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At least 55 records · Page 3

Electronic structure theory with molecular point group symmetries on quantum annealers

Quantum computation has the potential to revolutionize quantum chemistry through major speedups in computation times and an exponential reduction in computational resources. Here, we combine the symmetry-adapted Jordan–Wigner encoding based on the full Boolean symmetry group $\mathbb{Z}$$^{k}_{2}$ with our new implementation of the Xia–Bian–Kais (XBK) method for improving the efficiency of electronic structure theory calculations on quantum annealers, particularly by reducing the number of qubits needed to achieve the same accuracy. By providing a more extensive symmetry-adapted encoding (SAE) than previous work, we are able to simulate molecules larger than those previously reported that have been studied using methods developed for quantum annealers and without using an active space. We calculated the potential energy surfaces of H 2 , LiH, He 2 , H 2 O, O 2 , N 2 , Li 2 , F 2 , CO, BH 3 , NH 3 , and CH 4 , with the largest molecule in the STO-6G basis set requiring 16 qubits with our SAE, and compared them with full configuration interaction results. The application of SAE to the XBK method provides an exponential reduction in the size of the Hilbert space and scales well with the size of the problem. It does not introduce significant additional errors for even or large values of a key variational parameter that determines the number of ancilla qubits used in the XBK method’s Hamiltonian embedding, or for certain molecules such as He 2 and H 2 O. Here, we provide an explanation for this behavior and a recommendation on the usage of our method. In addition, we briefly discuss the potential of extracting electronic excited states from our method.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗

Heavy-Duty Hydrogen Station Equipment Performance Device (HD HyStEP) Specifications and Design Considerations

The original Hydrogen Station Equipment Performance (HyStEP) device was commissioned in 2015 and was critical for the rapid validation of light-duty (LD) hydrogen fueling stations. As applications for hydrogen as a heavy-duty (HD) transportation fuel continue to grow, new heavy-duty stations are being developed to fuel these vehicles that require larger onboard storage tank systems to meet HD transportation demands and drive cycles. The differences in size and geometry from LD vehicles have driven the creation of new hydrogen fueling protocols that will enable safe and economical fueling of HD vehicles. With the new requirements that are set out in HD fueling protocols like SAE J601-5, a new HyStEP-like device is needed to evaluate the capabilities of high-flow hydrogen stations to fuel HD vehicles to the new protocol standard. To create a heavy-duty HyStEP (HD HyStEP) device, an effort has been undertaken to evaluate the requirements that would form the basis for the design of a successful HD HyStEP device. The primary design goal of this HD HyStEP device is its capability of following a test methodology similar to what is outlined in CSA HGV 4.3, which guides the validation of LD fueling dispensers but with adjustments to verify adherence to the HD fueling protocols (SAE J2601-5) for 70 MPa and 35 MPa pressure class vehicles rather than the LD fueling protocols (SAE J2601). The design presented here aims to provide information that enables the creation of an HD HyStEP device that achieves the primary design goal while being informed by the years of experience from the current HyStEP operators.

08 HYDROGEN↗

Pull Force Evaluation of CCS Insulated End Caps

Insulated end caps installed on DC pins of Combined Charging System (CCS) inlets have been identified as potential debris sources within electric vehicle supply equipment (EVSE) connectors, increasing the risk of electric shock and fire hazards. Although standards such as IEC 62196-1:2022 specify mechanical pull-force requirements for these end caps, it remains unclear whether these requirements provide adequate robustness under real-world conditions. To address this concern, the National Charging Experience (ChargeX) Consortium's Hardware Task Force conducted evaluations of insulated end caps used in OEM CCS inlets. This study assesses the performance of insulated end caps used in OEM CCS inlets, specifically those installed on DC pins, using the procedures defined in IEC 62196-1:2022 (Section Sign) 26.7 and SAE J3400, supplemented by additional experimental conditioning. To ensure relevance to real-world conditions, NLR collaborated with charging network operators (CNOs) to guide the selection of charging inlet samples. Material analyses of the insulated end cap samples were conducted to confirm that the tested materials reflected the types and properties commonly observed in the field. The selected samples underwent temperature and humidity conditioning followed by pull-force testing to evaluate the end-cap integrity. Although SAE J3400 inlets were not directly tested due to limited diversity in available field data, the underlying end-cap principles between CCS and SAE J3400 are comparable, allowing the study's insights to be relevant to both technologies. Overall, this study provides a structured evaluation framework to inform potential refinements to mechanical pull-force requirements in charging standards.

33 ADVANCED PROPULSION SYSTEMS↗

Measured Engine Installation Effects of Four Civil Transport Airplanes

The Federal Aviation Administration's Integrated Noise Model (INM) is one of the primary tools for land use planning around airports. The INM currently calculates airplane noise lateral attenuation using the methods contained in the Society of Automotive Engineer's Aerospace Information Report No. 1751 (SAE AIR 1751). Researchers have noted that improved lateral attenuation algorithms may improve airplane noise prediction. The authors of SAE AIR 1751 based existing methods on empirical data collected from flight tests using 1960s-technology airplanes with tail-mounted engines. To determine whether the SAE AIR 1751 methods are applicable for predicting the engine installation component of lateral attenuation for airplanes with wing-mounted engines, the National Aeronautics and Space Administration (NASA) sponsored a series of flight tests during September 2000 at their Wallops Flight Facility. Four airplanes, a Boeing 767-400, a Douglas DC-9, a Dassault Falcon 2000, and a Beech KingAir, were flown through a 20 microphone array. The airplanes were flown through the array at various power settings, flap settings, and altitudes to simulate take-off and arrival configurations. This paper presents the preliminary findings of this study.

Senzig, David A.↗

Steady-State Cycle Deck Launcher Developed for Numerical Propulsion System Simulation

One of the objectives of NASA's High Performance Computing and Communications Program's (HPCCP) Numerical Propulsion System Simulation (NPSS) is to reduce the time and cost of generating aerothermal numerical representations of engines, called customer decks. These customer decks, which are delivered to airframe companies by various U.S. engine companies, numerically characterize an engine's performance as defined by the particular U.S. airframe manufacturer. Until recently, all numerical models were provided with a Fortran-compatible interface in compliance with the Society of Automotive Engineers (SAE) document AS681F, and data communication was performed via a standard, labeled common structure in compliance with AS681F. Recently, the SAE committee began to develop a new standard: AS681G. AS681G addresses multiple language requirements for customer decks along with alternative data communication techniques. Along with the SAE committee, the NPSS Steady-State Cycle Deck project team developed a standard Application Program Interface (API) supported by a graphical user interface. This work will result in Aerospace Recommended Practice 4868 (ARP4868). The Steady-State Cycle Deck work was validated against the Energy Efficient Engine customer deck, which is publicly available. The Energy Efficient Engine wrapper was used not only to validate ARP4868 but also to demonstrate how to wrap an existing customer deck. The graphical user interface for the Steady-State Cycle Deck facilitates the use of the new standard and makes it easier to design and analyze a customer deck. This software was developed following I. Jacobson's Object-Oriented Design methodology and is implemented in C++. The AS681G standard will establish a common generic interface for U.S. engine companies and airframe manufacturers. This will lead to more accurate cycle models, quicker model generation, and faster validation leading to specifications. The standard will facilitate cooperative work between industry and NASA. The NPSS Steady-State Cycle Deck team released a batch version of the Steady-State Cycle Deck in March 1996. Version 1.1 was released in June 1996. During fiscal 1997, NPSS accepted enhancements and modifications to the Steady-State Cycle Deck launcher. Consistent with NPSS' commercialization plan, these modifications will be done by a third party that can provide long-term software support.

VanDrei, Donald E.↗

X-38 Vehicle 131R Free Flights 1 and 2

The X-38 program is using a modern flight control system (FCS) architecture originally developed by Honeywell called MACH. During last year's SAE G&C subcommittee meeting, we outlined the design, implementation and testing of MACH in X-38 Vehicles 132, 131R & 201. During this year's SAE meeting, I'll focus upon the first two free flights of V131R, describing what caused the roll-over in FF1 and how we fixed it for FF2. I only have 30 minutes, so it will be a quick summary including VHS video. X-38 is a NASA JSC/DFRC experimental flight test program developing a series of prototypes for an International Space Station (ISS) Crew Return Vehicle (CRV), often described as an ISS "lifeboat." X-38 Vehicle 132 Free Flight 3 was the first flight test of a modern FCS architecture called Multi-Application ControlH (MACH), developed by the Honeywell Technology Center in Minneapolis and Honeywell's Houston Engineering Center. MACH wraps classical Proportional+integral (P+I) outer attitude loops around modern dynamic inversion attitude rate loops. The presentation at last year's SAE Aerospace Meeting No. 85 focused upon the design and testing of the FCS algorithm and Vehicle 132 Free Flight 3. This presentation will summarize flight control and aerodynamics lessons learned during Free Flights 1 and 2 of Vehicle 131R, a subsonic test vehicle laying the groundwork for the orbital/entry test of Vehicle 201 in 2003.

Munday, Steve↗

Sensitivity Analysis of a Polyphase Wireless Power Transfer System under Off-Nominal Conditions

Misaligned and/or variable coil airgaps cause coupling coefficient variation in wireless power transfer (WPT) systems, resulting in a decrease in the system’s transmitted power and efficiency. This paper presents sensitivity analyses of a three-phase, Y-Y connected, series-tuned WPT system in the frequency domain in terms of several different electric vehicle wireless charging off-nominal conditions (misalignments in Δ x and Δ y directions, change of airgap Δ z , and the roll Δψ, pitch Δθ, and yaw ΔΦ angles) as specified in Society of Automotive Engineers (SAE) J2954 Standard. Coil inductance matrices were obtained by measuring the self- and mutual inductances of the primary and secondary coil phase windings at variable airgap classes (from 5 cm to 30 cm) for five different charging positions as identified in SAE J2954. These 6 × 6 inductance matrices were used in sensitivity and Plexim/PLECS simulation analyses. The sensitivity of the WPT system was analyzed analytically using the input impedance and phase angle, voltage gain, current gain, quality factor, and coupling coefficient parameters of the series-tuned WPT system. The results were confirmed experimentally on a 50 kW WPT system.

42 ENGINEERING↗

Energy-Efficient Maneuvering of Connected and Automated Vehicles (CAVs) with Situational Awareness at Intersections (Final Progress Report)

The increased development of Connected and Automated Vehicle (CAV) systems, currently used for safety and driver convenience, presents new opportunities to improve the energy efficiency of vehicles. Southwest Research Institute (SwRI) achieved a 20% energy consumption reduction in a 2017 Toyota Prius Prime plug-in hybrid by using connectivity (V2V, V2I, V2X) as part of the Next Generation Energy Technologies for Connected and Automated on-Road Vehicles (NEXTCAR) program. The energy consumption gains were achieved by a combination of vehicle dynamics and powertrain control algorithms with a focus on SAE L1 and L2 automated vehicles where a human is still responsible for safe operation. SwRI is now involved in NEXTCAR-II, focusing on energy-efficient control tech for SAE Level 4/5 automated vehicles, aiming for a 30% energy reduction compared to stock hybrids. The rise of Mobility as a Service (MaaS) is driving investments in L4 and L5 automated vehicles. A study by the University of Michigan shows these vehicles might increase energy use and emissions by 3-20%. Technology similar to NEXTCAR can enhance energy efficiency in highly automated vehicles, leveraging improved sensing and actuation capabilities. While the NEXTCAR programs targeted energy efficiency improvements for a single vehicle, this program adopts a more expansive approach. It places its focus on understanding and testing the cumulative effects within a region or corridor, aiming to assess how a subset of vehicles equipped with NEXTCAR-style technologies influence the overall energy consumption of all vehicles traveling within that area. Additionally, the program explores infrastructure-based mobility solutions to optimize efficiency, and seeks to understand and quantify public perception and likelihood of technology adoption.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

MC Formula Protocol for H35HF Fueling (CRADA Final Report)

The National Renewable Energy Lab (NREL), Frontier Energy, and the industry partners worked together to help SAE J2601-5 develop an H35 high-flow (HF) medium-duty (MD) and heavy-duty (HD) fueling protocol. The team upgraded NREL's hydrogen filling simulations (H2FillS) model to accommodate an MC Formula fueling (t-final) table generation capability by leveraging NREL's high-performance computing system. Based on protocol boundary conditions (e.g., allowable maximum flow rate, range of storage system size) set by SAE J2601-5, the team generated the fueling tables and then validated the reliability of those tables by installing them on NREL's HD dispenser and ZBT's H35HF dispenser and then performing H35HF fueling experiments. Through the validation process, this team certified that the fueling tables generated were reliable to install in commercial H35HF dispensers and then performed H35HF fueling of commercial MD/HD vehicles.

08 HYDROGEN↗

Plug-in Electric Vehicle Charging Response Characterization for Grid Integration: Implications for Smart Charge Management

The rapid expansion of plug-in electric vehicles (PEVs) has created a unique challenge for electrical grids due to their significant power demand. At the same time, PEVs also create a unique opportunity to ease their own burden on the power grid, as they create a growing fleet of distributed energy resources capable of providing grid services such as demand response, frequency regulation, and renewable balancing. For aggregators and grid operators to effectively integrate PEVs into grid management, it is essential to first understand and characterize how they would respond in such situations. This study examines 25 models of PEVs across 25 makes, spanning model years from 2013 to 2025, to characterize their responses to the basic controls used in vehicle-grid integration (VGI): stopping, starting, and modulating the charge rate. Each vehicle was tested in a controlled laboratory setting to evaluate its performance in response to varying the maximum allowable current via the SAE J1772 control pilot signal, as well as its response to wake-up commands outlined in SAE J1772. Results show measurable differences across vehicle makes in the accuracy, latency, and precision with which PEVs respond to changes in ampacity, as well as varying sleep and wake-up behavior. The test results show that all vehicles respond to changes in ampacity, though with varying accuracy, precision, latency, and resolution. Wake-up behavior also differs across makes and models. These findings indicate that effective grid integration strategies must account for these differences. The results provide a foundation for understanding current vehicle behavior and advancing smart-charging methods while also highlighting the need for further testing, broader standardization, and manufacturer collaboration to ensure the successful integration of PEVs into the electrical grid.

24 POWER TRANSMISSION AND DISTRIBUTION↗

Preliminary power train design for a state-of-the-art electric vehicle

Power train designs which can be implemented within the current state-of-the-art were identified by means of a review of existing electric vehicles and suitable off-the-shelf components. The affect of various motor/transmission combinations on vehicle range over the SAE J227a schedule D cycle was evaluated. The selected, state-of-the-art power train employs a dc series wound motor, SCR controller, variable speed transmission, regenerative braking, drum brakes and radial ply tires. Vehicle range over the SAE cycle can be extended by approximately 20% by the further development of separately excited, shunt wound DC motors and electrical controllers. Approaches which could improve overall power train efficiency, such as AC motor systems, are identified. However, future emphasis should remain on batteries, tires and lightweight structures if substantial range improvements are to be achieved.

Mighdoll, P.↗

An Experimental Evaluation of Oil Pumping Rings

The design and construction of a reciprocating test vehicle to be used in evaluating hydrodynamic oil pumping rings are discussed. In addition, experimental test data are presented for three pumping ring designs that were constructed from Tin-Based Babbitt (SAE 11), Bearing Bronze (SAE 660), and Mechanical Carbon Graphite (Union Carbide Grade CNF-J). Data of pumped flow rate versus delivered pressure, as well as friction loss, are reported for the following conditions: frequencies of 10, 35 and 45 Hz; strokes of 25.4 mm (1.00 in.), 38.1 mm (1.50 in.) and 50.8 mm (2.00 in.) oil inlet temperature of 49 degrees (120 degrees); and pumping ring close-in pressures of 10.3 MPa (1500 lb/square inch. A 20W40 automotive oil was used for all tests. The maximum delivered pressure was 11 MPa (1600 lb/square inch. An analysis of hydrodynamic oil pumping rings was performed and the results of the analysis were compared to measured test data.

Eusepi, M. W.↗

Electric vehicle test report Cutler-Hammer Corvette

Vehicles were characterized for the state of the art assessment of electric vehicles. The vehicle evaluated was a Chevrolet Corvette converted to electric operation. The original internal combustion engine was replaced by an electric traction motor. Eighteen batteries supplied the electrical energy. A controller, an onboard battery charger, and several dashboard instruments completed the conversion. The emphasis was on the electrical portion of the drive train, although some analysis and discussion of the mechanical elements are included. Tests were conducted both on the road (actually a mile long runway) and in a chassis dynamometer equipped laboratory. The majority of the tests performed were according to SAE Procedure J227a and included maximum effort accelerations, constant speed range, and cyclic range. Some tests that are not a part of the SAE Procedure J227a are described and the analysis of the data from all tests is discussed.

Source record↗

Lateral Attenuation of High-By-Pass Ratio Engined Aircraft Noise

A flight experiment was conducted to investigate the lateral attenuation of high by pass ratio engined airplanes. A B-747 was flown at low altitudes over the ends of two microphone arrays. One array covering a lateral distance of 1600 m consisted of 14 microphones positioned over grass. The second array covered a lateral distance of 1200 m and consisted of 6 microphones positioned over a concrete runway. Sixteen runs were flown at altitudes ranging from 30 to 960 m. The acoustic information recorded in the field was reduced to one third octave band spectral time histories and synchronized with tracking and weather information. Lateral attenuation as a function of elevation angle was calculated in overall, A-weighted, tone-corrected perceived noise level, and effective perceived noise level units. The B-747 results are compared with similar results for a turbojet-powered T-38 airplane and the SAE recommended lateral attenuation prediction procedure. Less lateral attenuation was measured for the B-747 than for the T-38. The B-747 lateral attenuation values also fell below the SAE curve.

Willshire, W. L., Jr.↗

Reduction method with system analysis for multiobjective optimization-based design

An approach for reducing the number of variables and constraints, which is combined with System Analysis Equations (SAE), for multiobjective optimization-based design is presented. In order to develop a simplified analysis model, the SAE is computed outside an optimization loop and then approximated for use by an operator. Two examples are presented to demonstrate the approach.

Azarm, S.↗

Development of a proposed international standard for certification of aircraft to High Intensity Radiated Fields (HIRF)

Avionic systems performing critical functions in modern aircraft are potentially susceptible to the hazards of electromagnetic radiation from ground and airborne transmitters. The Federal Aviation Administration (FAA) requested that the Society of Automotive Engineers (SAE) coordinate the development of procedures and guidance material which can be used during the aircraft certification process to ensure adequate protection against high intensity radiated fields (HIRF). This paper addresses both the technical challenge of drafting a certification procedure and guidance standard as well as the management process used by the SAE subcommittee AE4R to converge a diverse range of opinions by its international membership in the shortest possible time.

Sargent, Noel B.↗

Implementing the space shuttle data processing system with the space generic open avionics architecture

This paper presents an overview of the application of the Space Generic Open Avionics Architecture (SGOAA) to the Space Shuttle Data Processing System (DPS) architecture design. This application has been performed to validate the SGOAA, and its potential use in flight critical systems. The paper summarizes key elements of the Space Shuttle avionics architecture, data processing system requirements and software architecture as currently implemented. It then summarizes the SGOAA architecture and describes a tailoring of the SGOAA to the Space Shuttle. The SGOAA consists of a generic system architecture for the entities in spacecraft avionics, a generic processing external and internal hardware architecture, a six class model of interfaces and functional subsystem architectures for data services and operations control capabilities. It has been proposed as an avionics architecture standard with the National Aeronautics and Space Administration (NASA), through its Strategic Avionics Technology Working Group, and is being considered by the Society of Aeronautic Engineers (SAE) as an SAE Avionics Standard. This architecture was developed for the Flight Data Systems Division of JSC by the Lockheed Engineering and Sciences Company, Houston, Texas.

Wray, Richard B.↗

An avionics scenario and command model description for Space Generic Open Avionics Architecture (SGOAA)

This paper presents a description of a model for a space vehicle operational scenario and the commands for avionics. This model will be used in developing a dynamic architecture simulation model using the Statemate CASE tool for validation of the Space Generic Open Avionics Architecture (SGOAA). The SGOAA has been proposed as an avionics architecture standard to NASA through its Strategic Avionics Technology Working Group (SATWG) and has been accepted by the Society of Automotive Engineers (SAE) for conversion into an SAE Avionics Standard. This architecture was developed for the Flight Data Systems Division (FDSD) of the NASA Johnson Space Center (JSC) by the Lockheed Engineering and Sciences Company (LESC), Houston, Texas. This SGOAA includes a generic system architecture for the entities in spacecraft avionics, a generic processing external and internal hardware architecture, and a nine class model of interfaces. The SGOAA is both scalable and recursive and can be applied to any hierarchical level of hardware/software processing systems.

Stovall, John R.↗