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At least 1,045 records · Page 58
All sourcesNASA NTRSDOE OSTI
DOE OSTI2010

THE USE OF DI WATER TO MITIGATE DUSTING FOR ADDITION OF DWPF FRIT TO THE SLURRY MIX EVAPORATOR

The Defense Waste Processing Facility (DPWF) presently is in the process to determine means to reduce water utilization in the Slurry Mix Evaporator (SME) process, thus reducing effluent and processing times. The frit slurry addition system mixes the dry frit with water, yielding approximately a 50 weight percent slurry containing frit and the other fraction water. This slurry is discharged into the SME and excess water is removed via boiling. To reduce this water load to the SME, DWPF has proposed using a pneumatic system in conveying the frit to the SME, in essence a dry delivery system. The problem associated with utilizing a dry delivery system with the existing frit is the generation of dust when discharged into the SME. The use of water has been shown to be effective in the mining industry as well in the DOE complex to mitigate dusting. The method employed by SRNL to determine the quantity of water to mitigate dusting in dry powders was effective, between a lab and bench scale tests. In those tests, it was shown that as high as five weight percent (wt%) of water addition was required to mitigate dust from batches of glass forming minerals used by the Waste Treatment Plant at Hanford, Washington. The same method used to determine the quantity of water to mitigate dusting was used in this task to determine the quantity of water to mitigate this dusting using as-received frit. The ability for water to mitigate dusting is due to its adhesive properties as shown in Figure 1-1. Wetting the frit particles allows for the smaller frit particles (including dust) to adhere to the larger frit particles or to agglomerate into large particles. Fluids other than water can also be used, but their adhesive properties are different than water and the quantity required to mitigate dusting is different, as was observed in reference 1. Excessive water, a few weight percentages greater than that required to mitigate dusting can cause the resulting material not to flow. The primary objective of this task is to perform bench scale testing on various frits that have been used at DWPF or in test programs at SRNL to determine the quantity of de-ionized (DI) water required to mitigate dusting per mass basis of frit. The quantity of DI water required was determined visually by observing the effluent port of the mixer, and DI water addition was made to the point where no visible dust was observed leaving the effluent port. A total of eight different frits were selected for testing. Secondary objectives in this task include the following: (1) Video taping of the de-dusting procedure, (2) Particle size distribution analyses of the dry and wetted frits at the weight fraction of water required for de-dusting, (3) Plate flow tests to determine angle of flow and quantity of material remaining on plate at 90 degrees, (4) Microscopy of dry and wetted frit, and (5) Effect of excess water for selected frits on plate flow. The above analyses were performed within one hour of water addition, to minimize the effect of evaporative water losses. To better understand the size of dust particles, perform settling tests on selected frits and capture the fines. Analyze the fines for particle size distribution. Finally, it is expected that the surface area of frit is an important parameter in the quantity of water required for dust mitigation. An analysis of particle size distribution (PSD) data of as-received frit analyzed by SRNL over the past two to three years will be performed to determine the variation in the distribution of as-received frit. The following objectives were stated in the Technical Task Request4 as objectives that given adequate time would provide insight in helping DWPF in assessing equipment or processes for de-dusting and processing of dry frit. Due to time constraints, commercial methods for dedusting are provided. These results are detailed in section 3.7. Obtain design information from Hanford with respective to equipment used for dedusting. Suggestions on enhanced design features, such as flush water, pipe air purges, humidified compressed air, options for agitation, and other base (SRNL) knowledge.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2016

Assessing Marine Microbial Induced Corrosion at Santa Catalina Island, California

High iron and eutrophic conditions are reported as environmental factors leading to accelerated low-water corrosion, an enhanced form of near-shore microbial induced corrosion. To explore this hypothesis, we deployed flow-through colonization systems in laboratory-based aquarium tanks under a continuous flow of surface seawater from Santa Catalina Island, CA, USA, for periods of 2 and 6 months. Substrates consisted of mild steel – a major constituent of maritime infrastructure – and the naturally occurring iron sulfide mineral pyrite. Four conditions were tested: free-venting “high-flux” conditions; a “stagnant” condition; an “active” flow-through condition with seawater slowly pumped over the substrates; and an “enrichment” condition where the slow pumping of seawater was supplemented with nutrient rich medium. Electron microscopy analyses of the 2-month high flux incubations document coating of substrates with “twisted stalks,” resembling iron oxyhydroxide bioprecipitates made by marine neutrophilic Fe-oxidizing bacteria (FeOB). Six-month incubations exhibit increased biofilm and substrate corrosion in the active flow and nutrient enriched conditions relative to the stagnant condition. A scarcity of twisted stalks was observed for all 6 month slow-flow conditions compared to the high-flux condition, which may be attributable to oxygen concentrations in the slow-flux conditions being prohibitively low for sustained growth of stalk-producing bacteria. All substrates developed microbial communities reflective of the original seawater input, as based on 16S rRNA gene sequencing. Deltaproteobacteria sequences increased in relative abundance in the active flow and nutrient enrichment conditions, whereas Gammaproteobacteria sequences were relatively more abundant in the stagnant condition. These results indicate that (i) high-flux incubations with higher oxygen availability favor the development of biofilms with twisted stalks resembling those of marine neutrophilic FeOB and (ii) long-term nutrient stimulation results in substrate corrosion and biofilms with different bacterial community composition and structure relative to stagnant and non-nutritionally enhanced incubations. Similar microbial succession scenarios, involving increases in nutritional input leading to the proliferation of anaerobic iron and sulfur-cycling guilds, may occur at the nearby Port of Los Angeles and cause potential damage to maritime port infrastructure.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2019

Performance, Fuel Economy, and Economic Assessment of a Combustion Concept Employing In-Cylinder Gasoline/Natural Gas Blending for Light-Duty Vehicle Applications

In current production natural gas/gasoline bi-fuel vehicles, fuels are supplied via port fuel injection (PFI). Injecting a gaseous fuel in the intake port significantly reduces the volumetric efficiency and consequently torque as compared to gasoline. In addition to eliminating the volumetric efficiency challenge, direct injection (DI) of natural gas (NG) can enhance the in-cylinder flow, mixing, and combustion process resulting in improved efficiency and performance. A computational fluid dynamics (CFD) approach to model high-pressure gaseous injection was developed and validated against X-ray data from Argonne’s Advanced Photon Source. NG side and central DI of various designs and injection strategies were assessed experimentally along with CFD correlation. Significant effects on combustion metrics were quantified and explained via improved understanding of the in-cylinder flow effects due to NG injection. On-demand in-cylinder blending using E10 PFI and NG DI provides an additional lever to adjust in-cylinder turbulence as well as knock resistance across the engine speed and load range. NG DI improves part-load dilution tolerance due to higher in-cylinder turbulence and the high knock resistance of NG compared to E10 improves wide open throttle (WOT) performance while enabling increased compression ratios (CR). Vehicle level simulations suggest that implementing this strategy on a ½ ton pick-up truck with a naturally aspirated engine at 12.5:1 CR improves energy consumption on the aggressive US06 drive cycle by 15.5% compared to E10 operation, and gives a petroleum reduction of 78% over the blended range. There are challenges regarding market acceptance and widespread adoption of dual-fuel NG-gasoline vehicle applications beyond the performance degradation when the vehicle runs out of natural gas. Furthermore, those challenges include practical concerns such as loss of cargo volume and payload due to the NG storage tank, extended NG refueling times, fueling convenience due to gasoline and NG fuel tanks, and limited NG fueling infrastructure.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Capturing the Impact of Fuel Octane Number on Modern Gasoline Vehicles with Octane Indices

The need for high efficiency automotive engines has led to more complex air handling and fuel injection systems, higher compression ratios, more advanced combustion and aftertreatment systems, and the use of fuels with higher octane ratings. Higher octane number fuels have a lower propensity to knock. This work studies the influence of changing fuel octane rating on two modern production gasoline vehicles, one with a naturally aspirated, port injected engine and the other with a turbocharged, direct injected engine, using fuels with four different octane number grades (with 85, 87, 91, and 93 anti-knock indices) and operated over a variety of driving cycles and temperature conditions. Unlike previous studies, this effort develops and demonstrates a methodology that isolates fuel effects on fuel consumption and provides a clear view of the octane impact on existing vehicles. While fuel octane rating can also impact factors such as the allowable compression ratio and gear shifting strategies, this study examines fuel consumption changes that are solely attributable to octane rating on production vehicles. The developed approach uses results from drive cycle as well as steady-state tests along with response surface modeling to predict the engine combustion phasing and changes in efficiency for each fuel relative to the baseline 87 anti-knock index (AKI) fuel. The methodology is then used to capture the role of fuel octane rating on powertrain efficiency over Environmental Protection Agency (EPA) certification drive cycles and demonstrate the variation of that impact as a function of powertrain output power. Based on the vehicles and fuels tested in this study, the metrics indicate that the effects of octane on efficiency are limited to a portion of the operating modes represented in the driving cycles used for vehicle certification. In addition, an octane potential benefit index (OPBI) suggests that the vehicle with the turbocharged, direct injected engine has a greater potential to benefit from higher octane number fuel compared to the naturally aspirated, port injected engine and proposes a way to quantify this impact for production vehicles.

Jehlik, Forrest↗
DOE OSTI2026

Assessing Geospatial and Seasonal Influences on Energy and Cost-Efficiency of Drayage Trucks

The electrification of heavy-duty vehicles is a critical pathway toward improved energy efficiency in the freight sector. The current battery electric truck technology poses several challenges to commercial vehicle operations, such as limited driving range, sensitivity to climate conditions, and long recharging times. Estimating the energy consumption of heavy-duty electric trucks is crucial to assessing the feasibility of fleet electrification and its impact on the electric grid. This article focuses on developing a model-based simulation approach to predict and analyze the energy consumption of electric trucks by considering the impact of weather and geographical conditions on vehicle road load and auxiliary components power consumption, as well as the impact these factors have on driving range. Specifically, drayage trucks employed in logistics around maritime ports are used as a case study, with consideration of seasonal climate variations and geographical characteristics at different locations. The article includes results for three major container ports within the United States, providing region-specific insights into the energy requirements and driving range of the electric drayage trucks in these regions, which will inform decision-makers in integrating electric trucks into the existing drayage operations and plan investments for electric grid development.

Sujan, Vivek [ORNL] (ORCID:0000000269882342)↗
DOE OSTI2012

Exhaust particle characterization for lean and stoichiometric DI vehicles operating on ethanol-gasoline blends

Gasoline direct injection (GDI) engines can offer better fuel economy and higher performance over their port fuel-injected (PFI) counterparts, and are now appearing in increasingly more U.S. and European vehicles. Small displacement, turbocharged GDI engines are replacing large displacement engines, particularly in light-duty trucks and sport utility vehicles, in order for manufacturers to meet the U.S. fuel economy standards for 2016. Furthermore, lean-burn GDI engines can offer even higher fuel economy than stoichiometric GDI engines and have overcome challenges associated with cost-effective aftertreatment for NOx control. Along with changes in gasoline engine technology, fuel composition may increase in ethanol content beyond the current 10% due to the recent EPA waiver allowing 15% ethanol. In addition, the Renewable Fuels Standard passed as part of the 2007 Energy Independence and Security Act (EISA) mandates the use of biofuels in upcoming years. GDI engines are of environmental concern due to their high particulate matter (PM) emissions relative to port-fuel injected (PFI) gasoline vehicles; widespread market penetration of GDI vehicles may result in additional PM from mobile sources at a time when the diesel contribution is declining. In this study, we characterized particulate emissions from a European certified lean-burn GDI vehicle operating on ethanol-gasoline blends. Particle mass and particle number concentration emissions were measured for the Federal Test Procedure urban driving cycle (FTP 75) and the more aggressive US06 driving cycle. Particle number-size distributions and organic to elemental carbon ratios (OC/EC) were measured for 30 MPH and 80 MPH steady-state operation. In addition, particle number concentration was measured during wide open throttle accelerations (WOTs) and gradual accelerations representative of the FTP 75. Fuels included certification gasoline and 10% (E10) and 20% (E20) ethanol blends from the same supplier. The particle mass emissions were approximately 3 and 7 mg/mile for the FTP75 and US06, respectively, with lower emissions for the ethanol blends. The data are compared to a previous study on a U.S.-legal stoichiometric GDI vehicle operating on the same ethanol blends. The lean-burn GDI vehicle emitted a higher number of particles, but had an overall smaller average size. Particle number per mile decreased with increasing ethanol content for the transient tests. For the 30 and 80 mph tests, particle number concentration decreased with increasing ethanol content, although the shape of the particle size distribution remained the same. Engine-out OC/EC ratios were highest for the stoichiometric GDI vehicle with E20, but tailpipe OC/EC ratios were similar for all vehicles.

02 PETROLEUM↗
DOE OSTI2015

Characterization of Reactivity Controlled Compression Ignition (RCCI) Using Premixed Gasoline and Direct-Injected Gasoline with a Cetane Improver on a Multi-Cylinder Engine

The focus of the present paper was to characterize Reactivity Controlled Compression Ignition (RCCI) using a single-fuel approach of gasoline and gasoline mixed with a commercially available cetane improver on a multi-cylinder engine. RCCI was achieved by port-injecting a certification grade 96 research octane gasoline and direct-injecting the same gasoline mixed with various levels of a cetane improver, 2-ethylhexyl nitrate (EHN). The EHN volume percentages investigated in the direct-injected fuel were 10, 5, and 2.5%. The combustion phasing controllability and emissions of the different fueling combinations were characterized at 2300 rpm and 4.2 bar brake mean effective pressure over a variety of parametric investigations including direct injection timing, premixed gasoline percentage, and intake temperature. Comparisons were made to gasoline/diesel RCCI operation on the same engine platform at nominally the same operating condition. The experiments were conducted on a modern four cylinder light-duty diesel engine that was modified with a port-fuel injection system while maintaining the stock direct injection fuel system. The pistons were modified for highly premixed operation and feature an open shallow bowl design. The results indicate that the authority to control the combustion phasing through the fuel delivery strategy (e.g., direct injection timing or premixed gasoline percentage) is not a strong function of the EHN concentration in the direct-injected fuel. It was also observed that NOx emissions are a strong function of the global EHN concentration in-cylinder and the combustion phasing. Finally, in general, NOx emissions are significantly elevated for gasoline/gasoline+EHN operation compared with gasoline/diesel RCCI operation at a given operating condition.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2015

Impact of Effective Compression Ratio on Gasoline-Diesel Dual-Fuel Combustion in a Heavy-Duty Engine Using Variable Valve Actuation

Dual-fuel combustion using port-injected gasoline with a direct diesel injection has been shown to achieve low-temperature combustion with moderate peak pressure rise rates, low engine-out soot and NOx emissions, and high indicated thermal efficiency. A key requirement for extending high-load operation is moderating the reactivity of the premixed charge prior to the diesel injection. Reducing compression ratio, in conjunction with a higher expansion ratio using alternative valve timings, decreases compressed charge reactivity while maintain a high expansion ratio for maximum work extraction. Experimental testing was conducted on a 13L multi-cylinder heavy-duty diesel engine modified to operate dual-fuel combustion with port gasoline injection to supplement the direct diesel injection. The engine employs intake variable valve actuation (VVA) for early (EIVC) or late (LIVC) intake valve closing to yield reduced effective compression ratio. Testing was conducted at a mid-load operating condition using a gasoline-diesel dual-fuel operating strategy. The impact on dual-fuel engine performance and emissions with respect to varying effective compression ratio is quantified within this study. As effective compression ratio is reduced, overall massflow through the engine decreases, yielding both higher gas exchange efficiencies and increased heat transfer losses. With constant combustion phasing gasoline/diesel fueling fraction, and NOx emissions held constant, overall brake thermal efficiency remains relatively constant across effective compression ratios.

Ickes, Andrew↗
DOE OSTI2016

Comparison of RCCI Operation with and without EGR over the Full Operating Map ofa Heavy-Duty Diesel Engine

Dual-fuel combustion using port-injection of low reactivity fuel combined with direct injection of a higher reactivity fuel, otherwise known as Reactivity Controlled Compression Ignition (RCCI), has been shown as a method to achieve high efficiency combustion with moderate peak pressure rise rates, low engine-out soot and NOx emissions. A key requirement for extending to high-load operation is reduce the reactivity of the premixed charge prior to the diesel injection. One way to accomplish this is to use a very low reactivity fuel such as natural gas. In this work, experimental testing was conducted on a 13L multi-cylinder heavy-duty diesel engine modified to operate using RCCI combustion with port injection of natural gas and direct injection of diesel fuel. Natural gas/diesel RCCI engine operation is compared over the EPA Heavy-Duty 13 mode supplemental emissions test with and without EGR. Emissions and efficiency metrics were examined over the entire engine map for both operating modes. It was found that the use of EGR lowered combustion noise to less than 97 dBa and lowered the cycle averaged NOx emissions by 48%, with only a slight increase in soot and 0.5 point decrease in brake thermal efficiency. Thus, operation with EGR offered the lowest total fluid consumption when considering the use of a selective catalytic reduction system for NOx aftertreatment.

Hanson, Reed↗
DOE OSTI2017

Effects of Fuel Laminar Flame Speed Compared to Engine Tumble Ratio, Ignition Energy, and Injection Strategy on Lean and EGR Dilute Spark Ignition Combustion

Previously we show that fuels with higher laminar flame speed also have increased tolerance to EGR dilution. In this work, the effects of fuel laminar flame speed on both lean and EGR dilute spark ignition combustion stability were examined. Fuels blends of pure components (iso-octane, n-heptane, toluene, ethanol, and methanol) were derived at two levels of laminar flame speed. Each fuel blend was tested in a single-cylinder spark-ignition engine under both lean-out and EGR dilution sweeps until the coefficient of variance of indicated mean effective pressure increased above thresholds of 3% and 5%. The relative importance of fuel laminar flame speed to changes to engine design parameters (spark ignition energy, tumble ratio, and port vs. direct injection) was also assessed. Our results showed that fuel laminar flame speed can have as big an effect on lean or EGR dilute engine operation as engine design parameters, with the largest effects seen during EGR dilute operation and when changes were made to cylinder charge motion.

10 SYNTHETIC FUELS↗
DOE OSTI2019

A parallel workflow implementation for PEST version 13.6 in high-performance computing for WRF-Hydro version 5.0: a case study over the midwestern United States

The Weather Research and Forecasting Hydrological (WRF-Hydro) system is a state-of-the-art numerical model that models the entire hydrological cycle based on physical principles. As with other hydrological models, WRF-Hydro parameterizes many physical processes. Hence, WRF-Hydro needs to be calibrated to optimize its output with respect to observations for the application region. When applied to a relatively large domain, both WRF-Hydro simulations and calibrations require intensive computing resources and are best performed on multimode, multicore high-performance computing (HPC) systems. Typically, each physics-based model requires a calibration process that works specifically with that model and is not transferrable to a different process or model. The parameter estimation tool (PEST) is a flexible and generic calibration tool that can be used in principle to calibrate any of these models. In its existing configuration, however, PEST is not designed to work on the current generation of massively parallel HPC clusters. To address this issue, we ported the parallel PEST to HPCs and adapted it to work with WRF-Hydro. The porting involved writing scripts to modify the workflow for different workload managers and job schedulers, as well as to connect the parallel PEST to WRF-Hydro. To test the operational feasibility and the computational benefits of this first-of-its-kind HPC-enabled parallel PEST, we developed a case study using a flood in the midwestern United States in 2013. Results on a problem involving the calibration of 22 parameters show that on the same computing resources used for parallel WRF-Hydro, the HPC-enabled parallel PEST can speed up the calibration process by a factor of up to 15 compared with commonly used PEST in sequential mode. The speedup factor is expected to be greater with a larger calibration problem (e.g., more parameters to be calibrated or a larger size of study area).

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2022

The ICON-A model for direct QBO simulations on GPUs (version icon-cscs:baf28a514)

Abstract. Classical numerical models for the global atmosphere, as used for numerical weather forecasting or climate research, have been developed for conventional central processing unit (CPU) architectures. This hinders the employment of such models on current top-performing supercomputers, which achieve their computing power with hybrid architectures, mostly using graphics processing units (GPUs). Thus also scientific applications of such models are restricted to the lesser computer power of CPUs. Here we present the development of a GPU-enabled version of the ICON atmosphere model (ICON-A), motivated by a research project on the quasi-biennial oscillation (QBO), a global-scale wind oscillation in the equatorial stratosphere that depends on a broad spectrum of atmospheric waves, which originates from tropical deep convection. Resolving the relevant scales, from a few kilometers to the size of the globe, is a formidable computational problem, which can only be realized now on top-performing supercomputers. This motivated porting ICON-A, in the specific configuration needed for the research project, in a first step to the GPU architecture of the Piz Daint computer at the Swiss National Supercomputing Centre and in a second step to the JUWELS Booster computer at the Forschungszentrum Jülich. On Piz Daint, the ported code achieves a single-node GPU vs. CPU speedup factor of 6.4 and allows for global experiments at a horizontal resolution of 5 km on 1024 computing nodes with 1 GPU per node with a turnover of 48 simulated days per day. On JUWELS Booster, the more modern hardware in combination with an upgraded code base allows for simulations at the same resolution on 128 computing nodes with 4 GPUs per node and a turnover of 133 simulated days per day. Additionally, the code still remains functional on CPUs, as is demonstrated by additional experiments on the Levante compute system at the German Climate Computing Center. While the application shows good weak scaling over the tested 16-fold increase in grid size and node count, making also higher resolved global simulations possible, the strong scaling on GPUs is relatively poor, which limits the options to increase turnover with more nodes. Initial experiments demonstrate that the ICON-A model can simulate downward-propagating QBO jets, which are driven by wave–mean flow interaction.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2015

A new WRF-Chem treatment for studying regional-scale impacts of cloud processes on aerosol and trace gases in parameterized cumuli

A new treatment of cloud effects on aerosol and trace gases within parameterized shallow and deep convection, and aerosol effects on cloud droplet number, has been implemented in the Weather Research and Forecasting model coupled with Chemistry (WRF-Chem) version 3.2.1 that can be used to better understand the aerosol life cycle over regional to synoptic scales. The modifications to the model include treatment of the cloud droplet number mixing ratio; key cloud microphysical and macrophysical parameters (including the updraft fractional area, updraft and downdraft mass fluxes, and entrainment) averaged over the population of shallow clouds, or a single deep convective cloud; and vertical transport, activation/resuspension, aqueous chemistry, and wet removal of aerosol and trace gases in warm clouds. These changes have been implemented in both the WRF-Chem chemistry packages as well as the Kain–Fritsch (KF) cumulus parameterization that has been modified to better represent shallow convective clouds. Testing of the modified WRF-Chem has been completed using observations from the Cumulus Humilis Aerosol Processing Study (CHAPS). The simulation results are used to investigate the impact of cloud–aerosol interactions on regional-scale transport of black carbon (BC), organic aerosol (OA), and sulfate aerosol. Based on the simulations presented here, changes in the column-integrated BC can be as large as –50% when cloud–aerosol interactions are considered (due largely to wet removal), or as large as +40% for sulfate under non-precipitating conditions due to sulfate production in the parameterized clouds. The modifications to WRF-Chem are found to account for changes in the cloud droplet number concentration (CDNC) and changes in the chemical composition of cloud droplet residuals in a way that is consistent with observations collected during CHAPS. Efforts are currently underway to port the changes described here to the latest version of WRF-Chem, and it is anticipated that they will be included in a future public release of WRF-Chem.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2023

TAP Absorption Coefficients

The data set of aerosol light absorption coefficients were collected by two tricolor absorption photometers (TAP; Brechtel Model 2901) in July and August, 2022 during the TRACER field campaign at the AMF1 site in La Porte, Texas. One of the TAPs at the La Porte site was an RGB model measuring aerosol light absorption at 652, 528, 467 nm, and the other was an UV model measuring absorption at the same red and green wavelengths but at an additional UV wavelength at 365 nm. Since TAP is a filter-based optical instrument using 47-mm glass fiber filters, the output absorption coefficients are corrected for filter loading and scattering effects based on a correction scheme developed in "Comment on ‘Calibration and Intercomparison of Filter-Based Measurements of Visible Light Absorption by Aerosols’" by John A. Ogren 2010. This uploaded dataset contains both the Ogren corrected absorption coefficients (column header with “ Ogren”) and the raw absorption coefficients without the correction scheme (column header with “_ Raw”). During the field campaign, the two TAPs operated side by side with a shared inlet at a flow rate of 2 lpm. In July, no inlet impactors/cyclones were installed; however, beginning in August, a PM2.5 cyclone inlet was installed.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2026

EVs@Scale: NextGen Profiles EVSE Characterization 2025

As part of the U.S. DOE EVs@Scale consortium, the Next-Generation Profiles (NextGen Profiles [NGP]) project presents analysis and results from the characterization of high-power conductive and wireless charging infrastructure. High Power Charging equipment is capable of recharging electric vehicle traction batteries at power levels of 200KW and above. Electric Vehicle Service Equipment (EVSE) characterization involves testing over a wide range of DC charging currents and voltages during nominal and off-nominal conditions. This testing allows for a better understanding of the impact that high-power charging will have on the electric grid. A common set of standard test plans, procedures, and data requirements were applied to the characterization in this document with minor updates and improvements. This report covers all conductive characterization activities performed between October 2024 and September 2025 on the Delta Electronics 350KW Electric Vehicle Charging System, consisting of power cabinet model EIDN-U350KTA01 and dispenser model EIDD-U350SSUUAEG-350.Key Findings include: Output regulation, Efficiency and power factor, Load management, Grid Resilience, Smart Charge Management (SCM) performance, Thermal control system performance, Multi-port simultaneous charging performance, and Selected performance comparisons with other EVSEs characterized in the NextGen Profiles project. Hot and cold temperature testing was not conducted on the Delta 350KW due to laboratory limitations. Future research could include continued testing the Delta hardware under off-nominal temperature conditions including multi-port/multi-session simultaneous charge testing, in addition to collecting data on other high-power conductive chargers to augment.

25 ENERGY STORAGE↗
DOE OSTI2024

A New Inelastic Neutron Spectrometer HODACA

In this study, a new multiplex-type inelastic neutron scattering spectrometer, HOrizontally Defocusing Analyzer Concurrent data Acquisition spectrometer (HODACA), was recently developed and built at the C1-1 cold neutron beam port in the neutron source reactor JRR-3 at Japan Atomic Energy Agency. The spectrometer is suitable for dynamics measurements in the energy range of -1 meV ≲ ℏω ≲ 7 meV, catering to a broad array of research fields in physics and material science. HODACA combines 24 detectors and 132 pieces of analyzer crystals and has an estimated measurement efficiency that is 70 times greater than the existing conventional triple-axis spectrometer at the C1-1 beam port. The concept, design, specification, and results of commissioning experiments are described.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
NASA NTRS1965

Pressure responsive seal handles static and dynamic loads

Ported ball valves are sealed under both static and dynamic load conditions by a line-pressure responsive double-acting seal. The top of the seal engages the ported ball at the outer circumferential edge of the seal upper end, and the bottom of the seal seats on a flat circular land with a continuous wall.

Marsh, H. W.↗