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At least 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

Hydrogen for Maritime Applications

The maritime industry is investigating a number of fuel options for reducing emissions, including liquefied natural gas (LNG), biofuels, and electrical drive systems powered by batteries and/or hydrogen-fueled fuel cells. Hydrogen-fueled ships offer the potential to significantly reduce, if not eliminate, regulated and unregulated pollutants in maritime applications. Argonne National Laboratory conducted preliminary comparisons of the total cost of ownership (TCO) of several classes of ships to determine how fuel cell technology compares to the current diesel technology, what advancements are needed for hydrogen fuel cell technology to be competitive in the future, and what applications may be appropriate for introducing fuel cells into the maritime industry. These studies included feeder container ships, harbor tugboats, river pushboats, and auto/passenger ferries. For this study, TCO was defined to include the cost of fuel, propulsion system, and fuel storage system, the levelized cost of propulsion/auxiliary engines, and the cost of annual maintenance and consumables. It did not include the cost of the vessel frame or other components, aside from the propulsion system, that the fuel cell and diesel ships have in common. A 10% internal rate of return (IRR) was applied to the initial capital investment and an installation cost factor of 20% was applied to the capital cost. The capital cost of each component (e.g., engine, fuel tank, motor, etc.) was amortized over a period of 20 years, except for the fuel cell system, which was amortized over 6 or 10 years depending on ship class. The initial comparisons for container ships indicate that fuel costs are by far the dominant contributor to the TCO. With the current low cost of low-sulfur marine gasoil (LSMGO) and relatively high cost of hydrogen, it is difficult for hydrogen to compete with LSMGO in container ship applications. The large energy demand for container ships also favors the use of the higher volumetric energy density LSMGO fuel, especially for longer voyages. The space required to store enough hydrogen for the same journey is larger than that needed to store diesel fuels and can reduce the available cargo carrying and revenue generating space available on the ship.

08 HYDROGEN↗
DOE OSTI2024

High-Efficiency and Low-Carbon Energy Storage and Power Generation System for Electric Aviation

This report summarizes the work performed by University of California San Diego (UCSD) – Honeywell Aerospace (Honeywell) team for the U.S. Department of Energy/Advanced Research Projects Agency-Energy (DOE/ARPA-E) under Phase 1 (April 2021 – October 2023) project, Cooperative Agreement DE-AR0001347 entitled “High-Efficiency and Low-Carbon Energy Storage and Power Generation System for Electric Aviation”. The main objective of this project is to develop and demonstrate an energy storage and power generation (ESPG) system operating on bio liquid natural gas (LNG) for electric aviation applications. The ESPG system concept in this project is a fuel cell, battery, and gas turbine hybrid system that incorporates an innovative solid oxide fuel cell (SOFC) technology. This SOFC technology has two main novel elements: (i) a lightweight and compact stack architecture that consists of cells and cell modules in electrical parallel and series connections (the module design) and (ii) exceptionally high performance, direct methane thin-film cells on porous substrate made by sputtering deposition process. This fuel cell has the specific power and volumetric power density suitable for electric aviation applications. Based on the current status of the SOFC technology, the Phase 1 work focused on the following activities: (i) ESPG System Modeling – to design and optimize an aircraft SOFC-based ESPG system concept that met the performance, weight and cost targets; (ii) Cell Material Development and Scaleup – to demonstrate scalability of the sputtering process for manufacture of thin-film SOFC cells of practical sizes, confirm the exceptional performance of sputtered cells, improve cell stability and durability for operation with hydrogen and methane fuel, and develop a suitable electrically conducting porous substrate to replace the current non-conducting ceramic substrate; (iii) Stack Development – to design and manufacture stack components for the stack architecture, evaluate and select a suitable sealant, and build and operate multi-cell stacks to demonstrate stack operation, and (iv) Technology to Market – to develop business models and commercialization plans, conduct various market and technology analysis and estimate SOFC and ESPG system costs.

25 ENERGY STORAGE↗
DOE OSTI2024

High Performance Metal-Supported SOFC System for Range Extension of Commercial Aviation

The DOE ARPA-E REEACH program [1] has enabled this Phase 1 study that conceptualizes a commercial 154 passenger electric aircraft using renewable aviation fuel for range extension while meeting similar mission performance levels as current commercial aircraft. Commercial aviation accounts for about 2.5% of global CO2 emissions, and close to 5% of overall anthropogenic climate change due to the added accounting of contrail’s effects [2]. The sector has adopted a goal of carbon neutrality by 2050 [3]. 110 nations, and recently the new US administration, have embarked on work to address this important challenge. The US DOE has released a roadmap to enable the further development of sustainable aviation fuel (SAF) in the hopes that it could meet all of aviation’s fuel needs by 2050 [4]. However, SAF fuel price and sufficient future feedstock availability remains a concern [5]. Considering the first commercial biofuel flight demonstration 14 years ago [6] and that SAF still only comprises less than 0.1% of jet fuel use, the question arises as how it can ramp up to 100% use in the next 27 years. One option that has the potential to substantially reduce the need for SAF is to implement light-weight Solid Oxide Fuel Cells (SOFCs) that can efficiently utilize SAF or other sulfur-free hydrocarbon fuels. As opposed to lower temperature PEM (Proton Exchange Membrane) fuel cells that can use high-purity hydrogen, SOFC’s fuels are very flexible, ranging from low cost liquefied natural gas (LNG), renewable liquefied natural gas (RLNG), to SAF, to generate clean electrical power for use in aviation propulsion and auxiliary power units [7] [8]. Research progress is needed to enable SOFCs to achieve 3.0 kW/kg power density, making them viable for aviation [9]. The DOE’s Advanced Research Projects Agency – Energy (ARPA-E) has therefore initiated an aviation SOFC R&D program that is anticipated to dramatically reduce aircraft fuel use though the implementation of “Range Extenders for Electric Aviation with low Carbon and High efficiency” (REEACH) [1] for medium range commercial aircraft. This report summarizes the progress during phase 1 of the REEACH program.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2026

3 He Separation from US Liquid Natural Gas-Derived 4 He (Final Report)

This final report summarizes the technical and economic feasibility study conducted by Interlune, Lisbon Group, and Pacific Northwest National Laboratory on separating 3 He from 4 He derived from liquid natural gas (LNG) using magnetocaloric liquefaction (MCL), superleak heat-flush, and fractional distillation techniques. The project aims to address the growing shortage of 3 He, a critical resource for quantum computing and national security, by exploring a new domestic source, the bulk helium supply.

07 ISOTOPE AND RADIATION SOURCES↗
NASA NTRS1978

An ultralightweight, evacuated, load-bearing, high-performance insulation system

A new hollow-glass microsphere insulation and a flexible stainless-steel vacuum jacket were demonstrated on a flight-weight cryogenic test tank, 1.17 m in diameter. The weight of the system is three times lighter than the most advanced vacuum-jacketed design demonstrated to date, a free-standing honeycomb hard shell with a multilayer insulation system (for a Space Tug application). Design characteristics of the flexible vacuum jacket are presented along with a model describing the insulation thermal performance as a function of boundary temperatures and emittance, compressive load on the insulation and insulation gas pressure. Test data are compared with model predictions and with prior flat-plate calorimeter test results. Potential applications for this insulation system or a derivative of this system include the cryogenic Space Tug, the Single-Stage-to-Orbit Space Shuttle, LH2 fueled subsonic and hypersonic aircraft, and LNG applications.

Parmley, R. T.↗
NASA NTRS1978

Detection of internal defects in a liquid natural gas tank by use of infrared thermography

The use of an infrared scanning technique to detect defects in the secondary barrier of a liquid natural gas tank is described. The method works by detecting leak-caused temperature differences as low as 0.2 K, but can provide only an approximate idea of the extent of the defect. The nondestructive method was tested in a study of a LNG tank already at its location in a ship; the secondary barrier was located inside the tank wall. Defective areas indicated by the infrared radiometric measurements were confirmed by other probe techniques and by physical examination.

Kantsios, A. G.↗
NASA NTRS1980

Detection of tanker defects with infrared thermography

Infrared scanning technique for finding defects in secondary barrier of liquid natural gas (LNG) tank has been successfully tested on ship under construction at Newport News Shipbuilding and Dry Dock Company. Technique determines defects with minimal expenditure of time and manpower. Tests could be repeated during life of tanker and make more complicated testing unnecessary. Tests also confirmed that tank did not have any major defects, and tank was certified.

Kantsios, A. G.↗
NASA NTRS1980

Toward the use of similarity theory in two-phase choked flows

Comparison of two phase choked flows in normalized coordinates were made between pure components and available data using a reference fluid to compute the thermophysical properties. The results are favorable. Solution of the governing equations for two LNG mixtures show some possible similarities between the normalized choked flows of the two mixtures, but the departures from the pure component loci are significant.

Hendericks, R. C.↗
NASA NTRS1980

Toward the use of similarity theory in two-phase choked flows

Comparison of two-phase choked flows in normalized coordinates were made between pure components and available data using a reference fluid to compute the thermophysical properties. The results are favorable. Solution of the governing equations for two LNG mixtures show some possible similarities between the normalized choked flows of the two mixtures, but the departures from the pure component locii are significant.

Hendricks, R. C.↗
NASA NTRS1982

Vehicle conversion to hybrid gasoline/alternative fuel operation

The alternative fuels considered are compressed natural gas (CNG), liquefied natural gas (LNG), liquid petroleum gas (LPG), and methanol; vehicles were required to operate in a hybrid or dual-fuel gasoline/alternative fuel mode. Economic feasibility was determined by comparing the costs of continued use of gasoline fuel with the use of alternative fuel and retrofitted equipment. Differences in the amounts of future expenditures are adjusted by means of a total life-cycle costing. All fuels studied are technically feasible to allow a retrofit conversion to hybrid gasoline/alternative fuel operation except for methanol. Conversion to LPG is not recommended for vehicles with more than 100,000 km (60,000 miles) of prior use. Methanol conversion is not recommended for vehicles with more than 50,00 km (30,000 miles).

Donakowski, T. D.↗
NASA NTRS1983

Assessment of institutional barriers to the use of natural gas fuel in automotive vehicle fleets

Institutional barriers to the use of natural gas as a fuel for motor vehicle fleets were identified. Recommendations for barrier removal were developed. Eight types of institutional barriers were assessed: (1) lack of a national standard for the safe design and certification of natural gas vehicles and refueling stations; (2) excessively conservative or misapplied state and local regulations, including bridge and tunnel restrictions, restrictions on types of vehicles that may be fueled by natural gas, zoning regulations that prohibit operation of refueling stations, parking restrictions, application of LPG standards to LNG vehicles, and unintentionally unsafe vehicle or refueling station requirements; (3) need for clarification of EPA's tampering enforcement policy; (4) the U.S. hydrocarbon standard; (5) uncertainty concerning state utility commission jurisdiction; (6) sale for resale prohibitions imposed by natural gas utility companies or state utility commissions; (7) uncertainty of the effects of conversions to natural gas on vehicle manufactures warranties; and (8) need for a natural gas to gasoline equivalent units conversion factor for use in calculation of state road use taxes.

Jablonski, J.↗
NASA NTRS1984

Methane heat transfer investigation

Future high chamber pressure LOX/hydrocarbon booster engines require copper base alloy main combustion chamber coolant channels similar to the SSME to provide adequate cooling and reusable engine life. Therefore, it is of vital importance to evaluate the heat transfer characteristics and coking thresholds for LNG (94% methane) cooling, with a copper base alloy material adjacent to he fuel coolant. High pressure methane cooling and coking characteristics recently evaluated at Rocketdyne using stainless steel heated tubes at methane bulk temperatures and coolant wall temperatures typical of advanced engine operation except at lower heat fluxes as limited by the tube material. As expected, there was no coking observed. However, coking evaluations need be conducted with a copper base surface exposed to the methane coolant at higher heat fluxes approaching those of future high chamber pressure engines.

Source record↗
NASA NTRS1984

Methane heat transfer investigation

Future high chamber pressure LOX/hydrocarbon booster engines require copper-base alloy main combustion chamber coolant channels similar to the SSME to provide adequate cooling and resuable engine life. Therefore, it is of vital importance to evaluate the heat transfer characteristics and coking thresholds for LNG (94% methane) cooling, with a copper-base alloy material adjacent to the fuel coolant. High-pressure methane cooling and coking characteristics were recently evaluated using stainless-steel heated tubes at methane bulk temperatures and coolant wall temperatures typical of advanced engine operation except at lower heat fluxes as limited by the tube material. As expected, there was no coking observed. However, coking evaluations need be conducted with a copper-base surface exposed to the methane coolant at higher heat fluxes approaching those of future high chamber pressure engines.

Cook, R. T.↗
NASA NTRS1989

Study of high-speed civil transports

A systems study to identify the economic potential for a high-speed commercial transport (HSCT) has considered technology, market characteristics, airport infrastructure, and environmental issues. Market forecasts indicate a need for HSCT service in the 2000/2010 time frame conditioned on economic viability and environmental acceptability. Design requirements focused on a 300 passenger, 3 class service, and 6500 nautical mile range based on the accelerated growth of the Pacific region. Compatibility with existing airports was an assumed requirement. Mach numbers between 2 and 25 were examined in conjunction with the appropriate propulsion systems, fuels, structural materials, and thermal management systems. Aircraft productivity was a key parameter with aircraft worth, in comparison to aircraft price, being the airline-oriented figure of merit. Aircraft screening led to determination that Mach 3.2 (TSJF) would have superior characteristics to Mach 5.0 (LNG) and the recommendation that the next generation high-speed commercial transport aircraft use a kerosene fuel. The sensitivity of aircraft performance and economics to environmental constraints (e.g., sonic boom, engine emissions, and airport/community noise) was identified together with key technologies. In all, current technology is not adequate to produce viable HSCTs for the world marketplace. Technology advancements must be accomplished to meet environmental requirements (these requirements are as yet undetermined for sonic boom and engine emissions). High priority is assigned to aircraft gross weight reduction which benefits both economics and environmental aspects. Specific technology requirements are identified and national economic benefits are projected.

Source record↗
NASA NTRS1988

Carbon deposition model for oxygen-hydrocarbon combustion

The objectives are to use existing hardware to verify and extend the database generated on the original test programs. The data to be obtained are the carbon deposition characteristics when methane is used at injection densities comparable to full scale values. The database will be extended to include liquid natural gas (LNG) testing at low injection densities for gas generator/preburner conditions. The testing will be performed at mixture ratios between 0.25 and 0.60, and at chamber pressures between 750 and 1500 psi.

Bossard, John A.↗
NASA NTRS2004

Design and Testing of a Low Noise Flight Guidance Concept

A flight guidance concept was developed to assist in flying continuous descent approach (CDA) procedures designed to lower the noise under the flight path of jet transport aircraft during arrival operations at an airport. The guidance consists of a trajectory prediction algorithm that was tuned to produce a high-efficiency, low noise flight profile with accompanying autopilot and flight display elements needed by the flight control system and pilot to fly the approach. A key component of the flight guidance was a real-time display of energy error relative to the predicted flight path. The guidance was integrated with the conventional Flight Management System (FMS) guidance of a modern jet transport airplane and tested in a high fidelity flight simulation. A charted arrival procedure, which allowed flying conventional arrivals, CDA arrivals with standard guidance, and CDA arrivals with the new low noise guidance, was developed to assist in the testing and evaluation of the low noise guidance concept. Results of the simulation testing showed the low noise guidance was easy to use by airline pilot test subjects and effective in achieving the desired noise reduction. Noise under the flight path was reduced by at least 2 decibels in Sound Exposure Level (SEL) at distances from about 3 nautical miles out to about 17.5 nautical miles from the runway, with a peak reduction of 8.5 decibels at about 10.5 nautical miles. Fuel consumption was also reduced by about 17% for the LNG conditions compared to baseline runs for the same flight distance. Pilot acceptance and understanding of the guidance was quite high with favorable comments and ratings received from all test subjects.

Williams, David H.↗
NASA NTRS1979

Tank Insulation

For NASA's Apollo program, McDonnell Douglas Astronautics Company, Huntington Beach, California, developed and built the S-IVB, uppermost stage of the three-stage Saturn V moonbooster. An important part of the development task was fabrication of a tank to contain liquid hydrogen fuel for the stage's rocket engine. The liquid hydrogen had to be contained at the supercold temperature of 423 degrees below zero Fahrenheit. The tank had to be perfectly insulated to keep engine or solar heat from reaching the fuel; if the hydrogen were permitted to warm up, it would have boiled off, or converted to gaseous form, reducing the amount of fuel available to the engine. McDonnell Douglas' answer was a supereffective insulation called 3D, which consisted of a one-inch thickness of polyurethane foam reinforced in three dimensions with fiberglass threads. Over a 13-year development and construction period, the company built 30 tanks and never experienced a failure. Now, after years of additional development, an advanced version of 3D is finding application as part of a containment system for transporting Liquefied Natural Gas (LNG) by ship.

Source record↗
NASA NTRS2012

Subsonic Ultra Green Aircraft Research Phase II: N+4 Advanced Concept Development

This final report documents the work of the Boeing Subsonic Ultra Green Aircraft Research (SUGAR) team on Task 1 of the Phase II effort. The team consisted of Boeing Research and Technology, Boeing Commercial Airplanes, General Electric, and Georgia Tech. Using a quantitative workshop process, the following technologies, appropriate to aircraft operational in the N+4 2040 timeframe, were identified: Liquefied Natural Gas (LNG), Hydrogen, fuel cell hybrids, battery electric hybrids, Low Energy Nuclear (LENR), boundary layer ingestion propulsion (BLI), unducted fans and advanced propellers, and combinations. Technology development plans were developed.

Bradley, Marty K.↗