SEARCH · Engineering Papers

Results for “technology acceptance”

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.

SourceResearch connectionFrom yearThrough year

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

At least 1,711 records · Page 95

All sources NASA NTRS DOE OSTI

NASA NTRSDate not supplied

Helicopter Pilot Evaluations of the Airborne Collision Avoidance System Xr in a High-Fidelity Motion Simulation

New aircraft and aerial Urban Air Mobility operations require updated technologies to maintain vehicle separation during flight. Specifically, higher-density airspace will need more than traditional air traffic control to keep vehicles well clear of each other and avoid Near Midair Collisions. In response, the Federal Aviation Administration is currently developing the Airborne Collision Avoidance System X (ACAS X) for next-generation air traffic deconfliction, which provides caution-level and warning-level alerts in response to multiple aircraft types. This study recruited six helicopter pilots to fly an electric vertical takeoff and landing vehicle model in simulated operations under Visual Flight Rules (VFR). Flights were accomplished using the high-fidelity Vertical Motion Simulator at the NASA Ames Research Center. Participants controlled the vehicle using two side inceptors and foot rudders. The rotorcraft variant of ACAS X (ACAS Xr) was provided for alerting and guidance during traffic conflicts. Pilots used this system while giving feedback to the researchers through questionnaires, debriefs, and other discussions. Variables of interest to the study were phases of flight (i.e., Cruise, Hover, and Approach) and ACAS Xr configurations: The Collision Avoidance System configuration behaves similarly to current commercial traffic systems used for tactical deconfliction in crewed vehicles, and the Detect and Avoid configuration was developed to provide extra, corrective-level guidance for unmanned aircraft systems. Results showed that pilots found the alerting and guidance from ACAS Xr useful, effective, and acceptable for VFR operations. Certain elements, like speed guidance and text banners, were found to be of no use to the pilots. Hover and Approach scenarios were considered the most difficult for ACAS Xr alerting. Reasons for this difficulty were partially due to learning interference (i.e., overcoming previously learned behavior) and partially due to the vehicle model (i.e., NASA’s Lift Plus Cruise design). Still, alerting-based confounds reveal the need for more development for ACAS Xr during these Hover and Approach flight phases. Study caveats and future projects are discussed.

air taxis↗

NASA NTRSDate not supplied

Helicopter Pilot Evaluations of the Airborne Collision Avoidance System Xr in a High-Fidelity Motion Simulation

air taxis↗

DOE OSTI2023

Theoretical investigation of braking of tearing mode rotation by resistive walls in ITER

The locking of the 2/1 tearing mode to the resistive wall in the ITER tokamak (15 MA inductive scenario 2) is investigated theoretically using a cylindrical asymptotic matching model. The model takes into account the fact that ITER plasmas will effectively be surrounded by two walls; the inner blanket module layer with a time constant of about 23 ms, and the outer vacuum vessel with a time constant of about 380 ms. The model also takes cognizance of the fact that neither the blanket module layer nor the vacuum vessel can be accurately described as “thin” walls (in the ordinarily accepted sense). The model incorporates changes in both the plasma poloidal and the toroidal angular velocity profiles, in response to the electromagnetic braking torque that develops at the rational surface, because it turns out that neoclassical poloidal flow-damping is not strong enough to completely suppress changes in the poloidal velocity. Finally, the model accurately calculates changes in the poloidal and toroidal plasma angular velocity profiles by evolving the full angular equations of motion, taking the electromagnetic braking torque, plasma inertia, plasma viscosity, and poloidal flow-damping into account. The time required for the 2/1 tearing mode to grow from a small amplitude to a sufficient one to lock to the walls is found to be about 3.5 s. As a result, the critical full radial island width at which wall locking is triggered is found to be about 9% of the plasma minor radius.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

NASA NTRSDate not supplied

Gateway Program Safety and Mission Assurance Integration - the Future of Safe Deep Space Human Exploration

As a foundational element of the National Aeronautics and Space Administration (NASA) Artemis Campaign, the Gateway is an incrementally built cislunar spacecraft that will serve as a platform for deep space human exploration, science, and technology demonstration. The Gateway will be a unifying catalyst for international partners around the world to establish sustained deep space scientific investigations, lunar surface access, and missions to Mars. As human exploration moves farther away from Earth, spacecraft designs must prioritize and optimize mass and volume allocations, while minimizing human and spacecraft risk. To accomplish this objective, the Gateway Program Safety and Mission Assurance functions develop, implement, and ensure compliance with requirements, in concert with the accurate characterization and transparent communication of residual hazard risks, for integrated safety, reliability and maintainability and quality assurance. Safety and Mission Assurance was a key contributor during Gateway program pre-formulation and formulation activities where safety and reliability analysis was embedded in the Gateway Systems Engineering and Integration team. During these early program stages, a preliminary Gateway Integrated Hazard Analysis and Preliminary Gateway Probabilistic Risk Assessment assisted in Gateway architectural and operational definition as part of a risk-informed design process. As the deep space architecture has matured, the integrated Safety and Mission Assurance analyses have matured, new safety review processes have been developed, and requirements have been refined to ensure compliance with integrated safety and mission assurance objectives. The Gateway Program is currently concluding the preliminary design review informed milestone, where the primary objectives included: - Ensured completeness and consistency of the preliminary design, including the meeting of all requirements within appropriate margins and acceptable risk posture. - Identification of any major issues moving forward to the Critical Design phase. At this milestone, Safety and Mission Assurance provided numerous products, including Gateway Top Risks and Risk Mitigation Plans, updated integrated hazard analyses, updated probabilistic risk assessment, Crew Survival Analysis Report, and updated Safety and Mission Assurance Requirements and Plans. These products provide a many-faceted perspective on the inherent risk and available mitigations involved in flying the current proposed vehicle design and anticipated stack configurations. In addition, Safety and Mission Assurance identified top technical, process and workforce concerns to be addressed as the program progresses toward the critical design phase. This paper will detail the evolution of the Gateway Program Safety and Mission Assurance integration functions, provide its current status and lessons learned for future human spaceflight programs. Throughout this paper the key tenets of the Gateway Program Safety and Mission Assurance will be discussed: - Application of a risk-informed approach to identify and mitigate areas of highest risk. - Leverage of valuable processes and lessons learned from earlier spaceflight programs. - Development of Safety and Mission Assurance products to inform design risk trades. - Utilization of common Safety and Mission Assurance practices to identify safety risks for multiple perspectives: top-down, bottom-up, and across lines of integration. - Approval of safety hazards at the appropriate level of authority, keeping most deliberation closest to design expertise and elevating risks of greatest concern for program-level consideration. - Championing of Safety and Mission Assurance processes and forums to foster a pervasive safety culture that is transparent, inclusive, and collaborative between all partners. These tenets have allowed the Gateway Safety and Mission Assurance function to play a key role in optimized vehicle design evolution, and early identification and mitigation of Gateway program and Artemis mission risk.

Helen Vaccaro↗

DOE OSTI2020

Consensus International Solar Resource Standards and Best Practices Development: Preprint

Standardization and best practices of data sets and models enable the industry to develop widely accepted protocols for various stages of solar project development and operations. In collaboration with the International Energy Agency Photovoltaic Power Systems Programme Task 16, the National Renewable Energy Laboratory (NREL) developed and regularly updates the Best Practices Handbook for the Collection and Use of Solar Resource Data for Solar Energy Applications. In collaboration with ASTM members on the radiometry subcommittee, NREL assists in and leads the development of radiometric standards that contribute to increased accuracy in the measurement of solar resources available to conversion systems and to the development and improvement of models. These models can then provide long-term geographic distribution of solar resources for areas where measured solar data are not available. Further, these standards play a preeminent role in all aspects of solar energy projects, including standard conditions, methods and instrumentation, accelerated testing, and service lifetime of materials.

41 EE - Solar Energy Technologies Office (EE-4S)↗

DOE OSTI2023

Techno-Economic Impact of a Smart Battery Sorting System

Create analytical framework to capture costs and benefits of the automated sorting into battery recycling including the development and deployment of various types of battery recycling technologies such as pyrometallurgical, hydrometallurgical, and direct recycling. Li Industries, Inc. is a Virginia startup company focused on reinventing how lithium-ion batteries (LIBs) are recycled. Li Industries is focused on developing direct LIB recycling and automated battery sorting technologies in order to reduce the environmental impact of the LIB lifecycle. This work is to be conducted in support of the American-Made Challenges Lithium-Ion Battery Recycling Prize. Li Industries and NREL will work together to understand how novel technologies, such as those being developed by Li Industries, can impact the development and economics of the battery recycling industry. This voucher is being used to evaluate the profitability of an automated sorting system developed by Li Industries and the potential effect this increased value could have on the domestic lithium-ion battery (LIB) recycling industries in the United States. NREL has developed the Lithium-Ion Battery Resources Assessment (LIBRA) system dynamics model to project the future viability of the US LIB manufacturing and recycling industries under varying technoeconomic conditions and battery adoption scenarios over the coming decades. Additional logic was added to LIBRA to analyze the role automated sorting of recycling feedstock could play in the buildout of the industry and the impacts it has on the recovery of end-of-life (EOL) battery materials. This report summarizes the outcomes of this modeling analysis in the US context through a series of sensitivity analyses run for a range of values of a given input dimension and compared across the unsorted or automated sorting cases for LIB recycling feedstock. For greater detail on the process and analysis, the researchers are publishing a forthcoming journal article titled Techno-Economic Impact of a Smart Battery Sorting System for Lithium-Ion Battery Recycling and Mineral Recovery in the United States by Weigl, et al. In the event the article is not accepted by any currently seeking publication in academic or industry journal, it may be published by NREL. CRADA benefit to DOE, Participant, and US Taxpayer: assists laboratory in achieving programmatic scope competencies, uses the laboratory's core competencies.

25 ENERGY STORAGE↗

DOE OSTI2023

Novel SOLPS-ITER simulations of X-point target and snowflake divertors

Abstract The design and understanding of alternative divertor configurations may be crucial for achieving acceptable steady-state heat and particle material loads for magnetic confinement fusion reactors. Multiple X-point alternative divertor geometries such as snowflakes and X-point targets have great potential in reducing power loads, but have not yet been simulated widely in codes with kinetic neutrals. This paper discusses recent changes made to the SOLPS-ITER code to allow for the simulation of X-point target and low-field side snowflake divertor geometries. Snowflake simulations using this method are presented, in addition to the first SOLPS-ITER simulation of the X-point target. Analysis of these results show reasonable consistency with the simple modelling and theoretical predictions, supporting the validity of the methodology implemented.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

NASA NTRS2005

Evaluation of Airborne Precision Spacing in a Human-in-the-Loop Experiment

A significant bottleneck in the current air traffic system occurs at the runway. Expanding airports and adding new runways will help solve this problem; however, this comes with significant costs: financially, politically and environmentally. A complementary solution is to safely increase the capacity of current runways. This can be achieved by precisely spacing aircraft at the runway threshold, with a resulting reduction in the spacing bu er required under today s operations. At NASA's Langley Research Center, the Airspace Systems program has been investigating airborne technologies and procedures that will assist the flight crew in achieving precise spacing behind another aircraft. A new spacing clearance allows the pilot to follow speed cues from a new on-board guidance system called Airborne Merging and Spacing for Terminal Arrivals (AMSTAR). AMSTAR receives Automatic Dependent Surveillance-Broadcast (ADS-B) reports from an assigned, leading aircraft and calculates the appropriate speed for the ownship to fly to achieve the desired spacing interval, time- or distance-based, at the runway threshold. Since the goal is overall system capacity, the speed guidance algorithm is designed to provide system-wide benefits and stability to a string of arriving aircraft. An experiment was recently performed at the NASA Langley Air Traffic Operations Laboratory (ATOL) to test the flexibility of Airborne Precision Spacing operations under a variety of operational conditions. These included several types of merge and approach geometries along with the complementary merging and in-trail operations. Twelve airline pilots and four controllers participated in this simulation. Performance and questionnaire data were collected from a total of eighty-four individual arrivals. The pilots were able to achieve precise spacing with a mean error of 0.5 seconds and a standard deviation of 4.7 seconds. No statistically significant di erences in spacing performance were found between in-trail and merging operations or among the three modeled airspaces. Questionnaire data showed general acceptance for both pilots and controllers. These results reinforce previous findings from full-mission simulation and flight evaluation of the in-trail operations. This paper reviews the results of this simulation in detail.

Barmore, Bryan E.↗

NASA NTRS2017

High-Lift Propeller Noise Prediction for a Distributed Electric Propulsion Flight Demonstrator

Over the past several years, the use of electric propulsion technologies within aircraft design has received increased attention. The characteristics of electric propulsion systems open up new areas of the aircraft design space, such as the use of distributed electric propulsion (DEP). In this approach, electric motors are placed in many different locations to achieve increased efficiency through integration of the propulsion system with the airframe. Under a project called Scalable Convergent Electric Propulsion Technology Operations Research (SCEPTOR), NASA is designing a flight demonstrator aircraft that employs many "high-lift propellers" distributed upstream of the wing leading edge and two cruise propellers (one at each wingtip). As the high-lift propellers are operational at low flight speeds (take-off/approach flight conditions), the impact of the DEP configuration on the aircraft noise signature is also an important design consideration. This paper describes efforts toward the development of a mulit-fidelity aerodynamic and acoustic methodology for DEP high-lift propeller aeroacoustic modeling. Specifically, the PAS, OVERFLOW 2, and FUN3D codes are used to predict the aerodynamic performance of a baseline high-lift propeller blade set. Blade surface pressure results from the aerodynamic predictions are then used with PSU-WOPWOP and the F1A module of the NASA second generation Aircraft NOise Prediction Program to predict the isolated high-lift propeller noise source. Comparisons of predictions indicate that general trends related to angle of attack effects at the blade passage frequency are captured well with the various codes. Results for higher harmonics of the blade passage frequency appear consistent for the CFD based methods. Conversely, evidence of the need for a study of the effects of increased azimuthal grid resolution on the PAS based results is indicated and will be pursued in future work. Overall, the results indicate that the computational approach is acceptable for fundamental assessment of low-noise high-lift propeller designs. The extent to which the various approaches may be used in a complementary manner will be further established as measured data becomes available for validation. Ultimately, it is anticipated that this combined approach may be used to provide realistic incident source fields for acoustic shielding/scattering studies on various aircraft configurations.

Nark, Douglas M.↗

DOE OSTI2020

A new explanation of the sawtooth phenomena in tokamaks

The ubiquitous sawtooth phenomena in tokamaks are so named because the central temperature rises slowly and falls rapidly, similar to the blades of a saw. First discovered in 1974, it has so far eluded a theoretical explanation that is widely accepted and consistent with experimental observations. We propose here a new theory for the sawtooth phenomena in auxiliary heated tokamaks, which is motivated by our recent understanding of “magnetic flux pumping.” In this theory, the role of the (m, n) = (1, 1) mode is to generate a dynamo voltage, which keeps the central safety factor, q 0 , just above 1.0 with low central magnetic shear. When central heating is present, the temperature on axis will increase until at some point, and the configuration abruptly becomes unstable to ideal MHD interchange modes with equal poloidal and toroidal mode numbers, m = n > 1. It is these higher order modes and the localized magnetic stochasticity they produce that cause the sudden crash of the temperature profile, not magnetic reconnection. In conclusion, long time 3D MHD simulations demonstrate these phenomena, which appear to be consistent with many experimental observations.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

NASA NTRSDate not supplied

A New Vision and A More Rational Process Will Advance Space Life Support Through Better Projects

Many space life support assumptions are obviously mistaken but they are generally accepted because they mutually support each other and because they advance a mistaken futuristic vision of closed human ecosystems in space. Many projects have been mistakenly selected to increase life support system closure or reduce launch mass in order to implement this impractical vision. Project members rarely challenge their project’s assumptions and guiding vision. Systems engineering including cost, reliability, risk, and system trade-offs has been very strongly discouraged to prevent rational criticism of these dubious assumptions, the projects, and the ecosystem vision. A more realistic vision can define better near term life support goals and future aspirations that will improve mission support and increase public interest. Given more realistic goals, it will be possible to develop effective technical alternatives, use open rational project selection methods, conduct professional project management, and make swifter progress in the inevitable human advance into space. The current unworkable human space settlement scenario involves moon visits and permanent bases, zero gravity trips to Mars, Mars visits and bases, all leading to extensive human settlements on the moon and Mars. This is unrealistic because the moon and Mars have less than Earth normal gravity and high radiation that can seriously damage human health. A better alternative would use rotating space colonies that produce Earth gravity and are radiation shielded. The attractive fantasy of reproducing terrestrial ecology in space should be replaced by the idea of building a closed system based on advancing technology such as artificial photosynthesis. Past mistaken projects include growing plants for food to replicate terrestrial food sources, recovering small amounts of water from difficult to process waste to achieve high system closure, and using newly designed, lighter, but unreliable hardware to reduce launch mass. The political process supporting the false assumptions, projects, and vision has deliberately prevented the usual systems engineering and cost-benefit analysis. We are going to do much better.

Harry W. Jones↗

NASA NTRS2012

Desert RATS 2011: Near-Earth Asteroid Human Exploration Operations

The Desert Research and Technology Studies (D-RATS) 2011 field test involved the planning and execution of a series of exploration scenarios under operational conditions similar to those that would be expected during a human exploration mission to a near-Earth asteroid (NEA). The focus was on understanding the operations tempo during simulated NEA exploration and the implications of communications latency and limited data bandwidth. Anchoring technologies and sampling techniques were not evaluated due to the immaturity of those technologies and the inability to meaningfully test them at D-RATS. Reduced gravity analogs and simulations are being used to fully evaluate Multi-Mission Space Exploration Vehicle (MMSEV) and extravehicular (EVA) operations and interactions in near-weightlessness at a NEA as part of NASA s integrated analogs program. Hypotheses were tested by planning and performing a series of 1-day simulated exploration excursions comparing test conditions all of which involved a single Deep Space Habitat (DSH) and either zero, one, or two MMSEVs; three or four crewmembers; one of two different communications bandwidths; and a 100-second roundtrip communications latency between the field site and Houston. Excursions were executed at the Black Point Lava Flow test site with a Mission Control Center and Science Support Room at Johnson Space Center (JSC) being operated with 100-second roundtrip communication latency to the field. Crews were composed of astronauts and professional field geologists and teams of Mission Operations, Science, and Education & Public Outreach (EPO) experts also supported the mission simulations each day. Data were collected separately from the Crew, Mission Operations, Science, and EPO teams to assess the test conditions from multiple perspectives. For the operations tested, data indicates practically significant benefits may be realized by including at least one MMSEV and by including 4 versus 3 crewmembers in the NEA exploration architecture as measured by increased Scientific Data Quality, EVA Exploration Time, Capability Assessment Ratings, and Overall Acceptability ratings by Crew, Mission Operations, Science, and Education & Public Outreach teams. A combination of text and voice was used to effectively communicate over the 100-second roundtrip communications latency and increased communication bandwidth yielded a small but practically significant improvement in Overall Acceptability as rated by the Science team, although the impact of bandwidth on scientific strategic planning was not assessed. No effect of increased bandwidth was observed with respect to Crew, Mission Operations, or EPO team ratings of Overall Acceptability.

Abercromby, Andrew↗

NASA NTRS2019

Loftid Aeroshell Engineering Development Unit Structural Testing

NASA’s Hypersonic Inflatable Aerodynamic Decelerator (HIAD) technology was selected for a Technology Demonstration Mission under the Space Technology Mission Directorate in 2017. HIAD is an enabling technology that can facilitate atmospheric entry of heavy payloads to planets such as Earth and Mars using a deployable aeroshell. The deployable nature of the HIAD technology allows it to avoid the size constraints imposed on current rigid aeroshell entry systems. This enables use of larger aeroshells resulting in increased entry system performance (e.g. higher pay-load mass and/or volume, higher landing altitude at Mars). The Low Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) is currently scheduled for late-2021. LOFTID will be launched out of Vandenberg Air Force Base as a secondary payload on an Atlas V rocket. The flight test features a 6m diameter, 70-deg sphere-cone aeroshell and will provide invaluable high-energy orbital re-entry flight data. This data will be essential in supporting the HIAD team to mature the technology to diameters of 10m and greater. Aeroshells of this scale are applicable to potential near-term commercial applications and future NASA missions. Currently the LOFTID project has completed fabrication of the engineering design unit (EDU) inflatable structure (IS) and the flexible thermal protection system (F-TPS). These two components along with the rigid nose and center body comprise the HIAD aeroshell system. This EDU aeroshell is the precursor to the LOFTID aeroshell that will be used for flight. The EDU was built to verify the design given the subtle differences between the LOFTID aeroshell and past aeroshell designs that have been fabricated under the NASA HIAD project. To characterize the structural performance of the LOFTID aeroshell design, three structural tests will be performed. The first test to be conducted is static load testing, which will induce a uniform load across the forward surface of the aeroshell to simulate the expected pressure forces during atmospheric entry. The IS integrated with the rigid center body will first be tested alone to provide data for analytical model correlation, and then the F-TPS will be integrated for a second series of static load testing of the full aeroshell system. Instrumentation will be employed during the test series to measure component loads during testing, and a laser scanner will be used to generate a 3D map of the aeroshell surface to verify that the shape of the structure is acceptable at the simulated flight loads. After static load testing, pack and deployment testing will be conducted multiple times on the integrated system to demonstrate the aeroshell’s ability to fit within the required packed volume for the LOFTID mission without experiencing significant damage. Finally, the aeroshell will undergo modal testing to characterize its structural response. This presentation will discuss the setup and execution of each of the three tests that the EDU aeroshell will undergo. In addition, initial results of the testing will be presented outlining key findings as LOFTID moves for-ward with fabrication of the flight aeroshell.

Swanson, G. T.↗

DOE OSTI2020

A review of composite polymer-ceramic electrolytes for lithium batteries

All solid-state lithium batteries are garnering attention in both academia and industry. Lithium-ion conductive polymers and lithium-ion conductive ceramics are the two major classes of solid electrolytes that have prevalently been pursued for many years. However, each of them has its own advantages and disadvantages. One approach to overcome the disadvantages and get the best out of each of those materials is a solid composite electrolyte that combines the advantages of inorganic ceramic electrolytes and solid polymer electrolytes. Such composite electrolytes can offer acceptable ionic conductivity, high mechanical strength, and favorable interfacial contact with electrodes, which can greatly improve the electrochemical performance of all-solid-state batteries compared to cells based on a polymer electrolyte alone or a ceramic electrolyte alone. We present in this review the state-of-the-art composite polymer-ceramic electrolytes in view of their electrochemical and physical properties for the applications in lithium batteries. The review mainly encompasses the polymer matrices, various ceramic filler materials, and the polymer/ceramics composite systems. Specifically, the structures, ionic conductivities, electrochemical/chemical stabilities, and fabrications of solid composite electrolytes are discussed in-depth. On the basis of previous work, a perspective on future research directions is highlighted for developing high-performance composite polymer-ceramic electrolytes.

25 ENERGY STORAGE↗

DOE OSTI2023

Light-duty Plug-in Electric Vehicles in China: Evolution, Competition, and Outlook

China's plug-in electric vehicle (PEV) market with stocks at 7.8 million is the world's largest in 2021, and it accounts for half of the global PEV growth in 2021. The PEV market in China has dramatically evolved since the pandemic in 2020: over 20% of all new PEV sales are from China by mid-2022. Recent features of PEV market dynamics, consumer acceptance, policies, and infrastructure have important implications for both the global energy market and manufacturing stakeholders. From the perspective of demand pull-supply push, this study analyzes China's PEV industry with a market dynamics framework by reviewing sales, product and brand, infrastructure, and government policies from the last few years and outlooking the development of the new government’s 14th Five-Year Plan (2021-2025). From the demand side, small-sized sedans and compact sport utility vehicles with increased electric ranges are both popular for PEVs, and the electric range of over 60% of new battery electric vehicles in 2021 has been longer than 400 km. From the supply side, although foreign brands like Tesla are still competitive, the products by Chinese domestic automakers like BYD are becoming more attractive and cannibalizing the high-end market. However, the production capacity and cost of PEVs may be limited by the upstream of the supply chain – the battery manufacturing and supply chain inflation. In addition, it is also uncertain how much sales demand impacts will be caused by the potential global economic recession. The government firmly supports electrification and decarbonization of the vehicle industry by emphasizing the importance of the vehicle industry for promoting the greenhouse gas net zero by 2060. The dual-credit policy is regarded as the most critical regulation in a bid to restrain fuel consumption and promote PEV share. Still, the market is facing some technological obstacles, such as battery safety and driving range anxiety, before real prosperity. In addition, the Chinese electric vehicle market is seeing a trend toward the development of new technologies such as vehicle-to-X, autonomous driving, and connected vehicles.

Hao, Xu↗

DOE OSTI2024

Digitalization mapping and assessment process supporting ION strategic transformation activities

The existing fleet of commercial nuclear power plants (NPPs) are an important asset in the nation’s portfolio of electrical generating resources. Their continued safe and reliable operation are critical to providing a large source of carbon-free electricity to power the nation’s economy. The United States Department of Energy’s (DOE) Light Water Reactor Sustainability (LWRS) Program develops the scientific bases, methods, and tools, for the continued safe and economical operation of the nation's commercial NPPs. The Plant Modernization Pathway within LWRS Program focuses on providing guidance to industry on the full-scale implementation of modernization solutions for NPPs that significantly reduce the technical and financial risks associated with modernization. This research is focused on helping the nuclear industry understand how to digitize and digitalize their NPPs so that they can design their modernization solutions to be scalable, sustainable, and integrated both laterally and horizontally within their organization. That is, this research creates a digital transformation in NPPs by reshaping cultural mindsets and by identifying business efficiencies. In partnership with industry, and using four previously established guiding principles for digitalization, this research supported NPP modernization through assessing readiness for digitalization as a means to achieve integrated operations for nuclear. Specifically, this research created an assessment to review an entire organization’s work processes to gather information about the digitalization health of the plant. The assessment tools were administered to plant employees, and the results were used to develop a digitalization plan. The survey assessment identified the optimal candidate processes that would most benefit from a digitalization initiative which were revealed through analytical frameworks. One analysis calculated mean digitalization health indicator scores for all endorsed activities which allowed the researchers to rank and color code the results for easy identification. Individual health indicator scores are also provided, should our industry partner wish to understand these findings according to their own organizational priorities, business considerations and desired end-state. The results were also analyzed from the perspective that organizations are comprised of different types of innovators (e.g., generators, optimizers, conceptualizers, and implementers), which differentially affects the organization’s ability to comprehend and adapt to change (i.e., opportunities to innovate). Understanding the relative composition of innovator types at an NPP allows them to gather insights into the strengths and weaknesses they have in innovating how work is performed. For the utility that partnered with this research team, the results showed that implementers make up the largest portion of respondents and conceptualizers the smallest portion. Knowing the proportion of innovator types gave this organization insights on how they can effectively implement their innovation solutions. Additionally, the results were analyzed from a technical, economic, and risk perspective to identify and quantify work reduction opportunities (WROs). Recognizing that not all cost-saving opportunities are the same, a Technical, Economic and Risk Assessment (TERA) was performed to evaluate WROs to identify areas of greatest potential and lowest risk. The key results from TERA included a digitalization opportunity score for each activity, and a calculation of potential cost savings. These two outputs formed the bases for calculating a priority index and rank for the activities/processes assessed. From the prioritization calculations, TERA can then help the utility 1) decide what digitalization priorities to invest money in implementing and then 2) calculates how much should be invested in the digitalization initiatives selected to achieve cost savings and/or an acceptable return on investment. Last, onsite interviews revealed several inefficiencies in the standard work processes that occur cross-departmentally that are due to the absence of digitized and digitalized processes. Examples of these include time spent scanning paper documents and then uploading the documents electronically, obtaining signatures, and searching for desired information. This represents a digital but not digitalized process. Over 15 opportunities to improve work processes were identified through this multi-method digitalization assessment. The various analytical assessments used (e.g., TERA, digitalization health indicator scores), as well as discussions with the utility partner, corroborated that all the opportunities identified had a strong potential to make work processes more efficient and to improve overall performance of the NPP.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗

DOE OSTI2020

Performance of PMTs for the JSNS 2 experiment

The JSNS 2 (J-PARC Sterile Neutrino Search at J-PARC Spallation Neutron Source) experiment aims to search for neutrino oscillations over a 24 m short baseline at J-PARC. The JSNS 2 inner detector is filled with 17 tons of gadolinium-loaded liquid scintillator (LS) and both the intermediate γ-catcher and the optically separated outer veto are filled with un-loaded LS. Optical photons from scintillation are observed by 120 Photomultiplier Tubes (PMTs). A total of 130 PMTs for the JSNS 2 experiment were both donated by other experiments and purchased from Hamamatsu. Donated PMTs were purchased around 10 years ago, therefore JSNS 2 did pre-calibration of the PMTs including the purchased PMTs. 123 PMTs demonstrated acceptable performance for the JSNS 2 experiment, and 120 PMTs were installed in the detector.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗

DOE OSTI2023

Collimation Systems for the PSR

This note provides a review of collimator systems being used or considered in high-intensity proton accelerators like SNS, J-PARC, LHC, and PIP-II. These facilities use collimators to remove beam halo, restrict transverse size and momentum in the beam to constrain beam losses around collimators and minimize beam losses downstream, particularly losses arising from particles missing the design location at the stripping foil when injected into the proton storage ring. Collimators are placed either in the transport injection lines (single-pass collimators) or in the rings (multi-pass collimators). Collimators in the transport line are placed around stripping foils in H- accelerators, allowing the beamline optics to get rid of the unstripped protons into well localized absorbers. Rings and proton accelerators mostly rely on tungsten scrapers and collimators in a multi-stage configuration to clean the scattered beam particles mainly responsible for heavy losses at high energies. Placement of the collimators is carefully chosen in terms of the right phase advance to maximize the collimating efficiency, whether the collimation is intended to match an injection stripping foil or a downstream acceptance. Collimation systems are designed with the specific concerns of each facility in mind, although all of them prioritize the minimization of activation due to beam losses to enable hands-on access during maintenance periods. At LANSCE, there are no high-energy collimators, although pairs of horizontal and vertical jaws are routinely used in the LEBT to clean and control the transverse beam profile delivered downstream. This report will help in understanding, together with the beam dynamics simulations, which collimation schemes would be most effective for the PSR upgrade. For example, SNS designed off-momentum collimators to be placed in a 90° arc bend, a high-dispersion region in the beam injection line, very similar to the bend at Line D in LANSCE. This system was very effective at minimizing losses during injection into the SNS accumulator ring and is being re-designed for future operation.

43 PARTICLE ACCELERATORS↗