and example calculations are presented for several molecules of interest in atmospheric chemistry including HNO and CICN. The accuracy of these approaches for a small subset of the molecules is demonstrated by comparison to very accurate experimental data. A third approach for evaluating accurate heats of formation consists of combining experimental and theoretical data. The potential for this method to provide reliable thermochemical data on many molecules using accurate experimental beats of formation for only a small number of species is demonstrated by giving accurate (Delta)H(sup 0, sub f) quantities for a host of fluorine, chlorine, and bromine oxide and nitrogen oxide compounds. Potential pitfalls in all three approaches are discussed.

Lee, Timothy J.↗

Mars Ascent Vehicle Hybrid Propulsion Development

Hybrid propulsion is being investigated as a propulsion method for a possible Mars Ascent Vehicle (MAV) application. MAV is part of a proposed larger Mars Sample Return (MSR) campaign plan to bring samples from Mars to earth for examination. The Mars Ascent Vehicle would launch Mars surface samples found and packaged by the Mars 2020 mission to orbit around Mars. This version of hybrid propulsion is based on a wax based solid fuel, called SP7A, and a Mixed Oxides of Nitrogen oxidizer, MON-25. SP7 is a new fuel formulation developed by Space Propulsion Group and was modified for this application to be resistant to Mars temperature extremes and modified again to lower the regression rate to become SP7A. MON-25 was chosen for its low freezing temperature. Due to cost constraints, MON-3 was the oxidizer used during testing through 2018. In 2019, full scale hybrid testing with MON-25 commenced in Mojave, CA by Whittinghill Aerospace. One flight motor will be subjected to thermal cycling in a vacuum and later fired in a vacuum to demonstrate the proposed Liquid Injection Thrust Vector Control system performance at White Sands Test Facility (WSTF). In addition, there will be MON-25 characterization work done at Purdue University and WSTF. Additional testing of subscale and full scale motors will be conducted with MON-3 with fuel grain stress, fuel grain support and case design test objectives by Space Propulsion Group Inc. of Butte, MT. This paper documents some of the testing, issues and accomplishments with the MAV hybrid propulsion option that is being considered (along with a two-stage solid propulsion option).

Story, G. T.↗

Effect of premixing quality on oxides of nitrogen in gas turbine combustors foi HC

Experiments were conducted to determine the effectiveness of several premixing prevaporizing gas turbine combustor designs in reducing formation of oxides of nitrogen at the supersonic cruise condition. An atomized spray from a single injector mounted on the axis of the mixer tube produced a high initial concentration of fuel near the axis and only moderate premixed conditions entering the combustor. A fuel spray produced by 12 flush-mounted normal injection orifices in the mixer tube wall produced a good initial despersion of fuel and resulted in nearly complete premixing. Oxides of nitrogen emission levels of the order of 0.2 g NO2/kg fuel were obtained at 99 percent combustion efficiency at an equivalence ratio of 0.4. Overall total pressure drop was less than 3 percent through the 1-meter combustor module.

Roffe, G.↗

The nitrogen cycle: Atmosphere interactions

Atmospheric interactions involving the nitrogen species are varied and complex. These interactions include photochemical reactions, initiated by the absorption of solar photons and chemical kinetic reactions, which involve both homogeneous (gas-to-gas reactions) and heterogeneous (gas-to-particle) reactions. Another important atmospheric interaction is the production of nitrogen oxides by atmospheric lightning. The nitrogen cycle strongly couples the biosphere and atmosphere. Many nitrogen species are produced by biogenic processes. Once in the atmosphere nitrogen oxides are photochemically and chemically transformed to nitrates, which are returned to the biosphere via precipitation, dry deposition and aerosols to close the biosphere-atmosphere nitrogen cycle. The sources, sinks and photochemistry/chemistry of the nitrogen species; atmospheric nitrogen species; souces and sinks of nitrous oxide; sources; sinks and photochemistry/chemistry of ammonia; seasonal variation of the vertical distribution of ammonia in the troposphere; surface and atmospheric sources of the nitrogen species, and seasonal variation of ground level ammonia are summarized.

Levine, J. S.↗

Oxides of nitrogen and the clouds of Venus

Nitric oxide may be produced in the atmosphere of Venus by lightning storms in the clouds. The paper suggests that the odd nitrogen thus formed may play an important part in the chemistry of the clouds. Specifically, production rates for NO2 in the limiting case of high NO concentrations are estimated. If the NO density is high, it is suggested that NO2 may catalyse the production of sulfuric acid aerosol from sulfur dioxide and water vapor, and may also form nitrogen-sulfur compounds such as nitrosyl sulfuric acid, NOHSO4. The large partricles seen by the Pioneer Venus sounder probe may contain considerable quantities of NOHSO4. If this is the case, odd nitrogen must be present in the atmosphere in at least a parts-per-million mixing ratio.

Watson, A. J.↗

Green Propulsion : A NASA GSFC Assessment

In the ever-changing paradigm of efficient and capable spacecraft design, scientific missions continue pushing spacecraft subsystems to deliver effective solutions to meet challenging new mission/spacecraft applications. From an in-space storable liquid chemical propulsion perspective, monopropellant hydrazine is a dependable propellant. Bi-propellant architectures offer even superior performance, but add the complexity of a hypergolic fuel (hydrazine/ mono-methyl hydrazine) and oxidizer (Nitrogen Tetroxide/ mixed oxides of nitrogen) dual tank combination. These propulsion system designs (mono-propellant and bi-propellant) have high heritage, high propellant throughput qualified engines, widely tested material compatibility, qualified fluid delivery commercial-off-the-shelf components, known handling practices, and repeatable performance in successfully delivering on mission requirements. NASA and the broader propulsion community have historically selected hypergolic propellants for most mission applications. The space propulsion community has learned to successfully handle these highly toxic and hazardous materials, navigate the regulated use and the associated safety protocols, personnel protective equipment, and unique training standards – all requisite for loading spacecraft propulsion systems with hypergolic propellants. The question now arises as to what is next for in-space chemical propulsion? Is there an alternative, or even replacement, to the reliable hypergolic fluids, or propellant alternatives that promise increased mission benefits? With the evolution and proven advancements in innovative in-space green propellant technologies capable of delivering benefits to scientific missions, concern over the reliability and infusibility of this higher performing and safer to handle class of propellants is waning. As NASA science missions move forward with the potential flight infusion of green propulsion, NASA and the broader propulsion community are working to address remaining gaps in hardware development, reliability, performance, unique operational considerations, and risk mitigations for high value scientific assets.

Henry W. Mulkey↗

Aircraft Trajectory Design Based on Reducing the Combined Effects of Carbon-Dioxide, Oxides of Nitrogen and Contrails

Aircraft operations need to meet the combined requirements of safety, efficiency, capacity and reduced environmental impact. Aircraft routes can be made efficient by flying wind optimal routes. However, the desire to reduce the impact of aviation emissions and contrails may result in trajectories, which deviate from wind optimal trajectories leading to extra fuel use. The lifetime associated with different emissions and contrails varies from a few hours to several hundred years. The impact of certain gases depends on the amount and location of the emission, and the decision-making horizon, in years, when the impact is estimated. The Absolute Global Temperature Potential (AGTP) is used as a metric to measure the combined effects of emissions and contrails. This paper extends earlier work by the authors to include the effect of oxides of nitrogen in the development of aircraft trajectories to reduce the combined effects of carbon dioxide, oxides of nitrogen (NOX) and contrails. The methodology is applied to air traffic in the continental US. The paper shows the trade-offs between reducing emissions and the cost of extra fuel using a fuel sensitivity index, defined as the reduction in AGTP per kg of fuel. The paper shows the performance of the optimization strategy for decision intervals of 10, 25 and 100 years. Based on the simplified models, the inclusion of NOX emissions has a slight influence on the minimal climate impact trajectories when the decision horizons are around 25 years.

air trafic optimization↗

Interference of oxygen, carbon dioxide, and water vapor on the analysis for oxides of nitrogen by chemiluminescence

The interference of small concentrations (less than 4 percent by volume) of oxygen, carbon dioxide, and water vapor on the analysis for oxides of nitrogen by chemiluminescence was measured. The sample gas consisted primarily of nitrogen, with less than 100 parts per million concentration of nitric oxide, and with small concentrations of oxygen, carbon dioxide, and water vapor added. Results obtained under these conditions indicate that although oxygen does not measurably affect the analysis for nitric oxide, the presence of carbon dioxide and water vapor causes the indicated nitric oxide concentration to be too low. An interference factor - defined as the percentage change in indicated nitric oxide concentration (relative to the true nitric oxide concentration) divided by the percent interfering gas present - was determined for carbon dioxide to be -0.60 + or - 0.04 and for water vapor to be -2.1 + or - 0.3.

Maahs, H. G.↗

Prevaporization and premixing to obtain low oxides of nitrogen in gas turbine combustors

Tests were conducted to determine the effectiveness of prevaporization and premixing in reducing the formation of oxides of nitrogen in a gas turbine type combustor using liquid JP-5 fuel at the supersonic cruise condition. The combustor inlet temperature was 833 K (1500 R) at a pressure of 4 atmospheres and a reference velocity of 46 m/sec (150 ft/sec). An order of magnitude reduction in nitric oxide emissions was achieved. Nitric oxide emission indices as low as 0.6 gm NO2/kg fuel were measured at an equivalence ratio of 0.29 with one percent combustion inefficiency without vitiation of the mixer stream.

Roffe, G.↗

Nitrous oxide reduction by two partial denitrifying bacteria requires denitrification intermediates that cannot be respired

ABSTRACT Denitrification is a form of anaerobic respiration wherein nitrate (NO 3 − ) is sequentially reduced via nitrite (NO 2 − ), nitric oxide, and nitrous oxide (N 2 O) to dinitrogen gas (N 2 ) by four reductase enzymes. Partial denitrifying bacteria possess only one or some of these four reductases and use them as independent respiratory modules. However, it is unclear if partial denitrifiers sense and respond to denitrification intermediates outside of their reductase repertoire. Here, we tested the denitrifying capabilities of two purple nonsulfur bacteria,Rhodopseudomonas palustrisCGA0092 andRhodobacter capsulatusSB1003. Each had denitrifying capabilities that matched their genome annotation; CGA0092 reduced NO 2 − to N 2 , and SB1003 reduced N 2 O to N 2 . For each bacterium, N 2 O reduction could be used both for electron balance during growth on electron-rich organic compounds in light and for energy transformation via respiration in darkness. However, N 2 O reduction required supplementation with a denitrification intermediate, including those for which there was no associated denitrification enzyme. For CGA0092, NO 3 − served as a stable, non-catalyzable molecule that was sufficient to activate N 2 O reduction. Using a β-galactosidase reporter, we found that NO 3 − acted, at least in part, by stimulating N 2 O reductase gene expression. In SB1003, NO 2 − but not NO 3 − activated N 2 O reduction, but NO 2 − was slowly removed, likely by a promiscuous enzyme activity. Our findings reveal that partial denitrifiers can still be subject to regulation by denitrification intermediates that they cannot use. IMPORTANCE Denitrification is a form of microbial respiration wherein nitrate is converted via several nitrogen oxide intermediates into harmless dinitrogen gas. Partial denitrifying bacteria, which individually have some but not all denitrifying enzymes, can achieve complete denitrification as a community by cross-feeding nitrogen oxide intermediates. However, the last intermediate, nitrous oxide (N2O), is a potent greenhouse gas that often escapes, motivating efforts to understand and improve the efficiency of denitrification. Here, we found that at least some partial denitrifying N2O reducers can sense and respond to nitrogen oxide intermediates that they cannot otherwise use. The regulatory effects of nitrogen oxides on partial denitrifiers are thus an important consideration in understanding and applying denitrifying bacterial communities to combat greenhouse gas emissions.

Biotechnology & Applied Microbiology↗