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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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All sourcesNASA NTRSDOE OSTI
NASA NTRS2005

Advanced Energetics for Aeronautical Applications. Volume II

NASA has identified water vapor emission into the upper atmosphere from commercial transport aircraft, particularly as it relates to the formation of persistent contrails, as a potential environmental problem. Since 1999, MSE has been working with NASA-LaRC to investigate the concept of a transport-size emissionless aircraft fueled with liquid hydrogen combined with other possible breakthrough technologies. The goal of the project is to significantly advance air transportation in the next decade and beyond. The power and propulsion (P/P) system currently being studied would be based on hydrogen fuel cells (HFCs) powering electric motors, which drive fans for propulsion. The liquid water reaction product is retained onboard the aircraft until a flight mission is completed. As of now, NASA-LaRC and MSE have identified P/P system components that, according to the high-level analysis conducted to date, are light enough to make the emissionless aircraft concept feasible. Calculated maximum aircraft ranges (within a maximum weight constraint) and other performance predictions are included in this report. This report also includes current information on advanced energy-related technologies, which are still being researched, as well as breakthrough physics concepts that may be applicable for advanced energetics and aerospace propulsion in the future.

Alexander, David S.↗
DOE OSTI2020

Plug-In Electric Vehicle Showcases: Consumer Experience and Acceptance

In 2016 the U.S. Department of Energy's (DOE) Office of Energy Efficiency and Renewable Energy's Vehicle Technologies Office (VTO) announced three awardees to hold plug-in electric vehicle (PEV) showcases to demonstrate available technologies and provide a hands-on consumer experience at conveniently located, brand-neutral settings. The events varied in style from long term stationary storefront settings to weekend events at a variety of regional venues. Attendees could interact with the technology through ride-and-drives and longer-term test drives. The events began in the spring of 2017 and continued through 2019.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

In-route inductive versus stationary conductive charging for shared automated electric vehicles: A university shuttle service

In-route inductive charging technology, as applied to automated electric vehicles, can help realize a fully automated system of both vehicles and chargers. This study presents a planning optimization analysis for fixed-route automated shuttles supported by in-route inductive charging technology. A techno-economic feasibility of inductive charging was assessed in comparison with stationary charging, including Level 2 AC chargers, and DC fast chargers (DCFCs). This analysis considered both present-day and future vehicle operations and overall system costs. A real project with two circulator Navya Arma shared automated electric vehicles (SAEVs) at the University of Michigan was investigated using real-world collected energy and travel data. The outcomes show that the proper design of quasi-dynamic inductive chargers at designated stops allows SAEVs to realize unlimited driving range and be cost-competitive to DCFC technology. Considering present-day costs and vehicles, low-speed SAEVs can realize charge-sustaining operation at a minimum cost either by implementing a 50-kW inductive charger at two stops with one segment per position and a 29-kWh onboard battery, or by installing a 100-kW inductive charger at one stop with one segment per position and a 28-kWh onboard battery. Overall, considering future costs and vehicles, either a 40-kW charger at one stop with a 29-kWh battery or a 50-kW charger at the north stop with a 14-kWh battery would enable charge-sustaining operation. In addition, quasi-dynamic inductive solution can reduce the onboard battery by about 15% while providing unlimited driving range, but stationary scenarios require about 112% additional battery capacity to support a 12-h driving range.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS2005

Power Requirements Determined for High-Power-Density Electric Motors for Electric Aircraft Propulsion

Future advanced aircraft fueled by hydrogen are being developed to use electric drive systems instead of gas turbine engines for propulsion. Current conventional electric motor power densities cannot match those of today s gas turbine aircraft engines. However, if significant technological advances could be made in high-power-density motor development, the benefits of an electric propulsion system, such as the reduction of harmful emissions, could be realized.

Johnson, Dexter↗
NASA NTRSDate not supplied

Reversionary Control Modes for the Mitigation of Failures in a Partially Turboelectric Aircraft Propulsion System

In support of emission and fuel burn reduction goals, the aviation industry is actively pursuing the advancement of electrified aircraft propulsion (EAP) technology. This includes turboelectric and hybrid electric propulsion designs that combine gas turbine engine and electrical system hardware. Such architectures exhibit a high degree of coupling between subsystems. This drives the need for system-level control strategies to ensure the safe, coordinated, and efficient operation of all subsystems. The design and certification of any aircraft propulsion system requires that all potential subsystem failures are identified, and the hazards posed by these failures are appropriately mitigated. This requirement is particularly challenging for EAP systems due to their integrated nature. One approach to assist in EAP failure mitigation is the inclusion of automated reconfiguration capabilities within the propulsion control system. Such control modes, referred to as reversionary control modes, are designed to automatically detect failures and activate backup control modes upon failure detection. This paper covers the design and evaluation of reversionary control mode logic developed for a partially turboelectric propulsion concept. Test results from a real-time hardware-in-the-loop evaluation of the concept are also presented and discussed. The results show that the developed reversionary control logic can successfully detect and mitigate subsystem failures in a representative environment that includes actual electrical system hardware.

Electrified Aircraft Propulsion↗
NASA NTRSDate not supplied

Reversionary Control Modes for the Mitigation of Failures in a Partially Turboelectric Aircraft Propulsion System

In support of emission and fuel burn reduction goals, the aviation industry is actively pursuing the advancement of electrified aircraft propulsion (EAP) technology. This includes turboelectric and hybrid electric propulsion designs that combine gas turbine engine and electrical system hardware. Such architectures exhibit a high degree of coupling between subsystems. This drives the need for system-level control strategies to ensure the safe, coordinated, and efficient operation of all subsystems. The design and certification of any aircraft propulsion system requires that all potential subsystem failures are identified, and the hazards posed by these failures are appropriately mitigated. This requirement is particularly challenging for EAP systems due to their integrated nature. One approach to assist in EAP failure mitigation is the inclusion of automated reconfiguration capabilities within the propulsion control system. Such control modes, referred to as reversionary control modes, are designed to automatically detect failures and activate backup control modes upon failure detection. This paper covers the design and evaluation of reversionary control mode logic developed for a partially turboelectric propulsion concept. Test results from a real-time hardware-in-the-loop evaluation of the concept are also presented and discussed. The results show that the developed reversionary control logic can successfully detect and mitigate subsystem failures in a representative environment that includes actual electrical system hardware.

Electrified Aircraft Propulsion↗
NASA NTRS2024

Reversionary Control Modes for the Mitigation of Failures in a Partially Turboelectric Aircraft Propulsion System

In support of emission and fuel burn reduction goals, the aviation industry is actively pursuing the advancement of electrified aircraft propulsion (EAP) technology. This includes turboelectric and hybrid electric propulsion designs that combine gas turbine engine and electrical system hardware. Such architectures exhibit a high degree of coupling between subsystems. This drives the need for system-level control strategies to ensure the safe, coordinated, and efficient operation of all subsystems. The design and certification of any aircraft propulsion system requires that all potential subsystem failures are identified, and the hazards posed by these failures are appropriately mitigated. This requirement is particularly challenging for EAP systems due to their integrated nature. One approach to assist in EAP failure mitigation is the inclusion of automated reconfiguration capabilities within the propulsion control system. Such control modes, referred to as reversionary control modes, are designed to automatically detect failures and activate backup control modes upon failure detection. This paper covers the design and evaluation of reversionary control mode logic developed for a partially turboelectric propulsion concept. Test results from a real-time hardware-in-the-loop evaluation of the concept are also presented and discussed. The results show that the developed reversionary control logic can successfully detect and mitigate subsystem failures in a representative environment that includes actual electrical system hardware.

Electrified Aircraft Propulsion↗
DOE OSTI2020

Comparison of Optimal Energy Management Strategies Using Dynamic Programming, Model Predictive Control, and Constant Velocity Prediction

Due to the recent advancements in autonomous vehicle technology, future vehicle velocity predictions are becoming more robust which allows fuel economy (FE) improvements in hybrid electric vehicles through optimal energy management strategies (EMS). A realworld highway drive cycle (DC) and a controls-oriented 2017 Toyota Prius Prime model are used to study potential FE improvements. We proposed three important metrics for comparison: (1) perfect full drive cycle prediction using dynamic programming, (2) 10-second prediction horizon model predictive control (MPC), and (3) 10-second constant velocity prediction. These different velocity predictions are put into an optimal EMS derivation algorithm to derive optimal engine torque and engine speed. The results show that the constant velocity prediction algorithm outperformed the baseline control strategy but underperformed the MPC strategy with an average 1.58% and 2.45% of FE improvement with highway and city-highway DC. Also, using a 10-second prediction window MPC strategy provided FE improvement results close to the full drive cycle prediction case. MPC has the potential to achieve 60%-65% and 70% - 80% of global FE improvement over highway and city-highway DC respectively.

Patel, Amol Arvind↗
DOE OSTI2024

Visualization Within the Department of Energy: NREL IEEE VIS Application Spotlight

This presentation highlights the role of advanced visualization techniques at the National Renewable Energy Laboratory (NREL) in supporting cutting-edge research across diverse energy domains. From immersive analytics and uncertainty visualization to high-resolution and real-time data analysis, NREL's visualization capabilities enable scientists to explore complex datasets more effectively. These tools are critical for advancing research in materials science, renewable energy technologies, biofuels, electric vehicle infrastructure, energy efficiency - from industrial processes to entire communities - and then bringing these innovations to practice through energy systems integration. NREL's visualization tools drive innovation across renewable energy and grid modernization efforts by providing deeper insights and improving decision-making.

grid modernization↗
NASA NTRS2015

Space Synthetic Biology Project

Synthetic biology is an effort to make genetic engineering more useful by standardizing sections of genetic code. By standardizing genetic components, biological engineering will become much more similar to traditional fields of engineering, in which well-defined components and subsystems are readily available in markets. Specifications of the behavior of those components and subsystems can be used to model a system which incorporates them. Then, the behavior of the novel system can be simulated and optimized. Finally, the components and subsystems can be purchased and assembled to create the optimized system, which most often will exhibit behavior similar to that indicated by the model. The Space Synthetic Biology project began in 2012 as a multi-Center effort. The purpose of this project was to harness Synthetic Biology principals to enable NASA's missions. A central target for application was to Environmental Control & Life Support (ECLS). Engineers from NASA Marshall Space Flight Center's (MSFC's) ECLS Systems Development Branch (ES62) were brought into the project to contribute expertise in operational ECLS systems. Project lead scientists chose to pursue the development of bioelectrochemical technologies to spacecraft life support. Therefore, the ECLS element of the project became essentially an effort to develop a bioelectrochemical ECLS subsystem. Bioelectrochemical systems exploit the ability of many microorganisms to drive their metabolisms by direct or indirect utilization of electrical potential gradients. Whereas many microorganisms are capable of deriving the energy required for the processes of interest (such as carbon dioxide (CO2) fixation) from sunlight, it is believed that subsystems utilizing electrotrophs will exhibit smaller mass, volume, and power requirements than those that derive their energy from sunlight. In the first 2 years of the project, MSFC personnel conducted modeling, simulation, and conceptual design efforts to assist the project in selecting the best approaches to the application of bioelectrochemical technologies to ECLS. Figure 1 shows results of simulation of charge transport in an experimental system. Figure 2 shows one of five conceptual designs for ECLS subsystems based on bioelectrochemical reactors. Also during the first 2 years, some work was undertaken to gather fundamental data (conductivities, overpotentials) relevant to the modeling efforts.

Howard, David↗
DOE OSTI2025

Charting the Path to Electrification: Analyzing the Economic and Technological Potential of Advanced Vehicle Powertrains

The U.S. Department of Energy’s Vehicle Technologies Office (DOE-VTO) is driving advancements in highway transportation by targeting energy efficiency, environmental sustainability, and cost reductions. This study investigates the fuel economy potential and cost implications of advanced powertrain technologies using comprehensive system simulations. Leveraging tools such as Autonomie and TechScape, developed by Argonne National Laboratory, this study evaluates multiple timeframes (2023–2050) and powertrain types, including conventional internal combustion engines, hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), and battery electric vehicles (BEVs). Simulations conducted across standard regulatory driving cycles provide detailed insights into fuel economy improvements, cost trajectories, and total cost of ownership. The findings highlight key innovations in battery energy density, lightweighting, and powertrain optimization, demonstrating the growing viability of BEVs and their projected economic competitiveness with conventional vehicles by 2050. This work delivers actionable insights for policymakers and industry stakeholders, underscoring the transformative potential of vehicle electrification in achieving sustainable transportation goals.

Islam, Ehsan Sabri (ORCID:0000000200220180)↗
DOE OSTI2020

Optimal charging scheduling and management for a fast-charging battery electric bus system

Herein we discuss how battery electric buses (BEBs) are rapidly being embraced by public transit agencies because of their environmental and economic benefits. To address the problems of limited driving range and time-consuming charging for BEBs, manufacturers have developed rapid on-route charging technology that utilizes typical layovers at terminals to charge buses in operation using high power. With on-route fast-charging, BEBs are as capable as their diesel counterparts in terms of range and operating time. However, on-route fast-charging makes it more challenging to schedule and manage charging events for a BEB system. First, on-route fast-charging may lead to high electricity power demand charges. Second, it may increase electricity energy charges because of charging that occurs during on-peak hours. Without careful charging scheduling and management, on-route fast-charging may significantly increase fuel costs and reduce the economic attractiveness of BEBs. The present study proposes a network modeling framework to optimize the charging scheduling and management for a fast-charging BEB system, effectively minimizing total charging costs. The charging schedule determines when to charge a BEB, while the charging management strategically controls the actual charging power. Charging costs include both electricity demand charges and energy charges. The charging scheduling and management problem is first formulated as a nonlinear nonconvex program with time-continuous variables. A discretizing method and a linear reformulation technique are then adopted to reformulate the model as a linear program, which can be easily solved using off-the-shelf solvers, even for large-scale problems. Finally, the model is demonstrated with extensive numerical studies based on two real-world bus networks. The results demonstrate that the proposed model can effectively determine the optimal charging scheduling and management for a fast-charging BEB system, which carries the potential for use in large-scale real-world bus networks.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
NASA NTRS2011

Benefits of Power and Propulsion Technology for a Piloted Electric Vehicle to an Asteroid

NASA's goal for human spaceflight is to expand permanent human presence beyond low Earth orbit (LEO). NASA is identifying potential missions and technologies needed to achieve this goal. Mission options include crewed destinations to LEO and the International Space Station; high Earth orbit and geosynchronous orbit; cis-lunar space, lunar orbit, and the surface of the Moon; near-Earth objects; and the moons of Mars, Mars orbit, and the surface of Mars. NASA generated a series of design reference missions to drive out required functions and capabilities for these destinations, focusing first on a piloted mission to a near-Earth asteroid. One conclusion from this exercise was that a solar electric propulsion stage could reduce mission cost by reducing the required number of heavy lift launches and could increase mission reliability by providing a robust architecture for the long-duration crewed mission. Similarly, solar electric vehicles were identified as critical for missions to Mars, including orbiting Mars, landing on its surface, and visiting its moons. This paper describes the parameterized assessment of power and propulsion technologies for a piloted solar electric vehicle to a near-Earth asteroid. The objective of the assessment was to determine technology drivers to advance the state of the art of electric propulsion systems for human exploration. Sensitivity analyses on the performance characteristics of the propulsion and power systems were done to determine potential system-level impacts of improved technology. Starting with a "reasonable vehicle configuration" bounded by an assumed launch date, we introduced technology improvements to determine the system-level benefits (if any) that those technologies might provide. The results of this assessment are discussed and recommendations for future work are described.

Mercer, Carolyn R.↗
NASA NTRS2012

Benefits of Power and Propulsion Technology for a Piloted Electric Vehicle to an Asteroid

NASA s goal for human spaceflight is to expand permanent human presence beyond low Earth orbit (LEO). NASA is identifying potential missions and technologies needed to achieve this goal. Mission options include crewed destinations to LEO and the International Space Station; high Earth orbit and geosynchronous orbit; cis-lunar space, lunar orbit, and the surface of the Moon; near-Earth objects; and the moons of Mars, Mars orbit, and the surface of Mars. NASA generated a series of design reference missions to drive out required functions and capabilities for these destinations, focusing first on a piloted mission to a near-Earth asteroid. One conclusion from this exercise was that a solar electric propulsion stage could reduce mission cost by reducing the required number of heavy lift launches and could increase mission reliability by providing a robust architecture for the long-duration crewed mission. Similarly, solar electric vehicles were identified as critical for missions to Mars, including orbiting Mars, landing on its surface, and visiting its moons. This paper describes the parameterized assessment of power and propulsion technologies for a piloted solar electric vehicle to a near-Earth asteroid. The objective of the assessment was to determine technology drivers to advance the state of the art of electric propulsion systems for human exploration. Sensitivity analyses on the performance characteristics of the propulsion and power systems were done to determine potential system-level impacts of improved technology. Starting with a "reasonable vehicle configuration" bounded by an assumed launch date, we introduced technology improvements to determine the system-level benefits (if any) that those technologies might provide. The results of this assessment are discussed and recommendations for future work are described.

Mercer, Carolyn R.↗
DOE OSTI2022

Colloidal Quantum Dot Solar Cells: Progressive Deposition Techniques and Future Prospects on Large-area Fabrication

Colloidally grown nanosized semiconductors yield extremely high-quality optoelectronic materials. Many examples have pointed to near perfect photoluminescence quantum yields, meaning non-radiative optical processes (losses) can be completely suppressed allowing for technology-leading materials as high purity color centers in display technology and emitters in LEDs. Furthermore, because of high chemical yield, and improved understanding of the surfaces, these materials, particularly colloidal quantum dots (QDs) can also be ideal candidates for other optoelectronic applications. Given the strong drive toward carbon neutrality and limiting climate change, electricity from solar photovoltaics will play a large role in the power generation sector. QDs have been developed and shown dramatic improvements over the past 15 years as photoactive materials in photovoltaics and have unique potential with various innovative deposition properties which could lead to exceptionally low-cost and high-performance devices. Once the key issues related to charge transport in optically thick arrays are addressed, QD-based photovoltaic technology could become a better candidate for practical application. In this article, w e show how the possibilities of different deposition techniques could bring QD-based solar cells to the industrial level and discuss the challenges for perovskite QD solar cells in particular, to achieve large-area fabrication for further advancing technology to solve pivotal energy and environmental issues.

14 SOLAR ENERGY↗
DOE OSTI2025

Rotation of electrothermal-instability-driven overheating structure due to helically oriented surface magnetic field on a high-current-density aluminum rod

Experiments on the 1-MA, 100-ns-rise-time Mykonos Facility demonstrate rotation of electrothermal instability (ETI)-driven overheating structure on 1.00-mm-diameter, 10-nm-surface roughness, 99.999%-pure aluminum rods, which are pulsed with helically polarized surface magnetic field. Rods are machined to include pairs of 10-micron-scale quasi-hemispherical voids or “engineered defects (ED)” which provide the dominant current density perturbation from which ETI grows most rapidly. Experiments include an axial magnetic field component through the addition of a helically wound return-current electrode or “helical return can (HRC).” For a given HRC design, azimuthal field (B ɵ ) and axial field (B z ) components rise at a prescribed and fixed ratio, driving an increasing magnetic field of constant polarization at the rod's surface; most experiments generated surface magnetic field at a 15-degree field polarization angle (from horizontal) defined as ɸ B = arctan(B z /B ɵ ). ETI-driven emission patterns from individual ED are observed to rotate along ɸ B , while emission patterns from dielectric-coated ED pairs are shown to elongate and preferentially merge along ɸ B , in qualitative agreement with 3D-magnetohydrodynamic simulations. These data strongly support that for a randomized distribution of current density perturbations on a high-current density conductor, nearby perturbations will favorably merge about ɸ B , with the degree of merging increasing with current. Such observations offer fundamental new understanding of the seeding mechanisms of the helical magneto-Rayleigh Taylor (MRT) instabilities observed from axially magnetized magnetically driven imploding liners.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2020

Comparison of Optimal Energy Management Strategies Using Dynamic Programming, Model Predictive Control, and Constant Velocity Prediction

Due to the recent advancements in autonomous vehicle technology, future vehicle velocity predictions are becoming more robust which allows fuel economy (FE) improvements in hybrid electric vehicles through optimal energy management strategies (EMS). A real- world highway drive cycle (DC) and a controls-oriented 2017 Toyota Prius Prime model are used to study potential FE improvements. We proposed three important metrics for comparison: (1) perfect full drive cycle prediction using dynamic programming, (2) 10-second prediction horizon model predictive control (MPC), and (3) 10-second constant velocity prediction. These different velocity predictions are put into an optimal EMS derivation algorithm to derive optimal engine torque and engine speed. The results show that the constant velocity prediction algorithm outperformed the baseline control strategy but underperformed the MPC strategy with an average 1.58% and 2.45% of FE improvement with highway and city-highway DC. Also, using a 10-second prediction window MPC strategy provided FE improvement results close to the full drive cycle prediction case. MPC has the potential to achieve 60%-65% and 70% - 80% of global FE improvement over highway and city-highway DC respectively.

Patel, Amol Arvind↗
NASA NTRSDate not supplied

Motor Configuration Selection for A New Technical Challenge to Develop A 5 MW Cryogenic Motor and Drive

Due to aviation’s appreciable and growing share of humanity’s impact on our environment and estimates that CO2emissions only account for 34% of aviation’s total effective radiative forcing [1], there is a need to reach beyond climate goals that focus only on CO2emissions, such as the US Aviation Climate Action Plan’s [3] goal to reach net-zero carbon emissions by 2050.There is motivation to develop technology that pushes toward future large transport aircraft with net zero climate impact that are highly electrified (i.e., have higher power electrical propulsion system components). This paper describes a new, 6-year technical challenge to address this need by developing a 5 MW superconducting motor and cryogenic drive. Section 1 will detail the motivation for this work. Section 2 will describe the technical challenge and the selected specifications for the motor. Section 3 will present the results of a motor configuration trade study and the down selection of one configuration to develop a detailed design for. The technical challenge focuses on the design of a5 MW superconducting motor and cryogenic drive and demonstration of it at a 2+ MW scale to achieve TRL 3. Both fully superconducting (superconducting stator and rotor) and fully cryogenic (superconducting rotor and cryogenic stator) machine configurations will be explored. An emphasis will be placed on addressing the key tall poles for high power superconducting machines. Further details will be included in the full paper. The requirements and goals of the motor will be detailed. The rated speed (2,000 to 3,000 rpm) is defined to be appropriate for directly driving multi-MW fans or propellers. A range of rated speed is permitted because the motor is not designed for a specific aircraft and to provide design flexibility if AC losses in the stator winding are found to be a significant constraint (i.e., a lower speed can be selected to reduce electrical frequency). Relatively conservative requirements for efficiency (99%) and specific power (20 kW/kg) are defined, because TRL advancement and pushing toward flight readiness is emphasized over performance optimization. However, more aggressive efficiency and specific power goals are specified (99.9% and 40 kW/kg). The 3rd section will present the results of a motor configuration trade study. The study started with a qualitative assessment of sixteen motor configurations based on geometric, mechanical, thermal, and electromagnetic criteria. This assessment has been completed with three evaluators scoring all nine criteria. A configuration down select was made by prioritizing the sixteen configurations into four tiers based on each configuration’s total score and consideration of manufacturability, complexity, and support hardware (e.g., rotary vacuum seals, bearings). Configurations in priority A and B will be further evaluated through quantitative assessments, whereas those in priority C will only be further evaluated if time permits and priority D will not be further evaluated. Eight of the sixteen configurations were down selected for quantitative assessment, which will include analytical calculations and low-to moderate-fidelity finite element analysis to produce a preliminary Pareto front of efficiency versus specific power for each configuration. This assessment emphasizes the calculation of AC losses in the stator winding and an exploration of thermal management approaches to remove that heat and maintain cryogenic temperature. The final paper will include a description of each motor configuration that was considered. The quantitative assessments are underway, and an assessment of one configuration is complete for multiple stator conductor options. The remaining assessments are scheduled to be completed by late March so that the final down select to one configuration can be included in this paper.

Net Zero↗