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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 289 records · Page 16
All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

Investigation of Ammonia Carrier Materials for Next Generation Ammonia Dosing System - CRADA 334 (Abstract)

Lean-burn gasoline and diesel engines can offer substantially higher fuel efficiency, good driving performance, and reduced carbon dioxide emission compared to stoichiometric gasoline engines. Various catalyst technologies have been developed to remove the pollutants from these engines. For example, a three-way catalyst (TWC) is used to remove hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx) from gasoline engines during the stoichiometric conditions. During the lean-burn conditions, a TWC or a diesel oxidation catalyst (DOC) is used to control HC and CO emissions. NOx is removed by either lean NOx trap catalyst (LNT) that can store NOx under lean conditions and reduce NOx under rich conditions, or selective catalytic reduction catalyst (SCR) that can selectively remove NOx with a reducing agent. Among the NOx reduction catalyst technologies, SCR offers a number of advantages, including excellent NOx reduction efficiency over a wide range of temperatures and overall lower system cost. In fact, the SCR technology using ammonia (NH3) as reductant has been proven effective and used commercially for the removal of NOx emissions from stationary sources since the 1970s. Currently, SCR is being used to meet the NOx emission standards for diesel engines in Europe and North America, and also being considered for meeting the future NOx emission standards for lean-burn gasoline engines. Because of the challenges associated with storage, handling and transportation of ammonia on a vehicle, aqueous urea solution (e.g., Diesel Exhaust Fluid, AdBlue) has been developed as ammonia storage compound for mobile applications. When the aqueous urea solution is sprayed into exhaust gas stream, urea is decomposed to release ammonia, which then reduces NOx over the downstream SCR catalyst. Although aqueous urea solution technology has enabled automakers and engine manufacturers to meet the current NOx emission standards, this process of releasing ammonia requires a hot exhaust gas and sufficient mixing, creating challenges for low temperature NOx emission control and aftertreatment system packaging. For these reasons, alternative technologies have been developed as ammonia sources (e.g., solid urea, ammonium carbamate, metal ammine chloride) during the past few years. These technologies promise more convenient handling and distribution of ammonia sources, and help maximize the low-temperature performance of SCR catalysts and reduce the overall system volume and weight. However, none of these alternative technologies can be successfully implemented without the industry consensus. Therefore, the USCAR SCR work group, which is comprised of representatives from GM, Ford, and Chrysler, has decided to investigate the potential alternative ammonia carriers, define common standard vehicle interfaces, and address personal and environmental safety concerns with part suppliers and chemical companies. Under this CRADA Project, USCAR and Battelle will investigate alternative ammonia carrier materials that are currently under development. Based on the data and information derived under the CRADA project, the USCAR SCR work group plans to build the consensus and make recommendations for the industry.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2022

Coupling a Lagrangian–Eulerian Spark-Ignition (LESI) model with LES combustion models for engine simulations

In the United States transportation sector, Light-Duty Vehicles (LDVs) are the largest energy consumers and CO 2 emitters. Electrification of LDVs is posed as a potential solution, but SI engines can still contribute to decarbonization. Car manufacturers have turned to unconventional engine operation to increase the efficiency of Spark-Ignition (SI) engines and reduce the carbon emissions of their fleets. Dilute, lean, and stratified-charge engine operation has the potential for engine efficiency improvements at the expense of increased cyclic variability and combustion instability. At such demanding engine conditions, the spark ignition event is key for flame initiation and propagation and for enhanced combustion stability. Reliable and accurate spark ignition models can help design ignition systems that reduce cyclic variability. Multiple computational spark-ignition models exist that perform well under conventional conditions, but the underlying physics needs to be expanded, for unconventional engine operation. In this paper, a hybrid Lagrangian–Eulerian Spark-Ignition (LESI) model is coupled with different turbulent flame propagation models for engine simulations. LESI relies on Lagrangian arc tracking and Eulerian energy deposition. The LESI model is coupled with the Well-Stirred Reactor (WSR), Thickened Flame Model (TFM), and g-equation model and used to simulate several cycles of a Direct-Injection Spark-Ignition (DISI) engine using a commercial Computational Fluid Dynamics (CFD) engine solver. The results showcase the successful coupling of LESI with the combustion models. Global engine metrics, such as pressure and Apparent Heat Release Rate (AHRR), for each simulation setup are compared to experimental engine results, for validation. In addition, results highlight the successful prediction of spark channel movement by comparing simulation images to experimental optical engine images. Finally, the successful coupling of LESI to combustion models, making it a usable model in the engine modeling community, is emphasized and future development details are discussed.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Editorial: Advanced water splitting technologies development: Best practices and protocols

As the level of deployment and utilization of renewable energy sources, including wind and solar, continues to rise, large-scale, long-term energy storage technologies that could accommodate weekly and seasonal energy fluctuations will play a significant role in the overall deployment of renewable energies in the future. Harnessing and storing renewable energy resources via electrochemical, photoelectrochemical, or thermochemical processes by converting renewable energy into sustainable (energy storage) fuels have the potential to meet the long-term, terawatt scale energy storage challenge. Renewable hydrogen production is the cornerstone for sustainable fuel production and deep decarbonization of multiple sectors in our society. Cost-competitive clean hydrogen provides value to applications, such as 1) in the transportation sector for fuel cell vehicles, 2) in the electric grid sector for system stability and load balancing, and 3) in the industrial sector with metal refineries, cement production, and biomass upgrading (carbon-free fertilizer production). In addition, coupling clean renewable hydrogen with the carbon and nitrogen cycles enables known and well-established thermal-chemical processes to generate renewable hydrocarbon fuels and ammonia. The Advanced Water Splitting Technologies (AWST): low temperature electrolysis (LTE), high temperature electrolysis (HTE), photoelectrochemical (PEC) and solar thermo-chemical hydrogen (STCH) provide four unique and parallel approaches to produce low cost, low greenhouse gas (GHG) emission hydrogen at scale (Figure 1). Cost competitive clean hydrogen production using these four technologies is a current high priority focus for governments and industry. In June of 2022, the U.S. Department of Energy (DOE) launched the first in a series of Earthshot Initiatives. The Hydrogen Shot, “1 1 1” aims to reduce the cost of clean hydrogen by more than 80% to one dollar per one kilogram in 1 decade ($\$$1/kg H 2 ). The European Green Deal and the International Energy Agency (IEA) have implemented a strong focus on green hydrogen production for a clean and secure energy future.

benchmarking, low temperature electrolysis↗
DOE OSTI2025

Development of a Multi-Robot System for Autonomous Inspection of Nuclear Waste Tank Pits

This paper introduces the overall design plan, development timeline, and preliminary progress of the Autonomous Pit Exploration System project. This project aims to develop an advanced multi-robot system for the efficient inspection of nuclear waste-storage tank pits. The project is structured into three phases: Phase 1 involves data collection and interface definition in collaboration with Hanford Site experts and university partners, focusing on tank riser geometry and hardware solutions. Phase 2 includes the selection of sensors and robot components, detailed mechanical design, and prototyping. Phase 3 integrates all components into a cohesive system managed by a master control package which also incorporates digital twin and surrogate models, and culminates in comprehensive testing and validation at a simulated tank pit at the Idaho National Laboratory. Additionally, the system’s communication design ensures coordinated operation through shared data, power, and control signals. For transportation and deployment, an electric vehicle (EV) is chosen to support the system for a full 10 h shift with better regulatory compliance for field deployment. A telescopic arm design is selected for its simple configuration and superior reach capability and controllability. Preliminary testing utilizes an educational robot to demonstrate the feasibility of splitting computational tasks between edge and cloud computers. Successful simultaneous localization and mapping (SLAM) tasks validate our distributed computing approach. More design considerations are also discussed, including radiation hardness assurance, SLAM performance, software transferability, and digital twinning strategies.

Nuclear waste management↗
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

Multi-State Transportation Electrification Impact Study: Preparing the Grid for Light-, Medium-, and Heavy-Duty Electric Vehicles

Recent U.S. Environmental Protection Agency (EPA) notices of proposed rulemakings for GHG emissions standards for light-, medium-, and heavy-duty on-road vehicles would accelerate ongoing advancements already happening in the industry because of private investment, consumer demand, state-level policies, and federal incentives. As the EPA finalizes these regulations, questions persist regarding the cost of the requisite charging infrastructure and associated upgrades to the nation's electric grid. With support from the U.S. Department of Energy, U.S. Joint Office of Energy and Transportation, and the EPA, a multidisciplinary team conducted a Multi-State Transportation Electrification Impact Study that quantitatively assesses the incremental investment necessary to enable the levels of vehicle electrification expected to be induced by pending EPA regulations and to estimate the potential value of deferred investments in electric distribution infrastructure stemming from proactive vehicle-grid integration planning and deployment. This study finds the simulated incremental capital cost of charging infrastructure (including grid upgrades) to be at least 2.5 times smaller than the lifetime net benefits of vehicle electrification (including fuel savings but excluding the value of avoided emissions). Additionally, the incremental distribution grid upgrade cost of the EPA Action-Unmanaged scenario was found to be approximately 3% of existing utility distribution system investments (on an annual basis). Finally, the potential for managed charging to defer distribution grid upgrades was found to be significant with costs found to decrease from $2.3 billion to an incremental cost of $1 billion across five states in the Action-Managed scenario (relative to the No Action-Unmanaged scenario).

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2023

Opinions from Users Across the Lifespan about Fully Autonomous and Rideshare Vehicles with Associated Features

Fully autonomous vehicles have the potential to fundamentally transform the future transportation system. While previous research has examined individuals’ perceptions towards fully autonomous vehicles, a complete understanding of attitudes and opinions across the lifespan is unknown. Therefore, individuals’ awareness, acceptance, and preferences towards autonomous vehicles were obtained from 75 participants through interviews with three diverse groups of participants: 20 automotive engineering graduate students who were building an autonomous concept vehicle, 21 non-technical adults, and 34 senior citizens. The results showed that regardless of age, an individual’s readiness to ride in a fully autonomous vehicle and the vehicle’s requirements were influenced by the users’ understanding of autonomous vehicles. All of the engineering students understand what a fully autonomous vehicle is and this group was the most willing to ride especially compared to the seniors, where only half of the seniors knew what a fully autonomous vehicle is and 58.8% were not at all ready to ride one. The desire to have a manual control option or the ability to override the vehicle was common (90% of the engineering students, 95.2% of the adults, and 82.4% of the seniors), especially for individuals who reported not being ready to ride in a fully autonomous vehicle. The majority of all three groups of participants (85% of the engineering students, 81% of the adults, and 52.9% of the seniors) considered it essential that the vehicle should convey information about the vehicle’s status and intended behavior. Diagnostic information about the vehicle was desired by the engineering students (71.4%), who had a technical understanding of autonomous vehicles and current automotive related technologies. When autonomous vehicles are available, most participants anticipate preferring to use them as a rideshare service model (75% of the engineering students, 38% of the adults, and 27% of the seniors) rather than owning (5% of the engineering students, 19% of the adults, and 21% of the seniors) the autonomous vehicle themselves. Regarding the topic of sharing rides with strangers, both the automotive engineering students (90%) and the adults (52.6%) were comfortable with the idea of pooled rideshare in comparison to the seniors (29.4%). In future efforts, it will be important to include potential autonomous vehicle users of a wide age range as well as physical, cognitive, and visual abilities.

Gangadharaiah, Rakesh↗
DOE OSTI2022

Inequality and the Future of Electric Mobility in 36 U.S. Cities: An Innovative Methodology and Comparative Assessment

Electric vehicles are seen as one of the technological solutions to transition our transportation systems away from carbon, and cities offer unique opportunities to electrify transportation. To be equitable, however, this transition will not merely require technological innovations. Acknowledging socio-spatial inequalities and creating strategies to address them are critical - yet relatively underexplored - dimensions of the transportation transition. This paper integrates relevant literature into a micro-urban social typology (MUST) approach that uses agglomerative clustering techniques to examine, first, the factors and attributes defining transportation inequities within 36 U.S. cities, and, second, the implications of these inequities for policies that foster a more equitable transportation transition. By combining socio-spatial and transportation data, we identified five MUSTs: Wealthy, Urban Disadvantaged, Urban Renters, Middle-Class Homeowners, and Rural/Exurban. Rather than being tied to any particular indicator (e.g., homeownership), these MUSTs contain intersecting factors and features of inequities. We compare transportation and health outcomes across MUSTs, and the results suggest that user-centric strategies and public investments are necessary to foster true transportation equity. These must go beyond the electrification of private vehicles and should be tailored to the specific characteristics of each MUST. These could include electric carpooling for the rural/exurban MUST and electrification of transit for the urban disadvantaged and renter MUSTs. Our typology offers a critical next step toward informing transportation transition policies to target critical sociodemographic, economic, and techno-infrastructural factors.

ADVANCED PROPULSION SYSTEMS,ENERGY PLANNING, POLIC↗
DOE OSTI2023

Integrated Optimization of Powertrain Energy Management and Vehicle Motion Control for Autonomous Hybrid Electric Vehicles

Hybrid Electric Vehicles (HEVs) and autonomous vehicles have been widely studied recently for on-road transportation. In the study of autonomous HEVs, the control of the vehicle's external dynamics and powertrain dynamics are often treated separately. Optimizing these two problems together can significantly improve fuel economy. In this paper, an autonomous HEV following a leader is considered. First, the augmented model to integrate the abovementioned dynamics is presented. Second, the optimization problem is defined to find the optimum fuel consumption of the follower in pursuit of a leader in a drive cycle. A customized control strategy based on Approximate Dynamic Programming (ADP) is then explored in which the optimal cost-to-go at each time step is approximated using neural networks. Also, the accuracy of the optimization solution is enhanced by applying the concept of the reachable sets. At last, three case studies show that the examined integrated control strategy outperforms the one with the separated optimization method by an additional 7.4%, 4.6%, and 11.8% improvement in fuel consumption, respectively.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Emerging Trends in Freight [Slides]

Freight transportation accounts for only 5% of the vehicles on U.S. roads, but 10% of vehicle miles of travel and 27% of on-road energy use. With rail and water, freight accounts for 28% of U.S. transportation energy and emissions. Trucking is the primary mode for transporting goods, but rail is a significant mode for longer shipments. Economic, technological, and operational trends pose both challenges and opportunities to meet U.S. demand for goods movement as well as national decarbonization goals. This presentation provides a systems perspective for energy efficiency freight mobility and an overview of available NREL analytical tools to address these challenges.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2020

Design of an Axial Flux Machine With an Integrated Hydraulic Pump for Off-Highway Vehicle Electrification

Axial flux machines offer an inherent torque density advantage over conventional radial flux machines and are increasingly being considered for transportation electrification applications. Electrification of off-highway vehicles is notoriously challenging due to extreme power density requirements. This paper investigates the use of axial flux machines for off-highway vehicle electrification. To maximize the power density, a hydraulic pump is integrated with the axial flux machine, resulting in a single modular, electric/hydraulic machine. This paper first compares three popular axial flux machine variants using an FEA-based design optimization approach. The single rotor, single stator variant is identified to be the most promising for integration with the hydraulic pump. Next, a multi-physics framework of the complete integrated hydraulic pump and axial flux machine is developed to search the design space. The results indicate promising potential for this concept to realize efficiency over 85% and power density over 5kW/kg for the complete machine (electric machine, hydraulic pump, and thermal management system), while utilizing conventional materials (thin gauge silicon steel, N45 magnets, and magnet wire)

Off-highway vehicles, Axial flux machines, Multi-p↗
DOE OSTI2025

Enhancing traffic safety analysis with digital twin technology: integrating vehicle dynamics and environmental factors into microscopic traffic simulation

Traffic safety is a critical concern in transportation engineering and urban planning. Traditional traffic safety analysis requires trained observers to collect data in the field, which is time-consuming, labor-intensive, and sometimes inaccurate. In recent years, microscopic traffic simulation, which simulates individual vehicles’ movements within a transportation network, have been utilized to study traffic safety. However, microscopic traffic simulation only focuses on traffic-related factors, such as traffic volume, traffic signals, and lane configurations, neglecting vehicle dynamics and environment-related factors like weather and lighting conditions, which can significantly impact traffic safety. In light of this, this paper explores the application of digital twin technology in traffic safety analysis, integrating vehicle simulators, which consider vehicle dynamics and environmental factors, and microscopic traffic simulators, which simulate the operations of traffic flow, for enhanced safety evaluations. Various scenarios, including different weather conditions and visibility levels, are simulated using a digital twin of a road segment in Tuscaloosa, Alabama. The simulations employ Surrogate Safety Measures (SSMs) like Time to Collision (TTC) and Deceleration Rate to Avoid a Crash (DRAC) to assess safety under varying conditions. The results demonstrate that traffic digital twin can identify potential safety issues that traditional microscopic simulation cannot, providing insights for improving traffic control strategies and transportation infrastructure to enhance traffic safety.

Civil engineering↗
DOE OSTI2021

Evaluation of Safety Standards for Fuel System and Fuel Container Integrity of Alternative Fuel Vehicles

There are two Federal Motor Vehicle Safety Standards (FMVSS) in place that specify requirements for integrity of the fuel system and fuel container on compressed natural gas (CNG) fuel vehicles. These are FMVSS Nos. 303, “Fuel system integrity of compressed natural gas vehicles,” and FMVSS No. 304, “CNG fuel container integrity.” At this time, no FMVSS are defined for the fuel system and fuel container integrity of propane and liquefied natural gas (LNG) vehicles or fuel system integrity requirements for heavy-duty CNG vehicles on the road. However, there are voluntary industry design standards and best practices, as well as regulations defined in other countries. FMVSS No. 303 specifies requirements for the integrity of the CNG fuel system of light-duty vehicles and school buses, and FMVSS No. 304 specifies requirements for fuel container integrity on all CNG vehicles. FMVSS No. 304 applies to containers used for vehicle propulsion, whereas containers used to transport CNG and transportation of CNG containers are regulated by the DOT Pipeline and Hazardous Materials Safety Administration. FMVSS Nos. 303 and 304 are performance-based standards to consistently test and validate equipment and are not design restrictive. Despite the increasing number of natural gas and propane medium- and heavy-duty vehicles on the road, there are no FMVSS fuel system integrity requirements beyond light-duty and school buses for CNG vehicles and no FMVSS fuel system integrity requirements for propane vehicles. NHTSA is researching fuel system safety for medium- and heavy-duty natural gas and propane vehicles to update FMVSS Nos. 303 and 304. NHTSA is also researching current best practices and standards for high pressure fuel tanks in motor vehicles as they may apply to FMVSS No. 304.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2023

Optimizing Hydrogen Fueling Infrastructure Plans on Freight Corridors for Heavy-Duty Fuel Cell Electric Vehicles

The development of a future hydrogen energy economy will require the development of several hydrogen market and industry segments including a hydrogen-based commercial freight transportation ecosystem. For a sustainable freight transportation ecosystem, the supporting fueling infrastructure and the associated vehicle powertrains making use of hydrogen fuel will need to be co-established. This article introduces the OR-AGENT (Optimal Regional Architecture Generation for Electrified National Transportation) tool developed at the Oak Ridge National Laboratory, which has been used to optimize the hydrogen refueling infrastructure requirements on the I-75 corridor for heavy-duty (HD) fuel cell electric commercial vehicles (FCEV). This constraint-based optimization model considers existing fueling locations, regional-specific vehicle fuel economy and weight, vehicle origin and destination (O-D), and vehicle volume by class and infrastructure costs to characterize in-mission refueling requirements for a given freight corridor. The authors applied this framework to determine the ideal public access locations for hydrogen refueling (constrained by existing fueling stations), the minimal viable cost to deploy sufficient hydrogen fuel dispensers, and associated equipment, to accommodate a growing population of hydrogen fuel cell trucks. The framework discussed in this article can be expanded and applied to a larger interstate system, expanded regional corridor, or other transportation network. This article is the third in a series of papers that defined the model development to optimize a national hydrogen refueling infrastructure ecosystem for HD commercial vehicles.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Spatio-temporal and weather characterization of road loads of electrified heavy-duty commercial vehicles across U.S. interstate roads

Adoption of battery electric vehicles (BEV) in heavy duty (HD) commercial freight transportation is difficult due to technological and economic hurdles. Beyond safety and compliance, fleet and operational logistics necessitate both high uptime and parity with diesel system productivity/Total Cost of Ownership to support widespread deployment of electric powertrains. However, relatively high energy storage costs, along with the higher weight of BEV systems, limit the viability of HD commercial freight transport to shorter-range applications where smaller batteries will serve for mission energy requirements (single operational shift). Knowing the energy consumption and operating variations of these commercial vehicle systems is crucial for effectively sizing the energy storage systems. This paper is the first in a series of studies to understand the regional specific operating design domain variations of commercial Class 8 HD trucks and the associated impact to their energy requirements. In particular, the local weather conditions are shown to influence the total vehicle energy usage. Further, the impact of temperature, pressure, and humidity changes are shown to impact the local air density. This is needed to calculate aerodynamic drag on vehicles and has been found to play a significant role in the overall performance of a vehicle. Although the methodology of calculating air density varies only slightly throughout the literature, the application to transportation has still been limited. This study provides a means by which air density can be estimated for the contiguous U.S. using the NOAA MADIS dataset. These air density estimates were then used to determine vehicle performance in varying regions of the country to highlight the importance of consideration of weather variables when monitoring vehicle performance, but also to provide recommendations based on these locales upon fleet conversion to BEVs.

Moore, Amy↗
DOE OSTI2026

Detect the Unobservable: Abnormality Detection in mixed Autonomy for Lane Change Maneuver with Following Vehicles’ Trajectories Only

Highly Automated Vehicles (HAVs) and Advanced Driver-Assistance Systems (ADAS) are transforming modern transportation with enhanced mobility, safety, and efficiency. Despite their advantages, cybersecurity vulnerabilities in these systems can lead to abnormal behavior, posing significant risks to surrounding human-driven vehicles (HDVs) in mixed traffic environments. Here, this article addresses the challenge of detecting abnormal lateral movements of HAVs/ADAS vehicles using only trajectory profiles of following HDVs. Specifically, we propose a novel modeling approach that captures both normal and abnormal lateral behaviors through vehicle kinematics, integrated decision-making processes, vehicle control using symbolic regression for lane change vehicles. Additionally, we introduce an abnormality detection framework that relies on observable HDV data, even in occlusion scenarios. The framework evaluates the sensitivity of various car-following models to detect abnormal behaviors, providing insights into the interaction between HAVs/ADAS and HDVs in mixed autonomy systems.

Connected and Automated vehicles↗
DOE OSTI2023

Optimizing Long Term Hydrogen Fueling Infrastructure Plans on Freight Corridors for Heavy Duty Fuel Cell Electric Vehicles

The development of a future hydrogen energy economy will require the development of several hydrogen market and industry segments including a hydrogen based commercial freight transportation ecosystem. For a sustainable freight transportation ecosystem, the supporting fueling infrastructure and the associated vehicle powertrains making use of hydrogen fuel will need to be co-established. This paper develops a long-term plan for refueling infrastructure deployment using the OR-AGENT (Optimal Regional Architecture Generation for Electrified National Transportation) tool developed at the Oak Ridge National Laboratory, which has been used to optimize the hydrogen refueling infrastructure requirements on the I-75 corridor for heavy duty (HD) fuel cell electric commercial vehicles (FCEV). This constraint-based optimization model considers existing fueling locations, regional specific vehicle fuel economy and weight, vehicle origin and destination (OD), vehicle volume by class and infrastructure costs to characterize in-mission refueling requirements for a given freight corridor. The authors applied this framework to determine the ideal long term public access locations for hydrogen refueling (constrained by existing fueling stations and dispensing technology), the minimal viable cost to deploy sufficient hydrogen fuel dispensers, and associated equipment, to accommodate a growing population of hydrogen fuel cell trucks. So the framework discussed in this paper can be expanded and applied to additional electrified powertrains as well as a larger interstate system, expanded regional corridor, or other transportation networks.

08 HYDROGEN↗