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All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Performance Evaluation of Comparative Vacuum Monitoring and Piezoelectric Sensors for Structural Health Monitoring of Rotorcraft Components

The costs associated with the increasing maintenance and surveillance needs of aging structures are rising at an unexpected rate. Multi-site fatigue damage, hidden cracks in hard-to-reach locations, disbonded joints, erosion, impact, and corrosion are among the major flaws encountered in today’s extensive fleet of aging aircraft and space vehicles. Aircraft maintenance and repairs represent about a quarter of a commercial fleet’s operating costs. The application of Structural Health Monitoring (SHM) systems using distributed sensor networks can reduce these costs by facilitating rapid and global assessments of structural integrity. The use of in-situ sensors for real-time health monitoring can overcome inspection impediments stemming from accessibility limitations, complex geometries, and the location and depth of hidden damage. Reliable, structural health monitoring systems can automatically process data, assess structural condition, and signal the need for human intervention. The ease of monitoring an entire on-board network of distributed sensors means that structural health assessments can occur more often, allowing operators to be even more vigilant with respect to flaw onset. SHM systems also allow for condition-based maintenance practices to be substituted for the current time-based or cycle-based maintenance approach thus optimizing maintenance labor. The Federal Aviation Administration has conducted a series of SHM validation and certification programs intended to comprehensively support the evolution and adoption of SHM practices into routine aircraft maintenance practices. This report presents one of those programs involving a Sandia Labs-aviation industry effort to move SHM into routine use for aircraft maintenance. The Airworthiness Assurance NDI Validation Center (AANC) at Sandia Labs, in conjunction with Sikorsky, Structural Monitoring Systems Ltd., Anodyne Electronics Manufacturing Corp., Acellent Technologies Inc., and the Federal Aviation Administration (FAA) carried out a trial validation and certification program to evaluate Comparative Vacuum Monitoring (CVM) and Piezoelectric Transducers (PZT) as a structural health monitoring solution to specific rotorcraft applications. Validation tasks were designed to address the SHM equipment, the health monitoring task, the resolution required, the sensor interrogation procedures, the conditions under which the monitoring will occur, the potential inspector population, adoption of CVM and PZT systems into rotorcraft maintenance programs and the document revisions necessary to allow for their routine use as an alternate means of performing periodic structural inspections. This program addressed formal SHM technology validation and certification issues so that the full spectrum of concerns, including design, deployment, performance and certification were appropriately considered. Sandia Labs designed, implemented, and analyzed the results from a focused and statistically relevant experimental effort to quantify the reliability of a CVM system applied to Sikorsky S-92 fuselage frame application and a PZT system applied to an S-92 main gearbox mount beam application. The applications included both local and global damage detection assessments. All factors that affect SHM sensitivity were included in this program: flaw size, shape, orientation and location relative to the sensors, as well as operational and environmental variables. Statistical methods were applied to performance data to derive Probability of Detection (POD) values for SHM sensors in a manner that agrees with current nondestructive inspection (NDI) validation requirements and is acceptable to both the aviation industry and regulatory bodies. The validation work completed in this program demonstrated the ability of both CVM and PZT SHM systems to detect cracks in rotorcraft components. It proved the ability to use final system response parameters to provide a Green Light/Red Light (“GO” – “NO GO”) decision on the presence of damage. In additional to quantifying the performance of each SHM system for the trial applications on the S-92 platform, this study also identified specific methods that can be used to optimize damage detection, guidance on deployment scenarios that can affect performance and considerations that must be made to properly apply CVM and PZT sensors. These results support the main goal of safely integrating SHM sensors into rotorcraft maintenance programs. Additional benefits from deploying rotorcraft Health and Usage Monitoring Systems (HUMS) may be realized when structural assessment data, collected by an SHM system, is also used to detect structural damage to compliment the operational environment monitoring. The use of in-situ sensors for health monitoring of rotorcraft structures can be a viable option for both flaw detection and maintenance planning activities. This formal SHM validation will allow aircraft manufacturers and airlines to confidently make informed decisions about the proper utilization of CVM and PZT technology. It will also streamline future regulatory actions and formal certification measures needed to assure the safe application of SHM solutions.

42 ENGINEERING↗
DOE OSTI2025

Flux-Switching Machine Based All-Electric Power Train for Future Aircraft

This research investigates a flux-switching motor with superconducting and cryogenically cooled windings, aimed at achieving exceptionally high power densities. In addition to the motor’s topology and superconducting windings, it was found that power density could be further enhanced by incorporating superconducting shields on the rotor at the interpole locations. The resulting publications and patented technology outline the design process. A motor power density of 64 kW/kg—including housing materials—was achieved for a 1 MW design, surpassing the performance of existing motors. An electronic drive was also developed, achieving a power density of 47 kW/kg. This includes the mechanical structure of the drivetrain, for which a detailed CAD model was created, resulting in an overall drivetrain power density of 27 kW/kg.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Cybersecurity Considerations for Hydrogen Infrastructure in Airport Environments

This report explores key cybersecurity concerns and best practices within environments that serve as reference points for the development of hydrogen fueling infrastructure for aviation. This cybersecurity analysis leverages prior NREL studies: 1) hydrogen fueling station component validation to identify vulnerabilities and failure events documented in physical equipment, and 2) electric aircraft charging infrastructure analysis to explore primary cybersecurity vulnerabilities. It reviews the criticality of digitized technologies in sustaining hydrogen fuel production, storage, and fueling systems, noting cybersecurity concerns that are universal to power systems and industrial control systems in general. In considering cybersecurity vulnerabilities within a future landscape of hydrogen energy for aviation applications, a reference architecture was intended to reveal the points of connection between assets and the potential sensors that are vulnerable to manipulation in the event of compromised access or communication within a SCADA system. A generalized reference architecture can help stakeholders, engineers, or strategists understand connections, criticalities, and standard practices when it comes to designing and planning for new systems. There are several gaps to account for in assessing the future of hydrogen production, storage, and fueling for aviation. Engaging stakeholders, including aircraft manufacturers, electric utilities, site property owners, and local communities, will inform decision-making around site structure, operations, and resources for future hydrogen fueling infrastructure to understand operational needs and cybersecurity awareness. Cybersecurity mitigation strategy must consider physical attack vectors that emerge with the integration of hydrogen systems into existing airport security requirements. The cybersecurity risk assessment contained in this report is an entry point into potential future granular-level analyses to be conducted as part of hazard and risk assessments for safe aviation hydrogen infrastructure, determining how the scale of hydrogen fuel infrastructure for aviation impacts the volume of cyber attack vectors, and what, if any, are the vulnerabilities associated with different types of on-board hydrogen systems. In this nascent development phase, assessing how best to integrate cybersecurity practices into an evolving U.S. aviation landscape provides critical insights into building increased awareness and stakeholder engagement to support a cyber-resilient infrastructure.

08 HYDROGEN↗
DOE OSTI2020

Modular autopilot design and development featuring bayesian non-parametric adaptive control

According to an embodiment, there is provided an onboard integrated computational system for an unmanned aircraft system (“Stabilis” autopilot). This is an integrated suite of hardware, software, and data-to-decisions services that are designed to meet the needs of business and research developers of UAS. Stabilis is designed to accelerate the development of any UAS platform and avionics system; it does so with hardware modularity and software adaptation. The Stabilis offers multiple technological advantages technological advantages including: Plug-and-adapt functionality; Data-to-decisions capability; and, On board parallelization capability.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2023

Online Monitoring of Medium Voltage Cable Systems with Spread Spectrum Time Domain and Frequency Domain Reflectometry

In-service failures of wave energy convertor (WEC) cable systems can have a significant cost and power availability impact. Close parallel research 2019 data showed > 1B£ and 9 Terra-Watt-Hours associated with global off-shore wind (OSW) cable failures (Strang-Moran 2020). OSW is a closely related technology but currently is significantly cheaper than WEC technology. For wave energy to compete, the problem of reliable cable transmission must be mitigated. This project develops isolation technology to allow online high frequency reflectometry testing of medium voltage cables (1 to 10 kV and higher) without arcing or damage to the test instrument. Online spread spectrum time domain reflectometry (SSTDR) testing has been established for low voltage cable systems in the aircraft and rail industry and the ability to detect and locate cable flaws of interest is well understood. Extending reflectometry testing to medium voltage systems could enable detection of cable damage before failures occur thereby allowing repair and replacement of damaged cable segments to be scheduled and managed. The seedling project succeeded to pass and receive high frequency SSTDR signals onto a cable up to 1 kV using a parallel trace isolation circuit board that can be connected onto the test cable. The approach used a novel circuit design for which an invention disclosure has been filed. A proposed sapling project would extend the technology toward the higher operating voltages used by WEC systems, thereby enabling online SSTDR cable monitoring. The goal of the seedling project was to extend the capability of the ARENA cable/motor test bed to address medium voltages and to develop a high pass filter isolation architecture to protect the reflectometry instrument from the low frequency (DC – 60 Hz) line voltage while allowing the high frequency diagnostic signal to pass to and from the test instrument to the live line. Initial efforts focused on passive LCR filter circuits to reduce 60 Hz levels below 10 volts from a 10 kV line while allowing the MHz high frequency chirps to pass onto the cables and for mV signals to be detected. We discovered that the parasitic loss behavior of real high voltage components precluded this approach from working. An alternate approach was adapted for the electric field to couple between two parallel traces on a printed circuit board much like a radio-frequency coupler. The challenge here was and is to have the parallel traces close enough to each other to effectively pass the high frequency chirp onto the live line and receive any reflected signal from any encountered impedance change along the cable. This reflected signal will be in the mV range. The traces however must be far enough apart to not allow arcing on the board. A design with 3 mm spacing was determined to allow the high frequency signal to pass onto the live line and receive the mV signal back into the instrument while reducing the 60 Hz voltage amplitude by >80 dB (more than a factor of 10,000) without allowing arcing from across the parallel traces. This was confirmed by simulation and test.

16 TIDAL AND WAVE POWER↗
DOE OSTI2021

Predicting thermodynamic and thermophysical properties of molten chloride salts from ab-initio and classical molecular dynamics simulations

Molten salt reactors (MSRs) are among the advanced concepts pursued under the generation IV nuclear energy technology umbrella. However, the basic concept is not new and was first developed as part of the effort to power aircrafts with nuclear energy in the 1950’s. Later in the 1960’s, Oak Ridge National Laboratory (ORNL) built and operated the Molten-Salt Reactor Experiment (MSRE). This reactor used a fluoride salt with uranium as fuel. Fluorides salts are still highly relevant and proposed in several designs. In addition, chloride salts are being considered for MSRs operating in the fast neutron spectrum. This report focuses on chloride salts.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2022

Adaptive Sampling for In Situ Cloud Probe (Final Report)

Clouds play a leading role in the Earth's global energy and solar radiation balance and hydrological cycle. Improving cloud models requires detailed information on the cloud microphysical properties, such as droplet size distribution and number density, liquid water content and cloud composition (droplets, ice particles), which can only be provided by aerial in situ measurements. However, for many atmospheric measurement instruments, the lack of flexibility in selecting the operational mode during operation can lead to uncertainties in sampling and measurement characteristics under continuously varying atmospheric conditions. This SBIR project is developing an advanced, compact optical imaging technology for in situ characterization of cloud hydrometeors. The development involves a deep modification of the existing Mesa Photonics’ Cloud Droplet Measurement System (CDMS) in order to implement real-time automatic adaptive sampling based on the acquired in situ data and environmental parameters. The new system, CDMS-2, implements two measurement modes: side-scatter imaging for smaller hydrometeors and direct bright-field-illumination imaging for larger hydrometeors in a significantly larger sample volume. The system measures the droplet size distribution (DSD) and number density with an added capability of discriminating between liquid water and ice hydrometeors (based on polarization-resolved side-scatter imaging). The instrument will implement automatic switching or alternating between the regular side-scatter imaging mode and sparse/large hydrometeor mode (based on the acquired data). Other adaptive sampling capabilities include variable sample volume and dynamic range (based on the measured DSD). The preferred deployment platforms are uncrewed aircraft systems (UAS) and tethered balloon/kite systems (TBS). The Phase I project achieved (or exceeded) the goals listed in the Work Plan. A CDMS-2 laboratory prototype implementing the polarization-resolved side-scatter imaging mode and direct bright-field-illumination imaging mode was designed and built. Additional capabilities included the variable illumination pulse energy and sample volume. The smallest detectable droplet diameter was improved to 3–4 μm (from the nominal 10 μm value specified for the original CDMS). Discrimination between water droplets and ice particles was experimentally demonstrated. The Phase I prototype was extensively tested and calibrated in the laboratory and also tested in the Pi Cloud Chamber at Michigan Technological University (MTU). The two intensive experimental campaigns at MTU provided unique opportunities of testing the CDMS-2 laboratory prototype under realistic warm and mixed-phase cloud conditions (stable for long periods of time), testing different sampling modes and intercomparing the CDMS-2 prototype to other co-located cloud characterization instruments. The Phase I project successfully demonstrated the feasibility of the proposed technology and identified the engineering challenges of designing a field deployable prototype instrument in Phase II. The Phase I study provides a solid basis for development, characterization and field-testing of the proposed advanced cloud probe with adaptive sampling in Phase II followed by commercialization of the technology in Phase III.

47 OTHER INSTRUMENTATION↗
DOE OSTI2022

AviSense: A Real-time System for Detection, Classification, and Analysis of Aviation Signals

Wireless systems are an integral part of aviation. Apart from their apparent use in air-to-ground communication, wireless systems play a crucial role in avionic functions including navigation and landing. An interference-free wireless environment is therefore critical for the uninterrupted operation and safety of an aircraft. Hence, there is an urgency for airport facilities to acquire the capability to continuously monitor aviation frequency bands for real-time detection of interference and anomalies. To meet this critical need, we design and build AviSense, an SDR-based real-time, versatile system for monitoring aviation bands. AviSense detects and characterizes signal activities to enable practical and effective anomaly detection. We identify and tackle the challenges posed by a diverse set of critical aviation bands and technologies. We evaluate our methodology with real-world aviation signal measurements and two custom datasets of anomalous signals. We find that our signal classification capability achieves a true positive rate of ~99%, with few exceptions, and a false positive rate of less than 4%. We also demonstrate that AviSense can effectively distinguish between different types of anomalies. We build and evaluate a prototype implementation of AviSense that supports distributed monitoring.

42 ENGINEERING↗
DOE OSTI2024

Aviation security screening optimizer for risk and throughput (ASSORT)

The increasing number of air travelers each year presents a challenge as many airports are near their capacity in terms of resources and space for passenger screening. Fortunately, advancements in technologies like next-generation millimeter wave scanning offer solutions to ease this strain. The focus remains on managing risk while enhancing the passenger experience for the traveling public. The risk model presented in this paper known as the Aviation Security Screening Optimizer for Risk and Throughput (ASSORT) is designed to assess risk-based approaches for passenger screening and checkpoint operations. Additionally, ASSORT is exploring various traveler categories — general, trusted, and trusted-plus — along with different checkpoint screening Concept of Operations tailored to each traveler type. For instance, travelers with a higher trust level may experience fewer screening technologies, resulting in quicker processing times at the checkpoint. The output of ASSORT provides a risk score for predefined threat scenarios, as well as the overall risk to the checkpoint, aircraft, and airport by traveler type. In conclusion, benefits of using this tool include assessing the trade-offs between the overall risk associated with checkpoints and the throughput rate of passengers screened. We show for example the impact that different passenger volumes at the checkpoint can have on risk.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2021

RapidClave® Technology Demonstrations – II Hat Stiffener

This project sought to evaluate the cost and performance of both polymeric and metallic tooling for use with the RapidClave® composite process. Teijin’s rapid cure carbon/epoxy prepreg, Q183, was selected to fabricate demonstration components, of aerospace design, which currently are fabricated via compression molding using matched steel tooling. The ability to fabricate components using this prepreg in the RapidClave®, and using low cost single sided tooling, could significantly reduce the cost of part manufacture and shorten production lead times for tooling fabrication. The component demonstration article was a “hat stiffener” geometry typically used to reinforce fuselage or wing skins of an aircraft. A rapid preforming process was demonstrated and rapid process cycle times similar to compression molding were achieved by placing the preform on hot tooling, thus avoiding the time and energy associated with typical thermal cycling. A 90% reduction in tooling cost was achieved through the use of single sided aluminum or polymeric additive tooling when compared to compression molding matched steel tooling. In addition to rapid cycle times, RapidClave® offers the ability to change out tooling in minutes such that multiple part geometries can be fabricated in one shift.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Counter Unmanned Aircraft System Metrics Tool

SAND2023-05387O The Counter Unmanned Aircraft System (CUAS) Metrics Tool consists of three applications: • The Data Collection Tool is designed to be used during testing and captures details that can be imported into the Figure Creator application. • The Unmanned Aircraft System (UAS) Log Converter converts different UAS logs into a standardized hierarchical data format with a timeline of geospatial data. • The Figure Creator develops relevant images for the test event. The application includes logic to ingest and correlate data from the Data Collection Tool and the UAS Log Converter to produce the chosen figures. Sandia National Laboratories is a multimission laboratory managed and operated by National Technology & Engineering Solutions of Sandia, LLC, a wholly owned subsidiary of Honeywell International Inc., for the U.S. Department of Energy’s National Nuclear Security Administration under contract DE-NA0003525.

Mayle, Ashley↗
DOE OSTI2024

T-Type Modular DC Circuit Breaker (T-Breaker) for Future DC Networks

The developed T-Type Modular DC Circuit Breaker (T-Breaker) technology offers an all-in-one solution to challenges in DC networks. This includes swift fault detection and protection, power transient stability, and power quality improvement, achieved through the utilization of wide bandgap (WBG) power semiconductors and energy storage devices. The T-Breaker not only facilitates rapid fault current detection and interruption but also implements fault current limiting through active insertion of storage devices or by operating WBG devices in the saturation region. Additionally, with the assistance of energy storage devices, potential overvoltage issues on power devices induced by control signal misalignment can be mitigated. The T-Breaker can be regulated to perform shunt current injection/absorption using the vertical arm and series voltage insertion via the horizontal arm, thereby enhancing DC system stability during voltage or load power fluctuation transients. The OSU team and Raytheon team actively worked together on designing, fabricating, assembling, and testing of two T-Breaker prototypes. The first prototype is rated at 1 kV, 500 A with half-bridge (unipolar) structure to validate the T-Breaker concept. The second prototype is rated at 20 kV, 50 A with full-bridge (bipolar) topology which can reach an efficiency of 99.977%, realize a power density of 60.2 MW/m3, and eliminate the 500-A fault current with a fault response time of around 20 µs. The prototypes show great feasibility of adopting this technology in multiple applications including electrified aircraft, super charging stations, data centers, etc.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2024

Fragmentation in Collisions of Snow with Graupel/Hail: New Formulation from Field Observations

Abstract Secondary ice production (SIP) has been attributed to the generation of most ice particles observed in precipitating clouds with cloud tops warmer than −36°C, from various aircraft- and ground-based field observations across the globe. One of the known SIP mechanisms is fragmentation during collisions among ice particles. It has been studied with our theoretical formulation, which has been applied in microphysical schemes of atmospheric models in a few studies. These have predicted an extensive impact on cloud glaciation and radiative properties. However, there has been a lack of experimental field studies, especially involving naturally falling snowflakes, to better understand this particular mechanism of SIP. This study reports the first field measurements with modern technology for fragmentation during collisions between naturally falling snowflakes and graupel/hail particles. This was observed with an innovatively designed portable chamber that was deployed outdoors in northern Sweden. Applying the observations from this field-based study, we optimized the existing formulation for predicting numbers of fragments from collisions of snow with graupel/hail. The observations show the average numbers of fragments per collision for dendritic (3–12 mm) and nondendritic (1–3 mm) snow were about 12 and 1, respectively. This represents a boost of predicted fragment numbers relative to our original formulation published in 2017. The updated formulation for breakup in ice–ice collisions can be implemented in the microphysical schemes of atmospheric models.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2023

Chapter 13: All-Electric Vertical Take-Off and Landing Aircraft (eVTOL) for Sustainable Urban Travel

Increasing urbanization, ground congestion, and greenhouse gas emissions have spurred aircraft pioneers to capitalize on advancements in battery technology, electric motors, software, and other advances to develop all-electric vertical take-off and landing (eVTOL) aircraft intended to save travelers time within densely populated urban regions. This study served as an example for conducting a life-cycle analysis (LCA) of an eVTOL aircraft, analyzing its manufacturing process, its in-life operation as a passenger transportation service between urban locations, and (in part) end-of-life treatment. This case study aims to provide guidance on how to accurately conduct eVTOL LCA, particularly on how to define the problem, how to obtain the right information from engineers inside and outside their own organizations, and what areas to focus on. As LCA results are only as accurate as the assumptions that were made, a more rigorous LCA that includes sensitivity analysis and uncertainty characterization can help further understand the limitations of those assumptions. New technologies such as blockchain may also play an important role in LCA, including the life-cycle inventory and improving confidence intervals. Completing a credible LCA is central to supporting the argument in favor of introducing the new technology. Completing such a study will allow companies to demonstrate to relevant stakeholders the likely impact of their aircraft on the environment by quantifying the operational climate footprint of the aircraft and the manufacturing process used to build it. To this end, this case study also provides examples of how to report and present LCA results, optimizing for communications to non-LCA experts. The LCA can also assist in identifying opportunities to improve the environmental performance at various life-cycle stages, informing decision makers as products and manufacturing processes evolve or are redesigned. Given the nascency of both eVTOL aircraft manufacturing and operations, it is strongly recommended that LCA analysts treat reports on eVTOL aircraft as works-in-progress. As new information is found, design changes are made, and the aircraft or operation gains maturity, it is inevitable that some amendments will need to be made to the LCA. It is suggested that a complete overhaul of the LCA be made every 18-24 months throughout the R&D, design, and operational scale-up phases of the project.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Solving Recent Challenges for Wrought Ni-Base Superalloys

This paper reviews the status of technology in design and manufacture of new wrought 21 polycrystalline Ni-base superalloys for critical engineering applications. There is a strong 22 motivation to develop new alloys that are capable of operating at higher temperatures to 23 realise improvements in thermal efficiency, which are necessary to achieve environmental 24 targets for reduced emissions of harmful green-house gases. From the aerospace sector, 25 the development of new powder metallurgy and ingot metallurgy alloys are discussed for 26 disk rotor and static applications. New compositions for powder metallurgy contain about 27 50-55% of gamma prime (γ') strengthening precipitates to ensure components operate 28 successfully at temperatures up to 788°C (1450°F). In contrast, new compositions for ingot 29 metallurgy aim to occupy a design space in temperature capability between Alloy 718 and 30 current powder alloys that are in-service, and show levels of γ' of about 30-44%. The focus 31 in developing these alloys was design for manufacturability. To complement the aerospace 32 developments, a review of work to understand the suitability of candidate alloys for multiple 33 applications in Advanced-Ultra Supercritical (AUSC) power plants has been undertaken by 34 Detrois, Jablonski and Hawk from the National Energy Technology Laboratory. In these 35 power plants, steam temperatures are required to reach 700-760°C. The common thread is 36 to develop alloys that demonstrate a combination of high temperature properties, which are 37 reliant on both the alloy composition and microstructure and can be produced readily at the 38 right price. For the AUSC applications, the emphasis is on high temperature strength, long 39 term creep life, phase stability, oxidation resistance and robust welding for fabrications. 40 Whereas for powder disk rotors in aircraft engines, the priority is enhanced resistance to 41 time dependent crack growth, phase stability and resistance to environmental damage, while 42 extending the current strength levels, which are shown by existing alloys, to higher 43 temperatures.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Nondestructive Analysis of Commercial Batteries

Electrochemical batteries play a crucial role for powering portable electronics, electric vehicles, large-scale electric grids, and future electric aircraft. However, key performance metrics such as energy density, charging speed, lifespan, and safety raise significant consumer concerns. Enhancing battery performance hinges on a deep understanding of their operational and degradation mechanisms, from material composition and electrode structure to large-scale pack integration, necessitating advanced characterization methods. These methods not only enable improved battery performance but also facilitate early detection of substandard or potentially hazardous batteries before they cause serious incidents. Here, this review comprehensively examines the operational principles, applications, challenges, and prospects of cutting-edge characterization techniques for commercial batteries, with a specific focus on in situ and operando methodologies. Furthermore, it explores how these powerful tools have elucidated the operational and degradation mechanisms of commercial batteries. By bridging the gap between advanced characterization techniques and commercial battery technologies, this review aims to guide the design of more sophisticated experiments and models for studying battery degradation and enhancement.

36 MATERIALS SCIENCE↗
DOE OSTI2024

A Nonintrusive Optical Approach to Characterize Heliostats in Utility-Scale Power Tower Plants: Camera Position Sensitivity Analysis

Optics plays a major role in the effectiveness of concentrating solar power (CSP) technologies. The nonintrusive optical (NIO) approach developed by the National Renewable Energy Laboratory uses uncrewed aircraft system (UAS)-based imaging to survey heliostats in a commercial-scale power tower CSP plant and characterize their optical errors. The image processing algorithm uses photogrammetry to calculate the camera position for each image frame, and the accuracy of the estimated optical errors is highly sensitive to the calculated camera position accuracy. In this study, we simulate a series of case studies in python to examine the impact of different parameters of the sensitivity of the camera calculation, including the number of facet corners used as control points for the photogrammetric calculation, precision error in the detected pixel locations of the facet corners in the image, and precision error of the canting and mounting positions of the facets of the heliostat. The case studies consider heliostat geometry based on three commercial designs to serve as representative examples of different possible sizes of heliostats that the NIO method could be applied to. The results show that increasing the number of control points can improve accuracy for heliostats with many facets, pixel precision has a significantly larger impact on camera calculation accuracy than facet canting and mounting errors, and the camera distance and focal length must be chosen to ensure adequate pixel accuracy on the heliostat surface depending on the size of heliostat. In conclusion, based on the results, recommendations for the allowable values of each parameter are provided to achieve the required NIO optical error estimation accuracy depending on the size of heliostat.

14 SOLAR ENERGY↗
DOE OSTI2023

Extended Bandwidth Spread Spectrum Time Domain Reflectometry Cable Test for Thermal Aging, Low Resistance Fault, and Water Detection

In 2022, researchers at Pacific Northwest National Laboratory (PNNL) used the Accelerated and Real-Time Environmental Nodal Assessment (ARENA) cable and motor test bed to characterize spread spectrum time domain reflectometry (SSTDR) and compare the responses of an SSTDR instrument to those of a frequency domain reflectometry (FDR) instrument. Results showed both techniques could detect and locate cable anomalies such as phase-to-phase low resistance and shorts, thermal insulation damage, mechanical insulation damage, and the presence or absence of water in some conditions. The SSTDR tests used a commercial instrument provided by LiveWire Innovations Inc. This commercial instrument performed tests at 6, 12, 24, and 48 MHz bandwidth. The results of these tests were compared to FDR tests where bandwidths could be extended up to 1.3 GHz, although the best responses for cable tests were from 100 to 500 MHz. Lower bandwidth signals can propagate better along the cable while higher bandwidths have higher resolution for impedance change reflections allowing more precise indication of location and separation of anomalies. The 2022 research found that FDR responses were clearer than SSTDR and speculated that a higher bandwidth SSTDR could more successfully detect and locate cable anomalies. One advantage of the SSTDR system investigated was that it was designed for energized online use up to 1,000 volts, which may be a significant advantage for nuclear power plant use. The LiveWire SSTDR instrument is an established product in the rail and aircraft industry and updating the SSTDR hardware parameters is difficult to justify without more conclusive testing. Therefore, a software adjustable laboratory SSTDR instrument was developed by PNNL and was used to test extended bandwidth SSTDR cable tests. Within the ARENA test bed, 42 cable conditions were tested with the PNNL SSTDR, FDR, and the LiveWire SSTDR—each operating at four different bandwidths. Observations and conclusions regarding the relative performance of the three instruments over different bandwidths are note below. Responses of the PNNL SSTDR (at 50 MHz) and the LiveWire SSTDR (at 48 MHz) were similar. The PNNL SSTDR higher frequency bandwidths behaved as expected showing sharper peaks and higher noise. This validated the PNNL SSTDR as a reasonable implementation of the SSTDR technology. Lower bandwidth SSTDR responses (particularly 6 and 12 MHz) may have increased value for use within longer cables but were not particularly effective at identifying anomalous cable behavior in the 100 ft cables tested here. The higher bandwidths of the PNNL SSTDR (50, 100, 200, and 400 MHz) did not provide substantially clearer cable reflectometry responses, but having the higher frequency responses available did add to the cable test evaluation. Strong responses to shorts and low impedance faults between phases were particularly evident in the higher bandwidth PNNL SSTDR and the FDR data. Measurements were repeatable, with similar responses obtained from a thermally aged cable for tests taken a month apart. Signal noise was affected in the unshielded cable by the local in-tray cable arrangement including proximity to metal edges and rungs of the cable tray. Foam isolation of the cable from the tray metal reduced in both FDR and SSTDR responses. Cable condition monitoring in nuclear power plants will likely benefit from both more informative off-line testing methods and from the development of on-line methods for continuous monitoring of cables in use. The LWRS-funded ARENA test bed was a valuable resource for this development and direct comparison of nuclear electrical cable condition monitoring technologies. Test results are targeted to guide industry advancement of testing and monitoring tools for cable aging management.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗