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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 1,099 records · Page 61
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Model assessment of synthetic jets for turbulent combustion experiments

Abstract Understanding turbulent premixed flames is essential to predict and optimize advanced combustion strategies, but critical capability gaps exist for collecting and validating measurements such as turbulent flame speed. Here, we evaluate synthetic jets as a new, promising turbulence generation device for constant-volume combustion chambers, quantitatively assessing turbulence intensity and spatial uniformity in a hypothetical 4,189-cm 3 vessel for various premixture conditions. Graphic Abstract

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Risk Assessment of Hydrogen Fuel Cell Electric Vehicles in Tunnels

The need to understand the risks and implications of traffic incidents involving hydrogen fuel cell electric vehicles in tunnels is increasing in importance with higher numbers of these vehicles being deployed. A risk analysis was performed to capture potential scenarios that could occur in the event of a crash and provide a quantitative calculation for the probability of each scenario occurring, with a qualitative categorization of possible consequences. The risk analysis was structured using an event sequence diagram with probability distributions on each event in the tree and random sampling was used to estimate resulting probability distributions for each end-state scenario. Here, the most likely consequence of a crash is no additional hazard from the hydrogen fuel (98.1–99.9% probability) beyond the existing hazards in a vehicle crash, although some factors need additional data and study to validate. These scenarios include minor crashes with no release or ignition of hydrogen. When the hydrogen does ignite, it is most likely a jet flame from the pressure relief device release due to a hydrocarbon fire (0.03–1.8% probability). This work represents a detailed assessment of the state-of-knowledge of the likelihood associated with various vehicle crash scenarios. This is used in an event sequence framework with uncertainty propagation to estimate uncertainty around the probability of each scenario occurring.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Introduction to the special issue on smart transportation

Transportation is getting smarter and smarter, with the prominence of connected automated vehicle technologies in the global auto industry’s near-term growth strategies, of big data analytics and unprecedented access to sensing data of mobility, and of integration of this analytics into the optimization of mobility and transport. Further, these developments are setting off a wave of smart transportation innovations, which are featured by new methods and applications driven by various forms of sensor data such as GPS, CAN bus, LIDA, images, etc. At the same time, complexities surrounding the use, conflation, and processing of disparate data in near real-time is of essence for the design and development of futuristic smart transportation.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2016

Algorithms for Heterogeneous, Multiple Depot, Multiple Unmanned Vehicle Path Planning Problems

Unmanned vehicles, both aerial and ground, are being used in several monitoring applications to collect data from a set of targets. This article addresses a problem where a group of heterogeneous aerial or ground vehicles with different motion constraints located at distinct depots visit a set of targets. The vehicles also may be equipped with different sensors, and therefore, a target may not be visited by any vehicle. The objective is to find an optimal path for each vehicle starting and ending at its respective depot such that each target is visited at least once by some vehicle, the vehicle–target constraints are satisfied, and the sum of the length of the paths for all the vehicles is minimized. Two variants of this problem are formulated (one for ground vehicles and another for aerial vehicles) as mixed-integer linear programs and a branchand- cut algorithm is developed to compute an optimal solution to each of the variants. Computational results show that optimal solutions for problems involving 100 targets and 5 vehicles can be obtained within 300 seconds on average, further corroborating the effectiveness of the proposed approach.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Future private car stock in China: current growth pattern and effects of car sales restriction

Car stock projection is essential to evaluating the energy and environmental impacts of private cars in China. Since the private car ownership rate in China has not reached its saturation level, limited and outdated data used in previous studies has resulted in high uncertainties regarding the functions of car ownership and significantly reduced the robustness of the projection of private car stocks. In this work, we estimate China's current growth pattern of private car ownership by analyzing more than 6300 pairs of private car ownership and income data collected from various official statistics at the national, provincial, and city levels in the period of 1997-2017. The dataset covers a much wider per-capita disposable income range than national-level data alone and allows us to make satisfactory projections of private car stocks in China up to 2040. We project that the private car stock in China could reach 403 million in 2040, if the current growth pattern of car ownership continues. Significant discrepancies in private car ownership curves are observed for cities with and without car sales restrictions. Without car sales restrictions, we estimate that the private car stock would be even higher at 455 million by 2040, demonstrating the effectiveness of the current restriction policy in controlling car stocks in China. We further quantify the potential impacts of car sales restrictions on future car stock levels by implementing hypothetical national car sales caps. Results show that, although the private car stocks would still continue to grow before 2030, the stock levels would be stable at ~ 280 and ~ 350 million by 2040 for scenarios of 20 and 25 million sales caps, respectively. The impact of private car stock growth on energy consumption in China is also examined. Pump-to-wheels energy consumption of the private car fleet is projected to be 131, 147, 90, and 113 million tonnes of oil equivalent by 2040 for scenarios of the current growth pattern, no sales restriction, the 20 million sales cap, and the 25 million sales cap, respectively. Analysis reveals that private car sales restriction and vehicle population growth control could be an effective strategy for energy consumption reduction (thus greenhouse gas emission mitigation) in China, although the development of the automotive industry may be restrained.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Wireless charging and shared autonomous battery electric vehicles (W+SABEV): synergies that accelerate sustainable mobility and greenhouse gas emission reduction

Emerging technologies play important roles in shaping future mobility systems and impacting sustainability performance of the transportation sector in major economies, such as the United States of America (USA) and China. This study applies a life cycle framework to demonstrate and evaluate the synergies of the following four emerging transportation system technologies both qualitatively and quantitatively: (1) wireless charging; (2) shared mobility services; (3) autonomous driving; and (4) battery electric vehicles (BEV). The new concept of a wireless charging and shared autonomous battery electric vehicle (W+SABEV) system is introduced and modeled. First, an analytical framework is presented to assess the pros and cons of the W+SABEV system vs. a conventional plug-in charging BEV system, adhering to the principles of sustainable mobility and highlighting the impacts and dynamics of the disruptive technologies on the key parameters that define sustainable mobility. Second, a quantitative analysis presents the synergies of the four technologies by modeling a W+SABEV system and demonstrates that the combination of the four technologies can shorten the payback time of greenhouse gas (GHG) emission burdens for infrastructure and vehicles. Finally, compared to a plug-in charging BEV system, a W+SABEV system pays back the additional GHG emission burdens of wireless charging infrastructure deployment within 5 years if the wireless charging utility factor (ratio of en route charging time vs. trip time) is above 19%.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Intensity and daily pattern of passenger vehicle use by region and class in China: estimation and implications for energy use and electrification

Given the explosive growth of the passenger vehicle market and energy demands in China, research on vehicle-use intensity and driver-travel patterns is critical for better assessing travel demand and its implications for alternative fuel vehicles, energy security, and environmental policies. This study attempts to estimate annual vehicle kilometers traveled (AVKT) per privately-owned passenger vehicle and their daily distance patterns by vehicle class and geographic region. The data sample from a survey consists of 169,292 privately owned passenger vehicles, made by 177 car manufacturers during 2003–2018, running in 82 cities from 27 provincial regions. The log-transformed average AVKT is estimated to be 12,377 km with 95% probability ranging from 5490 to 28,579 km. The investigation reveals that vehicles from South China have the highest AVKT at 13,320 km. Generally, vehicles in small cities have higher AVKT than in big cities, except AVKT of tier 1 cities being higher. Another trend is that more expensive or larger vehicles tend to be driven more. A model is fitted for estimating AVKT based on region, city type, automaker, price range, and certain vehicle features including class and age. Data of daily commuting distances in recent years are also analyzed. The average daily commuting distances typically range from 21 to 28 km. Using the validated Gamma distribution method, daily distance distributions are specified for different regions. It is found that 99% of the daily driving distance is no more than 88.0–112.0 km, depending on region. Utility factors of plug-in electric vehicles are also estimated to be much higher than those based on driving data in the USA. Finally, these findings suggest global mitigations strategies on vehicle fuel use, electrification, and greenhouse gases should consider vehicle-use intensity at the regional level.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Evaluating national hydrogen refueling infrastructure requirement and economic competitiveness of fuel cell electric long-haul trucks

This study explored the national hydrogen refueling infrastructure requirement along major United States (US) interstate highway corridors to support the deployment of fuel cell electric trucks (FCETs) for the national long-haul trucking fleet. Given the long-haul trucking shipment demand in 2025 projected by the Freight Analysis Framework, locations and capacities of hydrogen stations were identified for inter-zone freight flows, and the total daily refueling demand was estimated for intra-zone flows for each FAF zone. Based on the infrastructure deployment results, we conducted an economic feasibility analysis of FCETs by evaluating the total ownership cost. We found that when the FCET penetration is relatively high (e.g., 10% penetration), FCETs become more competitive in terms of fuel cost and idling cost and could be economic viable if the incremental vehicle cost is reduced to meet the near-term FCET technology cost targets and the liquefaction cost is reduced to an optimal case. We also observed that the station cost depends on regional factors, particularly regional demand, which is used to determine station capacity. Thus, one possible strategy for station roll-out is to have early investment in target regions where station costs are expected to be relatively low such as the Pacific and West South Central regions.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2016

NO 2 oxidation reactivity and burning mode of diesel particulates

The NO 2 oxidation kinetics and burning mode for diesel particulate from light-duty and medium-duty engines fueled with either ultra low sulfur diesel or soy methyl ester biodiesel blends have been investigated and are shown to be significantly different from oxidation by O 2 . Oxidation kinetics were measured using a flow-through packed bed microreactor for temperature programmed reactions and isothermal differential pulsed oxidation reactions. The burning mode was evaluated using the same reactor system for flowing BET specific surface area measurements and HR-TEM with fringe analysis to evaluate the nanostructure of the nascent and partially oxidized particulates. The low activation energy measured, specific surface area progression with extent of oxidation, HR-TEM images and difference plots of fringe length and tortuosity paint a consistent picture of higher reactivity for NO 2 , which reacts indiscriminately immediately upon contact with the surface, leading to the Zone I or shrinking core type oxidation. In comparison, O 2 oxidation is shown to have relatively lower reactivity, preferentially attacking highly curved lamella, which are more reactive due to bond strain, and short lamella, which have a higher proportion of more reactive edge sites. Furthermore, this preferential oxidation leads to Zone II type oxidation, where solid phase diffusion of oxygen via pores contributes significantly to slowing the overall oxidation rate, by comparison.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Challenges and Opportunities of Integrating Electric Vehicles in Electricity Distribution Systems

Increased charging needs from widespread adoption of battery electric vehicles (EVs) will impact electricity demand. This will likely require a combination of potentially costly distribution infrastructure upgrades and synergistic grid-transportation solutions such as managed charging and strategic charger placement. Fully implementing such strategic planning and control methods - including business models and mechanisms to engage and compensate consumers - can minimize or even eliminate required grid upgrades. Moreover, there are also opportunities for EV charging to support the grid by helping solve existing and emerging distribution system challenges associated with increasing distributed energy resources (DERs) such as solar generation and battery energy storage. This paper reviews the potential impacts of EV charging on electricity distribution systems and describes methods from the literature to efficiently integrate EVs into distribution systems.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2014

The contribution of lubricant to the formation of particulate matter with reactivity controlled compression ignition in light-duty diesel engines

Reactivity controlled compression ignition (RCCI) has been shown in single- and multi-cylinder engine research to achieve high thermal efficiencies with ultra-low NO X and soot emissions. The nature of the particulate matter (PM) produced by RCCI operation has been shown in recent research to be different than that of conventional diesel combustion and even diesel low-temperature combustion. Previous research has shown that the PM from RCCI operation contains a large amount of organic material that is volatile and semi-volatile. However, it is unclear if the organic compounds are stemming from fuel or lubricant oil. The PM emissions from dual-fuel RCCI were investigated in this study using two engine platforms, with an emphasis on the potential contribution of lubricant. Both engine platforms used the same base General Motors (GM) 1.9-L diesel engine geometry. The first study was conducted on a single-cylinder research engine with primary reference fuels (PRFs), n-heptane, and iso-octane. The second study was conducted on a four-cylinder GM 1.9-L ZDTH engine which was modified with a port fuel injection (PFI) system while maintaining the stock direct injection fuel system. Multi-cylinder RCCI experiments were run with PFI gasoline and direct injection of 2-ethylhexyl nitrate (EHN) mixed with gasoline at 5 % EHN by volume. In addition, comparison cases of conventional diesel combustion (CDC) were performed. Particulate size distributions were measured, and PM filter samples were collected for analysis of lube oil components. Triplicate PM filter samples (i.e., three individual filter samples) for both gas chromatography-mass spectroscopy (GC-MS; organic) analysis and X-ray fluorescence (XRF; metals) were obtained at each operating point and queued for analysis of both organic species and lubricant metals. Here, the results give a clear indication that lubricants do not contribute significantly to the formation of RCCI PM.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2018

2017 DOE-Crosscut Lean/Low-Temperature Exhaust Emissions Reduction Simulation (CLEERS) Workshop: October 3–5, 2017 Ann Arbor, Michigan, USA

The 20th Crosscut Lean/Low-temperature Exhaust Emissions Reduction Simulation (CLEERS) Workshop sponsored by the US Department of Energy and organized by the Oak Ridge National Laboratory was held on October 3–5, 2017 in Ann Arbor, Michigan. The workshop covers a wide range of emissions control research topics in gasoline, diesel, and natural gas combustion with an emphasis on simulations of modeling of their complex processes. A sample of the topics includes novel catalyst formulations, aging and poisoning, biofuel impacts, selective catalytic reduction of NOx, ultra-low NOx emissions, and perspectives toward 2025 emissions compliance. There were a total of 162 attendees representing automotive manufacturers, component and software suppliers, national labs, universities, and government agencies. There were 39 oral presentations including four invited speakers, 23 posters presentations, and a panel discussion on emerging low-temperature aftertreatment needs and modeling requirements. Many of the presentations have been posted online at http://www.cleers.org/. Some presentations, received as manuscripts, have been selected for publication in Emission Control Science and Technology as special articles from the 2017 CLEERS Workshop.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

A theoretical thrust density limit for Hall thrusters

Abstract Hall Thrusters typically operate at thrust densities on the order of 10 N/m $$^2$$ 2 , which appear to be orders of magnitude below the thrust density limits suggested in previous literature. These limits have been considered here and each component of thrust density is analyzed to demonstrate the relative contribution to the total thrust density. Dependencies of the thrust density limits upon the thruster geometry, electron mobility, and the applied magnetic field are revealed and compared with experimental measurements of thrust density. This analysis reveals that with conventional applied magnetic field strengths, Hall thruster thrust density appears to be on the order of 1000 N/m $$^2$$ 2 . It is shown that this limit can be further increased through higher applied magnetic fields, applied voltage, and suppression of anomalous electron transport. This suggests Hall thrusters can be made much more compact and operated at higher power densities, given improvements to the thermal management and materials.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Exploring microscopic driving volatility in naturalistic driving environment prior to involvement in safety critical events—Concept of event-based driving volatility

The sequence of instantaneous driving decisions and its variations, known as driving volatility, prior to involvement in safety critical events can be a leading indicator of safety. Here, this study focuses on the component of “driving volatility matrix” related to specific normal and safety-critical events, named “event-based volatility.” The research issue is characterizing volatility in instantaneous driving decisions in the longitudinal and lateral directions, and how it varies across drivers involved in normal driving, crash, and/or near-crash events. To explore the issue, a rigorous quasi-experimental study design is adopted to help compare driving behaviors in normal vs unsafe outcomes. Using a unique real-world naturalistic driving database from the 2nd Strategic Highway Research Program (SHRP), a test set of 9593 driving events featuring 2.2 million temporal samples of real-world driving are analyzed. This study features a plethora of kinematic sensors, video, and radar spatiotemporal data about vehicle movement and therefore offers the opportunity to initiate such exploration. By using information related to longitudinal and lateral accelerations and vehicular jerk, 24 different aggregate and segmented measures of driving volatility are proposed that captures variations in extreme instantaneous driving decisions. In doing so, careful attention is given to the issue of intentional vs. unintentional volatility. The volatility indices, as leading indicators of near-crash and crash events, are then linked with safety critical events, crash propensity, and other event specific explanatory variables. Owing to the presence of unobserved heterogeneity and omitted variable bias, fixed- and random-parameter discrete choice models are developed that relate crash propensity to unintentional driving volatility and other factors. Statistically significant evidence is found that driver volatilities in near-crash and crash events are significantly greater than volatility in normal driving events. After controlling for traffic, roadway, and unobserved factors, the results suggest that greater intentional volatility increases the likelihood of both crash and near-crash events. A one-unit increase in intentional volatility is associated with positive vehicular jerk in longitudinal direction increases the chance of crash and near-crash outcome by 15.79 and 12.52 percentage points, respectively. Importantly, intentional volatility in positive vehicular jerk in lateral direction has more negative consequences than intentional volatility in positive vehicular jerk in longitudinal direction. Compared to acceleration/deceleration, vehicular jerk can better characterize the volatility in microscopic instantaneous driving decisions prior to involvement in safety critical events. Finally, the magnitudes of correlations exhibit significant heterogeneity, and that accounting for the heterogeneous effects in the modeling framework can provide more reliable and accurate results. The study demonstrates the value of quasi-experimental study design and big data analytics for understanding extreme driving behaviors in safe vs. unsafe driving outcomes.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Understanding the Effects of Vehicle Platoons on Crash Type and Severity

Crash type is an informative indicator to infer driving behaviors and conditions that cause a crash. For example, rear-end and side-swipe crashes are typically caused by improper vehicle interaction such as sudden lane-changing or speed control while hit-object crashes are likely the result of a single driver’s mistake. This study investigated the impact of vehicles travelling as a group (platoon) and its configuration (i.e., types of vehicles consisting of the platoon) on crash type and severity since the vehicles could affect each other when travelling in close proximity. This study applied Generalized Structure Equation Modeling (GSEM) to capture the complex relationships among the various crash factors such as traffic condition, driver characteristics, environmental conditions, and vehicle interaction to the crash attributes including type and severity. This study collected over 3 million individual vehicle data from 39 traffic count sites in California to estimate the vehicle interactions and driving behaviors. The microscopic traffic data are matched to 1417 crash reports. Results showed that vehicles traveling in platoons are associated with more rear-end and side-swipe crashes. Speed difference in the platoon had a positive effect on hit-object crashes if the platoon comprises vehicles of homogeneous type – either trucks or non-trucks. In addition, human factors such as age and gender were identified as significant influential factors in all type of crashes, however truck involvement particularly played an important role amongst side-swipe crashes. Crash severity was negatively affected by total flow, and rear-end crashes were more likely to be severe compared with hit-object crashes. Based on findings, this study suggests practical operational strategies to reduce traffic instability associated with platooned vehicle patterns. Understanding the high-risk factors for different crash types and severities would provide valuable insights for decision-makers and transportation engineers to develop targeted intervention strategies in consideration of road users and traffic conditions such as fleet mix and speed.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

The role of driver head pose dynamics and instantaneous driving in safety critical events: Application of computer vision in naturalistic driving

This paper investigates the role of driver behavior especially head pose dynamics in safety–critical events (SCEs). Using a large dataset collected in a naturalistic driving study, this paper analyzes the head pose dynamics and driving behavior in moments leading up to crashes or near-crashes. The study uses advanced computer vision and mixed logit modeling techniques to identify patterns and relationships between drivers’ head pose dynamics and crash involvement. The results suggest that driver-head pose dynamics, especially poses that indicate distraction and movement volatility, are important factors that can contribute to undesirable safety outcomes. Marginal effects show that angular deviation for head pose dynamics indicated by yaw, pitch and roll increase the likelihood of crash intensity by 4.56%, 4.92% and 8.26% respectively. Furthermore, traffic flow and lane changing also contribute to increase in likelihood of crash intensity. These findings provide new insights into pre-crash factors, especially human factors and safety–critical events. The study highlights the importance of considering human factors in designing driver assistance systems and developing safer vehicles. This research contributes by examining naturalistic driving data at the microscopic level with early detection of behaviors that lead to SCEs and provides a basis for future research on automation.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Decarbonizing all-electric communities via carbon-responsive control of behind-the-meter resources

The progression of electrification in the building and transportation sectors brings new opportunities for energy decarbonization. With higher dependence on the grid power supply, the variation of the grid carbon emission intensity can be utilized to reduce the carbon emissions from the two sectors. Existing coordinated control methods for buildings with distributed energy resources (DERs) either consider electricity price or renewable energy generation as the input signal, or adopt optimization in the decision-making, which is difficult to implement in the real-world environment. This paper aims to propose and validate an easy-to-deploy rule-based carbon responsive control framework that facilitates coordination between all-electric buildings and electric vehicles (EVs). The signals of the grid carbon emission intensity and the local photovoltaics (PV) generation are used for shifting the controllable loads. Extensive simulations were conducted using a model of an all-electric mixed-use community in a cold climate to validate the control performance with metrics such as emissions, energy consumption, peak demand, and EV end-of-day state-of-charge (SOC). Our study identifies that 4.5% to 27.1% of annual emission reduction can be achieved with limited impact on energy costs, peak demand, and thermal comfort. Additionally, up to 32.7% of EV emission reduction can be obtained if the EV owners reduce the target SOC by less than 21.2%.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2022

Benchmarking Cu/BEA and HBEA catalysts for high-octane gasoline synthesis

We distinguish rates at which carbon deposition occurs during initiation, rates at which catalytic centers are lost during deactivation, and paraffin-to-olefin ratio during propagation as benchmarks that distinguish 5 wt% Cu/H-BEA and H-BEA (Si/Al = 13.5) catalysts during dimethyl ether (DME) homologation in the presence of hydrogen. Studies that systematically vary initial DME contact time (210, 94, and 45 mol H+, initial s (mol C ) -1 ), DME pressure (4 and 22 kPa), and H 2 pressure (1, 24, and 48 kPa) reveal that Cu enables lower carbon deposition rates (on a per proton basis) in the induction period, increases the effluent paraffin-to-olefin ratio during propagation, and decreases the instantaneous site-loss yields by a factor of ~ 1.5-2x (moles of active sites lost per mole of DME) during termination sequences thus affecting the degree of product saturation and catalyst stability during DME homologation. Furthermore, these results provide mechanistic insights revealing the critical role of Cu in facilitating DME homologation to high value, high-octane gasoline-range hydrocarbons with higher cumulative turnovers than proton form H-BEA.

09 BIOMASS FUELS↗