The Heat Engine Technologies Program encompasses both light-duty and heavy-duty engine
technologies, including research on turbine engines, automotive piston engines, diesel engines,
and supporting combustion and emissions research.
Light-Duty Engine Technologies. DOE’s gas turbine research programs have focused on the
use of ceramic components to achieve the highest possible operating temperatures (around 2,500
‘F) and efficiencies. Whereas early efforts were directed at turbines as the only power source for
the vehicle (100 kW), direct drive with turbines is now recognized to be impractical, owing
largely to the inefficiency of gas turbines at part load. Nevertheless, the prospect of using a small
gas turbine (30 to 50 kW) as the auxiliary power source (operating continuously at high load) in a
hybrid vehicle has given the turbine a new lease on life in the automotive context. Current
programs, which are managed for DOE by the National Aeronautics and Space Administration,
are focused on these scaled-down turbines. Funding in FY 1995 was about $7 million, with a
requested increase in FY 1996 to $8.5 million.
In FY 1994, DOE began an effort called the Automotive Piston Engine Technologies program
to accelerate the commercialization of lean-bum engines to enable the U.S. auto industry to regain
market share from foreign competitors. This program works with industry through 50 percent
cost-shared CRADAs with USCAR and other companies in such areas as lean-bum engine
catalysts. It was funded in FY 1995 at $3 million, with a FY 1996 request at $4.5 million. In
addition, DOE requested new activities in FY 1996 on improved internal combustion engines for
hybrids, including spark ignited and compression ignited, for a total of $2 million. Combustion
research was requested to increase from $2 million to $3 million in FY 1996.Heavy Duty Engine Technologies. Although this program focuses on diesels for heavy-duty
applications, successful technology will probably be scaled down to light-duty diesels. The
program is developing ceramic coatings to allow much higher operating temperatures and
pressures, as well as for better performance and reduced fiction in cam rollers, turbochargers,
valves, and fuel injectors. Thermal efficiencies of over 50 percent have been demonstrated in
truck-sized engines. Funding in FY 1995 was $6 million, requested to stay level in FY 1996.The Transportation Materials Program has two distinct parts: propulsion system materials
(primarily ceramics for heat engines) and vehicle system materials (lightweight metals and
composites for vehicle bodies):Propulsion System Materials. The thrust of this program is to develop cost-effective methods
for manufacturing ceramic components for heat engines in the near term. During the past 10
years, there have been dramatic improvements in the processing and properties of ceramic
materials (especially silicon nitride) for heat engines. So impressive have been these improvements
that DOE officials interviewed by OTA feel that processing and reliability problems have been
solved, and that the principal remaining challenge is to reduce the cost of ceramic components.
Funding for FY 1995 was about $17 million, with a 2 percent increase requested in FY 1996.Vehicle System Materials. This program seeks to develop lightweight, cost-effective materials
for autos, including low-cost carbon fiber composites, as well as advanced alloys of magnesium
and aluminum. Some of the work is performed in the national laboratories, and some in