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At least 73 records · Page 4

Solvated Electron in Acetonitrile: Radiation Yield, Absorption Spectrum, and Equilibrium between Cavity- and Solvent-Localized States

The equilibrium between a solvent cavity-localized electron, ecav-, and a dimeric solvent anion, (CH 3 CN)$_{2}^{•-}$, which are the two lowest energy states of the solvated electron in acetonitrile, has been investigated by pulse radiolysis at 233-353 K. The enthalpy and entropy for the e$_{cav}^{-}$ to (CH 3 CN)$_{2}^{•-}$ conversion amount to -11.2 ± 0.3 kcal/mol and -39.3 ± 1.2 cal/(mol K), corresponding to a 0.44 ± 0.35 equilibrium constant at 25 °C. The radiation yield of the solvated electron has been quantified using a Co(II) macrocycle that scavenges electrons with a 1.55 × 10 11 M -1 s -1 rate constant. The apparent yield increases without saturation over the attainable scavenger concentration range, reaching 2.8 per 100 eV; this value represents the lower limit for the acetonitrile ionization yield in pulse radiolysis. The apparent molar absorption coefficient of (20.8 ± 1.5) × 10 3 M -1 cm -1 at 1450 nm and 20 °C for the solvated electron and individual vis-near-infrared (NIR) absorption spectra of e$_{cav}^{-}$ and (CH 3 CN)$_{2}^{•-}$ are derived from the data. Variances with previous reports are thoroughly discussed. All together, these results resolve several controversies concerning the solvated electron properties in acetonitrile and furnish requisite data for quantitative pulse radiolysis investigations in this commonly used solvent.

38 RADIATION CHEMISTRY, RADIOCHEMISTRY, AND NUCLEA↗

Concept of Operations of Next-Generation Traffic Control Utilizing Infrastructure-Based Cooperative Perception

This paper provides a system architecture for an infrastructure-based cooperative perception fusion engine for next-generation traffic control. This engine will provide a complete state-space digital representation with measurable accuracy to support a wide-range of applications. The architecture includes inputs, functional flow, data standardization recommendations, outputs, and supported applications. The cooperative perception engine addresses critical needs with respect to accelerating the benefits of automation through intelligent roadway infrastructure, which complements and accelerates connected and automated vehicle (CAV) technology. The cooperative perception acquires and fuses information from sensors (radar, LiDAR, and cameras) and CAVs to perceive roadway traffic states of moving objects, creates a complete 3D digital representation of that state-space, and communicates it to downstream application such as intelligent signal control, safety and energy applications, and cooperate driving applications. The intelligent roadway infrastructure approach, as opposed to a vehicle-centric approach, is more scalable because it can be deployed to the roughly 300,000 signalized intersections more readily than over 300 million vehicles in the United States, and accrues early-stage benefits equitable to all roadway users addressing safety, equity, fuel efficiency, and greenhouse gas reduction.

ADVANCED PROPULSION SYSTEMS↗

Evolution and feedback of AGN jets of different cosmic ray composition

Jet feedback from active galactic nuclei (AGN) is one of the most promising mechanisms for suppressing cooling flows in cool-core clusters. However, the composition of AGN jets and bubbles remains uncertain; they could be thermally dominated, or dominated by cosmic ray proton (CRp), cosmic ray electron (CRe), or magnetic energy. In this work, we investigate the evolution and feedback effects of CRp and CRe dominated jets by conducting 3D magnetohydrodynamic simulations of AGN jet-inflated bubbles in the intracluster medium using the FLASH code. We present the evolution of their energies, dynamics, and heating, and model their expected cavity-power versus radio-luminosity relation (P cav –L R ). We find that bubbles inflated by CRe dominated jets follow a very similar dynamical evolution to CRp dominated bubbles even though CRe within bubbles suffer significantly stronger synchrotron and inverse-Compton cooling. This is because, as CRe lose their energy, the jet-inflated bubbles quickly become thermally dominated within ∼30 Myr. Their total energy stops decreasing with CR energy and evolves similarly to CRp dominated bubbles. The ability of CRe and CRp dominated bubbles to heat the intracluster medium is also comparable; the cold gas formed via local thermal instabilities is well suppressed in both cases. The CRp and CRe bubbles follow different evolutionary trajectories on the P cav –L R plane, but the values are broadly consistent with observed ranges for FR-I sources. We also discuss observational techniques that have potential for constraining the composition of AGN jets and bubbles.

79 ASTRONOMY AND ASTROPHYSICS↗

Impacts of Distributed Speed Harmonization and Optimal Maneuver Planning on Multi-Lane Roads

A commonly proposed method for improving traffic flow on freeways is speed harmonization. The effectiveness of current speed harmonization approaches, such as variable speed limits, is extremely reliant on human driver compliance. Connected and automated vehicles (CAVs) are expected to come to market within this decade, offering the opportunity to eliminate or reduce the reliance on human compliance. However, extending current roadside infrastructure-based approaches of assigning centrally computed harmonization speeds to individual vehicles is, costly. An alternative approach is to have individual vehicles estimate the traffic state on-board and make distributed decisions to achieve the harmonization goal autonomously. In this work, we present a distributed algorithm for estimating the current average speed of traffic. We couple this with a distributed 2D maneuver planning approach. Then, we study the impact on traffic efficiency in terms of energy consumption and travel time at varying CAV penetration rates.

Goulet, Nathan↗

Coordinated Steering Angle and Yaw Moment Distribution to Increase Vehicle Regenerative Energy in Autonomous Driving

This paper presents an algorithm that increases vehicle regenerative braking energy recovery in autonomous driving by leveraging connected and automated vehicle (CAV) technology. Autonomous vehicles may select different maneuvers to increase kinetic energy recovery during deceleration. In the proposed algorithm, the cornering resistance that influences regenerative energy and energy consumption is defined in terms of steering angle during regenerative braking. In particular, a model predictive controller that distributes control inputs of the vehicle is adopted to reduce the cornering resistance for increasing regenerative braking torque. Utilizing the information from CAV technology, this algorithm enables the vehicle to safely conduct braking while increasing its regenerative energy recovery. CarSim-Simulink joint simulations demonstrate the effectiveness of the proposed method.

Choi, Junghyun↗

Hierarchical Speed Planner for Automated Vehicles: A Framework for Lagrangian Variable Speed Limit in Mixed-Autonomy Traffic

Here, this article presents a novel hierarchical speed planning framework for variable speed limits in mixed-autonomy traffic environments, leveraging server-side macroscopic control and vehicle-side microscopic execution. The framework integrates real-time traffic state estimation (TSE) and reinforcement learning (RL)-based control to mitigate congestion and improve traffic flow. A TSE enhancement module combines macroscopic data from sources like INRIX with high-resolution observations from connected autonomous vehicles (CAVs), enabling predictive modeling to address latency and noise. The target speed design module employs kernel smoothing and a buffer zone strategy to optimize traffic density and flow around bottlenecks. The proposed system was validated in the largest open-road test to date with 100 CAVs, demonstrating an overall 8% traffic density decrease, with a specific decrease of 7% upstream, 10% downstream, and a 52% decrease during the congestion formation phase at bottlenecks.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Novel CHI3L1 ‐Associated Angiogenic Phenotypes Define Glioma Microenvironments: Insights From Multi‐Omics Integration

ABSTRACT The CHI3L1 signaling pathway significantly influences glioma angiogenesis, but its role in the tumor microenvironment (TME) remains elusive. We propose a novelCHI3L1‐associated vascular phenotype classification for glioma through integrative analyses of multiple datasets with bulk and single‐cell transcriptome, genomics, digital pathology, and clinical data. We investigated the biological characteristics, genomic alterations, therapeutic vulnerabilities, and immune profiles within these phenotypes through a comprehensive multi‐omics approach. We constructed the vascular‐related risk (VR) score based onCHI3L1‐associated vascular signatures (CAVS) identified by machine learning algorithms. Utilizing unsupervised consensus clustering, gliomas were stratified into three distinct vascular phenotypes: Cluster A, marked by high vascularization and stromal activation with a relatively low levels of tumor‐infiltrating lymphocytes (TILs); Cluster B, characterized by moderate vascularization and stromal activity, coupled with a high density of TILs; and Cluster C, defined by low vascularization and sparse immune cell infiltration. We observed that the CAVS effectively indicated glioma‐associated angiogenesis and immune suppression by single‐cell RNA‐seq analysis. Moreover, the high‐VR‐score group exhibited enhanced angiogenic activity, reduced immune response, resistance to immunotherapy, and poorer clinical outcomes. The VR score independently predicted glioma prognosis and, combined with a nomogram, provided a robust clinical decision‐making tool. Potential drug prediction based on transcription factors for high‐risk patients was also performed. Our study reveals thatCHI3L1‐associated vascular phenotypes shape distinct immune landscapes in gliomas, offering insights for optimizing therapeutic strategies to improve patient outcomes.

Oncology↗

Cooperative On-Ramp Merging with Time-Varying Vehicle-to-Vehicle Communication Delay Compensation via a Model-Free Approach

Cooperative merging strategies enabled by vehicle-to-vehicle (V2V) communication have shown promise in addressing congestion, fuel inefficiency, and collision risks. However, their performance can be severely degraded by time-varying and uncertain communication delays-an issue often overlooked in existing research, which primarily focuses on merging sequence determination and trajectory planning. Furthermore, practical considerations such as heterogeneous vehicle dynamics, varying road conditions, and real-time implementation complexities are frequently neglected. This paper presents a model-free, online planning framework for cooperative on-ramp merging of connected and automated vehicles (CAVs), explicitly accounting for time-varying V2V communication delays. Without relying on detailed vehicle dynamics, the proposed method introduces a data-driven delay compensation scheme. A co-simulation platform integrating high-fidelity vehicle dynamics, traffic simulation (SUMO), and V2V communication within MATLAB/Simulink is developed to evaluate the proposed method. Simulation results demonstrate that unaddressed V2V communication delays significantly impair merging performance. In contrast, the proposed framework enhances intervehicle distance tracking and maintains low CO2 emissions and fuel consumption, under communication delay across different communication frequencies. In conclusion, its lightweight design also facilitates real-time implementation, making it well-suited for deployment in practical CAV systems.

Accounting↗

Jefferson Laboratory C100 Superconducting Radio-Frequency Cavity Fault Data, 2020

The dataset was created to train machine learning models for the task of identifying the (1) cavity and (2) fault type from C100-type cryomodules at the Thomas Jefferson National Accelerator Facility (Jefferson Lab), thereby replacing the time-consuming efforts of a subject matter expert. Superconducting radio-frequency (SRF) cavity trips represent a significant source of accelerator downtime. Real-time – rather than post-mortem – identification of the offending cavity and classification of the fault type would give control room operators valuable feedback for corrective action planning. The anticipated benefit is increased beam-on-target time for users and provides performance metrics that can be used to improve future cavity designs. A series of 17 RF signals are recorded for each of the 8 cavities in a C100 cryomodule every time a cavity trips. These time-series signals are written to file using a specially designed data acquisition system. The dataset represents fault events recorded during Continuous Electron Beam Accelerator Facility (CEBAF) beam operations between January 18, 2019 and March 9, 2020. The following filtering steps were applied to collected data; (1) only 4 of the 17 signals per cavity are retained (GMES, GASK, CRFP, DETA2) (2) only events with data from each of the eight cavities in the cryomodule are kept, (3) only events that were sampled at 5 kHz were kept, (4) events from cryomodule 0L04 were neglected, (5) events occurring between February 4, 3PM and February 5, 12PM were neglected. As a result of preprocessing, the dataset is comprised of 2,375 unique events. The full dataset is comprised of three files: features.csv, cavity_labels.csv, fault_labels.csv. Each instance in faults.csv includes a timestamp (“date_time”), a label for the cryomodule which experienced the trip (“zone_label”), and 192 features (“feature_1”, “feature_2”... “feature_192”). The features correspond to 6 autoregressive features for each of 4 signals per cavity for each of the 8 cavities (6 × 4 signals/cavity × 8 cavities/cryomodule = 192). To deal with the large variation of signal amplitudes, time-series standardization via the z-score (standard score) function was applied prior to computing the features. For each instance, there is an associated label for the (1) cavity which faulted first (cavity_labels.csv) and (2) the type of fault that caused the trip (fault_labels.csv). The cavity identification can take values of [0, 1, 2, 3, 4, 5, 6, 7, 8] and the fault type can take values of [‘Microphonics’, ‘Quench_100ms’, ‘Controls_Fault’, ‘E_Quench’, ‘Quench_3ms’, ‘Single_Cav_Turn_Off’ , ‘Heat_Riser_Choke’, ‘Multi_Cav_Turn_Off’].

43 PARTICLE ACCELERATORS↗

SMART Mobility. Connected and Automated Vehicles Capstone Report

The U.S. Department of Energy’s Systems and Modeling for Accelerated Research in Transportation (SMART) Mobility Consortium is a multiyear, multi-laboratory collaborative, managed by the Energy Efficient Mobility Systems Program of the Office of Energy Efficiency and Renewable Energy, Vehicle Technologies Office, dedicated to further understanding the energy implications and opportunities of advanced mobility technologies and services. The first three-year research phase of SMART Mobility occurred from 2017 through 2019 and included five research pillars: Connected and Automated Vehicles, Mobility Decision Science, Multi-Modal Freight, Urban Science, and Advanced Fueling Infrastructure. A sixth research thrust integrated aspects of all five pillars to develop a SMART Mobility Modeling Workflow to evaluate new transportation technologies and services at scale. This report summarizes the work of the Connected and Automated Vehicles (CAVs) Pillar. This Pillar investigated the energy, technology, and usage implications of vehicle connectivity and automation and identified efficient CAV solutions. For information about the other Pillars and about the SMART Mobility Modeling Workflow, please refer to the relevant Pillar’s Capstone Report.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

A New Vehicle-to-Vehicle Communication Technology Based on Binary Light Code

The proliferation of Connected and Autonomous Vehicles (CAVs) has necessitated the development of efficient, reliable communication methods between vehicles and their surroundings. This study presents a novel methodology, the VECTOR system, that addresses this need by converting dynamic vehicle data into a binary code and displaying it on an LED panel. The system involves a three-step process of data collection, polynomial fitting of velocity data, and encoding the polynomial parameters into binary form using a Cyclic Redundancy Check (CRC). The study also explores the practical application of this system by conducting experiments with modified Lincoln MKZ hybrids, demonstrating the feasibility and efficiency of this approach. The paper presents both the methodology and results of these experiments, further expanding upon the potential applications and implications for CAV technology. By comparing the final accuracy, we find this approach can achieve 80% of the original velocity data.

Ma, Ke↗

NEXT Generation Energy Technologies for Connected and Automated On-Road Vehicles (NEXTCAR Phase I & II)

The Ohio State University’s ARPA-E NEXTCAR project was a multi-phase, multi-year research, development, and demonstration program focused on improving the energy efficiency of connected and automated vehicles (CAVs). The team developed and validated advanced vehicle motion and powertrain control algorithms that coordinate propulsion and automation systems to optimize energy use. Key technologies included Dynamic Skip Fire engine control, predictive eco-driving functions such as Eco-Approach and Departure (Eco-AND) and Eco-Adaptive Cruise Control (Eco-ACC), and powertrain-agnostic optimization frameworks for hybrid, plug-in hybrid, and battery electric vehicles. The project successfully demonstrated up to 30% energy-efficiency improvement during real-world testing at the Transportation Research Center and the American Center for Mobility. The outcomes provide a foundation for scalable, cost-effective deployment of energy-optimized CAV technologies across the automotive industry.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Closed-form solutions towards real-time energy-optimal and collision-free speed planning with limited information

Under real-world driving conditions, available information is limited due to communication range, and connected and automated vehicles (CAVs) must plan and follow energy-optimal and collision-free speed trajectory with a high updating rate. To this end, this paper presents a holistic design of a speed planning algorithm using analytical closed-form optimal solutions. Using the simplest vehicle model, we derive closed-form solutions as a function of boundary conditions, and summarize them without and with state constraints imposed by speed limits and vehicle in front. Then, we introduce multiple modes (e.g., eco-approach to traffic signal) to properly respond dynamically changing situations, and present how to set boundary conditions for each mode, while guaranteeing nature of globally optimal solutions. Finally, we perform a large-scale simulation study to identify and quantify the energy impacts of CAVs for real-world driving routes. A simple but effective algorithm based on closed-form solutions shows a significant energy saving potential in comparison with human-driven vehicle and adaptive cruise controlled vehicle with connectivity.

Han, Jihun↗

Real-Time On-Ramp Merging Control of Connected and Automated Vehicles using Pseudospectral Convex Optimization

Highway on-ramp merging can be a challenging task for human drivers due to the complex vehicle negotiations and interactions in limited time and space. Connected and automated vehicles (CAVs) have great potential to address the problem and offer many benefits in terms of safety, traffic efficiency, and fuel economy. However, real-time optimal control of CAVs still faces many challenges, including nonlinear dynamics, complex inter-vehicle interactions, and a highly dynamic and uncertain traffic environment. To address these challenges, we develop a novel control approach that balances the solution optimality and computational efficiency to determine optimal merging speed profiles in real time. Specifically, by employing a pseudospectral method and a sequential convex programming approach, two algorithms are proposed and implemented within the model predictive control (MPC) framework to enable real-time generation of optimal solutions for potential on-vehicle applications. The convergence and optimality of the proposed algorithms are validated by comparing with a general-purpose solver under different traffic scenarios.

Shi, Yang↗

Digital Twinning and Predictive Modeling of Traffic for Safe, Efficient, and Reliable Intersections

Over the last decade, the advances in connected and autonomous vehicles (CAVs) have far surpassed the technological realm of transportation infrastructure. There is a growing need to have a technologically commensurate transportation infrastructure to enable safe and reliable movement of goods and people. The recent creation of Advanced Research Projects Agency - Infrastructure (ARPA-I) through the Infrastructure Investment and Jobs Act by the U.S. Department of Transportation (USDOT) has further amplified the need to revolutionize the transportation infrastructure system in the US. This need is perhaps felt most at traffic intersections, as more than 50 percent of the combined total of fatal and injury crashes occur at or near intersections. The proposed concept of Infrastructure Perception and Control (IPC) is aimed at bridging this technological gap by building a real-time digital twin of traffic by fusing detections from sensors installed at the intersection. This digital twin can then empower a wide variety of applications such as smart traffic signals or infrastructure-to-everything (I2X) communications. Smart signaling can help avoid crashes through early-prediction, while I2X can augment the CAV sensors under uncertain driving conditions and provide connected vehicles (CVs) with traffic information they can use to optimize their travel.

connected vehicles↗

Multi-range vehicle speed prediction using vehicle connectivity for enhanced energy efficiency of vehicles

An integrated speed prediction framework based on historical traffic data mining and real-time V2I communications for CAVs. The present framework provides multi-horizon speed predictions with different fidelity over short and long horizons. The present multi-horizon speed prediction is integrated with an economic model predictive control (MPC) strategy for the battery thermal management (BTM) of connected and automated electric vehicles (EVs) as a case study. The simulation results over real-world urban driving cycles confirm the enhanced prediction performance of the present data mining strategy over long prediction horizons. Despite the uncertainty in long-range CAV speed predictions, the vehicle level simulation results show that 14% and 19% energy savings can be accumulated sequentially through eco-driving and BTM optimization (eco-cooling), respectively, when compared with normal-driving and conventional BTM strategy.

Amini, Mohammad Reza↗

Optimal Eco-Driving Control of Connected and Autonomous Vehicles Through Signalized Intersections

This article focuses on the speed planning problem for connected and automated vehicles (CAVs) communicating to traffic lights. The uncertainty of traffic signal timing for signalized intersections on the road is considered. The eco-driving problem is formulated as a data-driven chance-constrained robust optimization problem. Effective red-light duration (ERD) is defined as a random variable, and describes the feasible passing time through the signalized intersections. Usually, the true probability distribution for ERD is unknown. Consequently, a data-driven approach is adopted to formulate chance constraints based on empirical sample data. This incorporates robustness into the eco-driving control problem with respect to uncertain signal timing. Dynamic programming (DP) is employed to solve the optimization problem. The simulation results demonstrate that the proposed method can generate optimal speed reference trajectories with 40% less vehicle fuel consumption, while maintaining the arrival time at a similar level compared to a modified intelligent driver model (IDM). The proposed control approach significantly improves the controller's robustness in the face of uncertain signal timing, without requiring to know the distribution of the random variable a priori.

33 ADVANCED PROPULSION SYSTEMS↗

Trajectory prediction dimensionality reduction for low-cost connected automated vehicle systems

Here, to facilitate low-cost connected automated vehicle (CAV) system development, this study proposes two interpretable dimensionality reduction techniques in vehicle trajectory prediction, i.e., the piecewise Taylor series approximation (PTA) and the piecewise Fourier series approximation (PFA), to lower computation complexity, reduce device investment, and decrease computation energy consumption. Two benchmarks are developed, the long short-term memory (LSTM)-based model without dimensionality reduction and the LSTM-based model with encoder-decoder (a widely used dimensionality reduction technique). Results show that the four predictions have similar accuracy, and the training time (proportional to computation energy consumption) of models with dimensionality reduction techniques is greatly reduced. The reduction is even more significant when PTA/PFA is used. Sensitivity analysis advises PFA/PTA parameter selections to reduce computation complexity without significant loss of prediction accuracy. Further, the robustness of the LSTM PTA/PFA is proven by the investigation of data noises.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗