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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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176 records · Page 10
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Spatiotemporal spread of perturbations in power-law models at low temperatures: Exact results for classical out-of-time-order correlators

Here, we present exact results for the classical version of the out-of-time-order commutator (OTOC) for a family of power-law models consisting of N particles in one dimension and confined by an external harmonic potential. These particles are interacting via power-law interaction of the form ∝ $Σ_{i,j=(i≠j)}^{N}$ |x i -x j | -k for every k>1 where x i is the position of the i th particle. We present numerical results for the OTOC for finite N at low temperatures and short enough times so that the system is well approximated by the linearized dynamics around the many-body ground state. In the large-N limit, we compute the ground-state dispersion relation in the absence of external harmonic potential exactly and use it to arrive at analytical results for OTOC. We find excellent agreement between our analytical results and the numerics. We further obtain analytical results in the limit where only linear and leading nonlinear (in momentum) terms in the dispersion relation are included. The resulting OTOC is in agreement with numerics in the vicinity of the edge of the “light cone.” We find remarkably distinct features in OTOC below and above k=3 in terms of going from non-Airy behavior (1 < k < 3) to an Airy universality class (k>3). We present certain additional rich features for the case k=2 that stem from the underlying integrability of the Calogero-Moser model. We present a field theory approach that also assists in understanding certain aspects of OTOC such as the sound speed. Our findings are a step forward towards a more general understanding of the spatiotemporal spread of perturbations in long-range interacting systems.

1-dimensional systems↗
DOE OSTI2018

Behaviour related flight speeds of Sandwich Terns and their implications for wind farm collision rate modelling and impact assessment

Highlights: • Flight speeds of Sandwich Terns vary with behavioural states. • Flight speed is a vital part of wind turbine collision rate models (CRM) for birds. • The variation in flight speed has major consequences for CRM output. • CRM output is vital for adequate Environmental Impact Assessments. - Abstract: Accurate quantification of flight speeds is a prerequisite to accurately predict the numbers of collision victims of proposed wind farms using collision rate models that are a vital part of Environmental Impact Assessments. We used GPS-loggers on Sandwich Terns to collect novel data on instantaneous flight speeds during foraging trips, separated for different behavioural stages, and applied these estimates in a widely used collision rate model. Average flight speed during a foraging trip corrected for individual variation and flight type was 36.9 ± 12.3 SD km h{sup −1} and flight speed was highest during inbound commuting (44.4 ± 12.0 km h{sup −1}) and lowest during foraging (29.9 ± 10.7 km h{sup −1}). Our results show significant differences in flight speeds of Sandwich Terns between behaviour stages during foraging trips, which resulted in divergent estimates of collision victims due to wind turbines depending on the function of the area in which wind farms are proposed. Since these conclusions are likely to hold for many other bird species, we conclude that behaviour of birds in a proposed wind farm is a factor to take into account when modelling collision rates as part of the Environmental Impact Assessment.

17 WIND ENERGY↗
DOE OSTI2024

On the universality of S n -equivariant k -body gates

The importance of symmetries has recently been recognized in quantum machine learning from the simple motto: if a task exhibits a symmetry (given by a group $\mathfrak{G}$), the learning model should respect said symmetry. This can be instantiated via $\mathfrak{G}$-equivariant quantum neural networks (QNNs), i.e. parametrized quantum circuits whose gates are generated by operators commuting with a given representation of $\mathfrak{G}$. In practice, however, there might be additional restrictions to the types of gates one can use, such as being able to act on at most k qubits. In this work we study how the interplay between symmetry and k-bodyness in the QNN generators affect its expressiveness for the special case of $\mathfrak{G}=S_n$, the symmetric group. Our results show that if the QNN is generated by one- and two-body Sn-equivariant gates, the QNN is semi-universal but not universal. That is, the QNN can generate any arbitrary special unitary matrix in the invariant subspaces, but has no control over the relative phases between them. Then, we show that in order to reach universality one needs to include n-body generators (if n is even) or ($n-1$)-body generators (if n is odd). As such, our results brings us a step closer to better understanding the capabilities and limitations of equivariant QNNs.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2024

Freewheeling: What Six Locations, 61,000 Trips, and 242,000 Miles in Colorado Reveal about How E-Bikes Improve Mobility Options

Personal micromobility modes such as bicycles, e-bikes and scooters offer low- or zero-emission transportation alternatives to single occupancy vehicles (SOVs). However, the lack of supporting data has led to a dearth of data-driven research on the usage of personally owned e-bikes, including variations due to weather, geography and demographics. In this paper, we present an overview of the longitudinal findings from the CanBikeCO program, focused on e-bike adoption and use rates across different demographics, trip characteristics, and geographies. The CanBikeCO program recorded travel survey data from late July 2021 to December 31, 2022, from low-income Colorado households who were provided with e-bikes for personal use by the Colorado Energy Office (CEO). This data was collected in six different communities across Colorado following the mini-pilot program that was conducted in Fall 2020. To collect data for the survey, the program used the NREL OpenPATH application, which combines passive data collection with semantic information such as trip mode and purpose labels. To the best of our knowledge, there is no prior travel survey data on personally owned e-bikes with this range and scope. This unique dataset yielded several insights. One is that commute trips among participants had nearly 17% higher shares of e-bikes than all trips combined. E-bikes were stated to most often replace cars (34% of e-bike trips) and personal micromobility (22%). Participants favored walking for trips less than 1 mile, e-bikes for trips 1-3 miles, and e-bikes, cars or shared rides for trips 3-20 miles. Seasonality accounted for a 10% decrease and subsequent recovery in e-bike mileage on a per user basis. E-bikes are also appealing across age groups, even among older individuals, and see decreased utilization similar to regular bikes or walking during winter months. We also find that e-bike use may be related to characteristics of land use and urban form, occupation and income as well as household car ownership. We conclude that, for this population, who are mainly part of low-income households, the emissions added by the use of e-bikes (in the case of replacement of non-motorized modes) are outweighed by the strong single occupancy vehicle (SOV) travel replacement. As a whole, our findings suggest a considerable potential for energy savings and emissions reductions from personal e-bike ownership.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

An Analysis of the Spatial Variations in the Relationship Between Built Environment and Severe Crashes

Traffic crashes significantly contribute to global fatalities, particularly in urban areas, highlighting the need to evaluate the relationship between urban environments and traffic safety. This study extends former spatial modeling frameworks by drawing paths between global models, including spatial lag (SLM), and spatial error (SEM), and local models, including geographically weighted regression (GWR), multi-scale geographically weighted regression (MGWR), and multi-scale geographically weighted regression with spatially lagged dependent variable (MGWRL). Utilizing the proposed framework, this study analyzes severe traffic crashes in relation to urban built environments using various spatial regression models within Leon County, Florida. According to the results, SLM outperforms OLS, SEM, and GWR models. Local models with lagged dependent variables outperform both the global and generic versions of the local models in all performance measures, whereas MGWR and MGWRL outperform GWR and GWRL. Local models performed better than global models, showing spatial non-stationarity; so, the relationship between the dependent and independent variables varies over space. The better performance of models with lagged dependent variables signifies that the spatial distribution of severe crashes is correlated. Finally, the better performance of multi-scale local models than classical local models indicates varying influences of independent variables with different bandwidths. According to the MGWRL model, census block groups close to the urban area with higher population, higher education level, and lower car ownership rates have lower crash rates. On the contrary, motor vehicle percentage for commuting is found to have a negative association with severe crash rate, which suggests the locality of the mentioned associations.

Alisan, Onur (ORCID:0000000193113984)↗
NASA NTRS1995

Human Exploration and Settlement of the Moon Using LUNOX-Augmented NTR Propulsion

An innovative trimodal nuclear thermal rocket (NTR) concept is described which combines conventional liquid hydrogen (LH2)-cooled NTR, Brayton cycle power generation and supersonic combustion ramjet (scramjet) technologies. Known as the liquid oxygen (LOX) augmented NTR (LANTR), this concept utilizes the large divergent section of the NTR nozzle as an 'afterburner' into which LOX is injected and supersonically combusted with nuclear preheated hydrogen emerging from the LANTR's choked sonic throat--'scramjet propulsion in reverse.' By varying the oxygen-to-hydrogen mixture ratio (MR), the LANTR can operate over a wide range of thrust and specific impulse (Isp) values while the reactor core power level remains relatively constant. As the MR varies from zero to seven, the thrust-to-weight ratio for a 15 thousand pound force (klbf) NTR increases by approximately 440%--from 3 to 13--while the Isp decreases by only approximately 45%--from 940 to 515 seconds. This thrust augmentation feature of the LANTR means that 'big engine' performance can be obtained using smaller more affordable, easier to test NTR engines. 'Reoxidizing' the bipropellant LANTR system in low lunar orbit (LLO) with high density 'lunar-derived' LOX (LUNOX) enables a reusable, reduced size and mass lunar transfer vehicle (LTV) which can be deployed and resupplied using two 66 t-class Shuttle-derived launch vehicles. The reusable LANTR can also transport 200 to 300% more payload on each piloted round trip mission than an expendable 'all LH2' NTR system. As initial outposts grow to eventual lunar settlements and LUNOX production capacity increases, the LANTR concept can also enable a rapid 'commuter' shuttle capable of 36 to 24 hour 'one way' trips to the Moon and back with reasonable size vehicles and initial mass in low Earth orbit (IMLEO) requirements.

Borowski, Stanley K.↗
DOE OSTI2025

Unification of finite symmetries in the simulation of many-body systems on quantum computers

Symmetry is fundamental in the description and simulation of quantum systems. Leveraging symmetries in classical simulations of many-body quantum systems can result in significant overhead due to the exponentially growing size of some symmetry groups as the number of particles increases. Quantum computers hold the promise of achieving exponential speedup in simulating quantum many-body systems; however, a general method for utilizing symmetries in quantum simulations has not yet been established. In this work, we present a unified framework for incorporating symmetry group transforms on quantum computers to simulate many-body systems. The core of our approach lies in the development of efficient quantum circuits for symmetry-adapted projection onto irreducible representations of a group or pairs of commuting groups. We provide resource estimations for common groups, including the cyclic and permutation groups. Our algorithms demonstrate the capability to prepare coherent superpositions of symmetry-adapted states and to perform quantum evolution across a wide range of models in condensed-matter physics and ab initio electronic structure in quantum chemistry. Specifically, we execute a symmetry-adapted quantum subroutine for small molecules in first-quantization on noisy hardware and demonstrate the emulation of symmetry-adapted quantum phase estimation for preparing coherent superpositions of quantum states in various irreducible representations of a symmetry group. In addition, we present a discussion of open problems regarding treating symmetries in digital quantum simulations of many-body systems, paving the way for future systematic investigations into leveraging symmetries quantumly for practical quantum advantage. The broad applicability and rigorous resource estimation for symmetry transformations make our framework appealing for achieving provable quantum advantage on fault-tolerant quantum computers, especially for symmetry-related properties.

quantum algorithms↗
DOE OSTI2021

Assessment of Technologies for Improving Light-Duty Vehicle Fuel Economy—2025-2035

From daily commutes to cross-country road trips, millions of light-duty vehicles are on the road every day. The transportation sector is one of the United States’ largest sources of greenhouse gas emissions, and fuel is an important cost for drivers. The period from 2025-2035 could bring the most fundamental transformation in the 100-plus year history of the automobile. Battery electric vehicle costs are likely to fall and reach parity with internal combustion engine vehicles. New generations of fuel cell vehicles will be produced. Connected and automated vehicle technologies will become more common, including likely deployment of some fully automated vehicles. These new categories of vehicles will for the first time assume a major portion of new vehicle sales, while internal combustion engine vehicles with improved powertrain, design, and aerodynamics will continue to be an important part of new vehicle sales and fuel economy improvement.This study is a technical evaluation of the potential for internal combustion engine, hybrid, battery electric, fuel cell, nonpowertrain, and connected and automated vehicle technologies to contribute to efficiency in 2025-2035. In addition to making findings and recommendations related to technology cost and capabilities, Assessment of Technologies for Improving Light-Duty Vehicle Fuel Economy - 2025-2035 considers the impacts of changes in consumer behavior and regulatory regimes.

MARCHANT, GARY↗
DOE OSTI2023

Addressing APC Data Sparsity in Predicting Occupancy and Delay of Transit Buses: A Multitask Learning Approach

Public transit is a vital mode of transportation in urban areas, and its efficiency is crucial for the daily commute of millions of people. To improve the reliability and predictability of transit systems, researchers have developed separate single-task learning models to predict the occupancy and delay of buses at the stop or route level. However, these models provide a narrow view of delay and occupancy at each stop and do not account for the correlation between the two. We propose a novel approach that leverages broader generalizable patterns governing delay and occupancy for improved prediction. We introduce a multitask learning toolchain that takes into account General Transit Feed Specification feeds, Automatic Passenger Counter data, and contextual temporal and spatial information. The toolchain predicts transit delay and occupancy at the stop level, improving the accuracy of the predictions of these two features of a trip given sparse and noisy data. We also show that our toolchain can adapt to fewer samples of new transit data once it has been trained on previous routes/trips as compared to state-of-the-art methods. Finally, we use actual data from Chattanooga, Tennessee, to validate our approach. We compare our approach against the state-of-the-art methods and we show that treating occupancy and delay as related problems improves the accuracy of the predictions. We show that our approach improves delay prediction significantly by as much as 4% in F1 scores while producing equivalent or better results for occupancy.

Zulqarnain, Ammar Bin↗
NASA NTRSDate not supplied

Human Factors Research Considerations for Terminal Area Urban Air Mobility Operations

In this presentation, we discuss the human factors research challenges from introducing greater levels of automation in a future air transportation concept called Urban Air Mobility (UAM). UAM is an air transportation concept that aims to provide air transportation services to the daily commuter, as well as emergency response and package delivery. The principal innovation over current day large air transport system is the greater distribution of important safety functions to automated and human agents; these functions include air traffic management, traditionally an air traffic controller responsibility. A central aspect of UAM is the development of an automated air traffic manager, whose primary responsibility is to approve airspace access for vehicle operators. Vehicle operator roles may include onboard and remote pilots, as well as a human manager who will supervise an entire fleet. Alternatively, both fleet manager and vehicle operators can be merged into a single role – a feasible option if UAM aircraft are autonomous. In lieu of tower controllers, vertiport managers, with the assistance of automation, will manage arrival and departure schedules between vertiports, as well as supervise surface operations. Our approach here will be to introduce use cases currently being developed by NASA, and then provide preliminary definitions for each of the roles introduced above and how coordination between them can be configured to support the operations within the use cases described. Subsequently, we review the tools and interfaces being developed to support the various roles. To conclude, we present current human factors work related to defining the roles above and suggest future work to advance the UAM concept.

trial planning↗
DOE OSTI2023

Idaho National Laboratory’s FY 22 Greenhouse Gas Report

A greenhouse gas (GHG) inventory is a systematic approach to account for the production and release of certain gases generated by an institution from various emission sources. The gases of interest are those that climate science has identified as related to anthropogenic global climate change. This document presents an inventory of GHGs generated during fiscal year (FY) 2022 by Idaho National Laboratory (INL)—a Department of Energy (DOE) sponsored entity located in southeastern Idaho. In recent years, concern has grown about the environmental impact of GHGs. This, together with a desire to decrease harmful environmental impacts, would be enough to encourage the calculation of an inventory of the total GHGs generated at INL. Additionally, INL has a desire to see how its emissions compare with similar institutions, including other DOE national laboratories. Executive Order 14057 requires that federal agencies and institutions track and report GHG emissions where required. INL’s GHG inventory was calculated according to methodologies identified in federal GHG guidance documents using operational control boundaries. It measures emissions generated in three scopes: (1) INL emissions produced directly by stationary or mobile combustion and by fugitive emissions, (2) the share of emissions generated by entities from which INL purchased electrical power, and (3) indirect or shared emissions generated by outsourced activities that benefit INL (occurring outside INL’s organizational boundaries, but are a consequence of INL’s activities). This inventory found that INL generated 75,572.42 metric tons (MT) of CO2 equivalent (CO2e) emissions during FY 2022. The following conclusions were made from looking at the results of the individual contributors to INL’s FY 2022 GHG inventory: • Electricity (including the associated transmission and distribution losses) is the largest contributor to INL’s GHG inventory, with over 50% of the CO2e emissions. • Other sources with high emissions were mobile combustion (fleet fuels), employee commuting, stationary combustion (facility fuels), and waste disposal (fugitive emissions from the onsite landfill). • Sources with low emissions were waste disposal (contracted disposal), fugitive emissions from refrigerants, wastewater treatment (onsite and contracted), and business ground travel (in personal and rental vehicles). This report details the methods behind quantifying INL’s GHG inventory and discusses lessons learned on better practices by which information important to tracking GHGs can be tracked and recorded. It is important to note that because this report differentiates between those portions of INL that are managed and operated by Battelle Energy Alliance, LLC (BEA) and those managed by other contractors, it includes only INL’s activities overseen by BEA. It is assumed that other contractors will provide similar reporting for those activities they manage, where appropriate.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2023

Idaho National Laboratory’s FY 2020 Greenhouse Gas Report

A greenhouse gas (GHG) inventory is a systematic approach to account for the production and release of certain gases generated by an institution from various emission sources. The gases of interest are those that climate science has identified as related to anthropogenic global climate change. This document presents an inventory of GHGs generated during fiscal year (FY) 2020 by Idaho National Laboratory (INL)—a Department of Energy (DOE) sponsored entity located in southeastern Idaho. In recent years, concern has grown about the environmental impact of GHGs. This, together with a desire to decrease harmful environmental impacts, would be enough to encourage the calculation of an inventory of the total GHGs generated at INL. Additionally, INL has a desire to see how its emissions compare with similar institutions, including other DOE national laboratories. Executive Order 13834 requires that federal agencies and institutions track and report GHG emissions where required. INL’s GHG inventory was calculated according to methodologies identified in federal GHG Guidance documents using operational control boundaries. It measures emissions generated in three scopes: (1) INL emissions produced directly by stationary or mobile combustion and by fugitive emissions, (2) the share of emissions generated by entities from which INL purchased electrical power, and (3) indirect or shared emissions generated by outsourced activities that benefit INL (occurring outside INL’s organizational boundaries, but are a consequence of INL’s activities). This inventory found that INL generated 76,494.12 metric tons (MT) of CO2 equivalent (CO 2 e) emissions during FY 2020. The following conclusions were made from looking at the results of the individual contributors to INL’s FY 2020 GHG inventory: (1) Electricity (including the associated transmission and distribution losses) is the largest contributor to INL’s GHG inventory, with over 50% of the CO 2 e emissions; (2) Other sources with high emissions were employee commuting, mobile combustion (fleet fuels), stationary combustion (facility fuels), and waste disposal (fugitive emissions from the onsite landfill); and (3) Sources with low emissions were waste disposal (contracted disposal), fugitive emissions from refrigerants, wastewater treatment (onsite and contracted), and business ground travel (in personal and rental vehicles). This report details the methods behind quantifying INL’s GHG inventory and discusses lessons learned on better practices by which information important to tracking GHGs can be tracked and recorded. It is important to note that because this report differentiates between those portions of INL that are managed and operated by Battelle Energy Alliance, LLC (BEA) and those managed by other contractors, it includes only INL’s activities overseen by BEA. It is assumed that other contractors will provide similar reporting for those activities they manage, where appropriate.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2023

Idaho National Laboratory’s FY 2021 Greenhouse Gas Report

A greenhouse gas (GHG) inventory is a systematic approach to account for the production and release of certain gases generated by an institution from various emission sources. The gases of interest are those that climate science has identified as related to anthropogenic global climate change. This document presents an inventory of GHGs generated during Fiscal Year (FY) 2021 by Idaho National Laboratory (INL)—a Department of Energy (DOE) sponsored entity located in southeastern Idaho. In recent years, concern has grown about the environmental impact of GHGs. This, together with a desire to decrease harmful environmental impacts, would be enough to encourage the calculation of an inventory of the total GHGs generated at INL. Additionally, INL has a desire to see how its emissions compare with similar institutions, including other DOE national laboratories. Executive Order 13834 requires that federal agencies and institutions track and report GHG emissions where required. INL’s GHG inventory was calculated according to methodologies identified in federal GHG guidance documents using operational control boundaries. It measures emissions generated in three scopes: (1) INL emissions produced directly by stationary or mobile combustion and by fugitive emissions, (2) the share of emissions generated by entities from which INL purchased electrical power, and (3) indirect or shared emissions generated by outsourced activities that benefit INL (occurring outside INL’s organizational boundaries but are a consequence of INL’s activities). This inventory found that INL generated 81,185.05 metric tons (MT) of CO 2 equivalent (CO 2 e) emissions during FY 2021. The following conclusions were made from looking at the results of the individual contributors to INL’s FY 2021 GHG inventory: Electricity (including the associated transmission and distribution losses) is the largest contributor to INL’s GHG inventory, with over 50% of the CO 2 e emissions; Other sources with high emissions were mobile combustion (fleet fuels), employee commuting, stationary combustion (facility fuels), and waste disposal (fugitive emissions from the onsite landfill); Sources with low emissions were waste disposal (contracted disposal), fugitive emissions from refrigerants, wastewater treatment (onsite and contracted), and business ground travel (in personal and rental vehicles). This report details the methods behind quantifying INL’s GHG inventory and discusses lessons learned on better practices by which information important to tracking GHGs can be tracked and recorded. It is important to note that because this report differentiates between those portions of INL that are managed and operated by Battelle Energy Alliance, LLC (BEA) and those managed by other contractors, it includes only INL’s activities overseen by BEA. It is assumed that other contractors will provide similar reporting for those activities they manage, where appropriate.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

New heavenly double copies

The double copy relates scattering amplitudes and classical solutions in Yang-Mills theory, gravity, and related field theories. Previous work has shown that this has an explicit realisation in self-dual YM theory, where the equation of motion can be written in a form that maps directly to Pleba&nacute;ski’s heavenly equation for self-dual gravity. The self-dual YM equation involves an area-preserving diffeomorphism algebra, two copies of which appear in the heavenly equation. In this paper, we show that this construction is a special case of a wider family of heavenly-type examples, by (i) performing Moyal deformations, and (ii) replacing the area-preserving diffeomorphisms with a less restricted algebra. As a result, we obtain a double-copy interpretation for hyper-Hermitian manifolds, extending the previously known hyper-Kähler case. We also introduce a double-Moyal deformation of the heavenly equation. The examples where the construction of Lax pairs is possible are manifestly consistent with Ward’s conjecture, and suggest that the classical integrability of the gravity-type theory may be guaranteed in general by the integrability of at least one of two gauge-theory-type single copies.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗