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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 OSTI2019

Implementation and Investigation of a Weather- and Jam Density-tuned Network Perimeter Controller

This paper implements and evaluates the performance of a network fundamental diagram (NFD) proportional-integral perimeter controller (PC) using base tuned parameters (clear weather conditions and a base jam density of 160 veh/km/lane). The parameters were then re-tuned separately for different weather conditions and jam density values (reflecting different percentage of trucks), resulting in two new control methods: a weather-tuned perimeter controller (WTPC) and a jam density-tuned perimeter controller (JTPC). The WTPC was shown to outperform the no control strategy and the PC for different weather conditions. Specifically, the WTPC decreased the congestion inside the protected network (PN) and improved the overall performance of the full network (FN) by decreasing the average vehicle travel time, decreasing the vehicle total delay, increasing the average vehicle speed and decreasing the average vehicle fuel consumption. Alternatively, the JTPC was shown to perform similar to the PC for jam densities higher than the base-case jam density used in the PC (in our case 160 veh/km/lane). However, the JTPC outperformed the PC for smaller jam densities given that these smaller jam densities result in queues spilling back faster to upstream traffic signals. The results demonstrate the need to tune the controller to the actual jam density especially when the jam density decreases (e.g. trucks are introduced to the network). http://pubsindex.trb.org/

42 ENGINEERING↗
DOE OSTI2020

INTERFUEL: EPAct 2005 Section 701 Waiver and Compliance Process [Slides]

This presentation presents an overview of the coming changes to how federal agencies with motor vehicles and which are subject to requirements for alternative fuel use under Energy Policy Act of 2005 Section 701 will request waivers, if needed, from that requirement. The presentations provides an overview of the requirement, how those waivers have been requested in recent history, why the process is changing, and the implications of those changes for relevant federal agencies. The presentation is intended for delivery via WebEx at the June 10, 2020 meeting of the DOE-sponsored INTERFUEL working group.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2022

Golden Gate National Recreation Area Federal Fleet Tiger Team EVSE Site Assessment

The U.S. Department of Energy Federal Energy Management Program (FEMP) helps federal agencies reduce petroleum consumption and increase alternative fuel use through its resources for sustainable federal fleets. A key element of this assistance involves supporting agencies in the transition to zero-emission vehicles (ZEVs). Fleet electrification is part of a federal policy to achieve net-zero emissions economy-wide and a carbon pollution-free electricity sector, established through two executive orders (EOs) - EO 14008: Tackling the Climate Crisis at Home and Abroad and EO 14057: Catalyzing America's Clean Energy Industries and Jobs through Federal Sustainability. This site report supports the development of a ZEV deployment plan for the Golden Gate National Recreation Area, which can ultimately be incorporated into the overall U.S. Department of the Interior ZEV fleet strategy.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Grand Teton National Park Federal Fleet Tiger Team EVSE Site Assessment

The U.S. Department of Energy Federal Energy Management Program (FEMP) helps federal agencies reduce petroleum consumption and increase alternative fuel use through its resources for sustainable federal fleets. A key element of this assistance involves supporting agencies in the transition to zero-emission vehicles (ZEVs). Fleet electrification is part of a federal policy to achieve net-zero emissions economy-wide and a carbon pollution-free electricity sector, established through two executive orders (EOs) - EO 14008: Tackling the Climate Crisis at Home and Abroad and EO 14057: Catalyzing America's Clean Energy Industries and Jobs through Federal Sustainability. This site report supports the development of a ZEV deployment plan for the Grand Teton National Park (GRTE) that can ultimately be incorporated into the overall Department of the Interior ZEV fleet strategy.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Yellowstone National Park Federal Fleet Tiger Team EVSE Site Assessment [Slides]

The U.S. Department of Energy Federal Energy Management Program (FEMP) helps federal agencies reduce petroleum consumption and increase alternative fuel use through its resources for sustainable federal fleets. A key element of this assistance involves supporting agencies in the transition to zero-emission vehicles (ZEVs). Fleet electrification is part of a federal policy to achieve net-zero emissions economy-wide and a carbon pollution-free electricity sector, established through two executive orders (EOs) - EO 14008: Tackling the Climate Crisis at Home and Abroad and EO 14057: Catalyzing America's Clean Energy Industries and Jobs through Federal Sustainability. This site report supports the development of a ZEV deployment plan for Yellowstone National Park, which can ultimately be incorporated into the overall U.S. Department of the Interior ZEV fleet strategy.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2017

Sustainable Federal Fleets: Deploying Electric Vehicles and Electric Vehicle Supply Equipment

The U.S. Department of Energy (DOE) Federal Energy Management Program (FEMP) helps federal agencies reduce petroleum consumption and increase alternative fuel use through its resources for Sustainable Federal Fleets. To assist agencies with the transition to plug-in electric vehicles (PEVs), including battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs), FEMP offers technical guidance on electric vehicle supply equipment (EVSE) installations and site-specific planning through partnerships with the National Renewable Energy Laboratory's (NREL's) EVSE Tiger Teams.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2026

Energy Consumption, Performance, and Cost Estimates for Medium and Heavy-Duty Vehicles Based on 2022 Assumptions

Assumptions for this work was collected and the analysis was completed in FY22. This contains information for more than 20 types of medium and heavy duty vehicles. Vehicles with various levels of hybridization, electric and fuel cell powertrains are considered in this work. More details are available in the report published by Argonne accessible from https://vms.taps.anl.gov/research-highlights/u-s-doe-vto-hfto-r-d-benefits/. TechScape, a convenient data visualization tool is also provided by Argonne for this data, accessible from [TechScape Web](https://vms.taps.anl.gov/data/techscape-web-2023/).

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2017

Microalgae Feedstocks for Aviation Fuels

There is significant global interest in developing, testing, and using alternative jet fuels for both commercial and military use in an effort to create a sustainable and stable fuel supply while reducing greenhouse gas emissions. Currently, the aviation industry is entirely dependent on a finite-supply of petroleum based fuel sourced in part by politically and economically unstable regions of the world. Commercial jet fuel use within the contiguous United States (CONUS) was 17.8 billion gallons per year (BGY) in 2009, while jet fuel use in 2010 by the U.S. Air Force (USAF), Navy, and Army was 1.5 BGY, 0.6 BGY, and 0.8 BGY, respectively (Carter et al., 2011). U.S. commercial and military aviation sectors have set ambitious near-term alternative fuel and environmental performance targets. This includes a tentative Federal Aviation Administration (FAA) goal of 1 BGY alternative fuel use by commercial aircraft by 2018. The USAF has set a target of 50% for USAF domestic aviation via alternative fuels by 2016 (0.73 BGY), and 50% of the Navy’s total energy consumption afloat (0.3 BGY) will come from alternative fuels by 2020 (Carter et al., 2011). If these targets become policy, at least 2 BGY of domestically-produced alternative jet fuel will be required by 2020. The Energy Independence and Security Act (EISA) of 2007 established production requirements for domestic alternative fuels under the Renewable Fuel Standard (RFS). For example, 36 billion gallons of renewable fuel must be produced by 2022, of which 21 billion gallons shall be advanced biofuels. EISA defines advanced biofuels as non-corn starch derived biofuels having lifecycle greenhouse gas emissions 50% lower than gasoline. There a number of potential fuel pathways for meeting the RFS. One of these is biomass-based diesel, including jet fuel (Schnepf and Yacobucci, 2013). The U.S. Department of Energy (DOE) Bioenergy Technologies Office (BETO) has a stated goal in its 2013 Multi-Year Program Plan (USDOE, 2013) to support the RFS through development of “…commercially viable biomass utilization technologies to encourage the creation of a new domestic bioenergy industry…”. BETO has also recognized the potential for aviation biofuels to support the bioenergy industry, seeing drop-in bio-based jet fuels one of the viable alternatives for the aviation industry and the military to meet their ambitious near-term GHG reduction targets (USDOE, 2014). One of the important Multi-year Program Plan Targets (USDOE, 2013) is to establish feedstock resource assessment models to evaluate the geographic, economic, quality and environmental criteria for which 20 million metric tons of ash free dry weight (AFDW) algal biomass can be produced by 2022. Toward meeting the EISA requirements, algal biofuels may offer a number of advantages. They can produce a range of biofuel feedstocks suitable for diesel and aviation fuels. Microalgae, on a strain-specific basis, can be cultivated using impaired water including saline, and/or brackish pumped groundwater or seawater, treated industrial wastewater, municipal sewage effluent, and produced water generated from oil and gas drilling operations. Additionally, microalgae require nitrogen and phosphates as essential nutrients and could provide water treatment co-benefits to municipalities, industry, and the environment.

algae↗
DOE OSTI2020

Federal Best Practices: Core Principles of Sustainable Fleet Management

This document is designed to help agency fleet managers understand and implement optimal petroleum reduction strategies for each fleet location by evaluating the most appropriate combination of the four core principles of sustainable fleet management: Right-sizing the fleet to agency mission by implementing a vehicle allocation methodology study; Minimizing vehicle miles traveled; Increasing fleet fuel efficiency by replacing inefficient vehicles with more fuel-efficient vehicles, maintaining vehicles, driving more efficiently, and avoiding excessive idling; Optimizing cost-effective alternative fuel use, including maximizing utilization of existing alternative fuel infrastructure, installing alternative fuel infrastructure where practical (including electric vehicle charging stations), and aligning deployment of alternative fuel vehicles with fueling infrastructure.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2017

Navigation API Route Fuel Saving Opportunity Assessment on Large-Scale Real-World Travel Data for Conventional Vehicles and Hybrid Electric Vehicles: Preprint

The green routing strategy instructing a vehicle to select a fuel-efficient route benefits the current transportation system with fuel-saving opportunities. This paper introduces a navigation API route fuel-saving evaluation framework for estimating fuel advantages of alternative API routes based on large-scale, real-world travel data for conventional vehicles (CVs) and hybrid electric vehicles (HEVs). The navigation APIs, such Google Directions API, integrate traffic conditions and provide feasible alternative routes for origin-destination pairs. This paper develops two link-based fuel-consumption models stratified by link-level speed, road grade, and functional class (local/non-local), one for CVs and the other for HEVs. The link-based fuel-consumption models are built by assigning travel from a large number of GPS driving traces to the links in TomTom MultiNet as the underlying road network layer and road grade data from a U.S. Geological Survey elevation data set. Fuel consumption on a link is calculated by the proposed fuel consumption model. This paper envisions two kinds of applications: 1) identifying alternate routes that save fuel, and 2) quantifying the potential fuel savings for large amounts of travel. An experiment based on a large-scale California Household Travel Survey GPS trajectory data set is conducted. The fuel consumption and savings of CVs and HEVs are investigated. At the same time, the trade-off between fuel saving and time saving for choosing different routes is also examined for both powertrains.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS1986

Multiple Application Propfan Study (MAPS): Advanced tactical transport

This study was conducted to ascertain potential benefits of a propfan propulsion system application to a blended wing/body military tactical transport. Based on a design cruise Mach no. of 0.75 for the design mission, the results indicate a significant advantage in various figures of merit for the propfan over those of a comparable technology turbofan. Although the propfan has a 1.6 percent greater takeoff gross weight, its life cycle cost is 5.3 percent smaller, partly because of a 27 percent smaller specific fuel consumption. When employed on alternate missions, the propfan configuration offers significantly improved flexibility and capability: an increase in sea level penetration distance of more than 100 percent, or in time-on-station of 24 percent, or in deployment payload of 38 percent.

Newton, F. C.↗
NASA NTRS1973

Skylab attitude control and angular momentum desaturation with one double-gimbaled control moment gyro

In case two control moment gyros fail, attitude control of Skylab can be maintained with the thruster attitude control system. This results, however, in a severely increased fuel consumption, depleting the fuel in a few days. Therefore, an alternate concept was developed which does not have large fuel consumption under any circumstances. In this concept the attitude reference is commanded to oscillate in the orbital plane with twice the orbital frequency and the remaining control moment gyro controls about orbital north and about the minimum moment-of-inertia axis, while the thruster attitude control system controls rate only about the remaining axis. This rate control in conjunction with the restoring torque due to the gravity gradient will keep bounded the excursion of the minimum moment-of-inertia axis out of the orbital plane. This alternate concept has the additional advantage that it needs no information on the principal moment-of-inertia axes misalignment and is completely insensitive to star tracker failure. Proper phasing of the attitude reference oscillation even allows angular momentum desaturation, which is responsible for the insensitivity of the thruster fuel consumption to unknown disturbances, like vent torques and magnetic torques.

Kennel, H. F.↗
NASA NTRS1975

Air transportation energy consumption - Yesterday, today, and tomorrow

The energy consumption by aviation is reviewed and projections of its growth are discussed. Forecasts of domestic passenger demand are presented, and the effect of restricted fuel supply and increased fuel prices is considered. The most promising sources for aircraft fuels, their availability and cost, and possible alternative fuels are reviewed. The energy consumption by various air and surface transportation modes is identified and compared on typical portal-to-portal trips. A measure of the indirect energy consumed by ground and air modes is defined. Historical trends in aircraft energy intensities are presented and the potential fuel savings with new technologies are discussed.

Mascy, A. C.↗
NASA NTRS1978

A study of some economic factors relating to the development and implementation of a satellite power system

Areas are examined relating to the design, development and implementation of a satellite power system (SPS): an analysis of the effect of energy R&D programs in general and SPS in particular on optimal fossil fuel consumption patterns, a study of alternative uses of SPS technologies, and a study of the electric power market penetration potential for SPS. It is shown that a credible program of R&D on long-range energy alternatives leads to lower optimal prices for fossil fuels, resulting in large short-term benefits accruing to the specific program elements. Several alternative uses of SPS technologies were identified; however the markets for these technologies are generally quite diffuse and difficult to assess. The notable exception is solar array technology which has, potentially, a very large non-SPS market. It is shown that the market for SPS units derives from two components of demand: the demand created by growth in the electrical energy demand which leads to an increased demand for baseload generating capacity, and a demand created by the need to replace retiring capacity.

Source record↗
DOE OSTI2016

Lifecycle analysis of renewable natural gas and hydrocarbon fuels from wastewater treatment plants’ sludge

Wastewater treatment plants (WWTPs) produce sludge as a byproduct when they treat wastewater. In the United States, over 8 million dry tons of sludge are produced annually just from publicly owned WWTPs. Sludge is commonly treated in anaerobic digesters, which generate biogas; the biogas is then largely flared to reduce emissions of methane, a potent greenhouse gas. Because sludge is quite homogeneous and has a high energy content, it is a good potential feedstock for other conversion processes that make biofuels, bioproducts, and power. For example, biogas from anaerobic digesters can be used to generate renewable natural gas (RNG), which can be further processed to produce compressed natural gas (CNG) and liquefied natural gas (LNG). Sludge can be directly converted into hydrocarbon liquid fuels via thermochemical processes such as hydrothermal liquefaction (HTL). Currently, the environmental impacts of converting sludge into energy are largely unknown, and only a few studies have focused on the environmental impacts of RNG produced from existing anaerobic digesters. As biofuels from sludge generate high interest, however, existing anaerobic digesters could be upgraded to technology with more economic potential and more environmental benefits. The environmental impacts of using a different anaerobic digestion (AD) technology to convert sludge into energy have yet to be analyzed. In addition, no studies are available about the direct conversion of sludge into liquid fuels. In order to estimate the energy consumption and greenhouse gas (GHG) emissions impacts of these alternative pathways (sludge-to-RNG and sludge-to-liquid), this study performed a lifecycle analysis (LCA) using the Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET®) model. The energy uses and GHG emissions associated with the RNG and hydrocarbon liquid are analyzed relative to the current typical sludge management case, which consists of a single-stage mesophilic digester with biogas flaring. Along with the alternative HTL process, four types of AD technologies with fuel production—single-stage mesophilic, mesophilic 2-stage, single-stage mesophilic with thermohydrolysis treatment, and mesophilicmesophilic acid/gas phase—are studied. Results show that the sludge-to-CNG pathway via AD and the sludge-to-liquid pathway via HTL reduce GHG emissions consumptions significantly. When we compare the GHG emissions of the alternative fuel production pathways to that of the counterfactual case in terms of the amount of sludge treated, reductions in GHG emissions are 39%–80% and 87% for alternative AD and HTL, respectively. Compared to petroleum gasoline and diesel GHG emission results in terms of MJ, the renewable CNG production pathway via AD and the renewable diesel production pathway via HTL reduce GHG emissions by 193% and 46%, respectively. These large reductions are mainly due to GHG credits from avoiding GHGs under the counterfactual scenario, and/or fertilizer displacement credits. Similarly, reductions in fossil fuel use for sludge-based fuels are huge. However, well-defined counterfactual scenarios are needed because the results of the study depend on the counterfactual scenario, which might vary over time.

03 NATURAL GAS↗
DOE OSTI2017

Analysis of hydrogen as a Transportation Fuel FY17 Report

This report summarizes the results of literature reviews, surveys and analyses performed to evaluate the potential of hydrogen-fueled vehicles to be an economically viable transportation alternative. Five existing and important drivers of expanding hydrogen-fueled transportation adoption are multi-billion dollar sales reservations of Nikola Class 8 trucks, CALSTART viability analysis of hybrid-hydrogen drayage trucks in the shipyard cargo application, analysis showing economic advantages of Fuel Cell Electric Vehicles (FCEV)s over Battery Electric Vehicles (BEV)s beginning at 150-mile ranges, the announcement of a commercial 5kg electrolyzer, and commercial plans or vehicle availability by nine vehicle manufacturers of FCEV passenger vehicles. But hydrogen infrastructure availability needed to support broad adoption of hydrogen-fueled vehicles is limited to less than 50 publicly-available refueling stations, primarily in California. The demand side (consumer) economics associated with FCEV adoption showed strong economic sensitivity to the original vehicle’s fuel economy (mpg), distance traveled, and hydrogen (H2) generation costs. Seven use cases were used to evaluate the broad range of potential FCEV purchasers, including autonomous vehicle applications. Each consumer use case analysis resulted in a different hydrogen fuel cost that would be equivalent to the current fuel cost being paid by the consumer. The H2 generation costs (supply side) were sensitive to the volume of H2 supplied and H2 production costs needed to repay H2 supply facility capital costs and produce competitively-priced energy. H2FAST was used to more accurately incorporate capital, maintenance and production costs into a viable H2 supply cost to the consumer. When the H2 generation and consumer economics were combined, several applications with positive economics became clear. The availability of low-cost hydrogen pipeline connections, and therefore low-cost hydrogen, greatly benefits the California drayage truck application with hybrid-hydrogen retrofits being repaid within seven years. Class 8 trucks could also take advantage of these low-cost, but regional hydrogen supplies. In addition, the IVYS electrolyzer-based hydrogen generation product showed the potential to deliver hydrogen economically in an urban or freeway off-ramp setting to a limited number of passenger vehicles in areas with low-cost electricity. These positive, manually developed results show the need to develop more advanced tools to provide an expanded evaluation of the economics of hydrogen-based fuel applications. The use cases evaluated showed significant potential for hydrogen-fueled vehicles to have a sustainable impact as a transportation fuel. The positive impact is not limited to transportation fuels, but also grid resilience and flexibility through the use of controllable and variable electrolyzer output to rapidly adjust to changing grid conditions and enable greater integration of solar and wind generated power. This capability would directly enable alternative fuel vehicles to impact energy consumption, GHG emissions, and the economy at the regional and national levels.

08 HYDROGEN↗
DOE OSTI2026

EV Shuttle Bus Pilot

The EV Shuttle Bus Pilot dataset contains data and analysis from Hocking-Athens-Perry Community Action's demonstration of an electric bus on routes of their rural Athens Public Transit system. The vehicle used in the demonstration was a Ford E-450 cutaway equipped with an electric drivetrain, a 127-kWh battery system by Motiv Power Systems, and a cabin upfit by Turtle Top. Data gathered include route assignments, running time and distance, fuel economy, and charge cycles. A comparison of the vehicle's observed duty cycle with duty cycle modeling from other rural transit fleets in the National Transit Database is included to help better understand the rural adoption potential for this fleet technology.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗