SEARCH · Search NASA

Results for “decelerators”

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

SourceResearch connectionFrom yearThrough year

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

At least 649 records · Page 36

All sources NASA NTRS DOE OSTI

DOE OSTI2016

TRANSPORT OF SOLAR WIND H{sup +} AND He{sup ++} IONS ACROSS EARTH’S BOW SHOCK

We have investigated the dependence of mass, energy, and charge of solar wind (SW) transport across Earth’s bow shock. An examination of 111 crossings during quiet SW in both quasi-perpendicular and quasi-parallel shock regions shows that 64 crossings had various degrees of heating and thermalization of SW. We found 22 crossings where the SW speed was <400 km s{sup −1}. The shock potential of a typical supercritical quasi-perpendicular shock estimated from deceleration of the SW and cutoff energy of electron flat top distribution is ∼50 Volts. We find that the temperatures of H{sup +} and He{sup ++} beams that penetrate the shock can sometimes be nearly the same in the upstream and downstream regions, indicating little or no heating had occurred crossing the bow shock. None of the models predict that the SW can cross the bow shock without heating. Our observations are important constraints for new models of collisionless shocks.

79 ASTRONOMY AND ASTROPHYSICS↗

DOE OSTI2017

Mode Conversion of a Solar Extreme-ultraviolet Wave over a Coronal Cavity

We report on observations of an extreme-ultraviolet (EUV) wave event in the Sun on 2011 January 13 by Solar Terrestrial Relations Observatory and Solar Dynamics Observatory in quadrature. Both the trailing edge and the leading edge of the EUV wave front in the north direction are reliably traced, revealing generally compatible propagation velocities in both perspectives and a velocity ratio of about 1/3. When the wave front encounters a coronal cavity near the northern polar coronal hole, the trailing edge of the front stops while its leading edge just shows a small gap and extends over the cavity, meanwhile getting significantly decelerated but intensified. We propose that the trailing edge and the leading edge of the northward propagating wave front correspond to a non-wave coronal mass ejection component and a fast-mode magnetohydrodynamic wave component, respectively. The interaction of the fast-mode wave and the coronal cavity may involve a mode conversion process, through which part of the fast-mode wave is converted to a slow-mode wave that is trapped along the magnetic field lines. This scenario can reasonably account for the unusual behavior of the wave front over the coronal cavity.

79 ASTRONOMY AND ASTROPHYSICS↗

DOE OSTI2017

Observations of Reconnection Flows in a Flare on the Solar Disk

Magnetic reconnection is a well-accepted part of the theory of solar eruptive events, though the evidence is still circumstantial. Intrinsic to the reconnection picture of a solar eruptive event, particularly in the standard model for two-ribbon flares (CSHKP model), are an advective flow of magnetized plasma into the reconnection region, expansion of field above the reconnection region as a flux rope erupts, retraction of heated post-reconnection loops, and downflows of cooling plasma along those loops. We report on a unique set of Solar Dynamics Observatory /Atmospheric Imaging Assembly imaging and Hinode /EUV Imaging Spectrometer spectroscopic observations of the disk flare SOL2016-03-23T03:54 in which all four flows are present simultaneously. This includes spectroscopic evidence for a plasma upflow in association with large-scale expanding closed inflow field. The reconnection inflows are symmetric, and consistent with fast reconnection, and the post-reconnection loops show a clear cooling and deceleration as they retract. Observations of coronal reconnection flows are still rare, and most events are observed at the solar limb, obscured by complex foregrounds, making their relationship to the flare ribbons, cusp field, and arcades formed in the lower atmosphere difficult to interpret. The disk location and favorable perspective of this event have removed these ambiguities giving a clear picture of the reconnection dynamics.

79 ASTRONOMY AND ASTROPHYSICS↗

DOE OSTI2022

Origin of Intense Electron Heating in Relativistic Blast Waves

The modeling of gamma-ray burst afterglow emission bears witness to strong electron heating in the precursor of Weibel-mediated, relativistic collisionless shock waves propagating in unmagnetized electron–ion plasmas. In this Letter, we propose a theoretical model, which describes electron heating via a Joule-like process caused by pitch-angle scattering in the decelerating, self-induced microturbulence and the coherent charge-separation field induced by the difference in inertia between electrons and ions. The emergence of this electric field across the precursor of electron–ion shocks is confirmed by large-scale particle-in-cell (PIC) simulations. Integrating the model using a Monte Carlo-Poisson method, we compare the main observables to the PIC simulations to conclude that the above mechanism can indeed account for the bulk of electron heating.

79 ASTRONOMY AND ASTROPHYSICS↗

DOE OSTI2015

Modeling Heavy/Medium-Duty Fuel Consumption Based on Drive Cycle Properties

This paper presents multiple methods for predicting heavy/medium-duty vehicle fuel consumption based on driving cycle information. A polynomial model, a black box artificial neural net model, a polynomial neural network model, and a multivariate adaptive regression splines (MARS) model were developed and verified using data collected from chassis testing performed on a parcel delivery diesel truck operating over the Heavy Heavy-Duty Diesel Truck (HHDDT), City Suburban Heavy Vehicle Cycle (CSHVC), New York Composite Cycle (NYCC), and hydraulic hybrid vehicle (HHV) drive cycles. Each model was trained using one of four drive cycles as a training cycle and the other three as testing cycles. By comparing the training and testing results, a representative training cycle was chosen and used to further tune each method. HHDDT as the training cycle gave the best predictive results, because HHDDT contains a variety of drive characteristics, such as high speed, acceleration, idling, and deceleration. Among the four model approaches, MARS gave the best predictive performance, with an average absolute percent error of -1.84% over the four chassis dynamometer drive cycles. To further evaluate the accuracy of the predictive models, the approaches were first applied to real-world data. MARS outperformed the other three approaches, providing an average absolute percent error of -2.2% of four real-world road segments. The MARS model performance was then compared to HHDDT, CSHVC, NYCC, and HHV drive cycles with the performance from Future Automotive System Technology Simulator (FASTSim). The results indicated that the MARS method achieved a comparative predictive performance with FASTSim.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2017

The Accuracy and Correction of Fuel Consumption from Controller Area Network Broadcast

Fuel consumption (FC) has always been an important factor in vehicle cost. With the advent of electronically controlled engines, the controller area network (CAN) broadcasts information about engine and vehicle performance, including fuel use. However, the accuracy of the FC estimates is uncertain. In this study, the researchers first compared CAN-broadcasted FC against physically measured fuel use for three different types of trucks, which revealed the inaccuracies of CAN-broadcast fueling estimates. To match precise gravimetric fuel-scale measurements, polynomial models were developed to correct the CAN-broadcasted FC. Lastly, the robustness testing of the correction models was performed. The training cycles in this section included a variety of drive characteristics, such as high speed, acceleration, idling, and deceleration. The mean relative differences were reduced noticeably.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2018

Leveraging Big Data Analysis Techniques for U.S. Vocational Vehicle Drive Cycle Characterization, Segmentation, and Development

Under a collaborative interagency agreement between the U.S. Environmental Protection Agency and the U.S. Department of Energy (DOE), the National Renewable Energy Laboratory (NREL) performed a series of in-depth analyses to characterize on-road driving behavior including distributions of vehicle speed, idle time, accelerations and decelerations, and other driving metrics of medium- and heavy-duty vocational vehicles operating within the United States. As part of this effort, NREL researchers segmented U.S. medium- and heavy-duty vocational vehicle driving characteristics into three distinct operating groups or clusters using real-world drive cycle data collected at 1 Hz and stored in NREL's Fleet DNA database. The Fleet DNA database contains millions of miles of historical drive cycle data captured from medium- and heavy-duty vehicles operating across the United States. The data encompass existing DOE activities as well as contributions from valued industry stakeholder participants. For this project, data captured from 913 unique vehicles comprising 16,250 days of operation were drawn from the Fleet DNA database and examined. The Fleet DNA data used as a source for this analysis has been collected from a total of 30 unique fleets/data providers operating across 22 unique geographic locations spread across the United States. This includes locations with topographies ranging from the foothills of Denver, Colorado, to the flats of Miami, Florida. This paper includes the results of the statistical analysis performed by NREL and a discussion and detailed summary of the development of the vocational drive cycle weights and representative transient drive cycles for testing and simulation. Additional discussion of known limitations and potential future work is also included.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2020

Real-World Evaluation of National Energy Efficiency Potential of Cold Storage Evaporator Technology in the Context of Engine Start-Stop Systems

National concerns over energy consumption and emissions from the transportation sector have prompted regulatory agencies to implement aggressive fuel economy targets for light-duty vehicles through the U.S. National Highway Traffic Safety Administration/Environmental Protection Agency (EPA) Corporate Average Fuel Economy (CAFE) program. Automotive manufacturers have responded by bringing competitive technologies to market that maximize efficiency while meeting or exceeding consumer performance and comfort expectations. In a collaborative effort among Toyota Motor Corporation, Argonne National Laboratory (ANL), and the National Renewable Energy Laboratory (NREL), the real-world savings of one such technology is evaluated. A commercially available Toyota Highlander equipped with two-phase cold storage technology was tested at ANL’s chassis dynamometer testing facility. The cold storage technology maintains the thermal state of air-conditioning evaporators to enable longer and more frequent engine-off operation in vehicles equipped with start-stop functionality. Test results were analyzed and provided to NREL where a novel simulation framework was developed and calibrated to the test data. The vehicle model was then exercised over a large set of real-world drive cycle and ambient condition data to estimate national-level fuel economy benefits. Results indicate that the cold storage evaporator provided national fuel consumption reductions of 0.113% relative to a conventional evaporator in the same vehicle. In addition, when the cold storage evaporator engine stop/start was enabled for any temperature and the baseline was limited to the EPA menu, Start and Stop credit assumption of 27°C, a national fuel savings of 0.497% was found. Fuel savings resulted from a combination of extended engine-off duration during idle events and increased frequency of deceleration fuel cutoff, both enabled by the ability of the cold storage evaporator to maintain thermal state in situations where air conditioning is active.

DIRECT ENERGY CONVERSION↗

DOE OSTI2021

Correlation between Sensor Performance, Autonomy Performance and Fuel-Efficiency in Semi-Truck Platoons

Semi-trucks, specifically class-8 trucks, have recently become a platform of interest for autonomy systems. Platooning involves multiple trucks following each n close proximity, with only the lead truck being manually driven and the rest being controlled autonomously. This approach to semi-truck autonomy is easily integrated on existing platforms, reduces delivery times, and reduces green- house gas emissions via fuel economy benefits. Level 1 SAE fuel studies were performed on class-8 trucks operating with the Auburn Cooperative Adaptive Cruise Control (CACC) system, and fuel savings up to 10-12% were seen. Enabling platooning autonomy required the use of radar, global positioning systems (GPS), and wireless vehicle-to-vehicle (V2V) communication. Poor measurements and state estimates can lead to incorrect or missing positioning data, which can lead to unnecessary dynamics and finally wasted fuel. This is especially an issue if deceleration is applied in response to a bad measurement. In this study, a faulty radar was shown to cause a greater than 5% increase in fuel consumption. The mechanism of this fuel consumption increase is investigated and applied to other types of sensor failures to indicate their potential effects on fuel economy. This analysis indicates that poor GPS signals over short time can be largely filtered out, with no real gain or loss of fuel economy. V2V communications were intentionally limited by causing interference, which resulted in dropped communication packets over a small physical area, but not an appreciable impact on fuel economy.

vehicle platooning, sensor performance, semi-auton↗

DOE OSTI2025

A species scale-driven breakdown of effective field theory in time-dependent string backgrounds

We present a novel way in which effective field theory (EFT) can break down in cosmological string backgrounds depending on the behavior of the quantum gravity cutoff in infinite distance limits, known as the species scale $Λ_s$. Namely, EFT can break down if the species scale $Λ_s$ falls off so rapidly as the Friedmann-Robertson-Walker (FRW) scale factor grows from some initial value $a_i$ to some final value $a_f$ that the physical momentum of an initial Hubble-sized perturbation $\sim H_i^{-1}$ grows to exceed the species scale. For EFT to remain valid, a new condition $H_i \frac{a_i}{a_f} \ll Λ_{s,f}$ must hold, which is distinct from Trans-Planckian conditions discussed in the literature. Using the universal relation $\frac{\nabla m}{m} \cdot \frac{\nabla Λ_s}{Λ_s} = \frac{1}{d-2}$ in the infinite distance limits of moduli space where $m$ is the mass scale of the lightest tower and $\nabla$ measures variations with respect to the canonical metric on moduli space, we show that spatially flat FRW solutions in the string landscape violate this condition or at best marginally satisfy it. However, we find that sufficiently large negative spatial curvature always avoids a breakdown. To avoid EFT breakdown, we derive an upper bound on the duration of quasi-de Sitter expansion that classically evolves to decelerated expansion. Our bound is proportional to the Trans-Planckian Censorship Conjecture (TCC) bound, with the advantage that it applies to any FRW solution in the string landscape. Finally, we distinguish EFT breakdown from TCC violation, the latter being a quantum gravity constraint rather than an EFT limitation. Perhaps our most surprising finding is that in any flat FRW solution that develops a weakly coupled string at future infinity the EFT inevitably breaks down.

Cosmology and Nongalactic Astrophysics (astro-ph.C↗

DOE OSTI2026

Anti-Ultralocality and Plateau Models of Inflation

Anti-ultralocality refers to the growth of spatial gradient terms relative to velocity terms in the coupled Einstein--scalar field equations. It is a characteristic feature of decelerated expansion before the onset of inflation. Previous numerical relativity studies have shown that anti-ultralocality prevents the onset of inflation in models with power-law inflaton potentials. In this paper, we show that models with plateau-shaped inflaton potentials, which are considered to be the simplest way to generate a tensor-to-scalar ratio below current observational upper limits, are especially vulnerable to anti-ultralocality effects. The reasons are the flatness of the plateau and the energy density gap of $\sim 10$ orders of magnitude between the Planck density and the plateau potential energy. To study the problem, we develop a protocol for assessing the viability of inflationary models in general, and we apply it to a plateau potential using a previously validated numerical relativity code. We find that, starting from generic initial conditions, the growth of gradient terms in the Einstein equations relative to non-gradient terms either prevents inflation from lasting for enough $e$-folds or triggers a phase of quantum runaway. We show that the fine-tuning of initial conditions necessary to avoid these issues becomes more severe as the energy scale of inflation is made smaller, disfavoring common approaches for reducing the tensor-to-scalar ratio.

FOS: Physical sciences↗

DOE OSTI2024

Simulations of the collection of mesospheric dust particles with a rocket instrument

We investigate the collection of dust particles in the mesosphere with the MESS (MEteoric Smoke Sampler) instrument that is designed to fly on a sounding rocket. We assume that the ice particles that form in the polar mesosphere between 80 and 85 km altitude in summer contain meteoric smoke particles; and these should be collected with MESS. The instrument consists of a collection device with an opening and closure mechanism, as well as an attached conic funnel which increases the sampling area in comparison to the collection area. Dust particles are collected either directly after passing through the instrument or indirectly after colliding with and fragmenting on the funnel wall. We calculate the dust and fragment trajectories in the detector to determine the collection efficiency for different particle sizes, rocket velocities, and heights, and we find the final velocities and the temperatures of the particles. The considered design has a sampling area of 62.78 mm diameter and a collection area of 20 mm diameter. For the conditions at the rocket launch site in Andøya, Norway, we estimate the collection of meteoric smoke particles contained in the ice particles to be ~10 12 –10 14 amu mm –2 . The estimated temperatures suggest that the composition of these smoke particles is not affected by the collection. Our calculations also show that keeping the instrument open above 85 km altitude increases the amount of small smoke particles that are directly collected. The directly collected smoke particles are heated as they decelerate, which can affect their composition.

47 OTHER INSTRUMENTATION↗

DOE OSTI2023

Comparing Measured Driver Behavior Distributions to Results from Car-Following Models using SUMO and Real-World Vehicle Trajectories from Radar: SUMO Default vs. Radar-Measured CF model Parameters

In this study, the physical principles governing car-following (CF) behavior and their impact on traffic flow at signalized intersections are investigated. High temporal-resolution radar data is used to provide valuable insights into actual CF behavior, including acceleration, deceleration, and time headway distribution. Demand-calibrated SUMO simulations are run using empirical CF parameter distributions, and three CF models are evaluated: IDM, EIDM, and Krauss. By emulating radar data in SUMO and processing simulated vehicle traces, discrepancies between empirical and simulated parameter distributions are identified. Further analysis includes comparisons with default SUMO CF model parameters. The findings reveal that measured accelerations differ from CF model parameter accelerations and using the empirical value ($\mu = 0.89m/s^2$) leads to unrealistic simulations that fail volume-based calibration. Default parameters for all three models reasonably approximate the mean and median of measured parameters, but fail to capture the true distribution shape, partly due to homogeneity when using default parameters. The results show that it is more effective to simulate with the default parameters provided by SUMO rather than using measurements of real-world distributions without additional calibration. Future work will investigate closing the loop between the measured real-world and SUMO distributions using traditional calibration tactics, as well as assess the impact of calibrated vs. default CF parameters on simulation outputs like fuel consumption.

Schrader, Max (ORCID:0000000336737672)↗

DOE OSTI2011

Phase Stable Net Acceleration of Electrons From a Two-Stage Optical Accelerator

In this article we demonstrate the net acceleration of relativistic electrons using a direct, in-vacuum interaction with a laser. In the experiment, an electron beam from a conventional accelerator is first energy modulated at optical frequencies in an inverse-free-electron-laser and bunched in a chicane. This is followed by a second stage optical accelerator to obtain net acceleration. The optical phase between accelerator stages is monitored and controlled in order to scan the accelerating phase and observe net acceleration and deceleration. Phase jitter measurements indicate control of the phase to {approx}13{sup o} allowing for stable net acceleration of electrons with lasers.

43 PARTICLE ACCELERATORS↗

DOE OSTI2012

6 Batch Injection and Slipped Beam Tune Measurements in Fermilab?s Main Injector

During NOVA operations it is planned to run the Fermilab Recycler in a 12 batch slip stacking mode. In preparation for this, measurements of the tune during a six batch injection and then as the beam is decelerated by changing the RF frequency have been carried out in the Main Injector. The coherent tune shifts due to the changing beam intensity were measured and compared well with the theoretically expected tune shift. The tune shifts due to changing RF frequency, required for slip stacking, also compare well with the linear theory, although some nonlinear affects are apparent at large frequency changes. These results give us confidence that the expected tunes shifts during 12 batch slip stacking Recycler operations can be accommodated.

43 PARTICLE ACCELERATORS↗

DOE OSTI2014

High gradient lens for charged particle beam

Methods and devices enable shaping of a charged particle beam. A dynamically adjustable electric lens includes a series of alternating a series of alternating layers of insulators and conductors with a hollow center. The series of alternating layers when stacked together form a high gradient insulator (HGI) tube to allow propagation of the charged particle beam through the hollow center of the HGI tube. A plurality of transmission lines are connected to a plurality of sections of the HGI tube, and one or more voltage sources are provided to supply an adjustable voltage value to each transmission line of the plurality of transmission lines. By changing the voltage values supplied to each section of the HGI tube, any desired electric field can be established across the HGI tube. This way various functionalities including focusing, defocusing, acceleration, deceleration, intensity modulation and others can be effectuated on a time varying basis.

47 OTHER INSTRUMENTATION↗

DOE OSTI2015

Study of orbit correction for eRHIC FFAG design

The unique feature of the orbits in the eRHIC Fixed Field Alternating Gradient (FFAG) design is that multiple accelerating and decelerating bunches pass through the same magnets with different horizontal offsets. Therefore, it is critical for the eRHIC FFAG to correct multiple orbits in the same vacuum pipe for better spin transmission and alignment of colliding beams. In this report, the effects on orbits from multiple error sources will be studied. The orbit correction method will be described and results will be presented.

43 PARTICLE ACCELERATORS↗

DOE OSTI2015

Pulsed interrupter and method of operation

Some embodiments provide interrupter systems comprising: a first electrode; a second electrode; a piston movably located at a first position and electrically coupled with the first and second electrodes establishing a closed state, the piston comprises an electrical conductor that couples with the first and second electrodes providing a conductive path; an electromagnetic launcher configured to, when activated, induce a magnetic field pulse causing the piston to move away from the electrical coupling with the first and second electrodes establishing an open circuit between the first and second electrodes; and a piston control system comprising a piston arresting system configured to control a deceleration of the piston following the movement of the piston induced by the electromagnetic launcher such that the piston is not in electrical contact with at least one of the first electrode and the second electrode when in the open state.

42 ENGINEERING↗