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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 361 records · Page 20
All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

Optimizing the location and configuration of disaster resilience hubs under transportation and electric power network failures

Natural disasters often result in failures of transportation network components and blackouts that imperil the wellbeing of vulnerable populations. In response to these events, resilience hubs have been proposed as a pre-disaster planning strategy to improve access to critical services. This paper introduces an optimization-based approach to locate and configure electric power-generating resilience hubs considering the possibility of failures in transportation and electric power systems. The model's objective is to identify hub locations and configurations that maximize transportation accessibility to the hubs and maximize the satisfaction of basic energy needs through hub-generated electric power. Besides a budget constraint, the model accounts for limits on the levels of hub energy generation vis-à-vis community energy demands, and on the transportation network distance of communities to hubs. Three heuristics are presented for the proposed planning problem. The first heuristic is a genetic algorithm (GA) with problem-specific solution generation procedures. The other two heuristics implement greedy search techniques. Numerical experiments were conducted, using data from rural Puerto Rico, to illustrate the application of the proposed model and heuristics, and examine their performance. In the numerical experiments, the GA heuristic found better solutions than the greedy heuristics. Additionally, design solutions consisting of spatially dispersed hubs with low energy generation capacity were better than solutions with spatially concentrated high-capacity hubs. Lastly, across a wide range of hub demand scenarios, only a small number of candidate hub locations consistently ranked among the best locations for establishing a hub.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
NASA NTRS1983

Minimum-fuel turning climbout and descent guidance of transport jets

The complete flightpath optimization problem for minimum fuel consumption from takeoff to landing including the initial and final turns from and to the runway heading is solved. However, only the initial and final segments which contain the turns are treated, since the straight-line climbout, cruise, and descent problems have already been solved. The paths are derived by generating fields of extremals, using the necessary conditions of optimal control together with singular arcs and state constraints. Results show that the speed profiles for straight flight and turning flight are essentially identical except for the final horizontal accelerating or decelerating turns. The optimal turns require no abrupt maneuvers, and an approximation of the optimal turns could be easily integrated with present straight-line climb-cruise-descent fuel-optimization algorithms. Climbout at the optimal IAS rather than the 250-knot terminal-area speed limit would save 36 lb of fuel for the 727-100 aircraft.

Neuman, F.↗
NASA NTRS1990

Multilevel decomposition approach to the preliminary sizing of a transport aircraft wing

A multilevel/multidisciplinary optimization scheme for sizing an aircraft wing structure is described. A methodology using nonlinear programming in application to a very large engineering problem is presented. This capability is due to the decomposition approach. Over 1300 design variables are considered for this nonlinear optimization task. In addition, a mathematical link is established coupling the detail of structural sizing to the overall system performance objective, such as fuel consumption. The scheme is implemented as a three level system analyzing aircraft mission performance at the top level, the total aircraft structure as the middle level, and individual stiffened wing skin cover panels at the bottom level. Numerical show effectiveness of the method and its good convergence characteristics.

Wrenn, Gregory A.↗
NASA NTRS2016

Comparison of Curvilinear Stiffeners and Tow Steered Composites for Aeroelastic Tailoring of Transports

A series of aeroelastic optimization problems are solved on a high aspect ratio wingbox of the Common Research Model, in an effort to minimize structural mass under coupled stress, buckling, and flutter constraints. Two technologies are of particular interest: tow steered composite laminate skins and curvilinear stiffeners. Both methods are found to afford feasible reductions in mass over their non-curvilinear structural counterparts, through both distinct and shared mechanisms for passively controlling aeroelastic performance. Some degree of diminishing returns are seen when curvilinear stiffeners and curvilinear fiber tow paths are used simultaneously.

Stanford, Bret K.↗
NASA NTRS1975

Digital adaptive controllers using second order models with transport lag

Design of a discrete optimal regulator requires the a priori knowledge of a mathematical model for the system of interest. Because a second-order model with transport lag is very amenable to control computations and because this type of model has been used previously to represent certain high order single input-single output processes, an adaptive controller was designed based upon adjustment of controls computed for such a model. An extended Kalman filter was utilized for tracking the model parameters which were subsequently used to update a set of optimal control gains. Favorable results were obtained in applying this procedure to the control of several examples including a ninth order nonlinear process.

Joshi, S.↗
DOE OSTI2024

Lamination of >21% Efficient Perovskite Solar Cells with Independent Process Control of Transport Layers and Interfaces

Transport layer and interface optimization is critical for improving the performance and stability of perovskite solar cells (PSCs) but is restricted by the conventional fabrication approach of sequential layer deposition. While the bottom transport layer is processed with minimum constraints, the narrow thermal and chemical stability window of the halide perovskite (HP) layer severely restricts the choice of top transport layer and its processing conditions. To overcome these limitations, we demonstrate lamination of HPs—where two transport layer-perovskite half-stacks are independently processed and diffusion-bonded at the HP-HP interface—as an alternative fabrication strategy that enables self-encapsulated solar cells. Power conversion efficiencies (PCE) of >21% are realized using cells that incorporate a novel transport layer combination along with dual-interface passivation via self-assembled monolayers, both of which are uniquely enabled by the lamination approach. This is the highest reported PCE for any laminated PSC encapsulated between glass substrates. We further show that this approach expands the processing window beyond traditional fabrication processes and is adaptable for different transport layer compositions. The laminated PSCs retained >75% of their initial PCE after 1000 h of 1-sun illumination at 40 °C in air using an all-inorganic transport layer configuration without additional encapsulation. Furthermore, a laminated 1 cm 2 device maintained a V oc of 1.16 V. Finally, the scalable lamination strategy in this study enables the implementation of new transport layers and interfacial engineering approaches for improving performance and stability.

14 SOLAR ENERGY↗
DOE OSTI2022

Joint Planning of Electricity Transmission and Hydrogen Transportation Networks

The abundance and uneven distribution of renewable energy might cause congestion and curtailment in electric power systems. Transmission expansions can potentially alleviate transmission congestion and reduce renewable energy curtailment. On the other hand, with the substantial cost reduction of electrolyzer technology and the continuing rise of hydrogen demand, converting surplus renewable energy to hydrogen provides synergistic benefits to power and hydrogen systems, but consequently requires joint planning of the two systems. To this end, we propose a joint planning approach for power transmission and hydrogen transportation networks to coordinately optimize the investment and operation of power and hydrogen infrastructure. In our proposed model, detailed truck routing, pipeline, and hydrogen storage are formulated to quantify the flexibility of hydrogen transportation system. A robust joint planning approach is also proposed to address various uncertainties from renewable energy, electric load, and hydrogen demand. Furthermore, our numerical simulations show that the proposed joint planning model can save the total system cost, reduce renewable energy curtailment, and increase the utilization level of transmission lines.

08 HYDROGEN↗
NASA NTRS1999

Estimated Benefits of Variable-Geometry Wing Camber Control for Transport Aircraft

Analytical benefits of variable-camber capability on subsonic transport aircraft are explored. Using aerodynamic performance models, including drag as a function of deflection angle for control surfaces of interest, optimal performance benefits of variable camber are calculated. Results demonstrate that if all wing trailing-edge surfaces are available for optimization, drag can be significantly reduced at most points within the flight envelope. The optimization approach developed and illustrated for flight uses variable camber for optimization of aerodynamic efficiency (maximizing the lift-to-drag ratio). Most transport aircraft have significant latent capability in this area. Wing camber control that can affect performance optimization for transport aircraft includes symmetric use of ailerons and flaps. In this paper, drag characteristics for aileron and flap deflections are computed based on analytical and wind-tunnel data. All calculations based on predictions for the subject aircraft and the optimal surface deflection are obtained by simple interpolation for given conditions. An algorithm is also presented for computation of optimal surface deflection for given conditions. Benefits of variable camber for a transport configuration using a simple trailing-edge control surface system can approach more than 10 percent, especially for nonstandard flight conditions. In the cruise regime, the benefit is 1-3 percent.

Bolonkin, Alexander↗
DOE OSTI2021

Development of MCNP Training Modules for Safeguards Practitioners [Abstract]

The Monte-Carlo N-Particle (MCNP) software developed at LANL is the most widely used neutron transport code in the world. It is an essential tool for a variety of applications including detector development and design, nuclear fuel burnup simulation, criticality safety, and nondestructive assay system optimization. For this reason, it is indispensable within the safeguards and materials control & accountability (MC&A) communities. Multiple MCNP training courses have been created and taught over the last several decades by the MCNP development team at LANL, however there are no existing courses that cover specialized topics considered fundamental to NDA and safeguards models. To fill this gap, the MCNP team and Safeguards Science and Technology group at LANL have co-created a set of training modules customized to meet the specialized needs of the safeguards and MC&A communities. The basic modules cover concepts such as NDA system optimization, He-specific and other capture tallies, and tools for improved theoretical understanding. An advanced module was also created to cover topics including variance reduction for active interrogation simulations, use of the LANL MCNPTools post-processor, PTRAC (particle tracking) and list-mode data simulations, and fuel burnup simulations. The training modules teach to the latest and most state-of-the-art MCNP features and tools released by the development team at LANL and are intended to be taught jointly by the developers and safeguards experts. Ultimately, we hope that creation of these modules will serve to capture and convey the safeguards modeling and MCNP expertise at LANL, and that we will be able to share the modules more broadly with the MC&A and safeguards communities.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗
DOE OSTI2024

Nuclear waste attributes of near-term deployable small modular reactors

The nuclear waste attributes of near-term deployable SMRs were assessed using established nuclear waste metrics, which are the DU mass, SNF mass, volume, activity, decay heat, radiotoxicity, and decommissioning LLW volumes. Metrics normalized per unit electricity generation were compared to a reference large PWR. Three SMRs, VOYGR, Natrium, and Xe-100, were selected because they represent a range of reactor and fuel technologies and are active designs deployable by the decade’s end. The SMR nuclear waste attributes show both some similarities to the PWR and some significant differences caused by reactor-specific design features. The DU mass is equivalent to or slightly higher than the PWR. Back-end waste attributes for SNF disposition vary, but the differences have a limited impact on long-term repository isolation. SMR designs can vary significantly in SNF volume (and thus heat generation density). However, these differences are amenable to design optimization for handling, storage, transportation, and disposal technologies. Nuclear waste attributes from decommissioning vary depending on design and decommissioning technology choices. Given the analysis results in this study and assuming appropriate waste management system and operational optimization, there appear to be no major challenges to managing SMR nuclear wastes compared to the reference PWR.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
NASA NTRS1999

Engineering Overview of a Multidisciplinary HSCT Design Framework Using Medium-Fidelity Analysis Codes

An objective of the HPCC Program at NASA Langley has been to promote the use of advanced computing techniques to more rapidly solve the problem of multidisciplinary optimization of a supersonic transport configuration. As a result, a software system has been designed and is being implemented to integrate a set of existing discipline analysis codes, some of them CPU-intensive, into a distributed computational framework for the design of a High Speed Civil Transport (HSCT) configuration. The proposed paper will describe the engineering aspects of integrating these analysis codes and additional interface codes into an automated design system. The objective of the design problem is to optimize the aircraft weight for given mission conditions, range, and payload requirements, subject to aerodynamic, structural, and performance constraints. The design variables include both thicknesses of structural elements and geometric parameters that define the external aircraft shape. An optimization model has been adopted that uses the multidisciplinary analysis results and the derivatives of the solution with respect to the design variables to formulate a linearized model that provides input to the CONMIN optimization code, which outputs new values for the design variables. The analysis process begins by deriving the updated geometries and grids from the baseline geometries and grids using the new values for the design variables. This free-form deformation approach provides internal FEM (finite element method) grids that are consistent with aerodynamic surface grids. The next step involves using the derived FEM and section properties in a weights process to calculate detailed weights and the center of gravity location for specified flight conditions. The weights process computes the as-built weight, weight distribution, and weight sensitivities for given aircraft configurations at various mass cases. Currently, two mass cases are considered: cruise and gross take-off weight (GTOW). Weights information is obtained from correlations of data from three sources: 1) as-built initial structural and non-structural weights from an existing database, 2) theoretical FEM structural weights and sensitivities from Genesis, and 3) empirical as-built weight increments, non-structural weights, and weight sensitivities from FLOPS. For the aeroelastic analysis, a variable-fidelity aerodynamic analysis has been adopted. This approach uses infrequent CPU-intensive non-linear CFD to calculate a non-linear correction relative to a linear aero calculation for the same aerodynamic surface at an angle of attack that results in the same configuration lift. For efficiency, this nonlinear correction is applied after each subsequent linear aero solution during the iterations between the aerodynamic and structural analyses. Convergence is achieved when the vehicle shape being used for the aerodynamic calculations is consistent with the structural deformations caused by the aerodynamic loads. To make the structural analyses more efficient, a linearized structural deformation model has been adopted, in which a single stiffness matrix can be used to solve for the deformations under all the load conditions. Using the converged aerodynamic loads, a final set of structural analyses are performed to determine the stress distributions and the buckling conditions for constraint calculation. Performance constraints are obtained by running FLOPS using drag polars that are computed using results from non-linear corrections to the linear aero code plus several codes to provide drag increments due to skin friction, wave drag, and other miscellaneous drag contributions. The status of the integration effort will be presented in the proposed paper, and results will be provided that illustrate the degree of accuracy in the linearizations that have been employed.

Weston, R. P.↗
NASA NTRS2001

HSCT4.0 Application: Software Requirements Specification

The software requirements for the High Performance Computing and Communication Program High Speed Civil Transport application project, referred to as HSCT4.0, are described. The objective of the HSCT4.0 application project is to demonstrate the application of high-performance computing techniques to the problem of multidisciplinary design optimization of a supersonic transport configuration, using high-fidelity analysis simulations. Descriptions of the various functions (and the relationships among them) that make up the multidisciplinary application as well as the constraints on the software design arc provided. This document serves to establish an agreement between the suppliers and the customer as to what the HSCT4.0 application should do and provides to the software developers the information necessary to design and implement the system.

Salas, A. O.↗
DOE OSTI2022

Optimizing first- and last-mile public transit services leveraging transportation network companies (TNC)

First-mile last-mile (FMLM) mobility services that connect riders to public transit can lead to improved transit accessibility and network efficiency if such services are convenient and reliable. However, many current FMLM services are inefficient and costly because they are inflexible (e.g., fixed supply of shuttles) and do not leverage collected data for optimized decision making. At the same time, new forms of shared mobility can provide added flexibility and real-time analytics to FMLM systems when carefully integrated. This study evaluates performance and cost implications of public/private coordination between transit shuttles and transportation network companies (TNC) in the FMLM context. A real-time operations model was developed to simulate daily operations for an existing FMLM system using real-world demand data. Three supply strategies were tested with varying levels of flexibility: (1) Status Quo (two 23-passenger on-demand shuttles), (2) Hybrid (one 23-passenger on-demand shuttle + TNC), and (3) TNC Only (exclusively use TNC services). Results indicated that the added flexibility of the Hybrid service design (using shuttles and TNCs) improved service performance (a 7.7% improvement), reduced daily operating costs (– 6.0%), and improved service reliability (95th percentile travel times decreased by up to 40% during peak periods). In addition, the Hybrid service design was more robust to variations in demand. Here, the Hybrid service was significantly cheaper to operate (– 31.6%) at reduced demand levels (50% of normal), and improved service performance (a 10.2% improvement) when demand levels were increased (150% of normal). These findings emphasize the importance of flexibility in FMLM service designs, especially when demand is sparse and variable.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
NASA NTRS2012

Optimal Routing and Control of Multiple Agents Moving in a Transportation Network and Subject to an Arrival Schedule and Separation Constraints

We address the problem of navigating a set of moving agents, e.g. automated guided vehicles, through a transportation network so as to bring each agent to its destination at a specified time. Each pair of agents is required to be separated by a minimal distance, generally agent-dependent, at all times. The speed range, initial position, required destination, and required time of arrival at destination for each agent are assumed provided. The movement of each agent is governed by a controlled differential equation (state equation). The problem consists in choosing for each agent a path and a control strategy so as to meet the constraints and reach the destination at the required time. This problem arises in various fields of transportation, including Air Traffic Management and train coordination, and in robotics. The main contribution of the paper is a model that allows to recast this problem as a decoupled collection of problems in classical optimal control and is easily generalized to the case when inertia cannot be neglected. Some qualitative insight into solution behavior is obtained using the Pontryagin Maximum Principle. Sample numerical solutions are computed using a numerical optimal control solver.

Sadovsky, A. V.↗
NASA NTRS2012

Multi-Objective Optimization of a Turbofan for an Advanced, Single-Aisle Transport

Considerable interest surrounds the design of the next generation of single-aisle commercial transports in the Boeing 737 and Airbus A320 class. Aircraft designers will depend on advanced, next-generation turbofan engines to power these airplanes. The focus of this study is to apply single- and multi-objective optimization algorithms to the conceptual design of ultrahigh bypass turbofan engines for this class of aircraft, using NASA s Subsonic Fixed Wing Project metrics as multidisciplinary objectives for optimization. The independent design variables investigated include three continuous variables: sea level static thrust, wing reference area, and aerodynamic design point fan pressure ratio, and four discrete variables: overall pressure ratio, fan drive system architecture (i.e., direct- or gear-driven), bypass nozzle architecture (i.e., fixed- or variable geometry), and the high- and low-pressure compressor work split. Ramp weight, fuel burn, noise, and emissions are the parameters treated as dependent objective functions. These optimized solutions provide insight to the ultrahigh bypass engine design process and provide information to NASA program management to help guide its technology development efforts.

Berton, Jeffrey J.↗