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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 1,693 records · Page 94
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Zeolitic-Imidazolate Framework Derived Intermetallic Nickel Zinc Carbide Material as a Selective Catalyst for CO 2 to CO Reduction at High Pressure

The conversion of CO 2 into CO is an important step in CO 2 utilization to achieve clean fuels and value-added chemicals. Herein, we explored the pyrolysis of zeolitic imidazolate framework-8 (ZIF-8) loaded with different amounts of Ni 2+ to obtain Ni-Zn carbide (Ni 3 ZnC) embedded in N-doped carbon. Ni is present in the intermetallic compound, while Zn excess remains on the N-doped carbon. The Ni 3 ZnC phase catalyzes the selective hydrogenation of CO 2 into CO via the reverse water gas shift reaction, reaching 100 % CO selectivity at ~30 % CO 2 conversion at 450 °C and atmosphere pressure (CO 2 :H 2 =1:4, GHSV=30000 mL g cat -1 h -1 ). The methanation reaction of CO 2 /CO, which is usually favored over Ni catalysts, is suppressed. The selectivity to CO at the expense of CH 4 is related to the stability of chemisorbed CO in the Ni 3 ZnC surface, which is lower compared to Ni surfaces. The Ni 3 ZnC@NC catalyst is selective towards CO over a wide range of conditions, including high pressure, that is usually required for the conversion of CO to hydrocarbons and alcohols via the Fisher-Tropsch synthesis (FTS) process. Contrarily, a classical Ni/SiO 2 catalyst prepared by impregnation produces CH 4 under high pressure.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2018

Analysis of Hypoxia and Sensitivity to Nutrient Pollution in Salish Sea

We report that increasing levels of nutrients, persistent hypoxia, harmful algal blooms, and increased frequency of fish kills are degrading the ecological health of the Salish Sea. An improved version of a diagnostic hydrodynamic and biogeochemical model (nutrients, phytoplankton, carbon, dissolved oxygen, pH) of the Salish Sea has been developed with the ability to simulate characteristic circulation and water quality features. Sensitivity tests were conducted to assess the responsiveness of the system to land-based (rivers and wastewater sources) nutrient loading. The influence of Fraser River on the magnitude of estuarine exchange with the Pacific Ocean and nearshore habitat was examined given that it contributes nearly half of the total freshwater discharged to the Salish Sea. A large region of hypoxia in Hood Canal that extends over 30–40 km during its peak was reproduced and attributed primarily to the existence of a two-layer classic fjord-type circulation and a nearly stagnant deep bottom layer that occupies nearly 60% of the water column. Nitrate mass in the euphotic zone from land-based and oceanic sources is depleted to near-zero limiting levels during summer. Under such conditions, the Salish Sea is responsive to changes in nutrient loads entering the euphotic zone directly. Lastly, a hypothetical scenario involving the elimination of land-based nutrient sources results in notable water-quality improvement, featuring a reduction in algal biomass (≈5.4%), reduction in sediment oxygen demand (≈17.1%), and significant reduction in hypoxic area (≈39%) and exposure in area-days to bottom layer hypoxia (≈62%) within the Salish Sea.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2024

Global net climate effects of anthropogenic reactive nitrogen

Anthropogenic activities have substantially enhanced the loadings of reactive nitrogen (Nr) in the Earth system since pre-industrial times, contributing to widespread eutrophication and air pollution. Increased Nr can also influence global climate through a variety of effects on atmospheric and land processes but the cumulative net climate effect is yet to be unravelled. Here we show that anthropogenic Nr causes a net negative direct radiative forcing of –0.34 [–0.20, –0.50] W m –2 in the year 2019 relative to the year 1850. This net cooling effect is the result of increased aerosol loading, reduced methane lifetime and increased terrestrial carbon sequestration associated with increases in anthropogenic Nr, which are not offset by the warming effects of enhanced atmospheric nitrous oxide and ozone. Future predictions using three representative scenarios show that this cooling effect may be weakened primarily as a result of reduced aerosol loading and increased lifetime of methane, whereas in particular N 2 O-induced warming will probably continue to increase under all scenarios. Our results indicate that future reductions in anthropogenic Nr to achieve environmental protection goals need to be accompanied by enhanced efforts to reduce anthropogenic greenhouse gas emissions to achieve climate change mitigation in line with the Paris Agreement.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2025

Spatial description of dislocation nucleation in the shock response of single-crystal aluminum

Nonequilibrium molecular dynamics simulations of shock loaded single-crystal Al in the $\langle$100$\rangle$, $\langle$110$\rangle$, $\langle$111$\rangle$, and $\langle$123$\rangle$ orientations are conducted to study elastic and plastic shockwave formation and details associated with dislocation activity. A computer vision-based approach is implemented to capture the presence of dislocations and describe their spatial characteristics in the zone of nucleation behind the propagating shockwave. The methodology developed relies on the sequences of images extracted during shock loading that show dislocation activity within a cross section of the sample. Results reveal that the spacing between activated slip systems is orientation dependent and exhibits a modest reduction for the $\langle$100$\rangle$ and $\langle$111$\rangle$ orientations as shock pressure increases. Comparisons are made to existing theoretical models. Such relationships between shock pressure and dislocation activity, extracted from molecular dynamics simulations, can be used to inform higher length scale simulations or modeling of dislocation-based plasticity during shock.

36 MATERIALS SCIENCE↗
DOE OSTI2015

Metallographic autopsies of full-scale ITER prototype cable-in-conduit conductors after full cyclic testing in SULTAN: II. Significant reduction of strand movement and strand damage in short twist pitch CICCs

Prototype cable in conduit conductors (CICCs) destined for use in the Toroidal Field (TF) and Central Solenoid (CS) coils of the ITER experimental fusion reactor underwent severe cyclic loading in the SULTAN facility. Their autopsies revealed significant and permanent transverse strand migration due to the large Lorentz forces of the SULTAN test. The movement resulted in a 3 7% void fraction increase on the Low Pressure (LP) side of the longer twist pitch CICCs. However, short twist pitch conductors exhibited less than 1% void fraction increase in the LP side, as well as a complete absence of the Nb 3 Sn filament fractures observed in the longer twist pitch conductors. We report here a detailed strand to cable analysis of short and longer “baseline” twist pitch CICCs. It was found that the use of Internal Tin strands in the longer “baseline” twist pitch CICCs can be beneficial possibly because of their superior stiffness—which better resist strand movement—while the use of Bronze Process strands showed more movement and poorer cyclic test performance. This was not the case for the short twist pitch CICC. Such conductor design seems to work well with both strand types. But it was found that despite the absence of filament fractures, the short twist pitch CICC made from the Internal Tin strands studied here developed severe strand distortion during cabling which resulted in diffusion barrier breaks and Sn contamination of the Cu stabilizer during the heat treatment. Furthermore, the short twist pitch CICC made from Bronze Process strands preserved diffusion barrier integrity.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
DOE OSTI2021

Vibration of a cryomodule’s coupler during road transportation: Multibody analysis and experimental validation

The road transportation of critical components for cryogenic cryomodules is a challenging task. Indeed, the shipping and the handling of fundamental sub-assemblies can expose these components to harmful dynamic loads that can jeopardize their structural integrity. This article has the purpose of developing a finite element multibody model capable of assessing the acceleration on a test coupler for a cavity of the Single Spoke Resonator 1 subjected to a typical road transportation trip. A multibody model consisting of rigid bodies and finite element–imported flexible bodies has been created allowing a comparison of the simulated and experimental acceleration. Afterwards, an experimental on-road test, whose set-up is described in this article, has been carried out at Fermilab with instrumented components. Being able to effectively simulate and validate the dynamic effects on such sub-assemblies makes it possible, for the future, to simulate more complex structures subject to dynamic loadings, such as the entire cryomodules during shipping. Furthermore, the results from the simulations can be used to guide the design of new suspension systems suitable for the reduction mitigation of structural vibration during the road transportation of cryomodules.

42 ENGINEERING↗
DOE OSTI2020

Broadband Characterization and Circuit Model Development of Transmission-Scale Transformers

This report describes broadband measurements of transmission-scale transformers typical in the electric power grid. This work was performed as part of the EMP Resilient Grid LDRD project at Sandia National Laboratories to generate circuit models that can be used for high-altitude electromagnetic pulse (HEMP) coupling simulations and response predictions. The objective of the work was to obtain characterization data of substation yard equipment across a frequency range relevant to HEMP. Vector network analyzer measurements up to 100 MHz were performed on two power transformers at ABB-Hitachi and a single ITEC potential transformer. Custom cable breakouts were designed to interface with the transformer terminals and provide ground connections to the chassis at the base of the transformer bushings. The three-phase terminals of the power transformers were measured as a common mode impedance using a parallel resistive splitter, and the single-phase terminals of the potential transformer were measured directly. A vector fitting algorithm was used to empirically fit circuit models to the resulting two-port networks and input impedances of the measured objects. Simplified circuit representations of the input impedances were also generated to assess the degree of precision needed for high-altitude electromagnetic pulse response predictions, which were performed in Sandia's XYCE circuit simulator platform. HEMP coupling simulations using the transformer models showed significant reduction in the voltage peak and broadening in the pulse width seen at the power transformer compared to the traveling wave voltage. This indicated the importance of the load condition when defining the coupled insult in an electric power substation. Simplified circuit models showed a similar voltage at the transformer with a smoothed waveform. The presence of potential transformers in the simulation did not significantly change the simulated voltage at the power transformer. Single-port input impedance models were also developed to define load conditions when transfer characteristics were not necessary.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2022

Port of New York and New Jersey Drayage Electrification Analysis

The National Renewable Energy Laboratory (NREL) evaluated the potential for drayage electrification in the Port of New York and New Jersey (PoNYNJ), with a focus on operators: Harbor Freight Transport (HF), Safeway Trucking (SWT), and International Motor Freight Inc (IMF). This report summarizes the data collection and electrification evaluation of all three drayage operators, includes detailed operational data, and identifies the performance requirements for battery electric tractors (BETs) and corresponding infrastructure operated within the context of PoNYNJ drayage operation. This report also details a methodology to evaluate opportunities, strategies, and challenges associated with future expansions of BETs in meeting PANYNJ emissions goals. The Port Authority has established a goal of achieving Net Zero carbon emissions by 2050 across all facilities, including from tenant and stakeholder sources such as drayage trucks. NREL used real-world performance data collected on the three PoNYNJ drayage operations, along with modeling and analysis tools to compare BET to diesel trucks. From March to July 2021, NREL collected 1Hz vehicle and engine data from 46 drayage trucks at the three operators totaling nearly 121,000 miles of operation, providing enough information to assess vehicle operations for electrification potential. A Future Automotive Systems Technology Simulator (FASTSim) electric truck powertrain model was validated using PoNYNJ data and scenarios were run to evaluate drayage truck electrification requirements over the real-world cycles. The first scenario examined BET viability with minimal changes to existing operations. This assumes the trucks charge when stopped for two hours or longer, have a functional battery size of 375 kWh, and can charge at 270 kilowatts (kW) average which are the specification of the commercially available Freightliner eCascadia. The second scenario looked at what operational, charging infrastructure, and BET technology changes would be needed to fully electrify. Finally, detailed analysis was run on charging rate structure to understand operational costs to the fleets. The studied drayage trucks averaged 5.1 MPG, spent roughly 9% of their energy at idle, and drove an average of 140 miles per day with a maximum daily distance of 573 miles. The FASTSim model results indicate a comparable BET would use 417 kWh of energy per day on average accounting for cargo weight, which is close to the full usable capacity of the eCascadia currently available on the market. Based on the daily average operating data, partial fleet electrification is possible with current technology. However, some specific days of operation would require over 1,600 kWh of energy due to longer distances traveled by the trucks and more intense operation. Trucks used for long distance and intense operation cannot be readily electrified with current technology without operational changes. Full adoption of BETs could reduce CO 2 emissions from these fleets by roughly 75% today, eliminating 76 metric tons of CO 2 (MTCO 2 ) per vehicle each year, which equates to 24,100 MTCO 2 per year for all three operators. Commercially available direct current fast chargers (DCFC) have charge rates up to 350 kW. Based on the average daily modeled energy use for each operator, current industrial rate structures, and the assumption of 350 kW peak charging, full drayage electrification would increase electricity consumption. In addition, peak demand usage would increase with unmanaged charging along with cost of electricity having a direct impact on cost per mile for electric vehicles. The resulting cost per mile for BETs along with comparable cost per mile for conventional diesel trucks are also examined at $\$$4.00 per gallon of diesel. It will be important for PANYNJ and the drayage operators within the PoNYNJ to consider these load impacts to their existing electrical infrastructure and devise operational strategies that avoid coincident charging of vehicles to mitigate demand charges. Despite these electricity cost increases, savings from reductions in diesel consumption will help offset the costs of this increased electricity consumption. However, prices of both electricity and diesel are subject to change based on various factors meaning the realized savings will vary over time. This shows BETs could be cost-competitive on an energy cost per mile basis for all scenarios while diesel is above $\$$3.00/gal. Further, if diesel prices dropped to the 15-year low of $2.33/gal, it would still be cost competitive to operate the EVs with electricity costs of 16.3 ¢/kWh or less.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Optimizing Control for Efficient Load Shifting with Thermal Energy Storage in Existing HVAC Systems

This project developed the integration of a direct-contact heat exchanger (DCHX) based thermal energy storage (TES) system with a chiller–air handling unit (AHU) plant to evaluate its potential for reducing building energy costs. Detailed physical models of the TES unit, building envelope, and HVAC components were developed alongside simplified control-oriented models to support both high-fidelity simulation and real-time optimization. Two control strategies were implemented and compared: a rule-based control (RBC) aligned with utility time-of-use (ToU) rates, and a model predictive control (MPC) framework leveraging forecasts of building load, weather, and internal gains.Simulation results show that the RBC strategy reduced daily electricity costs by around 30% by shifting cooling production from on-peak to off-peak hours. In contrast, the MPC strategy achieved significantly greater performance, reducing daily operating costs by up to 44% and peak-hour costs by more than 60%. Both strategies maintained indoor thermal comfort within acceptable limits, with MPC further improving load distribution and reducing equipment cycling.The outcomes confirm that TES integration, particularly when coordinated with advanced predictive control, can provide substantial cost savings and on-peak demand reduction. . These findings directly support the U.S. Department of Energy’s goals for grid-interactive efficient buildings and demonstrate the potential of TES-enabled HVAC systems for scalable deployment across the commercial building.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2021

Platinum Deposited Nitrogen-Doped Vertically Aligned Carbon Nanofibers as Methanol Tolerant Catalyst for Oxygen Reduction Reaction with Improved Durability

Nitrogen doping in carbon materials can modify the employed carbon material’s electronic and structural properties, which helps in creating a stronger metal-support interaction. In this study, the role of nitrogen doping in improving the durability of Pt catalysts supported on a three-dimensional vertically aligned carbon nanofiber (VACNF) array towards oxygen reduction reaction (ORR) was explored. The nitrogen moieties present in the N-VACNF enhanced the metal-support interaction and contributed to a reduction in the Pt particle size from 3.1 nm to 2.3 nm. The Pt/N-VACNF catalyst showed better durability when compared to Pt/VACNF and Pt/C catalysts with similar Pt loading. DFT calculations validated the increase in the durability of the Pt NPs with an increase in pyridinic N and corroborated the molecular ORR pathway for Pt/N-VACNF. Moreover, the Pt/N-VACNF catalyst was found to have excellent tolerance towards methanol crossover.

Elangovan, Ayyappan↗
DOE OSTI2023

Experimental Comparison of Hydrogen Refueling with Directly Pressurized vs. Cascade Method

This paper presents a comparative analysis of two hydrogen station configurations during the refueling process: the conventional “directly pressurized refueling process” and the innovative “cascade refueling process.” The objective of the cascade process is to refuel vehicles without the need for booster compressors. The experiments were conducted at the Hydrogen Research and Fueling Facility located at California State University, Los Angeles. In the cascade refueling process, the facility buffer tanks were utilized as high-pressure storage, enabling the refueling operation. Three different scenarios were tested: one involving the cascade refueling process and two involving compressor-driven refueling processes. On average, each refueling event delivered 1.6 kg of hydrogen. Although the cascade refueling process using the high-pressure buffer tanks did not achieve the pressure target, it resulted in a notable improvement in the nozzle outlet temperature trend, reducing it by approximately 8 °C. Moreover, the overall hydrogen chiller load for the two directly pressurized refuelings was 66 Wh/kg and 62 Wh/kg, respectively, whereas the cascading process only required 55 Wh/kg. This represents a 20% and 12% reduction in energy consumption compared to the scenarios involving booster compressors during fueling. The observed refueling range of 150–350 bar showed that the cascade process consistently required 12–20% less energy for hydrogen chilling. Additionally, the nozzle outlet temperature demonstrated an approximate 8 °C improvement within this pressure range. These findings indicate that further improvements can be expected in the high-pressure region, specifically above 350 bar. This research suggests the potential for significant improvements in the high-pressure range, emphasizing the viability of the cascade refueling process as a promising alternative to the direct compression approach.

08 HYDROGEN↗
DOE OSTI2021

The Effect of Spark-Plug Heat Dispersal Range and Exhaust Valve Opening Timing on Cold-Start Emissions and Cycle-to-Cycle Variability

The partnership for advancing combustion engines (PACE) is a US Department of Energy consortium involving multiple national laboratories and includes a goal of addressing key efficiency and emission barriers in light-duty engines fueled with a market-representative E10 gasoline. A major pillar of the initiative is the generation of detailed experimental data and modeling capabilities to understand and predict cold-start behavior. Cold-start, as defined by the time between first engine crank and three-way catalyst light-off, is responsible for a large percentage of NOx, unburned hydrocarbon and particulate matter emissions in light-duty engines. Minimizing emissions during cold-start is a trade-off between achieving faster light-off of the three-way catalyst and engine out emissions during that period. In this study, gaseous and soot emissions were measured at a distance representative of the three-way catalyst position downstream of the engine at a 2 bar net indicated mean effective pressure (NIMEP) steady-state operating condition representative of cold-start. The test matrix included sweeps of ignition timing 15 degrees-before to 10 degrees-after top dead center firing (TDCf) across three different spark-plug heat dispersal ranges (HR). Additionally, the effect of varying exhaust valve opening (EVO) timing on combustion stability and emissions was also studied. Results show that the spark plug HR affects the coefficient of variation (COV) of NIMEP under all cold-start conditions, while the impact on emissions was found to be minimal. At very retarded spark timings, colder spark plugs required higher air and fuel flow to maintain the desired 2bar NIMEP load, but the fraction of fuel energy going into the exhaust was found to be similar for all spark plugs. Finally, retarding exhaust valve timings showed a simultaneous reduction in emissions while increasing the fraction of fuel energy being fed into the exhaust. However, engine COV was also observed to increase with retarded exhaust timings.

42 ENGINEERING↗
NASA NTRS1973

Compliance measurements.

The uses of compliance measurements in linear fracture mechanics are discussed as a technique for determining the crack-extension force vs load, specimen dimensions, and elastic constants. Some practical examples of application are given, including specimen and transducer descriptions, experimental procedure, instrumentation, calculations, measurement precautions, friction effects, and data reduction. The limitations and advantages of compliance measurements are discussed. It is pointed out that good results can be obtained by the compliance method when its measurement precision is not lower than that required for Young's modulus.

Bubsey, R. T.↗
NASA NTRS1976

The Redox Flow System for solar photovoltaic energy storage

The interfacing of a Solar Photovoltaic System and a Redox Flow System for storage was workable. The Redox Flow System, which utilizes the oxidation-reduction capability of two redox couples, in this case iron and titanium, for its storage capacity, gave a relatively constant output regardless of solar activity so that a load could be run continually day and night utilizing the sun's energy. One portion of the system was connected to a bank of solar cells to electrochemically charge the solutions, while a separate part of the system was used to electrochemically discharge the stored energy.

Odonnell, P.↗
NASA NTRS1989

Reducing Thrusts In Solid-Fuel Rockets

Thrust-terminating system conceived to reduce thrust of solid-propellant rocket motor in controlled manner such that thrust loads not increased or decreased beyond predictable levels. Concept involves explosively cutting opposing venting pairs in case of rocket motor above nozzles to initiate venting of chamber and reduction of thrust. Vents sized and numbered to control amount and rate of reduction in thrust.

Bement, Laurence J.↗
NASA NTRS1938

Hydrodynamic and Aerodynamic Tests of Models of Floats for Single-float Seaplanes NACA Models 41-D, 41-E, 61-A, 73, and 73-A

Tests were made in the NACA tank and in the NACA 7 by 10 foot wind tunnel on two models of transverse step floats and three models of pointed step floats considered to be suitable for use with single float seaplanes. The object of the program was the reduction of water resistance and spray of single float seaplanes without reducing the angle of dead rise believed to be necessary for the satisfactory absorption of the shock loads. The results indicated that all the models have less resistance and spray than the model of the Mark V float and that the pointed step floats are somewhat superior to the transverse step floats in these respects. Models 41-D, 61-A, and 73 were tested by the general method over a wide range of loads and speeds. The results are presented in the form of curves and charts for use in design calculations.

Parkinson, J B↗
NASA NTRS2004

Thermal Load Considerations for Detonative Combustion-Based Gas Turbine Engines

An analysis was conducted to assess methods for, and performance implications of, cooling the passages (tubes) of a pulse detonation-based combustor conceptually installed in the core of a gas turbine engine typical of regional aircraft. Temperature-limited material stress criteria were developed from common-sense engineering practice, and available material properties. Validated, one-dimensional, numerical simulations were then used to explore a variety of cooling methods and establish whether or not they met the established criteria. Simulation output data from successful schemes were averaged and used in a cycle-deck engine simulation in order to assess the impact of the cooling method on overall performance. Results were compared to both a baseline engine equipped with a constant-pressure combustor and to one equipped with an idealized detonative combustor. Major findings indicate that thermal loads in these devices are large, but potentially manageable. However, the impact on performance can be substantial. Nearly one half of the ideally possible specific fuel consumption (SFC) reduction is lost due to cooling of the tubes. Details of the analysis are described, limitations are presented, and implications are discussed.

Paxson, Daniel E.↗