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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 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Real-World Driving Features for Identifying Intelligent Driver Model Parameters: Preprint

Driver behavior models play a significant role in representing different driving styles and the associated relationships with traffic patterns and vehicle energy consumption in simulation studies. The models often serve as a proxy for baseline human driving when assessing energy-saving strategies that alter vehicle velocity. Such models are especially important in connectivity-enabled energy-saving strategy research because they can easily adapt to changing driving conditions like posted speed limits or change in traffic light state. While numerous driver models exist, parametric driver models provide the flexibility required to represent variability in real-world driving through different combinations of model parameters. These model parameters must be informed by a representative set of parameter values for the driver model to adequately represent a real-world driver. It stands to reason that determining the parameter values from real-world driving data would serve the purpose of representing a real-world driver. While the published literature is replete with techniques and consequences of using real-world driving data to determine parameter values for parametric driver models, none have explored them in the context of using shorter driving features where the parameter values may change over the course of a single trip for the same driver. In this study we consider the “Intelligent Driver Model” (IDM) as the driver behavior model to explore and real-world driving data from the Transportation Secure Data Center (TSDC) maintained at the National Renewable Energy Laboratory (NREL). The TSDC includes real-world travel data from across the United States, from which NREL has created a wide range of driving routes consisting of road features such as speed limits, stop locations and turn locations. The real-world driving data are categorized into different driving regimes and extracted into driving features. The driving features are then used to calibrate the parameter values for the IDM. The distribution of the parameters and the relationships among them are reported. The insights obtained from this study enable judicious usage of IDM or similar parametric driver models to represent baseline human driver behavior in simulations.

27 ARPA - Advanced Research Projects Agency-Energy↗
DOE OSTI2023

Quantifying automated vehicle benefits in reducing driving stress: a simulation experiment approach

Driving is a stressful activity because of the mental workload required to maneuver a vehicle in certain travel contexts, such as congested traffic, multi-modal networks requiring complex interaction with surrounding vehicles, and aggressive driving. Autonomous vehicles (AVs), on the other hand, can reduce the mental workload by performing most of the driving tasks and providing users with a comfortable ride. This study develops a pathway model to relate different health determinants, including travel reliability, safety, driving comfort, and value of time, to Autonomous vehicles driving and studies their impact on the value of driving stress. A case study example of Autonomous vehicles simulation is used to determine the impact of these health determinants. The value of driving stress in Autonomous vehicles is estimated as a function of the value of these individual health determinants. The results show that the perception of safe or unsafe driving in Autonomous vehicles is the most important factor in changing the perception of driving stress in Autonomous vehicles. Similarly, perceptions of comfortable driving in Autonomous vehicles and reduced workload with a higher value of time also reduce driving stress in Autonomous vehicles. These results allow Autonomous vehicles adoption models to explicitly consider driving stress reduction as a benefit and can improve understanding of Autonomous vehicles adoption, which may require quantitative analysis of underlying motivating benefits, including driving stress reduction.

Khattak, Zulqarnain H.↗
DOE OSTI2020

Control rod drive mechanism (CRDM) with remote disconnect mechanism

The drive assembly includes annular drive magnets extending around a top end of a drive shaft and annular drive coils extending around the drive magnets, separated by a pressure boundary. A latch assembly is coupled to the drive magnets and engages with the drive shaft in response to actuation of the drive assembly. The drive coils also rotate the drive magnets and the engaged latch assembly to axially displace the drive shaft. Deactivating the drive coils disengages the latch assembly from the drive shaft, dropping a connected control rod assembly via gravity into a nuclear fuel assembly.

Lobscheid, Christian↗
DOE OSTI2023

HCPerf: Driving Performance-Directed Hierarchical Coordination for Autonomous Vehicles

The rapid development of autonomous driving poses new research challenges to the on-vehicle computing system. In particular, the execution time of autonomous driving tasks highly depends on the specific driving environment. For instance, the execution time of configurable sensor fusion increases significantly as the scene becomes complex, which leads to end-to-end deadline misses from sensing to control and may cause accidents. Thus, a framework that can effectively utilize the system resources to guarantee the end-to-end deadlines of autonomous driving tasks as well as effectively prioritize the responsiveness and throughput of the control commands is crucial for autonomous driving. In this paper, we propose HCPerf, a performance-directed hierarchical coordination framework that intelligently coordinates the autonomous driving tasks with high execution time variation and complex dependencies according to the driving performance in real-time. Specifically, HCPerf mainly consists of two coordinators. The internal coordinator intelligently schedules the tasks according to the driving performance of the vehicle in order to help them meet the end-to-end deadlines while well prioritizing the responsiveness and throughput of the control commands. At the same time, the external coordinator dynamically tunes the rates of tasks according to the schedulability in order to efficiently utilize the system resource. We conduct extensive experiments on both simulation and hardware testbeds with the representative autonomous driving application. The results show that HCPerf can effectively improve the driving performance by 7.69%-45.94% in different driving scenarios.

Ma, Jialiang↗
DOE OSTI2021

Quantitative Evaluation of Autonomous Driving in CARLA

There has been a great deal of recent advancements in end-to-end imitation and reinforcement learning for self-driving vehicles. Despite this, there is a severe lack of standardized metrics for evaluating the performance of autonomous self-driving agents. Existing metrics are generally lacking in their ability to capture a wide range of driving behaviors and compare the severity of different failure cases. In this work, we introduce the Quantitative Evaluation for Driving metric, or QED, which assigns a quantitative score from 0-100 that captures the quality of driving for any driving agent. Our QED metric assesses different aspects of driving behavior including the ability to stay in the center of the lane, avoid weaving and erratic behavior, follow the speed limit, and avoid collisions, and it can be used under a wide range of driving scenarios. To show the effectiveness of our QED metric, we compare the scores generated by QED against scores assigned by human evaluators on a total of 30 different drivers and 6 different towns in the CARLA driving simulator. In ``easy'' evaluation scenarios, where it is relatively straightforward to distinguish better drivers from worse drivers, QED attains an average Pearson correlation of 0.96 and average Spearman correlation of 0.97 when compared against human evaluators. In ``hard'' evaluation scenarios, where it is far more ambiguous how to rank/score different types of bad driving behavior, QED attains an average Pearson correlation of 0.82 and average Spearman correlation of 0.75 when compared against human evaluators, which are both slighter higher than when we compare human evaluators against each other. While QED may not capture every characteristic that defines good driving, we consider it an important foundation for reproducibility and standardization in the community.

Gao, Shang↗
DOE OSTI2024

Shapiro steps and stability of skyrmions interacting with alternating anisotropy under the influence of ac and dc drives

Here we use atomistic simulations to examine the sliding dynamics of a skyrmion in a two-dimensional system containing a periodic one-dimensional stripe pattern of variations between low and high values of the perpendicular magnetic anisotropy. The skyrmion changes in size as it crosses the interface between two anisotropy regions. On applying combined dc and ac driving in either parallel or perpendicular directions, we observe a wide variety of Shapiro steps, Shapiro spikes, and phase-locking phenomena. The phase-locked orbits have two-dimensional dynamics due to the gyrotropic or Magnus dynamics of the skyrmions and are distinct from the phase-locked orbits found for strictly overdamped systems. Along a given Shapiro step when the ac drive is perpendicular to the dc drive, the velocity parallel to the ac drive is locked while the velocity in the perpendicular direction increases with increasing drive to form Shapiro spikes. At the transition between adjacent Shapiro steps, the parallel velocity jumps up to the next step value, and the perpendicular velocity drops. The skyrmion Hall angle shows a series of spikes as a function of increasing dc drive, where the jumps correspond to the transition between different phase-locked steps. At high drives, the Shapiro steps and Shapiro spikes are lost. When both the ac and dc drives are parallel to the stripe periodicity direction, Shapiro steps appear, while if the dc drive is parallel to the stripe periodicity direction and the ac drive is perpendicular to the stripe periodicity, then there are only two locked phases, and the skyrmion motion consists of a combination of sliding along the interfaces between the two anisotropy values and jumping across the interfaces.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
DOE OSTI2023

Driving mode analysis—How uncertain functional inputs propagate to an output

Abstract Driving mode analysis elucidates how correlated features of uncertain functional inputs jointly propagate to produce uncertainty in the output of a computation. Uncertain input functions are decomposed into three terms: the mean functions, a zero‐mean driving mode, and zero‐mean residual. The random driving mode varies along a single direction, having fixed functional shape and random scale. It is uncorrelated with the residual, and under linear error propagation, it produces an output variance equal to that of the full input uncertainty. Finally, the driving mode best represents how input uncertainties propagate to the output because it minimizes expected squared Mahalanobis distance amongst competitors. These characteristics recommend interpretation of the driving mode as the single‐degree‐of‐freedom component of input uncertainty that drives output uncertainty. We derive the functional driving mode, show its superiority to other seemingly sensible definitions, and demonstrate the utility of driving mode analysis in an application. The application is the simulation of neutron transport in criticality experiments. The uncertain input functions are nuclear data that describe how Pu reacts to bombardment by neutrons. Visualization of the driving mode helps scientists understand what aspects of correlated functional uncertainty have effects that either reinforce or cancel one another in propagating to the output of the simulation.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2026

Flashlamp drive system for a high-energy 10–100 kHz pulse-burst Nd:YAG laser

We present the design of the flashlamp drive system for the NG100 laser, a 1 J/pulse, 10–100 kHz, pulse-burst Nd:YAG laser system being developed for application in a Thomson scattering plasma diagnostic. This flashlamp drive system is under active development, with a prototype now being constructed. The flashlamp drive system is modular, with each module capable of driving a series pair of linear flashlamps. Each drive module contains and is controlled by a dedicated Analog Regulator Controller. Thus each module is independently operable and controllable. This modular approach imposes no intrinsic limit to the number of modules that may be applied to drive the flashlamp pairs in a laser system. Each flashlamp drive module has a switch-regulated topology. An 1800 V main capacitor bank provides 25 kJ of energy storage, while a lower voltage output capacitor bank provides filtering and the initial energy delivered to the flashlamps at the start of the drive pulse. The main bank is recharged after each flashlamp drive pulse. As energy is drawn from the output bank by the flashlamps, an IGBT switching regulator feeds current from the main bank through an inductor to replenish the output capacitor bank. The rate of replenishment is feedback-controlled to maintain a regulated supply of power to the flashlamp load, with a setpoint range of 0.07 to 1.65 MW. An Analog Regulator Controller produces two-state variable pulse width feedback switching of the regulator IGBT. The switching frequency is ≤ 20 kHz, dynamically adjusted to limit ripple of the flashlamp power to ±3% statistical standard deviation of mean. For development or troubleshooting, each module is operable independent of the laser digital control system (microcontroller and FPGA).

Plasma diagnostics - interferometry↗
DOE OSTI2020

The turbulence driving parameter of molecular clouds in disc galaxies

ABSTRACT Supersonic turbulence plays a pivotal role during the formation of molecular clouds and stars in galaxies. However, little is known about how the fraction of compressive and solenoidal modes in the velocity field evolves over time and how it depends on properties of the molecular cloud or the galactic environment. In this work, we carry out magnetohydrodynamical simulations of disc galaxies and study the time evolution of the turbulence driving parameter for an ensemble of clouds. We find that the time-averaged turbulence driving parameter is insensitive to the position of the cloud within the galaxy. The ensemble-averaged driving parameter is found to be rather compressive with b ∼ 0.5–0.7, indicating almost time-independent global star formation properties. However, each individual cloud shows a highly fluctuating driving parameter, which would strongly affect the cloud’s star formation rate. We find that the mode of turbulence driving can rapidly change within only a few Myr, both from solenoidal to compressive and vice versa. We attribute these changes to cloud collisions and to tidal interactions with clouds or overdensities in the environment. Last, we find no significant differences in the average driving parameter between hydrodynamic and initially strongly magnetized galaxies. However, the magnetic field tends to reduce the overall fluctuation of the driving parameter. The average driving and its uncertainty are seen to be in agreement with recent constraints on the turbulence driving mode for solar neighbourhood clouds.

Körtgen, Bastian↗
DOE OSTI2022

The driving mode of shock-driven turbulence

Turbulence in the interstellar medium (ISM) is crucial in the process of star formation. Shocks produced by supernova explosions, jets, radiation from massive stars, or galactic spiral-arm dynamics are amongst the most common drivers of turbulence in the ISM. However, it is not fully understood how shocks drive turbulence, in particular whether shock driving is a more solenoidal (rotational, divergence-free) or a more compressive (potential, curl-free) mode of driving turbulence. The mode of turbulence driving has profound consequences for star formation, with compressive driving producing three times larger density dispersion, and an order of magnitude higher star formation rate than solenoidal driving. Here, we use hydrodynamical simulations of a shock inducing turbulent motions in a structured, multiphase medium. This is done in the context of a laser-induced shock, propagating into a foam material, in preparation for an experiment to be performed at the National Ignition Facility (NIF). Specifically, we analyse the density and velocity distributions in the shocked turbulent medium, and measure the turbulence driving parameter $b=(\sigma _{\rho /\langle \rho \rangle }^{2\Gamma }-1)^{1/2}(1-\sigma _{\rho /\langle \rho \rangle }^{-2})^{-1/2}\mathcal {M}^{-1}\Gamma ^{-1/2}$, with the density dispersion σρ/<ρ>, the turbulent Mach number $\mathcal {M}$, and the polytropic exponent Γ. Purely solenoidal and purely compressive driving correspond to b ~ 1/3 and b ~ 1, respectively. As a result, using simulations in which a shock is driven into a multiphase medium with structures of different sizes and Γ < 1, we find b ~ 1 for all cases, showing that shock-driven turbulence is consistent with strongly compressive driving.

79 ASTRONOMY AND ASTROPHYSICS↗
DOE OSTI2020

Skyrmion dynamics and transverse mobility: skyrmion Hall angle reversal on 2D periodic substrates with dc and biharmonic ac drives

Here we numerically examine the dynamics of a skyrmion interacting with a two-dimensional periodic substrate under dc and biharmonic ac drives. We show that the Magnus force of the skyrmion produces circular orbits that can resonate with the ac drive and the periodicity of the substrate to create quantized motion both parallel and perpendicular to the dc drive. The skyrmion Hall angle exhibits a series of increasing and/or decreasing steps along with strongly fluctuating regimes. In the phase locked regimes, the skyrmion Hall angle is constant and the skyrmion motion consists of periodic orbits encircling an integer number of obstacles per every or every other ac drive cycle. We also observe phases in which the skyrmion moves at 90° with respect to the driving direction even in the presence of damping, a phenomenon called absolute transverse mobility that can exhibit reentrance as a function of dc drive. When the biharmonic ac drives have different amplitudes in the two directions, we find regimes in which the skyrmion Hall angle shows a sign reversal from positive to negative, as well as a reentrant pinning effect in which the skyrmion is mobile at low drives but becomes pinned at higher drives. These behaviors arise due to the combination of the Magnus force with the periodic motion of the skyrmions, which produce Shapiro steps, directional locking, and ratchet effects.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
DOE OSTI2020

Estimating region-specific fuel economy in the United States from real-world driving cycles

Here we describe a method for estimating region-specific real-world light-duty vehicle fuel economy in the United States that is unique in both the size and representativeness of real-world driving that was considered, and for its ability to model regional variations in driving patterns. Over one million miles of national driving data were used to select real-world cycles representative of observed trip categories. The six cycles were compared to U.S. legislative cycles, revealing some key differences. Finally, a set of cycle weighting factors for 533 separate U.S. regions was derived from annual traffic statistics. Applying this method, it was found that regional fuel economy varies due to differences in driving patterns alone and that rural driving patterns lead to improved fuel economy (for conventional vehicles). The driving cycles and regional weighting factors described here are useful for testing and simulation studies, specifically those sensitive to regional variations in driving patterns.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2022

Reflection on the Challenges, Accomplishments, and New Frontiers of Gene Drives

Ongoing pest and disease outbreaks pose a serious threat to human, crop, and animal lives, emphasizing the need for constant genetic discoveries that could serve as mitigation strategies. Gene drives are genetic engineering approaches discovered decades ago that may allow quick, super-Mendelian dissemination of genetic modifications in wild populations, offering hopes for medicine, agriculture, and ecology in combating diseases. Following its first discovery, several naturally occurring selfish genetic elements were identified and several gene drive mechanisms that could attain relatively high threshold population replacement have been proposed. This review provides a comprehensive overview of the recent advances in gene drive research with a particular emphasis on CRISPR-Cas gene drives, the technology that has revolutionized the process of genome engineering. Herein, we discuss the benefits and caveats of this technology and place it within the context of natural gene drives discovered to date and various synthetic drives engineered. Later, we elaborate on the strategies for designing synthetic drive systems to address resistance issues and prevent them from altering the entire wild populations. Lastly, we highlight the major applications of synthetic CRISPR-based gene drives in different living organisms, including plants, animals, and microorganisms.

59 BASIC BIOLOGICAL SCIENCES↗
DOE OSTI2023

Waste heat recovery hybrid power drive

A vehicle system includes an engine, a transmission, a differential, and a waste heat recovery (WHR) drive that converts thermal energy into mechanical and electrical energy. The WHR drive can include a WHR power unit structured to convert thermal energy into rotation of a WHR drive shaft. A motor/generator having a motor/generator shaft can selectively operate as a motor or a generator. A mechanical linkage is structured to selectively link an output shaft to one of the WHR drive shaft and the motor/generator drive shaft independently of the other of the WHR drive shaft and the motor/generator drive shaft. The output shaft is selectively coupled to one of the engine, the transmission, or the differential. The vehicle system may also include a traction motor to provide drive to the vehicle. The output shaft can be selectively coupled to the traction motor or the engine.

Narula, Manik↗
DOE OSTI2026

Strong-Drive Limits in Josephson Circuits: From Chaos to an Unbound-Resonance Threshold

Strong microwave drives enable fast measurement and parametric control in superconducting circuits but can induce transitions out of the intended low-energy manifold. We develop a unified description of strong-drive limits in flux- and charge-driven Josephson circuits across drive frequency and dc flux bias. Using classical phase-space analysis and Floquet--Markov simulations, we identify distinct low- and high-frequency mechanisms. At low frequency, we characterize bound-state resonances and separatrix chaos and find that the flux-drive chaos threshold depends strongly on dc flux bias. At high frequency, these mechanisms are suppressed, and the dissipative steady state transfers from the central bound-state sector to outer resonances formed by above-barrier running trajectories. The resulting unbound-resonance threshold is nearly independent of drive frequency and circuit parameters over the regime studied and is controlled primarily by dc flux bias. Coherent simulations show that parametric operation persists beyond this threshold, but at a reduced rate, setting an effective upper bound on the achievable operation speed. We derive analytical criteria for both thresholds, validate them numerically, and experimentally confirm the predicted dc-bias dependence of the low-frequency threshold in a flux-driven SQUID. We also determine the timescales for transfer into the unbound-resonance regime and relaxation back to the bound-state manifold after the drive is removed. Finally, we relate the stability limits to a complementary picture based on the junction critical current and extend the framework to multitone drives and inductively shunted circuits. Together, these results identify the mechanisms limiting strong driving and suggest routes to extend the stable operating range of Josephson circuits.

You, Xinyuan [Fermilab] (ORCID:0000000291789419)↗
DOE OSTI2022

WBG-Enabled Current-Source Inverters for Integrated PM Motor Drives

This project takes advantage of the special capabilities of wide-bandgap (WBG) power semiconductor devices to develop innovative power electronics in the form of new current-source inverters (CSIs) that offer promising advantages over the dominant voltage-source inverter (VSI) topology. These CSIs, in turn, are extremely well-suited for integration into the housings of permanent magnet synchronous machines (PMSMs) to form integrated motor drives (IMDs). These new IMDs offer great promise for achieving major energy savings in a wide variety of applications that benefit from adjustable-speed control, including air conditioners, laundry appliances, industrial pumps/compressors, electric vehicles, and aerospace drives. WBG devices play a critical enabling role in these new IMDs because of their transformative features including much higher switching frequencies, lower losses, and compatibility with high operating temperatures. When incorporated into new CSI-based IMDs with PM machines, these WBG switches open the door to achieving major increases in power density, drive system efficiency, and fault tolerance, as well as substantial reductions in electromagnetic interference (EMI), manufacturing cost, and temperature-induced failures. The higher operating temperature capability of WBG devices compared to conventional silicon power devices is very appealing in IMD applications because the power electronics is mounted in close proximity to the motors which typically operate at temperatures well above the maximum limits of today’s silicon-based power electronics. This project has succeeded in designing, building, and testing multiple prototype versions of this CSI-IMD that have overcome many technical challenges in order to demonstrate the impressive performance improvements that can be achieved by the WBG-enabled CSI-IMD. The preliminary demo and bench-top versions of the current-source inverter developed during the first two years of the project were critical to laying the technical foundations for the 3 kW prototype CSI-IMD unit that was successfully built and tested during the third year. This prototype CSI-IMD unit was designed to fit within the housing envelope of the original permanent magnet (PM) synchronous machine in order to meet the demanding power density requirements that were set at the beginning of the project. All of the remaining performance objectives set for the prototype CSI-IMD unit including efficiency and electromagnetic interference (EMI) were also met. The last 18 months of the project were devoted to developing further enhancements of the WBG-enabled CSI-IMD technology that better prepare it for commercial production. More specifically, an upgraded version of the prototype CSI-IMD unit was developed that moved the power electronics into the same machine housing chamber as the motor, substantially raising the thermal demands on the power electronics. Tests with five different combinations of motor enclosure types and air cooling configurations were evaluated. Importantly, this work confirmed that the power electronics can deliver its full rated power and still operate well within its maximum temperature limits even for worst-case conditions when the housing is “totally-enclosed” without any openings for air to enter or exit the enclosure, and no blower/fan is provided to blow air over the outside surface of the enclosure. Reaching the full performance and energy-savings potential of this disruptive CSI-IMD motor drive technology is highly consistent with ARPA-E’s stated mission to “enhance the economic and energy security of the United States” while also supporting its commitment to “ensure that the U.S. maintains a technological lead in developing and deploying advanced energy technologies”. Follow-on projects are under way to explore the scalability of WBG-enabled CSI-IMD technology to 100 kW (peak) electric vehicle traction drives and fault-tolerant modular motor drives for future electrified aircraft propulsion applications.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2026

Thermal Management Solution for an Integrated Outer-Rotor Motor Drive: Opportunities and Challenges

This work highlights an integrated thermal management solution for the outer-rotor motor (ORM) drive. The integrated ORM drive utilizes water-ethylene glycol coolant for power electronics and stator cooling. Air cooling is used for rotor laminations, magnets and outer-rotor structures, and the rotor shaft. To fully understand the performance of the integrated ORM drive and thermal management coupling effects, a full drive conjugate heat transfer model has been developed to investigate coupled cooling performance of various components of the ORM drive. Various motor rotational speeds, power output scenarios, and cooling options for the integrated ORM drive have been investigated. The model estimates the operating window for the ORM drive while keeping component operating temperatures below prescribed limits. The model also highlights the importance of windage losses at higher rotational speeds for this ORM design, which involves higher rotor surface area per unit width of the rotor. Different designs are also investigated, particularly focusing on rotor cooling with air either naturally induced by rotor spin or forced airflow with the help of a blower, to circumvent challenges imposed by higher windage losses. The work highlights motor rotational speed limitations and the need for potential liquid cooling options for desired rotor performance at higher rotational speeds. Liquid cooling for the rotor may even become more critical for nonuniform rotor-stator gaps, leading to even higher and uneven windage losses across the full circumference of the motor, consequentially, more heating for the rotor.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2020

Drive-pressure optimization in ramp-wave compression experiments through differential evolution

Ramp-wave dynamic-compression experiments are used to examine quasi-isentropic loading paths in materials. The gradual and continuous increase in pressure created by ramp waves make these types of experiments ideal for studying nonequilibrium material behavior, such as solidification kinetics. In ramp-wave compression experiments, the input drive pressure to the experimental setup may be exerted through one of a number of different mechanisms (e.g., magnetic fields, gas-gun-driven impactors, or high-energy lasers) and is generally required for simulating such experiments. Yet, regardless of the specific mechanism, this drive pressure cannot be measured directly (measurements are generally taken at a location near the back of the experimental setup through a transparent window), leading to an inverse problem where one must determine the drive pressure at the front of the experimental setup (i.e., the input) that corresponds to the particle velocity (the output) measured near the back of the experimental setup. Furthermore, we solve this inverse problem using a heuristic optimization algorithm, known as differential evolution, coupled with a multiphysics, hydrodynamics code that simulates the compression of the experimental setup. By running many rounds of forward simulations of the experimental setup, our optimization process iteratively searches for a drive pressure that is optimized to closely reproduce the experimentally measured particle velocity near the back of the experimental setup. While our optimization methodology requires a significant number of hydrodynamics simulations to be conducted, many of these can be performed in parallel, which greatly reduces the time cost of our methodology. One novel aspect of our method for determining the drive pressure is that it does not require physical modeling of the drive mechanism and can thus be broadly applied to many types of ramp-compression experiments, regardless of the drive mechanism.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗