Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “driving range”

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.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
NASA NTRS1979

Assessment and preliminary design of an energy buffer for regenerative braking in electric vehicles

Energy buffer systems, capable of storing the vehicle energy during braking and reusing this stored energy during acceleration, were examined. Some of these buffer systems when incorporated in an electric vehicle would result in an improvement in the performance and range under stop and go driving conditions. Buffer systems considered included flywheels, hydropneumatic, pneumatic, spring, and regenerative braking. Buffer ranking and rating criteria were established. Buffer systems were rated based on predicted range improvements, consumer acceptance, driveability, safety, reliability and durability, and initial and life cycle costs. A hydropneumatic buffer system was selected.

Buchholz, R.↗
NASA NTRS1996

Rotating Microphone Rake Measures Spinning Acoustic Modes

Rotating rake of pressure transducers developed for use in experimental studies of sources and propagation of noise generated by subsonic fan engines. Pressure transducers used as microphones to measure acoustic modes generated by, and spin with, fans. Versatility of control software used in rake-drive system enables measurements of acoustic modes on wide range of test-engine configurations. Rake-drive hardware easily adapted to different engines because not mechanically coupled to engine under test.

Konno, Kevin E.↗
DOE OSTI2022

Efficient electron cyclotron current drive regime for plasma current start-up in fusion reactors

We report an accessibility enhanced efficient fundamental X-mode electron cyclotron heating (ECH) current start-up regime was identified for a reactorlike toroidal magnetic field range which has more than 100 times higher current drive efficiency compared to more conventional ECH methods for the relevant start-up temperature range. Very high current drive efficiency is possible due to the strong cyclotron interaction only with unidirectional passing electrons constrained by the wave accessibility conditions. This efficient electron cyclotron current drive regime may help facilitate the design of innovative economical solenoid-free tokamak fusion reactor systems.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2026

Photoinduced Electron-Transfer Distance Is Controlled by the Driving Force in Solid-State Organic Donor-Acceptor Systems

Understanding how short-range electron transfer generates photocurrent in organic solar cells and what photochemical driving force is needed to maximize efficiencies has been an immensely difficult problem. Here we show how these questions are intertwined: the driving force controls the average charge-transfer distance, skipping the shortest-range states in the optimal case. Using photoinduced absorption-detected magnetic resonance, we measure average charge-separation distances in dilute donor–acceptor blends as a function of driving force, and compare these with free charge yields measured by time-resolved microwave conductivity. We find that the largest driving forces show the shortest charge-separation distances, explaining their suppressed free-carrier generation. These results support a long-range electron-transfer model, wherein the driving force controls the initial delocalization of the electron–hole pair. The minimum driving force required for efficient charge separation (and minimal voltage losses) is ultimately set by the dielectric constant of the material.

14 SOLAR ENERGY↗
NASA NTRS1984

System design of a remotely operated, program controlled measurement table for the calibration of the Egret experiment. Part A: Program control

The structure of the program, the five priority levels, the drive routines, the stepwise drive plan, the figure routines, meander X and y, the range of measurement table, the optimization of figure drive, the figure drive plan, dialogue routines, stack processing, the drive for the main terminal, the protocol routines, the drive for the microterminal, the drive for the experiment computer, and the main program are discussed.

Source record↗
DOE OSTI2022

Correlating Thermodynamic and Kinetic Hydricities of Rhenium Hydrides

The kinetics of hydride transfer from Re( R bpy)(CO) 3 H (bpy = 4,4'-R-2,2'-bipyridine; R = OMe, t Bu, Me, H, Br, COOMe, CF 3 ) to CO 2 and seven different cationic N-heterocycles were determined. Additionally, the thermodynamic hydricities of complexes of the type Re( R bpy)(CO) 3 H were established primarily using computational methods. Linear free-energy relationships (LFERs) derived by correlating thermodynamic and kinetic hydricities indicate that, in general, the rate of hydride transfer increases as the thermodynamic driving force for the reaction increases. Kinetic isotope effects range from inverse for hydride transfer reactions with a small driving force to normal for reactions with a large driving force. Hammett analysis indicates that hydride transfer reactions with greater thermodynamic driving force are less sensitive to changes in the electronic properties of the metal hydride, presumably because there is less buildup of charge in the increasingly early transition state. Bronsted α values were obtained for a range of hydride transfer reactions and along with DFT calculations suggest the reactions are concerted, which enables the use of Marcus theory to analyze hydride transfer reactions involving transition metal hydrides. It is notable, however, that even slight perturbations in the steric properties of the Re hydride or the hydride acceptor result in large deviations in the predicted rate of hydride transfer based on thermodynamic driving forces. This indicates that thermodynamic considerations alone cannot be used to predict the rate of hydride transfer, which has implications for catalyst design.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
NASA NTRS1998

Extended Range Communications Support for the X-33

Communications support for the X-33 requires addressing several interesting challenges to meet program and range safety requirements. In addition, the heavily cost driven program has provided concessions to the communications support to reduce the cost of networking the extended range. Cost trade-offs showed that by lowering the telemetry data rate from 2 Megabits per second to 1440 Megabits per second that significant cost avoidance could be realized. Also, by adopting standard telecommunications data rate for the uplink data stream, an efficient and integrated solution for the extended range communications could be supported. Meeting the program requirements as well as range safety requirements for this effort are critical to the success of the program. This paper describes some of the important requirements driving the design of the extended range communications support and the design of the system to meet those requirements.

Eslinger, Brian↗
DOE OSTI2022

A Comprehensive Simulation Study to Evaluate Future Vehicle Energy and Cost Reduction Potential

Under the umbrella of EERE’s Office of Sustainable Transportation, the U.S. Department of Energy’s (DOE) Vehicle Technologies Office (VTO) and Hydrogen and Fuel Cell Technologies Office (HFTO) seek to develop sustainable, affordable, and efficient technologies for transportation of goods and people. Translating investments in advanced transportation component technologies and powertrains to estimate the potential for vehicle-level fuel savings is critical to understanding DOE’s impact and success in this mission For this study, Argonne National Laboratory (Argonne) simulated technologies funded by VTO and HFTO for light-duty vehicles across the following: Powertrain configurations (conventional, power-split hybrid electric vehicle, extended-range electric vehicle, battery electric drive, and fuel-cell vehicles); Vehicle classes (compact car, mid-size car, small sport utility vehicle [SUV], mid-size SUV, and pickup truck); Fuels (gasoline, diesel, natural gas, hydrogen, and battery electricity). We assessed each technology for five different timeframes: laboratory years 2015 (reference), 2020, 2025, 2030, and 2045. We assumed a delay of 5 years between laboratory year and model year (i.e., the year the technology is introduced into production). Finally, we included uncertainties for both technology performance and cost by considering two cases (note that these cases are not intended as predictions of future performance): Low case , aligned with DOE technology manager estimates of expected original equipment manufacturer (OEM) improvements based on business as usual regulatory and market environments; High case , aligned with aggressive technology advancements based on research and development (R&D) targets developed through support by VTO and HFTO. We estimated the energy and cost impact of different technologies using Autonomie (Argonne undated), a state-of-the-art vehicle system simulation tool developed by Argonne and used to assess the energy consumption, performance, and cost of multiple advanced vehicle technologies. The tool comprises a complete set of vehicle models to assess impacts across a wide range of classes (from light- to heavy-duty), powertrain configurations (from conventional to hybrid electric vehicles [HEVs], fuel cell electric vehicles [FCEVs], plug-in hybrid electric vehicles [PHEVs], and battery electric vehicles [BEVs]), components, and control strategies, including vehicle-level and component-level controls developed and calibrated using dynamometer test data. Autonomie has been used to support a wide range of studies: analyzing various component technologies, sizing powertrain components to meet different vehicle requirements, comparing the benefits of powertrain configurations, optimizing both heuristic and route-based vehicle energy control, and predicting transportation energy use when paired with a traffic modeling tool such as POLARIS. This report documents the assumptions made and the vehicle-level energy consumption benefits and associated technology costs estimated for various types of light-duty vehicles. Details regarding vehicle assumptions and simulation results are available in the spreadsheets accompanying this report.

08 HYDROGEN↗
DOE OSTI2020

Energy Consumption and Cost Reduction of Future Light-Duty Vehicles through Advanced Vehicle Technologies: A Modeling Simulation Study Through 2050

The U.S. Department of Energy’s (DOE’s) Vehicle Technologies Office (VTO) and Hydrogen and Fuel Cell Technologies Office (HFTO) aim to develop sustainable, affordable and efficient technologies for transportation of goods and people. Translating investments in advanced transportation component technologies and powertrains to estimate vehicle-level fuel savings potential is critical for understanding DOE’s impact. In this work, we simulated technologies funded by VTO and HFTO for light duty vehicles. The simulations were performed across: Multiple powertrain configurations (i.e., conventional, power-split, extended-range electric vehicle, battery electric drive, and fuel-cell vehicles), Vehicle classes (i.e., compact car, midsize car, small sport utility vehicle [SUV], midsize SUV, and pickup trucks); and Fuels (i.e., gasoline, diesel, hydrogen, and battery electricity). These various technologies are assessed for six different timeframes: laboratory years 2015, 2020, 2025, 2030, and 2045. A delay of 5 years is assumed between laboratory year and model year (year technology is introduced into production). Finally, uncertainties are included for both technology performance and cost aspects by considering two cases: Low case, aligned with DOE technology manager estimates of expected original equipment manufacturer (OEM) improvements based on regulations, business as usual; and High case, aligned with aggressive technology advancements based on R&D targets developed through support by VTO & HFTO. These scenarios are not intended as predictions of future performances. The energy and cost impact of different technologies were estimated using Autonomie (www.autonomie.net), Argonne vehicle system simulation tool. Autonomie is a state-of-the-art vehicle system simulation tool used to assess the energy consumption, performance and cost of multiple advanced vehicle technologies across classes (from light to heavy duty), powertrains (from conventional to HEVs, FCEVs, PHEVs and BEVs), components and control strategies. Autonomie is packaged with a complete set of vehicle models for a wide range of vehicle classes, powertrain configurations and component technologies, including vehicle level and component level controls. These controls were developed and calibrated using dynamometer test data. Autonomie has been used to support a wide range of studies including analyzing various component technologies, sizing powertrains components for different vehicle requirements, comparing the benefits of powertrain configurations, optimizing both heuristic and route based vehicle energy control and predicting transportation energy use when paired with a traffic modeling tool such as POLARIS. This report documents the assumptions and estimates the vehicle-level energy consumption benefits and associated technology costs for the various types of light duty vehicles. All details of vehicle assumptions and simulation results are available in the spreadsheets accompanying this report.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Atomistic simulations of dislocation mobility in refractory high-entropy alloys and the effect of chemical short-range order

Abstract Refractory high-entropy alloys (RHEAs) are designed for high elevated-temperature strength, with both edge and screw dislocations playing an important role for plastic deformation. However, they can also display a significant energetic driving force for chemical short-range ordering (SRO). Here, we investigate mechanisms underlying the mobilities of screw and edge dislocations in the body-centered cubic MoNbTaW RHEA over a wide temperature range using extensive molecular dynamics simulations based on a highly-accurate machine-learning interatomic potential. Further, we specifically evaluate how these mechanisms are affected by the presence of SRO. The mobility of edge dislocations is found to be enhanced by the presence of SRO, whereas the rate of double-kink nucleation in the motion of screw dislocations is reduced, although this influence of SRO appears to be attenuated at increasing temperature. Independent of the presence of SRO, a cross-slip locking mechanism is observed for the motion of screws, which provides for extra strengthening for refractory high-entropy alloy system.

36 MATERIALS SCIENCE↗
DOE OSTI2020

Corroborative Evaluation of the Real-World Energy Saving Potentials of InfoRich Eco-Autonomous Driving (iREAD) System

There has been an increasing interest in exploring the potential to reduce energy consumption of future connected and automated vehicles. People have extensively studied various eco-driving implementations that leverage preview information provided by on-board sensors and connectivity, as well as the control authority enabled by automation. Quantitative real-world evaluation of eco-driving benefits is a challenging task. The standard regulatory driving cycles used for measuring exhaust emissions and fuel economy are not truly representative of real-world driving, nor for capturing how connectivity and automation might influence driving trajectories. To adequately consider real-world driving behavior and potential “off-cycle” impacts, this paper presents four collaborative evaluation methods: large-scale simulation, in-depth simulation, vehicle-in-the-loop testing, and vehicle road testing. These four approaches, spanning simulation and testing aspects, evaluate real-world fuel economy benefits with different ranges and resolutions. The large-scale simulations leverage an extensive real-world driving database to assess overall eco-driving benefits across a range of road network and driving scenarios. The real-world driving data are further leveraged to generate representative driving routes for deeper evaluation. Based on the representative routes, in-depth simulation relying on high-fidelity models investigates how different traffic scenarios can impact the eco-driving performance. The vehicle-in-the-loop setup reinforces the in-depth simulations by conducting tests with an actual vehicle operated on a chassis dynamometer; the measured energy savings were indeed found to agree with the in-depth simulation savings estimates. Finally, limited but representative road testing with the fully integrated vehicle will be conducted to demonstrate the eco-driving capability and conclude the overall evaluation regimen.

ARPA-E↗
DOE OSTI2020

Optimized System for On-Route Fast Charging of Battery-Electric Shuttle Buses

Electrifying cars, buses, and trucks is an attractive means of reducing energy use and emissions because it involves more efficient drivetrain components and minimal restructuring of the transportation network. Transit buses, driving fixed routes, help minimize driver range anxiety by properly sizing energy storage systems. A major challenge to fully electrifying transit buses is providing the amount of energy they consume in a day of driving. To enable a full day of operation without charging, batteries need to be large, which could be expensive and heavy. This work utilizes real-world transit bus data used in a battery-electric drivetrain model to co-optimize charger locations, charger power levels, and vehicle battery sizes.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Merging Fungal and Bacterial Community Profiles via an Internal Control

Integrated measurements of fungi and bacteria are critical to understand how interactions between these taxa drive key processes in ecosystems ranging from soils to animal guts. High-throughput amplicon sequencing is commonly used to census microbiomes, but the genetic markers targeted for fungi and bacteria (typically ribosomal regions) are domain-specific so profiling must be performed separately, obscuring relationships between these groups. To solve this problem, we developed a spike-in method with an internal control (IC) construct containing primer sites commonly used for bacterial and fungal taxonomic profiling. The internal control offers several advantages: estimation of absolute abundances, estimation of fungal to bacterial ratios (F:B), integration of bacterial and fungal profiles for holistic community analysis, and lower costs compared to other quantitation methods. To validate the IC as a scaling method, we compared IC-derived measures of F:B to measures from quantitative PCR (qPCR) using a commercial mock community (the ZymoBiomic Microbial Community DNA Standard II, containing two fungi and eight bacteria) and complex environmental samples. For both the mock community and the environmental samples, the IC produced F:B values that were statistically consistent with qPCR. Merging the environmental fungal and bacterial profiles based on the IC-derived F:B values revealed new relationships among samples in terms of community similarity. As a result, this IC method is the first spike-in method to employ a single construct for cross-domain amplicon sequencing, offering more reliable measurements.

59 BASIC BIOLOGICAL SCIENCES↗
DOE OSTI2020

An experimental study of the behavior of a high efficiency residential heat pump in cooling mode with common installation faults imposed

Faults are believed to be common in split system air-conditioner and heat pump systems, due to operating degradation or installation problems. Common faults include improper refrigerant charge, reduced evaporator airflow, liquid line restrictions, and the presence of non-condensable gas. Laboratory tests were used to quantify fault impacts on performance of a heat pump system, and impacts on indicator variables such as refrigerant temperatures and pressures. This paper describes a large set of laboratory tests implemented on a high efficiency heat pump operating in cooling mode. This system uses R-410A refrigerant and has a rotary compressor, TXV, two accumulators, and a compensator. A small number of previous experimental studies have been done previously to study the effects of some operating faults, but none has examined a modern system with these components. The tests were conducted with a range of fault intensities and driving conditions. The results are compared to previous researchers’ experimental results. The system’s performance was found to be quite robust in the presence of faults. The TXV, accumulators, and compensator significantly reduce sensitivity to refrigerant charge and liquid line restriction faults, and other faults to a lesser extent.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

Observations of modal coupling due to bolted joints in an experimental benchmark structure

The goal of this paper is to present a set of measurements from a benchmark structure containing two bolted joints to support future efforts to predict the damping due to the joints and to model nonlinear coupling between the first two elastic modes. Bolted joints introduce nonlinearities in structures, typically causing a softening in the natural frequency and an increase in damping because of frictional slip between the contact interfaces within the joint. These nonlinearities pose significant challenges when characterizing the response of the structure under a large range of load amplitudes, especially when the modal responses become coupled, causing the effective damping and natural frequency to not only depend on the excitation amplitude of the targeted mode, but also the relative amplitudes of other modes. In this work, two nominally identical benchmark structures, known in some prior works as the S4 beam, are tested to characterize their nonlinear properties for the first two elastic modes. Detailed surface measurements are presented and validated through finite element analysis and reveal distinct contact interactions between the two sets of beams. The free-free test structures are excited with an impact hammer and the transient response is analyzed to extract the damping and frequency backbone curves. A range of impact amplitudes and drive points are used to isolate a single mode or to excite both modes simultaneously. Differences in the nonlinear response correlate with the relative strength of the modes that are excited, allowing one to characterize mode coupling. Each of the beams shows different nonlinear properties for each mode, which is attributed to the different contact pressure distributions between the parts, although the mode coupling relationship is found to be consistent between the two. Lastly, the test data key finding are presented in this paper and the supporting data is available on a public repository for interested researchers.

42 ENGINEERING↗
DOE OSTI2020

Azimuthal Drive Asymmetry in Inertial Confinement Fusion Implosions on the National Ignition Facility

Data from nuclear diagnostics present correlated signatures of azimuthal implosion asymmetry in recent indirect-drive inertial confinement fusion (ICF) implosion campaigns performed at the National Ignition Facility (NIF). The mean hot-spot velocity, inferred from the Doppler shift of 14 MeV neutrons produced by deuterium-tritium (DT) fusion, is systematically directed toward one azimuthal half of the NIF target chamber, centered on φ ≈ 7 0 ° . Areal density ( ρ R ) asymmetry of the converged DT fuel, inferred from nuclear activation diagnostics, presents a minimum ρ R in the same direction as the hot-spot velocity and with Δ ρ R amplitude correlated with velocity magnitude. These two correlated observations, which are seen in all recent campaigns with cryogenic layers of DT fuel, are an understood signature of asymmetry in the fuel convergence, implying a systematic azimuthal drive asymmetry across a wide range of shot and target configurations. The direction of the implied radiation asymmetry is observed to cluster toward the hohlraum diagnostic windows. Furthermore, this low-mode asymmetry degrades hot-spot conditions at peak convergence and limits implosion performance and yield

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗
DOE OSTI2022

Categorizing distributed wind energy installations in the United States to inform research and stakeholder priorities

Abstract Background Distributed wind energy adoption in the United States can contribute to the diverse portfolio of energy technologies needed to achieve ambitious decarbonization goals. However, with limited deployment to date, the current distributed wind market must be better understood; these efforts will support the range of stakeholders who will drive successful deployment. This article first distinguishes three categories of distributed wind from existing literature: (1) behind the meter, (2) intended for explicit local load, and (3) physically distributed. A novel methodology to classify individual wind installations into each of these categories is then presented and applied to two data sets of wind installations in the United States to categorize and illuminate distinct segments in the distributed wind market. Results Physically distributed installations, constituted by small to moderately sized projects serving local loads on distribution systems solely because of their proximity to them, account for the highest amount of capacity but the lowest number of installations out of the three categories. The inverse is true for behind-the-meter installations, which are used to serve on-site loads. Installations intended for explicit local load, which are interconnected on the utility side of the distribution system and intentionally built to provide energy to loads on the same distribution system, rank in the middle for both installed capacity and number of installations. Conclusions Distributed wind energy deployment in the United States is geographically widespread, but the extent to which a single category is developed in each state varies. Policies, wind resources, and broad energy technology trends contribute to these deployment patterns. By identifying the extent to which each category of installations exists, decision-makers are empowered with data necessary to tailor research and development programs and address stakeholder priorities through policy and other means, ultimately supporting future deployment.

17 WIND ENERGY↗
DOE OSTI2021

A Detailed Vehicle Modeling & Simulation Study Quantifying Energy Consumption and Cost Reduction of Advanced Vehicle Technologies Through 2050

The U.S. Department of Energy (DOE) Vehicle Technologies Office (VTO) and Hydrogen and Fuel Cell Technologies Office (HFTO) aim to develop sustainable, affordable, and efficient technologies for transportation of goods and people. Translating investments in advanced transportation component technologies and powertrains to estimate vehicle-level fuel savings potential is critical for understanding DOE’s impact. In this work, we simulated technologies funded by VTO and HFTO for light duty vehicles. The simulations were performed across: (1) Multiple powertrain configurations (conventional, power-split, extended-range electric vehicle, battery electric drive, and fuel-cell vehicles); (2) Vehicle classes (compact car, midsize car, small sport utility vehicle [SUV], midsize SUV, and pickup trucks); and (3) Fuels (gasoline, diesel, natural gas, hydrogen, and battery electricity). These various technologies are assessed for six different timeframes: laboratory years 2015 (reference), 2020, 2025, 2030, and 2045. A delay of five years is assumed between laboratory year and model year (the year the technology is introduced into production).

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗