Cost-optimal wave-powered persistent oceanographic observation
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Dillon, Trent (ORCID:0000000201036449)↗
SEARCH · Engineering Papers
Results for “POWER DEMAND”
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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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↗
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↗
Hybrid Analytics Solution for Power Plant Operations
Expert Microsystems, Inc., MapEx Software Inc. and XMPLR Energy LLC have teamed to submit a proposal to the US Department of Energy’s Office of Fossil Energy to improve the efficiency, reliability and flexibility of existing coal-based power plants. The project, titled Hybrid Analytics Solution to Improve Coal Power Plant Operations (the “Hybrid Analytics” project), will develop, demonstrate and commercialize a novel approach that integrates two proven real-time monitoring techniques. The Hybrid Analytics approach integrates into a single, integrated solution: a) an established, advanced data-driven analytics solution that includes artificial intelligence, advanced pattern recognition and machine-learning techniques and b) a well-proven, first principle thermal heat balance model solution. The future role of coal plants will depend on the ability to cycle and follow loads to meet marginal power demands, accommodate renewables and support the grid. Essential to success in this new role is a plant’s ability to maintain high reliability, efficiency and flexibility. However, these changing operational demands put significant stresses on power plant components that directly impact the ability to deliver these requirements. In the past, plants have independently monitored performance using physics-based solutions (heat rate, boiler losses, etc.) and reliability using data-driven analytics (advanced pattern recognition). The Hybrid Analytics solution integrates both approaches to enhance fault detection, provide automated diagnostics and estimates of remaining time to act, and provide critical, enhanced and accurate real-time information to coal plant operators. As a result, coal plants can improve efficiency, reliability, and flexibility and can cost-effectively maintain their key role in the power delivery system.
01 COAL, LIGNITE, AND PEAT↗
Analyzing Power Supply and Demand on the ISS
Station Power and Energy Evaluation Determiner (SPEED) is a Java application program for analyzing the supply and demand aspects of the electrical power system of the International Space Station (ISS). SPEED can be executed on any computer that supports version 1.4 or a subsequent version of the Java Runtime Environment. SPEED includes an analysis module, denoted the Simplified Battery Solar Array Model, which is a simplified engineering model of the ISS primary power system. This simplified model makes it possible to perform analyses quickly. SPEED also includes a user-friendly graphical-interface module, an input file system, a parameter-configuration module, an analysis-configuration-management subsystem, and an output subsystem. SPEED responds to input information on trajectory, shadowing, attitude, and pointing in either a state-of-charge mode or a power-availability mode. In the state-of-charge mode, SPEED calculates battery state-of-charge profiles, given a time-varying power-load profile. In the power-availability mode, SPEED determines the time-varying total available solar array and/or battery power output, given a minimum allowable battery state of charge.
Thomas, Justin↗
What Can China Do? China's Best Alternative Outcome for Energy Efficiency and CO2 Emissions
After rapid growth in economic development and energy demand over the last three decades, China has undertaken energy efficiency improvement efforts to reduce its energy intensity under the 11th Five Year Plan (FYP). Since becoming the world's largest annual CO{sub 2} emitter in 2007, China has set reduction targets for energy and carbon intensities and committed to meeting 15% of its total 2020 energy demand with non-fossil fuel. Despite having achieved important savings in 11th FYP efficiency programs, rising per capita income and the continued economic importance of trade will drive demand for transport activity and fuel use. At the same time, an increasingly 'electrified' economy will drive rapid power demand growth. Greater analysis is therefore needed to understand the underlying drivers, possible trajectories and mitigation potential in the growing industrial, transport and power sectors. This study uses scenario analysis to understand the likely trajectory of China's energy and carbon emissions to 2030 in light of the current and planned portfolio of programs, policies and technology development and ongoing urbanization and demographic trends. It evaluates the potential impacts of alternative transportation and power sector development using two key scenarios, Continued Improvement Scenario (CIS) and Accelerated Improvement Scenario (AIS). CIS represents the most likely path of growth based on continuation of current policies and meeting announced targets and goals, including meeting planned appliance efficiency standard revisions, fuel economy standards, and industrial targets and moderate phase-out of subcritical coal-fired generation with additional non-fossil generation. AIS represents a more aggressive trajectory of accelerated improvement in energy intensity and decarbonized power and transport sectors. A range of sensitivity analysis and power technology scenarios are tested to evaluate the impact of additional actions such as carbon capture and sequestration (CCS) and integrated mine-mouth generation. The CIS and AIS results are also contextualized and compared to model scenarios in other published studies. The results of this study show that China's energy and CO{sub 2} emissions will not likely peak before 2030, although growth is expected to slow after 2020. Moreover, China will be able to meet its 2020 carbon intensity reduction target of 40 to 45% under both CIS and AIS, but only meet its 15% non-fossil fuel target by 2020 under AIS. Under both scenarios, efficiency remains a key resource and has the same, if not greater, mitigation potential as new technologies in transport and power sectors. In the transport sector, electrification will be closely linked the degree of decarbonization in the power sector and EV deployment has little or no impact on China's crude oil import demand. Rather, power generation improvements have the largest sector potential for overall emission mitigation while mine-mouth power generation and CCS have limited mitigation potential compared to fuel switching and efficiency improvements. Comparisons of this study's results with other published studies reveal that CIS and AIS are within the range of other national energy projections but alternative studies rely much more heavily on CCS for carbon reduction. The McKinsey study, in particular, has more optimistic assumptions for reductions in crude oil imports and coal demand in its abatement scenario and has much higher gasoline reduction potential for the same level of EV deployment. Despite these differences, this study's scenario analysis of both transport and power sectors illustrate the necessity for continued efficiency improvements and aggressive power sector decarbonization in flattening China's CO{sub 2} emissions.
29 ENERGY PLANNING, POLICY, AND ECONOMY↗
A Unified Design Theory for Multi-Port Polyphase Transformers Enabling Scalable Power-Multiplexed EV Fleet Charging Systems
This paper presents a unified analytical design theory for multi-port polyphase transformers, targeting scalable and isolated high-power Electric Vehicle (EV) fleet charging systems with power multiplexing capability. As fleet electrification accelerates, conventional one-to-one charger architectures face significant challenges in infrastructure cost, peak power demand, and low utilization of installed power electronics. Power-multiplexed charging architectures, which dynamically distribute power from a shared pool of converter modules across multiple vehicles, have emerged as a promising solution. However, such architectures require scalable, isolated multi-port power interfaces capable of routing energy among multiple inputs and outputs, whose design remains complex and dependent on iterative modeling. To address this gap, the proposed theory provides closed-form expressions for self-inductance, leakage inductance, and mutual coupling terms for arbitrary multi-phase, multi-port transformer structures. The formulation enables direct synthesis of isolated multi-input and multi-output resonant converter systems without reliance on geometry-specific finite-element analysis or extensive parameter extraction. This capability is particularly critical for power-multiplexed systems, where modular converter structures must interface with multiple vehicles while maintaining galvanic isolation and flexible power allocation. The effectiveness of the proposed framework is demonstrated through the design of a 360 kW multi-phase system operating over a 700–900 VDC input and 400–1250 VDC output range. PLECS simulation results confirm accurate prediction of system behavior and validate the applicability of the approach to multi-port, power-multiplexed charging scenarios. The proposed method significantly reduces design complexity while enabling scalable, cost-effective, and fully utilized EV fleet charging infrastructure.
Asa, Erdem [ORNL] (ORCID:0000000190884812)↗
Weight trends for a fully reusable advanced single-stage shuttle
The rate at which subsystem weights grow with vehicle gross weight is assessed and is shown to be critical to the efficiency of large Earth to orbit transports. The overall trend, however, is a reduction in the inerts as a percentage of gross weight as the vehicle size is increased. For this reason, the larger the vehicle, the greater the payload weight delivered per pound of vehicle manufactured. Other critical issues addressed include the effects of wing loading and wing size on wing weight, the effect of entry planform loading on thermal protection system weight, the impact of power demand on cooling system and prime power weight, and tank fineness ratio on insulation weight. The effects of body shape and various internal packaging arrangements on weight and balance are also discussed. The greatest impact on overall vehicle weight is body shape and internal packaging, and could account for weight savings of up to 30 percent in body structure. Other subsystems are important, but the savings are much smaller in relation to overall vehicle weight--individually less than one percent.
Macconochie, I. O.↗
Weight trends for a fully reusable advanced single-stage Shuttle
The rate at which subsystem weights grow with vehicle gross weight is assessed and is shown to be critical to the efficiency of large earth-to-orbit transports. Some subsystems grow as the square of vehicle size, others grow as the cube of vehicle size, and still others remain nearly constant irrespective of vehicle size. The overall trend, however, is a reduction in the inerts as a percentage of gross as the vehicle size is increased. For this reason, the larger the vehicle, the greater the payload weight delivered per pound of vehicle manufactured. Other critical issues addressed include the effects of wing loading and wing size on wing weight, the effect of entry planform loading on thermal protection system weight, the impact of power demand on cooling system and prime power weight, and tank fineness ratio on insulation weight. The effects of body shape and various internal packaging arrangements on weight and balance are also discussed. Of greatest impact on overall vehicle weight is body shape and internal packaging and could account for weight savings of up to 30 percent in body structure. Other subsystems are important but the savings are much smaller in relation to overall vehicle weight - individually less than one percent.
Macconochie, I. O.↗
Solar probe power systems concepts
Some of the design options under consideration for providing on-board electric power for the Solar Probe Mission are discussed. Five spacecraft configurations were evaluated with slightly different power demands and volumetric constraints on the power system. This resulted in three different baseline power system designs to satisfy the five spacecraft configurations. These three current baseline power system designs use modified general-purpose heat source (GPHS) radioisotope thermoelectric generators (RTGs) similar to those launched on the Galileo and Ulysses spacecraft. The modular RTG currently under development and testing is a potential advanced alternative to the current baseline GPHS-RTG technology design.
Nesmith, Bill J.↗
Light-Flash Wind-Direction Indicator
Proposed wind-direction indicator read easily by distant observers. Indicator emits bright flashes of light separated by interval of time proportional to angle between true north and direction from which wind blowing. Timing of flashes indicates direction of wind. Flashes, from high-intensity stroboscopic lights seen by viewers at distances up to 5 miles or more. Also seen more easily through rain and fog. Indicator self-contained, requiring no connections to other equipment. Power demand satisfied by battery or solar power or both. Set up quickly to provide local surface-wind data for aircraft pilots during landing or hovering, for safety officers establishing hazard zones and safety corridors during handling of toxic materials, for foresters and firefighters conducting controlled burns, and for real-time wind observations during any of variety of wind-sensitive operations.
Zysko, Jan A.↗
Hybrid Electric Aircraft Thermal Management: Now, New Visions and Future Concepts and Formulation
The global fuel consumption by commercial airlines has increased each year since 2009 and is predicted to reach an all-time high of 97 billion gallons in 2019. There is also an environmental impact from this: CO2 emissions from commercial passenger and freight operations totaled 918 Mt in 2018 (ICCT, 2019), or around 2.5% of global energy-related CO2 emissions. Passenger transport accounted for 81% of the total. Emissions from aviation have grown 32% over the past five years. Coupled with this aspect, there is a continuous and growing need to satisfy ever-growing electrical power needs on commercial and military aircraft. All the armed services (Army, Navy, and Air Force) are continuously trying to enhance UAV (unmanned aerial vehicle) endurance and range across a broad fleet of different aircraft. The commercial Boeing 787 requires about 1.2MWe and that is expected to grow. Current technologies used to supply increased on-board electrical power are generally: 1) “burn more fuel and convert through on-board generators” and 2) use additional heavy (i.e., weight-inefficient) and sometimes unsafe battery systems on-board the aircraft. The aircraft industry is seeking new, innovative ways to satisfy this increasing power demand. One as-yet-untapped power source is the enormous amount of “waste” thermal energy flowing out the jet engine exhaust; some estimates in smaller “by-pass” flow jet engines is several hundreds of kilowatts (e.g., Pratt & Whitney Canada PW545B turbofan). This quantity is much higher in large jet engines associated with commercial aircraft. This large waste thermal energy manifests itself in large temperature differences within the by-pass-flow engine exhaust system relative to outside ambient conditions, because of the actual by-pass engine design configuration. There is strong need to develop thermal technologies and systems that could harness and convert at least a portion of this thermal energy into useful electrical energy to satisfy growing on-board electrical needs. In addition, there is a strong desire within the aircraft and engine manufacturing community to reduce the “carbon footprint” of the industry though reduced fuel usage worldwide. NASA has a robust aircraft electrification program to meet these desires and support industry in its aircraft electrification objectives. This program is integrating thermoacoustic systems, advanced lightweight heat exchanger technology, and advanced heat pipe technology to capture and transport large amounts of engine waste thermal energy for on-board power conversion, advanced heat-pump cooling, and exergy enhancement (i.e., temperature lift). Advanced lightweight heat exchangers are envisioned to capture engine exhaust thermal energy at approximately 673 K and deliver it to efficient thermoacoustic power conversion systems operating at temperature ratios (Thot/Tcold) > 1.6. Advanced heat pipe systems are envisioned to transport thermal energy from low temperature sources, through thermoacoustic heat pumps, to high temperature needs such as wing anti-icing, fuel pre-heating, and combustion air pre-heating. The paper will discuss the current state-of-the-art, objectives, system design architecture, and remaining technical challenges in system formulation within the NASA aircraft electrification program.
Dyson, Rodger↗
Battery Pack Shape Optimization using Transient Heat Conduction Coupled with Cell-Discharge Analysis
Battery electric systems exhibit significant time-dependence, especially when evaluated in the context of an aircraft mission profile with continually changing power demands. Additionally, when evaluating battery-powered aircraft concepts, it is important to accurately compute the temperature of the batteries and properly characterize the thermal response of the system. The temperature of the batteries has a significant impact on cell performance, in addition to safety considerations of maintaining battery temperatures below their operating limit. Because of these considerations, battery models for preliminary design and optimization of aircraft should include the capability to accurately compute the temperature distribution within the battery pack. Furthermore, battery pack designs should be as light-weight as possible to maximize the pack energy density, while also considering battery temperature limits. Here, we demonstrate a simultaneous trajectory and shape optimization of a battery pack concept, using a transient heat transfer finite element model coupled with a time-varying cell-discharge battery model to provide this capability. Including the transient finite element problem in the loop enables accurate temperatures that can be passed back to the cell discharge model, while the cell discharge model can supply the finite element model with time-varying heat boundary conditions to the finite element problem, further benefiting the fidelity of the thermal response of the batteries. We first demonstrate the coupling capability between the battery cell-discharge model and the transient finite-element heat transfer through an optimization which computes the optimal current profile for the battery pack while ensuring the battery temperatures remain below their operational limit. We then build on this optimization by adding shape optimization to the problem, which allows us to consider a composite objective function which also minimizes the mass of the battery pack, while also producing an optimal current discharge profile.
Optimization↗
Battery Pack Shape Optimization using Transient Heat Conduction Coupled with Cell-Discharge Analysis
Battery electric systems exhibit significant time-dependence, especially when evaluated in the context of an aircraft mission profile with continually changing power demands. Additionally, when evaluating battery-powered aircraft concepts, it is important to accurately compute the temperature of the batteries and properly characterize the thermal response of the system. The temperature of the batteries has a significant impact on cell performance, in addition to safety considerations of maintaining battery temperatures below their operating limit. Because of these considerations, battery models for preliminary design and optimization of aircraft should include the capability to accurately compute the temperature distribution within the battery pack. Furthermore, battery pack designs should be as light-weight as possible to maximize the pack energy density, while also considering battery temperature limits. Here, we demonstrate a simultaneous trajectory and shape optimization of a battery pack concept, using a transient heat transfer finite element model coupled with a time-varying cell-discharge battery model to provide this capability. The transient finite-element analysis is done using TACS, and the cell-discharge battery model uses OpenMDAO and dymos. Including the transient finite element problem in the loop enables accurate temperatures that can be passed back to the cell discharge model, while the cell discharge model can supply the finite element model with time-varying heat boundary conditions, further benefiting the fidelity of the thermal response of the batteries. We first demonstrate the coupling capability between the battery cell-discharge model and the transient finite-element heat transfer through an optimization which computes the optimal current profile for the battery pack while ensuring the battery temperatures remain below their operational limit. We then build on this optimization by adding shape optimization to the problem, which allows us to consider a composite objective function which also minimizes the mass of the battery pack, while also producing an optimal current discharge profile.
Optimization↗
The Ames Power Monitoring System
The Ames Power Monitoring System (APMS) is a centralized system of power meters, computer hardware, and specialpurpose software that collects and stores electrical power data by various facilities at Ames Research Center (ARC). This system is needed because of the large and varying nature of the overall ARC power demand, which has been observed to range from 20 to 200 MW. Large portions of peak demand can be attributed to only three wind tunnels (60, 180, and 100 MW, respectively). The APMS helps ARC avoid or minimize costly demand charges by enabling wind-tunnel operators, test engineers, and the power manager to monitor total demand for center in real time. These persons receive the information they need to manage and schedule energy-intensive research in advance and to adjust loads in real time to ensure that the overall maximum allowable demand is not exceeded. The APMS (see figure) includes a server computer running the Windows NT operating system and can, in principle, include an unlimited number of power meters and client computers. As configured at the time of reporting the information for this article, the APMS includes more than 40 power meters monitoring all the major research facilities, plus 15 Windows-based client personal computers that display real-time and historical data to users via graphical user interfaces (GUIs). The power meters and client computers communicate with the server using Transmission Control Protocol/Internet Protocol (TCP/IP) on Ethernet networks, variously, through dedicated fiber-optic cables or through the pre-existing ARC local-area network (ARCLAN). The APMS has enabled ARC to achieve significant savings ($1.2 million in 2001) in the cost of power and electric energy by helping personnel to maintain total demand below monthly allowable levels, to manage the overall power factor to avoid low power factor penalties, and to use historical system data to identify opportunities for additional energy savings. The APMS also provides power engineers and electricians with the information they need to plan modifications in advance and perform day-to-day maintenance of the ARC electric-power distribution system.
Osetinsky, Leonid↗
Scheduling Non-Preemptible Jobs to Minimize Peak Demand
Our paper examines an important problem in smart grid energy scheduling; peaks in power demand are proportionally more expensive to generate and provision for. The issue is exacerbated in local microgrids that do not benefit from the aggregate smoothing experienced by large grids. Demand-side scheduling can reduce these peaks by taking advantage of the fact that there is often flexibility in job start times. We then focus attention on the case where the jobs are non-preemptible, meaning once started, they run to completion. The associated optimization problem is called the peak demand minimization problem, and has been previously shown to be NP-hard. These results include an optimal fixed-parameter tractable algorithm, a polynomial-time approximation algorithm, as well as an effective heuristic that can also be used in an online setting of the problem. Simulation results show that these methods can reduce peak demand by up to 50% versus on-demand scheduling for household power jobs.
97 MATHEMATICS AND COMPUTING↗
Configuration selection study for isolated loads using parabolic dish modules
A configuration tradeoff study has been conducted to determine optimum solar thermal parabolic dish power systems for isolated load applications. The specific application of an essentially constant power demand as required for MX missile shelters is treated. Supplying a continuous level of power with high reliability is shown to require a power system comprising modular parabolic dish power units where the heat engines of the modular power units can be driven by fossil fuels as well as solar-derived heat. Since constraints on reliability result in the provision of a power generating capability that exceeds the constant demand level, efficient utilization of the power system requires battery storage. Tradeoffs regarding the optimum size of storage are investigated as a function of the number of power modules and the cost of the fossil fuel which is used to meet the demand when insolation is unavailable and storage is depleted.
Revere, W.↗
Configuration selection study for isolated loads using parabolic dish modules
A configuration tradeoff study was conducted to determine optimum solar thermal parabolic dish power systems for isolated load applications. The specific application of an essentially constant power demand as required for MX missile shelters is treated. Supplying a continuous level of power with high reliability is shown to require a power system comprising modular parabolic dish power units where the heat engines of the modular power units can be driven by fossil fuels as well as solar-derived heat. Since constraints on reliability result in the provision of a power generating capability that exceeds the constant demand level, efficient utilization of the power system requires battery storage. Tradeoffs regarding the optimum size of storage are investigated as a function of the number of power modules and the cost of the fossil fuel.
Revere, W.↗