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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 145 records · Page 8
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Optimal charging scheduling and management for a fast-charging battery electric bus system

Herein we discuss how battery electric buses (BEBs) are rapidly being embraced by public transit agencies because of their environmental and economic benefits. To address the problems of limited driving range and time-consuming charging for BEBs, manufacturers have developed rapid on-route charging technology that utilizes typical layovers at terminals to charge buses in operation using high power. With on-route fast-charging, BEBs are as capable as their diesel counterparts in terms of range and operating time. However, on-route fast-charging makes it more challenging to schedule and manage charging events for a BEB system. First, on-route fast-charging may lead to high electricity power demand charges. Second, it may increase electricity energy charges because of charging that occurs during on-peak hours. Without careful charging scheduling and management, on-route fast-charging may significantly increase fuel costs and reduce the economic attractiveness of BEBs. The present study proposes a network modeling framework to optimize the charging scheduling and management for a fast-charging BEB system, effectively minimizing total charging costs. The charging schedule determines when to charge a BEB, while the charging management strategically controls the actual charging power. Charging costs include both electricity demand charges and energy charges. The charging scheduling and management problem is first formulated as a nonlinear nonconvex program with time-continuous variables. A discretizing method and a linear reformulation technique are then adopted to reformulate the model as a linear program, which can be easily solved using off-the-shelf solvers, even for large-scale problems. Finally, the model is demonstrated with extensive numerical studies based on two real-world bus networks. The results demonstrate that the proposed model can effectively determine the optimal charging scheduling and management for a fast-charging BEB system, which carries the potential for use in large-scale real-world bus networks.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2024

Studying Wind Loading on CSP Collectors to Improve Performance and Reliability

Electricity generation through Concentrating Solar-thermal Power (CSP) adds the advantage of thermal energy storage and heat production. CSP collector costs constitute nearly one-third of total plant costs. Managing wind loading, especially dynamic wind loading caused by the turbulent wind flow, is a significant design challenge. Traditional collector designs rely on wind tunnel experiments and numerical simulations, which do not fully capture dynamic effects. Here, we provide an overview of NREL's activities on wind loading on CSP collectors, aiming to improve their reliability and cost-efficiency. We present insights from field measurements at operational parabolic trough and power-tower CSP plants. Over two years, we measured turbulent wind fields and resulting structural loads in a parabolic trough plant, revealing wind, turbulence, and collector field interactions. Similar measurements are ongoing at the Crescent Dunes heliostat field. These campaigns show how atmospheric turbulence, wind direction, and collector orientation affect dynamic wind loading. Upwind collector structures can generate turbulent structures, causing fluctuating loads at downstream collectors, impacting fatigue lifetime and optical efficiency. Preliminary results indicate that interior collectors experience higher turning moments than those at the edges, suggesting higher drive wear. At Crescent Dunes, we use instrumented heliostats at the field's edge and interior to study the translation of turbulent wind to dynamic structural loads. The campaign is still ongoing, and we will present first findings. Another focus of our work is tying the experimental wind loading findings to optical performance of the collectors, using simulation tools. For example, we derive torsional errors of the parabolic troughs - the angular offset from the sun position along a collector row. This error is impacted by wind-induced mirror deformations. Future work will focus on continuing the measurement efforts and combining them with computational fluid dynamic simulations. By providing detailed field measurements and validated models, our efforts aim to enhance understanding of wind loading on CSP collectors, improving their structural integrity and optical performance.

CSP↗
DOE OSTI2025

Transforming US agriculture for carbon removal with enhanced weathering

Abstract Enhanced weathering (EW) with agriculture uses crushed silicate rocks to drive carbon dioxide removal (CDR) 1,2 . If widely adopted on farmlands, it could help achieve net-zero emissions by 2050 2–4 . Here we show, with a detailed US state-specific carbon cycle analysis constrained by resource provision, that EW deployed on agricultural land could sequester 0.16–0.30 GtCO 2 yr −1 by 2050, rising to 0.25–0.49 GtCO 2 yr −1 by 2070. Geochemical assessment of rivers and oceans suggests effective transport of dissolved products from EW from soils, offering CDR on intergenerational timescales. Our analysis further indicates that EW may temporarily help lower ground-level ozone and concentrations of secondary aerosols in agricultural regions. Geospatially mapped CDR costs show heterogeneity across the USA, reflecting a combination of cropland distance from basalt source regions, timing of EW deployment and evolving CDR rates. CDR costs are highest in the first two decades before declining to about US$100–150 tCO 2 −1 by 2050, including for states that contribute most to total national CDR. Although EW cannot be a substitute for emission reductions, our assessment strengthens the case for EW as an overlooked practical innovation for helping the USA meet net-zero 2050 goals 5,6 . Public awareness of EW and equity impacts of EW deployment across the USA require further exploration 7,8 and we note that mobilizing an EW industry at the necessary scale could take decades.

Science & Technology - Other Topics↗
DOE OSTI2024

Quantum fluctuations drive nonmonotonic correlations in a qubit lattice

Abstract Fluctuations may induce the degradation of order by overcoming ordering interactions, consequently leading to an increase of entropy. This is particularly evident in magnetic systems characterized by nontrivial, constrained disorder, where thermal or quantum fluctuations can yield counterintuitive forms of ordering. Using the proven efficiency of quantum annealers as programmable spin system simulators, we present a study based on entropy postulates and experiments on a platform of programmable superconducting qubits to show that a low level of uncertainty can promote ordering in a system impacted by both thermal and quantum fluctuations. A set of experiments is proposed on a lattice of interacting qubits arranged in a triangular geometry with precisely controlled disorder, effective temperature, and quantum fluctuations. Our results demonstrate the creation of ordered ferrimagnetic and layered anisotropic disordered phases, displaying characteristics akin to the elegant order-by-disorder phenomenon. Extensive experimental evidence is provided for the role of quantum fluctuations in lowering the total energy of the system by increasing entropy and defect clustering. Our thorough and comprehensive application of an intentionally introduced noise on a quantum platform provides insight into the dynamics of defects and fluctuations in quantum devices, which may help to reduce the cost associated with quantum processing.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗
DOE OSTI2024

Autoregressive distributed lag-based dynamic uniformity modeling and monitoring approaches for superconductor manufacturing

High-temperature superconductors (HTS), known for their high efficiency and low energy loss, have found profound applications across various fields, driving the demand for long, uniformly performing tapes. However, ensuring uniform performance over extended lengths of HTS tapes, often characterized by the consistency of critical current, remains challenging due to fluctuations in growth conditions during manufacturing. Here, to elucidate the mechanisms underlying variations in tape uniformity and enable real-time monitoring of associated parameters, we propose an Autoregressive Distributed Lag (ADL)-based Dynamic Uniformity Modeling and Monitoring (ADUM2) approach. This method integrates uniformity measurement, the identification of critical process parameters and real-time monitoring within the manufacturing process. The ADUM2 approach is applied to the advanced metal organic chemical vapor deposition (A-MOCVD) process, a pilot-scale method for superconductor manufacturing. Our model demonstrates superior performance compared to benchmark methods, accounting for over 80% of the total variance in the data and identifying 13 key process parameters influencing the uniformity of HTS tapes. This study offers significant insights into the high-temperature superconductor manufacturing process and holds the potential to facilitate the production of cost-effective, uniformly performing long superconducting tapes in the future.

autoregressive distributed lag analysis↗
DOE OSTI2024

Energy Principles of Scientific Breakeven in an Inertial Fusion Experiment

Fusion “scientific breakeven” (i.e., unity target gain G target , total fusion energy out > laser energy input) has been achieved for the first time (here, G target ∼ 1.5 ). This Letter reports on the physics principles of the design changes that led to the first controlled fusion experiment, using laser indirect drive, on the National Ignition Facility to produce target gain greater than unity and exceeded the previously obtained conditions needed for ignition by the Lawson criterion. Key elements of the success came from reducing “coast time” (the time duration between the end of the laser pulse and implosion peak compression) and maximizing the internal energy delivered to the “hot spot” (the yield producing part of the fusion fuel). The link between coast time and maximally efficient conversion of kinetic energy into internal energy is explained. The energetics consequences of asymmetry and hydrodynamic-induced mixing were part of high-yield big radius implosion design experimental and design strategy. Herein, it is shown how asymmetry and mixing consolidate into one key relationship. It is shown that mixing distills into a kinetic energy cost similar to the impact of implosion asymmetry, shifting the threshold for ignition to higher implosion kinetic energy—a factor not normally included in most statements of the generalized Lawson criterion, but the key needed modifications clearly emerge. Published by the American Physical Society 2024

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
NASA NTRS2007

Research Opportunities in Space Propulsion

Rocket propulsion determines the primary characteristics of any space vehicle; how fast and far it can go, its lifetime, and its capabilities. It is the primary factor in safety and reliability and the biggest cost driver. The extremes of heat and pressure produced by propulsion systems push the limits of materials used for manufacturing. Space travel is very unforgiving with little room for errors, and so many things can go wrong with these very complex systems. So we have to plan for failure and that makes it costly. But what is more exciting than the roar of a rocket blasting into space? By its nature the propulsion world is conservative. The stakes are so high at every launch, in terms of payload value or in human life, that to introduce new components to a working, qualified system is extremely difficult and costly. Every launch counts and no risks are tolerated, which leads to the space world's version of Catch-22:"You can't fly till you flown." The last big 'game changer' in propulsion was the use of liquid hydrogen as a fuel. No new breakthrough, low cost access to space system will be developed without new efficient propulsion systems. Because there is no large commercial market driving investment in propulsion, what propulsion research is done is sponsored by government funding agencies. A further difficulty in propulsion technology development is that there are so few new systems flying. There is little opportunity to evolve propulsion technologies and to update existing systems with results coming out of research as there is in, for example, the auto industry. The biggest hurdle to space exploration is getting off the ground. The launch phase will consume most of the energy required for any foreseeable space exploration mission. The fundamental physical energy requirements of escaping earth's gravity make it difficult. It takes 60,000 kJ to put a kilogram into an escape orbit. The vast majority (-97%) of the energy produced by a launch vehicle is used to get propellants off the ground to be burned later. A modem launch vehicle is usually able to put no more than 1.5%-3% of its total liftoff weight into low earth orbit.

Rodgers, Stephen L.↗
NASA NTRS2001

High Efficiency Microwave Power Amplifier: From the Lab to Industry

Since the beginnings of space travel, various microwave power amplifier designs have been employed. These included Class-A, -B, and -C bias arrangements. However, shared limitation of these topologies is the inherent high total consumption of input power associated with the generation of radio frequency (RF)/microwave power. The power amplifier has always been the largest drain for the limited available power on the spacecraft. Typically, the conversion efficiency of a microwave power amplifier is 10 to 20%. For a typical microwave power amplifier of 20 watts, input DC power of at least 100 watts is required. Such a large demand for input power suggests that a better method of RF/microwave power generation is required. The price paid for using a linear amplifier where high linearity is unnecessary includes higher initial and operating costs, lower DC-to-RF conversion efficiency, high power consumption, higher power dissipation and the accompanying need for higher capacity heat removal means, and an amplifier that is more prone to parasitic oscillation. The first use of a higher efficiency mode of power generation was described by Baxandall in 1959. This higher efficiency mode, Class-D, is achieved through distinct switching techniques to reduce the power losses associated with switching, conduction, and gate drive losses of a given transistor.

Sims, William Herbert, III↗
DOE OSTI2024

Modeling Reversible Volume Change in Automotive Battery Cells with Porous Silicon Oxide-Graphite Composite Anodes

Automotive battery manufacturers are working to improve the individual cell and overall pack design by increasing durability, performance, and range, while reducing cost, and active material volume change is a key aspect that needs to be considered during this design process. Recently, silicon oxide-graphite composite anodes are being explored to increase total anode capacity while maintaining a tolerable amount of cell level reversible volume expansion due to the relatively lower reversible volume change of the silicon oxide compared to pure battery grade or metallurgical grade silicon. To predict the blended anode response and contribution to the overall cell volume change, we integrated the mechanical behavior of the individual active materials with the multi-species, multi-reaction model to predict the state-of-lithiation of the active materials in the cell at a given potential. The resulting simulations illustrate the tradeoff in volume change between the silicon oxide and the graphite during cell operation. This type of modeling approach will allow designers to virtually consider the impact of cell level and pack level design changes on overall system mechanical performance for automotive and grid storage applications, namely that relatively small addition of silicon containing materials can drive a significant increase in the volume change at the cell level, as demonstrated by the 5 wt% addition of silicon oxide accounting for half of the overall volume change in the cell.

Garrick, Taylor R. (ORCID:0000000322518129)↗
DOE OSTI2025

Refining Control, Charging, and Battery Chemistry for CO 2 e Savings in Heavy-Duty Off-Road Plug-In Series Hybrid

With current and future regulations continuing to drive reductions in carbon dioxide equivalent (CO 2 e) emissions in the on-road industry, the off-road industry is also likely to be regulated for fuel and CO 2 e savings. This work focuses on converting a heavy-duty off-road material handler from a conventional diesel powertrain to a plug-in series hybrid, achieving a 49% fuel reduction and 29% CO 2 e reduction via simulation. Control strategies were refined for energy savings, including a regenerative braking strategy to increase regenerative braking and a load-following hydraulic strategy to decrease electrical energy consumption. The load-following hydraulic control shuts off the hydraulic electric machine when it is not needed—an approach not previously seen in a load-sensing, pressure-compensated system. Furthermore, these strategies achieved a 24.1% fuel savings, resulting in total savings of 61% in fuel and 41% in CO 2 e in the plug-in series compared to the conventional machine. Beyond control strategies, this study evaluated battery chemistry and charging strategy refinements for total cost of ownership (TCO) and lifetime CO 2 e. LFP batteries emerged as the most cost-effective and least emitting due to their longer lifespan, which reduced replacement frequency. Charging comparisons showed that Level 2 charging (L2C) typically resulted in lower TCO but higher lifetime CO 2 e than DC fast charging (DCFC). DCFC costs were heavily influenced by local demand charges, and DCFC emissions were heavily influenced by local grid emissions.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

WBG-Enabled Current-Source Inverters for Integrated PM Motor Drives

This project takes advantage of the special capabilities of wide-bandgap (WBG) power semiconductor devices to develop innovative power electronics in the form of new current-source inverters (CSIs) that offer promising advantages over the dominant voltage-source inverter (VSI) topology. These CSIs, in turn, are extremely well-suited for integration into the housings of permanent magnet synchronous machines (PMSMs) to form integrated motor drives (IMDs). These new IMDs offer great promise for achieving major energy savings in a wide variety of applications that benefit from adjustable-speed control, including air conditioners, laundry appliances, industrial pumps/compressors, electric vehicles, and aerospace drives. WBG devices play a critical enabling role in these new IMDs because of their transformative features including much higher switching frequencies, lower losses, and compatibility with high operating temperatures. When incorporated into new CSI-based IMDs with PM machines, these WBG switches open the door to achieving major increases in power density, drive system efficiency, and fault tolerance, as well as substantial reductions in electromagnetic interference (EMI), manufacturing cost, and temperature-induced failures. The higher operating temperature capability of WBG devices compared to conventional silicon power devices is very appealing in IMD applications because the power electronics is mounted in close proximity to the motors which typically operate at temperatures well above the maximum limits of today’s silicon-based power electronics. This project has succeeded in designing, building, and testing multiple prototype versions of this CSI-IMD that have overcome many technical challenges in order to demonstrate the impressive performance improvements that can be achieved by the WBG-enabled CSI-IMD. The preliminary demo and bench-top versions of the current-source inverter developed during the first two years of the project were critical to laying the technical foundations for the 3 kW prototype CSI-IMD unit that was successfully built and tested during the third year. This prototype CSI-IMD unit was designed to fit within the housing envelope of the original permanent magnet (PM) synchronous machine in order to meet the demanding power density requirements that were set at the beginning of the project. All of the remaining performance objectives set for the prototype CSI-IMD unit including efficiency and electromagnetic interference (EMI) were also met. The last 18 months of the project were devoted to developing further enhancements of the WBG-enabled CSI-IMD technology that better prepare it for commercial production. More specifically, an upgraded version of the prototype CSI-IMD unit was developed that moved the power electronics into the same machine housing chamber as the motor, substantially raising the thermal demands on the power electronics. Tests with five different combinations of motor enclosure types and air cooling configurations were evaluated. Importantly, this work confirmed that the power electronics can deliver its full rated power and still operate well within its maximum temperature limits even for worst-case conditions when the housing is “totally-enclosed” without any openings for air to enter or exit the enclosure, and no blower/fan is provided to blow air over the outside surface of the enclosure. Reaching the full performance and energy-savings potential of this disruptive CSI-IMD motor drive technology is highly consistent with ARPA-E’s stated mission to “enhance the economic and energy security of the United States” while also supporting its commitment to “ensure that the U.S. maintains a technological lead in developing and deploying advanced energy technologies”. Follow-on projects are under way to explore the scalability of WBG-enabled CSI-IMD technology to 100 kW (peak) electric vehicle traction drives and fault-tolerant modular motor drives for future electrified aircraft propulsion applications.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2023

Hybrid Heavy Duty Diesel Powertrain for Off-Road Applications (Final Technical/Scientific Report)

In this program, a heavy-duty hybrid powersystem, consisting of a 30% downsized diesel engine and a front-end accessory drive (FEAD) incorporating a high-speed flywheel (HSFW) energy storage system, a mechanical-drive turbocharger (SuperTurbo), and motor-generator units (MGU) was developed and demonstrated. The high efficiency core 13L engine coupled with the hybrid elements was physically validated across various off-road machine and transient work cycles with the ultimate goal of demonstrating 17% efficiency improvement with equivalent transient response as the 18L diesel engine this concept powersystem would replace. The project culminated in a physical demonstration of the high-efficiency powersystem in a high-capability test cell with the engine, all the hybrid devices, controls, and required performance and emissions measurements. Based on the combination of physical validation and rigorous system simulation, the following program conclusions may be drawn: (1) The developed hybrid H2D2 powersystem demonstrated a range of efficiency improvement of 10.5 - 25.6%, with a midpoint of 17.9%; (2) Transient load response on; (3) The HSFW system was validated to achieve peak assisting of 110kW at 12,000 Nm/sec ramp rates; (4) The powersystem was validated to be capable of meeting U.S. EPA Tier 4 Final off-road emissions through transient NRTC testing; (5) A Total Cost of Ownership (TCO) analysis and found that the core 13L engine would pay back immediately (adoption of start/stop would pay back in less than one year, and the full hybrid system payback was three years.)

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS1986

Space vehicle concepts

This paper presents several concepts of chemical-propulsion Space Vehicles (SVs) for manned Mars landing missions. For vehicle sizing purposes, several specific missions were chosen from opportunities in the late 1990's and early 2000's, and a vehicle "system" concept is then described which is applicable to the full range of missions and opportunities available. In general, missions utilizing planetary opposition alignments can he done with smaller vehicles than those utilizing planetary opposition alignments (reference I) The conjunction missions have a total mission time of about 3 years, including a required stay-time of about 60 days. Both types of missions might be desirable during a Mars program, the opposition type for early low-risk missions and/or for later unmanned cargo missions, and the conjunction type for more extensive science/exploration missions and/or for Mars base activities. Since the opposition missions appeared to drive the SV size more severely, there were probably more cases examined for them. Some of the concepts presented utilize all-propulsive braking, some utilize an all aerobraking approach, and some are hybrids. Weight statements are provided for various cases. The aerobraking cases have significant advantages in size and weight. Cryogenic propellants were used for the main propulsive elements in all cases, due to their significant weight advantage over storable propellants (reference 1). Extensive use is made of existing propulsive elements and other systems. Most of the work was done on O-g vehicle concepts, but partial-g and 1-g concepts are also provided and discussed. A recommendation is added that efforts be made to find ways to offset the long-term O-g effects on the crew, other than providing a g-field for the total SV or spacecraft, since this causes significant design and operations impacts. Several options for habitable elements are shown, such as large-diameter modules and Space Station (SS) types of modules. The latter were used as a reference because of their cost advantage as existing elements Several options are shown for the Mars landing vehicle, and a landing "system" is recommended which makes use of a large aeroshell to allow landing of payloads of various sizes and shapes over the course of a multi-year program. Because of the large size and weight of the SV it will be necessary to launch individual elements and assemble them in low Earth orbit (LEO). A configuration of one potential assembly concept is provided.

Michael Tucker↗
NASA NTRS2004

Assessment of High-Voltage Photovoltaic Technologies for the Design of a Direct Drive Hall Effect Thruster Solar Array

A three-year program to develop a Direct Drive Hall-Effect Thruster system (D2HET) begun in 2001 as part of the NASA Advanced Cross-Enterprise Technology Development initiative. The system, which is expected to reduce significantly the power processing, complexity, weight, and cost over conventional low-voltage systems, will employ solar arrays that operate at voltages higher than (or equal to) 300 V. The lessons learned from the development of the technology also promise to become a stepping-stone for the production of the next generation of power systems employing high voltage solar arrays. This paper summarizes the results from experiments conducted mainly at the NASA Marshal Space Flight Center with two main solar array technologies. The experiments focused on electron collection and arcing studies, when the solar cells operated at high voltages. The tests utilized small coupons representative of each solar array technology. A hollow cathode was used to emulate parts of the induced environment on the solar arrays, mostly the low-energy charge-exchange plasma (1012-1013 m-3 and 0.5-1 eV). Results and conclusions from modeling of electron collection are also summarized. The observations from the total effort are used to propose a preliminary, new solar array design for 2 kW and 30-40 kW class, deep space missions that may employ a single or a cluster of Hall- Effect thrusters.

Mikellides, I. G.↗
DOE OSTI2025

ELECTRIFICATION OF A HEAVY-DUTY OFF-ROAD MATERIAL HANDLER: ENERGY SAVINGS AND EMISSION REDUCTIONS

Federal regulations are driving the adoption of electrification technologies to reduce carbon dioxide equivalent (CO2e) emissions, a metric that quantifies the global warming potential of various greenhouse gases in terms of carbon dioxide (CO2). Although no specific CO2 regulations exist for heavy-duty off-road machines, future reductions are likely, given stricter emissions standards for on-road vehicles. The heavy-duty off-road sector offers significant fuel-saving potential, as its focus has traditionally been on reliability and performance rather than fuel efficiency. This dissertation examines fuel and CO2e savings opportunities on a heavy-duty off-road material handler, the Pettibone Cary-Lift 204i, from stock configuration to simple modifications to a complete teardown and reconfiguration of the machine with a plug-in series hybrid architecture using electrified hydraulics. The study begins by modeling the baseline machine’s fuel and energy consumption, calibrating with experimental data from custom operating cycles. An energy analysis identifies key areas for fuel savings. Two simple powertrain modifications result in a combined 16.2% fuel savings. Next, a Pugh-style analysis narrows a list of electrified architectures, leading to high-fidelity models that evaluate total lifetime CO2e and costs. Higher electrification levels reduce CO2e emissions but increase costs, and electricity grid emissions significantly impact CO2e for plug-in architectures. A plug-in series hybrid is chosen for the project. In its base control form, 49% fuel and 29% CO2e savings are expected from the plug-in series hybrid compared to the baseline machine. Further savings are pursued through regenerative braking (6.3%) and load-following hydraulic control (17.8%), totaling 24.1% fuel savings, and leading to a total of 61% fuel and 41% CO2e savings compared to the baseline. Battery chemistries and charging strategies are also analyzed for cost and CO2e impacts, finding LFP batteries as superior due to longevity, and overnight level 2 charging usually at a lower cost but resulting in higher emissions than opportunity DC fast-charging (DCFC). DCFC emissions are highly dependent on grid emissions, and DCFC cost is highly dependent on grid demand charges. Finally, artificial intelligence is applied to operating cycle recognition. Neural network accuracy ranges from 81% to 99%, with applications to worksite efficiency and safety improvements.

24 POWER TRANSMISSION AND DISTRIBUTION↗
NASA NTRSDate not supplied

Evaluating the Feasibility of Data Simulation for Radiation Research: Estimating RBE Values for HZE Radiation

As the drive for deep space exploration intensifies, a comprehensive understanding of the health effects of radiation exposure becomes paramount to the future of human space flight. However, epidemiological data for radiation exposure, particularly to high-energy (HZE) ions, is limited, partially due to the financial and logistical costs of radiation studies. As an alternative, this study aims to assess the viability of data simulation strategies to accurately model potential study parameters prior to utilizing laboratory conditions. This study estimates a relative biological effectiveness (RBE) factor based on the solid tumor data for outbred mice provided by Edmundson et al. 2020. Excess relative risk (ERR) models for HZE-Fe ions and gamma radiation were estimated using Poisson regression with Weibull models to represent the background solid tumor hazard without radiation. RBE values were calculated from the ratio of the heavy ion linear slope to the gamma linear slope. The parameters from these models were then applied to simulate iterations of 300 datasets across HZE-Fe doses of 0.05, 0.2, 0.4, and 0.75 Gy; gamma radiation doses of 0.75, 2, and 3 Gy, as well as an unirradiated control group. Sample size per dose varied from 100-500 mice across simulations (800-4000 mice total per dataset). 1500 datasets were generated total (300 each for sample sizes 800, 1600, 3200, and 4000). For each dataset, ERR per radiation type and RBE for HZE-Fe were calculated. The RBE from the Edmondson data was calculated to be 5.55. The RBEs from the simulated data converged around this value across the increasing sample sizes. For n = 4000, the mean RBE across the 300 datasets was 5.71 (95% CI: 5.47-5.95). These results suggest that RBEs calculated from simulated data are credible. Based on this exploration, data simulation is a viable method of testing radiation studies. It provides a method of testing study assumptions and refining research questions prior to embarking on costly laboratory experiments.

Sneha Mehta↗
DOE OSTI2022

Providing Levelized Cost and Waiting Time Inputs for HDV Hydrogen Refueling Station Planning: A Case Study of U.S. I-75 Corridor

Widespread use of diesel fuels in freight transportation leads to greenhouse gas (GHG) emissions that play an important role in air pollution. The air pollution, as well as the energy crisis, drives the transition from diesel fuel to cleaner and more energy-efficient fuels such as hydrogen fuels. With such a transition, the strategic planning and optimization of supporting refueling infrastructure along the national highway for heavy-duty vehicles (HDVs) become a necessity. Cost and service level are two essential factors to be considered in hydrogen refueling station location and capacity optimization. The service level in this study is assessed by the delay (waiting time) at fueling stations as well as the fueling demand fulfilled. To this end, this study presents a methodology to provide waiting time (delay) and levelized hydrogen fuel cost inputs under different station configurations (number of dispensers and fill rates) for hydrogen refueling station planning. Determining the station configurations based on the trade-off between the two inputs is further discussed. Particularly, this study points out that the levelized cost and waiting time are affected by hourly demand patterns and estimates the two inputs under different peak hour fueling demand scenarios. The results suggest that, with the same daily demand, the cost, as well as the waiting time, increases obviously with the peak hour demand. In the case study, the cost grows at least 30% when the peak hour visit frequency of the daily total visits increases from 5% (evenly distributed pattern) to 10% (the most common pattern for existing diesel fueling stations along I-75). Accounting for this peak hour effect in hydrogen refueling station planning is recommended. Overall, the waiting time model and cost analysis provide key inputs for optimizing hydrogen refueling station location and configurations based on anticipated refueling demand patterns. The paper is the second in a series that aims to build a comprehensive modeling plan and optimize hydrogen refueling infrastructure along the Interstate 75 (I-75) corridor for HDVs.

Liu, Yuandong↗
DOE OSTI2024

A Hybrid Heavy Duty Diesel Power System for Off-Road Applications—Concept Validation

A multiyear power system R&D program was completed with the objective of developing an off-road hybrid heavy duty diesel engine with front end accessory drive-integrated energy storage. This system was validated to deliver 10.5–25.6% reduction in fuel consumption over current Tier 4 Final-based 18L diesel engines, over various off-road machine application cycles. The power system consisted of a downsized heavy-duty diesel 13L engine containing advanced combustion technologies, capable of elevated peak cylinder pressures and thermal efficiencies, thermal barrier coatings, exhaust waste heat recovery via SuperTurbo™ turbocompounding, and hybrid energy assisting and recovery through both mechanical and electrical systems. Following the concept definition, design, and analysis phases of the program, the final phase focused on building and validating the performance and efficiency in laboratory tests. While aspects of the system such as start/stop and reduced off-road cooling package energy losses were only analytically evaluated, the main 13L concept engine with full hybrid system was successfully built and tested in steady-state and in transient certification and real-world application cycles. Extensive simulations in Caterpillar's DYNASTY™ software environment utilized the validation test data to assess performance more fully and confidently over varied cycles and strategies. An average fuel consumption reduction of 17.9% was realized, and the majority (~13%) of the benefit stemmed from the core concept 13L engine. In conclusion, a total cost of ownership analysis provides context to commercial viability and where adoption focus should be placed.

33 ADVANCED PROPULSION SYSTEMS↗