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NASA NTRS2020

Building the Next Generation Technology Transfer Information System

The Defense Technology Transfer Information System (DTTIS) is a scalable data system built to grow and adapt to changing conditions. It collects information from each technology transfer offices, patent attorneys, innovators, and more. It automates workflows to standardize and streamline technology transfer business rules. This resulting in improved efficiency, standardized processes and reducing errors. DTTIS is a search and reporting engine built on patented NASA's Technology Transfer System (NTTS) core software platform.

Tran, Peter B.↗

DOE OSTI2025

Control System Upgrade for Battery State-of-Charge Indications

The Advanced Test Reactor (ATR) Complex at Idaho National Laboratory (INL) relies on Battery Backed Power (BBP) systems and Uninterruptible Power Supplies (UPS) to ensure continuous power supply to critical components. This project aims to enhance the reliability and functionality of the battery monitoring and control systems by updating the State-of-Charge (SOC) system, Programmable Logic Controller (PLC), and Human-Machine Interface (HMI) for the nuclear safety-related battery banks. The current system, while functional, has areas for improvement, particularly in recharging calculations and alarm functions. The project objectives include developing flow charts, programming the new PLC and HMI, conducting bench tests, and updating design documentation. Additionally, the project ensures compliance with safety standards, develops training materials, creates comprehensive documentation, and integrates seamlessly with existing ATR infrastructure. The new SOC system is designed to be scalable for future upgrades, improve efficiency, enhance data accuracy, implement redundancy features, and achieve project goals within budget constraints while considering environmental impact. The methodology involved familiarizing with BBP and UPS systems, collecting current readings, rescaling signals, learning ladder logic, and updating the HMI. The transition from SLC 5/03 PLC using RS Logix 500 to CompactLogix 5380 using Studio 5000 was a key step. Despite challenges in transferring outdated PLC ladder logic and HMI code, starting from scratch led to a more accurate and efficient monitoring system, contributing to improved safety and operational efficiency. The project is currently awaiting approval of the Engineering Calculation and Analysis Report (ECAR) before implementation.

42 - ENGINEERING↗

NASA NTRS2003

Boundary-Layer Separation Control under Low-Pressure Turbine Airfoil Conditions using Glow-Discharge Plasma Actuators

Modem low-pressure turbines, in general, utilize highly loaded airfoils in an effort to improve efficiency and to lower the number of airfoils needed. Typically, the airfoil boundary layers are turbulent and fully attached at takeoff conditions, whereas a substantial fraction of the boundary layers on the airfoils may be transitional at cruise conditions due to the change of density with altitude. The strong adverse pressure gradients on the suction side of these airfoils can lead to boundary-layer separation at the latter low Reynolds number conditions. Large separation bubbles, particularly those which fail to reattach, cause a significant degradation of engine efficiency. A component efficiency drop of the order 2% may occur between takeoff and cruise conditions for large commercial transport engines and could be as large as 7% for smaller engines at higher altitude. An efficient means of of separation elimination/reduction is, therefore, crucial to improved turbine design. Because the large change in the Reynolds number from takeoff to cruise leads to a distinct change in the airfoil flow physics, a separation control strategy intended for cruise conditions will need to be carefully constructed so as to incur minimum impact/penalty at takeoff. A complicating factor, but also a potential advantage in the quest for an efficient strategy, is the intricate interplay between separation and transition for the situation at hand. Volino gives a comprehensive discussion of several recent studies on transition and separation under low-pressure-turbine conditions, among them one in the present facility. Transition may begin before or after separation, depending on the Reynolds number and other flow conditions. If the transition occurs early in the boundary layer then separation may be reduced or completely eliminated. Transition in the shear layer of a separation bubble can lead to rapid reattachment. This suggests using control mechanisms to trigger and enhance early transition. Gad-el-Hak provides a review of various techniques for flow control in general and Volino discusses recent studies on separation control under low-pressure-turbine conditions utilizing passive as well as active devices. As pointed out by Volino, passive devices optimized for separation control at low Reynolds numbers tend to increase losses at high Reynolds numbers, Active devices have the attractive feature that they can be utilized only in operational regimes where they are needed and when turned off would not affect the flow. The focus in the present paper is an experimental Separation is induced on a flat plate installed in a closed-circuit wind tunnel by a shaped insert on the opposite wall. The flow conditions represent flow over the suction surface of a modem low-pressure-turbine airfoil ('Pak-B'). The Reynolds number, based on wetted plate length and nominal exit velocity, is varied from 50,000 to 300,000, covering cruise to takeoff conditions. Low (0.2%) and high (2.5%) Gee-stream turbulence intensities are set using passive grids. A spanwise-oriented phased-plasma-array actuator, fabricated on a printed circuit board, is surface- flush-mounted upstream of the separation point and can provide forcing in a wide frequency range. Static surface pressure measurements and hot-wire anemometry of the base and controlled flows are performed and indicate that the glow-discharge plasma actuator is an effective device for separation control. of active separation control using glow discharge plasma actuators.

Hultgren, Lennart S.↗

DOE OSTI2021

Improved multiline HVDC circuit breakers with asymmetric conducting branches

Here, this paper proposes two improved multiline HVDC circuit breakers (DCBs) for HVDC grid applications, including type-1 improved multiline DCB and type-2 improved multiline DCB. The two improved DCBs draw on the core idea of extended H-bridge. m adjacent DC transmission lines share a single main breaker (MB) and surge arrester. Due to the extended H-bridge design, bidirectional current flow can be achieved by a unidirectional MB. An upper conducting branch and a lower conducting branch are connected to a DC line. The upper and lower conducting branches in the two improved multiline DCBs are asymmetric. The upper conducting branch of both two improved DCBs is formed by a load commutation switch (LCS) and an ultra-fast disconnector (UFD). The lower conducting branch of the type-1 improved scheme is composed of a diode and a UFD; and of the type-2 improved scheme is made up of diode stack. Compared with other DCBs, the proposed type-1 DCB and type-2 DCB are more cost effective. Among the five DCBs, the type-2 improved scheme requires the least number of individual switching actions. The effectiveness and feasibility of the proposed schemes are verified through simulation of a bipolar three-terminal HVDC grid in PSCAD/EMTDC.

42 ENGINEERING↗

NASA NTRS2021

Revolutionary Vertical Lift Technology Project: Variable-Speed Power Turbine Technology Demonstration

Demonstrate 50% improvement in efficient operational capability using a Variable-Speed Power Turbine concept. To enable this improvement, thermodynamics mechanical challenges from operating across variable shaft speeds must be accommodated. Also, aerodynamics research for the engine high-efficiency turbine component design must be conducted over a wide range of incidence angle variation.

Susan A Gorton↗

DOE OSTI2020

Multiple injection for improving knock, gaseous and particulate matter emissions in direct injection SI engines

Advances in fuel injector technology have enabled research and development on a large variety of direct injection spark ignition (DISI) engine fueling strategies targeted to improve engine performance and reduce engine-out emissions. This study explores the effect of multiple injections on knock, engine efficiency and stability, and particulate number and gaseous emissions on a single-cylinder DISI research engine. Work to date on multiple injections in the literature is reviewed, and then two aspects of multiple injection strategies are experimentally investigated: the number of injections (up to five times in a cycle); and the timing of the injections (classified relative to the timing of intake valve opening and closing). A boosted, single-cylinder research engine equipped with a state-of-the-art piezoelectric hollow cone spray direct injector and research-grade E10 gasoline was used for the study. The results show multiple injections maintain torque and combustion stability compared with single injection and slightly increase the knock limits and indicated thermal efficiencies (maximum 0.7% absolute, 2.8% relative compared with single-injection baseline) due to improved heat release phasing, especially with an additional late injection during the intake valve closed (compression stroke) period. The gaseous pollutant emissions including nitrogen oxides and unburned hydrocarbons were reduced by 25% with multiple injections, particularly with injection during the compression stroke. In contrast, carbon monoxide emissions increased with multiple injections for all conditions. Increasing the number of injection events significantly reduced particulate number emissions (half with each additional injection), and the decrease in particulate number was not sensitive to the injection timing.

42 ENGINEERING↗

NASA NTRS1988

Parameter identification methods for improving structural dynamic models

There is an increasing need to develop Parameter Identification methods for improving structural dynamic models, based on the inability of engineers to produce mathematical models which correlate with experimental data. This research explores the efficiency of combining Component Mode Synthesis (substructuring) methods with Parameter Identification procedures in order to improve analytical modeling of structural components and their connections. Improvements are computed in terms of physical stiffness and damping parameters in order that the physical characteristics of the model can be better understood. Connections involving both viscous and friction damping are investigated. Substructuring methods are utilized to reduce the complexity of the identification problem. Component and inter-component structural connection properties are evaluated and identified independently, thus simplifying the identification problem. It is shown that modal test data is effective for identifying modeling problems associated with structural components, and for determining the stiffness and damping properties of intercomponent connections. In general, Parameter Identification is improved when greater quantities of experimental data are available.

Lawrence, Charles↗

DOE OSTI2024

Lowering the reactor breakeven requirements for proton–boron 11 fusion

Recently, it has been shown that altering the natural collisional power flow of the proton–boron 11 (pB11) fusion reaction can significantly reduce the Lawson product of ion density and confinement time required to achieve ignition. However, these products are still onerous—on the order of 7×1015 cm−3 s under the most optimistic scenarios. Fortunately, a breakeven fusion power plant does not require an igniting plasma, but rather a reactor that produces more electrical power than it consumes. Here, we extend the existing 0D power balance analysis to check the conditions on power plant breakeven. We find that even for the base thermonuclear reaction, modern high-efficiency thermal engines should reduce the Lawson product to 1.2×1015 cm−3 s. We then explore the impact of several potential improvements, including fast proton heating, alpha power capture, direct conversion, and efficient heating. We find that such improvements could reduce the required Lawson product by a further order of magnitude, bringing aneutronic fusion to target ITER ion densities and confinement times.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

NASA NTRS2021

NASA High Efficiency, High OPR Capable Small Core Compressor

As future aircraft become lighter and more aerodynamically efficient, thrust requirements will decrease, reducing the core size of the engine. Furthermore, in the pursuit of improved fuel burn, engine overall pressure ratio and bypass ratio will increase, further driving down engine core size (core size being defined as high-pressure compressor [HPC] exit-corrected flow). These drivers together mean that the core size for future single-aisle aircraft applications will shrink below 3.0 lb/s. Traditionally, this small core compressor size is in the domain of axi-centrifugal designs, machines that are typically less efficient and limited to pressure ratios of ~25 due to stress and thermomechanical fatigue in the centrifugal impeller. In this light, NASA and Pratt & Whtiney (P&W) embarked upon a program to develop technologies to enable an all-axial high-pressure compressor with a core size below 3.0 lb/s and an overall pressure ratio greater than 50. The challenge with an all-axial high-pressure compressor at this core size is the small span at the rear of the compressor. As core size is scaled down, the rotor tip clearances, stator hub seal clearances, fillet sizes and leading edge thicknesses do not scale, leading to significant efficiency penalties. The goal of this program is to recover this lapse and realize the cycle benefits of small core size and high overall pressure ratio. The small core challenges described are mitigated through design optimization and technology insertion, enabling an estimated 5 to 10% fuel burn reduction relative to 2020 best-in-class. Three test rigs run at NASA Glenn Research Center evolved the small core design: a low-speed rig to vet technology and validate tools, and two high speeds rigs, the first to demonstrate an optimized meanline design and the second to validate technology to manage large rotor tip gaps. The efficiency improvement validated with these rigs has unlocked the small core design space, demonstrating that small core compressors can maintain a similar efficiency to current best-in-class large core size compressors. In addition to advancing the state-of-the-art of technology, the program has also advanced the modeling standards for multistage compressors with large clearance-to-span ratios. A best practice modeling standard was developed over the course of the program, incorporating learning from all three rig programs.

Axial Compressors↗

NASA NTRS1987

Civil propulsion technology for the next twenty-five years

The next twenty-five years will see major advances in civil propulsion technology that will result in completely new aircraft systems for domestic, international, commuter and high-speed transports. These aircraft will include advanced aerodynamic, structural, and avionic technologies resulting in major new system capabilities and economic improvements. Propulsion technologies will include high-speed turboprops in the near term, very high bypass ratio turbofans, high efficiency small engines and advanced cycles utilizing high temperature materials for high-speed propulsion. Key fundamental enabling technologies include increased temperature capability and advanced design methods. Increased temperature capability will be based on improved composite materials such as metal matrix, intermetallics, ceramics, and carbon/carbon as well as advanced heat transfer techniques. Advanced design methods will make use of advances in internal computational fluid mechanics, reacting flow computation, computational structural mechanics and computational chemistry. The combination of advanced enabling technologies, new propulsion concepts and advanced control approaches will provide major improvements in civil aircraft.

Rosen, Robert↗

DOE OSTI2026

Computational Design to Advance AM Fabrication of High Gamma Prime Alloys for Hot Gas Path Components in Gas Turbine Engines: A Pathway to Enhanced Gas Turbine Efficiency and Energy Saving (Final CRADA Report)

Raising turbine inlet temperature is a key lever for improving industrial gas-turbine efficiency and power output, but it increases thermo-mechanical demands on hot-gas-path components. Additive manufacturing (AM), particularly laser powder bed fusion (L-PBF), enables complex internal cooling features in critical components such as turbine tip shoes that are difficult to produce by conventional casting. However, qualification of new high-temperature AM alloys and aggressive geometries is often limited by trial-and-error iteration of build parameters and post-build heat treatments, with cracking during stress relieving or hot isostatic pressing (HIP) being a recurring failure mode.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2025

Degradable Biocomposite Thermoplastic Polyurethanes

In this project, the team developed tough and degradable biocomposite thermoplastic polyurethanes (TPUs) by incorporating bacterial spores into TPUs as a biofunctional living filler. The team screened various bacteria and selected the Bacillus subtilis ATCC 6633 strain as the final candidate, primarily due to its genomic availability, sporulation ability and TPU assimilation activity. The heat-shock tolerance of ATCC 6633 spores was further improved through evolutionary engineering via Adaptive Laboratory Evolution (ALE), demonstrating a 17.7-fold enhanced germination efficiency post heat-shock treatment compared to the wild-type strain (WT). The team fabricated biocomposite TPUs by incorporating lyophilized powder of heat-shock tolerized (HST) spores during the hot melt extrusion (HME) of TPU at 135 °C. The baseline TPU used in this project is a commercially available soft-grade TPU (BCF45) manufactured by BASF. Colony forming unit (CFU) assays quantified that WT and HST spores in the TPU matrix retained approximately 20% and 100% survivability, respectively, after HME. Tensile testing demonstrated that the spores behaved as a polymer-reinforcing filler, positively affecting the overall tensile properties of the biocomposite TPU. For example, biocomposite TPU with WT and HST spores (BC TPU WT and BC TPU HST , respectively) exhibited up to 25% and 37% improved toughness, respectively, compared to TPU without spores. BC TPU HST showed remarkably improved disintegration in autoclaved compost (92% mass loss in 5 months), which simulated a microbially poor environment for TPU degradation. When compared to TPU without spores (44% mass loss in 5 months) the acceleration of degradation is marked. Respirometry confirmed that 72% of BC TPU HST was biomineralized into CO2 within 6 months, indicating that spores in the biocomposite TPU were germinated by utilizing nutrients in the autoclaved compost, facilitating TPU degradation at the end of the material's life. The team demonstrated the scale-up of biocomposite TPU fabrication using continuous extrusion and injection molding techniques. Processing conditions optimized in a lab-scale microcompounder were successfully transferred to a continuous extruder with a 30-fold increased throughput. Biocomposite TPUs prepared using these industry-relevant processes showed comparable toughness improvements to samples prepared in the lab-scale extruder. Excitingly, following compounding in the pilot-extruder the composite material could be injection molded, while retaining high spore viability and similar toughness improvements. The team also found that spores in biocomposite TPU served as antioxidants, preventing toughness decay during the recycled extrusion of BC TPU HST . Long-term storage tests over one year showed that the addition of spores had no negative effect on the longevity of the TPU. Furthermore, the team demonstrated the fabrication of spore-bearing biocomposite polymers with other polyesters such as PBAT, PLA, and PCL. We obtained promising preliminary data that showed overall toughness improvements for all polymers with spore addition. Finally, life cycle assessment (LCA) and techno-economic analysis (TEA) were carried out, which indicated minimal additional cost of fabrication. Overall, a tough and degradable biocomposite thermoplastic was successfully developed through this project, with all tasks completed successfully, achieving >100% of the objectives.

36 MATERIALS SCIENCE↗

DOE OSTI2020

Thermal Management by Engineering the Alignment of Nanocellulose

One of the grand current research challenges is to improve the energy efficiency of residential and commercial buildings, which cumulatively consume more than 40% of the energy generated globally. In addition to improving the comfort of the inhabitants and mitigating the growing energy consumption problem, new building materials and technologies could provide a safe strategy for geoengineering to mitigate global climate change. Herein, recent progress in developing such advanced materials from nanocellulose, which is often derived from wood or even dirty feedstocks like waste, is reviewed. By using chemical and bacteria-enabled processing, nanocellulose can be used to fabricate broadband photonic reflectors, thermally super-insulating aerogels, solar gain regulators, and low-emissivity coatings, with potential applications in windows, roofs, walls, and other components of buildings envelopes. These material developments draw inspiration from advanced energy management found in nature, such as the nanoporous photonic structures that evolved in cuticles of beetles. Fabrication of such materials takes advantage of mesoscale liquid crystalline self-assembly, which allows for pre-designed control of cellulose nanoparticle orientations at the mesoscale. Finally, with the potential fully realized, such materials could one day transform the current energy-lossy buildings into energy plants on Earth and possibly even enable extraterrestrial habitats.

36 MATERIALS SCIENCE↗

NASA NTRS1983

Engineering calculations for communications satellite systems planning

Progress is reported on a computer code to improve the efficiency of spectrum and orbit utilization for the Broadcasting Satellite Service in the 12 GHz band for Region 2. It implements a constrained gradient search procedure using an exponential objective function based on aggregate signal to noise ratio and an extended line search in the gradient direction. The procedure is tested against a manually generated initial scenario and appears to work satisfactorily. In this test it was assumed that alternate channels use orthogonal polarizations at any one satellite location.

Martin, C. H.↗

NASA NTRSDate not supplied

Clearance Sensitivity Mitigation in Small Core Compressors

As future aircraft become lighter and more aerodynamically efficient, thrust requirements will decrease, reducing the core size of the engine. Furthermore, in the pursuit of improved fuel burn, engine overall pressure ratio and bypass ratio will increase, further driving down engine core size. These drivers together mean that the core size, or corrected mass flow rate at the compressor exit, for future single-aisle aircraft applications will shrink below 3.0 lbm/s. Traditionally, this small core compressor size is in the domain of axi-centrifugal designs, machines that are typically less efficient and limited to pressure ratios of ~25 due to stress and thermomechanical fatigue in the centrifugal impeller. In this light, NASA, Pratt & Whitney and the Raytheon Technologies Research Center embarked upon a program to develop technologies to enable an all-axial high-pressure compressor with a core size below 3.0 lbm/s and an overall pressure ratio greater than 50. One of the challenges with an all-axial high-pressure compressor at this core size is the small span at the rear of the compressor. As core size is scaled down, the rotor tip clearances do not scale with span, leading to significant efficiency penalties. This paper documents a numerical and experimental effort to mitigate this penalty through design optimization and technology insertion, enabling an estimated 5 to 10% fuel burn reduction relative to 2020 best-in-class. The experimental program consisted of two builds of a high-speed rig: a baseline build and a second build to insert technology to manage large rotor tip gap/span ratios. The results demonstrated a reduction in the sensitivity of the compressor to large clearance ratios, which would be likely at the end-of-life of a small core application. The test campaign demonstrated that, with the insertion of technology, small core compressors can maintain a similar efficiency to current best-in-class large core size compressors. In addition to advancing the state-of-the-art of technology, the program also advanced the modeling standards for multistage compressors with large clearance-to-span ratios. The validation of this approach is described in the paper.

Axial Compressors↗

NASA NTRSDate not supplied

Clearance Sensitivity Mitigation in Small Core Compressors

As future aircraft become lighter and more aerodynamically efficient, thrust requirements will decrease, reducing the core size of the engine. Furthermore, in the pursuit of improved fuel burn, engine overall pressure ratio and bypass ratio will increase, further driving down engine core size. These drivers together mean that the core size, or corrected mass flow rate at the compressor exit, for future single-aisle aircraft applications will shrink below 3.0 lb/s. Traditionally, this small core compressor size is in the domain of axi-centrifugal designs, machines that are typically less efficient and limited to pressure ratios of ~25 due to stress and thermomechanical fatigue in the centrifugal impeller. In this light, NASA, Pratt & Whitney and the Raytheon Technologies Research Center embarked upon a program to develop technologies to enable an all-axial high-pressure compressor with a core size below 3.0 lb/s and an overall pressure ratio greater than 50. One of the challenges with an all-axial high-pressure compressor at this core size is the small span at the rear of the compressor. As core size is scaled down, the rotor tip clearances do not scale with span, leading to significant efficiency penalties. This paper documents a numerical and experimental effort to mitigate this penalty through design optimization and technology insertion, enabling an estimated 5 to 10% fuel burn reduction relative to 2020 best-in-class. The experimental program consisted of two builds of a high-speed rig: a baseline build and a second build to insert technology to manage large rotor tip gap/span ratios. The results demonstrated a reduction in the sensitivity of the compressor to large clearance ratios, which would be likely at the end-of-life of a small core application. The test campaign demonstrated that, with the insertion of technology, small core compressors can maintain a similar efficiency to current best-in-class large core size compressors. In addition to advancing the state-of-the-art of technology, the program also advanced the modeling standards for multistage compressors with large clearance-to-span ratios. The validation of this approach is described in the paper.

Axial Compressors↗

NASA NTRS1974

Study of the costs and benefits of composite materials in advanced turbofan engines

Composite component designs were developed for a number of applicable engine parts and functions. The cost and weight of each detail component was determined and its effect on the total engine cost to the aircraft manufacturer was ascertained. The economic benefits of engine or nacelle composite or eutectic turbine alloy substitutions was then calculated. Two time periods of engine certification were considered for this investigation, namely 1979 and 1985. Two methods of applying composites to these engines were employed. The first method just considered replacing an existing metal part with a composite part with no other change to the engine. The other method involved major engine redesign so that more efficient composite designs could be employed. Utilization of polymeric composites wherever payoffs were available indicated that a total improvement in Direct Operating Cost (DOC) of 2.82 to 4.64 percent, depending on the engine considered, could be attained. In addition, the percent fuel saving ranged from 1.91 to 3.53 percent. The advantages of using advanced materials in the turbine are more difficult to quantify but could go as high as an improvement in DOC of 2.33 percent and a fuel savings of 2.62 percent. Typically, based on a fleet of one hundred aircraft, a percent savings in DOC represents a savings of four million dollars per year and a percent of fuel savings equals 23,000 cu m (7,000,000 gallons) per year.

Steinhagen, C. A.↗

DOE OSTI2020

Improving Low-Bandgap Tin–Lead Perovskite Solar Cells via Contact Engineering and Gas Quench Processing

Low-bandgap Sn/Pb ABX 3 perovskites have reached photovoltaic power conversion efficiencies >20%, but they usually have poor stability due to the common use of acidic poly(3,4-ethylenedioxythiophene):polystyrenesulfonate (PEDOT:PSS) hole transport layers and A-site cation compositions containing methylammonium (MA). In this work, we develop a process to enable high-quality MA-free Sn/Pb perovskite films grown using a gas quenching process instead of the conventional antisolvents, which provides improved control of the film growth and eliminates wrinkling. Using this method in a device structure with poly[bis(4-phenyl)(2,4,6-trimethylphenyl)amine] (PTAA) instead of PEDOT:PSS as the hole transport layer, devices can reach efficiencies up to 20% mppt at 0.06 cm 2 and up to 17.5% mppt at 1 cm 2 active area. With these improvements, the devices are characterized for thermal stability and show 80% of the initial power output remaining after 4000 h at 85 °C.

14 SOLAR ENERGY↗