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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 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Techno-Economic and Life Cycle Assessments for Sustainable Rare Earth Recovery from Coal Byproducts using Biosorption

Coal byproducts could be a promising feedstock to alleviate the supply risk of critical rare earth elements (REEs) due to their abundance and REE content. Herein, we investigated the economic and environmental potential of producing REEs from coal fly ash and lignite through an integrated process of leaching, biosorption, and oxalic precipitation on the basis of experimental data and modeling results. Two microbe immobilization systems (polyethylene glycol diacrylate (PEGDA) microbe beads and Si sol–gels) were examined for their efficiency in immobilizing Arthrobacter nicotianae to selectively recover REEs. Techno-economic analysis revealed that North Dakota lignite could be a profitable feedstock when Si sol–gel is used due to its high cell loading and REE adsorption capacity as well as high reuse cycles. Life cycle analysis revealed that Si sol–gel-based biosorption could be more environmental friendly than the prevailing REE production in China due to the use of less toxic chemicals. However, fly ash sourced from Powder River Basin coals was neither profitable nor environmentally sustainable, primarily due to low solubility of high-value scandium at an economical pulp density (100 g ash/L of acid solution). To further improve the proposed biotechnology, future research could focus on scandium recovery, leaching efficiency at a high pulp density, and reuse cycles of the immobilized microbes.

01 COAL, LIGNITE, AND PEAT↗
NASA NTRS2002

NiH2 Cycle Life Study

Cycle life studies have been performed at Eagle Picher Technologies (EPT), on HST Mantech design cells with various pedigrees of slurry and dry sinter processed electrodes, to evaluate peak load voltage performance during generic load profile testing. These tests provide information for determining voltage and capacity fade (degradation) mechanisms, and their impact on nickel hydrogen cell cycle life. Comparison of peak load voltage fade, as a function of State of Charge and cycle life, with capacity data from HST indicates that the cycle life limiting mechanism is due to impedance growth, and formation of a second discharge plateau. With a second plateau on discharge, capacity from the cell is still available, but at an unacceptable low voltage of 0.8 V per cell (17.6 V battery). Data shows that cell impedance increases with cycle number and depth of discharge, as expected.

Hollandsworth, Roger P.↗
DOE OSTI2018

Impacts of lean electrolyte on cycle life for rechargeable Li metal batteries

Strong demand for higher energy batteries for extended range electric vehicles has driven battery technology development toward Li metal batteries. One limitation of Li metal batteries is cycle life. At odds are the amount of electrolyte to fulfill high energy and the amount needed to achieve long cycle life. Here we employ an electrochemical model and design of experiment to understand impacts on cycle life and failure as electrolyte content is reduced to levels needed to achieve reasonably high specific energy. With lean electrolyte, a gap exists in achieving long cycle life with a reduction by a factor of 6.5 when electrolyte amount is reduced from 37.0?g Ah-1 to 6.0?g Ah-1. Two primary failure routes are identified with differences between lean and high electrolyte quantities. The results suggest that reporting and performing experiments for high energy cell designs requires that amount of electrolyte be considered a critical parameter.

Nagpure, Shrikant↗
DOE OSTI2021

Biofuel Options for Marine Applications: Technoeconomic and Life-Cycle Analyses

This study performed technoeconomic and life-cycle analyses to assess the economic feasibility and emission benefits and tradeoffs of various biofuel production pathways as an alternative to conventional marine fuels. We analyzed production pathways for (1) Fischer-Tropsch diesel from biomass and cofeeding biomass with natural gas or coal, (2) renewable diesel via hydroprocessed esters and fatty acids from yellow grease and cofeeding yellow grease with heavy oil, and (3) bio-oil via fast pyrolysis of low-ash woody feedstock. We also developed a new version of the Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) marine fuel module for the estimation of life-cycle greenhouse gas (GHG) and criteria air pollutant (CAP) emissions of conventional and biobased marine fuels. The alternative fuels considered have a minimum fuel selling price between 2.36 and 4.58 $/heavy fuel oil gallon equivalent (HFOGE), and all exhibit improved life-cycle GHG emissions compared to heavy fuel oil (HFO), with reductions ranging from 40 to 93%. The alternative fuels also exhibit reductions in sulfur oxides and particulate matter emissions. Additionally, when compared with marine gas oil and liquified natural gas, they perform favorably across most emission categories except for cases where carbon and sulfur emissions are increased by the cofed fossil feedstocks. The pyrolysis bio-oil offers the most promising marginal CO2 abatement cost at less than $100/tonne CO2e for HFO prices >$1.09/HFOGE followed by Fischer-Tropsch diesel from biomass and natural gas pathways, which fall below $100/tonne CO2e for HFO prices >$2.25/HFOGE. Pathways that cofeed fossil feedstocks with biomass do not perform as well for marginal CO2 abatement cost, particularly at low HFO prices. This study indicates that biofuels could be a cost-effective means of reducing GHG, sulfur oxide, and particulate matter emissions from the maritime shipping industry and that cofeeding biomass with natural gas could be a practical approach to smooth a transition to biofuels by reducing alternative fuel costs while still lowering GHG emissions, although marginal CO2 abatement costs are less favorable for the fossil cofeed pathways.

Greenhouse gas, life cycle assessment, techno-econ↗
DOE OSTI2018

Life-cycle greenhouse gas emissions of corn kernel fiber ethanol

Corn kernel fiber ethanol that can be produced concurrently with corn starch ethanol has recently been approved as cellulosic biofuel in the USA, suggesting that fiber ethanol could be eligible for a higher credit price than conventional starch ethanol due to its anticipated lower greenhouse gas (GHG) emissions. A life-cycle analysis was conducted to quantify ethanol's GHG emissions. Here we show that fiber ethanol's life-cycle GHG emissions (36-39 g CO(2)e MJ(-1)) are close to meeting the US cellulosic biofuel's legislative mandate of 60% GHG emissions reduction relative to gasoline (similar to 94 g CO(2)e MJ(-1)), with slightly lower emissions under the nth plant mature fiber technology than under the state of technology (SOT). The co-product, distiller's grain with solubles (DGS), can notably affect fiber ethanol's GHG emissions, and this impact may need to be further examined when evidence of DGS market impacts becomes available. (c) 2018 Society of Chemical Industry and John Wiley & Sons, Ltd

biofuel↗
DOE OSTI2018

Calendar-life versus cycle-life aging of lithium-ion cells with silicon-graphite composite electrodes

The use of blended silicon-graphite (Si-Gr) negative electrodes increases the energy density of lithium-ion cells over those containing only graphite (Gr) electrodes. However, volume changes in the Si particles that occur during cycling causes deterioration of the solid-electrolyte interphase (SEI) layer on the particles resulting in further electrolyte reduction that immobilizes Li+ ions and, therefore, capacity fade. Because the volume changes are not expected to occur during a potentiostatic hold (referred to as calendar-life aging), by comparison of cycle-life and calendar-life aged cells one can expect to assess the role of volume changes in the deterioration of cell performance. To this end, cells with Si-Gr and Gr negative electrodes (and Li 1.03 (Ni 0.5 Co 0.2 Mn 0.3 ) 0.97 O 2 containing positive electrodes) were assembled, tested, and compared using cycle-life and calendar-life aging protocols. As expected, the capacity loss of the cycle-life aged cells was higher than that of the calendar-life aged cells. However, the measurable capacity loss for the calendar-life aged cells indicated continued immobilization of Li + ions. Furthermore, electrolytes extracted from the calendar-life aged cells showed more LiPF 6 hydrolysis products than those extracted from the cycle-life aged cells. In conclusion, we discuss possible mechanistic causes for the observed aging behaviors in this article.

25 ENERGY STORAGE↗
DOE OSTI2019

A Long-Cycle-Life Lithium-CO{sub 2} Battery with Carbon Neutrality.

Lithium-CO2 batteries are attractive energy-storage systems for fulfilling the demand of future large-scale applications such as electric vehicles due to their high specific energy density. However, a major challenge with Li-CO2 batteries is to attain reversible formation and decomposition of the Li2CO3 and carbon discharge products. A fully reversible Li-CO2 battery is developed with overall carbon neutrality using MoS2 nanoflakes as a cathode catalyst combined with an ionic liquid/dimethyl sulfoxide electrolyte. This combination of materials produces a multicomponent composite (Li2CO3/C) product. The battery shows a superior long cycle life of 500 for a fixed 500 mAh g(-1) capacity per cycle, far exceeding the best cycling stability reported in Li-CO2 batteries. The long cycle life demonstrates that chemical transformations, making and breaking covalent C-O bonds can be used in energy-storage systems. Theoretical calculations are used to deduce a mechanism for the reversible discharge/charge processes and explain how the carbon interface with Li2CO3 provides the electronic conduction needed for the oxidation of Li2CO3 and carbon to generate the CO2 on charge. This achievement paves the way for the use of CO2 in advanced energy-storage systems.

carbon neutrality↗
DOE OSTI2022

Life cycle analysis of polylactic acids from different wet waste feedstocks

Producing a valuable chemical product through diversion of wet wastes can simultaneously resolve the problems associated with increasing wastes and greenhouse gas emissions from conventional chemical production processes. In this work, we investigated the life-cycle greenhouse gas emissions, water, and fossil-fuel consumption for waste-derived polylactic acids (PLA) from three different waste feedstocks, namely wastewater sludge, food waste, and swine manure, using the Greenhouse Gases, Regulated Emissions, and Energy Use in Technologies (GREET) model. The decarbonization potential of replacing fossil-based resins with the waste-derived polymer was also investigated. The results show that swine manure-to-PLA pathway was the least carbon intensive (—1.4 kgCO 2 e/kg) among the three waste-to-PLA pathways on a cradle-to-grave basis, followed by the food waste case (—1.3 kgCO 2 e/kg) and then by the wastewater sludge case (0.6 kgCO 2 e/kg). In the baseline scenario, all three waste-to-PLA pathways were less carbon intensive than both fossil-based PET and HDPE on a cradle-to-grave basis: 66% (vs. PET) and 56% (vs. HDPE), 171 and 192%, 181 and 205% reduction in GHG emissions for wastewater sludge-, food waste-, and swine manure-to-PLA pathway, respectively. For all sensitivity cases investigated, the food waste- and swine manure-to-PLA pathways were significantly less carbon intensive than their fossil-counterparts. In terms of the annual decarbonization potential of replacing fossil-based PET or HDPE, the wastewater sludge- and food waste-pathway showed higher mitigation potential than the swine manure-pathway: i) 18–28 kilotons CO 2 e-reduction per year for wastewater sludge pathway; ii) 23–26 kTCO 2 e-reduction/yr for food waste pathway; and iii) about 5 kTCO 2 e-reduction/yr for swine manure pathway depending on the type of conventional resin replaced. However, given the abundant availability of the swine manure feedstocks across the United States, the decarbonization potential of swine manure-based pathway can also increase as the plant capacity or the number of plants grow.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
NASA NTRS2003

Equivalent Mass versus Life Cycle Cost for Life Support Technology Selection

The decision to develop a particular life support technology or to select it for flight usually depends on the cost to develop and fly it. Other criteria - performance, safety, reliability, crew time, and risk - are considered, but cost is always an important factor. Because launch cost accounts for most of the cost of planetary missions, and because launch cost is directly proportional to the mass launched, equivalent mass has been used instead of cost to select life support technology. The equivalent mass of a life support system includes the estimated masses of the hardware and of the pressurized volume, power supply, and cooling system that the hardware requires. The equivalent mass is defined as the total payload launch mass needed to provide and support the system. An extension of equivalent mass, Equivalent System Mass (ESM), has been established for use in Advanced Life Support. A crew time mass-equivalent and sometimes other non-mass factors are added to equivalent mass to create ESM. Equivalent mass is an estimate of the launch cost only. For earth orbit rather than planetary missions, the launch cost is usually exceeded by the cost of Design, Development, Test, and Evaluation (DDT&E). Equivalent mass is used only in life support analysis. Life Cycle Cost (LCC) is much more commonly used. LCC includes DDT&E, launch, and operations costs. Since LCC includes launch cost, it is always a more accurate cost estimator than equivalent mass. The relative costs of development, launch, and operations vary depending on the mission design, destination, and duration. Since DDT&E or operations may cost more than launch, LCC may give a more accurate cost ranking than equivalent mass. To be sure of identifying the lowest cost technology for a particular mission, we should use LCC rather than equivalent mass.

Jones, Harry↗
NASA NTRS2003

Equivalent Mass versus Life Cycle Cost for Life Support Technology Selection

The decision to develop a particular life support technology or to select it for flight usually depends on the cost to develop and fly it. Other criteria such as performance, safety, reliability, crew time, and technical and schedule risk are considered, but cost is always an important factor. Because launch cost would account for much of the cost of a future planetary mission, and because launch cost is directly proportional to the mass launched, equivalent mass has been used instead of cost to select advanced life support technology. The equivalent mass of a life support system includes the estimated mass of the hardware and of the spacecraft pressurized volume, power supply, and cooling system that the hardware requires. The equivalent mass of a system is defined as the total payload launch mass needed to provide and support the system. An extension of equivalent mass, Equivalent System Mass (ESM), has been established for use in the Advanced Life Support project. ESM adds a mass-equivalent of crew time and possibly other cost factors to equivalent mass. Traditional equivalent mass is strictly based on flown mass and reflects only the launch cost. ESM includes other important cost factors, but it complicates the simple flown mass definition of equivalent mass by adding a non-physical mass penalty for crew time that may exceed the actual flown mass. Equivalent mass is used only in life support analysis. Life Cycle Cost (LCC) is much more commonly used. LCC includes DDT&E, launch, and operations costs. For Earth orbit rather than planetary missions, the launch cost is less than the cost of Design, Development, Test, and Evaluation (DDTBE). LCC is a more inclusive cost estimator than equivalent mass. The relative costs of development, launch, and operations vary depending on the mission destination and duration. Since DDTBE or operations may cost more than launch, LCC gives a more accurate relative cost ranking than equivalent mass. To select the lowest cost technology for a particular application we should use LCC rather than equivalent mass.

Jones, Harry↗
DOE OSTI2017

Best practice data life cycle approaches for the life sciences

Throughout history, the life sciences have been revolutionised by technological advances; in our era this is manifested by advances in instrumentation for data generation, and consequently researchers now routinely handle large amounts of heterogeneous data in digital formats. The simultaneous transitions towards biology as a data science and towards a ‘life cycle’ view of research data pose new challenges. Researchers face a bewildering landscape of data management requirements, recommendations and regulations, without necessarily being able to access data management training or possessing a clear understanding of practical approaches that can assist in data management in their particular research domain. Here we provide an overview of best practice data life cycle approaches for researchers in the life sciences/bioinformatics space with a particular focus on ‘omics’ datasets and computer-based data processing and analysis. We discuss the different stages of the data life cycle and provide practical suggestions for useful tools and resources to improve data management practices.

96 KNOWLEDGE MANAGEMENT AND PRESERVATION↗
NASA NTRS1982

Chopper-controlled discharge life cycling studies on lead-acid batteries

State-of-the-art 6 volt lead-acid golf car batteries were tested. A daily charge/discharge cycling to failure points under various chopper controlled pulsed dc and continuous current load conditions was undertaken. The cycle life and failure modes were investigated for depth of discharge, average current chopper frequency, and chopper duty cycle. It is shown that battery life is primarily and inversely related to depth of discharge and discharge current. Failure mode is characterized by a gradual capacity loss with consistent evidence of cell element aging.

Kraml, J. J.↗
DOE OSTI2018

Life-cycle implications of hydrogen fuel cell electric vehicle technology for medium- and heavy-duty trucks

This study provides a comprehensive and up-to-date life-cycle comparison of hydrogen fuel cell electric trucks (FCETs) and their conventional diesel counterparts in terms of energy use and air emissions, based on the ensemble of well-established methods, high-fidelity vehicle dynamic simulations, and real-world vehicle test data. For the centralized steam methane reforming (SMR) pathway, hydrogen FCETs reduce life-cycle or well-to-wheel (WTW) petroleum energy use by more than 98% compared to their diesel counterparts. The reduction in WTW air emissions for gaseous hydrogen (G.H2) FCETs ranges from 20-45% for greenhouse gases, 37-65% for VOC, 49-77% for CO, 62-83% for NOx, 19-43% for PM10, and 27-44% for PM2.5, depending on vehicle weight classes and truck types. With the current U.S. average electricity generation mix, FCETs tend to create more WTW SOx emissions than their diesel counterparts, mainly because of the upstream emissions related to electricity use for hydrogen compression/liquefaction. Compared to G.H2, liquid hydrogen (L.H2) FCETs generally provide smaller WTW emissions reductions. For both G.H2 and L.H2 pathways for FCETs, because of electricity consumption for compression and liquefaction, spatio-temporal variations of electricity generation can affect the WTW results. FCETs retain the WTW emission reduction benefits, even when considering aggressive diesel engine efficiency improvement.

air emissions↗
DOE OSTI2017

Regime dependence of ice cloud heterogeneity – a convective life‐cycle effect?

Cloud condensate varies on scales smaller than those typically resolved by global weather and climate models. In order to accurately predict the radiative and microphysical process rates representative of the entire model grid box, the effect of the subgrid‐scale heterogeneity of cloud must be taken into account. In this study, observed ice water content retrieved from A‐Train satellite observations is used to explore how spatial ice condensate variability, characterized by the fractional standard deviation (FSD, the standard deviation divided by the mean), varies with cloud regime. FSD is generally lower for overcast cloud scenes, but an additional predictor based on convective activity is needed to capture the high FSD associated with more turbulent clouds and reproduce the observed latitudinal and height variations of FSD. Convective clouds that extend only a few kilometres above the freezing level are likely to be smaller at an earlier stage in their life cycle, and actively growing with a higher FSD. In contrast, more mature clouds reaching the tropopause are larger and generally have a lower variability and smaller FSD. To capture this life‐cycle effect, a new parametrization is tested which uses the ratio of a model's convectively detrained condensate to the existing cloud condensate mass as a proxy for the cloud's convective life stage to highlight areas with enhanced condensate variability. The parametrization is scale‐adaptive, situation‐dependent and captures seasonally varying global patterns and the zonal mean vertical structure of observed ice condensate variability well. Ground‐based observations obtained from five Atmospheric Radiation Measurement sites provide independent confirmation that the parametrization satisfactorily captures condensate variability in high‐altitude ice clouds.

Ahlgrimm, Maike↗
DOE OSTI2019

Technoeconomic and Life-Cycle Analysis of Single-Step Catalytic Conversion of Wet Ethanol into Fungible Fuel Blendstocks

Technoeconomic and life-cycle analyses are presented for catalytic conversion of ethanol to fungible hydrocarbon fuel blendstocks, informed by advances in catalyst and process development. Whereas prior work toward this end focused on 3-step processes featuring dehydration, oligomerization, and hydrogenation, the consolidated alcohol dehydration and oligomerization (CADO) approach described here results in 1-step conversion of wet ethanol vapor (40 wt% in water) to hydrocarbons and water over a metal-modified zeolite catalyst. A development project increased liquid hydrocarbon yields from 36% of theoretical to >80%, reduced catalyst cost by an order of magnitude, scaled up the process by 300-fold, and reduced projected costs of ethanol conversion 12-fold. Current CADO products conform most closely to gasoline blendstocks, but can be blended with jet fuel at low levels today, and could potentially be blended at higher levels in the future. Operating plus annualized capital costs for conversion of wet ethanol to fungible blendstocks are estimated at $2.00/GJ for CADO today and $1.44/GJ in the future, similar to the unit energy cost of producing anhydrous ethanol from wet ethanol ($1.46/GJ). Including the cost of ethanol from either corn or future cellulosic biomass but not production incentives, projected minimum selling prices for fungible blendstocks produced via CADO are competitive with conventional jet fuel when oil is $100 per barrel but not at $60 per barrel. However, with existing production incentives, the projected minimum blendstock selling price is competitive with oil at $60 per barrel. Life-cycle greenhouse gas emission reductions for CADO-derived hydrocarbon blendstocks closely follow those for the ethanol feedstock.

09 BIOMASS FUELS↗