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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 793 records · Page 44
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Bench-Scale Testing of a High Efficiency, Ultra-Compact Process for Pre-Combustion CO 2 Capture (Final Report)

The overarching objective of this bench-scale study is to field-validate the technical feasibility of a membrane- and adsorption-enhanced water gas shift (WGS) reaction process that employs a carbon molecular sieve (CMS) membrane reactor (MR) followed by an adsorption reactor (AR) for pre-combustion CO 2 capture while demonstrating progress towards achievement of the overall performance goals of CO 2 capture with 95% CO 2 purity at a cost of electricity (COE) of 30% less than the baseline capture approaches. The main goal of this bench-scale project is to advance the proposed MR-AR transformative CO 2 capture technology to a sufficient maturity level so that our present industrial partners (M&PT and Worley) can potentially adapt the technology for further small pilot-scale testing. The project began at TRL 4, as the system prototype had already been validated in the laboratory on simulated syngas (as part of project DE-FE0026423). The project ended at TRL 5, via scaling-up of the prototype system and testing it on actual syngas at a host site (CAER at the University of Kentucky (UKy)). The project was carried-out in two different phases: In Phase I (during BP1 of the project), the team designed, constructed, and assembled the bench-scale experimental MR-AR system, prepared the membranes, adsorbents, and catalysts, tested the bench-scale unit with simulated syngas to validate functionality, and prepared a preliminary TEA of the technology. In Phase II (during BP2 of the project), the team installed the unit at the test site at the UKy site and completed all utility connections and hookups, field-tested the novel MR-AR process in the bench-scale system using real syngas, collected and analyzed experimental data, and completed a detailed TEA of the technology. A key aim of the project was to identify and address the technical and process risks and to generate information to advance the technology to the next stage of development. All project milestones and success criteria were met. Specifically, the team: (i) designed, constructed and assembled a bench scale system that handled 1 – 5 scfm syngas and tested its functionality with simulated syngas; (ii) prepared high performance CMS membrane tubes (ID: 3.5 mm, OD: 5.7 mm, 30” long) that meet the target H 2 permeance ( > 1 m 3 /(m 2 .hr.bar) or (> 370.3 GPU)) and a target H 2 /CO selectivity >80 at the relevant temperature (up to 300oC) and pressure conditions (up to 25 bar) with a <10% decline in performance over each 250 hr. testing period (iii) procured commercial sour-shift catalyst in sufficient quantity and prepared up to 10 kg of pelletized adsorbent for use at relevant conditions (250oC 2.5wt.% and target sorbent attrition rate < 0.2; (iv) installed the bench-scale unit at the test site (UKy) and tested the MR-AR technology using real syngas for over 250 hr. for both static and flow experiments; (v) updated the TEA analysis based on bench-scale data and met CO 2 capture goals of 95% CO 2 purity at a cost of electricity 30% less than baseline capture approaches. The CMS membranes, HTC adsorbents and catalysts employed all exhibited very robust and stable performance during the long-term run (over a >250 hr live syngas run). Furthermore, the proposed MR-AR IGCC system achieved a LCOE with a N 2 sale price of $\$$ 30/ton, with N 2 compression (no N 2 compression) of 101.2 $\$$/MWh (95.3 $\$$/MWh), which represents a 29.8% (33.9%) LCOE reduction in the baseline IGCC with carbon capture of 144.2 $\$$/MWh. The proposed MR-AR IGCC delivers a CO 2 capture cost of 44.8 $\$$/tonne (39.9 $\$$/tonne) vs 98.1 $\$$/tonne of the baseline capture case and a net power production of 586 MWe (623 MWe) vs 556 MWe of the baseline capture case.

01 COAL, LIGNITE, AND PEAT↗
DOE OSTI2025

Enhanced methanol production from photothermal CO 2 reduction via multilevel interface design

Photothermal CO 2 hydrogenation is a promising route to produce methanol as a sustainable liquid solar fuel. However, most existing catalysts require a combination of solar irradiation and additional heat input to achieve a satisfactory reaction rate. For the few that can be driven solely by light, their reaction rates are one order of magnitude lower. We develop a photothermal catalyst with multilevel interfaces that achieves improved methanol production from photothermal CO 2 hydrogenation without external heat. The catalyst features a layered structure comprising Cu/ZnO/Al 2 O 3 (CZA) covered by oxidized carbon black (oCB), where the oCB/CZA interface promotes efficient heat generation and transfer, and the Cu/oxide interface contributes to high catalytic activity. Under a mild pressure of 8 bar, our oCB/CZA catalyst shows a methanol selectivity of 64.7% with a superior production rate of 4.91 mmol·g cza −1 ·h −1 , at least one order of magnitude higher than other photothermal catalysts solely driven by light. This work demonstrates a photothermal catalyst design strategy for liquid solar fuel production.

CO2 hydrogenation↗
DOE OSTI2023

Engine Operating Conditions, Fuel Property Effects, and Associated Fuel–Wall Interaction Dependencies of Stochastic Preignition

This work for the Coordinating Research Council (CRC) explores dependencies on the opportunity for fuel to impinge on internal engine surfaces (i.e., fuel–wall impingement) as a function of fuel properties and engine operating conditions and correlates these data with measurements of stochastic preignition (SPI) propensity. SPI rates are directly coupled with laser–induced florescence measurements of dye-doped fuel dilution measurements of the engine lubricant, which provides a surrogate for fuel–wall impingement. Literature suggests that SPI may have several dependencies, one being fuel–wall impingement. However, it remains unknown if fuel-wall impingement is a fundamental predictor and source of SPI or is simply a causational factor of SPI. In this study, these relationships on SPI and fuel-wall impingement are explored using 4 fuels at 8 operating conditions per fuel, for 32 total test points. The fuels were directly injected at two different injection timings: an earlier injection timing that initially targets the piston crown and a later injection timing that targets the cylinder liner. At each injection timing, the engine was operated at both 90°C and 70°C coolant and lubricant temperatures, and 185 and 200 kPa absolute intake manifold pressure. This work serves as an exploratory effort to down select conditions and provide initial fuel properties of interest for a secondary study to explore fuel property specific effects on fuel-wall interaction and SPI propensity. Significant findings from this initial operating condition and fuel property exploratory work are: 1. reduced engine operating coolant and lubricant temperatures, along with 2. retarded injection timings were required to increase SPI propensity. Moreover, at these conditions some fuel specific effects were also observed; specifically, increased ethanol content increased measured dye–wall (i.e., fuel–wall) interaction. However, despite increased dye–wall interaction, the increased volatility of the ethanol containing fuels also reduced the estimated fuel retention in the top-ring zone and associated measured SPI propensity. Thus, the findings of this unique approach to explore relationships between fuel-wall impingement and SPI highlight that SPI propensity is more directly proportional to retained fuel, and not simply fuel–wall impingement. Furthermore, fuel retention was found to be directly influenced by complex fuel property and engine operating condition relationships. Either retarded injection timings and/or increased fuel volatility increased fuel wall-impingement, while less volatile fuels and/or reduced coolant temperatures increased fuel retention. Therefore, for a given operating condition, the data highlights that greater volatile fuels exhibit increased fuel wall impingement without increased fuel retention or SPI propensity, while less volatile fuels could exhibit reduced fuel-wall impingement but increased fuel retention and SPI propensity rates.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Experiments and Modeling of Proppant Embedment and Fracture Conductivity for the Caney Shale, Oklahoma, USA

ABSTRACT: The ultimate aim of hydraulic fracturing is to have a long and conductive flow path that extends from the wellbore into the formation. The effective fracture length is part of a hydraulically propped fracture which contributes to production. The difficulty in achieving economical production targets from shale reservoirs is at the forefront in many exploration companies. Fracture conductivity loss is related to; proppant embedment under depletion, proppant crushing, damage as a result of fracturing fluid, fines migration and proppant-pack permeability-damage are some of the factors that contribute to production decline after hydraulic fracturing in shale reservoirs. The Caney Shale is a calcareous organic-rich mudrock. Various studies have investigated the effect that clay on shale well productivity, however, there is currently no literature on the Caney shale in relation to horizontal wells; all available literature exists in vertical wells as well as on formations of the Caney that are shallow in comparison to an emerging play which is twice the depth. In this paper we investigate stress-dependent fracture conductivity of proppant-filled fractures and proppant embedment in Caney shale through laboratory and modeling studies. API fracture conductivity tests were conducted using 2% KCl on five locations within the Caney shale that consisted of selecting three brittle(reservoir) zones and two ductile zones. Confining pressures range from 1,000 psi to 12,000 psi at 210°F. Conductivity, permeability as well as embedment were measured during the test. Our experimental results have confirmed that improved fracture conductivity is attributed to; proppant size, the increase in porosity of the proppant pack, closure pressure changes and the reduction in fracture conductivity are a function of many factors such as fracture closure stress. The findings from this study could help the stimulation design by providing new insights into the critical factors that are to be determined to facilitate the choice of proppants as well as fracturing fluids for long term production and recovery from shale reservoirs. 1 INTRODUCTION The development of low permeability formations, like shales, has been aided by hydraulic fracturing of horizontal wells (Radonjic et al., 2020). Hydraulic fracturing fluid is injected at a high pressure to induce tensile fractures that can link to and stimulate natural fractures (Katende et al., 2021a,b). Preserving adequate conductivity in hydraulic fractures over the life of the wells is required for economic production; nevertheless, conserving such conductivity can be difficult in some circumstances, particularly in soft, clay-rich formations (Wang et al., 2021). Proppant particles help to keep the fractures open when the pumping stops and the fracturing fluid returns to the wellbore, producing one or more propped hydraulic fractures of varying length, breadth, and height (Katende et al., 2021a). The proppant pack within the hydraulic fracture boosts well output by providing a greater permeability flowpath for hydrocarbons (Duenckel et al., 2016). Proppant in the fracture is under complicated stress conditions, and the interplay between the rock formation and the proppant pack has a significant impact on proppant-pack permeability (Karazincir et al., 2019). Proppant may be embedded (Katende et al., 2021a) in the rock or crushed into small pieces if the proppant size and strength characteristics are not specified appropriately, resulting in a loss in proppant-pack permeability and fracture aperture, and consequently a fall in well output.

Katende, A.↗
NASA NTRS1964

Spacecraft structural concepts.

Thermal strains, deformations, stresses and fluctuating and static pressures on spacecraft in terms of structural design and material selection

STRUCTURAL STRAIN↗
NASA NTRS1974

Study of cryogenic propellant systems for loading the space shuttle

Computer programs were written to model the liquid oxygen loading system for the space shuttle. The programs allow selection of input data through graphic displays which schematically depict the part of the system being modeled. The computed output is also displayed in the form of graphs and printed messages. Any one of six computation options may be selected. The first four of these pertain to thermal stresses, pressure surges, cooldown times, flow rates and pressures during cooldown. Options five and six deal with possible water hammer effects due to closing of valves, steady flow and transient response to changes in operating conditions after cooldown. Procedures are given for operation of the graphic display unit and minicomputer.

Voth, R. O.↗
NASA NTRS1975

Comparison of wind tunnel test results at free stream Mach 0.7 with results from the Boeing TEA-230 subsonic flow method

The use of the Boeing TEA-230 Subsonic Flow Analysis method as a primary design tool in the development of cruise overwing nacelle configurations is presented. Surface pressure characteristics at 0.7 Mach number were determined by the TEA-230 method for a selected overwing flow-through nacelle configuration. Results of this analysis show excellent overall agreement with corresponding wind tunnel data. Effects of the presence of the nacelle on the wing pressure field were predicted accurately by the theoretical method. Evidence is provided that differences between theoretical and experimental pressure distributions in the present study would not result in significant discrepancies in the nacelle lines or nacelle drag estimates.

Mohn, L. W.↗
NASA NTRS1976

Data analysis and noise prediction for the QF-1B experimental fan stage

The results of a fan noise data analysis and prediction effort using experimental data obtained from tests on the QF-1B research fan are described. Surface pressure measurements were made with flush mounted sensors installed on selected rotor blades and stator vanes and noise measurements were made by microphones located at the far field. Power spectral density analysis, time history studies, and calculation of coherence functions were made. The emphasis of these studies was on the characteristics of tones in the spectra. The amplitude behavior of spectral tones was found to have a large, often predominant, random component, suggesting that turbulent processes play an important role in the generation of tonal as well as broadband noise. Inputs from the data analysis were used in a prediction method which assumes that acoustic dipoles, produced by unsteady blade and van forces, are the important source of fan noise.

Bliss, D. B.↗
NASA NTRS1981

Pressure and force data for a flat wing and a warped conical wing having a shockless recompression at Mach 1.62

A conical nonlinear flow computer code was used to design a warped (cambered) wing which would produce a supercritical expansion and shockless recompression of the crossflow at a lift coefficient of 0.457, an angle of attack of 10 deg, and a Mach number of 1.62. This cambered wing and a flat wing the same thickness distribution were tested over a range of Mach numbers from 1.6 to 2.0. For both models the forward 60 percent is purely conical geometry. Results obtained with the cambered wing demonstrated the design features of a supercritical expansion and a shockless recompression, whereas results obtained with the flat wing indicated the presence of crossflow shocks. Tables of experimental pressure, force, and moment data are included, as well as selected oil flow photographs.

Miller, D. S.↗
NASA NTRS1988

Liquid rocket boosters for the Space Shuttle - An outline of trade issues and analysis techniques

Numerous liquid rocket booster configurations were studied to replace the Solid Rocket Boosters on the current Space Shuttle. While improved safety, reliability, performance and economy of operation were sought, the designs also sought to minimize volumetric growth to reduce aerodynamic loads and structural modifications. Aero loads could be significant as a function of booster diameter if extrapolated directly from solid rocket characteristics. Procedures to meet these goals with analytical booster sizing and simple dynamic simulations are shown. Engine chamber pressure proved to be a good independent variable for implications of pressure-fed and pump-fed engines, fuel and material selection. For some configurations, ascent trajectory modifications were suggested: longer vertical rise, lofting, heads-up orientation, and higher first and second stage target altitudes. Since engine manufacture would dominate booster costs, booster simplification of reuse are discussed based on cost estimates.

Kelly, W. D.↗
NASA NTRS1991

Deformation and stress response of composite laminated shells under internal pressure

This paper presents a theoretical study of the response of filament wound composite shells under internal pressure. Each layer of the material is generally cylindrically anisotropic. By using cylindrically anisotropic elasticity field equations and Lekhnitskii's stress functions, a system of sixth-order ordinary differential equations is obtained. The general expressions for the stresses and displacements in the laminated composite shells under internal pressure are discussed. Two composite systems, graphite/epoxy and glass/epoxy, are selected to demonstrate the influence of degree of material anisotropy and fiber orientations on the axial and induced twisting deformation. Stress distributions of (45/-45)s symmetric angle-ply fiber-reinforced laminated shells are shown to illustrate the effect of radius-to-thickness ratio.

Yuan, F. G.↗
NASA NTRS1992

Observed currents on the earth's high-latitude magnetopause

A survey of electrical currents of the earth's magnetosphere, principally at high latitudes, as inferred from magnetic vector data acquired by the Hawkeye 1 satellite, is reported. A total of 536 candidate crossings of the magnetopause were examined. A reduced data set of 139 selected cases was analyzed in detail though solar wind dynamic pressure data were available for only 117 of these cases. Inferred values of the lineal current densities on the magnetopause are in the range 5.5 to 157.5 mA/m over a wide range of solar wind dynamic pressure from 1.17 to 16.1 nPa. The apparent normal thickness of the magnetopause current sheet ranges from 30 to 850 km with mean and median values of 185 and 158 km, respectively. It is argued that the radial rate of motion of the magnetopause is of the order of 2 km/s and hence that its true thickness is of similar magnitude. The relationship of these results to models of the geomagnetic field and to other related work is discussed.

Van Allen, J. A.↗
NASA NTRS1993

Water-vapor absorption line measurements in the 940-nm band by using a Raman-shifted dye laser

We report water-vapor absorption line measurements that are made by using the first Stokes radiation (930-982 nm) with HWHM 0.015/cm generated by a narrow-linewidth, tunable dye laser. Forty-five absorption line strengths are measured with an uncertainty of 6 percent and among them are fourteen strong lines that are compared with previous measurements for the assessment of spectral purity of the light source. Thirty air-broadened linewidths are measured with 8 percent uncertainty at ambient atmospheric pressure with an average of 0.101/cm. The lines are selected for the purpose of temperature-sensitive or temperature-insensitive lidar measurements. Results for these line strengths and linewidths are corrected for broadband radiation and finite laser linewidth broadening effects and compared with the high-resolution transmission molecular absorption.

Chu, Zhiping↗
NASA NTRS1993

Integer cosine transform compression for Galileo at Jupiter: A preliminary look

The Galileo low-gain antenna mission has a severely rate-constrained channel over which we wish to send large amounts of information. Because of this link pressure, compression techniques for image and other data are being selected. The compression technique that will be used for images is the integer cosine transform (ICT). This article investigates the compression performance of Galileo's ICT algorithm as applied to Galileo images taken during the early portion of the mission and to images that simulate those expected from the encounter at Jupiter.

Ekroot, L.↗
NASA NTRS1994

Flight evaluation of pneumatic forebody vortex control in post-stall flight

The following topics are discussed: (1) X-29 description; Vortex Flow Control (VFC) technology description; (3) X-29 VFC wind tunnel results (forebody only); (4) X-29 VFC wind tunnel results (full configuration yawing moment); (5) X-29 VFC wind tunnel results (full configuration C(sub n) with sideslip); (6) X-29VFC wind tunnel results (full configuration pitching moment); (7) VFC optimized nozzle details; (8) X-29 forebody nozzle configuration; (9) X-29 VFC system stored gas schematic; (10) X-29 VFC system stored gas installation; (11) VFC effectiveness at zero sideslip; (12) VFC effectiveness at 35 AOA with sideslip; (13) 'VFC Roll' at 40 AOA; (14) Effects of VFC on wing rock; (15) Integrated controls C(sub n) prediction; (16) Proposed F-15 with lateral control laws with active VFC; (17) Simulated F-15 roll performance with active VFC; (18) Simulated F-15 spin recovery with active VFC; (19) Test team restructuring; (20) testbed selection; (21) Simulation for risk reduction; (22) Benefits of high pressure system; and (23) Advanced weapon system integration.

Walchli, Lawrence A.↗
NASA NTRS1994

Results of uniaxial and biaxial tests on riveted fuselage lap joint specimens

As part of an FAA-NLR collaborative program on structural integrity of aging aircraft, NLR carried out uniaxial and biaxial fatigue tests on riveted lap joint specimens being representative for application in a fuselage. All tests were constant amplitude tests with maximum stresses being representative for fuselage pressurization cycles and R-values of 0.1. The parameters selected in the testing program were the stress level (sigma(sub max) = 14 and 16 ksi) and the rivet spacing (0.75 and 1.0 inch). All specimens contained 3 rows of countersunk rivets, the rivet row spacing was 1 inch and the rivet orientation continuous.

Vlieger, H.↗