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At least 109 records · Page 6

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DOE OSTI2026

Raw_data_Batch_I: Lakeshore Drive

Date of collection: May 18, 2023 Location: Lakeshore Drive, Chicago, IL Content: “North to South” “South to North” This data set contains lidar and vision data collected along Lakeshore Drive. The “South to North” folder starts from the intersection of Lakeshore Drive and 31st Street and ends at Hollywood Towers Chicago. The “North to South” folder starts from the intersection of Lakeshore Drive and Sheridan Avenue and ends at the 31st Street intersection. The data contains the following Robot Operating System (ROS) topics: - /Central_Camera_blurred – Image flow from coaxial camera heading, vehicle front. - /Left_Camera_blurred – Image flow from left camera, 60° from central camera on the left side. - /Right_Camera_blurred – Image flow from right camera, 60° from central camera on the right side. - /camera0/camera_info – Intrinsic and distortion information of left camera. - /camera0/projection_matrix – Extrinsic matrix of left camera from lidar. - /camera2/camera_info – Intrinsic and distortion information of central camera. - /camera2/projection_matrix – Extrinsic matrix of central camera from lidar. - /camera5/camera_info – Intrinsic and distortion information of right camera. - /camera5/projection_matrix – Extrinsic matrix of right camera from lidar. - /novatel/oem7/bestpos – Latitude, longitude, and elevation information from NovAtel GNSS-INS system. - /points_raw – VLP-32 lidar point cloud. - /tf – Vehicle base frame. The data are organized into a data description file and one or more ROS .bag files, dependent on original file size. The data description file provides information about the data collection date, location, and detailed mapping, while the .bag file(s) contain the actual data. Please note that for the purpose of securing personally identifiable information, all license plates and faces included in this publication have been intentionally blurred during real-time processing. ![lakeshore drive image](lakeshore-drive.png)

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2026

Charge And Dynamic Current On Tubular Antennas For Various Drive Conditions

The mixed boundary value problem of a tubular conductor is solved using an approximate representation of its Fourier coefficients. A two term solution is derived, which represents the solution over an extremely broad range of aspect ratios. This representation is used to find the electrostatic solution and capacitance of a charged tube as well as the solution of a tube in a uniform field and its dipole moment. This second case is directly useful as a model for a monopole electric field probe. This approximation is a special case of a representation using a combination of Chebyshev and Legendre polynomials. Combining the charged tube and tube in a uniform field allows the solution of voltage driven tubular antennas. Comparisons are made with numerical solutions using piecewise sinusoidal representations of the current. The results are also generalized to the dynamic case and up to and beyond the first resonance. Simple corrections for finite gap and delta gap drives to magnetic frill drives are examined using infinite tube integral transform representations. Corrections between magnetic frill drives and coaxial drives are also given. Approximate drive corrections using conformal mapping and an effective radius are also discussed. Finally, this efficient current representation is applied to the magnetic problem involving simple tubular solenoids.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2021

Waste heat recovery hybrid power drive

A waste heat recovery (WHR) hybrid power system can be utilized in vehicles to convert heat energy into mechanical energy. The WHR system can include a WHR power unit structured to convert thermal energy into rotation of a WHR drive shaft. A motor/generator having a motor/generator shaft can selectively operate as a motor or a generator. A mechanical linkage can be structured to selectively link a output shaft to one of the WHR drive shaft and the motor/generator drive shaft independently of the other of the WHR drive shaft and the motor/generator drive shaft.

Narula, Manik↗

DOE OSTI2021

Efficient Automated Driving Strategies Leveraging Anticipation and Optimal Control

Automated vehicles and advanced driver assistance systems bring computation, sensing, and communication technologies that exceed human abilities in some ways. For example, automated vehicles may sense a panorama all at once, do not suffer from human impairments and distractions, and could wirelessly communicate precise data with neighboring vehicles. Prototype and commercial deployments have demonstrated the capability to relieve human operators of some driving tasks up to and including fully autonomous taxi rides in some areas. The ultimate impact of this technology’s large-scale market penetration on energy efficiency remains unclear, with potential negative factors like road use by empty vehicles competing with positive ones like automatic eco-driving. Fundamentally enabled by historic and look-ahead data, this dissertation addresses the use of automated driving and driver assistance to optimize vehicle motion for energy efficiency. Facets of this problem include car following, co-optimized acceleration and lane change planning, and collaborative multi-agent guidance. Optimal control, especially model predictive control, is used extensively to improve energy efficiency while maintaining safe and timely driving via constraints. Techniques including chance constraints and mixed integer programming help overcome uncertainty and non-convexity challenges. Extensions of these techniques to tractor trailers on sloping roads are provided by making use of linear parameter-varying models. To approach the wheel-input energy eco-driving problem over generally shaped sloping roads with the computational potential for closed-loop implementation, a linear programming formulation is constructed. Distributed and collaborative techniques that enable connected and automated vehicles to accommodate their neighbors in traffic are also explored and compared to centralized control. Using simulations and vehicle-in-the-loop car following experiments, the proposed algorithms are benchmarked against others that do not make use of look-ahead information.

Dollar, Robert Austin↗

DOE OSTI2023

Waste heat recovery hybrid power drive

42 ENGINEERING↗

DOE OSTI2023

Power converter having a gate drive circuit and method of operating

A power converter apparatus comprises a set of switching elements communicatively coupled with a set of gate drive circuits. Each gate drive circuit is configured to provide a respective drive signal to a corresponding switching element, each switching element being switchably responsive to the respective drive signal. The apparatus includes a controller module configured to control an output state of the power converter, and selectively change one of a respective gate resistance and a respective gate current of a corresponding subset of the gate drive circuits based on the output state of the power converter.

24 POWER TRANSMISSION AND DISTRIBUTION↗

DOE OSTI2021

Scoping study of lower hybrid current drive for CFETR

The paper assesses the applicability of lower hybrid current drive (LHCD) for two potential operating scenarios for the China Fusion Engineering Test Reactor (CFETR): the “hybrid” scenario in which some of the plasma current is sustained by the Ohmic transformer, and the fully non-inductive “steady state” scenario. Here, the πScope workflow engine was used to set up a large number of ray tracing/Fokker-Planck simulations (> 10 4 ) with parametric scans in the antenna poloidal position and launched parallel refractive index (n || ) for both the hybrid and steady state scenarios. Modeling predicts efficient off-axis current drive (1.3 MA for 20 MW launched power) with a peak near ρ of 0.6-0.65 for waves launched from the high field side (HFS). Waves launched from the low field side (LFS) damp at larger radius (ρ > 0.73) with similar efficiency to HFS launch. Stability analysis of the CFETR scenarios favors current drive profiles peaked near the mid-radius, suggesting that HFS launch is preferable due to the current drive location. The effect of wave scattering from density blobs in the edge/scrape-off-layer region was assessed through rotation of the perpendicular wavenumber at the ray origin. Simulations show that this effect can be quite large both in efficiency and damping location, however by adjusting the launched n|| much of the unperturbed performance can be recovered.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2020

Hybrid target design for imprint mitigation in direct-drive inertial confinement fusion

A target design for mitigating the Rayleigh-Taylor instability is proposed for use in high energy density and direct-drive inertial confinement fusion experiments. In this scheme, a thin gold membrane is offset from the main target by several-hundred microns. A strong picket on the drive beams is incident upon this membrane to produce x rays which generate the initial shock through the target. The main drive follows shortly thereafter, passing through the ablated shell and directly driving the main target. The efficacy of this scheme is demonstrated through experiments performed at the OMEGA EP facility, showing a reduction of the Rayleigh-Taylor instability growth which scales exponentially with frequency, suppressing development by at least a factor of 5 for all wavelengths below 100 μm. Furthermore, this results in a delay in the time of target perforation by ~40%.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2022

Direct Measurement of Ice-Ablator Interface Motion for Instability Mitigation in Indirect Drive ICF Implosions

In indirect drive inertial confinement fusion (ICF) implosions hydrodynamic instability growth at the imploding capsule ablator-DT fuel interface can reduce fuel compressibility and inject ablator into the hot spot hence reducing hot spot pressure and temperature. As a mitigation strategy, a gentle acceleration of this interface is predicted by simulations and theory to significantly reduce this instability growth in the early stage of the implosion. We have performed high-contrast, time-resolved x-ray refraction enhanced radiography (RER) to accurately measure the level of acceleration as a function of the initial laser drive time history for indirect-drive implosions on the National Ignition Facility. Here, we demonstrate a transition from no acceleration to 20 ± 1.8μm ns -2 acceleration by tweaking the drive that should reduce the initial instabilities by an order of magnitude at high modes.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗

DOE OSTI2024

Comprehensive Comparative Analysis: VSI-based vs. CSI-based Motor Drive Systems with Sinusoidal Output Voltage

The emergence of wide-bandgap (WBG) power devices opens opportunities for current source inverters (CSIs) to provide a promising alternative drive configuration for motor drive applications. The sinusoidal output voltage of CSI offers significant advantages for numerous motor drive applications, including reducing the risks associated with motor terminal overvoltages and bearing discharge currents. This paper compares the performance of CSIs and voltage source inverters (VSIs) with the same performance capabilities. More specifically, sine filters are added to the VSI output terminals to match the CSI performance, and a front-end boost converter is added to the VSI to match the CSI’s voltage-boost capability. The results show that the CSI active components require 48% less volume than the VSI, combined with other performance advantages that make it an appealing candidate for some future motor drive applications.

current source inverter, motor drive system, passi↗

DOE OSTI2021

Electric Drive Technology Trends, Challenges, and Opportunities for Future Electric Vehicles

The transition to electric road transport technologies requires electric traction drive systems to offer improved performances and capabilities, such as fuel efficiency (in terms of MPGe, i.e., miles per gallon of gasoline-equivalent), extended range, and fast-charging options. The enhanced electrification and transformed mobility are translating to a demand for higher power and more efficient electric traction drive systems that lead to better fuel economy for a given battery charge. To accelerate the mass-market adoption of electrified transportation, the U.S. Department of Energy (DOE), in collaboration with the automotive industry, has announced the technical targets for light-duty electric vehicles (EVs) for 2025. This article discusses the electric drive technology trends for passenger electric and hybrid EVs with commercially available solutions in terms of materials, electric machine and inverter designs, maximum speed, component cooling, power density, and performance. Additionally, the emerging materials and technologies for power electronics and electric motors are presented, identifying the challenges and opportunities for even more aggressive designs to meet the need for next-generation EVs. Some innovative drive and motor designs with the potential to meet the DOE 2025 targets are also discussed.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2022

Mild hybridisation of turboprop engine with high-power-density integrated electric drives

Here this paper shares with the aerospace community a case study of turboprop mild hybridisation using a recently developed integrated drive system in the University of Nottingham, UK, within the ACHIEVE project under EU H2020 CleanSky 2 program (project No. 737814). The developed drive system enables green taxiing of a turboprop aircraft while on the ground with its engine off, and as an electrical generator when the turboprop is in the air. The entire system is designed to be able to integrate within the power auxiliary gear box (PAGB) of a turboprop aircraft. Some of the key features of the developed system include a high-speed permanent magnet machine (up to 14,200rpm) with dual three-phase design, SiC-based high power density (11.8kW/L for the power converter, 35.3kW/L and 7.2kW/kg for the machine active parts), integrated cooling design for high-temperature operation (>130°C ambient temperature), fault tolerance consideration with dual channel operation capabilities and sensorless control for entire operational conditions. This paper is giving an overview of the design process of the electrical machine, power converters, and its cooling of the entire drive. Numerical analysis (FEM and CFD) and some experimental results are presented to demonstrate the effectiveness and the desired performance of the developed integrated drive system.

42 ENGINEERING↗

DOE OSTI2021

Hybrid electric buses fuel consumption prediction based on real-world driving data

Estimating fuel consumption by hybrid diesel buses is challenging due to its diversified operations and driving cycles. Here, long-term transit bus monitoring data were utilized to empirically compare fuel consumption of diesel and hybrid buses under various driving conditions. Artificial neural network (ANN) based high-fidelity microscopic (1 Hz) and mesoscopic (5–60 min) fuel consumption models were developed for hybrid buses. The microscopic model contained 1 Hz driving, grade, and environment variables. The mesoscopic model aggregated 1 Hz data into 5 to 60-minute traffic pattern factors and predicted average fuel consumption over its duration. The prediction results show mean absolute percentage errors of 1–2% for microscopic models and 5–8% for mesoscopic models. The data were partitioned by different driving speeds, vehicle engine demand, and road grade to investigate their impacts on prediction performance.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2025

Driving Force Dependent Photoinduced Charge Transfer Dynamics in Polymer-Wrapped Semiconducting Single-Walled Carbon Nanotubes

Here, we investigate the thermodynamic driving-force dependences of photoinduced charge separation (CS) and subsequent charge transfer dynamics in single-walled carbon nanotube (SWNT)–perylenediimide (PDI) donor–acceptor (D–A) superstructures. Pump–probe spectroscopy reveals that [SWNT (•+)n ]-(PDI –• ) n CS states form on an ∼100 fs time scale following photoexcitation; these dynamics are invariant across an ∼400 mV driving force range, indicating that SWNT hole polaron formation time scales are determined by nanotube lattice and solvent relaxation. These CS states feature SWNT hole polarons adjacent to (geminate) and nearby (nongeminate) PDI radical anions. Analysis of the free energy dependence for charge recombination (CR) of [SWNT •+ ] geminate -(PDI –• ) CS states highlights an ∼2 meV value for D–A electronic coupling (HAB) and ∼0.93 eV for the total reorganization energy (λ T ). A corresponding driving force dependence of the CR dynamics for [SWNT •+ ] nongeminate -(PDI –• ) CS states indicates a diminished H AB value (∼0.6 meV) and a larger λ T (∼1.1 eV), consistent with larger transfer distances. SWNT excitons that persist following photoinduced CS drive photooxidation of PDI –• components of [SWNT (•+)n ]-(PDI –• ) n CS states ( 1 SWNT* + PDI •– → PDI + SWNT •– ); this reaction manifests a significantly reduced λ T value (∼0.67 eV) as the initially prepared SWNT reduced state bears the character of a conduction band injected electron ([SWNT •– ] CB ). This reaction thus gives rise to relaxed, nongeminate SWNT electron and hole polarons on the same nanotube; these polarons react on a 10 2 ps time scale independent of the electronic structure of these SWNT-PDI superstructures.

anions↗

DOE OSTI2024

Demonstration of hot-spot fuel gain exceeding unity in direct-drive inertial confinement fusion implosions

Irradiating a small capsule containing deuterium and tritium fuel directly with intense laser light causes it to implode, which creates a plasma hot enough to initiate fusion reactions between the fuel nuclei. Here we report on such laser direct-drive experiments and observe that the fusion reactions produce more energy than the amount of energy in the central so-called hot-spot plasma. This condition is identified as having a hot-spot fuel gain greater than unity. A hot-spot fuel gain of around four was previously accomplished at the National Ignition Facility in indirect-drive inertial confinement fusion experiments where the capsule is irradiated by X-rays. In that case, up to 1.9 MJ of laser energy was used, but in contrast, our experiments on the OMEGA laser system require as little as 28 kJ. As the hot-spot fuel gain is predicted to grow with laser energy and target size, our work establishes the direct-drive approach to inertial fusion as a promising path towards burning and ignited plasmas in the laboratory. Additionally, we report a record (direct-drive) fusion yield of 0.9 kJ on OMEGA, which we achieved with thin-ice deuterium–tritium liner targets.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2020

Enhanced direct-drive implosion performance on NIF with wavelength separation

Cross-beam energy transfer (CBET) can significantly affect the energy coupling and symmetry of direct-drive implosions. Here, we report on a series of direct-drive shots with 2.1 mm outer diameter capsules conducted on NIF for diagnostic development and calibration in which the wavelength separation (Δλ) between the inner and outer cone beams was varied. We observe a strong improvement in performance as Δλ is applied, with the nuclear yield increasing by up to a factor of 4×. Other data including the nuclear bang time and implosion symmetry suggest that increasing Δλ suppresses CBET and improves both the energy coupling and drive symmetry. These results provide a strong and important benchmark for CBET models applicable to direct-drive ignition designs.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2023

Cross-beam energy transfer in conditions relevant to direct-drive implosions on OMEGA

In cross-beam energy transfer (CBET), the interference of two laser beams ponderomotively drives an ion-acoustic wave that coherently scatters light from one beam into the other. This redirection of laser beam energy can severely inhibit the performance of direct-drive inertial confinement fusion (ICF) implosions. To assess the role of nonlinear and kinetic processes in direct-drive-relevant CBET, the energy transfer between two laser beams in the plasma conditions of an ICF implosion at the OMEGA laser facility was modeled using particle-in-cell simulations. For typical laser beam intensities, the simulations are in excellent agreement with linear kinetic theory, indicating that nonlinear processes do not play a role in direct-drive implosions. At higher intensities, CBET can be modified by pump depletion, backward stimulated Raman scattering, or ion trapping, depending on the plasma density.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2024

Characterizing the effects of drive asymmetries, component offsets, and joint gaps in double shell capsule implosions

This work provides a numerical study of how double shell capsule deformations caused by drive asymmetries and fabrication imperfections affect implosion symmetry and neutron yield. Hydrodynamics simulations are performed in two dimensions and focus on low-mode deformations that are caused by corresponding asymmetries in the Hohlraum drive, component offsets, and ablator joint gaps. By providing a parameter study of these features, our goal is to understand the dominant sources for inner shell deformation and yield degradation. The discussed capsules are composed of an aluminum ablator with a chromium inner shell. The latter encloses a carbon-deuterium foam ball that serves as fuel. We find that for clean capsules, even-numbered low-mode asymmetries in the drive are imprinted on the ablator and smoothly transferred to the inner shell during shell collision. The resulting deformation of the inner shell is more pronounced with larger fuel radius, while the yield is inversely proportional to the amplitude of the drive asymmetry and varies by factors ≤4 in comparison with clean simulations. Capsule component offsets in the vertical direction and ablator thickness nonuniformity result in p1-type deformations of the imploding inner shell. Finally, joint gaps have the largest effect in deforming the ablator and inner shell and degrading yield. While small gap widths (1 μm) result in prolate inner shells, larger gap widths (4 μm) cause an oblate deformation. More importantly, capsules with a small outer gap (1 μm) experience a dramatic drop in yield, typically <3% of a clean simulation.

Goodarzi, S. (ORCID:000000018556489X)↗