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DOE OSTI2025

Custom Equipment Development for Processing of Surplus Plutonium

The Strategic Laboratory Assessment (SLA), a collaborative team of SRNL and ORNL personnel, has been established to advance the objectives of the Surplus Plutonium Disposition (SPD) Project, by identifying and developing technologies to accelerate disposition, reduce life cycle costs, minimize worker radiation exposure, improve worker safety, and minimize Surplus Plutonium Disposition Program risks. [1] The SLA team has identified can cutting and plutonium (Pu) oxide size reduction as two glovebox processes where technology enhancements would be valuable. The DOESTD-3013 package currently in use for Pu downblending requires cutting two nested cans before the inner convenience can that holds the Pu oxide may be accessed for further processing. A rotary tubing-style cutter is used for opening the 3013 packages within the glovebox. Collet changeouts are required between cutting of the outer and inner cans. The SLA team is currently developing and testing an adjustable-clamp can cutter design that eliminates collet changeouts and allows cutting of the outer and inner can at the same time, resulting in significant reduction of radiological dose and process time, as well as improved ergonomics. To meet the Pu oxide particle size requirement, size reduction of Pu oxide agglomerations must be performed within the process gloveboxes. The SLA team has identified jaw crushing technology as an alternative to the currently employed rotary mill. Jaw crusher advantages include reduced dust within the glovebox, increased batch sizes, and easier integration with other glovebox processes due to the flow-through nature of jaw crushing. Commercially manufactured jaw crushers are either too large and/or too heavy for implementation in the SPD gloveboxes, so the SLA team is developing and testing a custom jaw crusher to meet the needs of the SPD Project.

Krementz, Daniel [Savannah River National Laborato↗

DOE OSTI2020

Systems and methods for augmenting a satellite based navigation system with alternative position and timing data

Various technologies pertaining to integrating a positioning or timing solution from an alternative position, navigation, or timing (PNT) system into a satellite-based-navigation system are described herein. The PNT system generates a position/timing (P/T) solution that indicates a current position or current time of the PNT system. The P/T solution is provided as input to a simulation of a satellite constellation of the satellite-based-navigation system, and a constellation signal is generated based on the simulation and the P/T solution. The constellation signal is formatted according to a navigation signal format of the satellite-based-navigation system such that when the constellation signal is provided to a receiver of the satellite-based-navigation system, the receiver computes a P/T solution that indicates the current position or the current time identified by the PNT system.

24 POWER TRANSMISSION AND DISTRIBUTION↗

NASA NTRS2011

Sustainability of the Catalytic Activity of a Silica-Titania Composite (STC) for Long-Term Indoor Air Quality Control

TiO2-assisted photocatalytic oxidation (PCO) is an emerging technology for indoor air quality control and is also being evaluated as an alternative trace contaminant control technology for crew habitats in space exploration. Though there exists a vast range of literature on the development of photocatalysts and associated reactor systems, including catalyst performance and performance-influencing factors, the critical question of whether photocatalysts can sustain their initial catalytic activity over an extended period of operation has not been adequately addressed. For a catalyst to effectively serve as an air quality control product, it must be rugged enough to withstand exposure to a multitude of low concentration volatile organic compounds (VOCs) over long periods of time with minimal loss of activity. The objective of this study was to determine the functional lifetime of a promising photocatalyst - the silica-titania composite (STC) from Sol Gel Solutions, LLC in a real-world scenario. A bench-scale STC-packed annular reactor under continuous irradiation by a UV-A fluorescent black-light blue lamp ((lambda)max = 365 nm) was exposed to laboratory air continuously at an apparent contact time of 0.27 sand challenged with a known concentration of ethanol periodically to assess any changes in catalytic activity. Laboratory air was also episodically spiked with halocarbons (e.g., octafluoropropane), organosulfur compounds (e.g., sulfur hexafluoride), and organosilicons (e.g., siloxanes) to simulate accidental releases or leaks of such VOCs. Total organic carbon (TOC) loading and contaminant profiles of the laboratory air were also monitored. Changes in STC photocatalytic performance were evaluated using the ethanol mineralization rate, mineralization efficiency, and oxidation intermediate (acetaldehyde) formation. Results provide insights to any potential catalyst poisoning by trace halocarbons and organosulfur compounds.

Coutts, Janelle L.↗

NASA NTRS1985

Potential of thin-film solar cell module technology

During the past five years, thin-film cell technology has made remarkable progress as a potential alternative to crystalline silicon cell technology. The efficiency of a single-junction thin-film cell, which is the most promising for use in flat-plate modules, is now in the range of 11 percent with 1-sq cm cells consisting of amorphous silicon, CuInSe2 or CdTe materials. Cell efficiencies higher than 18 percent, suitable for 15 percent-efficient flat plate modules, would require a multijunction configuration such as the CdTe/CuInSe2 and tandem amorphous-silicon (a-Si) alloy cells. Assessments are presented of the technology status of thin-film-cell module research and the potential of achieving the higher efficiencies required for large-scale penetration into the photovoltaic (PV) energy market.

Shimada, K.↗

DOE OSTI2020

FINAL TECHNICAL AND ECONOMIC FEASIBILITY STUDY ON THE APPLICATION OF A HEAT INTEGRATED POST-COMBUSTION CO2 CAPTURE SYSTEM WITH HITACHI ADVANCED SOLVENT INTO EXISTING COAL-FIRED POWER PLANT

This report contains the results of a techno-economic assessment (TEA) conducted of a heat integrated post-combustion CO2 capture process with Hitachi advanced solvent for retrofit into an existing coal-fired power plant (but treated as greenfield plant on cost analysis). The process has been developed by the University of Kentucky Center for Applied Energy (UK CAER). EPRI was chiefly responsible for this analysis, with significant input from WorleyParsons, Hitachi Power Systems America (Hitachi) and UK CAER. The project also involves the design, fabrication, installation, testing, and analyses of a slipstream facility located at L&GE-KU’s E.W. Brown Generating Station to demonstrate the UK CAER carbon capture system that could utilize heat integration with the main power plant. The design, start-up, and baseline of the pilot system was performed with a generic 30 wt% MEA solvent to obtain data for direct comparison with the DOE/NETL Reference Case followed by testing Hitachi’s proprietary solvent H3-1. In this techno-economic analysis, two cases utilizing the UK CAER process are compared, using different approach temperatures and solvent, against the DOE/NETL Reference Case (Case 10). The results are shown comparing the energy demand for post-combustion CO2 capture and the net higher heating value (HHV) efficiency of the power plant integrated with the post-combustion capture (PCC) plant. A levelized cost of electricity (LCOE) assessment was performed showing the costs of the options presented in the study. The key factors contributing to the reduction of LCOE were identified as CO2 partial pressure increase at the flue gas inlet, thermal integration of the process, and performance of the Hitachi H3-1 solvent. Recent UK CAER process pilot-scale testing data and process simualtion data showed that the packing heights of absorber and stripper columns were significantly oversized in the prelimanary TEA (Task 2 of this project) and thus updated in this final TEA for the H3-1 case only. In addition, the solvent make-up cost for H3-1 was updated based on lattest test results. Finally, a heat integration with the main power plant was applied in this final TEA to increase overall energy effciency for both the MEA and H3-1 cases. Additonal reductions in capital and operational costs are expected but not taken into account here. Shorter columns result in reduced pressure drops, smaller blower head and pump hydraulic head requirements. An increase in overall energy efficiency resuls in a decreased size of the power plant, the CCS and a reduced parasitic steam requirement to the CCS. The net efficiency of the UK CAER integrated PC power plant with CO2 capture changes from 26.2% for the Reference Case 10 plant in 2010 revised DOE/NETL baseline report to 27.6% for the MEA options considered, and 29.1% for the options utilizing the Hitachi advanced solvent. The UK CAER Process + Hitachi case also produces an extra 30.9 MW of generation compared to the UK CAER Process + MEA case and total 60.9 MW more than DOE Case 10. LCOE ($/MWh) values are $172.08/MWh for the MEA option and $157.65/MWh for the Hitachi H3-1 solvent cases considered in comparison to $189.59/MWh in January 2012 dollar for the Reference Case 10. The UK CAER CCS process with MEA case lowers energy consumption for CO2 capture to 1340 Btu/lb-CO2 captured as compared to 1540 Btu/lb-CO2 in the Reference Case 10. The UK CAER CCS process with H3-1 case further lowers energy consumption for CO2 capture to 973 Btu/lb-CO2 captured, for an advantage of 36.8% less energy consumption than Case 10. The study also shows 38.1% less heat rejection associated with the carbon capture system from 3398 MBtu/hr (Case 10) to 2104 MBtu/hr for the UK CAER + MEA system. Heat rejection is reduced to 2464 MBtu/hr in the UK CAER + H3-1 case, for a 27.5 % decrease compared to Case 10. Modeling outputs show that in the UK CAER process, the cooling water that is 2-5°C cooler than conventional cooling tower water can be achieved for ambient conditions common to the midwest and other regions. The results from the techno-economic assessment show that the proposed technology can be investigated further as a viable alternative to conventional CO2 capture technology. The evaluation also shows the effect of the critical parameters on the LCOE, with the main variables being the approach temperature and CO2 partial pressure increase at the flue gas inlet. A summary of the key advantages of the UK CAER Process + H3-1 case for LCOE and other economic factors compared to the DOE Case 10 is as follows: • A lower variable operating cost by $1.56/MWh ($1.08MWh less than the UK CAER Process + MEA Case), a 11.7% reduction compared to the DOE Case 10 • A lower COE by $25.32MWh ($13.94/MWh lower than the UK CAER Process + MEA Case), a 16.9% reduction compared to the DOE Case 10 • A lower LCOE by $31.94/MWh ($17.51/MWh lower than the UK CAER Process + MEA Case), a 16.9% reduction compared to the DOE Case 10 • A lower cost of CO2 captured by $18.65/tonne CO2 ($9.44/tonne CO2 lower than the UK CAER Process + MEA Case), a 30.4% reduction compared to the DOE Case 10 • A lower cost of CO2 avoided by $34.95/tonne CO2 ($18.53 tonne CO2 lower than the UK CAER Process + MEA Case), a 38.7% reduction compared to the DOE Case 10

Bhown, Abhoyjit S.↗

NASA NTRS1993

Nuclear electric propulsion operational reliability and crew safety study: NEP systems/modeling report

The objective of this study was to establish the initial quantitative reliability bounds for nuclear electric propulsion systems in a manned Mars mission required to ensure crew safety and mission success. Finding the reliability bounds involves balancing top-down (mission driven) requirements and bottom-up (technology driven) capabilities. In seeking this balance we hope to accomplish the following: (1) provide design insights into the achievability of the baseline design in terms of reliability requirements, given the existing technology base; (2) suggest alternative design approaches which might enhance reliability and crew safety; and (3) indicate what technology areas require significant research and development to achieve the reliability objectives.

Karns, James↗

NASA NTRS1993

Reduced cost alternatives to premise wiring using ATM and microcellular technologies

The cost of premises wiring keeps increasing due to personnel moves, new equipment, capacity upgrades etc. It would be desirable to have a wireless interface from the workstations to the fixed network, so as to minimize the wiring changes needed. New technologies such as microcellular personal communication systems are promising to bring down the cost of wireless communication. Another promising technology is Code Division Multiple Access (CDMA), which could dramatically increase the bandwidth available for wireless connections. In addition, Asynchronous Transfer Mode (ATM) technology is emerging as a technique for integrated management of voice, data, and video traffic on a single network. The focus of this investigation will be to assess the future utility of these new technologies for reducing the premise wiring cost at KSC. One of the issues to be studied is the cost comparison of 'old' versus 'new,' especially as time and technology progress. An additional issue for closer study is a feasible time-line for progress in technological capability.

Gejji, Raghvendra R.↗

DOE OSTI2023

LOCOMOTIVES - Comprehensive Impact and Cost Assessment Framework of Carbon Lowering Approaches for the US Rail Freight System

The goal of this project is to develop a tool to aid railroads and other stakeholders assess and approach the decarbonization of freight rail operations by identifying new, viable low-carbon energy storage and conversion systems for future locomotive systems and how they should be deployed on the existing US freight rail network. In the first quarter, the project focused on collecting data, establishing a simulation workflow, and engaging industry through the creation of the Industry Advisory Board (IAB). In the second quarter, the project focused on selecting fuel pathways and powertrain technologies, setting performance targets, conducting a techno-economic analyses, and developing the simulation framework that would serve as the backbone of the future toolhead. The third quarter involved developing an industry-oriented interactive dashboard powered by a five-step sequential framework, as well as holding industry advisory board meetings as per the initial technology-to-market plan. In the remaining project quarters, the NUFRIEND dashboard were fine-tuned with the help of IAB member feedback and in-depth scenario analyses were conducted to support the techno-economic analysis of energy sources. Additionally, dashboard documentation, project insights, and open-source code on GitHub were prepared and released. Throughout the project, the team completed testing and analysis of all model components, integrated all initial test scenarios, and conducted stakeholder engagement. Lower-carbon drop-in fuels can be deployed as admixtures and are considered uniform across the network at a desired penetration rate, while hydrogen and battery-electric technology deployment poses a more complex problem as they require significant investments to be made in the siting of refueling/charging facilities and the replacement of locomotive fleets. Thus, strategies for locating and sizing refueling/charging facilities on a railroad’s network to meet their energy demands were developed to inform deployment decisions. To address this challenge, the Northwestern University Freight Rail Infrastructure & Energy Network Decarbonization (NUFRIEND) framework presents a five-step sequential framework to select O-D paths, locate facilities, reroute flows, size facilities, and evaluate the deployment for alternative energy sources that require locomotive powertrains to be converted and new refueling infrastructure to be deployed. The NUFRIEND Framework is an industry-oriented tool for simulating the deployment of new energy technologies across the US freight rail network. The framework provides a comprehensive network-level optimization and scenario simulation tool for decarbonizing the freight rail sector, addressing the uncertainties surrounding technological developments by supporting sensitivity analyses for different operational and technological parameters through a transparent and flexible input module. It offers practical alternatives to diesel locomotives and can be applied for any railroad considering the specific network structure and freight demand, outputting evaluation metrics for the associated emissions and costs relative to diesel operations. A number of relevant simulation scenarios were run and analyzed for key insights on the value of different alternative technologies for freight rail decarbonization. The project developments and findings have been presented at numerous conferences and events.

08 HYDROGEN↗

DOE OSTI2022

Investigation of long-term light stability of negative charge injected into oxide-nitride-oxide passivation stack of crystalline silicon solar cells

A negatively charged oxide-nitride-oxide stack for field-effect passivation of crystalline silicon solar cells is discussed. The negative charge was injected into the stack by a plasma charge injection technology. Charge stability was studied by exposing samples to AM1.5 simulation visible light and full-spectrum light at temperatures ranging from 55 to 78 °C for up to 300 h. Charge injection and loss were quantified based on shifts in the flatband voltage of capacitance–voltage curves measured with a mercury probe. The most probable mechanism of charge loss was found to be diffusion of negative charged hydrogen atoms through nitride and bottom oxide. The optimum recipe for each layer of the stack was investigated to minimize the loss of injected charge. The flatband voltage decay of the optimized stack was found to fit a power-law trend, suggesting the dispersive transport of hydrogen atoms with a dispersion parameter of ~0.06–0.07. The optimized stack is projected to maintain a negative charge density of about 3.6 × 10 12 cm –2 or more after 25 years of field operation in an environment such as Arizona, which would be sufficient for field-effect passivation under one-sun illumination. Furthermore, the high stability of the negative injected charge makes the plasma charging technology a safer and lower cost alternative to Al 2 O 3 -passivation technology commonly used to passivate p-type surfaces.

14 SOLAR ENERGY↗

NASA NTRS1987

Comparison of Stirling engines for use with a 25-kW disk-electric conversion system

Heat engines were evaluated for terrestrial solar heat receivers. The Stirling Engine was identified as one of the most promising engines for terrestrial applications. The potential to meet the Department of Energy (DOE) goals for performance and cost can be met by the free-piston Stirling engine. NASA Lewis is providing technical management for an Advanced Stirling Conversion System (ASCS) through a cooperative interagency agreement with DOE. Parallel contracts were awarded for conceptual designs of an ASCS. Each design will feature a free-piston Stirling engine, a liquid-metal heat pipe receiver, and a means to provide about 25 kW of electric power to a utility grid while meeting long-term performance and goals. The Mechanical Technology, Ins. (MTI) design incorporates a linear alternator to directly convert the solar energy to electricity while the Stirling Technology Company (STC) generates electrical power indirectly by using a hydraulic output to a ground-bases hydraulic pump/motor coupled to a rotating alternator. Both designs use technology which can reasonably be expected to be available in the 1980's. The ASCS designs using a free-piston Stirling engine, a heat transport system, a receiver, and the methods of providing electricity to the utility grid will be discussed.

Shaltens, Richard K.↗

NASA NTRS1991

Mars sample return mission: Two alternate scenarios

Two scenarios for accomplishing a Mars Sample Return mission are presented. Mission A is a low-cost, low-mass scenario, while Mission B is a high-technology, high-science alternative. Mission A begins with the launch of one Titan 4 rocket with a Centaur G' upper stage. The Centaur performs the trans-Mars injection burn and is then released. The payload consists of two lander packages and the orbital transfer vehicle, which is responsible for supporting the landers during launch and interplanetary cruise. Near Mars, the landers separate - one bound for a polar site and the other for an equatorial site. After descending to the surface, the landers deploy small, local rovers to collect samples. The rovers return these samples to the landers for loading on the direct return rockets, which return the samples directly to the Earth's surface. Mission B starts with four Titan 4 launches, used to place the components of the planetary transfer vehicle (PTV) into orbit. The fourth launch payload is able to move to assemble the entire vehicle by simple docking routines. Once complete, the PTV begins a low-thrust trajectory out from low Earth orbit, through interplanetary space, and into low Mars orbit. It deploys a communications satellite into a one half sol orbit and then releases the lander pad cage at 500 km altitude. The lander package contains the lander, the Mars ascent vehicle (MAV), two lighter-than-air rovers (called Aereons), and one conventional land rover. The entire package is contained within a biconic aeroshell. After release from the PTV the lander package descends to the surface, where all three rovers are released to collect samples and map the terrain. The Aereons attempt to circumnavigate Mars and collect samples from a wide variety of sites, while the land rover examines a local area more thoroughly. The Aereons are equipped with small sample return rockets that can return their samples to the lander in the event that an Aereon is incapable of returning to the lander itself. Once all samples have been collected they are loaded onto the MAV and launched into orbit. The PTV then collects the samples and returns them to Earth orbit for recovery.

Source record↗

DOE OSTI2024

Connected and Learning Based Optimal Freight Management for Efficiency

The management of the future heterogenous fleet is a complex decision-making problem. The heterogenous fleet is emerging as decarbonization technologies are deployed by fleets toward lowering the freight operation emissions in Medium and Heavy-duty vehicles. Traditionally, in fleets characterized by a homogeneous Diesel Internal Combustion Engine (ICE) powertrain, the process of fleet planning and operational optimization unfolds sequentially without the necessity to account for powertrain and vehicle-specific characteristics during dispatch decisions. Fleets with trucks less than 5 years old tend to maintain stable vehicle efficiency with minimal operational reliability risks for fleet managers. However, the landscape changes with the incorporation of emerging powertrain technologies, which lack extensive operational data and service experiences. This includes technologies like hybrid, Electric, Fuel Cell, or alternative fuel ICE. Operational decisions for fleets featuring heterogeneous powertrain technologies and facing limited access to alternative fueling and charging stations become intricate, requiring careful consideration and optimization at each dispatch. The difference in efficiency characteristics of emerging technologies, their range limitations, and the restricted availability of charging/alternative fueling infrastructure, coupled with sensitivity to driving conditions (e.g., EV range reduction in low temperatures) and their impact on component aging (such as batteries), become pivotal factors influencing the reliable and efficient freight transportation. To make the path toward low emission freight transportation efficient and reliable, an AI-assisted fleet management software is developed in this project to help fleet managers in optimizing both adoption of emerging powertrain decarbonization, connected and automated technologies and also operating the fleet after such technologies are deployed as schematically. Freight transportation requirements are different depending on the cargos to be shipped, customer requirements and regions of operations. This further highlights the need for software and digital solutions to tailor deployment and operation of emerging powertrain, connectivity, and automation technologies toward the specific fleet operation requirements. The fleet management optimizer was also integrated with a model of the fleet to simulate the operation of the fleet over 1 year of the baseline fleet operation (250,000+ shipments) indicating the significance of day-to-day variations on emissions and energy consumption of a freight transportation fleet. The results demonstrate ≥20% improvement in freight efficiency in terms of WTW CO2 per ton-mile of cargo shipments while all fleet operation constraints are enforced, and the cost (CapEx and OpEx) is minimized.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2021

Analysis of Benefits Associated With Projects and Technologies Supported by the Clean Transportation Program

The California Energy Commission's Clean Transportation Program (CTP) supports a wide range of alternative, low-carbon fuel and vehicle projects. This report improves upon the 2014 Alternative and Renewable Fuel and Vehicle Technology Program (ARFVTP) Benefits Report(the former name of the Clean Transportation Program), which focused on two components of benefit calculation: expected benefits and market transformation benefits. The "expected benefits" are defined as benefits that accrue because of the direct displacement of petroleum-based fuels or vehicle technologies. The "market transformation benefits" accrue because of CTP funding shifting the underlying market dynamics and accelerating the adoption of alternative fuel vehicles. This report documents the updated methods used in the benefits analysis in 2014 and applies them for this 2021 Clean Transportation Program Benefits Report. The project team used data collected from CTP projects funded from 2009 to the third quarter of 2021 to estimate the benefits between 2021 and 2030. CTP projects valued at $\$898.3 million$ were assessed (out of $\$1.04 billion$ funded) to estimate expected benefits of 249 million gallons per year petroleum reduction and 2.79 million metric tons per year of carbon dioxide equivalent greenhouse gas (GHG) reduction in 2030. Market transformation benefits are additive to the expected benefits and were estimated with high and low ranges for the 315 relevant projects evaluated. The market transformation benefits' GHG reductions are estimated as 2.2 million to 6.2 million metric tons of carbon dioxide equivalent per year and the petroleum reductions as 145.3 million to 671.5 million gasoline gallon equivalents per year in 2030. Combining both benefit types, the CTP projects can make significant progress toward meeting California's long-term GHG and petroleum fuel use reduction goals.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

NASA NTRS1994

Invention-driven marketing

Suppose you have just created a revolutionary bicycle suspension which allows a bike to be ridden over rough terrain at 60 miles per hour. In addition, suppose that you are deeply concerned about the plight of hungry children. Which should you do: be sure all hungry children have bicycles; transfer the technology for your new suspension to bicycle manufacturers worldwide; or start a company to supply premium sports bicycle based on your patented technology, and donate the profits to a charity which feeds hungry children? Woven through this somewhat trivial example is the paradox of technology transfer - the supplier (owner) may want to transfer technology; but to succeed, he or she must reformulate the problem as a user need for which there is a new and better solution. Successful technology transfer is little more than good marketing applied to an existing invention, process, or capability. You must identify who needs the technology, why they need it, why the new technology is better than alternatives, how much the customers are willing and able to pay for these benefits, and how to distribute products based on the technology tc the target customers. In market-driven development, the term 'technology transfer' is rarely used. The developers focus on studying user needs and designing solution They may have technology needs, but they don't have technology in search of a use.

Carlson, William E.↗

NASA NTRS2012

Series Bosch System Development

State-of-the-art (SOA) carbon dioxide (CO2) reduction technology for the International Space Station produces methane as a byproduct. This methane is subsequently vented overboard. The associated loss of hydrogen ultimately reduces the mass of oxygen that can be recovered from CO2 in a closed-loop life support system. As an alternative to SOA CO2 reduction technology, NASA is exploring a Series-Bosch system capable of reducing CO2 with hydrogen to form water and solid carbon. This results in 100% theoretical recovery of oxygen from metabolic CO2. In the past, Bosch-based technology did not trade favorably against SOA technology due to a high power demand, low reaction efficiencies, concerns with carbon containment, and large resupply requirements necessary to replace expended catalyst cartridges. An alternative approach to Bosch technology, labeled "Series-Bosch," employs a new system design with optimized multi-stage reactors and a membrane-based separation and recycle capability. Multi-physics modeling of the first stage reactor, along with chemical process modeling of the integrated system, has resulted in a design with potential to trade significantly better than previous Bosch technology. The modeling process and resulting system architecture selection are discussed.

Abney, Morgan B.↗

NASA NTRS1983

Preliminary design of a supersonic cruise aircraft high-pressure turbine

Development of the supersonic cruise aircraft engine continued in this National Aeronautics and Space Administration (NASA) sponsored Pratt and Whitney program for the Preliminary Design of an Advanced High-Pressure Turbine. Airfoil cooling concepts and the technology required to implement these concepts received particular emphasis. Previous supersonic cruise aircraft mission studies were reviewed and the Variable Stream Control Engine (VSCE) was chosen as the candidate or the preliminary turbine design. The design was evaluated for the supersonic cruise mission. The advanced technology to be generated from these designs showed benefits in the supersonic cruise application and subsonic cruise application. The preliminary design incorporates advanced single crystal materials, thermal barrier coatings, and oxidation resistant coatings for both the vane and blade. The 1990 technology vane and blade designs have cooled turbine efficiency of 92.3 percent, 8.05 percent Wae cooling and a 10,000 hour life. An alternate design with 1986 technology has 91.9 percent efficiency and 12.43 percent Wae cooling at the same life. To achieve these performance and life results, technology programs must be pursued to provide the 1990's technology assumed for this study.

Aceto, L. D.↗

DOE OSTI2023

Additive Manufacturing for Powering the Blue Economy Applications: A Tidal Turbine Blade Case Study: Preprint

As the marine renewable energy industry continues to expand, innovation in the manufacturing space must grow accordingly to reduce costs and ensure the economic feasibility of new technologies. Additive manufacturing, more commonly known as 3D printing, provides an alternative for rapid prototyping of marine hydrokinetic technologies, particularly supporting Powering the Blue Economy initiatives of the U.S. Department of Energy Water Power Technologies Office. This study explores the application of additive manufacturing in the development of marine hydrokinetic structures, focusing on material and printing method selection, design, and analysis of a 3D-printed spar for an axial-flow tidal turbine blade. Corrosion-resistant metals were deemed ideal due to the loads and harsh marine environment the blade would experience. Laser metal deposition methods were determined to be the most effective and scalable for the considered scale. The designed spar adapts its geometry to the blade - a feature uniquely suited to additive manufacturing - and is intended to serve as the blade's primary structural component. A finite element model was used to study stresses and deformations under loading conditions. The spar was manufactured using 316L stainless steel through direct energy deposition, and defects were assessed and recorded. Future efforts will include mechanical testing of the spar. This research establishes a benchmark process for using additive manufacturing in developing marine hydrokinetic structures, paving the way for future optimization and techno-economic analysis.

additive manufacturing↗

NASA NTRS1975

Alternative management and funding options for aeronautics programs, Task 1

Research and technology will be at lower program levels with basic military research for aviation decreasing as fewer aircraft programs are initiated and the present new aircraft programs move into the prototype and production status. The key question is can industry take on the management and financing role and meet the criteria and characteristics considered essential for a viable research and technology program. The criteria for evaluating alternative approaches include an examination of the nature of the product to be provided, responsiveness to changing needs, efficiency in terms of costs, ability to provide leadership, and to provide impartial and independent evaluation of approaches, and to provide technological inputs for regulating functions.

Source record↗