Engineering topics
Publications and source records attributed to Moore, J. S..
A mechanistic investigation is described for an actuatable bilayer polymeric device in which a covalently-linked photo-active catalyst drives systemic pH gradients, effecting reversible and cyclic mechanical transformation across the interfacial boundary.
Under a diverse set of programs, the Vehicle Technologies and Fuel Cell Technologies offices of DOE’s Office of Energy Efficiency and Renewable Energy invest in research, development, demonstration, and deployment of advanced vehicle, hydrogen production, delivery and storage, and fuel cell technologies. This report estimates the benefits of successfully developing and deploying these technologies (a “Program Success” case) relative to a base case (the “No Program” case). The Program Success case represents the future with completely successful deployment of Vehicle Technologies Office (VTO) and Fuel Cell Technologies Office (FCTO) technologies. The No Program case represents a future in which there is no contribution after FY 2016 by the VTO or FCTO to these technologies. The benefits of advanced vehicle, hydrogen production, delivery and storage, and fuel cell technologies were estimated on the basis of differences in fuel use, primary energy use, and greenhouse gas (GHG) emissions from light-, medium- and heavy-duty vehicles, including energy and emissions from fuel production, between the base case and the Program Success case. Improvements in fuel economy of various vehicle types, growth in the stock of fuel cell vehicles and other advanced technology vehicles, and decreased GHG intensity of hydrogen production and delivery in the Program Success case over the No Program case were projected to result in savings in petroleum use and GHG emissions. Benefits were disaggregated by individual program technology areas, which included the FCTO program and the VTO subprograms of batteries and electric drives; advanced combustion engines; fuels and lubricants; materials (for reduction in vehicle mass, or “lightweighting”); and, for medium- and heavy-duty vehicles, reduction in rolling and aerodynamic resistance. Projections for the Program Success case indicate that by 2035, the average fuel economy of on-road, light-duty vehicle stock could be 47% to 76% higher than in the No Program case. On-road medium- and heavy-duty vehicle stock could be as much as 39% higher. The resulting petroleum savings in 2035 were estimated to be as high as 3.1 million barrels per day, and reductions in GHG emissions were estimated to be as high as 500 million metric tons of CO2 equivalent per year. The benefits of continuing to invest government resources in advanced vehicle and fuel cell technologies would have significant economic value in the U.S. transportation sector and reduce its dependency on oil and its vulnerability to oil price shocks.
Explore the source record for details and available documents.
Explore the source record for details and available documents.
Explore the source record for details and available documents.
Based on Kennedy Space Center siting and logistics requirements and the nonfossil energy resources at the Center, a number of applicable technologies and system candidates for hydrogen production were identified and characterized. A two stage screening of these technologies in the light of specific criteria identified two leading candidates as nonfossil system approaches. Conceptual design and costing of two solar-operated, stand alone systems, one photovoltaic based on and the other involving the power tower approach reveals their technical feasibility as sited as KSC, and the potential for product cost competitiveness with conventional supply approaches in the 1990 to 1210 time period. Conventional water hydrolysis and hydrogen liquefaction subsystems are integrated with the solar subsystems.
A number of methodologies for verifying systems and computer based tools that assist users in verifying their systems were developed. These tools were applied to verify in part the SIFT ultrareliable aircraft computer. Topics covered included: STP theorem prover; design verification of SIFT; high level language code verification; assembly language level verification; numerical algorithm verification; verification of flight control programs; and verification of hardware logic.
A formal statement of what it means to use (a subset of) the methodology is presented. It is formally defined that some specified module exists and what it means to say that another module is paid correctly implemented on top of it. No attention is to motivation, either of the methodology or of the formal development of it. Concentration is entirely upon mathematical succinctness and precision. A discussion is presented of how to use certain INTERLISP programs which implement the formal definitions. Among these are a program which generates Floyd like verification conditions sufficient to imply the correctness of a module implementation.
The Software Implemented Fault Tolerance SIFT system, is written in PASCAL except for about a page of machine code. The SIFT system implements a small time sharing system in which PASCAL programs for separate application tasks are executed according to a schedule with real time constraints. The PASCAL language has no provision for handling the notion of an interrupt such as the B930 clock interrupt. The PASCAL language also lacks the notion of running a PASCAL subroutine for a given amount of time, suspending it, saving away the suspension, and later activating the suspension. Machine code was used to overcome these inadequacies of PASCAL. Code which handles clock interrupts and suspends processes is called a dispatcher. The time sharing/virtual machine idea is completely destroyed by the reconfiguration task. After termination of the reconfiguration task, the tasks run by the dispatcher have no relation to those run before reconfiguration. It is impossible to view the dispatcher as a time-sharing system implementing virtual BDX930s running concurrently when one process can wipe out the others.
A definition of the BDX930 assembly language is presented. Various definition problems and suggested solutions are included. A class of defined recognizers based on boolean valued nowrecursive functions is employed in preprocessing.
The authors present an initial and elementary investigation of the formal specification and mechanical verification of programs that interact with environments. They describe a mechanical proof that a simple, real time control program keeps a vehicle on a straightline course in a variable crosswind. To formalize the specification they define a mathematical function which models the interaction of the program and its environment. They then state and proved two theorems about this function: the simulated vehicle never gets farther than three units away from the intended course, and it comes to the course if the wind ever remains steady for at least four sampling units.
Topics concerning theorem proving and program verification are discussed with particlar emphasis on the Boyer/Moore theorem prover, and approaches to program verification such as the functional and interpreter methods and the inductive assertion approach. A history of the discipline and specific program examples are included.