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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 487 records · Page 27
All sourcesNASA NTRSDOE OSTI
DOE OSTI2017

Understanding Trends in Autoignition of Biofuels: Homologous Series of Oxygenated C5 Molecules

Oxygenated biofuels provide a renewable, domestic source of energy that can enable adoption of advanced, high-efficiency internal combustion engines, such as those based on homogeneously charged compression ignition (HCCI). Of key importance to such engines is the cetane number (CN) of the fuel, which is determined by the autoignition of the fuel under compression at relatively low temperatures (550-800 K). For the plethora of oxygenated biofuels possible, it is desirable to know the ignition delay times and the CN of these fuels to help guide conversion strategies so as to focus efforts on the most desirable fuels. For alkanes, the chemical pathways leading to radical chain-branching reactions giving rise to low-temperature autoignition are well-known and are highly coincident with the buildup of reactive radicals such as OH. Key in the mechanisms leading to chain branching are the addition of molecular oxygen to alkyl radicals and the rearrangement and dissociation of the resulting peroxy radials. Prediction of the temperature and pressure dependence of reactions that lead to the buildup of reactive radicals requires a detailed understanding of the potential energy surfaces (PESs) of these reactions. In this study, we used quantum mechanical modeling to systematically compare the effects of oxygen functionalities on these PESs and associated kinetics so as to understand how they affect experimental trends in autoignition and CN. The molecules studied here include pentane, pentanol, pentanal, 2-heptanone, methylpentyl ether, methyl hexanoate, and pentyl acetate. All have a saturated five-carbon alkyl chain with an oxygen functional group attached to the terminal carbon atom. The results of our systematic comparison may be summarized as follows: (1) Oxygen functionalities activate C-H bonds by lowering the bond dissociation energy (BDE) relative to alkanes. (2) The R-OO bonds in peroxy radicals adjacent to carbonyl groups are weaker than corresponding alkyl systems, leading to dissociation of ROO radicals and reducing reactivity and hence CN. (3) Hydrogen atom transfer in peroxy radicals is important in autoignition, and low barriers for ethers and aldehydes lead to high CN. (4) Peroxy radicals formed from alcohols have low barriers to form aldehydes, which reduce the reactivity of the alkyl radical. In conclusion, these findings for the formation and reaction of alkyl radicals with molecular oxygen explain the trend in CN for these common biofuel functional groups.

09 BIOMASS FUELS↗
DOE OSTI2018

Friction- and Wear-Reducing Properties of Multifunctional Small Molecules

Nitrogen- and oxygen-containing compounds were designed and synthesized, and their tribological performance as multifunctional base oils (MFBOs) for internal combustion engine applications was evaluated. Two of the compounds displayed good rheology without the addition of polymeric viscosity modifiers, with a high viscosity index (VI) above 200.Additionally, all three MFBOs had lower coefficients of friction when compared to well established and accepted benchmarks, and demonstrated wear improvement by a factor of 5.5 to 70 compared to either of the benchmarks. Moreover, the compounds were easily synthesized in one step from commercial intermediates or starting materials. This work demonstrates that careful design of a single molecule might provide the functions of base oil, viscosity modifiers (or viscosity index improvers), anti-wear and friction reducing additives.

Cosimbescu, Lelia↗
DOE OSTI2018

Boosting Fuel Cell Performance with Accessible Carbon Mesopores

We present that heavy use of scarce Pt in the electrodes poses a barrier to the application of proton exchange membrane fuel cells (PEMFCs) for transportation. Although some automakers can now commercialize fuel cell electric vehicles (FCEVs) with as little as 30 g of Pt, this is still substantially more than what incumbent internal combustion engine vehicles use (2-8 g of precious metals). A long-term target of <5 g of Pt-group metals per vehicle is probably needed to be sustainable. Since W. R. Grove’s invention of the fuel cell in 1839, most breakthroughs in fuel cell performance have been associated with an increase in the so-called three-phase interface—the interface where the reactant gas meets electrons in the solid phase and protons in the electrolyte phase. Pt is made into nanoparticles and supported on carbon black to increase the mass-specific Pt surface area and to secure large pores for reactant oxygen gas to access Pt. Solid electrolyte such as the perfluorosulfonic acid (PFSA) ionomer is blended with the catalyst to carry protons to the Pt surface. Lastly, despite a long history of maximizing the three-phase interfacial area, one must realize that an optimized three-phase interface does not equal a maximum Pt/ionomer interface area.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2022

Light-Duty Vehicle Transportation Policy and Implication on Greenhouse Gas Emissions

The transportation sector accounts for 16% of global greenhouse gas (GHG) emissions and is under formidable pressure to decarbonize. With a growing number of countries making commitments to achieve carbon neutrality or “net-zero” emissions within the next few decades, it is imperative for transportation researchers and policymakers to understand the viable pathways towards achieving carbon neutrality for light-duty transport. This chapter discusses the transportation policies and GHG emissions of the three largest markets in the world—the U.S., China, and the European Union. The life cycle GHG emissions of various vehicle technologies are evaluated while highlighting the regional and temporal differences. We then use market penetration and fleet models, developed specifically for each market, to comprehensively assess the light-duty transport energy demand and GHG emissions under various scenarios. The modeling results show that battery electric vehicles (BEVs) will increase in market share, but internal combustion engine vehicles (ICEV) will continue to dominate the passenger vehicle stock in the next 20 years under most scenarios. Improving ICEV efficiency can play a critical role in meeting GHG regulations in the near- and medium-term. BEVs, whose GHG emissions are highly dependent on the source of electricity generation, will play an essential role in the long-term as the electric grid becomes cleaner. In summary, transportation policies should be technology agnostic and consider emissions based on the whole life cycle. Moreover, a holistic approach to reducing transportation GHG emissions is key to achieving global environmental goals.

Ou, Shawn↗
DOE OSTI2012

Detailed kinetic modeling study of n -pentanol oxidation

To help overcome the world’s dependence upon fossil fuels, suitable biofuels are promising alternatives that can be used in the transportation sector. Recent research on internal combustion engines shows that short alcoholic fuels (e.g., ethanol or n -butanol) have reduced pollutant emissions and increased knock resistance compared to fossil fuels. Although higher molecular weight alcohols (e.g., n -pentanol and n -hexanol) exhibit higher reactivity that lowers their knock resistance, they are suitable for diesel engines or advanced engine concepts, such as homogeneous charge compression ignition (HCCI), where higher reactivity at lower temperatures is necessary for engine operation. The present study presents a detailed kinetic model for n -pentanol based on modeling rules previously presented for n -butanol. This approach was initially validated using quantum chemistry calculations to verify the most stable n -pentanol conformation and to obtain C–H and C–C bond dissociation energies. In addition, the proposed model has been validated against ignition delay time data, speciation data from a jet-stirred reactor, and laminar flame velocity measurements. Overall, the model shows good agreement with the experiments and permits a detailed discussion of the differences between alcohols and alkanes.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2020

Greenhouse gas consequences of the China dual credit policy

For over ten years, China has been the largest vehicle market in the world. In order to address energy security and air quality concerns, China issued the Dual Credit policy to improve vehicle efficiency and accelerate New Energy Vehicle adoption. In this paper, a market-penetration model is combined with a vehicle fleet model to assess implications on greenhouse gas (GHG) emissions and energy demand. Here we use this integrated modeling framework to study several scenarios, including hypothetical policy tweaks, oil price, battery cost and charging infrastructure for the Chinese passenger vehicle fleet. The model shows that the total GHGs of the Chinese passenger vehicle fleet are expected to peak in 2032 under the Dual Credit policy. A significant reduction in GHG emissions is possible if more efficient internal combustion engines continue to be part of the technology mix in the short term with more New Energy Vehicle penetration in the long term.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2023

Hidden delays of climate mitigation benefits in the race for electric vehicle deployment

Although battery electric vehicles (BEVs) are climate-friendly alternatives to internal combustion engine vehicles (ICEVs), an important but often ignored fact is that the climate mitigation benefits of BEVs are usually delayed. The manufacture of BEVs is more carbon-intensive than that of ICEVs, leaving a greenhouse gas (GHG) debt to be paid back in the future use phase. Here we analyze millions of vehicle data from the Chinese market and show that the GHG break-even time (GBET) of China’s BEVs ranges from zero (i.e., the production year) to over 11 years, with an average of 4.5 years. 8% of China’s BEVs produced and sold between 2016 and 2018 cannot pay back their GHG debt within the eight-year battery warranty. We suggest enhancing the share of BEVs reaching the GBET by promoting the effective substitution of BEVs for ICEVs instead of the single-minded pursuit of speeding up the BEV deployment race.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Zeolite-promoted platinum catalyst for efficient reduction of nitrogen oxides with hydrogen

Internal combustion engine fueled by carbon-free hydrogen (H 2 -ICE) offers a promising alternative for sustainable transportation. Herein, we report a facile and universal strategy through the physical mixing of Pt catalyst with zeolites to significantly improve the catalytic performance in the selective catalytic reduction of nitrogen oxides (NO x ) with H 2 (H 2 -SCR), a process aiming at NO x removal from H 2 -ICE. Via the physical mixing of Pt/TiO 2 with Y zeolite (Pt/TiO 2 + Y), a remarkable enhancement of NO x reduction activity and N 2 selectivity was simultaneously achieved. The incorporation of Y zeolite effectively captured the in-situ generated water, fostering a water-rich environment surrounding the Pt active sites. This environment weakened the NO adsorption while concurrently promoting the H 2 activation, leading to the strikingly elevated H 2 -SCR activity and N 2 selectivity on Pt/TiO 2 + Y catalyst. This study provides a unique, easy and sustainable physical mixing approach to achieve proficient heterogeneous catalysis for environmental applications.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Mechanistic origins of corrosion protection of aluminum alloys by graphene/polyetherimide nanocomposite coatings

Light-weighting vehicular components through adoption of light-metal structural alloys holds promise for reducing the fuel consumption of internal combustion engine vehicles and increasing the range of battery electric vehicles. However, the alloyed microstructure and surface precipitates of aluminum alloys render these materials susceptible to corrosion under modest excursions from neutral pH. Traditional chromium-based anodic passivation layers are subject to increasingly stringent environmental regulations, whereas options for sacrificial cathodic films are sparse for electropositive metals. While hybrid nanocomposite coatings have shown initial promise, mechanistic underpinnings remain poorly understood. Here, a fully imidized polyetherimide (PEI) resin is utilized as the continuous phase with inclusion of unfunctionalized exfoliated graphite (UFG). A comprehensive investigation of the mechanisms of corrosion protection reveals key fundamental design principles underpinning corrosion inhibition. First, strong interfacial adhesion, which for PEI is facilitated by binding of imide carbonyl moieties to Lewis acidic sites on Al surfaces. Second, the miscibility of ion-impervious nanoscopic UFG fillers and stabilization of a substantial interphase region at UFG/PEI boundaries that result in minimizing the free volume at the filler/polymer interface. Finally, extended tortuosity of ion diffusion pathways imbued by the below-percolation-threshold 2D fillers. These three design principles help govern and modulate ion transport from electrolyte/coating interfaces to the coating/metal interface and are crucial for the extended preservation of barrier properties. The results suggest an approach to systematically activate multiple modes of corrosion inhibition through rational design of hybrid nanocomposite coatings across hard-to-abate sectors where light metal alloys are likely to play an increasingly prominent role.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Exploring the cost and emissions impacts, feasibility and scalability of battery electric ships

The United States’ greenhouse gas (GHG) emissions reduction goals, along with targets set by the International Maritime Organization, create an opportunity for battery electric shipping. In this study, we model life-cycle costs and GHG emissions from shipping electrification, leveraging ship activity datasets from across the United States in 2021. We estimate that retrofitting 6,323 domestic ships under 1,000 gross tonnage to battery electric vessels would reduce US domestic shipping GHG emissions by up to 73% by 2035 from 2022 levels. By 2035, electrifying up to 85% of these ships could become cost effective versus internal combustion engine ships if they cover 99% of annual trips and charge from a deeply decarbonized grid. We find that charging demands from electrifying these ships could be concentrated at just 20 of 150 major ports nationwide. This study demonstrates that retrofitting to battery electric vessels has economic potential and could significantly accelerate GHG emission reductions.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2016

Modification of Ni-Rich FCG NMC and NCA Cathodes by Atomic Layer Deposition: Preventing Surface Phase Transitions for High-Voltage Lithium-Ion Batteries

The energy density of current lithium-ion batteries (LIBs) based on layered LiMO 2 cathodes (M=Ni, Mn, Co: NMC; M=Ni, Co, Al: NCA) needs to be improved significantly in order to compete with internal combustion engines and allow for widespread implementation of electric vehicles (EVs). In this report, we show that atomic layer deposition (ALD) of titania (TiO 2 ) and alumina (Al 2 O 3 ) on Ni-rich FCG NMC and NCA active material particles could substantially improve LIB performance and allow for increased upper cutoff voltage (UCV) during charging, which delivers significantly increased specific energy utilization. Our results show that Al2O3 coating improved the NMC cycling performance by 40% and the NCA cycling performance by 34% at 1C/₋1C with respectively 4.35V and 4.4V UCV in 2Ah pouch cells. High resolution TEM/SAED structural characterization revealed that Al 2 O 3 coatings prevented surface-initiated layered-to-spinel phase transitions in coated materials which were prevalent in uncoated materials. Lastly, EIS confirmed that Al 2 O 3 -coated materials had significantly lower increase in the charge transfer component of impedance during cycling. In conclusion, the ability to mitigate degradation mechanisms for Ni-rich NMC and NCA illustrated in this report provides insight into a method to enable the performance of high-voltage LIBs.

25 ENERGY STORAGE↗
DOE OSTI2013

Recent Progress in Nanostructured Electrocatalysts for PEM Fuel Cells

Polymer electrolyte membrane (PEM) fuel cells are attracting much attention as promising clean power sources and an alternative to conventional internal combustion engines, secondary batteries, and other power sources. Much effort from government laboratories, industry, and academia has been devoted to developing PEM fuel cells, and great advances have been achieved. Although prototype cars powered by fuel cells have been delivered, successful commercialization requires fuel cell electrocatalysts, which are crucial components at the heart of fuel cells, meet exacting performance targets. In this review, we present a brief overview of the recent progress in fuel cell electrocatalysts, which involves catalyst supports, Pt and Pt-based electrocatalysts, and non-Pt electrocatalysts.

Zhang, Sheng↗
DOE OSTI2015

Low temperature (550-700 K) oxidation pathways of cyclic ketones: Dominance of HO 2 -elimination channels yielding conjugated cyclic coproducts

The low-temperature oxidation of three cyclic ketones, cyclopentanone (CPO; C 5 H 8 O), cyclohexanone (CHO; C 6 H 10 O), and 2-methyl-cyclopentanone (2-Me-CPO; CH 3 –C 5 H7 O), is studied between 550 and 700 K and at 4 or 8 Torr total pressure. Initial fuel radicals R are formedvia fast H-abstraction from the ketones by laser-photolytically generated chlorine atoms. Intermediates and products from the subsequent reactions of these radicals in the presence of excess O 2 are probed with time and isomeric resolution using multiplexed photoionization mass spectrometry with tunable synchrotron ionizing radiation. For CPO and CHO the dominant product channel in the R + O 2 reactions is chain-terminating HO 2 -elimination yielding the conjugated cyclic coproducts 2-cyclopentenone and 2-cyclohexenone, respectively. Results on oxidation of 2-Me-CPO also show a dominant contribution from HO 2 -elimination. Moreover, the photoionization spectrum of the co-product suggests formation of 2-methyl-2-cyclopentenone and/or 2-cyclohexenone, resulting from a rapid Dowd–Beckwith rearrangement, preceding addition to O 2 , of the initial (2-oxocyclopentyl)methyl radical to 3-oxocyclohexyl. Cyclic ethers, markers for hydroperoxyalkyl radicals (QOOH), key intermediates in chain-propagating and chain-branching low-temperature combustion pathways, are only minor products. The interpretation of the experimental results is supported by stationary point calculations on the potential energy surfaces of the associated R + O 2 reactions at the CBS-QB3 level. Furthermore, the calculations indicate that HO 2 -elimination channels are energetically favored and product formation via QOOH is disfavored. Lastly, the prominence of chain-terminating pathways linked with HO 2 formation in low-temperature oxidation of cyclic ketones suggests little low-temperature reactivity of these species as fuels in internal combustion engines.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2012

Hydrogen diffusion in lead zirconate titanate and barium titanate

Hydrogen is a potential clean-burning, next-generation fuel for vehicle and stationary power. Unfortunately, hydrogen is also well known to have serious materials compatibility issues in metals, polymers, and ceramics. Piezoelectric actuator materials proposed for low-cost, high efficiency high-pressure hydrogen internal combustion engines (HICE) are known to degrade rapidly in hydrogen. This limits their potential use and poses challenges for HICE. Hydrogen-induced degradation of piezoelectrics is also an issue for low-pressure hydrogen passivation in ferroelectric random access memory. Currently, there is a lack of data in the literature on hydrogen species diffusion in piezoelectrics in the temperature range appropriate for the HICE as charged via a gaseous route. We present 1 HNMR quantification of the local hydrogen species diffusion within lead zirconate titanate and barium titanate on samples charged by exposure to high-pressure gaseous hydrogen ~32 MPa. We discuss results in the context of theoretically predicted interstitial hydrogen lattice sites and aqueous charging experiments from existing literature.

barium titanate↗
DOE OSTI2014

Temperature-independent sensors based on perovskite-type oxides

The need of energy security and environment sustainability drives toward the development of energy technology in order to enhance the performance of internal combustion engines. Gas sensors play a key role for controlling the fuel oxygen ratio and monitoring the pollution emissions. The perovskite-type oxides can be synthesized for an extremely wide variety of combinations of chemical elements, allowing to design materials with suitable properties for sensing application. Lanthanum strontium ferrites, such as La{sub 0.7}Sr{sub 0.3}FeO{sub 3}, are suitable oxygen sensing materials with temperature-independence conductivity, but they have low chemical stability under reducing conditions. The addition of aluminum into the perovskite structure improves the material properties in order to develop suitable oxygen sensing probes for lean burn engine control systems. Perovskite-type oxides with formula (La{sub 0.7}Sr{sub 0.3})(Al{sub x}Fe{sub 1−x})O{sub 3} was synthesized by the citrate-nitrate combustion synthesis method. XRD analyses, show that it was synthesized a phase-pure powder belonging to the perovskite structure. Aluminum affects both the unit cell parameters, by shrinking the unit cell, and the powder morphology, by promoting the synthesis of particles with small crystallite size and large specific surface area. The partial substitution of iron with aluminum improves the chemical stability under reducing gas conditions and modulates the oxygen sensitivity by affecting the relative amount of Fe{sup 4+} and Fe{sup 3+}, as confirmed from TPR profiles. In the same time, the addition of aluminum does not affects the temperature-independent properties of lanthanum strontium ferrites. Indeed, the electrical measurements show that (La{sub 0.7}Sr{sub 0.3})(Al{sub x}Fe{sub 1−x})O{sub 3} perovskites have temperature-independence conductivity from 900 K.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
DOE OSTI2021

High-speed impact of micron-sized diesel drop trains—Splashing dynamics, secondary droplet formation, and effects of pre-existing film thickness

This work investigates surface impingement of monodispersed diesel drop trains using computational simulations. The three-dimensional simulations include high-speed impact of micrometer-sized fuel drops onto initially dry and wetted stainless steel substrates. The drop size and impact velocity are representative of fuel injection conditions in internal combustion engines (ICEs). The drop trains serve as a simplified representation of fuel spray. To accurately capture the film that naturally develops on initially dry substrates, a dynamic diesel-stainless steel contact angle model was developed using experiments of single drop impact under ICE representative temperature. Simulations are presented for a highly splashing case and the effects of a pre-existing film on splashing dynamics were investigated, including the temporal evolution of splashed mass and film thickness. It was concluded that for thin films, the effect of pre-existing film thickness is less significant than in single drop impingement. Secondary droplet characterization was performed on simulation results, leading to instantaneous and time-averaged distributions of secondary droplet size, velocity magnitude, and trajectory angle. It was found that for each drop impingement, approximately 58% of the splashed mass is from the impinging drop itself, while the remainder of the splashed mass is composed of film liquid. From a high resolution case, details of secondary droplet formation are observed and three distinct phases of secondary droplet formation are identified. The detailed analysis of drop train impingement under engine-relevant conditions serves as a first step toward a robust understanding of fuel impingement and the development of cleaner and more efficient ICEs.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗
DOE OSTI2024

Electric Vehicles, Biofuels, and Transitions in Transportation Energy

The decarbonization of power sources for light duty transportation is moving towards the use of renewable energies, biofuels, and electric vehicles. Currently there are three major light transportation fuels: gasoline (US gasoline is 98% E10), biofuels (E85), and electricity. Currently fuel ethanol in biofuels is obtained principally from corn in the US and sugarcane in Brazil with a small amount from cellulose. The transition to alternative fuels has been occurring since 1980, although light transportation still relies on gasoline. The rise of battery electric vehicles (BEV) is now beginning to offset internal combustion engines (ICE), while recent advances in biotechnology and integrated plant design have enhanced the economic feasibility of cellulosic biofuels. This paper explores the potential role of these fuels in reducing the carbon footprint associated with light transportation. We compare three different cases: Gasoline, E85 and full electric based on the Argonne AFLEET tool to calculate generation of greenhouse gases due to manufacturing and operation of BEV and ICE cars, respectively, in the US assuming an average useful automobile life of 200,000 miles or 12 years. We concluded that significant liquid fuel use (both renewable and non-renewable) will continue for the next 50 years. Here, renewable liquid fuels have an important role to play as the transportation sector transitions from petroleum to other energy sources.

09 BIOMASS FUELS↗