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All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

Modular Subsurface Sensors and Integrated Software for Advanced Subsurface Characterization and Monitoring using Unoccupied Vehicles

The advent and subsequent proliferation of autonomous airborne, waterborne, and groundbased vehicles (i.e., “drones”) promises to broadly transform the geosciences and associated industries, including fossil energy exploration and development, mineral resource exploration and development, water-resource management, and environmental remediation. For geophysical characterization and monitoring, the prospect of programming highly repeatable and low-cost drone missions for subsurface imaging will allow for deployments in hazardous and previously inaccessible areas. Coupled with autonomous workflows for data processing, management, and visualization, drone-based geophysical characterization and monitoring will enable unprecedented, real-time insight into diverse subsurface properties and processes of scientific and engineering importance. Toward this end, the objectives of this Lab Directed Research and Development (LDRD) project were to develop new (1) instrumentation for dronebased electromagnetic induction (EMI) geophysical imaging, including separated transmitter and receivers and associated electronics, (2) software for real-time data telemetry, processing, management, and visualization. Although EMI has been previously deployed using unoccupied aerial systems (UASs), these applications failed to capitalize on the game-changing capabilities of drone platforms. Whereas drone-based data acquisition allows for collection of rich, three-dimensional (3D) multi-offset/multi-angle configurations between transmitters and receivers, past efforts have relied on conventional instrumentation that was designed for ground-based data collection with the transmitter and a single receiver housed in the same unit; nor did these previous applications demonstrate real-time delivery of results to support rapid management decisions in the field. In this 1-year project, we (1) designed and constructed new lightweight independent transmitter and receiver antenna platforms that communicate with a laptop computer; (2) developed software to control data acquisition, manage/transfer data, and visualize data as its collected; and (3) demonstrated the operation of the new hardware and software systems in a ground-based field test. Our work entails major technological advances for EMI and established a foundation on which to build a new drone-based, real-time geophysical EMI imaging capability to support diverse challenges facing the nation.

47 OTHER INSTRUMENTATION↗
DOE OSTI2024

The Design and Evaluation of Zero Trust Architecture for Electric Vehicle Charging Infrastructure: EVs @ Scale Series on EV Charging Station Cybersecurity

Implementing a zero trust architecture can significantly bolster the security of electric vehicle (EV) charging infrastructure. EV charging infrastructure includes numerous networked interfaces, each of which can present potential vulnerabilities. When these vulnerabilities are exploited, they can compromise the entire system, leading to severe operational and security risks. Zero trust is a security model that operates on the principle of "never trust, always verify," which helps manage the attack surface and limit the scope of any potential compromises. Fundamentally, this model ensures that no entity, whether inside or outside the network, is trusted by default. The design principles of zero trust include continuous verification, strict deny-by-default access controls, and micro-segmentation. Continuous verification ensures that every request is thoroughly checked, regardless of its origin. Strict access controls enforce the principle of least privilege, allowing users and devices only the minimum necessary access to perform their functions. Micro-segmentation involves dividing the network into smaller, isolated segments to prevent lateral movement in case of a breach. In the context of EV charging infrastructure, zero trust can be implemented through various strategies. For example, multi-factor authentication (MFA) can be required for engineers to access the management interfaces and control systems of charging stations. Real-time monitoring and analysis of network traffic can help detect and respond to anomalies. Systems that do not need to communicate with each other can be micro-segmented to enhance security. All communications should adhere to predefined policies to be permitted. Additionally, encrypting communications can protect sensitive information exchanged between chargers and management systems. This paper presents a zero trust architecture specifically designed for EV charging infrastructure. Implementing zero trust not only mitigates risks but also builds a resilient infrastructure capable of withstanding and quickly recovering from cyber threats. The architecture addresses six defined security objectives. A comprehensive test plan is developed to assess the architecture against these objectives, and the results of the evaluation are reported. This approach is essential for maintaining the reliability and integrity of EV charging services in an increasingly interconnected and vulnerable digital landscape. This is the first in a planned series of papers exploring the implementation of zero trust in EV charging infrastructure. Each paper will delve into different aspects and applications of zero trust, highlighting how various work processes and requirements can lead to distinct architectural designs. These architectures will be tailored to address specific security challenges and operational needs within the EV charging ecosystem, ensuring a robust and adaptable security framework.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Autonomous Fueling System for Heavy-Duty Fuel Cell Electric Trucks

The motivation for this project stemmed from the challenges associated with rapidly refueling heavy-duty hydrogen fuel cell electric trucks (FCETs). Current manual refueling processes for fast refueling involve large, heavy equipment (e.g., hoses three times heavier than standard) and pose ergonomic risks and potential for equipment damage. The goal was to develop and test an autonomous fueling system to improve ergonomics, enhance safety, increase equipment durability through design improvements, and potentially speed up the fueling process. This project aimed to add to the understanding of autonomous systems in the context of heavy-duty hydrogen refueling, evaluating the technical effectiveness of potential concepts. A successfully developed system would benefit the public by facilitating the adoption of zero-emission heavy-duty transport, reducing reliance on manual labor for a physically demanding task, and potentially improving the safety and efficiency of hydrogen refueling infrastructure. The major accomplishment during the project's active period was the completion of the system-level architecture task. This involved establishing a detailed list of system requirements covering interfaces, environmental conditions, regulatory compliance, industry standards, safety, security, performance capabilities, and optional features. Five key use cases for the autonomous system were also identified. However, due to internal restructuring at Nikola, the necessary resources could not be allocated to continue the project. Consequently, Nikola opted to discontinue the project. The award was mutually terminated by Nikola and the DOE.

08 HYDROGEN↗
DOE OSTI2022

Hybrid Hydraulic-Electric Architecture (HHEA) for Mobile Machines (Final Report)

Traditionally, off-road mobile machines such as excavators and wheel loaders are primarily powered by hydraulics, and throttling valves are used to control their work circuits. In recent years, two general trends are towards more energy efficient systems and electrification. With electrification, both efficiency and control performance can be improved by the elimination of throttling losses and the use of high-bandwidth inverter control. Electrification is generally accomplished with Electro-hydraulic actuators (EHA) but they are limited to lower powered systems due to the high cost of electric machines capable of high power or high torque. This project proposes a new system architecture for off-road vehicles - Hybrid Hydraulic Electric Architecture (HHEA) to improve efficiency and control performance without requiring large electric machines. The widely applicable architecture combines hydraulic power and electric power in such a way that the majority of power is provided hydraulically while electric drives are used to modulate this power. In particular, HHEA utilizes multiple common pressure rails to transmit the majority of power and small electric machines to modulate the power. The energy-saving potential of the the HHEA has been validated for the work circuits of a variety of mobile machines, from small 5-ton excavators to medium sized 20-ton excavators and wheel loaders, and representative duty cycles to reduce energy input by 50-80% compared to the commercial state-of-art load-sensing systems. In addition, the corner power requirements of the electrical machines can be downsized by 85% compared to the EHA approach. Various tradeoff studies have also been conducted, including sensitivities to individual components performances, controllers, accumulator sizes, and variations of the system architecture etc. A control strategy has been developed to maintain or exceed the motion control precision compared to current systems. The motion control strategy consists of a nominal controller, based on a passivity-based backstepping design, and a transition controller, based on least-norn feedforward design. The nominal controller is used in between common pressure rail switches whereas the transition controller compensates for any disturbance that common pressure rail switchings inflict on the system. The control strategy has been experimentally validated on both a medium pressure (200bar) hardware-in-the-loop (HIL) testbed and a high pressure (300+bar) HIL testbed. An efficient and power-dense integrated electric-hydraulic machine consisting of an axial flux electric machine and a radial hydrostatic piston hydraulic machine has been designed, constructed and tested. The machine has an active material power density of 6.1kW/kg, a rated speed of 12500 RPM, and a design efficiency of 85%. This is among the highest power density electric machines using conventional materials. While the integrated machine was designed for modulating the hydraulic power within the HHEA, it can also be used in other applications.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2022

Technology Enablers for Advanced Gasoline Compression Ignition Engines

To meet current emission regulations and increasingly demanding global fleet CO2 standards on fuel economy and future trends towards life cycle GHG emissions, advanced combustion engines remain significant in the passenger vehicle sector to achieve high efficiency and low emissions over the full operating range. Lean burn gasoline compression ignition (GCI) technology has shown to have the most potential in reaching these goals, although it faces challenges in the operating range. In this study, an advanced GCI engine is considered with the capability to operate under two combustion modes, namely low temperature combustion (LTC) and GCI. They are enabled with the use of two Hyundai in-house developed technologies; an advanced valve control mechanism known as continuously variable valve duration (CVVD) and a high-pressure gasoline injection system. At low load, the engine utilizes dual CVVD and dual CVVT (continuously variable valve timing) mechanisms for both intake and exhaust valvetrains to enable NVO (negative valve overlap) to trap hot residuals. The hot residuals enable low load auto-ignition, and the phasing control of that auto-ignition is achieved by varying the degrees of NVO, and in turn, the amount of hot residuals. This is done in real time with respect to the changes in engine loads or operating conditions, significantly improving cylinder-phasing control in LTC mode, and subsequently is able to realize a fuel economy gain and reduced emission benefits. Early direct injection during NVO or intake stroke is used to form homogenous or quasi-homogenous air-fuel mixture for LTC. At mid to high loads, late direct injection of gasoline or GCI mode is employed to take advantage of the high volatility and high resistance to auto-ignition of gasoline fuel, so that diesel-engine like high combustion efficiency can be achieved with lower soot emissions for the same NOx level as diesel combustion. In this paper, the key control and fueling technologies that enable this multiple mode combustion are introduced, and the resultant analysis on engine test and CFD simulation at LTC and GCI operating conditions are presented in detail.

Gasoline compression ignition, low temperature com↗
DOE OSTI2024

Heat affected zone liquation cracking evaluation on FeMnAl alloys

FeMnAl steels are currently generating a lot of interest with potential applications for structural parts in armored vehicles due to their lower density and outstanding mechanical properties. Despite the extensive mechanical performance and heat treatment exploration of this alloy class, further weldability investigation is required for future large-scale deployment. In the present study, the liquation cracking of four heats of cast FeMnAl alloys was investigated by the spot-Varestraint technique. The study focuses primarily on the effect of the major elements of the FeMnAl system: C, Mn and Al. Optical and electron microscopy were employed to investigate the microstructural features, and CALPHAD was employed to aid the discussion regarding the alloy’s composition differences and their effect on the liquation cracking susceptibility. The study was able to identify that compositions with the higher Mn, C, and lower Al presented the highest liquation cracking susceptibility. Conversely, composition presenting lower Mn, C, and Al showed the most resistant behavior. Furthermore, lower Al content promoted a fully-γ microstructure at low temperatures, which encouraged the appearance of longer cracks as a γ-matrix is more susceptible to HAZ cracking than a fully ferritic (α) or duplex (α + γ) microstructure.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Chemical contributions to silicon anode calendar aging are dominant over mechanical contributions

Silicon (Si) anodes are a promising candidate for increasing the energy density of lithium (Li)-ion batteries for electric vehicles. However, they have recently been identified as having poor calendar life that is insufficient for commercial needs, in addition to the well-known issue of their poor cycle life resulting from large volume expansion. Here, a specially designed protocol with variable rest periods between intermittent cycling is used to evaluate the impact of the mechanical disruption of Si and solid electrolyte interphase (SEI) from cycling on calendar aging measurements. Si was found to undergo more mechanical degradation during calendar aging with intermittent cycling than graphite. However, Si anode capacity fade was still dominated by time, especially for rest periods greater than or equal to 1 month between cycling. Postmortem dQ/dV half-cell analysis indicated this was mainly due to Li inventory loss and an increase in electrode resistance. Isothermal microcalorimetry further demonstrated that Si passivation is more disrupted than graphite passivation with intermittent cycling and suggested that there may be a chemical buildup of a detrimental species in the electrolyte, leading to a large spike in heat after the Si and SEI are disrupted by cycling.

25 ENERGY STORAGE↗
DOE OSTI2020

Savannah River Site H-Canyon Advancing Technologies for Remote Inspections - 20345

In 2017, the DOE Environmental Management Office of Technology Development (DOE-EM TD) sponsored the H-Canyon Advanced Technology Demonstration (ATD) to demonstrate to DOE facilities the value of using new commercial-off-the-shelf (COTS) and near-ready technologies to solve difficult problems and enhance worker safety. The DOE Savannah River Site (SRS) H-Canyon Air Exhaust Tunnel (HCAEX) inspection task was identified as representative of the hazardous, human denied environments which could benefit from advanced technologies. The HCAEX underground concrete tunnel is visually inspected biannually using a camera mounted on a remotely operated vehicle (ROV) designed and built by SRNL. While tunnel images have provided valuable visual information, it is desirable to have a higher order of understanding of the environment to support a more thorough structural integrity (SI) analysis and for long term planning purposes. As part of the ATD, the Concrete Integrated Product Team (CIPT) was formed to identify and evaluate available sensors and methods mature enough to remotely obtain tunnel concrete characterization data of high value and with a high probability of success. The team included SMEs and H-Canyon stakeholders in the field of concrete, nondestructive examination (NDE), structural integrity, sensors and remote systems from SRNL, SRNS, LANL, DOE-SR and the Army Corps of Engineering. The CIPT completed an in-depth identification of customer concrete inspection needs and potential technology solutions. Sensors and methods were evaluated on performance, data usefulness, cost and the feasibility of a successful deployment given the unique tunnel access challenges and environment. Two technologies were identified as promising by the CIPT for near term demonstration and evaluation: Lidar (Light Detection and Ranging) 3-dimensional (3D) mapping and remote robotic deployment of NDE instrumentation. Laser spectroscopy to characterize tunnel surface chemical changes was also of interest, but presently cost prohibitive. This paper will include a discussion of the two efforts underway to evaluate and implement the CIPT recommendations. First, the status of the November 2019 deployment of Lidar at a single location into the tunnel is presented. This initial deployment provided the team a learning curve and lessons learned on the challenges of tunnel deployment to include remote operation and data collection, stabilization of the sensor in high air flow (∼30 mph), ability to achieve a tolerance accuracy of 0.25-inches, and the probability to identify change in tunnel dimensions over time. Secondly, a discussion on the development of the Robotic Arm Concrete Inspection Test Bed capable of deploying NDE instruments to examine custom concrete forms will be presented. Concrete forms simulating the rough concrete surfaces, strength, composition and potential structural defects that can be found at our DOE EM facilities have been designed and built for the test bed. Two state-of-the art concrete NDE instruments have been identified as having potential to work on rough concrete walls, they are being tested and characterized as to their ability to provide desired structural integrity data to include wall thickness and defect identification on the developed test beams. Lastly, lessons learned, and the path forward will be presented. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2020

Austin Sustainable and Holistic Integration of Energy Storage and Solar PV [Austin SHINES]. Final Report, Version 2

The Austin SHINES project and solution is a software management platform, for an electric grid with a high penetration of dispersed photovoltaic (PV) solar generation sites, which maintains the traditional power quality and reliability associated with grid service. This project developed and deployed the platform as a Distributed Energy Resource Management System (DERMS), engaging multiple advanced controls, to evaluate operation and optimization of a fleet of diverse DER assets, installed at several locations among Austin Energy’s customers and distribution system. The project also produced a methodology to create a replicable DERMS template, adaptable to other regions and market structures. Last, Austin SHINES aimed to demonstrate the solution’s methodology would enable the DER grid ecosystem to serve load at a technical cost (System Levelized Cost of Electricity, or System LCOE) of less than the U.S. Department of Energy SHINES program metric of $0.14/kWh, in a defined boundary, while enabling a high penetration of distributed PV. Research was categorized in 6 reports (Final Deliverables = FD) listed below, with titles and descriptions indicating which area of understanding was investigated: FD-1: System Levelized Cost of Electricity (System LCOE) Methodology The creation and use of the System LCOE to Serve Load metric that encompasses the holistic, system-level costs and benefits of all resources, and enables them to be evaluated based on their ability to support an efficient and low-cost integrated grid ecosystem. FD-2: Software Platform Product Description The creation of new DER control methodologies deployable within a utility-grade software platform that enable DER's to maximize their benefit within a grid, that is capable of serving load enabling a high penetration of distributed PV generation. FD-3: Optimal Design Methodology Optimal design methodologies for individual DER installations that enable utilities to determine the optimal combinations and sizing for individual DER sites. FD-4: Austin SHINES Ownership and Operation Models for DER System Performance A comparison of multiple DER aggregation and ownership methodologies including direct utility control, third-party aggregator, and autonomous. FD-5: Economic Modeling & Optimization A comparison of multiple DER technology mixes and configurations within the distribution system, providing insight into an optimal blend of technologies that best enable the distribution system to serve load at the lowest cost at high penetrations of solar. FD-6: Fielded Assets Deployed DER assets within the Austin Energy SHINES circuits. Austin SHINES provided an opening for state-of-the-art technology products to be deployed, providing a rich opportunity for improving how each of the products perform as stand-alone products, and in concert with other complementary products. The Austin SHINES project comprised of two key metrics for System LCOE: SystemLCOE_SHINES<$0.14/kWh Modeled ΔSystemLCOE_SHINES/ΔSystemLCOE_Base≥20% at same solar penetration The System LCOE calculation uses the costs of the utility-owned infrastructure as it exists today, the cost of the DERs that exist in the system today, and the cost of the purchase of energy from ERCOT wholesale markets over the course of the calendar year. All costs are on an annualized basis. The capital and operating costs are derived from the rate case, which produces a yearly cost. The net cost of energy and services imported to the system is integrated over the test year, as is the load served and solar penetration. The first metric was easily achieved by every scenario considered. The goal was set when the Department of Energy’s SHINES Funding Opportunity Announcement was written in 2015 and was a more difficult target at the time. Due mostly to rapidly declining costs for DERs and the significant decrease in the Electric Reliability Council of Texas (ERCOT) energy market prices, which results in lower net cost of energy purchases, the System LCOE is well below this target for all scenarios considered. A fleet of DERs can assume different mixtures, each of which serves the load at a different LCOE. The optimal mixture of DERs serves load at the smallest System LCOE. The second metric (hereinafter %delta metric) asks that the holistic DERMS controls reduce the incremental cost above the baseline of going to a high solar penetration future by at least 20% as compared to the case of a DER deployment with no sophisticated controls (autonomous). Many comparison sets were created throughout this project. Physical technology was installed for informing utility engineering and testing several types of operational control schemes, through the DERMS. The types of operational control which were compared for valuation of the System LCOE Metric were: Holistic control = using the full suite of the DERMS platform to decide and optimize how/why the systems operate depending on weather, market, and reliability signal input. Autonomous control = a local mode at the asset site, wherein a schedule operates the asset, with visibility into performance only No control = the baseline for comparing value against the other two types of control The types of ownership control included: Direct Utility control = the utility dispatches a signal to each asset Third-Party Aggregator = a third party aggregates a fleet of assets and the utility dispatches one signal for all Autonomous = a local mode is set for operation at the asset site, wherein a schedule operates the asset, with visibility into performance only The types of control methodologies deployable within a utility-grade software platform included: Utility Peak Load Reduction = Lower transmission cost obligation Day-Ahead Energy Arbitrage = Realize economic value through price differential Real-Time Price Dispatch = Realize economic value from real-time price spikes Voltage support = Reduce losses and increase solar generation Distribution Congestion Management = Increase local grid reliability Demand Charge Reduction = Lower customer bills and realize system benefit The fielded assets deployed for the project were: Utility Scale Kingsbery Energy Storage System: 1.5 MW / 3 MWh Li-Ion battery storage Mueller Energy Storage System: 1.75 MW / 3.2 MWh Li-Ion battery storage, 7 Energy Storage Units (250 kW each) La Loma Community Solar: 2.6 MW Commercial Scale Aggregated storage installations at 3 sites, with existing solar (300+ kW): One 18 kW / 36 kWh Li-Ion battery storage Two 72 kW / 144 kWh Li-Ion battery storage Residential Scale Aggregated storage installations: -Six stationary battery storage systems (10 kWh each) at homes with existing solar -One Electric Vehicle installed as Vehicle-to-Grid (V2G) Utility-Controlled Solar via Smart Inverters at 12 homes Autonomously-Controlled Smart Inverters at 6 homes Over the course of the project, Austin SHINES undertook installing more than 3 MW of distributed battery energy storage, smart PV inverters, a DER control platform, and other enabling technologies utilizing customer and utility locations and aggregation models. All of these resources were to be integrated and optimized at the utility level. DER assets and control methodologies were designed to achieve a credible pathway to a System LCOE for energy delivered to load of $0.14//kWh or less by 2020, while maximizing distributed solar generation and maintaining acceptable standards of power quality. The project also established a template for other regions to follow, to maximize the adoption of distributed solar PV in support of an economic and efficient grid. In total, the Austin SHINES project added value to the DER subject area in each layer of integration. From utility, to commercial to residential scales, the sheer hierarchy of communication and coordination was a significant accomplishment in addition to learnings from what these communications revealed was unique to each. Economically, the most effective method demonstrated was the criticality of planning phases. Contingencies and multiple projection scenarios helped guide the project to deploy optimal design as close as feasible, in real world conditions. The project and reports will serve public benefit by outlining specific areas of DER strategy and installation where many stakeholders and needs can be addressed with improved efficiency. Overall, communities and utilities should use the results to guide the increasing options available for powering the grid with DER, renewables, and carbon considerate energy.

14 SOLAR ENERGY↗
DOE OSTI2023

Poly(oxymethylene) Ethers as a High Cetane, Low Sooting Biofuel Blendstock for Use in Medium to Heavy Duty Mixing Controlled Compression Ignition Engines

Compression ignition (CI) engines are currently the most common prime mover for medium and heavy duty vehicles; these engines contribute roughly a quarter of US greenhouse gas emissions from transportation, and even higher percentages of particulate and nitrogen oxide emissions. As a result, there have been significant efforts made to reduce these emissions, particularly through selection of low-emissions alternative fuels. Oxymethylene ethers (OMEs) are a class of molecule, typically structured R-O-(CH2O)n-R', which have been considered as a possible blendstock in CI fuels for the goal of soot reduction. Generally, past work has focused on methyl-terminated OMEs, CH3-O-(CH2O)n-CH3, which by virtue of containing no C--C bonds, produce negligible soot. These molecules show significant reductions in soot emission from engines when blended in moderate to high ratios with traditional diesels, however, they have been shown to have inferior physical properties and poor compatibility with some legacy systems. Recent theoretical work has shown that OMEs with non-methyl alkyl groups may have superior performance, albeit at the cost of increased soot formation. In this work, a variety of OMEs with terminating alkyl groups from methyl to butyl are considered for their suitability as CI fuels. The synthesis of these extended OMEs is studied, including formation of n=1 OMEs from common chemical sources, and extension of the chain length to heavier molecules, via reactions over acidic ion exchange resins. Following the synthesis, the properties of these OMEs are studied with respect to their engine applicability. It is found that heavier (propyl- and butyl-terminated) OMEs have superior properties for diesel compatibility, particularly in reactivity, volatility, and water solubility. Extended-alkyl OMEs are found to have higher soot production than methyl-terminated OMEs, but remain superior to diesel soot production on a per-unit-energy basis. A sample of a butyl-terminated OME mixture, n=2-4, is selected as the ideal OME blend for close compatibility with legacy diesel systems. This mixture is blended with certified diesel and tested for ASTM D975 compatibility, passing all required tests but lubricity; decreased heat of combustion is observed but not governed by the diesel standard. Fundamental combustion tests of various mid-weight OMEs are performed in a rapid compression machine, where it is shown that low-temperature chemistry causes a region of decreased dependence of ignition delay on temperature, consistent with methyl-terminated OME behavior. An isopropyl-terminated OME is observed to have low reactivity compared to other OMEs; this fuel is investigated via further rapid compression machine testing and CFR engine testing. It is found that this OME has strong negative-temperature-coefficient ignition behavior - a first for OMEs - and has reactivity lower than other OMEs, but insufficient for direct spark ignition engine testing.

09 BIOMASS FUELS↗
DOE OSTI2023

Motion Planning Algorithms for Safety and Quantum Computing Efficiency

Motion planning remains a fundamental problem in robotics. Sampling-based algorithms use randomization to allow efficient solutions to this complex problem. As mobile robots and autonomous vehicles become more prevalent in everyday life, motion planning must be applied to increasingly challenging scenarios. Safety has become a paramount concern in motion planning for ensuring robotic applications enrich human lives. To date, many motion planning techniques to increase safety in the face of uncertain and dynamic environments have been developed. This dissertation first addresses distributional safety of Rapidly-Exploring Random Trees (RRT) through our algorithm W-Safe RRT. To acknowledge distributional uncertainty and poor modeling, W-Safe RRT uses the Wasserstein metric to provide a probabilistic bound on the distributional distance between a robot and obstacles. Human-interpretable environmental agent classification allows online safety margin adaptation. We propose and analyze an integrating region method for online classification that increases actor labeling accuracy based on behavioral feature values when compared to state of the art methods. The method performs class assignments based on local maximum likelihood in a created behavioral feature-space, allowing a notion of classification uncertainty. Model-based methods with safety guarantees can quickly become computationally in tractable, especially with multiple agents, higher dimensions, and plentiful unknowns. Sampling based algorithms have been parallelized for computation with multi-core computers and GPUs. We consider the use of quantum algorithms and computers for sampling-based motion planning for the first time. Quantum computing performs operations on superpositions of states and can solve certain problems much more efficiently than classical computers, but introduces previously unseen challenges. With Quantum-RRT, we recast the motion planning problem into a database-search structure and use Quantum Amplitude Amplification to find reachable states in the database with a quadratic performance increase over classical methods. We address two error sources with this method: quantum measurement and quantum oracle errors. We then extend this method to Parallel Quantum-RRT, which uses a manager-worker architecture with multiple parallel quantum workers to increase database search efficiency. We compare algorithm architectures and characterize probabilities of multiple workers finding solutions. Lastly, we test in simulation the quantum algorithms against classical versions in a wide variety of scenarios, concluding that a similar parallelization improvement is to be found in the quantum case as was found in the parallelization of classical RRT.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2022

Thick Electrode Design for Facile Electron and Ion Transport: Architectures, Advanced Characterization, and Modeling

The demand for lithium ion batteries continues to expand for powering applications such as portable electronics, grid-scale energy storage, and electric vehicles. As the application requirements advance, the innovation of lithium ion batteries toward higher energy density and power output is required. Along with the investigation of new materials, an important strategy for increasing battery energy content is to design electrodes with high areal loading to minimize the fraction of nonactive materials such as current collectors, separators, and packaging components, resulting in significant gains in energy content and the reduction of the system-level cost. However, the adoption of thick high areal loading electrodes has been impeded by sluggish charge transport and mechanical instability. With conventional slurry cast electrodes, battery function significantly deteriorates with increases in electrode thickness due to high cell polarization and the incomplete utilization of active materials. Thus, a consideration of approaches that facilitate an understanding and eventual adoption of high-loading electrodes is warranted to enable the deliberate advancement of next-generation batteries. Herein, this Account considers three aspects critical to the science and technology of thick high-loading electrodes. The first discussion covers recent approaches to the design and fabrication of high-loading electrodes. Ensuring electrical contact throughout the electrode is accomplished through the manipulation of conductive additives or using a conductive scaffold within the electrode. Ion transport can be facilitated through electrode design and fabrication approaches that deliberately control the electrode porosity and tortuosity. Second, advanced characterization methodologies are presented as the ability to determine the origins of transport limitations provide the insight needed to deliberately approach future designs. Spectroscopic and diffraction methods have been used to characterize the 2D and 3D pore structure and composition of the electrodes. Furthermore, operando methods that yield spatially and temporally resolved information regarding the progression of the electrochemical reaction are highlighted. The third aspect considered is the utilization of modeling. Physically based continuum models linked with the results of experimental characterization have been demonstrated and then allow the rapid simulation of a variety of deliberate electrode designs and their impacts on functional electrochemistry. Variables relevant to the designs can be tested by the model under a series of use conditions to identify those of most promise for a specific application. Finally, an outlook on future opportunities for high-loading battery electrode research is provided to inform and entice practitioners in the field to pursue these important directions of inquiry.

25 ENERGY STORAGE↗
DOE OSTI2020

Development of the Mobile Systems for Conditioning of Disused Sealed Radioactive Sources in Serbia - 20105

Sealed radioactive sources (SRS) are being used worldwide in the field of medicine, agriculture, industry and research. They can be found in mobile as well as stationary devices. SRS contains radioactive material that is (a) permanently sealed in a capsule or (b) closely bounded and in a solid form. The capsule or material of an SRS should be strong enough to maintain leak tightness under the conditions of use and purpose for which the source was designed, also in case of accidents. In this case only emitted radiation is utilized. Firstly, the hazard from external radiation has to be considered, but the possibility of contamination due to fracture of the capsule should not be disregarded. The radioactive sources are composed of the radiating isotope contained in the filling medium, the single or double isotope holder that partially or totally surrounds the filling medium, the outer cover that contains the parts mentioned above and the capsule closed airtightly by welding or using some other method. The capsule must be tested for leakage periodically. If the SRS is no longer needed (e.g. replaced by a different technique) or it becomes useless for the intended application (e.g. the activity becomes too weak, the equipment containing the source works poorly or becomes obsolete, the source is damaged or leaking) it is considered disused. Disused sealed radioactive sources (DSRS) are typically conditioned and disposed if a facility is available. If the disposal option is not available, conditioned DSRS should be stored under proper conditions. In some cases, the radionuclide(s) in DSRS can be recovered/recycled or the DSRS can be repurposed for other applications. Conditioning of DSRS ensures containment of the radioactive material, provides confinement for leaking sources, provides sufficient radiation shielding, reduces storage/disposal volume by allowing consolidation of multiple sources into a single storage/disposal container, facilitates transport operations and contributes to safety and security as well. Typically, conditioning technologies are deployed either as permanently installed stationary systems in centralized or mobile on-site waste processing facilities, or in a mobile configuration. Centralized stationary facilities provide a single processing location for multiple users that requires transport of the waste to the facility. On the other hand, mobile systems may be provided for the selection and application of the optimum technology for a specific waste stream (such as DSRS) by bringing the process to the point where the waste is generated. In addition, mobile systems could offer additional flexibility by sharing equipment among multiple waste generating sites for processing campaigns that vary in duration, from very short periods to several years. The term 'mobile processing system' refers to any radioactive waste processing system or component which is designed to be transportable and which is not considered permanently installed. Two mobile system for conditioning of disused sealed radioactive sources are developed in the Public Company Nuclear Facilities of Serbia. Development of these mobile systems was supported by SRB9005 national project via Technical Cooperation of the IAEA. The first mobile system, built inside the 20 feet ISO container, will be used for conditioning of DSRS category 3 to 5. The second mobile system, built inside the 7 m long vehicle (Iveco Daily Van), will be used for dismantling of ionizing smoke detectors mostly with Am-241 sources. Designs of the mobile systems were defined in cooperation with two companies from Belgium (Belgoprocess and Leniko) and a Croatian company Ekoteh as well as with the support of the IAEA experts. The generic safety assessment and operational procedures for the mobile systems are developed. Based on safety assessment the acceptance criteria and operational limits and conditions are established. Operational procedures include: (a) equipment and material requirements, (b) assembling procedure of the mobile unit, (c) procedure for acceptance of devices for dismantling and conditioning, (d) dismantling procedure for devices to recover the DSRS, (e) characterization of DSRS, (f) encapsulation procedure of DSRS, (g) disassembling procedure of the mobile unit, and (h) keeping records, identification and traceability. In addition, radiation safety, health safety, security and emergency preparedness plans are prepared. The generic safety assessment and operational procedures could be updated with site specific requirements, DSRS inventory, and different needs for future customers. Developed mobile systems could be used in all situations when it is feasible to perform conditioning of DSRS on the spot in the county and worldwide. Development of these mobile units was just the first step to create the Reference Center for Radioactive Waste Treatment and Disused Radioactive Sources Conditioning for Small Facilities which can become a regional training center in the future, and/or as a tool for comprehensive national search and secure programmes. In the next phases development of e-learning platforms and blended learning packages as well as application for the IAEA Qualified Technical Centre (QTC) for the management of DSRS is foreseen. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2020

Catalytic Bio-crude Production in a Novel, Short-Contact Time Reactor

RTI has developed a catalytic fast pyrolysis (CFP) process to produce biomass-based hydrocarbon replacement fuels. From a technology perspective, this advanced biofuels process produces liquid transportation fuels that can leverage capital expenditures in the existing petroleum distribution infrastructure. From a business perspective, this technology does not face potential market limitations caused by oxygenate blend limitations for light duty vehicle applications. A promising catalyst has been developed with excellent potential for deoxygenation to produce a hydrocarbon-rich biocrude that is more suitable for upgrading with traditional hydroprocessing technology. The role of the catalyst is to control the chemistry during biomass pyrolysis to produce a biocrude in a single step that has lower oxygen content and is more thermally stable than conventional biomass fast pyrolysis oil. Catalyst properties are optimized to minimize gas and coke production and improve catalytic deoxygenation and biocrude yields. Results from this project have demonstrated that biocrudes from catalytic fast pyrolysis contain <20 wt% oxygen, with the organic fraction as low as 12% oxygen. These oxygen numbers are > 50% lower compared to traditional fast pyrolysis oils. The biocrude produced from our CFP process can be upgraded to gasoline range hydrocarbons. A very conservative approach for upgrading included a preliminary stabilization step followed by a hydroprocessing step. The oxygen content in the upgraded product was decreased by 97% (to less than 3wt %) from the oxygen content of the biocrude sample. Additionally, the acid content was reduced by 99% from the acid content of the biocrude sample. In an optimized integrated process, the CFP step and the hydroprocessing (upgrading) step need to be carefully balanced to maximize the input biomass energy that is recovered in the finished biofuels. Hydrogen utilization and carbon recovery during both catalytic biomass pyrolysis and biocrude upgrading need to be optimized to maximize energy recovery in the finished biofuel. A nominal 1 ton per day (TPD) catalytic biomass pyrolysis system was designed based on the laboratory experimental data. The system was designed to achieve the short residence times (0.5–2 sec) and high heat transfer rates required for maximum liquid biocrude yields while optimizing process integration to maintain catalyst activity by continuous regeneration. The catalytic biomass pyrolysis reactor is a continuously circulating single-loop transport reactor design that is flexible enough to allow sensitivity studies around temperature, residence time, biomass feed rate, and catalyst-to-biomass ratio (i.e., catalyst circulation rate) for process optimization. For a nominal 100 lb/hr feed rate of dry biomass, the products include ~25 lb/hr char and coke, ~20 lb/hr permanent gases, and ~55 lb/hr condensable vapors. Pyrolysis temperatures are 350–600°C, and the system is operated close to ambient pressure. Production of the catalyst developed within the project was scaled up to provide enough material (200kg) for bench-scale testing. The 1TPD bench-scale unit was fabricated, installed and commissioned with this project. Biocrude samples from wood were produced in this unit with the CFP catalyst with material balance > 90%. The intermediate biocrude yields and chemical composition compare well with previous laboratory results and a hydroprocessing strategy for upgrading the resulting biocrude was developed. The experimental results obtained within this project were used to develop a process model for a 2000 TPD commercial facility. Detailed flow sheets were developed for all major unit operations in the process and provided a basis for an economic analysis to develop capital and operating costs. Estimates of the biofuel production costs were used to develop internal rates of return for the yields and compositions measured for the current state of technology at the end of this project and for the yields anticipated for an optimized (nth plant) scenario as additional process improvements are made.

09 BIOMASS FUELS↗
DOE OSTI2020

Planck 2018 Results - II. Low Frequency Instrument data processing

We present a final description of the data-processing pipeline for the Planck Low Frequency Instrument (LFI), implemented for the 2018 data release. Several improvements have been made with respect to the previous release, especially in the calibration process and in the correction of instrumental features such as the effects of nonlinearity in the response of the analogue-to-digital converters. We provide a brief pedagogical introduction to the complete pipeline, as well as a detailed description of the important changes implemented. Self-consistency of the pipeline is demonstrated using dedicated simulations and null tests. We present the final version of the LFI full sky maps at 30, 44, and 70 GHz, both in temperature and polarization, together with a refined estimate of the solar dipole and a final assessment of the main LFI instrumental parameters.

79 ASTRONOMY AND ASTROPHYSICS↗
DOE OSTI2020

Batteries Annual Progress Report (FY2019)

The Vehicle Technologies Office (VTO) of the Department of Energy (DOE) conducts research and development (R&D) on advanced transportation technologies that would reduce the nation’s use of imported oil and would also lead to reductions in harmful emissions. Technologies supported by VTO include electric drive components such as advanced energy storage devices (primarily batteries), power electronics and electric drive motors, advanced structural materials, energy efficient mobility systems, advanced combustion engines, and fuels. VTO is focused on funding early-stage high-reward/high-risk research to improve critical components needed for more fuel efficient (and cleaner-operating) vehicles. One of the major VTO objectives is to enable U.S. innovators to rapidly develop the next generation of technologies that achieve the cost, range, and charging infrastructure necessary for the widespread adoption of plug-in electric vehicles (PEVs). An important prerequisite for the electrification of the nation’s light duty transportation sector is development of more cost-effective, longer lasting, and more abuse-tolerant PEV batteries. One of the ultimate goals of this research, consistent with the current vehicle electrification trend, is an EV which can provide the full driving performance, convenience, and price of an internal combustion engine (ICE) vehicle. To achieve this, VTO has established the following overarching goal (Source: FY2021 Congressional Budget Justification1): …identify new battery chemistry and cell technologies with the potential to reduce the cost of electric vehicle battery packs by more than half, to less than $100/kWh (ultimate goal is $60/kWh battery cell cost), increase range to 300 miles, and decrease charge time to 15 minutes or less by 2028. VTO works with key U.S. automakers through the United States Council for Automotive Research (USCAR) – an umbrella organization for collaborative research consisting of Fiat Chrysler Automobiles (FCA), the Ford Motor Company, and General Motors. Collaboration with automakers through the partnership known as U.S. Driving Research and Innovation for Vehicle Efficiency and Energy Sustainability (U.S. DRIVE) attempts to enhance the relevance and the success potential of its research portfolio. VTO competitively selects projects for funding through funding opportunity announcements (FOAs). Directly-funded work at the national laboratories are awarded competitively through a lab-call process. During the past year, VTO continued R&D in support of PEVs. Stakeholders for VTO R&D include universities, national laboratories, other government agencies and industry (including automakers, battery manufacturers, material suppliers, component developers, private research firms, and small businesses). This document summarizes the progress of VTO battery R&D projects supported during the fiscal year 2019 (FY 2019).

25 ENERGY STORAGE↗
DOE OSTI2023

High-Performance Low-Cobalt Cathode Materials for Li-ion Batteries

The layer-structured Li[Ni x Co y Mn 1-x-y ]O 2 (NCM) cathode materials have been the best choice for increasing electric vehicle driving distance per charge. The high Ni layered oxide represents successfully commercialized NCM cathodes (such as NCM622 and NCA) in lithium-ion batteries (LIBs) for EV applications due to their high energy density and acceptable cycling stability. However, the price of cobalt, the key element within LIBs for stability, has nearly tripled over the past few years due to increased demand from the cell phone industry. As mentioned in the DOE Funding Opportunity Announcement, the current materials shortage will also cause speculation for a future global shortage. Therefore, to meet the requirement and sustainability of the next-generation long-range and low-cost EVs, developing cathode materials with low-Co content to achieve higher energy density and lower cost is both essential and urgent. The overarching objective of this work is to develop stabilized NCM cathode materials with low Co content (namely LiNi x Co y Mn 1-x-y O 2 , y ≤ 0.04) to meet DOE’s goal of reducing Co loading below 50 mg Wh -1 while maintaining energy density greater than 600 Wh kg -1 based on cathode material. Via various dopings and coatings scalable methods, we explored and enhanced the cycling performance of low-cobalt cathodes. The final obtained NCM cathodes paired with graphite anode aim to deliver batteries with a high initial specific energy density of over 240 Wh kg -1 and a low capacity fading rate of less than 20% in 1000 cycles under a C/3 discharge rate. To accomplish this goal, a multidisciplinary team with several co-investigators has been formed from three organizations: The Pennsylvania State University (PSU), Oak Ridge National Laboratory (ORNL), and Pacific Northwest National Laboratory (PNNL). The PI and co-investigators are Dr. Donghai Wang (PI) from PSU with expertise in the synthesis of nanostructured materials and manipulation of interfacial properties of electrochemically active materials, Dr. Jagjit Nanda, with substantial knowledge of and expertise in state-of-the-art cathodes from ORNL, Dr. Chao-Yang Wang with significant experience in advanced cell design and fabrication and cell diagnostics from PSU, and Dr. Chongmin Wang with world-wide known expertise of advance atomic scale characterization of electrode materials from PNNL. Furthermore, this project will leverage and synergistically work with the current DOE-funded programs on battery materials at PSU and ORNL and electrode materials characterization at PNNL. During this funded period, we have accomplished milestones stated as follows: • Scale up production of LiFePO 4 (LFP) coated NCM811 with a production of 300g/batch. Fifteen (≥2 Ah) pouch cells with LFP-coated NCM811 cathode are delivered. Self-evaluated pouch cells in PSU show superior over 80% capacity retention performance even after 1500 cycles at C/3 rate. • Various cations (Al, Ti, Zr, and Mo) substitute cobalt in low-cobalt partially and Co-free cathodes. Their effects on crystal structure and electrochemical behavior are explored. • Phosphate compounds as coating materials represent promising surface protection precursors for low-cobalt cathode materials. Therefore, several metal phosphates were selected for improving the NMC cycling performance and are regarded as effective approaches for a scalable and practical surface protection method. • Production of NCM92, where Nickel content is 92% among transition metals, is scaled up from synthesis to coating and heat treatment procedures. Fifteen 2.7Ah pouch cells with Ti-doped NCM92 cathodes and industrial graphite anode are delivered to Idaho National Lab for testing.

25 ENERGY STORAGE↗