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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 325 records · Page 18
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

High-performing commercial Fe–N–C cathode electrocatalyst for anion-exchange membrane fuel cells

Here, to reduce the cost of fuel cell stacks and systems, it is important to create commercial catalysts that are free of platinum group metals (PGMs). To do this, such catalysts must have very high activity, but also have the correct microstructure to facilitate the transport of reactants and products. Here, we show a high-performing commercial oxygen reduction catalyst that was specifically developed for operation in alkaline media and is demonstrated in the cathode of operating anion-exchange membrane fuel cells (AEMFCs). With H 2 /O 2 reacting gases, AEMFCs made with Fe–N–C cathodes achieved a peak power density exceeding 2 W cm –2 (>1 W cm –2 with H 2 /air) and operated with very good voltage durability for more than 150 h. These AEMFCs also realized an iR-corrected current density at 0.9 V of 100 mA cm –2 . Finally, in a second configuration, Fe–N–C cathodes paired with low-loading PtRu/C anodes (0.125 mg PtRu per cm 2 , 0.08 mg Pt per cm 2 ) demonstrated a specific power of 10.4 W per mg PGM (16.25 W per mg Pt).

25 ENERGY STORAGE↗
NASA NTRS1951

Preliminary evaluation of the air and fuel specific-impulse characteristics of several potential ram-jet fuels IV : hydrogen, a-methylnaphthalene, and carbon / Benson E. Gammon

A preliminary analytical evaluation of the air and fuel specific-impulse characteristics of hydrogen, a-methylnapthalene, and graphite carbon has been made. Adiabatic constant-pressure combustion flame temperatures for each fuel at several equivalence ratios were calculated for an initial air temperature of 560 degrees R and a pressure of 2 atmospheres.

ENGINES, RAM JET↗
DOE OSTI2023

Accelerating Sustainable Aviation Fuel Technology From Laboratory to Deployment: An Overview of NREL's Sustainable Aviation Fuel Pathways

The National Renewable Energy Laboratory (NREL) develops and de-risks a portfolio of technologies for converting renewable carbon resources into sustainable fuels, including sustainable aviation fuel (SAF). NREL works with industry, academia, and other national laboratories to develop, scale, and de-risk technology pathways for producing SAF from renewable resources such as biomass and other forms of waste carbon, including carbon dioxide.

BIOMASS FUELS↗
DOE OSTI2024

Combining CO2 Electrolysis with Biological Upgrading to Fuels and Chemicals: Turning Waste into Fuels

The utilization of flue gas-derived CO2 presents an opportunity to enhance carbon utilization in the bioethanol industry, contributing to the production of valuable products. In the context of a 90 million-gallon-per-year corn ethanol plant generating approximately 30 tons per hour of 99% pure CO2, a collaborative effort involving six national laboratories has been established. This initiative, known as the CO2 Reduction and Upgrading for e-Fuels (CO2RUe) Consortium, is funded by the Department of Energy's BioEnergy Technologies Office (BETO). The primary objective of the CO2RUe Consortium is to explore innovative approaches to harness CO2 as a valuable feedstock. This interdisciplinary consortium integrates electrochemistry with biological upgrading techniques, aiming to yield sustainable, value-added products and aviation fuels. The presentation will delve into the recent advancements in the realms of electrochemistry and biological upgrading, with a specific focus on formic acid and CO. Additionally, the talk will include an analysis of future electricity grid scenarios, technoeconomic evaluations, and life-cycle assessments. These assessments aim to provide a comprehensive understanding of the impacts of various conversion pathways on both cost and carbon intensity. The CO2RUe Consortium is at the forefront of steering the development of economically favorable and sustainable processes for CO2 utilization. The presentation will showcase the consortium's progress in driving the advancement of technology and processes, emphasizing the economic viability and sustainability of CO2 utilization within the broader context of the bioethanol industry.

biological upgrading↗
DOE OSTI2020

Utilizing ink composition to tune bulk-electrode gas transport, performance, and operational robustness for a Fe-N-C catalyst in polymer electrolyte fuel cell

With lower site density and turnover frequency, platinum group metal (PGM)-free catalysts based electrodes are often greater than 50 mu m thick in order to increase performance across the fuel cell operating range. Consequently, PGM-free electrodes have an additional bulk electrode transport resistance beyond the local or aggregate level transport in thin platinum-based electrodes. In parallel to the development of more active and durable PGM-free catalysts, advancements in understanding the interplay between PGM-free electrode fabrication, bulk-electrode transport, proton conductivity and performance are needed. Here, the relationship between ionic and gas phase transport through the electrode thickness is modified by adjusting electrocatalyst and ionomer flocculation/interaction at the ink level. The influence of the ink composition (water/n-propanol content) is examined via various in-situ electrochemical and ex-situ characterization techniques and the resulting electrode structure/performance relationship contrasted with electrode performance robustness across a range of relative humidity (RH). For the electrocatalyst examined here, a water-rich (82 wt% H2O) ink formulation was favorable for operation at high RH due to improved molecular diffusion through larger electrode pores. In contrast, the improved interactions between ionomer and electrocatalyst enabled a more robust electrode and higher performance during low RH operation for the 50 wt% H2O content ink.

08 HYDROGEN↗
DOE OSTI2021

An Analysis of the Impact of Particle Growth on Transport Losses in Polymer-Electrolyte Fuel Cells

Voltage cycling causes catalyst nanoparticles in polymer-electrolyte fuel cells to grow. The concomitant loss of interfacial area results in larger kinetic, transport, and possibly ohmic overpotentials. This paper uses recently published experimental data and mathematical models to investigate the evolutions of transport and ohmic resistances to platinum nanoparticles located on the surface and inside the micropores of carbon black supports. Resistance to oxygen transport rises as surface area declines primarily because the flux to each remaining larger platinum particle increases. The path lengths governing oxygen diffusion to surface and buried platinum sites also increase as nanoparticles grow. Platinum nanoparticles on the surface become relatively less favorable as voltage cycling proceeds because they grow faster than platinum in micropores. Because voltage cycling causes total interfacial area to decline, and the fraction located inside micropores to increase, nanoscale ohmic losses increase as a catalyst layer decays. The practical importance of this effect is difficult to discern because proton conductivity in carbon micropores is not well characterized.

07 ISOTOPE AND RADIATION SOURCES↗
DOE OSTI2023

Near-Term Electricity Requirement and Emission Implications for Sustainable Aviation Fuel Production with CO 2 -to-Fuels Technologies

Aviation contributed approximately 10% of the U.S. transportation sector's greenhouse gas (GHG) emissions and about 3% of the nation's total GHG production before the coronavirus disease (COVID-19) pandemic (EPA 2022). Unlike the ground transportation sector, which can be decarbonized by using batteries and hydrogen fuel cell powertrain technologies, the technical and economic challenges of aviation electrification open the opportunity for CO 2 utilization (CO2U) using clean power sources. The U.S. government set a goal to produce 3 billion gallons per year of sustainable aviation fuels (SAF) by 2030 and scale up the production to 35 billion gallons per year by 2050 (Bioenergy Technologies Office 2022). In this report, we examine three potential locations, in California, Iowa, and Louisiana, for SAF production using two production pathways that are expected to be available by 2030. We analyze the electricity cost to satisfy 10% of the SAF production potential for the select locations. Specifically, we consider (1) retail electricity cost from the default local utility in each location; (2) physical power purchase agreement (PPA) for renewable power and battery storage hybrid systems with preset prices; (3) financial PPA from a dedicated renewable plant; and (4) estimated real-time pricing (RTP) from the wholesale power market with utility delivery adders. Retail rates are available for the three potential locations; however, the developer should negotiate with the local utility in Iowa for new tariff riders, because the load of the proposed SAF plant (1.4 GW) is significantly higher than the current industrial tariff structure requirement (200 kW). The developers are not able to claim federal credits (i.e., the Inflation Reduction Act of 2022) when sourcing electricity from local utilities. Developers could consider prioritizing physical and financial PPAs as purchase options. While physical PPAs can be imported out of state, this structure imposes availability issues as developers must locate in the same electricity grid regions. Financial PPAs do not have the same location restrictions and provide the same cost savings as physical PPAs, but financial PPAs impose financial risks in the event of system curtailment and grid interruption. RTPs are available for customers in California with flexible load and hourly load management capability; however, utilities in our studied regions in Louisiana and Iowa only offer time-of-use and curtailment programs to incentivize lower energy usage in peak hours. These utilities do not currently offer RTP programs, and the developer may need to have further negotiations with the local utilities to access RTP programs. The results show that purchased electricity prices may range from 2.6 cents/kWh to 7.1 cents/kWh for the three studied plants.

02 PETROLEUM↗
DOE OSTI2022

Potential Heating Energy and Cost Savings of Dual Fuel Heat Pump Controls as a Residential Building Equipment Retrofit in the U.S.

This study investigated the energy and cost savings potential by modeling a dual fuel heat pump system with its control for a residential building in (5A) cold climate in U.S. The simulation analysis showed that the application of the DFHP system and its control to the target building can save the heating energy by 42% over a gas furnace system (baseline system). Although the HP-only system can save more heating energy (i.e., 53%) over the baseline system than DFHP system does, the DFHP with its control demonstrated the higher cost savings when a time of use electricity rate was considered.

Yoon, Yeobeom↗
DOE OSTI2021

Optical Investigation of a Partial Fuel Stratification Strategy to Stabilize Overall Lean Operation of a DISI Engine Fueled with Gasoline and E30

This paper offers new insights into a partial fuel stratification (PFS) combustion strategy that has proven to be effective at stabilizing overall lean combustion in direct injection spark ignition engines. To this aim, high spatial and temporal resolution optical diagnostics were applied in an optically accessible engine working in PFS mode for two fuels and two different durations of pilot injection at the time of spark: 210 µs and 330 µs for E30 (gasoline blended with ethanol by 30% volume fraction) and gasoline, respectively. In both conditions, early injections during the intake stroke were used to generate a well-mixed lean background. The results were compared to rich, stoichiometric and lean well-mixed combustion with different spark timings. In the PFS combustion process, it was possible to detect a non-spherical and highly wrinkled blue flame, coupled with yellow diffusive flames due to the combustion of rich zones near the spark plug. The initial flame spread for both PFS cases was faster compared to any of the well-mixed cases (lean, stoichiometric and rich), suggesting that the flame propagation for PFS is enhanced by both enrichment and enhanced local turbulence caused by the pilot injection. Different spray evolutions for the two pilot injection durations were found to strongly influence the flame kernel inception and propagation. PFS with pilot durations of 210 µs and 330 µs showed some differences in terms of shapes of the flame front and in terms of extension of diffusive flames. Yet, both cases were highly repeatable.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Alternative Fuels Data Center Fuel Properties Comparison

This chart compares the physical fuel properties and considerations associated with gasoline/E10, low sulfur diesel, biodiesel, propane, compressed natural gas, liquefied natural gas, ethanol, methanol, hydrogen, and electricity for use as vehicle fuels.

47 OTHER INSTRUMENTATION↗
DOE OSTI2024

Alternative Fuels Data Center Fuel Properties Comparison

This chart compares the physical fuel properties and considerations associated with gasoline/E10, low sulfur diesel, biodiesel, renewable diesel, propane, compressed natural gas, liquefied natural gas, ethanol, methanol, hydrogen, and electricity for use as vehicle fuels.

ADVANCED PROPULSION SYSTEMS↗