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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 19 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Impact of low reactivity fuel type on low load combustion, emissions, and cyclic variations of diesel-ignited dual fuel combustion

In this study, cyclic variations in dual fuel combustion with diesel ignition of three different low reactivity fuels (methane, propane, and gasoline) are examined under identical operating conditions. Experiments were performed on a single cylinder research engine (SCRE) at a low load of 3.3 bar brake mean effective pressure (BMEP). The start of injection (SOI) of diesel was varied from 280 to 330 absolute crank angle degrees (CAD). Engine speed, rail pressure, and boost pressure were held constant at 1500 rpm, 500 bar, and 1.5 bar, respectively. The energy substituted by the low reactivity fuel was fixed at 80% of the total energy input. It was found that diesel-methane (DM) and diesel-propane (DP) combustion were affected by diesel mixing to a greater extent than diesel-gasoline (DG) combustion due to the higher reactivity of gasoline. The magnitude of low temperature heat release was greatest for DG combustion followed by DM and DP combustion for all SOIs. The ignition delay for DG combustion was the shortest, followed by DM and DP combustion. DM and DP combustion exhibited more cyclic variations than DG combustion. Cyclic variations decreased for DM and DP combustion when SOI was advanced; however, DG combustion cyclic variations remained essentially constant for all SOIs. Earlier SOIs (280, 290, 300, and 310 CAD) for DM and (280, 290, and 300 CAD) for DP combustion indicated some prior-cycle effects on the combustion and IMEP (i.e. some level of determinism).

Engineering↗
DOE OSTI2019

Search for Low-Mass Dark Matter with CDMSlite Using a Profile Likelihood Fit

The Cryogenic Dark Matter Search low ionization threshold experiment (CDMSlite) searches for interactions between dark matter particles and germanium nuclei in cryogenic detectors. The experiment has achieved a low energy threshold with improved sensitivity to low-mass (<10 GeV/c2) dark matter particles. We present an analysis of the final CDMSlite data set, taken with a different detector than was used for the two previous CDMSlite data sets. This analysis includes a data "salting" method to protect against bias, improved noise discrimination, background modeling, and the use of profile likelihood methods to search for a dark matter signal in the presence of backgrounds. We achieve an energy threshold of 70 eV and significantly improve the sensitivity for dark matter particles with masses between 2.5 and 10 GeV/c2 compared to previous analyses. We set an upper limit on the dark matter-nucleon scattering cross section in germanium of 5.4×10-42 cm2 at 5 GeV/c2, a factor of ~2.5 improvement over the previous CDMSlite result.

Agnese, R↗
DOE OSTI2019

Low-Energy, Low-Cost Ethylene Production by Low-Temperature Oxidative Coupling of Methane

Ethylene, one of the highest volume production chemicals in the U.S. and globally, is an essential chemical building block that is used to manufacture countless products, from packaging to antifreeze to tires. Most ethylene is produced via a process called steam cracking, where the feedstock (mostly ethane, sometimes naphtha or propane) is heated to high temperatures over a catalyst. The naphtha feedstock typically comes from petroleum refineries, while ethane is becoming increasingly used as a feedstock in the U.S. due to the rise in domestic natural gas production from shale resources. However, steam cracking is energy intensive and occurs in large- scale facilities. Low-temperature oxidative coupling of methane (LT-OCM) is an alternative ethylene production method that converts methane (natural gas) and optionally ethane to ethylene in a single-step, energy-producing conversion system using an innovative process. While OCM has been studied for over 30 years due to its potential to reduce ethylene production cost, past efforts did not result in a viable catalyst with performance needed for commercialization. These catalysts, while at times achieving promising yield and selectivity, were hampered by very high operating temperatures, low activities, and short lifetimes on the order of hours to days. Recognizing this, Siluria applied a combination of new innovations in catalyst development and a thorough definition and understanding of the problem to develop unique catalysts that enable commercialization of OCM. The OCM catalysts operate at significantly lower temperature (several hundreds of degrees lower) and practical operating pressures (5-10 atmospheres), have high activities and standard lifetimes of years under said conditions. In addition, the simple process provides excellent scalability and flexibility, especially when compared to today’s mega-scale steam crackers, thus enabling small- volume “distributed scale” reactors for on-demand ethylene production for applications such as on-site conversion of ethylene to high value polymer derivatives.

02 PETROLEUM↗
NASA NTRS1975

Low speed aerodynamic characteristics of a transport model having 42.33 deg swept low wing with supercritical airfoil, double-slotted flaps, and T-tail or low tail

A low-speed investigation was conducted in the Langley V/STOL tunnel over an angle-of-attack range of approximately 4 deg to 24 deg to determine the static longitudinal stability characteristics and high lift performance of a general research model which represented an advanced subsonic transport configuration. The model had a 42.33 deg swept, aspect ratio 7.05 wing with a supercritical airfoil and high lift system consisting of a leading edge device (slat or Kruger flap) and a double-slotted flap. The flaps were deflected for take off and landing configurations and were not deflected for tests of the clean configuration. The model was tested with the horizontal tail in either a T tail or low tail position. The effects of various arrangements of flowthrough nacelles which represent a three engine configuration (two large wing-mounted nacelles and a vertical tail mounted nacelle) and a four engine configuration (four smaller wing-mounted nacelles) were determined.

Fournier, P. G.↗
NASA NTRSDate not supplied

Integration of Low-Fidelity MDO and CFD-Based Redesign of Low-Boom Supersonic Transports

A mixed-fidelity low-boom multidisciplinary optimization (MDO) problem is formulated for integration of low-fidelity MDO and computational fluid dynamics (CFD) based low-boom inverse design optimization. The mixed-fidelity low-boom MDO problem aims to enforce the weight consistency for CFD-based low-boom inverse design optimization: the optimum low-boom configuration is designed for the weight at the start of cruise of the same configuration for the low-boom overland mission. Moreover, it also seeks the optimum trades among the maximum takeoff gross weight (MTOGW), cruise Mach, and range for the low-boom overland mission while meeting the requirement of flying a transatlantic overwater mission. A block coordinate optimization (BCO) method is developed to find an approximate solution of the mixed-fidelity low-boom MDO problem. The BCO method is successfully applied to generate two CFD-based low-boom configurations that closely match two reversed equivalent area targets with ground noise levels below 70 PLdB, respectively. Moreover, these CFD-based low-boom configurations can be obtained with minor wing modifications from the solutions of the low-fidelity MDO problem. The low-fidelity MDO solutions are Pareto points for constrained multiobjective optimization of MTOGW, low-boom cruise Mach, and low-boom range. The best low-boom concept has a predetermined fuselage shape tailored for passengers and main gear storage, carries 40 passengers at seat pitch of 48 in, flies a low-boom overland mission with cruise Mach of 1.8 and range of 2,950 nm, cruises overwater at Mach 1.8 with range of 3,600 nm, satisfies the specified constraints for landing/cruise/takeoff, has MTOGW of 145,164 lb, trims the low-boom cruise flight with fuel redistributions instead of control surface deflections, and has a reversed equivalent area distribution closely matching a target with ground noise level below 70 PLdB.

multidisciplinary optimization↗
NASA NTRSDate not supplied

Integration of Low-Fidelity MDO and CFD-Based Redesign of Low-Boom Supersonic Transports

A mixed-fidelity low-boom multidisciplinary optimization (MDO) problem is formulated for integration of low-fidelity MDO and computational fluid dynamics (CFD) based low-boom inverse design optimization. The mixed-fidelity low-boom MDO problem aims to enforce the weight consistency for CFD-based low-boom inverse design optimization: the optimum low-boom configuration is designed for the weight at the start of cruise of the same configuration for the low-boom overland mission. Moreover, it also seeks the optimum trades among the maximum takeoff gross weight (MTOGW), cruise Mach, and range for the low-boom overland mission while meeting the requirement of flying a transatlantic overwater mission. A block coordinate optimization (BCO) method is developed to find an approximate solution of the mixed-fidelity low-boom MDO problem. The BCO method is successfully applied to generate two CFD-based low-boom configurations that closely match two reversed equivalent area targets with ground noise levels below 70 PLdB, respectively. Moreover, these CFD-based low-boom configurations can be obtained with minor wing modifications from the solutions of the low-fidelity MDO problem. The low-fidelity MDO solutions are Pareto points for constrained multiobjective optimization of MTOGW, low-boom cruise Mach, and low-boom range. The best low-boom concept has a predetermined fuselage shape tailored for passengers and main gear storage, carries 40 passengers at seat pitch of 48 in, flies a low-boom overland mission with cruise Mach of 1.8 and range of 2,950 nm, cruises overwater at Mach 1.8 with range of 3,600 nm, satisfies the specified constraints for landing/cruise/takeoff, has MTOGW of 145,164 lb, trims the low-boom cruise flight with fuel redistributions instead of control surface deflections, and has a reversed equivalent area distribution closely matching a target with ground noise level below 70 PLdB.

low-boom supersonic transports↗
NASA NTRS2021

Integration of Low-Fidelity MDO and CFD-Based Redesign of Low-Boom Supersonic Transports

A mixed-fidelity low-boom multidisciplinary optimization (MDO) problem is formulated for integration of low-fidelity MDO and computational fluid dynamics (CFD) based low-boom inverse design optimization. The mixed-fidelity low-boom MDO problem aims to enforce the weight consistency for CFD-based low-boom inverse design optimization: the optimum low-boom configuration is designed for the weight at the start of cruise of the same configuration for the low-boom overland mission. Moreover, it also seeks the optimum trades among the maximum takeoff gross weight (MTOGW), cruise Mach, and range for the low-boom overland mission while meeting the requirement of flying a transatlantic overwater mission. A block coordinate optimization (BCO) method is developed to find an approximate solution of the mixed-fidelity low-boom MDO problem. The BCO method is successfully applied to generate two CFD-based low-boom configurations that closely match two reversed equivalent area targets with ground noise levels below 70 PLdB, respectively. Moreover, these CFD-based low-boom configurations can be obtained with minor wing modifications from the solutions of the low-fidelity MDO problem. The low-fidelity MDO solutions are Pareto points for constrained multiobjective optimization of MTOGW, low-boom cruise Mach, and low-boom range. The best low-boom concept has a predetermined fuselage shape tailored for passengers and main gear storage, carries 40 passengers at seat pitch of 48 in, flies a low-boom overland mission with cruise Mach of 1.8 and range of 2,950 nm, cruises overwater at Mach 1.8 with range of 3,600 nm, satisfies the specified constraints for landing/cruise/takeoff, has MTOGW of 145,164 lb, trims the low-boom cruise flight with fuel redistributions instead of control surface deflections, and has a reversed equivalent area distribution closely matching a target with ground noise level below 70 PLdB.

low-boom supersonic transports↗
NASA NTRS2005

A low-volume, low-mass, low-power UHF proximity micro-transceiver for Mars Exploration

UHF half-duplex micro-transceiver measuring 1 cubic centimeter, weighing less than 10 grams, and operating at 40 mW on receive and 50mW, 300mW, or 3W on transmit is described. The micro-transceiver is being designed for future Mars exploration missions, but can be adapted for other proximity links. It supports transmission rates up to 256 ksps and higher in BPSK or QPSK format for data return and receives command/control instructions at up to 8 ksps. In addition to its low mass/power features, temperature compensated circuit and system design and radiation tolerance allow operation outside of large shielded enclosures, further reducing the mass and complexity of exploration vehicles.

Silicon-on-Sapphire (SOS)↗
DOE OSTI2019

International Low Level Waste Management Practices and Technical Bases for Very Low Level Waste Classification - 19415

Different countries around the globe use varying schemes for the classification of radioactive waste. Many countries use adaptations of the International Atomic Energy Agency (IAEA) waste classification scheme. The United States uses the Class A, B, and C waste classification scheme that is loosely based on the IAEA concepts. Classification may be based on concentration limits or dose rate limits or a combination of concentration and dose rate limits. In some countries the existence of very low-level waste categories allows nuclear power plant waste to be disposed of in hazardous waste or shallow land burial sites separate from low and intermediate level waste disposal facilities. In the United States, the very low-level waste (VLLW) classification does not exist. Nuclear power plants use alternative disposal procedures under 10CFR20.2002 and other licensed processes in agreement states in order to dispose of very low activity waste in hazardous waste disposal sites. [1] Disposal of VLLW in hazardous waste or separate VLLW facilities is generally more cost effective than disposing of waste in radioactive waste sites and is protective of the health and safety of the public. This can become an important factor when large volumes of very low activity waste are generated during decommissioning of nuclear power plants. The Electric Power Research Institute (EPRI) Radiation Safety (RS) Program has developed technical bases for the establishment of a very low-level waste category. EPRI studied how VLLW waste is defined, managed, and disposed of in various countries. This included the study of disposal site design, characteristics, and how these sites protect the health and safety of the environment and the public from low levels of radioactivity. EPRI conducted a cost benefit analysis to understand the economic impact of disposing VLLW in hazardous waste disposal sites versus low-level waste disposal sites. Finally, EPRI calculated potential radionuclide limits that may be used to define very low-level waste. The purpose of this work was to provide an example of how one might approach defining limits for VLLW. The same or similar approaches could be applied to derive radionuclide limits for different dose limit objectives. This paper presents the results of research that explored the waste management and disposal practices at six countries around the world with additional focus and details on the implementation of the very low-level waste category. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2021

Thermal Stability and Lattice Strain Evolution of High-Nb-Containing TiAl Alloy under Low-Cycle-Fatigue Loading

The micromechanical behavior and the effect of temperature on the micromechanical mechanism of high-Nb-containing TiAl alloy during low-cycle fatigue still remain uncertain. Herein, in situ and ex situ synchrotron-based high-energy X-ray (HEXRD) experiment results reveal that the gamma and omega(o) phases suffer compressive lattice strains but the lattice strain in the alpha(2) phase evolves from tensile to compressive during low-cycle fatigue at 900 degrees C. In addition, the three phases suffer compressive lattice strains during cooling to room temperature, which could result in larger compressive lattice strains in gamma and omega(o) phases and the change of the lattice strain state in the alpha(2) phase. The peak-broadening results show gamma recrystallization is dominant in the interrupted low-cycle-fatigue samples, whereas inhomogeneous deformation occurs in the failed low-cycle-fatigue samples. The performed synchrotron diffraction experiments offer a deeper insight into the phase transformations and micromechanism of TiAl alloy during low-cycle fatigue.

cyclic stress-strain behavior↗
DOE OSTI2023

Mobility Gaps between Low-Income and Not Low-Income Households: A Case Study in New York State

Understanding the travel challenges faced by low-income residents has always been and continues to be one of the most important transportation equity topics. This study aims to explore the mobility gaps between low-income households (HHs) and not low-income HHs, and how the gaps vary within different socio-demographic population groups in New York State (NYS). The latest National Household Travel Survey data was used as the primary data source for the analysis. The study first employed the K-prototype clustering algorithm to categorize the HHs in NYS based on their socio-demographic attributes. Five population groups were identified based on nine different household (HH) features such as HH size, vehicle ownership, and elderly status of its members. Then, the mobility differences, measured by trip frequency, trip distance, travel time, and person miles traveled, were examined among the five population groups. Results suggest that the individuals in low-income HHs consistently took fewer trips and made shorter trips compared to their not low-income counterparts in NYS. The travel distance gaps were most obvious among white HHs with more vehicles than drivers. In addition, while the population from low-income HHs made shorter trips on average (2.7 mi shorter per trip), they experienced longer travel time than those from not low-income HHs (1.8 min longer per trip). These key findings provide a deeper understanding of the travel behavior disparities between low-income and not low-income households. The findings could also support policymakers and transportation planners in addressing the critical needs of residents in low-income households in NYS and provide inputs for designing a more equitable transportation system.

Liu, Yuandong↗
NASA NTRSDate not supplied

Assessment of Off-Design Low-Boom Characteristics of a Low-Boom Supersonic Transport

Most conceptual design methods for low-boom supersonic aircraft are developed for achieving an undertrack low-boom goal at the start of cruise. Although attempts have been made to design a supersonic aircraft achieving a low-boom goal for multiple azimuthal angles at the start of cruise, one unanswered question in inverse design optimization is how to define an achievable low-boom goal for multiple azimuthal angles. This paper proposes a new analysis method to assess off-design low-boom characteristics of a low-boom supersonic transport designed for an undertrack low-boom goal at the start of cruise. This method opens a potentially feasible path for conceptual design of a supersonic aircraft that has desired low-boom characteristics over the primary boom carpet for the entire cruise segment.

Low-boom supersonic transport↗
NASA NTRSDate not supplied

Assessment of Off-Design Low-Boom Characteristics of a Low-Boom Supersonic Transport

Most design methods for a low-boom supersonic aircraft were developed for achieving an undertrack low-boom goal at the start of cruise. Attempts were made to design a supersonic aircraft achieving a low-boom goal for multiple azimuthal angles at the start of cruise. One unanswered question is how to define an achievable low-boom goal for multiple azimuthal angles at the start of cruise. This paper proposes a new analysis method to assess off-design low-boom characteristics of a low-boom supersonic transport designed for an undertrack low-boom goal at the start of cruise. This method opens a potentially feasible path for designing a supersonic aircraft that has the desired low-boom characteristics over the primary boom carpet for the entire cruise segment.

Low-boom supersonic transport↗