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At least 829 records · Page 46

Accelerating high-order continuum kinetic plasma simulations using multiple GPUs

Kinetic plasma simulations solve the Vlasov-Poisson or Vlasov-Maxwell equations to evolve scalar-variable distribution functions in position-velocity phase space and vector-variable electromagnetic fields in configuration space. The immense computational cost of evolving high-dimensional variables, and their large number of degrees of freedom, often limits the utility of continuum kinetic simulations and presents a challenge when it comes to accurately simulating real-world physical phenomena. To address this challenge, we present techniques that accelerate and minimize the computational work required for a scalable Vlasov-Poisson solver. We show theoretical hardware compute and communication bounds for solving a fourth-order finite-volume Vlasov-Poisson system. These bounds are then used to inform and evaluate the design of performance portable algorithms for a multiple graphics processing unit (GPU) accelerated version of the Vlasov-Poisson solver VCK-CPU [1]. We demonstrate that the multi-GPU Vlasov solver implementation, VCK-GPU, simultaneously minimizes required inter-process data transfer while also being bounded by the machine network performance limits. This results in an overall strong scaling speedup per timestep of up to 40x in three-dimensional phase space (one position, two velocity coordinates) and 54x in four dimensional phase space (two position, two velocity coordinates) and a 341x increase in simulation throughput of the GPU accelerated code over the existing CPU code. The GPU code is also able to weak scale up to 256 compute nodes and 1024 GPUs. In conclusion, we demonstrate that the improved compute performance enables exploring configurations which were previously computationally infeasible, including resolving fine-scale distribution function filamentation and multi-species dynamics with realistic electron-proton mass ratios.

Continuum kinetics↗

Operando High-Energy-Resolution X-ray Spectroscopy of Evolving Cu Nanoparticle Electrocatalysts for CO 2 Reduction

Advances in electrocatalysis research rely heavily on building a thorough mechanistic understanding of catalyst active sites under realistic operating conditions. Only recently have techniques emerged that enable sensitive spectroscopic data collection to distinguish catalytically relevant surface sites from the underlying bulk material under applied potential in the presence of an electrolyte layer. Here, we demonstrate that operando high-energy-resolution fluorescence detected X-ray absorption spectroscopy (HERFD-XAS) is a powerful spectroscopic method which offers critical surface chemistry insights in CO 2 electroreduction with sub-electronvolt energy resolution using hard X-rays. Combined with the high surface area-to-volume ratio of 5 nm copper nanoparticles, operando HERFD-XAS allows us to observe with clear evidence the breaking of chemical bonds between the ligands and the Cu surface as part of the ligand desorption process occurring under electrochemical potentials relevant for the CO 2 reduction reaction (CO 2 RR). In addition, the dynamic evolution of oxidation state and coordination number throughout the operation of the nanocatalyst was continuously tracked. With these results in hand, undercoordinated metallic copper nanograins are proposed to be the real active sites in the CO 2 RR. In conclusion, this work emphasizes the importance of HERFD-XAS compared to routine XAS in catalyst characterization and mechanism exploration, especially in the complicated electrochemical CO 2 RR.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

Real-Time Multi-Vehicle Multi-Camera Tracking with Graph-Based Tracklet Features

An essential application in intelligent transportation systems is multi-target multi-camera tracking (MTMCT), where the target’s activity is tracked from different cameras. Although the tracking-by-detection scheme is the primary paradigm in MTMCT, the object association information from the video frames is lost. This is mainly because the multi-camera multi-object matching uses the information from the video frames separately. To solve this problem and leverage this association information, we propose an MTMCT framework, where features are built in the form of a graph and a graph similarity algorithm is used to match multi-camera objects. In this paper, we focus on the real-time scenario, where only the past images are used to match an object. Our method achieves an IDF1 score (the ratio of the number of correctly identified objects to the number of ground truth and average objects) of 0.75 with a rate of 14 frames per second (fps).

Engineering↗

The Technical and Economic Potential of the H2@Scale Hydrogen Concept within the United States

The U.S. energy system is evolving as society and technologies change. Renewable electricity generation - especially from wind and solar - is growing rapidly, and alternative energy sources are being developed and implemented across the residential, commercial, transportation, and industrial sectors to take advantage of their cost, security, and health benefits. Systemic changes present numerous challenges to grid resiliency and energy affordability, creating a need for synergistic solutions that satisfy multiple applications while yielding system-wide cost and emissions benefits. One such solution is an integrated hydrogen energy system. This is the focus of H2@Scale - a U.S. Department of Energy (DOE) initiative led by the Office of Energy Efficiency and Renewable Energy’s Hydrogen and Fuel Technologies Office. H2@Scale brings together stakeholders to advance affordable hydrogen production, transport, storage, and utilization in multiple energy sectors. The H2@Scale concept involves hydrogen as an energy intermediate. Hydrogen can be produced from various conventional and renewable energy sources including as a responsive load on the electric grid. Hydrogen has many current applications and many more potential applications, such as energy for transportation - used directly in fuel cell electric vehicles (FCEVs), as a feedstock for synthetic fuels, and to upgrade oil and biomass - feedstock for industry (e.g., for ammonia production, metals refining, and other end uses), heat for industry and buildings, and electricity storage. Owing to its flexibility and fungibility, a hydrogen intermediate could link energy sources that have surplus availability to markets that require energy or chemical feedstocks, benefiting both. This document builds upon a growing body of analyses of hydrogen as an energy intermediate by reporting the results from our initial analysis of the potential impacts of the H2@Scale vision by the mid-21 st century for the 48 contiguous U.S. states. Previous estimates have been based on expert elicitation and focused on hydrogen demands. We build upon them, first, by estimating hydrogen’s serviceable consumption potential for possible hydrogen applications and the technical potential for producing hydrogen from various resources. We define the serviceable consumption potential as the quantity of hydrogen that would be consumed to serve the portion of the market that could be captured without considering economics (i.e., if the price of hydrogen were $0/kg over an extended period); thus, it can be considered an upper bound for the size of the market. We define the technical potential as the resource potential constrained by real-world geography and system performance, but not by economics. We then compare the cumulative serviceable consumption potential with the technical potential of a number of possible sources. Second, we estimate economic potential: the quantity of hydrogen at an equilibrium price at which suppliers are willing to sell and consumers are willing to buy the same quantity of hydrogen. We believe this method provides a deeper understanding than was available in the previous analyses. We develop economic potentials for multiple scenarios across various market and technology-advancement assumptions.

08 HYDROGEN↗

Enhancing Camera Calibration for Traffic Surveillance with an Integrated Approach of Genetic Algorithm and Particle Swarm Optimization

Recent advancements in sensor technologies, coupled with signal processing and machine learning, have enabled real-time traffic control systems to effectively adapt to changing traffic conditions. Cameras, as sensors, offer a cost-effective means to determine the number, location, type, and speed of vehicles, aiding decision-making at traffic intersections. However, the effective use of cameras for traffic surveillance requires proper calibration. This paper proposes a new optimization-based method for camera calibration. In this approach, initial calibration parameters are established using the Direct Linear Transformation (DLT) method. Then, optimization algorithms are applied to further refine the calibration parameters for the correction of nonlinear lens distortions. A significant enhancement in the optimization process is achieved through the integration of the Genetic Algorithm (GA) and Particle Swarm Optimization (PSO) into a combined Integrated GA and PSO (IGAPSO) technique. The effectiveness of this method is demonstrated through the calibration of eleven roadside cameras at three different intersections. The experimental results show that when compared to the baseline DLT method, the vehicle localization error is reduced by 22.30% with GA, 22.31% with PSO, and 25.51% with IGAPSO.

47 OTHER INSTRUMENTATION↗

Simulator model specification for the augmentor wing jet STOL research aircraft

The configuration and simulation studies of a C-8A (De Havilland Buffalo) aircraft are described. The modifications to STOL configuration consisted of augmentor-wing jet flaps, blown and drooped ailerons, and leading edge slats. The total simulator model includes a number of component parts for producing realistic visual, aural, tactile, vestibular, and kinesthetic cues for the pilot to assess the predicted behavior of the real airplane.

Rumsey, P. C.↗

Application of real-time engine simulations to the development of propulsion system controls

The development of digital controls for turbojet and turbofan engines can be facilitated by the use of real-time computer simulations of the engines. The engine simulation provides a 'test-bed' for evaluating new control laws and for checking and 'debugging' control software and hardware prior to engine testing. This paper describes the development and use of real-time, hybrid computer simulations of the Pratt & Whitney TF30-P-3 and F100-PW-100 augmented turbofans in support of a number of controls research programs at the Lewis Research Center. The role of engine simulations in solving the propulsion systems integration problem is also discussed.

Szuch, J. R.↗

A new two-dimensional oscillating wing apparatus for unsteady aerodynamics research

An apparatus for experimental research into unsteady transonic flows is described. The apparatus, as installed in the NASA-Ames 11 by 11 Foot Transonic Wind Tunnel, can impart full two-degree-of-freedom motions at reduced frequencies to 0.3, oscillatory amplitudes to tn-2 degs, mean angles to 12 degs, Mach numbers to 1.4 and Reynolds numbers to 12x10. The test wing is fully instrumented for dynamic waveform measurements and the data can be acquired, processed, and displayed in real-time with a new computational data acquisition system. Following a description of the apparatus, sample data from a recently completed test program is presented.

Davis, S. S.↗

An experiment to assess the cost-benefits of code inspections in large scale software development

This experiment (currently in progress) is designed to measure costs and benefits of different code inspection methods. It is being performed with a real development team writing software for a commercial product. The dependent variables for each code unit's inspection are the elapsed time and the number of defects detected. We manipulate the method of inspection by randomly assigning reviewers, varying the number of reviewers and the number of teams, and, when using more than one team, randomly assigning author repair and non-repair of detected defects between code inspections. After collecting and analyzing the first 17 percent of the data, we have discovered several interesting facts about reviewers, about the defects recorded during reviewer preparation and during the inspection collection meeting, and about the repairs that are eventually made. (1) Only 17 percent of the defects that reviewers record in their preparations are true defects that are later repaired. (2) Defects recorded at the inspection meetings fall into three categories: 18 percent false positives requiring no author repair, 57 percent soft maintenance where the author makes changes only for readability or code standard enforcement, and 25 percent true defects requiring repair. (3) The median elapsed calendar time for code inspections is 10 working days - 8 working days before the collection meeting and 2 after. (4) In the collection meetings, 31 percent of the defects discovered by reviewers during preparation are suppressed. (5) Finally, 33 percent of the true defects recorded are discovered at the collection meetings and not during any reviewer's preparation. The results to date suggest that inspections with two sessions (two different teams) of two reviewers per session (2sX2p) are the most effective. These two-session inspections may be performed with author repair or with no author repair between the two sessions. We are finding that the two-session, two-person with repair (2sX2pR) inspections are the most expensive, taking 15 working days of calendar time from the time the code is ready for review until author repair is complete, whereas two-session, two-person with no repair (2sX2pN) inspections take only 10 working days, but find about 10 percent fewer defects.

Porter, A.↗

Sensor Technology for Integrated Vehicle Health Management of Aerospace Vehicles

NASA is focusing considerable efforts on technology development for Integrated Vehicle Health Management systems. The research in this area is targeted toward increasing aerospace vehicle safety and reliability, while reducing vehicle operating and maintenance costs. Onboard, real-time sensing technologies that can provide detailed information on structural integrity are central to such a health management system. This paper describes a number of sensor technologies currently under development for integrated vehicle health management. The capabilities, current limitations, and future research needs of these technologies are addressed.

Prosser, W. H.↗

High-speed Imaging of Global Surface Temperature Distributions on Hypersonic Ballistic-Range Projectiles

The NASA-Ames ballistic range provides a unique capability for aerothermodynamic testing of configurations in hypersonic, real-gas, free-flight environments. The facility can closely simulate conditions at any point along practically any trajectory of interest experienced by a spacecraft entering an atmosphere. Sub-scale models of blunt atmospheric entry vehicles are accelerated by a two-stage light-gas gun to speeds as high as 20 times the speed of sound to fly ballistic trajectories through an 24 m long vacuum-rated test section. The test-section pressure (effective altitude), the launch velocity of the model (flight Mach number), and the test-section working gas (planetary atmosphere) are independently variable. The model travels at hypersonic speeds through a quiescent test gas, creating a strong bow-shock wave and real-gas effects that closely match conditions achieved during actual atmospheric entry. The challenge with ballistic range experiments is to obtain quantitative surface measurements from a model traveling at hypersonic speeds. The models are relatively small (less than 3.8 cm in diameter), which limits the spatial resolution possible with surface mounted sensors. Furthermore, since the model is in flight, surface-mounted sensors require some form of on-board telemetry, which must survive the massive acceleration loads experienced during launch (up to 500,000 gravities). Finally, the model and any on-board instrumentation will be destroyed at the terminal wall of the range. For these reasons, optical measurement techniques are the most practical means of acquiring data. High-speed thermal imaging has been employed in the Ames ballistic range to measure global surface temperature distributions and to visualize the onset of transition to turbulent-flow on the forward regions of hypersonic blunt bodies. Both visible wavelength and infrared high-speed cameras are in use. The visible wavelength cameras are intensified CCD imagers capable of integration times as short as 2 ns. The infrared camera uses an Indium Antimonide (InSb) sensor in the 3 to 5 micron band and is capable of integration times as short as 500 ns. The projectiles are imaged nearly head-on using expendable mirrors offset slightly from the flight path. The proposed paper will discuss the application of high-speed digital imaging systems in the NASA-Ames hypersonic ballistic range, and the challenges encountered when applying these systems. Example images of the thermal radiation from the blunt nose of projectiles flying at nearly 14 times the speed of sound will be given.

Wilder, Michael C.↗

Scheme for Entering Binary Data Into a Quantum Computer

A quantum algorithm provides for the encoding of an exponentially large number of classical data bits by use of a smaller (polynomially large) number of quantum bits (qubits). The development of this algorithm was prompted by the need, heretofore not satisfied, for a means of entering real-world binary data into a quantum computer. The data format provided by this algorithm is suitable for subsequent ultrafast quantum processing of the entered data. Potential applications lie in disciplines (e.g., genomics) in which one needs to search for matches between parts of very long sequences of data. For example, the algorithm could be used to encode the N-bit-long human genome in only log2N qubits. The resulting log2N-qubit state could then be used for subsequent quantum data processing - for example, to perform rapid comparisons of sequences.

Williams, Colin↗

Tactile Sensing for Dexterous Robotic Hands

Robotic systems will be used as precursors to human exploration to explore the solar system and expand our knowledge of planetary surfaces. Robotic systems will also be used to build habitats and infrastructure required for human presence in space and on other planetary surfaces . Such robots will require a high level of intelligence and automation. The ability to flexibly manipulate their physical environment is one characteristic that makes humans so effective at these building and exploring tasks . The development of a generic autonomous grasp ing capability will greatly enhance the efficiency and ability of robotics to build, maintain and explore. To tele-operate a robot over vast distances of space, with long communication delays, has proven to be troublesome. Having an autonomous grasping capability that can react in real-time to disturbances or adapt to generic objects, without operator intervention, will reduce the probability of mishandled tools and samples and reduce the number of re-grasp attempts due to dropping. One aspect that separates humans from machines is a rich sensor set. We have the ability to feel objects and respond to forces and textures. The development of touch or tactile sensors for use on a robot that emulates human skin and nerves is the basis for this discussion. We will discuss the use of new piezo-electric and resistive materials that have emerged on the market with the intention of developing a touch sensitive sensor. With viable tacti le sensors we will be one step closer to developing an autonomous grasping capability.

Martin, Toby B.↗

Experimental Investigation of Separated and Transitional Boundary Layers Under Low-Pressure Turbine Airfoil Conditions

Modern low-pressure turbine airfoils are subject to increasingly stronger pressure gradients as designers impose higher loading in an effort to improve efficiency and to reduce part count. The adverse pressure gradients on the suction side of these airfoils can lead to boundary-layer separation, particularly under cruise conditions. Separation bubbles, notably those which fail to reattach, can result in a significant degradation of engine efficiency. Accurate prediction of separation and reattachment is hence crucial to improved turbine design. This requires an improved understanding of the transition flow physics. Transition may begin before or after separation, depending on the Reynolds number and other flow conditions, has a strong influence on subsequent reattachment, and may even eliminate separation. Further complicating the problem are the high free-stream turbulence levels in a real engine environment, the strong pressure gradients along the airfoils, the curvature of the airfoils, and the unsteadiness associated with wake passing from upstream stages. Because of the complicated flow situation, transition in these devices can take many paths that can coexist, vary in importance, and possibly also interact, at different locations and instances in time. The present work was carried out in an attempt to systematically sort out some of these issues. Detailed velocity measurements were made along a flat plate subject to the same nominal dimensionless pressure gradient as the suction side of a modern low-pressure turbine airfoil ('Pak-B'). The Reynolds number based on wetted plate length and nominal exit velocity, Re, was varied from 50;000 to 300; 000, covering cruise to takeoff conditions. Low, 0.2%, and high, 7%, inlet free-stream turbulence intensities were set using passive grids. These turbulence levels correspond to about 0.2% and 2.5% turbulence intensity in the test section when normalized with the exit velocity. The Reynolds number and free-stream turbulence level do not have a significant effect on the location of boundary-layer separation unless they are high enough to induce transition upstream of separation. The location and extent of the transition zone, in contrast, depend strongly on Re and TI. The beginning of reattachment closely follows the onset of transition. Under low free-stream turbulence conditions the boundary layer is laminar at separation and then begins to exhibit fluctuations in a finite frequency band in the shear layer over the separation bubble. These fluctuations are due to instability waves. The fluctuations grow in magnitude, higher harmonics are generated, and finally lead to a breakdown to turbulence. Transition begins in the shear layer, but quickly spreads to the near wall region and causes the boundary layer to reattach. The transition is rapid and the resulting turbulence contains a full range of high and low frequencies. Under high free-stream turbulence conditions, slowly growing low-frequency fluctuations are induced in the pretransitional boundary layer by the free-stream. The separation bubbles are considerably thinner than in the low TI cases, resulting in thinner boundary layers at the end of the test wall. At Re=50,000 and 100,000, the pre-transitional boundary layer separates at about the same location as in the low TI cases. Transition occurs through a bypass mode, begins upstream of the corresponding low-TI location, and proceeds in a manner similar to that of an attached boundary layer. Under high TI at Re=200,000 and 300,000, transition begins before separation. The boundary layer may separate, but if it does the separation bubble is very short and does not significantly affect the downstream development of the boundary layer. A comparison is made to previous work in a simulated cascade.

Hultgren, Lennart S.↗

Three Experiments Examining the Use of Electroencephalogram,Event-Related Potentials, and Heart-Rate Variability for Real-Time Human-Centered Adaptive Automation Design

Adaptive automation represents an advanced form of human-centered automation design. The approach to automation provides for real-time and model-based assessments of human-automation interaction, determines whether the human has entered into a hazardous state of awareness and then modulates the task environment to keep the operator in-the-loop , while maintaining an optimal state of task engagement and mental alertness. Because adaptive automation has not matured, numerous challenges remain, including what the criteria are, for determining when adaptive aiding and adaptive function allocation should take place. Human factors experts in the area have suggested a number of measures including the use of psychophysiology. This NASA Technical Paper reports on three experiments that examined the psychophysiological measures of event-related potentials, electroencephalogram, and heart-rate variability for real-time adaptive automation. The results of the experiments confirm the efficacy of these measures for use in both a developmental and operational role for adaptive automation design. The implications of these results and future directions for psychophysiology and human-centered automation design are discussed.

Prinzel, Lawrence J., III↗