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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 127 records · Page 7
All sourcesNASA NTRSDOE OSTI
NASA NTRS1979

The near-term hybrid vehicle program, phase 1

Performance specifications were determined for a hybrid vehicle designed to achieve the greatest reduction in fuel consumption. Based on the results of systems level studies, a baseline vehicle was constructed with the following basic paramaters: a heat engine power peak of 53 kW (VW gasoline engine); a traction motor power peak of 30 kW (Siemens 1GV1, separately excited); a heat engine fraction of 0.64; a vehicle curb weight of 2080 kg; a lead acid battery (35 kg weight); and a battery weight fraction of 0.17. The heat engine and the traction motor are coupled together with their combined output driving a 3 speed automatic transmission with lockup torque converter. The heat engine is equipped withe a clutch which allows it to be decoupled from the system.

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NASA NTRS1979

Phase 1 of the near term hybrid passenger vehicle development program

In order to meet project requirements and be competitive in the 1985 market, the proposed six-passenger vehicle incorporates a high power type Ni-Zn battery, which by making electric-only traction possible, permits the achievement of an optimized control strategy based on electric-only traction to a set battery depth of discharge, followed by hybrid operation with thermal primary energy. This results in a highly efficient hybrid propulsion subsystem. Technical solutions are available to contain energy waste by reducing vehicle weight, rolling resistance, and drag coefficient. Reproaching new 1985 full size vehicles of the conventional type with hybrids of the proposed type would result in a U.S. average gasoline saving per vehicle of 1,261 liters/year and an average energy saving per vehicle of 27,133 MJ/year.

Montalenti, P.↗
NASA NTRS1980

JPL's electric and hybrid vehicles project: Project activities and preliminary test results

Efforts to achieve a 100 mile urban range, to reduce petroleum usage 40% to 70%, and to commercialize battery technology are discussed with emphasis on an all plastic body, four passenger car that is flywheel assisted and battery powered, and on an all metal body, four passenger car with front wheel drive and front motor. For the near term case, a parallel hybrid in which the electric motor and the internal combustion engine may directly power the drive wheels, is preferred to a series design. A five passenger car in which the electric motor and the gasoline engine both feed into the same transmission is discussed. Upgraded demonstration vehicles were tested using advanced lead acid, nickel zinc, nickel iron, and zinc chloride batteries to determine maximum acceleration, constant speed, and battery behavior. The near term batteries demonstrated significant improvement relative to current lead acid batteries. The increase in range was due to improved energy density, and ampere hour capacity, with relatively 1 small weight and volume differences.

Barber, T. A.↗
NASA NTRS1980

Coal gasification systems engineering and analysis. Appendix C: Alternate product facility designs

The study of the production of methane, methanol, gasoline, and hydrogen by an add-on facility to a Koppers-Totzek based MBG plant is presented. Applications to a Texaco facility are inferred by evaluation of delta effects from the K-T cases. The production of methane from an add-on facility to a Lurgi based MBG plant and the co-production of methane and methanol from a Lurgi based system is studied. Studies are included of the production of methane from up to 50 percent of the MBG produced in an integrated K-T based plant and the production of methane from up to 50 percent of the MBG produced from an integrated plant in which module 1 is based on K-T technology and modules 2, 3, and 4 are based on Texaco technology.

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NASA NTRS1980

Coal gasification systems engineering and analysis. Appendix D: Cost and economic studies

The detailed cost estimate documentation for the designs prepared in this study are presented. The include: (1) Koppers-Totzek, (2) Texaco (3) Babcock and Wilcox, (4) BGC-Lurgi, and (5) Lurgi. The alternate product cost estimates include: (1) Koppers-Totzek and Texaco single product facilities (methane, methanol, gasoline, hydrogen), (2) Kopers-Totzek SNG and MBG, (3) Kopers-Totzek and Texaco SNG and MBG, and (4) Lurgi-methane and Lurgi-methane and methanol.

Source record↗
NASA NTRS1980

Advanced fuel system technology for utilizing broadened property aircraft fuels

Factors which will determine the future supply and cost of aviation turbine fuels are discussed. The most significant fuel properties of volatility, fluidity, composition, and thermal stability are discussed along with the boiling ranges of gasoline, naphtha jet fuels, kerosene, and diesel oil. Tests were made to simulate the low temperature of an aircraft fuel tank to determine fuel tank temperatures for a 9100-km flight with and without fuel heating; the effect of N content in oil-shale derived fuels on the Jet Fuel Thermal Oxidation Tester breakpoint temperature was measured. Finally, compatibility of non-metallic gaskets, sealants, and coatings with increased aromatic content jet fuels was examined.

Reck, G. M.↗
NASA NTRS1981

Full-scale study of the cooling system aerodynamics of an operating piston engine installed in a light aircraft wing panel

Measurements of the drag and of the nacelle internal pressures on a wing and nacelle that housed a horizontally opposed piston engine were made in the 40- by 80-Foot Wind Tunnel at Ames Research Center. These tests are follow-ons to earlier tests made with the same wing and nacelle but in which the engine was replaced with an electric motor and an adjustable orifice plate. In the initial tests the orifice plate was used to control the rate of cooling-air flow through the nacelle and thereby to simulate a range of gasoline engine types. Good agreement was found between the results of those tests and of the test reported here. Also, the upper and lower plenum pressure and cooling-air flow rate were found to be related by conventional equations used to represent the flow through orifices. Tests were run with three cooling air inlet sizes over a free-stream velocity range from 50 to 150 knots, an angle of attack range from 0 deg to 10 deg, and a cowl-flap deflection range from 0 deg to 30 deg. The data were analyzed by computing a flow coefficient similar to that used in the analysis of orifices. It was found that all of the flow coefficient values fell within a band that varied linearly with inlet area. The linear mean line through this band provides an estimate of the relationship between cooling-air flow rate and upper plenum pressure over a wide range of test conditions.

Corsiglia, V. R.↗
NASA NTRS1982

Compression Ratio Adjuster

New mechanism alters compression ratio of internal-combustion engine according to load so that engine operates at top fuel efficiency. Ordinary gasoline, diesel and gas engines with their fixed compression ratios are inefficient at partial load and at low-speed full load. Mechanism ensures engines operate as efficiently under these conditions as they do at highload and high speed.

Akkerman, J. W.↗
NASA NTRS1981

The storage of hydrogen in the form of metal hydrides: An application to thermal engines

The possibility of using LaNi56, FeTiH2, or MgH2 as metal hydride storage sytems for hydrogen fueled automobile engines is discussed. Magnesium copper and magnesium nickel hydrides studies indicate that they provide more stable storage systems than pure magnesium hydrides. Several test engines employing hydrogen fuel have been developed: a single cylinder motor originally designed for use with air gasoline mixture; a four-cylinder engine modified to run on an air hydrogen mixture; and a gas turbine.

Gales, C.↗
NASA NTRS1981

Irrigation market for solar thermal parabolic dish systems

The potential size of the onfarm-pumped irrigation market for solar thermal parabolic dish systems in seven high-insolation states is estimated. The study is restricted to the displacement of three specific fuels: gasoline, diesel and natural gas. The model was developed to estimate the optimal number of parabolic dish modules per farm based on the minimum cost mix of conventional and solar thermal energy required to meet irrigation needs. The study concludes that the potential market size for onfarm-pumped irrigation applications ranges from 101,000 modules when a 14 percent real discount rate is assumed to 220,000 modules when the real discount rate drops to 8 percent. Arizona, Kansas, Nebraska, New Mexico and Texas account for 98 percent of the total demand for this application, with the natural gas replacement market accounting for the largest segment (71 percent) of the total market.

Habib-Agahi, H.↗
NASA NTRS1980

Advanced Gas Turbine (AGT) powertrain system initial development report

The powertrain consists of a single shaft regenerated gas turbine engine utilizing ceramic hot section components, coupled to a slit differential gearbox with an available variable stator torque converter and an available Ford intergral overdrive four-speed automatic transmission. Predicted fuel economy using gasoline fuel over the combined federal driving cycle (CFDC) is 15.3 km/1, which represents a 59% improvement over the spark-ignition-powered baseline vehicle. Using DF2 fuel, CFDC mileage estimates are 17.43 km/1. Zero to 96.6 km/hr acceleration time is 11.9 seconds with a four-second accleration distance of 21.0 m. The ceramic radial turbine rotor is discussed along with the control system for the powertrain.

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NASA NTRS1981

Conventional engine technology. Volume 1: Status of OTTO cycle engine technology

Federally-mandated emissions standards have led to major changes in automotive technology during the last decade. Efforts to satisfy the new standards were directed more toward the use of add-on devices, such as catalytic converters, turbochargers, and improved fuel metering, than toward complete engine redesign. The resulting changes are described and the improvement brought about by them in fuel economy and emissions levels are fully documented. Four specific categories of gasoline-powered internal combustion engines are covered, including subsystem and total engine development. Also included are the results of fuel economy and exhaust emissions tests performed on representative vehicles from each category.

Dowdy, M. W.↗
NASA NTRS1981

Fuel quality processing study, volume 1

A fuel quality processing study to provide a data base for an intelligent tradeoff between advanced turbine technology and liquid fuel quality, and also, to guide the development of specifications of future synthetic fuels anticipated for use in the time period 1985 to 2000 is given. Four technical performance tests are discussed: on-site pretreating, existing refineries to upgrade fuels, new refineries to upgrade fuels, and data evaluation. The base case refinery is a modern Midwest refinery processing 200,000 BPD of a 60/40 domestic/import petroleum crude mix. The synthetic crudes used for upgrading to marketable products and turbine fuel are shale oil and coal liquids. Of these syncrudes, 50,000 BPD are processed in the existing petroleum refinery, requiring additional process units and reducing petroleum feed, and in a new refinery designed for processing each syncrude to produce gasoline, distillate fuels, resid fuels, and turbine fuel, JPGs and coke. An extensive collection of synfuel properties and upgrading data was prepared for the application of a linear program model to investigate the most economical production slate meeting petroleum product specifications and turbine fuels of various quality grades. Technical and economic projections were developed for 36 scenarios, based on 4 different crude feeds to either modified existing or new refineries operated in 2 different modes to produce 7 differing grades of turbine fuels. A required product selling price of turbine fuel for each processing route was calculated. Procedures and projected economics were developed for on-site treatment of turbine fuel to meet limitations of impurities and emission of pollutants.

Ohara, J. B.↗
NASA NTRS1982

Preliminary analysis of a downsized advanced gas-turbine engine in a subcompact car

Relative fuel economy advantages exist for a ceramic turbine engine when it is downsized for a small car were investigated. A 75 kW (100 hp) single shaft engine under development was analytically downsized to 37 kW (50 hp) and analyzed with a metal belt continuously variable transmission in a synthesized car. With gasoline, a 25% advantage was calculated over that of a current spark ignition engine, scaled to the same power, using the same transmission and car. With diesel fuel, a 21% advantage was calculated over that of a similar diesel engine vehicle.

Klann, J. L.↗
NASA NTRS1982

Assessment of a 40-kilowatt stirling engine for underground mining applications

An assessment of alternative power souces for underground mining applications was performed. A 40-kW Stirling research engine was tested to evaluate its performance and emission characteristics when operated with helium working gas and diesel fuel. The engine, the test facility, and the test procedures are described. Performance and emission data for the engine operating with helium working gas and diesel fuel are reported and compared with data obtained with hydrogen working gas and unleaded gasoline fuel. Helium diesel test results are compared with the characteristics of current diesel engines and other Stirling engines. External surface temperature data are also presented. Emission and temperature results are compared with the Federal requirements for diesel underground mine engines. The durability potential of Stirling engines is discussed on the basis of the experience gaind during the engine tests.

Cairelli, J. E.↗
NASA NTRS1981

Ignition and combustion: Low compression ratio, high output diesel

The feasibility of converting a spark ignition aircraft engine GTSI0-520 to compression ignition without increasing the peak combustion pressure of 1100 lbs/sq.in. was determined. The final contemplated utilized intake air heating at idle and light load and a compression ratio of about 10:1 with a small amount of fumigation (the addition of about 15% fuel into the combustion air before the cylinder). The engine used was a modification of a Continental-Teledyne gasoline engine cylinder from the GTSI0-520 supercharged aircraft engine.

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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

Fuel supply and distribution. Fixed base operation

Aviation gasoline versus other products, a changing marketplace, the Airline Deregulation Act of 1978, aviation fuel credit card purchases, strategic locations, storage, co-mingling of fuel, and transportation to/from central storage are discussed.

Burian, L. C.↗