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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 181 records · Page 10
All sourcesNASA NTRSDOE OSTI
NASA NTRS1996

Spacecraft with gradual acceleration of solar panels

A spacecraft (8) includes a movable appendage such as solar panels (12) operated by a stepping motor (28) driven by pulses (311). In order to reduce vibration andor attitude error, the drive pulses are generated by a clock down-counter (312) with variable count ratio. Predetermined desired clock ratios are stored in selectable memories (314a-d), and the selected ratio (R) is coupled to a comparator (330) together with the current ratio (C). An up-down counter (340) establishes the current count-down ratio by counting toward the desired ratio under the control of the comparator; thus, a step change of solar panel speed never occurs. When a direction change is commanded, a flag signal generator (350) disables the selectable memories, and enables a further store (360), which generates a count ratio representing a very slow solar panel rotational rate, so that the rotational rate always slows to a low value before direction is changed. The principles of the invention are applicable to any movable appendage.

Merhav, Tamir R.↗
DOE OSTI2022

Tracking blobs in the turbulent edge plasma of a tokamak fusion device

Abstract The analysis of turbulence in plasmas is fundamental in fusion research. Despite extensive progress in theoretical modeling in the past 15 years, we still lack a complete and consistent understanding of turbulence in magnetic confinement devices, such as tokamaks. Experimental studies are challenging due to the diverse processes that drive the high-speed dynamics of turbulent phenomena. This work presents a novel application of motion tracking to identify and track turbulent filaments in fusion plasmas, called blobs, in a high-frequency video obtained from Gas Puff Imaging diagnostics. We compare four baseline methods (RAFT, Mask R-CNN, GMA, and Flow Walk) trained on synthetic data and then test on synthetic and real-world data obtained from plasmas in the Tokamak à Configuration Variable (TCV). The blob regime identified from an analysis of blob trajectories agrees with state-of-the-art conditional averaging methods for each of the baseline methods employed, giving confidence in the accuracy of these techniques. By making a dataset and benchmark publicly available, we aim to lower the entry barrier to tokamak plasma research, thereby greatly broadening the community of scientists and engineers who might apply their talents to this endeavor.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
NASA NTRS2019

Hybrid Simulation of Solar-Wind-Like Turbulence

We present 2.5D hybrid simulations of the spectral and thermodynamic evolution of an initial state of magnetic field and plasma variables that in many ways represents solar wind fluctuations. In accordance with Helios near-Sun high-speed stream observations, we start with Alfvénic fluctuations along a mean magnetic field in which the fluctuations in the magnitude of the magnetic field are minimized. Since fluctuations in the radial flow speed are the dominant free energy in the observed fluctuations, we include a field-aligned v∥(k⊥) with an k(exp −1) spectrum of velocity fluctuations to drive the turbulent evolution. The flow rapidly distorts the Alfvénic fluctuations, yielding spectra (determined by spacecraft-like cuts) transverse to the field that become comparable to the k∥ fluctuations, as in spacecraft observations. The initial near constancy of the magnetic field is lost during the evolution; we show this also takes place observationally. We find some evolution in the anisotropy of the thermal fluctuations, consistent with expectations based on Helios data. We present 2D spectra of the fluctuations, showing the evolution of the power spectrum and cross-helicity. Despite simplifying assumptions, many aspects of simulations and observations agree. The greatly faster evolution in the simulations is at least in part due to the small scales being simulated, but also to the non-equilibrium initial conditions and the relatively low overall Alfvénicity of the initial fluctuations.

Roberts, D. Aaron↗
DOE OSTI2023

Heavy-Duty Vehicle Air Drag Coefficient Estimation: From an Algebraic Perspective

When a heavy-duty vehicle (HDV) operates at the nominal highway speed, over two-thirds of its total resistive force comes from the air drag, contributing to more than half of its fuel consumption. One effective countermeasure to reduce the fuel consumption of HDVs is platooning, which employs connectivity and automated driving technologies to link two or more HDVs in convoy. Platooning allows HDVs to drive closer together and yields improved fuel economy and less CO2 emission thanks to the reduced air drag. Maximizing the energy benefits of an HDV platoon requires quantifying the drag interaction between vehicles. In practice, modeling the drag reduction in a platoon boils down to identifying the relationship between the air drag coefficient C d and the inter-vehicle distance d. Existing approaches to identify C d (d) include vehicle field tests, wind tunnel experiments, and computational fluid dynamics simulation, which can howbeit be time-consuming and cost prohibitive. In contrast, this paper proposes an algebraic approach, which relies on onboard-measurable variables, to estimate the air drag coefficient of an HDV in a platoon. Its algebraic nature avoids the classical persistence of excitation condition for parameter identification and can yield the identified parameter almost instantaneously. Simulation results demonstrate its effectiveness and the improved estimation speed over a recursive least squares identifier.

Wang, Zejiang↗
NASA NTRS1983

Steady-state and dynamic evaluation of the electric propulsion system test bed vehicle on a road load simulator

The propulsion system of the Lewis Research Center's electric propulsion system test bed vehicle was tested on the road load simulator under the DOE Electric and Hybrid Vehicle Program. This propulsion system, consisting of a series-wound dc motor controlled by an infinitely variable SCR chopper and an 84-V battery pack, is typical of those used in electric vehicles made in 1976. Steady-state tests were conducted over a wide range of differential output torques and vehicle speeds. Efficiencies of all of the components were determined. Effects of temperature and voltage variations on the motor and the effect of voltage changes on the controller were examined. Energy consumption and energy efficiency for the system were determined over the B and C driving schedules of the SAE J227a test procedure.

Dustin, M. O.↗
DOE OSTI2024

Enriching OpenStreetMap network data for transportation applications: Insights into the impact of urban congestion on accessibility

OpenStreetMap (OSM) data is a valuable open-source resource for various transportation, traffic, and planning applications. However, OSM network data lack operating traffic speed information, which is critical for transport planning and operations. Addressing this shortcoming, this study leverages commercial vendor data (to serve as ground truth) with exogenous, open-source variables characterizing local transport infrastructure, land use, and demographic information to predict average congested traffic speeds on OSM networks. Three machine-learning models were tested and estimated for OSM links with and without speed limit information in the Denver metropolitan region. Among these, XGBoost performed best, with mean absolute errors of 3.27 and 3.62 mph for links with and without speed limits, respectively. The developed models accurately predicted traffic speeds for different hours and days of the week compared to ground truth data. Using these predicted speeds, drive accessibility scores were computed for the Denver region for different time periods using the Mobility Energy Productivity (MEP) metric to understand the impact of congestion on energy-efficient accessibility. Results show that congestion-adjusted drive accessibility can be significantly lower compared to accessibility calculated using free flow speeds. Specifically, weekday evening hours saw a 42 % drop in accessibility due to reduced speeds, particularly around downtown Denver. Across the Denver metro region, approximately half as many opportunities and jobs are accessible in under 20 min by car during the evening peak period relative to free flow conditions. These findings underscore the importance of using congestion-adjusted operating speeds rather than speed limits in accessibility calculations, as reliance on speed limits can substantially overestimate energy-efficient drive accessibility in large, car-centric cities susceptible to significant congestion. In conclusion, the methodology presented here could further enrich OSM network data, making them useful for an even broader range of transportation applications.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
NASA NTRS1978

Background and system description of the Mod 1 wind turbine generator

The Mod-1 wind turbine considered is a large utility-class machine, operating in the high wind regime, which has the potential for generation of utility grade power at costs competitive with other alternative energy sources. A Mod-1 wind turbine generator (WTG) description is presented, taking into account the two variable-pitch steel blades of the rotor, the drive train, power generation/control, the Nacelle structure, and the yaw drive. The major surface elements of the WTG are the ground enclosure, the back-up battery system, the step-up transformer, elements of the data system, cabling, area lighting, and tower foundation. The final system weight (rotor, Nacelle, and tower) is expected to be about 650,000 pounds. The WTG will be capable of delivering 1800 kW to the utility grid in a wind-speed above 25 mph.

Ernst, E. H.↗
NASA NTRS1987

Controller for a High-Power, Brushless dc Motor

Driving and braking torques controllable. Control circuit operates 7-kW, 45-lb-ft (61-N-m), three-phase, brushless dc motor in both motor and generator modes. In motor modes, energy from power source is pulse-width modulated to motor through modified "H-bridge" circuit, in generator mode, energy from motor is pulse-width modulated into bank of load resistors to provide variable braking torques. Circuit provides high-resolution torque control in both directions over wide range of speeds and torques. Tested successfully at bus voltages up to 200 Vdc and currents up to 45 A.

Fleming, David J.↗
NASA NTRS2014

Drag Reduction Through Distributed Electric Propulsion

One promising application of recent advances in electric aircraft propulsion technologies is a blown wing realized through the placement of a number of electric motors driving individual tractor propellers spaced along each wing. This configuration increases the maximum lift coefficient by providing substantially increased dynamic pressure across the wing at low speeds. This allows for a wing sized near the ideal area for maximum range at cruise conditions, imparting the cruise drag and ride quality benefits of this smaller wing size without decreasing takeoff and landing performance. A reference four-seat general aviation aircraft was chosen as an exemplary application case. Idealized momentum theory relations were derived to investigate tradeoffs in various design variables. Navier-Stokes aeropropulsive simulations were performed with various wing and propeller configurations at takeoff and landing conditions to provide insight into the effect of different wing and propeller designs on the realizable effective maximum lift coefficient. Similar analyses were performed at the cruise condition to ensure that drag targets are attainable. Results indicate that this configuration shows great promise to drastically improve the efficiency of small aircraft.

Stoll, Alex M.↗
NASA NTRS2008

Supercharged two-cycle engines employing novel single element reciprocating shuttle inlet valve mechanisms and with a variable compression ratio

This invention relates to novel reciprocating shuttle inlet valves, effective with every type of two-cycle engine, from small high-speed single cylinder model engines, to large low-speed multiple cylinder engines, employing spark or compression ignition. Also permitting the elimination of out-of-phase piston arrangements to control scavenging and supercharging of opposed-piston engines. The reciprocating shuttle inlet valve (32) and its operating mechanism (34) is constructed as a single and simple uncomplicated member, in combination with the lost-motion abutments, (46) and (48), formed in a piston skirt, obviating the need for any complex mechanisms or auxiliary drives, unaffected by heat, friction, wear or inertial forces. The reciprocating shuttle inlet valve retains the simplicity and advantages of two-cycle engines, while permitting an increase in volumetric efficiency and performance, thereby increasing the range of usefulness of two-cycle engines into many areas that are now dominated by the four-cycle engine.

Wiesen, Bernard↗
NASA NTRS1995

Traction Drives for Zero Stick-Slip Robots, and Reaction Free, Momentum Balanced Systems

Two differential (dual input, single output) drives (a roller-gear and a pure roller), and a momentum balanced (single input, dual output) drive (pure roller ) were designed, fabricated, and tested. The differential drives are each rated at 295 rad/sec (2800 rpm) input speed, 450 N-m (4,000 in-lbf) output torque. The momentum balanced drive is rated at 302 rad/sec (2880 rpm) input speed, and dual output torques of 434N-m (3840 in-lbf). The Dual Input Differential Roller-Gear Drive (DC-700) has a planetary roller-gear system with a reduction ratio (one input driving the output with the second input fixed) of 29.23: 1. The Dual Input Differential Roller Drive (DC-500) has a planetary roller system with a reduction ratio of approximately 24:1. Each of the differential drives features dual roller-gear or roller arrangements consisting of a sun, four first row planets, four second row planets, and a ring. The Momentum Balanced (Grounded Ring) Drive (DC-400) has a planetary roller system with a reduction ratio of 24:1 with both outputs counterrotating at equal speed. Its single roller cluster consists of a sun, five first and five second row planets, a roller cage or spider and a ring. Outputs are taken from both the roller cage and the ring which counterrotate. Test results reported for all three drives include angular and torque ripple (linearity and cogging), viscous and Coulomb friction, and forward and reverse power efficiency. Of the two differential drives, the Differential Roller Drive had better linearity and less cogging than did the Differential Roller-Gear Drive, but it had higher friction and lower efficiency (particularly at low power throughput levels). Use of full preloading rather than a variable preload system in the Differential Roller Drive assessed a heavy penalty in part load efficiency. Maximum measured efficiency (ratio of power out to power in) was 95% for the Differential Roller-Gear Drive and 86% for the Differential Roller Drive. The Momentum Balanced (Grounded Ring) Drive performed as expected kinematically. Reduction r-atios to the two counterrotating outputs (design nominal=24:1) were measured to be 23.98:1 and 24.12:1 at zero load.. At 25ONm (2200 in-lbf) output torque the ratio changed 2% due to roller creep. This drive was the smoothest of all three as determined from linearity and cogging tests, and maximum measured efficiency (ratio of power out to power in) was 95%. The disadvantages of full preloading as comvared to variable preload were apparent in this drive as in the Differential Roller Drive. Efficiencies at part load were low, but improved dramatically with increases in torque. These were consistent with friction measurements which indicated losses primarily from Coulomb friction. The initial preload level setting was low so roller slip was encountered at higher torques during testing.

Anderson, William J.↗
DOE OSTI2026

Integrating Maximum Entropy Production Theory and Machine Learning to Improve Global Evapotranspiration Modeling

Accurate estimation of terrestrial evapotranspiration (ET) is vital for understanding global water and energy cycles. However, current global ET estimations are not well constrained. This study introduces an integrated framework combining the Maximum Entropy Production (MEP) theory with Random Forest (RF) model to improve global ET estimation. Specifically, in contrast to direct ET estimation by the RF model, the integrated framework (MEP‐RF) trains to predict error of MEP‐simulated ET. MEP‐RF outperforms RF in spatiotemporal extrapolation. Attribution analysis with in situ observations reveals that the inputs of MEP are the most critical variables for the ET process, including net radiation, vegetated area, soil moisture, and surface temperature. We further drive MEP‐RF with global reanalysis and satellite data sets of these four inputs, yielding a global mean terrestrial ET of 548 mm/year, with 77% attributed to transpiration. The global ET increased at a rate of 0.85 mm/year per year during 2003–2021, primarily due to vegetation greening rather than rising temperature, while decreasing soil moisture led to decreasing regional ET. The integrated framework provides a novel approach for the estimation of global ET without the need for hard‐to‐obtain and thus uncertain inputs, such as wind speed, surface roughness, aerodynamic and canopy stomatal resistance. Therefore, MEP‐RF offers an independent method on existing global ET products. It represents a promising physically based approach that can be incorporated into Earth System Models to enhance water and energy cycle simulations.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2024

Practical low-temperature gasoline combustion for very high efficiency off-road, medium- and heavy-duty engines

Low-temperature gasoline combustion (LTGC) with additive-mixing fuel injection (AMFI) is a new combustion strategy that has been demonstrated to deliver 9%–25% better brake thermal efficiency than similar-sized market-leading diesel engines over the operating map. Moreover, the LTGC-AMFI engine shows near-zero smoke, and NOx emissions are 4–100 times lower than those of a diesel, sufficiently low that no aftertreatment, or only passive NOx aftertreatment, would be sufficient (diesel exhaust fluid is not required). LTGC-AMFI combustion is based on kinetically controlled compression ignition of a dilute charge with a variable amount of low-to-moderate fuel stratification. Fast combustion control is provided by adding minute amounts of an ignition-enhancing additive into the fuel each engine cycle to control its reactivity. This strategy was used to operate a medium-duty (MD) LTGC-AMFI engine at loads from idle to 16.3 bar BMEP and speeds from 600 to 2400 rpm with regular E10 gasoline, which covers nearly the entire operating map of a typical MD engine. Turbine-out temperatures were sufficient for an oxidation catalyst to control hydrocarbon and CO emissions. Autonomie simulations over the GEM ARB Transient and the GEM 55 mph Cruise driving cycles for class-6 trucks using this technology showed fuel economies of 8.1 and 11.4 mpg-gasoline-equivalent, respectively, corresponding to 18.6% and 13.4% improvements over a similar-size diesel engine. Engine-out NOx emissions were 0.024 and 0.01 g/bhp-h, respectively, well below current U.S. emission standards. These results show that switching from diesel to LTGC-AMFI engines would greatly reduce greenhouse gas (GHG) emissions for off-road, MD and HD applications, which will continue to rely on combustion engines because electrification is not practical in the foreseeable future. Finally, with their reduced fuel consumption, the lower cost of gasoline compared to diesel fuel, and much lower aftertreatment costs, LTGC-AMFI engines also offer a significantly lower total cost of ownership.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

3D Printable Polymers for Radiological Applications

Additive manufacturing of polymers is a widely used and growing technology throughout the DOE complex. Composite filaments for Fused Deposition Modeling (FDM) printers are commonly used to enhance material properties such as mechanical strength, operating temperature and chemical resistance. Radio luminescent properties were added to 3D filaments by impregnating clear poly(ethylene terephthalate)-glycol (PETG) with X-ray scintillator powder. X-ray scintillators have unique, narrow emission spectra which can be imaged with low light DSLR cameras, photomultiplier tubes, or spectrometers. Filament Production: 1. Pellets are loaded into the hopper. 2. Temperature and extrusion speed are set on extruder. 3. Extruder turned on and filament is pulled from nozzle along air path to cool. 4. Spooler drive speeds set. 5. Filament is inserted through Filameasure then guided along drive wheels and into traverse. 6. Parameters adjusted to obtain 1.75 mm diameter 7. Filament is inserted into spooler wheel. Traverse speed set and slip nut adjusted to make tight and even roll. From Raw Materials to Printed Part: Clear PETG pellets were dipped in ZnS:Cu scintillator powder to coat pellets. Coated and uncoated pellets were mixed together before inserting into hopper. Filament showed trace amounts of powder and luminesced under UV light. Powder distribution is random and not reproducible thus providing a unique identification marker potentially useful for national security applications. Multiple X-ray scintillators can be arranged in a panel to discriminate incident X-ray photon energies. Variable panel arrangement: pixelated, layered, solid from homogenous filament. Ratio of emission intensities. Response varies with incident photon energy. Spectrally separate scintillators. Scintillators: Yttrium Oxide Europium Doped - Red, Gadolinium Oxysulfide Terbium Doped - Green, Barium Magnesium Aluminate Europium Doped - Blue, Zinc Sulfide Copper Doped - Green. Powder concentrations will need to be increased in the filament for use in the energy discriminating panel. Homogeneity in the filament will be a challenge that can be solved by turning the pellets into a powder and mixing it with scintillator powder prior to extrusion. The panels will be tested using x-ray booths and button sources such as Am-241, Cs-137, and Co-60.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2026

Truck Platooning Performance with ADAS and Onboard Camera Data Describing Traffic Interactions

This project was part of the Characterizing Behaviors and Capabilities for Emerging Connected and Automated Vehicle Technologies, Sensors, and Connectivity project. The National Laboratory of the Rockies partnered with Cummins Inc. to collect data from Class 8 tractor trailer combinations in platoon (cooperative adaptive cruise control) operations on public roads in southern Indiana. Data collected include J1939 CAN bus, radar, intervehicle position, and video data. The video data could not be shared in the raw form, so they were processed to extract information on the other vehicles on the road, their relative positions, and intrusion events. This information was then columnized for modeling use and further enhanced by appending road information including road type, speed limit, altitude, and grade. The test route included free-flowing traffic, highway interchanges, and construction zones, as well as low-, medium-, and high-grade sections. Individual test conditions varied by day, with advanced driver-assistance system (ADAS) features engaged or disengaged and different combined vehicle masses tested in addition to uncontrolled variables such as weather and traffic interactions.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
NASA NTRS2006

Platform for Testing Robotic Vehicles on Simulated Terrain

The variable terrain tilt platform (VTTP) is a means of providing simulated terrain for mobility testing of engineering models of the Mars Exploration Rovers. The VTTP could also be used for testing the ability of other robotic land vehicles (and small vehicles in general) to move across terrain under diverse conditions of slope and surface texture, and in the presence of obstacles of various sizes and shapes. The VTTP consists mostly of a 16-ft-(4.88-m)-square tilt table. The tilt can be adjusted to any angle between 0 (horizontal) and 25 . The test surface of the table can be left bare; can be covered with hard, high-friction material; or can be covered with sand, gravel, and/or other ground-simulating material or combination of materials to a thickness of as much as 6 in. (approx. 15 cm). Models of rocks, trenches, and other obstacles can be placed on the simulated terrain. For example, for one of the Mars- Rover tests, a high-friction mat was attached to the platform, then a 6-in.- ( 15 cm) deep layer of dry, loose beach sand was deposited on the mat. The choice of these two driving surface materials was meant to bound the range of variability of terrain that the rover was expected to encounter on the Martian surface. At each of the different angles at which tests were performed, for some of the tests, rocklike concrete obstacles ranging in height from 10 to 25 cm were placed in the path of the rover (see figure). The development of the VTTP was accompanied by development of a methodology of testing to characterize the performance and modes of failure of a vehicle under test. In addition to variations in slope, ground material, and obstacles, testing typically includes driving up-slope, down-slope, cross-slope, and at intermediate angles relative to slope. Testing includes recording of drive-motor currents, wheel speeds, articulation of suspension mechanisms, and the actual path of the vehicle over the simulated terrain. The collected data can be used to compute curves that summarize torque, speed, power-demand, and slip characteristics of wheels during the traverse.

Lindemann, Randel↗
DOE OSTI2023

A new process-based and scale-aware desert dust emission scheme for global climate models – Part I: Description and evaluation against inverse modeling emissions

Desert dust accounts for most of the atmosphere's aerosol burden by mass and produces numerous important impacts on the Earth system. However, current global climate models (GCMs) and land-surface models (LSMs) struggle to accurately represent key dust emission processes, in part because of inadequate representations of soil particle sizes that affect the dust emission threshold, surface roughness elements that absorb wind momentum, and boundary-layer characteristics that control wind fluctuations. Furthermore, because dust emission is driven by small-scale (~ 1 km or smaller) processes, simulating the global cycle of desert dust in GCMs with coarse horizontal resolutions (~ 100 km) presents a fundamental challenge. This representation problem is exacerbated by dust emission fluxes scaling nonlinearly with wind speed above a threshold wind speed that is sensitive to land-surface characteristics. Here, we address these fundamental problems underlying the simulation of dust emissions in GCMs and LSMs by developing improved descriptions of (1) the effect of soil texture on the dust emission threshold, (2) the effects of nonerodible roughness elements (both rocks and green vegetation) on the surface wind stress, and (3) the effects of boundary-layer turbulence on driving intermittent dust emissions. We then use the resulting revised dust emission parameterization to simulate global dust emissions in a standalone model forced by reanalysis meteorology and land-surface fields. We further propose (4) a simple methodology to rescale lower-resolution dust emission simulations to match the spatial variability of higher-resolution emission simulations in GCMs. The resulting dust emission simulation shows substantially improved agreement against regional dust emissions observationally constrained by inverse modeling. We thus find that our revised dust emission parameterization can substantially improve dust emission simulations in GCMs and LSMs.

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS2025

Rolling DICE to Advance Knowledge of Land-Atmosphere Interactions

The Diurnal Land-Atmosphere Coupling Experiment (DICE) aims to explore the complex interactions between the land surface and atmospheric boundary layer, which are generally not well understood and difficult to isolate in models. The project involves over 10 different models, combining expertise from both land surface and atmospheric boundary-layer modelling groups. A simple three-stage methodology is designed to assess land-atmosphere feedbacks. Stage 1: the individual components are assessed in isolation, driven and evaluated against observational data; stage 2: the impact of coupling is investigated; stage 3: the sensitivity of the stand-alone models to variations in driving data is explored. For this initial study, a three-day clear-sky period in the mid-west USA over, an assumed simple, predominantly grass surface was simulated using data from the CASES-99 field campaign. Key conclusions from the study include: (1) the memory of vegetation state within Land Surface Models (LSMs) needs attention; (2) the height of atmospheric forcing for LSMs is important, particularly for the nocturnal boundary layer, and this has implications for both observations and vertical resolution for atmospheric models; (3) land-atmosphere feedbacks reduce errors in simulated surface fluxes at the expense of the accuracy of the variables that the models are designed to simulate (e.g., temperature, humidity and wind speed); (4) problems remain in representing the stable boundary layer in atmospheric models; (5) the mixing of temperature and humidity within the boundary layer may need to be represented separately; (6) differences in daytime profiles of heat, moisture and momentum between models are mainly due to the way the models erode the inversion at the top of the boundary layer, rather than differences in the surface fluxes. Resultant variations in modelled boundary layer heights have a substantial impact on relative humidity and could partially explain variations in coupling strength between models in the GLACE experiment.

Martin Best↗