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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 685 records · Page 38

All sources NASA NTRS DOE OSTI

NASA NTRS2002

Aerocapture Technology Development Needs for Outer Planet Exploration

The purpose of this white paper is to identify aerocapture technology and system level development needs to enable NASA future mission planning to support Outer Planet Exploration. Aerocapture is a flight maneuver that takes place at very high speeds within a planet's atmosphere that provides a change in velocity using aerodynamic forces (in contrast to propulsive thrust) for orbit insertion. Aerocapture is very much a system level technology where individual disciplines such as system analysis and integrated vehicle design, aerodynamics, aerothermal environments, thermal protection systems (TPS), guidance, navigation and control (GN&C) instrumentation need to be integrated and optimized to meet mission specific requirements. This paper identifies on-going activities, their relevance and potential benefit to outer planet aerocapture that include New Millennium ST7 Aerocapture concept definition study, Mars Exploration Program aeroassist project level support, and FY01 Aeroassist In-Space Guideline tasks. The challenges of performing aerocapture for outer planet missions such as Titan Explorer or Neptune Orbiter require investments to advance the technology readiness of the aerocapture technology disciplines for the unique application of outer planet aerocapture. This white paper will identify critical technology gaps (with emphasis on aeroshell concepts) and strategies for advancement.

Wercinski, Paul↗

NASA NTRS1991

Conducting the NASP ground test program

The National Aero-Space Plane (NASP) program has recently entered a new phase of the program known as Phase 2D. During this period, five aerospace companies and the Government have formed a National Team. This team has focused on developing a single experimental (X-30) vehicle design and are pursuing a technology validation and demonstration program to prove out the design concepts and design tools. This paper presents an overview of the Phase 2D round testing being conducted to validate the X-30 design and to demonstrate the critical technologies needed to build and fly a research vehicle during Phase 3 of the program. The Phase 2D exit criteria are discussed to identify how they provide top-level guidance for developing the ground test program. An overview of major test facility modifications being performed in support of the test program is also presented. Emphasis is placed on propulsion and structures testing since these are felt to be the primary areas requiring technologies beyond the current state-of-the-art. Also discussed is the use of uncertainty analysis as a method to account for uncertainties in test data. In addition, this paper addresses the use of these uncertainties to develop qualitative indicators of how well the design and technology developed during Phase 2 have matured.

Airframes↗

DOE OSTI2026

Systems-To-Atoms (S2A): enabling hydrogen for climate security

The project addresses a critical gap in hydrogen infrastructure by integrating system-level energy models with atomic-scale material simulations in a unified Systems-to-Atoms (S2A) framework. The motivation stems from the need to develop efficient, cost-effective, and durable hydrogen transport and utilization technologies to support decarbonization of hard-to-electrify sectors such as heavy-duty transportation. Current system models lack awareness of material performance mechanisms, while material-scale models do not account for system-level usage and variability. To bridge this divide, the team developed a co-simulation capability linking techno-economic analyses, reactor/process-flow modeling, and molecular-scale catalysis simulations. Applied to hydrogen delivery in California, the framework enabled comparative evaluations of compressed, cryogenic, and liquid organic hydrogen carrier (LOHC) pathways, highlighting how catalyst operation and unit process efficiency influence overall performance. The results demonstrate that no single material or transport mode is universally optimal; instead, heterogeneous solutions tuned to specific operational contexts deliver better performance. The project delivers a new capability for cross-scale material co-design, advancing hydrogen infrastructure readiness and informing DOE and LLNL missions in climate and energy resilience.

organic↗

DOE OSTI2025

Future Wind Energy Resources and Cost Uncertainties Across the United States

This dataset contains results estimating projections of change of annual capacity factors and levelized cost of energy for several turbine technologies in the 2024 Annual Technology Baseline (ATB). Projections of change are based on downscaled earth system model (ESM) data from Sup3rCC. There has been evidence of reductions in average wind speeds over land in North America since the 1980s, and several models project that average wind speeds will continue to decrease. Concurrently, the cost of wind energy systems in the United States has been decreasing since around 2010, a trend also projected to continue. There is considerable uncertainty in these future projections, with quantitative estimates of future wind resource and system costs varying widely. To study this, we run land-based wind energy models with a range of possible future system costs, turbine designs, and meteorological inputs from multiple downscaled earth system models over the contiguous United States to estimate critical system performance metrics such as annual energy production (AEP) and levelized cost of energy. Where multiple earth system models agree, changes in mean AEP from the time period 2000-2019 to 2040-2059 can be as high as +10% in South Texas or as low as -20% in Iowa. Several additional states in the Midwest that currently have considerable wind generation capacity show the possibility of substantial decreases in AEP by mid-century. Larger turbines and moderate reductions in system costs can offset even the largest projected decreases in wind resource, but much uncertainty remains in the extent to which wind resources will actually change into the future and to what extent wind energy systems can drive down future costs. An analysis of variance shows, in several states in the Midwest, the uncertainty in future wind resource can be almost as important for future changes in the cost of wind energy as the uncertainty in future system costs.

17 WIND ENERGY↗

NASA NTRS2010

Performance Characterization of High Energy Commercial Lithium-ion Cells

The NASA Glenn Research Center Electrochemistry Branch performed characterization of commercial lithium-ion cells to determine the cells' performance against Exploration Technology Development Program (ETDP) Key Performance Parameters (KPP). The goals of the ETDP Energy Storage Project require significant improvements in the specific energy of lithium-ion technology over the state-of-the-art. This work supports the high energy cell development for the Constellation customer Lunar Surface Systems (LSS). In support of these goals, testing was initiated in September 2009 with high energy cylindrical cells obtained from Panasonic and E-One Moli. Both manufacturers indicated the capability of their cells to deliver specific energy of at least 180 Wh/kg or higher. Testing is being performed at the NASA Glenn Research Center to evaluate the performance of these cells under temperature, rate, and cycling conditions relevant to the ETDP goals for high energy cells. The cell-level specific energy goal for high energy technology is 180 Wh/kg at a C/10 rate and 0 C. The threshold value is 165 Wh/kg. The goal is to operate for at least 2000 cycles at 100 percent DOD with greater than 80 percent capacity retention. The Panasonic NCR18650 cells were able to deliver nearly 200 Wh/kg at the aforementioned conditions. The E-One Moli ICR18650J cells also met the specific energy goal by delivering 183 Wh/kg. Though both cells met the goal for specific energy, this testing was only one portion of the testing required to determine the suitability of commercial cells for the ETDP. The cells must also meet goals for cycle life and safety. The results of this characterization are summarized in this report.

Schneidegger, Brianne T.↗

DOE OSTI2021

Spatially Resolved Mass Spectrometry at the Single Cell: Recent Innovations in Proteomics and Metabolomics

Biological systems are composed of heterogeneous populations of cells that intercommunicate to form a functional living tissue. Biological function varies greatly across populations of cells, as each single cell has a unique transcriptome, proteome, and metabolome that translates to functional differences within single species and across kingdoms. Over the past decade, substantial advancements in our ability to characterize omic profiles on a single cell level have occurred, including in multiple spectroscopic and mass spectrometry (MS)-based techniques. Of these technologies, spatially resolved mass spectrometry approaches, including mass spectrometry imaging (MSI), have shown the most progress for single cell proteomics and metabolomics. For example, reporter-based methods using heavy metal tags have allowed for targeted MS investigation of the proteome at the subcellular level, and development of technologies such as laser ablation electrospray ionization mass spectrometry (LAESI-MS) now mean that dynamic metabolomics can be performed in situ. In this Perspective, we showcase advancements in single cell spatial metabolomics and proteomics over the past decade and highlight important aspects related to high-throughput screening, data analysis, and more which are vital to the success of achieving proteomic and metabolomic profiling at the single cell scale. Finally, using this broad literature summary, we provide a perspective on how the next decade may unfold in the area of single cell MS-based proteomics and metabolomics.

59 BASIC BIOLOGICAL SCIENCES↗

DOE OSTI2020

Test of a Novel, Commercial-Scale Wave Energy Direct-Drive Rotary Power Take-Off at the NREL National Wind Technology Center (CRADA CRD-14-571 Final Report)

The National Renewable Energy Laboratory (NREL) will work with Columbia Power Technologies [C-Power] to support work under US DOE DE-EE-0006399, “Build and Test of a Novel, Commercial-Scale Wave Energy Direct-Drive Rotary Power Take-Off Under Realistic Open-Ocean Conditions.” Work will include a review of their design for a novel wave energy direct drive generator. After review, the system will be prototyped and tested in the NREL National Wind Technology Center (NWTC) 5MW dynamometer and data will be recorded and analyzed. Conclusions from data analysis will be used to improve the design prior to completing a version of the system for ocean deployment. Additionally, NREL will work with Columbia Power Technologies [C-Power] to quantify the system levelized cost of energy (LCOE) and analyze the system in agreement with US DOE System Performance Advancement (SPA) goals 1 and 2.

16 TIDAL AND WAVE POWER↗

DOE OSTI2025

Next-Generation Energy Technologies for Connected and Automated On-Road Vehicles (NEXTCAR) - Predictive Data-Driven Vehicle Dynamics and Powertrain Control: from ECU to the Cloud (Final Scientific/Technical Report)

This project developed and demonstrated a predictive, data-driven vehicle control system designed to improve energy efficiency and driving performance. The team created intelligent self-driving car technology that optimizes fuel and electricity use by proactively planning vehicle actions. By combining Level 4 autonomous driving capabilities with vehicle-to-everything (V2X) connectivity, the system enables vehicles to adjust speed and change lanes in response to traffic signals, surrounding vehicles, and road conditions, reducing unnecessary stops and delays. In testing, the system improved vehicle fuel economy by more than 30% and reduced travel time by approximately 10%, compared to a conventional adaptive cruise control baseline. These results demonstrate the technical effectiveness of using predictive, V2X-enabled strategies, such as traffic light timing and surrounding traffic awareness, to inform real-time vehicle powertrain control and driving behavior. Additionally, a supporting cloud platform was developed to provide dispatch and route recommendations as well as to log vehicle data, demonstrating the economic feasibility of this approach at the fleet level. By optimizing dispatching and routing operations, this technology enables electric fleet operators to use their vehicles more efficiently and reduce reliance on diesel backups, lowering both operating costs and energy consumption. Overall, this project’s technology advances the future of clean, energy-efficient transportation, enabling vehicles and fleets to reduce energy waste, cut costs, and lower emissions through intelligent automation and connectivity.

33 ADVANCED PROPULSION SYSTEMS↗

NASA NTRS1972

The III-V photocathode - A major detector development.

Description of new (III-V) photocathodes which show improvements in sensitivity of as much as ten to a hundred times over conventional cathodes in the near infrared and useful improvements at shorter wavelengths. The development stems from a combination of basic knowledge of the photoemission process, gained in the 1950s, and the advancing understanding of the technology of III-V materials, in the 1960s. The superior performance of these cathodes is due to the fact that the vacuum level at the surface lies below the bottom of the conduction band in the bulk of the material. Consequently, the threshold of response is set by the III-V bandgap. The bandgap (and the threshold of response) can be varied by alloying different III-V materials together. A reduction in thermionic emission is realized with these cathodes. At present no semitransparent III-V cathodes with comparably interesting performance are available. The problems hindering further improvements, as well as the problems of placing these cathodes in practical multipliers and image tubes, are discussed briefly.

Spicer, W. E.↗

NASA NTRS1983

General Aviation Turbine Engine (GATE) Overview

When all the technology studies were done and the accompanying market analyses were complete, the conclusion was that it is indeed possible to reduce the cost of turbine engines by a factor of 3 using low-cost manufacturing techniques and increased production rates. In the interest of reducing engine cost, some performance was sacrificed. Yet we ended up with about a 20 percent predicted improvement in SFC over current technology turboprops. However, even this level of improvement does not match the low SFC of reciprocating powerplants--particularly those advanced concepts described earlier. The 20 percent better SFC and much lower weight of a turboprop does mean that if such a powerplant were installed in a resized small airplane, one could save between 10 and 30 percent fuel relative to existing recip engines, depending on different mission and airplane combinations. The price of the aircraft would go down about 15 percent in the case of a high powered single, or 25 percent in the case of a normal size twin. The operating costs would decrease about 10 percent in the case of the single, and as much as 35 percent in the case of the twin.

Strack, W. C.↗

NASA NTRS1982

Energy efficient engine: Turbine intermediate case and low-pressure turbine component test hardware detailed design report

A four stage, low pressure turbine component has been designed to power the fan and low pressure compressor system in the Energy Efficient Engine. Designs for a turbine intermediate case and an exit guide vane assembly also have been established. The components incorporate numerous technology features to enhance efficiency, durability, and performance retention. These designs reflect a positive step towards improving engine fuel efficiency on a component level. The aerodynamic and thermal/mechanical designs of the intermediate case and low pressure turbine components are presented and described. An overview of the predicted performance of the various component designs is given.

Leach, K.↗

NASA NTRS1988

Some key considerations for high-speed civil transports

Factors affecting the development of a new generation of high-speed (supersonic/hypersonic) transports are reviewed. Market projections of growth on long-range routes indicate a potential need for faster transport aircraft by the turn of the century. A review of NASA-sponsored studies shows how both market forces and technology combine to define mission performance and vehicle design constraints. The vehicle worth and price projected for a given vehicle are shown to relate to an assumed technology level. Preliminary results from an initial set of vehicle concepts lead to the conclusion that currently projected technology will need to be enhanced with increased research to meet the first market window around the year 2000.

Morris, Charles E. K., Jr.↗

NASA NTRS2005

Development of an Amine-based System for Combined Carbon Dioxide, Humidity, and Trace Contaminant Control

A number of amine-based carbon dioxide (CO2) removal systems have been developed for atmosphere revitalization in closed loop life support systems. Most recently, Hamilton Sundstrand developed an amine-based sorbent, designated SA9T, possessing approximately 2-fold greater capacity compared to previous formulations. This new formulation has demonstrated applicability for controlling CO2 levels within vehicles and habitats as well as during extravehicular activity (EVA). System volume is competitive with existing technologies. Further enhancements in system performance can be realized by incorporating humidity and trace contaminant control functions within an amine-based atmosphere revitalization system. A 3-year effort to develop prototype hardware capable of removing CO2, H2O, and trace contaminants from a cabin atmosphere has been initiated. Progress pertaining to defining system requirements and identifying alternative amine formulations and substrates is presented.

Nalette, Tim↗

NASA NTRS2014

System Noise Assessment and the Potential for a Low Noise Hybrid Wing Body Aircraft with Open Rotor Propulsion

An aircraft system noise assessment was conducted for a hybrid wing body freighter aircraft concept configured with three open rotor engines. The primary objective of the study was to determine the aircraft system level noise given the significant impact of installation effects including shielding the open rotor noise by the airframe. The aircraft was designed to carry a payload of 100,000 lbs on a 6,500 nautical mile mission. An experimental database was used to establish the propulsion airframe aeroacoustic installation effects including those from shielding by the airframe planform, interactions with the control surfaces, and additional noise reduction technologies. A second objective of the study applied the impacts of projected low noise airframe technology and a projection of advanced low noise rotors appropriate for the NASA N+2 2025 timeframe. With the projection of low noise rotors and installation effects, the aircraft system level was 26.0 EPNLdB below Stage 4 level with the engine installed at 1.0 rotor diameters upstream of the trailing edge. Moving the engine to 1.5 rotor diameters brought the system level noise to 30.8 EPNLdB below Stage 4. At these locations on the airframe, the integrated level of installation effects including shielding can be as much as 20 EPNLdB cumulative in addition to lower engine source noise from advanced low noise rotors. And finally, an additional set of technology effects were identified and the potential impact at the system level was estimated for noise only without assessing the impact on aircraft performance. If these additional effects were to be included it is estimated that the potential aircraft system noise could reach as low as 38.0 EPNLdB cumulative below Stage 4.

Thomas, Russell H.↗

NASA NTRS2016

Advanced Supported Liquid Membranes for Carbon Dioxide Control in Cabin Applications

The development of new, robust, life support systems is critical to NASA's continued progress in space exploration. One vital function is maintaining the carbon dioxide (CO2) concentration in the cabin at levels that do not impair the health or performance of the crew. The carbon dioxide removal assembly (CDRA) is the current CO2 control technology on-board the International Space Station (ISS). Although the CDRA has met the needs of the ISS to date, the repeated cycling of the molecular sieve sorbent causes it to break down into small particles that clog filters or generate dust in the cabin. This reduces reliability and increases maintenance requirements. Another approach that has potential advantages over the current system is a membrane that separates CO2 from air. In this approach, cabin air contacts one side of the membrane while other side of the membrane is maintained at low pressure to create a driving force for CO2 transport across the membrane. In this application, the primary power requirement is for the pump that creates the low pressure and then pumps the CO2 to the oxygen recovery system. For such a membrane to be practical, it must have high CO2 permeation rate and excellent selectivity for CO2 over air. Unfortunately, conventional gas separation membranes do not have adequate CO2 permeability and selectivity to meet the needs of this application. However, the required performance could be obtained with a supported liquid membrane (SLM), which consists of a microporous material filled with a liquid that selectively reacts with CO2 over air. In a recently completed Phase II SBIR project, Reaction Systems, Inc. fabricated an SLM that is very close to meeting permeability and selectivity objectives for use in the Portable Life Support System (PLSS). This paper describes work carried out to evaluate its potential for use in the cabin.

Wickham, David T.↗

NASA NTRSDate not supplied

Battery Evaluation Profiles for X-57 and Future Urban Electric Aircraft

Battery energy density is one of the most critical design parameters for sizing all-electric aircraft, however it’s easily overestimated. Establishing the effective, usable energy density is confused by varying degrees of margin needed to account for structural and thermal management between different cell chemistry and pack designs. Therefore, a better methodology is needed to fairly compare emerging battery technologies for electric aircraft. Currently, there is a loss of critical information when vehicle trade studies are performed using “nominal” published cell-level performance metrics. Aircraft power demands rarely match these nominal power profiles, and aircraft designers lack the ability to accurately simulate the battery performance and temperature off-nominally unless the battery chemistry is well established. Conversely, battery suppliers have no generalized reference cases to publish more realistic performance metrics. This can lead to poor assumptions, such as aircraft studies assuming a fixed discharge efficiency of a battery, when in reality the usable energy in a pack is dependent on the power and thermal profile. Information needed to properly assess weight penalties for thermal management is also typically poorly characterized when assessing candidate batteries. This paper serves to better inform battery development, and similarly, provide aircraft designers with more realistic assumptions for applying knockdown margins in their designs. Detailed power and thermal performance estimates are provided, which provide a starting point for sizing power and thermal budgets using experimentally derived battery models. Results show that the X-57 battery-to-shaft efficiency is 77.3% for a particular optimized mission. Considering a 25% reserve on the battery capacity, this means that only roughly half of the original 55.3kWh ‘nominal’ pack energy can be converted to useful work during a mission. Further estimates on a clean-sheet VTOL optimization show an average 82.7% battery-to-shaft efficiency, using 98% peak efficiency inverters and 97.4% peak efficiency motors. Although higher battery efficiencies are possible, the resulting weight penalty negates improvement in vehicle performance. These trade-offs and resulting power profiles are provided as a starting point to better assess future battery designs.

Battery Electric Aircraft↗

NASA NTRSDate not supplied

Battery Evaluation Profiles for X-57 and Future Urban Electric Aircraft

Battery↗

NASA NTRS1996

NASA-UVA Light Aerospace Alloy and Structures Technology Program (LA2ST)

The NASA-UVA Light Aerospace Alloy and Structures Technology (LA2ST) Program was initiated in 1986 and continues with a high level of activity. The objective of the LA2ST Program is to conduct interdisciplinary graduate student research on the performance of next generation, light-weight aerospace alloys, composites and thermal gradient structures in collaboration with NASA-Langley researchers. Specific technical objectives are presented for each research project. We generally aim to produce relevant data and basic understanding of material mechanical response, environmental/corrosion behavior, and microstructure; new monolithic and composite alloys; advanced processing methods; new solid and fluid mechanics analyses; measurement and modeling advances; and a pool of educated graduate students for aerospace technologies. Three research areas are being actively investigated, including: (1) Mechanical and environmental degradation mechanisms in advanced light metals, (2) Aerospace materials science, and (3) Mechanics of materials for light aerospace structures.

Scully, John R.↗