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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 19 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2019

Effect of Heavy-Truck Platooning Fuel-Efficiency Gains on Overall Fuel Efficiency

Many studies addressing the fuel-efficiency gains derived from heavy-truck platooning operations have shown that it is possible to achieve increases in fuel efficiency of 10% or more. These studies focus only on the gains realized while traveling under platooning conditions (i.e., highway speeds sustained for sizable intervals of time). However, heavy-truck long-haul operations involve many other travel conditions that fall outside platooning-travel conditions. In this paper, we study the effect of platooning fuel-efficiency gains on the fuel efficiency of the overall operation. The authors used real-world data collected by the Oak Ridge National Laboratory for a U.S. Department of Energy study to determine the percentage of distance traveled that is “platoonable.” Lastly, with this and the fuel consumption information collected in the study, the fuel-efficiency gain for the entire operation was computed, as well as annual fuel cost savings.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2020

Bilayer Anion-Exchange Membrane with Low Borohydride Crossover and Improved Fuel Efficiency for Direct Borohdyride Fuel Cell

The development of membranes with low fuel crossover and high fuel efficiency is a key issue in direct borohydride fuel cells (DBFCs). In previous work, we produced a poly(vinyl alcohol) (PVA)-anion-exchange resin (AER) membrane with a low fuel crossover and a low fuel efficiency by introducing Co ions. In this work, a bilayer membrane was designed to improve the fuel efficiency and cell performance. The bilayer membrane was prepared by casting a PVA-AER wet gel onto the partially desiccated Co-PVA-AER gel. The bilayer membrane showed a borohydride permeability of 1.34 × 10 –6 cm 2 ·s –1 , which was even lower than that of the Co-PVA-AER membrane (1.98 ×10 –6 cm 2 ·s –1 ) and the PVA-AER membrane (2.80 × 10 –6 cm 2 ·s –1 ). The DBFC using the bilayer membrane exhibited a higher fuel efficiency (37.4%) and output power (1.73 Wh) than the DBFCs using the Co-PVA-AER membrane (33.3%, 1.27 Wh) and the PVA-AER membrane (34.3%, 1.2 Wh). Furthermore, the DBFC using the bilayer membrane achieved a peak power density of 327 mW·cm –2 , which was 2.14 times of that of the DBFC using the PVA-AER membrane (153 mW·cm –2 ). Finally, the drastic improvement benefited from the bilayer design, which introduced an interphase to suppress fuel crossover and avoided unnecessary borohydride hydrolysis.

36 MATERIALS SCIENCE↗
DOE OSTI2022

Optimizing the fuel efficiency of an opposed piston engine for electric power generation

This paper investigates the optimal crankshaft motion for an opposed piston (OP) engine in a novel hybrid architecture to maximize fuel efficiency. The OP engine was selected for this work due to its inherent thermodynamic benefits and the balanced nature of the engine which can achieve downsizing through reducing the number of cylinders rather than the individual cylinder volume. The typical geartrain required on an OP engine was exchanged for two electric motors, reducing friction loss and decoupling the crankshafts. Using the motors to control the crankshaft motion profiles, this architecture introduces capabilities to dynamically vary compression ratio, combustion volume, and scavenging dynamics. To leverage these opportunities, an optimization scheme was developed utilizing nonlinear optimization of a 0-D model to compute the crankshaft motion profile that maximizes the work generated by the system. This optimization was then iteratively coupled with a high fidelity model which supplies the cylinder flow boundary conditions. This iterative approach reduces the model complexity used in the optimal control problem (OCP) while capturing the gas exchange dynamics critical to the 2-stroke cycle of the OP engine. By using the rate of change of motor torque as the input to the OCP, the torque fluctuation in a single cycle can be limited to ensure tracking feasibility. The results show crankshaft velocity slows during the compression stroke and conversely accelerates during the expansion stroke, reducing the peak motor torque required for control and thus reducing the motor losses. The extended residence time at top dead center, however, leads to an increase in heat transfer, illustrating the trade-off between the work extraction efficiency and the indicated engine efficiency.

Engineering↗
DOE OSTI2019

Estimation of the Fuel Efficiency Potential of Six Gasoline Blendstocks Identified by the U.S. Department of Energy’s Co-Optimization of Fuels and Engines Program

Six blendstocks identified by the Co-Optimization of Fuels & Engines Program were used to prepare fuel blends using a fixed blendstock for oxygenate blending and a target RON of 97. The blendstocks included ethanol, n-propanol, isopropanol, isobutanol, diisobutylene, and a bioreformate surrogate. The blends were analyzed and used to establish interaction factors for a non-linear molar blending model that was used to predict RON and MON of volumetric blends of the blendstocks up to 35 vol%. Projections of efficiency increase, volumetric fuel economy increase, and tailpipe CO2 emissions decrease were produced using two different estimation techniques to evaluate the potential benefits of the blendstocks. Ethanol was projected to provide the greatest benefits in efficiency and tailpipe CO2 emissions, but at intermediate levels of volumetric fuel economy increase over a smaller range of blends than other blendstocks. A bioreformate surrogate blendstock was projected to provide the greatest increase in volumetric fuel economy and the lowest increase in efficiency. Tailpipe CO2 emissions for blends of the bioreformate surrogate were higher at all blend levels compared to the baseline E10 fuel.

02 PETROLEUM↗
DOE OSTI2015

Data Driven Fuel Efficient Driving Behavior Feedback for Fleet Vehicles

Dependency of the transport sector on fossil fuels is encouraging a significant amount of research in to improving fuel efficiency in vehicles. Three primary techniques are identified for vehicle fuel efficiency improvement: 1) vehicle technology improvements such as drivetrain improvements, 2) traffic infrastructure improvements such as traffic flow management and route selection, and 3) driver behavior changes such as acceleration and deceleration profiles. Out of the 3 techniques, driver behavior changing has the least implementation cost and is able to provide immediate results. Thus, this paper presents a fuel efficient driving behavior identification and feedback architecture that is specific to fleet vehicles. The presented method utilizes historical data from fleet drivers on specific routes and generates fuel optimal velocity profiles that do not affect travel time. The identified velocity profile is the prompted to the driver via a low-cost plug-and-play style un-obstructive display. The display uses an intuitive and easily understandable visualization to prompt drivers on fuel efficient velocity. The presented architecture was tested on the Idaho National Laboratory (INL) bus fleet in real-world driving conditions and was shown to be able to increase the fuel economy by 9% and 20% in two different driving scenarios.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2019

Advanced truck and bus radial materials for fuel efficiencies (Final Report)

PPG Industries, Inc. and Bridgestone Americas Tire Operations (BATO) propose to develop a novel surface-modified silica technology and demonstrate 4-6% improved fuel efficiency of Truck and Bus Radial (TBR) tires built from the technology. The proposed fuel efficiency increase will be achieved while maintaining or improving tear strength and tread wear. During rubber mixing, distributing silica in the rubber matrix is a challenge. This is because silica has a very polar surface, while rubbers have little polarity. It was hypothesized that surface treatments could cover part of the surface by hydrophobic groups, and reduce the surface polarity, thus helping to wet the silica with rubber during mixing and improving silica dispersion. During the project, the effect of different silica surface treatments on the surface energy of silica were determined, and related to the silica dispersion in rubber compounds. The results demonstrated that reducing the surface energy of silica samples improved dispersion in rubber compounds. Also, the preference for silica to migrate to the different phases in polymer blends was determined. The studies performed in binary polymer blends showed that carbon black has a preference to distribute in the different polymer phases in the order: SBR>BR~NR. Commercially available silica samples (treated and untreated) showed a preference in the order of SBR>NR>BR. Finally, the silica prototypes showed a preference in the order SBR=NR>BR. The knowledge gained regarding dispersion of treated silicas in rubber compounds was used to perform a series of studies to develop a silica – rubber compound combination with optimum performance for TBR treads. Initially, two silica prototypes (BXR-990 and BXR-991) were developed and used for a tire build at BATO’s tire plant in Warren County, TN. Results were evaluated and further silica and compound optimization was performed, prior to a final tire build. Manufacturing of the final silica prototype (BXR-1006) for the final tire build was performed at the PPG Silicas Pilot Plant in Monroeville, PA. Afterwards, experimental tires with silica-filled treads and control tires with carbon black-filled treads were built at BATO’s Warren County tire plant. The experimental TBR tires with silica-filled treads achieved the project goals for lab performance indicators, tread hardness and tear strength. The tires showed a 2.2% improvement in fuel efficiency compared to the control tires. While this improvement is lower than the 4% goal set initially, the improvement is significant and there are indicators that up to a 5% improvement in fuel efficiency could be achieved. This is supported by the confirmation of the validity of the fuel efficiency indicators made at the beginning of the project, and by the improvement in hysteresis and rolling resistance from tires built earlier in the project. The experimental tires produced using the BXR-990 silica prototype showed 47% improvement in tan δ at 60°C and 16% improvement in rolling resistance. Based on the results obtained, it is valid to estimate that the tires built with BXR-990 could provide around a 5% improvement in fuel efficiency, should we perform a fuel efficiency test. Tire wear for the experimental tires was 31% worse than for the control tires with the carbon black-filled tread compound. Other tools and further analysis of factors affecting wear are necessary to be evaluated to produce a silica tire with wear comparable to carbon black. Experimental and control tires were provided to the DOE for independent testing.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2015

Materials Approach to Fuel Efficient Tires

The objective of this project was to design, develop, and demonstrate fuel efficient and safety regulation compliant tire filler and barrier coating technologies that will improve overall fuel efficiency by at least 2%. The program developed and validated two complementary approaches to improving fuel efficiency through tire improvements. The first technology was a modified silica-based product that is 15% lower in cost and/or enables a 10% improvement in tread wear while maintaining the already demonstrated minimum of 2% improvement in average fuel efficiency. The second technology was a barrier coating with reduced oxygen transmission rate compared to the state-of-the-art halobutyl rubber inner liners that will provide extended placarded tire pressure retention at significantly reduced material usage. A lower-permeance, thinner inner liner coating which retains tire pressure was expected to deliver the additional 2% reduction in fleet fuel consumption. From the 2006 Transportation Research Board Report1, a 10 percent reduction in rolling resistance can reduce consumer fuel expenditures by 1 to 2 percent for typical vehicles. This savings is equivalent to 6 to 12 gallons per year. A 1 psi drop in inflation pressure increases the tire's rolling resistance by about 1.4 percent.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2016

Technological growth of fuel efficiency in european automobile market 1975–2015

This paper looks at the technological growth of new car fleet fuel efficiency in the European Union between 1975 and 2015. According to the analysis results, from1975 to 2006 the fuel efficiency technology improvements were largely offset by vehicles' increased weight, engine size, and consumer amenities such as acceleration capacity. After 2006, downsizing in weight and engine capacity was observed in new car fleet, while fuel consumption decreased by 32% between 2006 and 2015. We adopt a statistical method and find that from 1975 to 2015, a 1% increase in weight would result in 0.3 to 0.5% increments in fuel consumption per 100 km, and a 1% reduction in 0-100 km/h acceleration time would increase fuel consumption by about 0.3%. Impacts of other attributes on fuel consumption are also assessed. To meet the European Union's 2021 fuel consumption target, downsizing of cars, as well as at least maintaining fuel efficiency technology growth trend observed between 2005 and 2015, are needed. Lastly, government policies on controlling improvement in acceleration performance or promoting alternative fuel vehicles are also important to achieve European Union 2021 target.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2014

Demonstration of improved vehicle fuel efficiency through innovative tire design, materials, and weight reduction technologies

Cooper completed an investigation into new tire technology using a novel approach to develop and demonstrate a new class of fuel efficient tires using innovative materials technology and tire design concepts. The objective of this work was to develop a new class of fuel efficient tires, focused on the “replacement market” that would improve overall passenger vehicle fuel efficiency by 3% while lowering the overall tire weight by 20%. A further goal of this project was to accomplish the objectives while maintaining the traction and wear performance of the control tire. This program was designed to build on what has already been accomplished in the tire industry for rolling resistance based on the knowledge and general principles developed over the past decades. Cooper’s CS4 (Figure #1) premium broadline tire was chosen as the control tire for this program. For Cooper to achieve the goals of this project, the development of multiple technologies was necessary. Six technologies were chosen that are not currently being used in the tire industry at any significant level, but that showed excellent prospects in preliminary research. This development was divided into two phases. Phase I investigated six different technologies as individual components. Phase II then took a holistic approach by combining all the technologies that showed positive results during phase one development.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Operation of internal combustion engine with improved fuel efficiency

A process of operating a spark-ignited internal combustion engine (SI-ICE) with improved fuel efficiency and reduced emissions including under steady state and under lean-operating conditions at high overall air to fuel (AFR) ratios. A first supply of high octane hydrocarbon fuel, such as gasoline or natural gas, and a first supply of oxidant are fed to a fuel reformer to produce a gaseous reformate with a reforming efficiency of greater than 75 percent relative to equilibrium. The gaseous reformate is mixed with a second supply of oxidant, after which the resulting reformate blended oxidant is fed with a second supply of high octane hydrocarbon fuel to the SI-ICE for combustion. Steady state fuel efficiency is improved by more than 3 percent, when the reformate comprises from greater than about 1 to less than about 18 percent of the total volume of reformate blended oxidant fed to the engine.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2018

A Novel Lubricant Formulation Scheme for 2% Fuel Efficiency Improvement. EE0006449_Final Technical Report

Novel lubricant formulations for improving vehicle fuel efficiency by at least 2% without adversely impacting vehicle performance or durability. In particular, this objective is to be achieved through: (1) reducing friction due to asperity rubbing in start-up and low-speed operations, (2) temporarily reducing the lubricant viscosity (temporary shear-thinning) in medium- to high-speed cruise operations, and (3) suppressing oil aeration or foaming responsible for lubrication breakdown in high-speed operations.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2012

Air Force Achieves Fuel Efficiency through Industry Best Practices

The U.S. Air Force’s Air Mobility Command (AMC) is changing the way it does business. It is saving energy and money through an aircraft fleet fuel-efficiency program inspired by private industry best practices and ideas resulting from the empowered fuel savings culture.

Air, Force, Fuel, Efficiency↗
DOE OSTI2020

Advanced Non-Tread Materials for Fuel-Efficient Tires

PPG Industries, Inc. proposes to develop a new silica filler that can increase fuel efficiency by 2% while maximizing key performance properties in non-tread tire components compared to current carbon black/silica filler blends. In this project PPG focused on a sidewall compound. The developed compounds/components will reduce energy losses by approximately 25%, with no more than a 5% loss of resistance to degradative forces (targeting better performance). PPG plans to achieve this goal by characterizing the impact the silica filler can have on rubber properties and then tuning the silica morphology and surface chemistry for this end use. PPG will also provide guidance in optimizing the compound formulation to make the best use of this new filler. A key aspect is to understand and maintain, if not improve, the aging performance as evaluated by crack growth resistance under ozone environment. Two key strategies were used to meet the rolling resistance goal while maintaining other performance properties. The first factor was understanding the surface treatments and chemical makeup of the silica and its effects on compound performance. The second factor was using the best performing silicas and determining the optimum compound modifications to achieve the final sidewall compound performance. Using statistical analysis throughout the optimization process, it was determined that changing the silica morphology played a role in improving the reduction of tear strength while reducing rolling resistance and the improvements observed varied depending on the CB type.

36 MATERIALS SCIENCE↗
DOE OSTI2013

Lean Gasoline System Development for Fuel Efficient Small Cars

The General Motors and DOE cooperative agreement program DE-EE0003379 is completed. The program has integrated and demonstrated a lean-stratified gasoline engine, a lean aftertreatment system, a 12V Stop/Start system and an Active Thermal Management system along with the necessary controls that significantly improves fuel efficiency for small cars. The fuel economy objective of an increase of 25% over a 2010 Chevrolet Malibu and the emission objective of EPA T2B2 compliance have been accomplished. A brief review of the program, summarized from the narrative is: The program accelerates development and synergistic integration of four cost competitive technologies to improve fuel economy of a light-duty vehicle by at least 25% while meeting Tier 2 Bin 2 emissions standards. These technologies can be broadly implemented across the U.S. light-duty vehicle product line between 2015 and 2025 and are compatible with future and renewable biofuels. The technologies in this program are: lean combustion, innovative passive selective catalyst reduction lean aftertreatment, 12V stop/start and active thermal management. The technologies will be calibrated in a 2010 Chevrolet Malibu mid-size sedan for final fuel economy demonstration.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Development and Demonstration of a Fuel-Efficient, Class 8 Tractor & Trailer Engine System (SuperTruck II)

Navistar presents the SuperTruck II (ST II) Final Report to the Unites States Department of Energy (US DOE), which covers the five Budget Periods (BPs) from 10-1-2016 through 6-30-2022. For ST II, Navistar built on the achievements of the SuperTruck I (ST I) Program as a catalyst to continue critical research, design and development, testing, and operations to reach the ambitious goals of the ST II project. This approach allowed Navistar to continue contributing to the essential needs of our nation for safe, efficient, and cost-effective delivery of goods and services, as we reduced negative environmental effects and improved operational productivity. This document contains information specified in DOE F 4600.2, Final Scientific/Technical Report DOE F 241.3, B. SCIENTIFIC/TECHNICAL REPORTS, explaining how we met and exceeded program requirements. Throughout this Final Report, Navistar extracted information from documents prepared during the project that represent our management, design and development, building, and testing efforts to meet and exceed SuperTruck II project goals. Navistar followed Plan requirements to achieve / exceed Project Objectives: a) >100% improvement in vehicle freight efficiency (FE) (on ton-MPG basis) relative to 2009 baseline with stretch goal of 140% improvement [actual: 170%); b) >55% engine brake thermal efficiency (BTE) demonstrated in operational engine at a 65-mph cruise point on a dynamometer – ≥31% increase from 2009 baseline [actual: 55.20% of combined BTE) ; and c) development and implementation of commercially cost effective technologies (in terms of a simple payback). Technology selection / development path focused on developing technologies applicable for production within 3-year approach, while ensuring technology readiness and cost of ownership for end users. The Program was organized into five budget periods: Requirements / Technology Assessment and Initial Hardware Testing; Technology Development and Concept Readiness Demonstration; Technology Finalization and Validation Tractor / Trailer Fabrication, Integration and Commissioning Demonstration; and Fuel Economy (FE) and Brake Thermal Efficiency (BTE) and Program Completion. Leadership was provided by DOE, with tasks performed by laboratories (Argonne National Laboratory, Lawrence Livermore National Laboratory); partners at Bosch, TPI, Dana, and J.B. Hunt; , and support from University of Michigan and Clemson University. Navistar lead this team with Principal Investigator / Contracting Officer; Project Manager (PM); Vehicle, Engine, and Aftertreatment Engineers; Finance Manager, Technical Program Leads, and Legal/IP; and other key personnel. Work also included personnel in risk management; funding / budget / finance. Work involved analysis, development, testing, and down selection of individual/system engine, aftertreatment, and vehicle technologies, with integration of selected technologies into a prototype vehicle for demonstration of fuel-efficiency gain. Work also included component/integrated system level development of truck and trailer aerodynamics, base engine efficiency, advanced aftertreatment, combustion efficiency, waste heat recovery, hybrid powertrain, reduced rolling resistance, weight reduction, idle reduction, and driver feedback. As ST II progressed, Navistar performed computer-based modeling / simulations of technologies focused on the primary operational areas: Engine, Aftertreatment, and Vehicle. During the ST II Program, the COVID Virus outbreak unexpectedly challenged by the effects of, which affected staffing, scheduling, design, supplies, availability of materials, production procedures, and testing. The DOE responded by extending the program by three quarters to ensure that project tasks were completed for this vital project. Focus continued on analyzing, developing, testing, and down selecting individual-/system-level engine and vehicle technologies for integration of the final selected technologies into a prototype vehicle that would demonstrate fuel-efficiency gains made possible through these technologies. This included component/integrated system-level development of truck and trailer aerodynamics, base engine efficiency, advanced aftertreatment, combustion efficiency, waste heat recovery, solar power, distributed and intelligent vehicle power, hybrid powertrain, reduced rolling resistance, weight reduction, idle reduction, and driver feedback. Throughout the program, function, reliability, and performance at all levels were ensured through testing. Proof of this approach was demonstrated in multiple, on-road demonstrations: Scenario A (Flatland) Fuel Economy, Scenario B (Hilly) Fuel Economy, and City Cycle Tests. Other benefits derived from ST II included new/improved products, publications, patents, and next-step capabilities related to electric/hydrogen vehicles and autonomous driving.

Zukouski, Russ↗