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The technology is comprised of a simple and reliable circuit that detects a single bad cell within a battery pack of hundreds of cells and it can monitor and balance the charge of individual cells in series. NASA's BMS is cost effective and can enhance safety and extend the life of critical battery systems, including high-voltage Li-ion batteries that are used in electric vehicles and other next-generation renewable energy applications. The BMS uses saturating transformers in a matrix arrangement to monitor cell voltage and balance the charge of individual battery cells that are in series within a battery string. The system includes a monitoring array and a voltage sensing and balancing system that integrates simply and efficiently with the battery cell array, limiting the number of pins and the complexity of circuitry in the battery. The arrangement has inherent galvanic isolation, low cell leakage currents, and allows a single bad or imbalanced cell in a series of several hundred to be identified. Cell balancing in multi-cell battery strings compensates for weaker cells by equalizing the charge on all the cells in the chain, thus extending battery life. Voltage sensing helps avoid damage from over-voltage that can occur during charging and from under-voltage that can occur through excessive discharging.

Traditional cryogenic cooling methods, such as pulse-tube and reverse Brayton cryocoolers, are constrained by moving parts, high mass, and limited cooling capacity. Their mechanical complexity increases maintenance needs and reduces reliability, while their bulk adds significant weight penalties to mobile platforms. Although these systems can achieve kilowatt-scale cooling, they struggle to maintain stable, efficient performance under the continuous, high thermal loads required for megawatt-scale superconducting propulsion. The CryoQuad was developed specifically to address these shortcomings, delivering a lighter, more reliable, and higher-capacity solution tailored for superconducting electric propulsion systems. The novel design utilizes four thermoacoustic Stirling heat engines arranged a quarter wavelength apart in a quad loop configuration. This configuration – wherein each engine has high-power acoustic energy pulled off via power pulse-tube coolers – allows for rapid acoustic wave amplification without moving parts (e.g., pistons, turbines, pumps) or electricity. Importantly, the innovative design eliminates the need for large linear piston generators and large recuperator heat exchangers – two features common in megawatt-scale cryocooling pressure systems today – significantly reducing the overall system mass and complexity. While designed for use with liquid Helium, CryoQuad can utilize a variety of fluids depending on the required cryogenic temperatures. CryoQuad has the potential to be used in superconducting electric aircraft, other advanced propulsion systems, in-space cryogenic fluid management, cryosurgical cancer treatment probes, MRI systems, cryogenic cooling and packaging systems for superconducting electronics, space fuel depots, and other power applications. CryoQuad is available for patent licensing.

A solar cell manufactured from this new optical fiber has photovoltaic (PV) material integrated into the fiber to enable electricity generation from unused light, including non-visible portions of the spectrum and visible light not transmitted to a lighting application. These new solar cells are based around cylindrical optical fibers, providing two distinct advantages over the flat panels that lead to increased efficiency. The core fiber, used to transmit light, can be adjusted to increase or decrease the amount of available light that is transmitted to the lighting application at any point in real time. This invention can be applied wherever optical concentrators are used to collect and redirect incident light. Wavelengths as large as 780 nanometers (nm) can be used to drive the conversion process. This technology has very low operating costs and environmental impacts (in particular, no greenhouse gas emissions). The fiber uses low-cost polymer materials. It is lightweight and flexible, and can be manufactured using low-cost solution processing techniques. Such multifunctional materials have great potential for the future of solar and photovoltaic devices. They will enable new devices that are small and lightweight that can be used without connection to existing electrical grids.

This technology consists of a photoelectrochemical cell composed of thin metal oxide films. It uses sunlight (primarily the ultraviolet (UV), visible and Infrared (IR) portions)) and inexpensive titanium dioxide composites to perform the reaction. The device can be used to capture carbon dioxide produced in industrial processes before it is emitted to the atmosphere and convert it to a useful fuel such as methane. These devices can be deployed to the commercial market with low manufacturing and materials costs. They can be made extremely compact and efficient and used in sensor and detector applications.

In general, individual fuel cells produce relatively small electrical potentials, so fuel cells are "stacked" or placed in series (anode to cathode) to increase the combined voltage and meet the application's requirements. The current is drawn off by connection points, which typically are at the extreme ends of the fuel cell stack. DC power converters reduce or boost the voltage produced at the ends of the stack into a voltage that can be used by an attached device. However, these converters add cost, mass, volume, and potential failure points into the fuel cell system. With NASA Glenn's groundbreaking technique, the fuel cell stack includes a plurality of connection points to the device instead of having a fixed number of individual fuel cells. By connecting additional cells in the same stack to the device, the system power can be to be tailored to produce the required voltage for the connected device. Initially, this plurality includes a ground, a first connection point, and a second connection point. Additional connection points to the device can be added as needed, resulting in various powers that are available for use. Each connection point allows power to be drawn from the combined voltages of the fuel cells located between the connection point and the ground. This configuration permits the voltage to be adjusted to the system power requirements of the device without the need to add DC power converters to the fuel cell system to add additional fuel cell systems to meet the power demand of the device. For larger fuel cell configurations in particular, NASA's innovative technique results in a far less costly, more efficient means of power generation.

Glenn's thermoacoustic power converter reshapes the conventional Stirling engine from a toroidal shape into a straight colinear arrangement. Instead of relying on failure-prone mechanical inertance and compliance tubes, this design achieves acoustical resonance by using electronic components. In a typical Stirling engine, the acoustical wave travels around a toroid and reflects back, forming a standing wave. In Glenn's device, by contrast, the wave instead travels in a straight plane where a transducer receives the acoustical wave and electrical components modulate the signal. A second transducer on the diametrically opposed side reintroduces the acoustic wave with the correct phasing to achieve amplification and resonance. Glenn's design allows the transducers to operate at high frequency while presenting a mass rather than stiffness impedance. Glenn's magnetostrictive alternator uses stacked magnetostrictive materials under a biased magnetic and stress-induced compression. The acoustic energy from the engine travels through an impedance-matching layer (which can be formed from aerogel materials) that is physically connected to the magnetostrictive mass. Compression bolts keep the structure under compressive strain, allowing for the micron-scale compression of the magnetostrictive material and eliminating the need for bearings. The alternating compression and expansion of the magnetostrictive material creates an alternating magnetic field that then induces an electric current in a coil wound around the stack. This alternator produces electrical power from the acoustic pressure wave and, when the resonant frequency is tuned to match the engine, can replace the linear alternator to great effect.

This NASA Glenn innovation is a novel multi-junction photovoltaic cell constructed using selenium as a bonding material sandwiched between a thin film multi-junction wafer and a silicon substrate wafer, enabling higher efficiencies. A multi-junction photovoltaic cell differs from a single junction cell in that it has multiple sub-cells (p-n junctions) and can convert more of the sun's energy into electricity as the light passes through each layer. To further improve the efficiencies, this cell has three junctions, where the top wafer is made from high solar energy absorbing materials that form a two-junction cell made from the III-V semiconductor family, and the bottom substrate remains as a simple silicon wafer. The selenium interlayer is applied between the top and bottom wafers, then pressure annealed at 221°C (the melting temperature of selenium), then cooled. The selenium interlayer acts as a connective layer between the top cell that absorbs the short-wavelength light and the bottom silicon-based cell that absorbs the longer wavelengths. The three-junction solar cell manufactured using selenium as the transparent interlayer has a higher efficiency, converting more than twice the energy into electricity than traditional cells. To obtain even higher efficiencies of over 40%, both the top and bottom layers can be multi-junction solar cells with the selenium layer sandwiched in between. The resultant high performance multi-junction photovoltaic cell with the selenium interlayer provides more power per unit area while utilizing a low-cost silicon-based substrate. This unprecedented combination of increased efficiency and cost savings has considerable commercial potential. This is an early-stage technology requiring additional development. Glenn welcomes co-development opportunities.

Glenn's novel system supports the NASA Aeronautics Research Mission Directorate (ARMD) strategic plan to leverage advancements in technologies over the next 25 years and beyond, leading to new aircraft configurations with enhanced performance, improved energy efficiency, and reduced CO2 emissions. The electric system is a multi-megawatt micro-grid that converts mechanical energy to electric via generators, and electric energy to mechanical via motor-driven fans. This innovation would use the variation in aircraft throttle settings to produce a high-voltage (20 kilovolts), variable-frequency 9-phase AC distribution system. Using doubly fed electric machines (generator, propulsor, and flywheel) allows for field excitation that can cause variable-frequency or variable speed operation around the commanded throttle setting. The flywheel enables an energy storage system that recovers and reuses energy, while the flywheel slews with the throttle control using the electromagnetic torque produced by the doubly fed electric machine. This design permits both sub-synchronous and super-synchronous operation using limited field excitation power provided through power converters. Finally, the reduced switchgear mass facilitated through the use of a high-frequency AC system, setting-less protection zones, and simplified switches for fault clearance provides enhanced operational capability. This system can be controlled so that fault energy is minimized, preventing collateral damage to aircraft structures even with high voltage distribution. Glenn's innovative system adds performance, efficiency, reliability, and cost savings to cutting-edge hybrid electric technology. This is an early-stage technology requiring additional development, and Glenn welcomes co-development opportunities.

Aircraft thermal management systems typically comprise over half the mass associated with full electric power propulsion systems, with significant negative impact on fuel efficiency. In addition, the traditional method of using jet fuel to cool aircraft generators does not provide enough cooling for use in flight-weight cryogenic systems. Lastly, the much higher bus voltages required for flight-weight systems (4.5 kV vs. 270 V) introduce additional spark-ignition hazards associated with alternative cryogenic cooling fuels, including liquid methane or liquid hydrogen. The Glenn flight-weight thermal management system addresses all of these problems by using the considerable waste heat energy from turbogenerators to create a pressure wave thermoacoustically. This wave can then be delivered quietly and efficiently via routed ductwork to hollow pulse-tube coolers located near any component in the aircraft that requires cooling. The tubes can be fabricated in any length and can be curved to fit any space. This technology also allows waste heat energy to be used in at least four ways: 1) the waste heat energy can drive a thermoacoustics-based ambient or cryogenic heat pump; 2) it can be channeled directly into a thermoacoustic engine that generates power; 3) it can convectively preheat the fuel/ or air supplied to the aircraft engine; 4) it can drive a pulse-tube generator providing power. The delivered thermoacoustic power can provide cabin cooling as well as ambient/cryogenic cooling of converter, cables, and motors. In addition, this power can be converted to local electric power through the use of a transducer (such as a linear alternator) or piezoelectrics. Further, the efficient thermal management system enables the size, mass, and resultant cost of the radiating fins to be reduced. Glenn's system offers an efficient method of cooling next-generation flight-weight electric aircraft with significant benefits for fuel efficiency and safety.