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At least 1,171 records · Page 65
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Foundations of an Electric Mobility Strategy for the City of Mexicali

The Foundations of an Electric Mobility Strategy for the city of Mexicali aligns with numerous energy, environmental, and transport plans and will help Mexicali meet multiple related goals. Mexicali’s energy mix, with 28% renewables, already enables plugin electric vehicles (PEVs) to reduce the mass of greenhouse gases (GHGs) per km driven 2/3 below that of their conventional counterparts. This GHG benefit will increase should Mexicali take steps to further increase their share of renewables in their electricity supply. Beyond increasing renewables, Mexicali could possibly deploy PEVs so that electric load is added in the right location (depending on further analysis of substations and feeders) and at the right time (between 21:00 and 11:00) in order to minimize grid upgrade costs. There are a handful of charge timing control mechanisms –at various stages of development– that Mexicali could implement. Transport electrification can facilitate mass transit by powering buses, trains, and small vehicles that get people from their homes or work to the transit stations and vice versa. Mexicali could utilize fleets as early PEV adopters in order to gain acceptance and add electric vehicle supply equipment (EVSE). Recommended prioritization of different types of fleets are suggested in this report: transit buses, school buses, airport ground support equipment (GSE), refuse trucks, taxis, shuttle buses, campus vehicles, delivery trucks, utility trucks, and finally semitrailers. There are a handful of policy options that Mexicali could use to incentivize fleets to purchase PEVs, including mandates, economic incentives, energy performance contracts, waivers to access restrictions, electricity discounts, and EVSE requirements in building codes. Mexicali’s taxi fleet was an early adopter of PEVs and had experienced some challenges—mostly related to the insufficient range of the taxis due to hot weather. In this report, we strategize ways to extend the range of the current electric taxis, including ways to make charging more convenient to the drivers, and more suggestions for appropriate vehicles to purchase in the future. This report also includes the groundwork of geotracking Mexicali’s taxi fleet so that more detailed recommendations can be made in the future. Once fleets have increased PEV acceptance and EVSE installations, the market will be ready to expand to private vehicle owners. In order to do this, more EVSE needs to be installed in the right locations. This mobility strategy lays out general local areas where EVSE could be well utilized, based on traffic patterns, land use, and demographic data. Mexicali could approach businesses within these areas that would likely make suitable hosts, based on how well they can profit from the additional business that EVSE would bring. Mexicali could then adopt a series of purchase incentives (including sales tax waivers or access to high-occupancy vehicles [HOV] lanes) that would encourage private vehicle owners to purchase PEVs. Purchase incentives run the risk of creating equity issues, which can be countered by promoting electrification in mass transit, creating more HOV lanes that have PEV exemptions, and installing EVSEs in underserved communities. Private PEV ownership will require a set of experts that Mexicali can help train, including PEV repair technicians, EVSE installation electricians, and first responders.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2022

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

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

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2025

The potential for New Mexico basalts to sequester CO2 with a focus on critical element mobility

This study investigates the potential for New Mexico basalts to serve as geologic CO₂ sequestration media through mineral carbonation. Batch-type experiments were conducted using crushed basalts from the Carrizozo and Taos regions at low PCO₂ (0.7–2 bar) and temperatures up to 40°C over 180 days. The experiments evaluated the kinetics of CO₂-water-rock interaction, cation release, and critical element mobility (Cu, Ni, Co, Zn). Solid and fluid samples were analyzed using SEM, EMPA, ICP-OES, and ICP-MS, and geochemical modeling was performed with GEM-Selektor and PHREEQC. Results indicated that up to 80% of the injected CO₂ was mineralized within 100 days, forming secondary carbonates such as siderite and ankerite. Additionally, significant mobilization of critical metals was observed, which has implications for resource recovery and mine-waste valorization in future CO₂ sequestration projects.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2021

Microbial Phosphorus Mobilization Strategies Across a Natural Nutrient Limitation Gradient and Evidence for Linkage With Iron Solubilization Traits

Microorganisms have evolved several mechanisms to mobilize and mineralize occluded and insoluble phosphorus (P), thereby promoting plant growth in terrestrial ecosystems. However, the linkages between microbial P-solubilization traits and the preponderance of insoluble P in natural ecosystems are not well known. We tested the P solubilization traits of hundreds of culturable bacteria representative of the rhizosphere from a natural gradient where P concentration and bioavailability decline as soil becomes progressively more weathered. Aluminum, iron phosphate and organic P (phytate) were expected to dominate in more weathered soils. A defined cultivation medium with these chemical forms of P was used for isolation. A combination of soil chemical, spectroscopic analyses and 16S rRNA gene sequencing were used to understand the in situ ability for solubilization of these predominant forms of P. Locations with more occluded and organic P harbored the greatest abundance of P-mobilizing microorganisms, especially Burkholderiaceae ( Caballeronia and Paraburkholderia spp.). Nearly all bacteria utilized aluminum phosphate, however fewer could subsist on iron phosphate (FePO 4 ) or phytate. Microorganisms isolated from phytic acid were also most effective at solubilizing FePO 4 , suggesting that phytate solubilization may be linked to the ability to solubilize Fe. Significantly, we observed Fe to be co-located with P in organic patches in soil. Siderophore addition in lab experiments reinstated phytase mediated P-solubilization from Fe-phytate complexes. Taken together, these results indicate that metal-organic-P complex formation may limit enzymatic P solubilization from phytate in soil. Additionally, the linked traits of phytase and siderophore production were mostly restricted to specific clades within the Burkholderiaceae . We propose that Fe complexation of organic P (e.g., phytate) represents a major constraint on P turnover and availability in acidic soils, as only a limited subset of bacteria appear to possess the traits required to access this persistent pool of soil P.

59 BASIC BIOLOGICAL SCIENCES↗
DOE OSTI2014

Comparing Multipollutant Emissions-Based Mobile Source Indicators to Other Single Pollutant and Multipollutant Indicators in Different Urban Areas

A variety of single pollutant and multipollutant metrics can be used to represent exposure to traffic pollutant mixtures and evaluate their health effects. Integrated mobile source indicators (IMSIs) that combine air quality concentration and emissions data have recently been developed and evaluated using data from Atlanta, Georgia. IMSIs were found to track trends in traffic-related pollutants and have similar or stronger associations with health outcomes. In the current work, we apply IMSIs for gasoline, diesel and total (gasoline + diesel) vehicles to two other cities (Denver, Colorado and Houston, Texas) with different emissions profiles as well as to a different dataset from Atlanta. We compare spatial and temporal variability of IMSIs to single-pollutant indicators (carbon monoxide (CO), nitrogen oxides (NOx) and elemental carbon (EC)) and multipollutant source apportionment factors produced by Positive Matrix Factorization (PMF). Across cities, PMF-derived and IMSI gasoline metrics were most strongly correlated with CO (r = 0.31–0.98), while multipollutant diesel metrics were most strongly correlated with EC (r = 0.80–0.98). NOx correlations with PMF factors varied across cities (r = 0.29–0.67), while correlations with IMSIs were relatively consistent (r = 0.61–0.94). In general, singlepollutant metrics were more correlated with IMSIs (r = 0.58–0.98) than with PMF-derived factors (r = 0.07–0.99). A spatial analysis indicated that IMSIs were more strongly correlated (r > 0.7) between two sites in each city than single pollutant and PMF factors. These findings provide confidence that IMSIs provide a transferable, simple approach to estimate mobile source air pollution in cities with differing topography and source profiles using readily available data.

mobile sources↗
DOE OSTI2021

Development of a Miniaturized Mobile Mapping System for In-Row, Under-Canopy Phenotyping

This paper focuses on the development of a miniaturized mobile mapping platform with advantages over current agricultural phenotyping systems in terms of acquiring data that facilitate under-canopy plant trait extraction. The system is based on an unmanned ground vehicle (UGV) for in-row, under-canopy data acquisition to deliver accurately georeferenced 2D and 3D products. The paper addresses three main aspects pertaining to the UGV development: (a) architecture of the UGV mobile mapping system (MMS), (b) quality assessment of acquired data in terms of georeferencing information as well as derived 3D point cloud, and (c) ability to derive phenotypic plant traits using data acquired by the UGV MMS. The experimental results from this study demonstrate the ability of the UGV MMS to acquire dense and accurate data over agricultural fields that would facilitate highly accurate plant phenotyping (better than above-canopy platforms such as unmanned aerial systems and high-clearance tractors). Plant centers and plant count with an accuracy in the 90% range have been achieved.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2022

Mobility Energy Productivity Evaluation of Prediction-Based Vehicle Powertrain Control Combined with Optimal Traffic Management

Transportation vehicle and network system efficiency can be defined in two ways: 1) reduction of travel times across all the vehicles in the system, and 2) reduction in total energy consumed by all the vehicles in the system. The mechanisms to realize these efficiencies are treated as independent (i.e., vehicle and network domains) and, when combined, they have not been adequately studied to date. This research aims to integrate previously developed and published research on Predictive Optimal Energy Management Strategies (POEMS) and Intelligent Traffic Systems (ITS), to address the need for quantifying improvement in system efficiency resulting from simultaneous vehicle and network optimization. POEMS and ITS are partially independent methods which do not require each other to function but whose individual effectiveness may be affected by the presence of the other. In order to evaluate the system level efficiency improvements, the Mobility Energy Productivity (MEP) metric is used. MEP specifically measures the connectedness of a system while accounting for time and energy externalities of modes that provide mobility in a given location. A SUMO model is developed to reflect real traffic patterns in Fort Collins, Colorado and data is collected by a probe SUMO vehicle which is validated against data collected on a real vehicle driving the same routes through the city. Individual vehicle and system level efficiencies are calculated using SUMO outputs for scenarios which integrate POEMS and ITS independently as well as jointly. Results from application of POEMS and ITS show improvement in energy consumption and travel times respectively when compared to the respective baseline scenarios. Our conclusion is that there are promising synergistic benefits to travel time and energy efficiency when POEMS and ITS are combined.

ADVANCED PROPULSION SYSTEMS↗
NASA NTRS1994

Mobile Satellite Bands Between 1-30 GHz

The recent surge in mobile and personal communications has placed new demands on radio spectrum usage in the Earth-to-space direction. In response to this demand, the 1992 World Administrative Radio Conference (WARC-92) revised the table of frequency allocations for mobile-satellite applications.

mobile-satellite spectrum aeronautical exclusive b↗
NASA NTRS2007

Athlete: A Mobility and Manipulation System for the Moon

A robotic vehicle called ATHLETE - the All-Terrain Hex-Limbed, Extra-Terrestrial Explorer is described, along with initial results of Field tests of two prototype vehicles. This vehicle concept is capable of efficient rolling mobility on moderate terrain and walking mobility on extreme terrain. Each limb has a quick-disconnect tool adapter so that it can perform general purpose handling, assembly, maintenance, and servicing tasks using any or all of the limbs.

mobility↗
NASA NTRS2015

Antenna Design Considerations for the Advanced Extravehicular Mobility Unit

NASA is designing an Advanced Extravehicular Mobility Unit (AEMU)to support future manned missions beyond low-Earth orbit (LEO). A key component of the AEMU is the communications assembly that allows for the wireless transfer of voice, video, and suit telemetry. The Extravehicular Mobility Unit (EMU) currently used on the International Space Station (ISS) contains a radio system with a single omni-directional resonant cavity antenna operating slightly above 400 MHz capable of transmitting and receiving data at a rate of about 125 kbps. Recent wireless communications architectures are calling for the inclusion of commercial wireless standards such as 802.11 that operate in higher frequency bands at much higher data rates. The current AEMU radio design supports a 400 MHz band for low-rate mission-critical data and a high-rate band based on commercial wireless local area network (WLAN) technology to support video, communication with non-extravehicular activity (EVA) assets such as wireless sensors and robotic assistants, and a redundant path for mission-critical EVA data. This paper recommends the replacement of the existing EMU antenna with a new antenna that maintains the performance characteristics of the current antenna but with lower weight and volume footprints. NASA has funded several firms to develop such an antenna over the past few years, and the most promising designs are variations on the basic patch antenna. This antenna technology at UHF is considered by the authors to be mature and ready for infusion into NASA AEMU technology development programs.

antenna design↗
NASA NTRS2018

Observations from Exploration of VTOL Urban Air Mobility Designs

NASA is exploring rotorcraft designs for VTOL air taxi operations, also known as urban air mobility (UAM) or on-demand mobility (ODM) applications. Several concept vehicles have been developed, intended to focus and guide NASA research activities in support of aircraft development for this emerging market. This paper summarizes the work conducted to date. To initially explore the broad design trade-space, three concept vehicles were designed: a quadrotor with electric propulsion; a side-by-side helicopter with hybrid propulsion; and a tiltwing with turbo-electric propulsion. Next a specific UAM mission was developed, accounting for the existing geography, population patterns, infrastructure, and weather in twenty-eight markets across the United States of America. Then in order to quantify the tradeoffs and performance targets necessary for practical implementation of the UAM vision, aircraft were designed to perform this mission, considering a range of aircraft types and propulsion system architectures: quadrotor aircraft, with turboshaft and all-electric propulsion; side-by-side aircraft, with turboshaft and all-electric propulsion; and lift+cruise aircraft with all-electric and turbo-electric propulsion. In examining these vehicles, performance targets and recurring technology themes emerged, which can guide investments in research and development within NASA, other government agencies, academia, and industry. In addition, results from the designs support observations about the trade-offs and key design decisions.

Observations from Exploration↗
NASA NTRS2019

Molten Target Sputtering: Non-Conventional Method for High Mobility Si0.15Ge0.85 Growth at 500°C

Since electrons travel over 100 times faster in Silicon-Germanium (SiGe) than in pure Si due to the low effective masses associated with Ge and SiGe-based devices continue to replace Si-based solid-state electronic devices. SiGe thin film on sapphire was successfully grown at 890°C, using a magnetron sputtering system within heteroepitaxial framework. However, SiGe growth at 890oC is a costly and difficult process to produce as a uniform wafer for semiconductor device manufacturing due to thermal soak times, and geometric thermal shadowing from the wafer holder. To leverage the semiconducting capabilities of SiGe, novel processing techniques for SiGe film growth with decreased thermal loading are required. This paper introduces the Molten Target Sputtering (MTS) method that produces high mobility SiGe on sapphire below 500°C. This non-conventional method has the advantage of high kinetic energy, high-energy latency, and high flux density of sputtered atoms by combining benefits of both magnetron sputtering and thermal evaporation. For the MTS method, a 1~2 mm (depth and width) ring-shaped groove was cut between the center magnet and surrounded by electromagnets creating a circular cavity between the copper plate and source target materials that melt the target material. The SiGe grown from the MTS shows continuous morphology and 99.7% single crystal Si0.15Ge0.85 films. The Hall electron mobilities of the Si0.15Ge0.85 are 456 sq. cmV(exp -1)s(exp -1) and 123.9 sq. cmV(exp -1)s(exp -1) at 5.59 x 10(exp 18) cubic cm and 3.5 x 10(exp 20) cubic cm carrier concentration at 22.38°C, respectively. This is approximately 5.5 times higher than that of Si and similar to the Ge value at equivalent carrier concentrations and temperatures.

High mobility SiGe↗
NASA NTRSDate not supplied

Urban Air Mobility Conflict Resolution: Centralized or Decentralized?

This work begins to address one of the critical questions in the urban air mobility and small unmanned aircraft communities: Should the en-route conflict resolution function in an urban air mobility traffic system be centralized or decentralized? Three conflict resolution architectures are modeled and analyzed: centralized, decentralized with uniform rules, and decentralized with mixed rules. This study compares these architectures and investigates their robustness to communication and state information errors in terms of safety and efficiency metrics. Experiments are conducted using a high-fidelity Monte Carlo traffic simulator and a generic set of traffic scenarios with increasing traffic density. When no errors were modeled, the centralized architecture marginally outperformed the decentralized architecture. However, performance of the centralized architecture was found to be adversely affected by the modeled input errors to a greater degree than was the decentralized architecture. Performance of the centralized architecture also was degraded significantly by the modeled transmission errors of the centralized resolution maneuvers. In the decentralized architecture, uniform rules outperformed mixed rules because, in the mixed rules case, system safety performance was undermined and dominated by the poor performers.

Urban Air Mobility (UAM) traffic system↗
NASA NTRSDate not supplied

Multidisciplinary Optimization of an Electric Quadrotor Urban Air Mobility Aircraft

Urban Air Mobility (UAM) vehicles have the potential to augment urban transportation systems, allowing passengers to skip the traffic below for a fee. This emerging market is opening up the design space for a new class of Urban Air Mobility (UAM) vehicles which could be powered by electric propulsion systems to be economical and environmentally friendly. However, development of these UAM concepts presents several additional challenges in the design process. First, these concept designs require including new disciplinary models for subsystems including the electric motors, cables, batteries and thermal management systems. Second, correctly designing and evaluating these various subsystems requires tight coupling between the discipline models to capture interactions. This paper presents the continued development of a multidisciplinary design optimization environment to aid in the development of these vehicle concepts. The multidisciplinary environment fully couples the various subsystem models allowing for the full vehicle to be designed and optimized simultaneously. In this research, the developed modeling approach is demonstrated in the analysis of a small, all-electric quadrotor UAM concept. Results from these studies show that numerous disciplines can be tightly coupled and producing improved overall vehicle designs.

Multidisciplinary Optimization↗
NASA NTRSDate not supplied

Urban Air Mobility Noise: Current Practice, Gaps, and Recommendations

AN Air Mobility (UAM) is an opportunity for aviation to improve transportation systems across the world. Representative UAM vehicle attributes include electrical vertical takeoff and landing (eVTOL) vehicles that can accommodate up to 6 passengers (or equivalent cargo), are possibly autonomous, perform missions of up to 100 nautical miles at altitudes up to 3000 ft. above ground level, have flight speeds up to 200 knots, and weigh between 800 and 8000 pounds. Along with the many anticipated benefits, there will be noise issues that need to be addressed. In 2018, NASA formed an Urban Air Mobility Noise Working Group (UNWG) to assemble noise experts from industry, universities and government agencies to identify, discuss, and address UAM noise issues. This oral presentation summarizes technology gaps and goals associated with four areas of interest: Tools & Technologies, Ground & Flight Testing, Human Response & Metrics, and Regulation & Policy, and is drawn from a draft white paper [1] by the same title. Tools & Technologies include noise prediction tools and noise reduction technologies that have been developed for conventional rotorcraft and fixed-wing vehicles that may be applicable or need to be modified for UAM. Prediction tools need to be able to account for variable speed rotors and other temporal variation effects that impact community noise. A reprioritization of noise sources needs to be done since UAM vehicles include multiple rotors/propellers, often in proximity to one another and/or the airframe, with dynamic transition, and new noise sources such as electric motors or hybrid-electric propulsion. Scattering and propagation methods need to be developed that include the vehicle components and surfaces near a receiver such as buildings and vertiports. Validation databases are needed to quantify prediction uncertainties. Prediction tools used to evaluate community noise will need source models appropriate for a wide range of UAM vehicles. Existing noise reduction technologies need to be evaluated and new noise reduction technologies should be developed in anticipation of future noise requirements. Although the prediction and treatment of interior cabin noise is a secondary goal, it is recognized that new tools and methods may be needed due to the uniqueness of the vehicle design and the presence of both acoustic and structure-borne loads. Ground & Flight Testing has been a critical part of validating noise reduction technologies and verifying that an air vehicle is ready for certification. UAM vehicles introduce new challenges for test procedures such as different source noise directivity, unsteady sources due to maneuvers, and a variety of takeoff and approach trajectories. The operating environment will be more complex than current aircraft with the introduction of vertiports in populated areas with “urban canyons” making reflections an important part of noise prediction and annoyance. It is expected that new test procedures and measurement methods will be necessary. Consideration will need to be given for both piloted and autonomous operations. Human Response & Metrics may be very different for UAM noise compared to current experience with airport noise. Current metrics used to certify rotorcraft and fixed-wing aircraft may not be as useful for evaluating UAM noise. Operations at lower altitudes may influence annoyance. Psychoacoustic and community testing will be needed to quantify annoyance and assess appropriate metrics. In addition to conventional noise level metrics, considerations such as audibility and temporal variation of the sound may be required. Differences between indoor or outdoor exposure will have an impact with dependence on urban and residential flight paths. Aircraft noise is currently regulated at a national level and typically involves partnerships with the industry to establish regulations. Regulators realize that current policies and procedures may not be appropriate for some of the emerging air vehicles and new procedures may be needed to address UAM noise. Development of new policies and procedures are needed so that local communities do not hastily attempt to establish their own restrictions that will both limit growth of the market and create an inconsistent and confusing regulatory environment. To expedite this development, it is crucial early measurement data are shared through partnership arrangements to support both noise certification and noise modeling/noise assessment. At the same time, an effective engagement strategy should be developed to address local community noise issues associated with UAM vehicles and flight operations as they arise.

urban air mobility↗
NASA NTRSDate not supplied

Urban Air Mobility National Campaign Test Series

The Urban Air Mobility (UAM) National Campaign test series is designed to promote public confidence in UAM safety, facilitate community-wide learning while capturing the public’s imagination, and give prospective vehicle manufacturers and operators, and prospective airspace service providers, insights into the evolving regulatory and operational environment. The National Campaign is also intended to support requirements and system development for Urban Air Mobility through integrated demonstrations of candidate vehicles and airspace in operational scenarios critical to scalable commercialization. The NASA National Campaign series will facilitate bringing together vehicle and airspace service providers to demonstrate industry’s concept and technology maturity levels with respect to vehicle performance, safety assurance, and airspace interoperability solutions for civil use.

Urban Air Mobility↗