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46 records · Page 3
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Lifting heptagon symbols to functions

Seven-point amplitudes in planar $ \mathcal{N} $ = 4 super-Yang-Mills theory have previously been constructed through four loops using the Steinmann cluster bootstrap, but only at the level of the symbol. In this work, we promote these symbols to actual functions, by specifying their first derivatives and boundary conditions on a particular two-dimensional surface. To do this, we impose branch-cut conditions and construct the entire heptagon function space through weight six. We plot the amplitudes on a few lines in the bulk Euclidean region, and explore the properties of the heptagon function space under the coaction associated with multiple polylogarithms.

1/N expansion↗
DOE OSTI2022

6.26 Low Cost Basalt Fiber for Automotive Applications

Vehicle lightweighting is an essential component to the automotive industry to improve fuel economy of internal combustion engine (ICE) vehicles to meet ever improving emission standards and to improve the range of electric vehicles (EV). Composite materials offer high specific modulus and specific strength, which makes them appealing for these light weighting efforts. Sheet molding compounds (SMC) are particularly interesting from an automotive perspective because of the relatively low cost and high volume of producing SMC parts. Traditionally, composite materials for automotive application are glass fiber reinforced because of the attractive price - performance ratio, but basalt fibers are a cost and recycling competitive reinforcement alternative in this market. The aim of this project was to examine the feasibility of utilizing basalt fiber for automotive applications. More specifically, an effort was made to examine different fiber sizings on basalt fiber combined with vinyl-ester (VE) resin, and their performance as part of an SMC process. In addition to offering vehicle lightweighting with fiber reinforced polymer composites, basalt fiber is a fully recyclable material and thus supports the IACMI technical goal of: Demonstrate that the technology is capable at a sufficient scale for >80% recyclability or reuse of fiber reinforced polymer composites in five years into useful components with projected cost and quality at commercial scale competitive with virgin materials on a pathway to 95% recyclability or reuse starting in ten years. Three different fiber sizings were applied to a continuous roving of basalt fiber and compared to a traditional Electrical/Chemical Resistance (E-CR) glass fiber that is typically used in these types of applications. Fiber tows were examined for Loss on Ignition percentage (LOI%), Tex, and tow strength. Some sizings clearly outperformed others, and the ability to process these fibers on a pilot scale SMC line was demonstrated. A test plan for the manufacturing and mechanical testing of SMC panels was developed. This work continues outside the time frame allocated for this project. When this work is completed, it will be added to this report and posted as Appendix C. Glass fiber reinforced SMC materials have already proven feasible as a light weighting method for traditionally steel parts like the Volkswagen (VW) Atlas lift-gate (Figure 1); this project team is seeking the feasibility of basalt fiber as a drop-in replacement for glass fiber reinforced SMC. Sizing development for basalt fibers has proven that the mechanical properties are better than E-glass and closer to S-glass, which makes it an interesting material for SMC applications. Better mechanical properties translate to less material needed to achieve load case requirement for target applications. The business case has already been demonstrated for 100,000 parts per year of glass fiber reinforced SMC Atlas lift-gates compared to traditional steel manufacturing processes. Reduced overhead and assembly costs are offset by glass fiber SMC higher cost per kg beyond 100,000 parts per year, which is still a relatively low volume for the automotive industry. For basalt fiber reinforced SMC to become feasible for automotive applications, the price-performance ratio has to be precisely determined. Based on the mechanical performance it is possible to establish a range of applications and technical solutions in which the potential of basalt SMC can be utilized, while the price of the material can be used to compile the business case for such applications. Based on these business cases and the sustainability indicators, glass fiber reinforcement (or other) materials can be directly substituted. Volkswagen’s commitment to reducing carbon emissions cannot be understated. Basalt fiber shows promise of reducing the carbon footprint in SMC materials, especially if sizing optimizations can be made with thermoplastic based SMC. To fully realize the value of basalt fiber reinforced materials, a lifecycle cost analysis should be performed on basalt’s production and recycling, and then compared against E-glass. From this assessment, a true judgement can be made on the commercialization potential of this material. Figure 1. Example of Fiber Reinforced Polymer Composite Liftgate As a conclusion, we can state that Mafic basalt fiber is not a direct replacement for E-glass or E-CR glass based on price, but should be considered a technical solution when E-glass does not provide adequate performance in a composite design and S-glass, aramid and carbon fibers are too costly. Mafic basalt fiber can be placed on the high-performance fiber spectrum next to S-glass for performance but at one third the price. It should be considered for more technically challenging structural designs wherein the performance can demonstrate 20-25% performance enhancement over E-glass to elicit more strength or a weight reduction. Both Michelman and Mafic produce thermoplastic sizings which, in combination with Nylon and polypropylene resin and fibers, can further advance high speed composite implementations while maintaining an eco-friendly manufacturing process.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Hydraulic redistribution supplies a major water subsidy and improves water status of understory species in a longleaf pine ecosystem

Hydraulic redistribution (HR) is a common phenomenon in water-limited ecosystems; however, it remains unclear how the volume of water transported via HR compares to other components of the hydrologic budget and how HR influences water availability for understory plant communities. In this study, we investigate the absolute and relative magnitude of HR on a forest water budget and identify potential impacts of this water subsidy to understory plant communities. We scaled tree-level estimates of transpiration and HR of three common tree species naturally occurring in a longleaf pine woodland with plot-level measurements of basal area to determine their magnitude at the stand scale. We trenched plots containing understory vegetation but devoid of mature trees and their connected roots to exclude HR subsidies to understory plant species. We analysed soil water isotopes and assessed leaf water potential (Ψ L ) in trenched and control plots to determine if HR results in mixing of water among soil strata and improves understory plant moisture status. Water inputs from HR were equivalent to >30% of total rainfall for the site during the observation period and ~40% of total tree water uptake, depending on species. A stable isotope mixing model confirmed that soil water within HR-exposed plots was more similar to groundwater, whereas soil water within trenched plots was more similar to precipitation. Exclusion of HR via trenching decreased soil moisture and pre-dawn Ψ L for all understory species. These three lines of evidence suggest that HR from overstory trees redistributes a sizable portion of water from deeper to shallower soil profiles and that this water subsidy enhances understory plant water status.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2020

Recovery and Calibration of Legacy Underground Nuclear Test Seismic Data from the Leo Brady Seismic Network

The Leo Brady Seismic Network (LBSN, originally the Sandia Seismic Network) was established in 1960 by Sandia National Laboratories to monitor underground nuclear tests (UGTs) at the Nevada National Security Site (NNSS, formerly named the Nevada Test Site). The LBSN has been in various configurations throughout its existence, but it has generally been comprised of four to six stations at regional distances (~150–400 km) from the NNSS with approximately evenly spaced azimuthal coverage. Between 1962 and the end of nuclear testing in 1992, the LBSN—and a sister network operated by Lawrence Livermore National Laboratories—was the most comprehensive United States source of regional seismic data of UGTs. Approximately 75% of all UGTs performed by the United States occurred in the predigital era. At that time, LBSN data were transmitted as frequency-modulated (FM) audio over telephone lines to a central location and recorded as analog waveforms on high-fidelity magnetic audio tapes. These tapes have been in dry temperature-stable storage for decades and contain the sole record of this irreplaceable data; full waveforms of LBSN-recorded UGTs from this era were not routinely digitized or otherwise published. We have developed a process to recover and calibrate data from these tapes. First, we play back and digitize the tapes as audio. Next, we demodulate the FM “audio” into individual waveforms. We then estimate the various instrument constants through careful measurement of “weight-lift” tests performed prior to each UGT on each instrument. Finally, these coefficients allow us to scale and shape the derived instrument response of the seismographs and compute poles and zeros. Finally, the result of this process is a digital record of the recorded seismic ground motion in a modern data format, stored in a searchable database. To date, we have digitized tapes from 592 UGTs.

58 GEOSCIENCES↗
DOE OSTI2024

LES and RANS Spray Combustion Analysis of OME 3-5 and n-Dodecane

Clean-burning oxygenated and synthetic fuels derived from renewable power, so-called e-fuels, are a promising pathway to decarbonize compression–ignition engines. Polyoxymethylene dimethyl ethers (PODEs or OMEs) are one candidate of such fuels with good prospects. Their lack of carbon-to-carbon bonds and high concentration of chemically bound oxygen effectively negate the emergence of polycyclic aromatic hydrocarbons (PAHs) and even their precursors like acetylene (C 2 H 2 ), enabling soot-free combustion without the soot-NO x trade-off common for diesel engines. The differences in the spray combustion process for OMEs and diesel-like reference fuels like n-dodecane and their potential implications on engine applications include discrepancies in the observed ignition delay, the stabilized flame lift-off location, and significant deviations in high-temperature flame morphology. For CFD simulations, the accurate modeling and prediction of these differences between OMEs and n-dodecane proved challenging. This study investigates the spray combustion process of an OME 3 − 5 mixture and n-dodecane with advanced optical diagnostics, Reynolds-Averaged Navier–Stokes (RANS), and Large-Eddy Simulations (LESs) within a constant-volume vessel. Cool-flame and high-temperature combustion were measured simultaneously via high-speed (50 kHz) imaging with formaldehyde (CH 2 O) planar laser-induced fluorescence (PLIF) representing the former and line-of-sight OH* chemiluminescence the latter. Both RANS and LES simulations accurately describe the cool-flame development process with the formation of CH 2 O. However, CH 2 O consumption and the onset of high-temperature reactions, signaled by the rise of OH* levels, show significant deviations between RANS, LES, and experiments as well as between n-dodecane and OME. A focus is set on the quality of the simulated results compared to the experimentally observed spatial distribution of OH*, especially in OME fuel-rich regions. The influence of the turbulence modeling is investigated for the two distinct ambient temperatures of 900 K and 1200 K within the Engine Combustion Network Spray A setup. The capabilities and limitations of the RANS simulations are demonstrated with the initial cool-flame propagation and periodic oscillations of CH 2 O formation/consumption during the quasi-steady combustion period captured by the LES.

CFD↗
DOE OSTI2025

An airfoil-based synthetic actuator disk model for wind turbine aerodynamic and structural analysis

Here, this study introduces an airfoil-based refinement technique to enhance the Actuator Disk Model (ADM) for improved wind turbine aerodynamic load prediction and structural simulation in conjunction with Large Eddy Simulations of the wind flow. While ADM offers higher computational efficiency than the more detailed but resource-intensive Actuator Line Model (ALM), it traditionally lacks the resolution needed to capture the localized blade forces accurately. To address this limitation, we introduce a refinement technique that uses airfoil-specific data and employs interpolation-based grid point refinement, achieving ALM-comparable accuracy while preserving ADM's efficiency. Unlike conventional ADM that provides only rotor-disk averaged forces, our synthetic method tracks transient aerodynamic load variations over multiple blade revolutions, allowing us to calculate the distributions of maximum and minimum loads during typical cycles. Applied to the NREL 5 MW reference turbine, our enhanced ADM accurately predicts key aerodynamic parameters (angle of attack, axial velocity, lift, drag, axial and tangential forces along the blades) as well as structural responses (blade tip deflection, maximum stress, and stress concentration). Our results show that the tip deflection ranges from 2.33m (3.69 % of blade length) to 4.28m (6.79 %), with maximum stress concentration occurring near the blade root. This research demonstrates that a refined synthetic ADM approach can serve as a computationally efficient alternative for both aerodynamic analysis and structural simulation of wind turbine blades subjected to realistic wind fields.

17 WIND ENERGY↗
DOE OSTI2026

Autonomous Hydrogen Fueling Station

This project “Autonomous Hydrogen Fueling Station” covered the autonomous refueling with both gaseous hydrogen and liquid hydrogen. The part on gaseous hydrogen focused on the development of an autonomous robotic fueling arm that would couple to a fuel cell engine for hydrogen refueling without guidance from the forklift operator and budget period. Research was also covered for the robotic fueling with a commercial vehicle. The second phase of the project created the baseline for an autonomous liquid hydrogen transfer system that would minimize boil off losses by operating at thermodynamically efficient state points. For the development of the robotic fueling arm, testing was conducted to establish a baseline measurement of the accuracy and repeatability of a human operator positioning a lift truck in front of a dispenser. The goal was to establish the range of motion required for an autonomous fueling mechanism to mate a hydrogen nozzle with a receptacle on a fuel cell system installed in a forklift. The final design comprised a selective compliance articulated robot arm (SCARA)-type mechanism with two arms for horizontal motion and a ball screw for vertical movement and color and LIDAR cameras were used for marker identification and proximity awareness to guide the robotic arm to its target receptacle. Initial tests resulted in 199 out of 200 successful attempts at autonomous coupling of the dispensing coupler and a fuel cell engine, without hydrogen. The dispenser prototype was modified to include tubing for both hydrogen fuel and air purge lines, but subsequent tests were confounded by the shoulder motor over current errors which limited the robot from getting to the fully inserted position to achieve a positive latch. Robotic hydrogen refueling was successfully demonstrated over 1.5 hours of testing, Plug completed 29 successful latches with an average number of 4 sequential latches before failure. However, a robot capable of placing the nozzle with more force is required for higher reliability. For budget period two, a small scale (10 kg / transfer) automated control system was designed that would operate valves to control pressure and flow of liquid nitrogen between a source and receiving tank with an aim to minimize boil off losses by operating at the most thermodynamically efficient state points. Control system logic flow and a P&ID were developed prior to system safety characterization via HAZOP. A control narrative and system state points were defined. Delays in approval for a change of project objective and procurement issues precluded the construction and test of the final prototype system.

08 HYDROGEN↗
DOE OSTI2023

Fermi-Level Engineering of Nitrogen Core-Doped Armchair Graphene Nanoribbons

Substitutional heteroatom doping of bottom-up engineered 1D graphene nanoribbons (GNRs) is a versatile tool for realizing low-dimensional functional materials for nanoelectronics and sensing. Previous efforts have largely relied on replacing C–H groups lining the edges of GNRs with trigonal planar N atoms. This type of atomically precise doping, however, only results in a modest realignment of the valence band (VB) and conduction band (CB) energies. Here, we report the design, bottom-up synthesis, and spectroscopic characterization of nitrogen core-doped 5-atom-wide armchair GNRs (N2-5-AGNRs) that yield much greater energy-level shifting of the GNR electronic structure. Here, the substitution of C atoms with N atoms along the backbone of the GNR introduces a single surplus π-electron per dopant that populates the electronic states associated with previously unoccupied bands. First-principles DFT-LDA calculations confirm that a sizable shift in Fermi energy (∼1.0 eV) is accompanied by a broad reconfiguration of the band structure, including the opening of a new band gap and the transition from a direct to an indirect semiconducting band gap. Scanning tunneling spectroscopy (STS) lift-off charge transport experiments corroborate the theoretical results and reveal the relationship among substitutional heteroatom doping, Fermi-level shifting, electronic band structure, and topological engineering for this new N-doped GNR.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2023

Experimental and Computational Studies of Stress Corrosion Cracking of Alloys 308/309 and 82/182 Weldments in Corrosive and Radiation Environment

The goal of the project was to determine factors that influence SCC and IASCC in weldments found in LWR nuclear power plants. We focused on a SA508-304L SS weldment fabricated by EPRI using gas tungsten arc welding and used an aggressive BWR normal water chemistry (NWC) immersion environment. This weldment used 309L butter and 308L groove filler material. The microstructure of the 309L butter was non-uniform, exhibiting a 20–30μm thick martensitic layer closest to the SA508 interface, a 1–4 mm thick single γ austenite phase dilution zone, and a γ–δ duplex region extending to the 308L groove filler. The 308L groove filler had an entirely γ–δ duplex microstructure. Two approximately 1-inch thick 304L and SA508 plates approximately 12 by 6 square inches were joined using standard nuclear grade welding techniques. This included a post weld heat treatment of the 309L butter after application, a 0.32 cm fit-up root opening, and 57 bead lines of 308L groove filler applied in 18 layers. A 60 degree weld bevel angle was used and the 309L butter was 1.5 cm thick. Displacement cascade damage was induced using proton irradiation at the Michigan Ion Beam Laboratory. The incident proton energy was 2 MeV, the sample temperature was 360 ºC, and the calculated dpa value at 10 μm (60% of the Bragg peak depth of ~18 μm) was 5 dpa using the quick Kinchin-Pease model. Proton irradiation to this damage level required approximately 125 hours of beam time. Two types of samples were irradiated, tensile specimens and TEM bars. Samples were selected from all regions of the weldment, including the SA508-309L butter interface, the 309L-308L interface, and 308L-304L interface. The stainless steel alloys (304L, 308L, and 309L) within the heat affected zone are characterized by a duplex skeletal morphology of δ-ferrite and γ-austenite resulting from the recrystallization associated with weld fabrication. Approximately 7 to 8 mm of length along the specimen was irradiated. The gauge volume surfaces were mechanically polished and then electro-polished to remove mechanical damage from the mechanical polishing step prior to irradiation. Immersion tests were performed in a recirculating autoclave under BWR NWC conditions (2000 ppb wt. dissolved oxygen, neutral pH, 288 ºC, 10 MPa, and inlet water conductivity <100 nS/cm) to accelerate corrosion. Constant strain rate tests were performed either to failure or to approximately 5% strain. Strain rates of 10 -7 to 10 -6 mm/mm/s were used and typical immersion testing required four to six weeks to achieve failure or strains near 5%. Analysis primarily used advanced electron microscopy techniques of FIB lift out specimens.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2020

Start-up of Silo 130 Waste Retrieval at La Hague: first Step Towards Reducing Legacy Inventory - 20020

On June 25, 2019, the first grapple of waste and debris was lifted from Silo 130, one of the most challenging legacy waste storage silos at La Hague. This was the achievement of more than ten years of studies and efforts focused on solving some very unique technical and safety challenges, and on designing an innovative, efficient solution. The waste is from de-cladding materials from past Gas-Cooled Reactor fuel reprocessing operations. It is an unsorted mixture of magnesium cladding pieces, graphite debris, and various other metallic waste types. These materials can be chemically reactive and therefore need specific dispositions for handling and storing. The building is more than 40 years old and does not meet modern standards. French safety authorities have required the silo to be emptied. After about three years of operation, the bulk of this waste will be removed and placed in safe storage, pending the selection of a final conditioning solution. Removal of bottom debris will then be possible. When finished, this operation will bring a conclusion to a significant legacy-related hazard on the site. The silo will then be available for final cleaning and de-activation. This paper will describe the technical, safety, and economical challenges, and the various decisions and optimizations that led to the definition of the process and technology to be implemented. Several innovative features were developed and implemented, in all sections of the project: project organization, progressive approach for the waste disposition strategy, light building design, customized and robust retrieval technology, processing technologies involving the most modern robotic and sorting techniques, storage method... Several of these first-of-a-kind innovative features have been developed and qualified specifically for this application, using the detailed qualification procedure specified for all La Hague projects. The facility was built in less than five years, overcoming various difficulties along the line. Commissioning is now finished with the combined efforts of the project, engineering, start-up, and operating teams assisted by dedicated suppliers. The facility is now ramping-up. The paper will also report on the commissioning and start-up of the facility and describe the first operational results. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗