SEARCH · Search NASA

Results for “MASS REDUCTION”

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.

SourceResearch connectionFrom yearThrough year

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 19 records

All sources NASA NTRS DOE OSTI

DOE OSTI2025

Initial Uncertainty Analysis of Carbon Tetrachloride Contamination and Remediation in the Ringold A and Lower Mud Units at the Central Plateau

The long-term effectiveness of groundwater cleanup at the Hanford Site Central Plateau depends on predictive models that can capture key uncertainties in contaminant fate and transport. Carbon tetrachloride (CCl 4 ), a persistent and toxic compound, presents particular challenges due to variability in degradation rates, uncertainty in initial plume distribution, and subsurface heterogeneity. These uncertainties directly influence plume persistence, migration pathways, and remedy performance, and thus must be systematically evaluated to support long-term remediation planning. To address these gaps, a large-scale Monte Carlo analysis was conducted using the Plateau to River (P2R) model framework. The modeling approach parameterized three primary uncertainty factors: (1) degradation rate, (2) initial plume distribution, and (3) hydraulic conductivity. Degradation was represented as a first-order process, with half-lives ranging from 70 to 700 years. Initial plume distributions were created using a geostatistical simulation method (sgsim), which generates many equally plausible versions of how contaminants might be distributed underground. From this, 100 different scenarios were mapped onto the P2R grid. Variability in hydraulic conductivity was represented in a similar way, with 100 scenarios each for the Ringold Lower Mud and Ringold A units (layers 6 and 7), based on fitted exponential variograms and conditioned to well data. In total, more than 1000 realizations were simulated to assess plume behavior under uncertainty. Results demonstrate that degradation kinetics exert the strongest control over plume persistence: Shorter half-lives produced rapid mass reduction, while longer half-lives yielded persistent plumes with limited attenuation. A nonlinear response was observed, with steep mass reductions at half-lives greater than 200 years and near-linear declines beyond this threshold, reflecting interactions between degradation and pumping. The initial plume distribution strongly influenced early transport patterns, with broader sources generating larger plume footprints, although pump-and-treat operations constrained plume migration to managed areas. By comparison, hydraulic conductivity variability in the Ringold units had only a secondary influence, modifying spreading behavior without altering the dominant migration pathways governed by source configuration and hydraulic controls. Overall, the analysis highlights that uncertainty in degradation rate and initial plume configuration are the primary drivers of variability in plume predictions, while conductivity heterogeneity plays a limited role. These findings underscore the need for improved site-specific data on degradation processes and source characterization to enhance the reliability of long-term performance assessments and to better inform remedial decision-making at the Central Plateau.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2023

Grid Cost and Total Emissions Reductions Through Mass Deployment of Geothermal Heat Pumps for Building Heating and Cooling Electrification in the United States

This report presents the results of a study on the potential grid impacts of national-scale mass deployment of geothermal heat pumps (GHPs) coupled with weatherization in single-family homes (SFHs) from 2022 to 2050. GHPs are a technology readiness level 10, commercially available technology across the United States. This study is an impact analysis only; installed costs and available land areas for installing GHPs are not accounted for in determining their estimated deployment. The three scenarios studied were (1) continuing to operate the grid as it is today (the Base scenario), (2) a scenario to reach 95% grid emissions reductions by 2035 and 100% clean electricity by 2050 (the Grid Decarbonization scenario), and (3) a scenario in which the Grid Decarbonization scenario is expanded to include the electrification of wide portions of the economy, including building heating (the Electrification Futures Study or EFS scenario). The analysis team modeled each of these three scenarios with and without GHP deployment to a large percentage of US building floor space. In all cases, deployment of approximately 5 million GHPs per year demonstrated system cost savings on the grid, consumer fuel cost savings through eliminated fuel combustion for space heating, and CO 2 emission reductions from avoided on-site fuel combustion—and, in the case of the Base scenario, CO 2 emissions reductions from the electric power sector. GHPs have traditionally been viewed as a building energy technology. The most notable result of this study, however, is the demonstration that GHPs coupled with weatherization in SFHs are primarily a grid cost reduction tool and technology that, when deployed at a national scale, also substantially reduces CO 2 emissions, even in the absence of any other decarbonization policy.

15 GEOTHERMAL ENERGY↗

DOE OSTI2024

Non-Rare Earth Magnesium Bumper Beams

Magna will team with the Pacific Northwest National Laboratory (PNNL) to develop Shear Assisted Processing and Extrusion (ShAPE™) of rectangular and multi-zoned extrusion profiles using non-RE Mg. It is envisioned that the ShAPE™ process, developed during this project for non-circular profiles, will serve as the foundation for fabrication of full-scale bumper beams of the future where near net-shapes are extruded directly from castings in a single step, without the need for costly rare earth additives. In this project, the ShAPE™ process will be developed for a rectangular profile measuring 1” x 2” with a 0.06” wall thickness. Successful extrusion of rectangular cross sections is a critical step along the path toward profiles with multiple zones. With the process established for a rectangular profile, the project will then make advancements toward multi-zoned cross sections. A magnesium alloy bumper beam offers a 35% weight savings compared to aluminum alloys and 60% compared to high strength steels. The bumper beam was chosen as the first component to target because the geometry can have a fairly simple 0.6-0.12 inch wall/web thickness, generally compatible with PNNL’s knowledge base and equipment capability surrounding ShAPE™. The bumper component offers commercial value by providing mass reduction in the front of the vehicle along with ride and handling benefit. PNNL has demonstrated the ability to ShAPE™ process non-RE Mg tubing with high strength, ductility and energy absorption. It has been shown that ShAPE™ extruded ZK60 and Mg2Si tubing with 0.30 inch diameter and 0.03 inch wall thickness have similar energy absorption to AA6061-T6. This is due to significant grain refinement, breakdown and dispersion of second phases, and the ability to eliminate anisotropy in compressive/tensile strength by aligning texture 45 degrees to the extrusion axis. Scalability of the ShAPE™ process has been demonstrated in ZK60 by fabricating 2.0 inch diameter tubing with 0.06 and 0.12 inch wall thicknesses having concentricity as tight as 1.3%. These tubes exhibit an ultimate tensile strength of 260-300 MPa and room temperature ductility of >20% parallel, perpendicular and 45 degrees to the extrusion axis. Aluminum bumpers represent approximately 54% of the NA light vehicle market. If the research effort is successful, providing a 30% mass reduction at equal cost relative to aluminum bumpers, it is anticipated that 25% market penetration would be realized over the next 5 year and 50% market share by 2030. 100% of the aluminum automotive bumpers are sourced from the tier network, providing resourcing opportunity based on equal performance, reduced mass and cost equivalent lower than aluminum bumpers. Due to the relatively low vehicle content, magnesium components are currently shredded and 100% recycled with aluminum content in the US, presenting a positive life cycle impact.

42 ENGINEERING↗

DOE OSTI2021

Optimized Carbon Fiber Intermediate Development to Enable High-Volume Manufacturing of Lightweight Automotive Composites

The ongoing pursuit of improved fuel economy and reduced greenhouse gas emissions has resulted in sustained interest for lightweight materials technologies. In this context, carbon fiber composites have captured the imagination of automotive engineers due to the potential to achieve substantial mass reduction when compared to traditional steel construction. That stated, the use of carbon fiber composites in automotive has been limited for the most part to premium supercars and other derivative platforms. In these cases, manufacturing costs are less of an obstacle to implementation, and the performance benefits of carbon fiber have enabled production of structures offering more than 50% weight savings. In practice, translating these low-volume demonstrations onto high-volume vehicle platforms has remained challenging. This can be attributed to several factors, with the absence of suitable high throughput production methodologies being a key impediment. To date, structural, crash critical components have relied upon manufacturing techniques born out of the aerospace industry. This has created a disconnect between automotive production systems that are accustomed to manufacturing multiple parts per minute and the aerospace technologies that have cycle times in the order of hours. Consequently, the focus of this project is the development of manufacturing process technology for carbon fiber composites that can support a mainstream vehicle program at an assumed throughput of 100,000 vehicles per year. In practice, this translates to a part-to-part cycle time of less than 3 minutes. Project participation included contributions from a broad range of academic, industrial and national lab partners. The primary scope of work, being the development of new carbon fiber epoxy compounds that are stable at room temperature and suited to high throughput automated processing. For project management, the work streams were divided into six key areas, with the lead organization in parentheses. • Carbon fiber/epoxy materials formulation development and scale up (Dow) • Simulation of discontinuous near isotropic meso-structure intermediates (Purdue) • Simulation of mechanical performance of compression molded components (Purdue) • Meso-Scale morphological analysis and correlation with structural performance (UTK) • Paint and adhesion durability analysis (MSU) • Demonstrator part design, prototype production, and validation testing (Ford). The primary goal at the commencement of the project was development of a chopped carbon fiber sheet molding compound (SMC) that offered a three times improvement in tensile modulus over a comparable glass-based SMC. In addition to meeting mechanical performance targets, the resin kinetics were modified to achieve a processing cycle time of less than 3 minutes. Other critical-to-quality (CTQ) specifications were also stipulated to account for a broad range of materials and processing characteristics. To achieve the above, staff scientists at Dow Chemical created an extensive series of new epoxy blends for testing and validation. Throughout this development, a key challenge was attaining material performance goals without impacting processing behavior and paintability of finished components. The latter required a new internal mold release system being developed by Dow that was designed to complement the kinetics of the rapid cure epoxy. As a complement to work studies at the industrial partners, the teams from academia executed a series of analytical and experimental studies to investigate potential factors influencing CF-SMC performance. Unit cell models were developed to capture the meso-scale representations of the fiber matrix architecture. Results of this analysis and subsequent morphological investigations led to the design of a novel composite derivative comprising carbon fiber platelets embedded in an epoxy matrix; the platelet size and aspect ratio playing significant role in final composite properties. This approach was a departure from previous research in CF-SMC development whereby bulk filamentization or disassembly of the carbon fiber rovings had been considered the most effective means of achieving both fiber wet through and wet-out. As the course of the academia studies progressed, the aspect ratio of the fiber constituents was further optimized before finalizing material attributes and processing conditions. For the purposes of technology validation, the Ford team led a work stream devoted to the design, fabrication and testing of demonstration components. The carbon fiber SMC material has the potential to displace numerous stampings and castings on an automotive structure but ultimately vehicle closure applications were selected to showcase the abilities of the CF-SMC to achieve both mass reduction and business case for large complex structures. Using target properties established by the Dow staff scientists, the complete closure system for a full-size sedan decklid and a mid-size wagon liftgate were engineered. Prototypes for both applications were fabricated using production representative processing methods to allow for physical testing and performance validation of the CF-SMC structures. Following completion of a testing program that concluded with a FMVSS301 55 mph offset rear crash, the CF-SMC formulation was declared by the Ford team to have met all engineering requirements. To summarize, the joint development activities during this project led to significant technical breakthroughs and achievement of all milestones. The result was the development of a novel, tack-free carbon fiber molding compound that is suited to automated processing. This combined room temperature stability, fast cure kinetics, and internal mold release system facilitates cycle times that are conducive to high-volume production. The VORAFUSE M6400 successfully passed technology validation at Ford and is now eligible for consideration on future production commercial vehicle programs.

36 MATERIALS SCIENCE↗

DOE OSTI2021

Design of a 3.4-MW wind turbine with integrated plasma actuator-based load control

Historically, cost reduction in wind energy has been accomplished by increasing hub heights and rotor diameters to capture more energy per turbine. The growth in rotor and turbine costs with increasing turbine sizes is also driven by the additional structure that must be added to withstand unsteady aerodynamic loads caused by turbulence, gusts, wind shear, misaligned yaw, upwind wakes, and the tower shadow. In this paper, we present a holistic design solution to integrate active load control using a controllable Gurney flap based on plasma actuators. We illustrate the design solution for a land-based 3.4-MW wind turbine rotor. Comparisons to a baseline reference 3.4-MW wind turbine show significant load reduction (15–18% DEL reduction for flap-wise blade root moments), rotor mass reduction (5–8%), and LCOE reduction (1.16–3.11%). To achieve these results, a comprehensive sequential-iterative design procedure is introduced to integrate the controllable Gurney flap into the turbine design and to drive the design solution toward the best LCOE reduction solution. Results are presented for mapping fatigue load reductions into cost reductions. In addition, an evaluation of active load control extended from Region-III to also include Region-II showed a further 34% reduction in DEL.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2024

Controlling Ion Uptake in Carboxylated Mixed Conductors

Organic mixed ionic‐electronic conductors (OMIECs) have garnered significant attention due to their capacity to transport both ions and electrons, making them ideal for applications in energy storage, neuromorphics, and bioelectronics. However, charge compensation mechanisms during the polymer redox process remain poorly understood, and are often oversimplified as single‐ion injection with little attention to counterion effects. To advance understanding and design strategies toward next‐generation OMIEC systems, a series of p‐channel carboxylated mixed conductors is investigated. Varying side‐chain functionality, distinctive swelling character is uncovered during electrochemical doping/dedoping with model chao‐/kosmotropic electrolytes. Carboxylic acid functionalized polymers demonstrate strong deswelling and mass reduction during doping, indicating cation expulsion, while ethoxycarbonyl counterparts exhibit prominent mass increase, pointing to an anion‐driven doping mechanism. By employing operando grazing incidence X‐ray fluorescence (GIXRF), it is revealed that the carboxyl functionalized polymer engages in robust cation interaction, whereas ester functionalization shifts the mechanism towards no cation involvement. It is demonstrated that cations are pivotal in mitigating swelling by counterbalancing anions, enabling efficient anion uptake without compromising performance. These findings underscore the transformative influence of functionality‐driven factors and side‐chain chemistry in governing ion dynamics and conduction, providing new frameworks for designing OMIECs with enhanced performance and reduced swelling.

carboxylated polythiophenes↗

DOE OSTI2023

Photoaging of phenolic secondary organic aerosol in the aqueous phase: evolution of chemical and optical properties and effects of oxidants

Abstract. While gas-phase reactions are well established to have significant impacts on the mass concentration, chemical composition, and optical properties of secondary organic aerosol (SOA), the aqueous-phase aging of SOA remains poorly understood. In this study, we performed a series of long-duration photochemical aging experiments to investigate the evolution of the composition and light absorption of the aqueous SOA (aqSOA) from guaiacyl acetone (GA), a semivolatile phenolic carbonyl that is common in biomass burning smoke. The aqSOA was produced from reactions of GA with hydroxyl radical (•OH-aqSOA) or a triplet excited state of organic carbon (3C∗-aqSOA) and was then photoaged in water under conditions that simulate sunlight exposure in northern California for up to 48 h. The effects of increasing aqueous-phase •OH or 3C∗ concentration on the photoaging of the aqSOA were also studied. High-resolution aerosol mass spectrometry (HR-AMS) and UV–Vis spectroscopy were utilized to characterize the composition and the light absorptivity of the aqSOA and to track their changes during aging. Compared to •OH-aqSOA, the 3C∗-aqSOA is produced more rapidly and shows less oxidation, a greater abundance of oligomers, and higher light absorption. Prolonged photoaging promotes fragmentation and the formation of more volatile and less light-absorbing products. More than half of the initial aqSOA mass is lost, and substantial photobleaching occurs after 10.5 h of prolonged aging under simulated sunlight illumination for 3C∗-aqSOA and 48 h for •OH-aqSOA. By performing positive matrix factorization (PMF) analysis of the combined HR-AMS and UV–Vis spectral data, we resolved three generations of aqSOA with distinctly different chemical and optical properties. The first-generation aqSOA shows significant oligomer formation and enhanced light absorption at 340–400 nm. The second-generation aqSOA is enriched in functionalized GA species and has the highest mass absorption coefficients in 300–500 nm, while the third-generation aqSOA contains more fragmented products and is the least light absorbing. These results suggest that intermediately aged phenolic aqSOA is more light absorbing than other generations, and that the light absorptivity of phenolic aqSOA results from a competition between brown carbon (BrC) formation and photobleaching, which is dependent on aging time. Although photoaging generally increases the oxidation of aqSOA, a slightly decreased O/C of the •OH-aqSOA is observed after 48 h of prolonged photoaging with additional •OH exposure. This is likely due to greater fragmentation and evaporation of highly oxidized compounds. Increased oxidant concentration accelerates the transformation of aqSOA and promotes the decay of BrC chromophores, leading to faster mass reduction and photobleaching. In addition, compared with •OH, photoaging by 3C∗ produces more low-volatility functionalized products, which counterbalances part of the aqSOA mass loss due to fragmentation and evaporation.

54 ENVIRONMENTAL SCIENCES↗

DOE OSTI2026

Multipoint Aerostructural Optimization of Wind Turbine Rotors Using a Coupled Blade‐Resolved Aerostructural Solver

Physics‐based design optimization workflows thread the needle between computational cost limitations and simulation complexity, often compromising between modeling detail and the range of operating design conditions. Multipoint aerostructural optimization of wind turbine rotors has so far been confined to low‐fidelity analyses or to high‐fidelity studies with simplified structural models, leaving the most complex design trade‐offs unexplored. We close this gap by performing the first tightly coupled gradient‐based multipoint aerostructural rotor optimization using 3D aerodynamic and structural solvers with discrete coupled adjoints. The optimizer simultaneously varies blade planform, airfoil shapes, and structural thickness through more than 270 design variables, minimizing a weighted combination of rotor mass and power across multiple wind speeds. Applied to a modified DTU 10‐MW benchmark under conservative structural and aerodynamic constraints, our multipoint optimization reduces rotor mass by up to 36% and increases power by 12%–15% across the main operating conditions; biasing the objective toward power yields power gains up to 18% and a 17% mass reduction. For a nominal wind distribution, 3‐point rotor designs accounting for low RPM and high thrust conditions capture dominant trade‐offs and outperform single‐point designs. Adding two off‐design points changes individual‐condition power by less than 3% but leaves the weighted average within 0.5%, and the mass‐power bias has a stronger effect on the final design than the operating‐point weighting itself. Our framework extends naturally to richer load cases and site‐specific wind distributions, providing a basis for high‐fidelity multipoint design earlier in industrial workflows.

17 WIND ENERGY↗

DOE OSTI2021

Conceptual Designs of the Structure of Inflatable Blades for Enabling Larger Turbines

Over the last couple of decades, increasingly larger rotor diameters have enabled significant reductions in the levelized cost of energy for wind through higher energy capture and improved capacity factors. But for onshore turbines, this has been met with manufacturing and transportation challenges. To enable larger onshore rotors, an innovative inflatable blade concept is investigated that employs both traditional and onsite manufacturing. The design architecture consists primarily of an inflatable aerodynamic shell attached to a factory-manufactured primary structure. Multiple architectures, cross-sectional topologies, and material combinations for the primary structure are investigated, as well as multiple skin materials. Structural cross-sectional characteristics are compared to a traditional blade, and inflatability and cost evaluations are presented. Results show that a box-beam architecture using only composite materials yields significant mass reduction with mature technologies/processes and modest cost decrease compared to traditional blade construction. This low-TRL study demonstrates the inflatable blade concept's techno-economic potential.

49 EE - Wind and Water Power Program - Wind (EE-4W↗

DOE OSTI2026

Carbon Tetrachloride Degradation Results for 200-ZP-1 Operable Unit

Carbon tetrachloride (CT) contamination in the 200-ZP-1 Operable Unit (OU) at the Hanford Site originated from large-volume discharges to the subsurface during plutonium production operations between 1955 and 1973. Contamination migrated through more than 70 meters of unsaturated sediment to reach the underlying unconfined aquifer, where it persists as a large and complex groundwater plume. The 200-ZP-1 OU Record of Decision (ROD) requires that groundwater CT concentrations be reduced to 3.4 µg/L within 125 years. Current groundwater modeling projections estimate that the existing pump-and-treat, even when combined with monitored natural attenuation (specifically hydrolysis), will not achieve this target within the designated timeframe. A fundamental contributor to this shortfall is the extremely slow rate of CT hydrolysis under Hanford aquifer conditions, which has been estimated to have a half-life of 630 years. If faster-acting biotic and abiotic degradation processes are operating within the aquifer, their contribution to CT mass reduction could have a meaningful impact. However, site-specific measurements of these processes and their rates have not previously been performed. This report documents the results of a two-phase laboratory investigation designed to characterize and quantify the capacity of site-specific 200-ZP-1 OU sediments and groundwater to support natural attenuation of CT through biotic and abiotic pathways. In this context, degradation capacity is defined as the intrinsic potential of the subsurface matrix to transform CT under optimized, controlled conditions. System capacity is evaluated in two ways: (1) as rate-limited capacity, which establishes the maximum kinetic velocity of CT transformation and is measured using half-lives and first order rate constants; and (2) as mass limited capacity, which defines the total contaminant mass the batch experimental system can degrade before reactants are exhausted, representing the maximum amount of contaminant the microbial community and reactive mineral phases can transform under the experimental conditions.

abiotic degradation↗

DOE OSTI2023

Development of a Novel Magnesium Alloy for Thixomolding® of Automotive Components (Final Report)

Magnesium (Mg) alloy die-castings are increasingly used in the automobile industry to achieve cost effective mass reduction, especially in systems where multiple components can be integrated into a single thin wall die-casting. However, there are several component quality restrictions in thin-walled Mg die castings, including variability in dimensional accuracy, part-to-part variation in mechanical properties, and porosity in the final part, which has limited the continued growth of die-cast components in the automobile industry. An alternative to die-casting is the process of thixomolding®. While the die-casting process relies on filling a mold at high speeds with the alloy in the completely molten state, the thixomolding® process fills a mold with a thixotropic alloy in a semi-solid slurry state at a temperature between the liquidus and solidus temperatures. Ideally, the material should be ~30–65% solid rather than being completely liquid at the beginning of the injection process. Advantages of the thixomolding® process include a finer grain structure, lower porosity, improved dimensional accuracy, improved part-to part consistency, improved mechanical properties, particularly ductility in the component, the ability to reduce wall thickness for mass savings, and longer tool life due to lower process temperatures. The objective of this collaborative project between Oak Ridge National Laboratory, FCA US LLC, and Leggera Technologies was to develop one or more novel Mg alloys more suitable for thixomolding® automotive structural components than the current die-casting alloys used for this process. The primary interest was to improve ductility while maintaining tensile and fatigue strengths, as these are properties that are critical for use in body and chassis structural applications. Since good corrosion resistance is also desirable for this application, this property was also considered when evaluating promising alloy compositions. An initial evaluation of existing components thixomolded® using AM60 was performed and microstructure, and tensile properties were evaluated for the baseline alloy. Targets were established for ease of processing (characterized by the melting range defined as the difference between the liquidus and the solidus), strength, and ductility. Computational modeling was used to identify promising alloys and selected alloys were cast in laboratory scale heats. Properties measured from laboratory scale heats were used to down-select two alloys for further evaluation and component fabrication. Two alloys were prepared in industrial scale heats, cut into small pieces (chips), and thixomolding® trials were initiated. Trial components were successfully fabricated using one alloy composition, but it was concluded that further refinement of the thixomolding® process parameters are required to successfully fabricate component using second alloy. Microstructure and mechanical properties were evaluated on the material removed from the fabricated component and properties were compared to the baseline alloy. Although mechanical properties of the alloys showed improvement over the baseline alloy, it was determined that modifications to the thixomolding® process would result in better microstructure control with further improvement in properties leading to successful commercialization. A provisional patent application has already been filed on the new alloys developed as part of the project.

36 MATERIALS SCIENCE↗

DOE OSTI2021

Mechanistic Understanding of Methane Combustion over Ni/CeO 2 : A Combined Experimental and Theoretical Approach

Catalytic oxidation of methane (CH 4 ) over nonprecious Ni/CeO 2 catalysts has received a lot of attention due to the large natural gas reserves found in North America and the prohibitive cost of palladium-based catalysts, commonly used for CH 4 oxidation. However, the catalytic mechanism of CH 4 oxidation over Ni/CeO 2 still remains unclear. Moreover, the parameters affecting the reaction rates, the interaction between nickel and CeO 2 , and the reaction intermediates are still not well understood. In this study, kinetic model fitting, CH 4 temperature-programmed reduction-mass spectroscopy (CH 4 TPR-MS), in situ diffuse reflectance infrared Fourier transform spectroscopy (DRIFTS), and density functional theory (DFT) calculations were combined to elucidate the mechanism of complete oxidation of CH 4 over Ni/CeO 2 . CH 4 TPR-MS showed that the complete oxidation of CH 4 over Ni/CeO 2 requires 55–120 °C lower compared to bare CeO 2 or Ni/quartz sand; complete oxidation of CH 4 took place when the surface oxygen species were abundant, while partial oxidation products (CO, H 2 ) were formed when the oxygen species were depleted. In situ DRIFTS showed that CH 3 , CH 2 , CO, and CO 2 were formed after CH 4 activation over Ni/CeO 2 , while CH 3 O species were not observed. Combining those findings with kinetic model fitting, a redox Mars–van Krevelen (MvK) mechanism showed the best description of the experimental observations. The MvK mechanism involves the reaction of dissociated oxygen species with gas-phase CH 4 while water inhibits the reaction rate by adsorbing on the oxidized sites. Moreover, CH 4 activation leads to the reduction of the active sites and oxygen vacancy formation followed by reoxidation of the active sites by gas-phase O 2 . A CH 4 oxidation reaction pathway over Ni/CeO 2 is proposed by DFT calculations. In summary, the findings shown here suggest that CH 4 oxidation over Ni/CeO 2 follows a redox MvK mechanism and provides guidance for the rational design of non-precious-metal catalysts for CH 4 oxidation reactions.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2020

Reduction of CO 2 Emissions Through Lightweight Body Panels (Project Final Report)

Lightweight construction is an integral part of Volkswagen’s overall strategy of reducing CO 2 emissions. Due to its low cost, steel is the most commonly used material for automotive exterior body panels today. Unfortunately, steel has a high density, resulting in a relatively low specific strength. Glass fiber based sheet molding compounds (SMC) provide high properties in combination with lower density. The high specific strength of SMC offers an enormous lightweight potential. To unlock the full potential of SMC materials in combination with cutting edge manufacturing processes, Volkswagen Group of America worked together with IACMI (Institute for Advanced Composites Manufacturing Innovation) and the academic partners: University of Tennessee Knoxville, Purdue University and Michigan State University; as well as the industry partners: Ashland, IDI, Owens Corning and Continental Structural Plastics. Leveraging the expertise of all project partners, reaching over the entire supply chain the project demonstrated the potential of these materials. This report will highlight the major steps in the development process on the way to technology readiness for SMC using the example of the Volkswagen Atlas Liftgate. Over the 36-month period of the project, the work focused on three R&D areas: material development, design and simulation, and development of the manufacturing process. Material selection included alternative fibers and resin systems, and accounted for material availability, properties, and cost-efficiency. The work undertaken in the field of design and simulation has pushed the envelope of short fiber reinforced thermoset molding compound process simulation. Design iterations were virtually tested, while the final design was used to validate the simulation software against physical parts. Manufacturing development used cutting-edge technology, while experts along the supply chain were working together to ensure the best possible results. In the final stage of the project, liftgates were molded, trimmed, bonded, painted and assembled before exhaustive testing. The result is an e-coat (electrophoretic dip coating) capable Class-A SMC liftgate, which is ready for high-volume production, and can be used as a technology demonstrator. The prototypes manufactured in the scope of this work have exhibited a mass reduction for the Volkswagen Atlas liftgate of up to 35% compared to the series production steel version, without a degradation of the functionalities.

36 MATERIALS SCIENCE↗

DOE OSTI2023

Fluid dynamic and thermal performance of a slotted cylinder at low Reynolds number

The fluid dynamic and thermal performance of a circular cylinder with a slot parallel to the flow is numerically investigated. The study utilized the semi-implicit finite volume multi-material algorithm MPM-ICE, a component of the Uintah framework. The normalized slot width s/D ranges from 0.1 - 0.3, introducing an additional heat transfer surface area between ~ 10 and ~ 50%, and a mass reduction between ~ 13 and ~ 38% in the cylinder. We assumed two-dimensional incompressible flow and simulated a Reynolds number Re D between 100 and 1000. The slotted cylinders are found to have a total drag force reduction up to ~ 45%, compared to a solid cylinder despite the additional viscous drag force in the slot. Convection heat transfer is enhanced up to ~ 70%. Further, the slotted cylinder performance index, defined as the ratio of the heat rate to the drag force, increases up to maximum of ~ 3, indicating better overall thermal fluid performance. An entropy analysis showed the best performance index occurs at the highest Re D . Correlations for drag coefficient and Nusselt number are proposed along with an entropy optimization method.

42 ENGINEERING↗

DOE OSTI2021

Degradation of Adsorbed Bisphenol A by Soluble Mn(III)

Bisphenol A (BPA), a high production volume chemical and potential endocrine disruptor, is found to be associated with sediments and soils due to its hydrophobicity (log K OW of 3.42). Here, we used superfine powdered activated carbon (SPAC) with a particle size of 1.38 ± 0.03 μm as a BPA sorbent and assessed degradation of BPA by oxidized manganese (Mn) species. SPAC strongly sorbed BPA, and desorption required organic solvents. No degradation of adsorbed BPA (278.7 ± 0.6 mg BPA g –1 SPAC) was observed with synthetic, solid α-MnO 2 with a particle size of 15.41 ± 1.35 μm; however, 89% mass reduction occurred following the addition of 0.5 mM soluble Mn(III). Small-angle neutron scattering data suggested that both adsorption and degradation of BPA occurred in SPAC pores. The findings demonstrate that Mn(III) mediates oxidative transformation of dissolved and adsorbed BPA, the latter observation challenging the paradigm that contaminant desorption and diffusion out of pore structures are required steps for degradation. Soluble Mn(III) is abundant near oxic-anoxic interfaces, and the observation that adsorbed BPA is susceptible to degradation has implications for predicting, and possibly managing, the fate and longevity of BPA in environmental systems.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2021

Aero-structural design and optimization of 50 MW wind turbine with over 250-m blades

The quest for reduced levelized cost of energy has driven significant growth in wind turbine size; however, larger rotors face significant technical and logistical challenges. The largest published rotor design is 25 MW, and here we consider an even larger 50 MW design with blade length over 250 m. This paper shows that a 50 MW design is indeed possible from a detailed engineering perspective and presents a series of aero-structural blade designs, and critical assessment of technology pathways and challenges for extreme-scale rotors. The 50 MW rotor design begins with Monte Carlo simulations focused on optimizing carbon spar cap and root design. A baseline design resulted in a 250-m blade with mass of 502 tonnes. Subsequently, an aero-structural design and optimization were performed to reduce the blade mass/cost with more than 25% mass reduction and 30% cost reduction by determining optimal blade chord and airfoil thickness for best aero-structural performance.

Yao, Shulong↗

DOE OSTI2022

Design and analysis of a segmented blade for a 50 MW wind turbine rotor

Extreme-size wind turbines face logistical challenges due to their sheer size. A solution, segmentation, is examined for an extreme-scale 50 MW wind turbine with 250 m blades using a systematic approach. Segmentation poses challenges regarding minimizing joint mass, transferring loads between segments and logistics. We investigate the feasibility of segmenting a 250 m blade by developing design methods and analyzing the impact of segmentation on the blade mass and blade frequencies. This investigation considers various variables such as joint types (bolted and bonded), adhesive materials, joint locations, number of joints and taper ratios (ply dropping). Segmentation increases blade mass by 4.1%–62% with bolted joints and by 0.4%–3.6% with bonded joints for taper ratios up to 1:10. Cases with large mass growth significantly reduce blade frequencies potentially challenging the control design. We show that segmentation of an extreme-scale blade is possible but mass reduction is necessary to improve its feasibility.

Escalera Mendoza, Alejandra S.↗

DOE OSTI2021

Advanced High-Strength Steel - Basics and Applications in the Automotive Industry

Challenged to improve safety and fuel economy, automakers continually search for new materials to meet high standards. Several factors drive the material R&D and selection for automotive applications, including safety, fuel efficiency, environmentalism, manufacturability, durability, and quality. In the highly competitive automotive industry, cost is an extremely important factor in material selection. As the motivation to reduce the mass of vehicles continues to grow, automakers seek to maximize the efficiency of their materials selection. Materials in automotive applications are selected to minimize weight while meeting key criteria, including crash performance, stiffness, and forming requirements. Since the 1920s, steel has been the material of choice for automakers worldwide. The weight percentage of steel used in vehicles relative to other materials has grown from around 50% in the early 1980s to about 60% in 2010 for North American light vehicles. Today, steel makes up around 65% of an average automobile’s weight and is the backbone of the entire vehicle. On average, that is 900 kg of steel used per vehicle. To further enhance passenger safety, vehicle performance, and fuel efficiency, reducing the weight of vehicles has become one of the top priorities for the automotive industry. Advanced high-strength steels (AHSSs) are a new generation of steel grades that provide much higher strength and other advantageous properties than other materials while maintaining the high formability required for manufacturing. AHSSs help engineers meet requirements for safety, efficiency, emissions, manufacturability, durability, and quality at a low cost. The relevance of AHSSs is quickly increasing in the automotive industry, and AHSSs are the key material for vehicle mass reduction. Different types of AHSS help parts meet the varied performance demands in different areas of the vehicle, including both the crumple zone and passenger compartment.

36 MATERIALS SCIENCE↗