Results for “Cruise control” — Page 5

DOE OSTI2022

Design and Performance of lithium-Ion Batteries for Achieving Electric Vehicle Takeoff, Flight, and Landing

Today, the burgeoning drive towards global urbanization with over half the earth’s population living in cities, has created major challenges with regards to intracity and intercity transit and mobility. This problem is compounded due to the fact that almost always urbanization and increase in standard of living drives individual automobile ownerships. Over 95% of automobiles are presently powered by some form of fossil fuel and as an unintended consequence, urban centers have also been centers for peak greenhouse gas emissions, a major contributor to global climate change. A revolutionary solution to this conundrum is flight capable electric automobiles or electric aerial vehicles that can tackle both urban mobility and climate change challenges. For such advanced electric platforms, energy storage and delivery component is the vital component towards achieving takeoff, flight, cruise, and landing. The requirements and duty cycle demands on the energy storage system is drastically different when compared to the performance metrics required for terrestrial electric vehicles. As the widely deployed lithium ion-based battery systems are often the primary go-to energy storage choice in electric vehicle related applications, it is imperative that performance metrics and specifications for such batteries towards areal electric vehicles need to be established. In this nascent field, there exists ample opportunities for battery material innovations, understanding degradation mechanism, battery design, development and deployment of battery control and management systems. Thus, this chapter comprehensively discusses battery requirements and identifies battery material chemistries suitable for handling aerial electric automobile duty cycles. The chapter also discusses the battery cell-level metrics pertaining to electrochemical, chemical, mechanical, and structural parameters. Furthermore, specific models for battery degradation, state of health (SOH), capacity and models for full cell performance and degradation are also discussed here. Finally, the chapter also discusses battery safety and future directions of batteries that would power these next generation urban electric aircrafts.

Amin, Ruhul↗

DOE OSTI2020

Hybrid Electric Drivetrain Testing and Design (CRADA CRD-17-00699 Final Report)

Hybrid electric drivetrains have recently become of a great interest in the medium and heavy-duty vehicle market as it enables substantial reduction of petroleum use, vehicle level fuel use and criteria pollutant emissions. These vehicle performance improvements are not only economically beneficial for business operations relying on large fleets of vehicles, they are also paramount for curbing energy use and the negative effects of vehicle operations on the environment. Efficient Drivetrains, Inc. (EDI), acquired in July 2018 by Cummins, Inc., is a small company focused on development of medium and heavy-duty hybrid electric drivetrains. EDI has already developed the general hardware architecture of their drivetrain system, but there is still a significant effort to be done on optimizing the system in terms of control strategies and component sizing in order to maximize the benefits of the hybrid drivetrain. Historically, hybrid electric systems have proven to deliver better fuel economy in certain applications than their conventional counterparts. Particular areas of advantageous applications are vocations with kinetically intensive transient duty cycles and operations requiring some sort of power take off whose power demand is not well matched to the size of the vehicle’s main engine, thus forcing it to operate in extremely inefficient operating modes. Hybrid drivetrains can be at a disadvantage when pressed into duty cycle operation consisting of extensive steady state highway cruise due to various design compromises optimized for more transient operation. This can also lead to increase in vehicle emissions if the system is not optimized properly. Ample opportunity for extensive optimization is needed to overcome these obstacles.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2020

Hybrid Electric Drivetrain Testing and Design (CRADA CRD-17-00699 Final Report)

Hybrid electric drivetrains have recently become of a great interest in the medium and heavy-duty vehicle market as it enables substantial reduction of petroleum use, vehicle level fuel use and criteria pollutant emissions. These vehicle performance improvements are not only economically beneficial for business operations relying on large fleets of vehicles, they are also paramount for curbing energy use and the negative effects of vehicle operations on the environment. Efficient Drivetrains, Inc. (EDI), acquired in July 2018 by Cummins, Inc., is a small company focused on development of medium and heavy-duty hybrid electric drivetrains. EDI has already developed the general hardware architecture of their drivetrain system, but there is still a significant effort to be done on optimizing the system in terms of control strategies and component sizing in order to maximize the benefits of the hybrid drivetrain. Historically, hybrid electric systems have proven to deliver better fuel economy in certain applications than their conventional counterparts. Particular areas of advantageous applications are vocations with kinetically intensive transient duty cycles and operations requiring some sort of power take off whose power demand is not well matched to the size of the vehicle’s main engine, thus forcing it to operate in extremely inefficient operating modes. Hybrid drivetrains can be at a disadvantage when pressed into duty cycle operation consisting of extensive steady state highway cruise due to various design compromises optimized for more transient operation. This can also lead to increase in vehicle emissions if the system is not optimized properly. Ample opportunity for extensive optimization is needed to overcome these obstacles.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2025

High Power Density, Carbon Neutral Electrical Power Generation for Air Vehicles

The synergistic integration of a Solid Oxide Fuel Cell-Combustor (SOFC-C) with a turbogenerator (TG) will provide a very high fuel-to-electricity conversion efficiency while maintaining high power-to-weight ratio during high-altitude flight. The proposed SOFC-C-TG power generation technology exceeds the REEACH technical performance targets (TPT). This unique concept addresses many of the challenges faced in all electric propulsion-based aviation. The system has high part-load efficiency (more than 65% lower heating value (LHV)) during long cruise times, load following capability, high-power capacity at high altitudes adapting to low temperatures and pressures, rapid startup time of less than 30 minutes (proven with current SOFC technology), high power density (more than 3.2 kW/kg), efficient thermal management, and a foundation for a compact, efficient electrical storage and power generation system (ESPG). The SOFC-C concept achieves the technology targets by reducing the complexity of traditional fuel cell-gas turbine hybrid systems (FC-GT). The SOFC-C does not require heat exchangers and dramatically reduces the balance of plant increasing power density and performance in efficiency. The reduction in mass through elimination of heat exchangers, external reformer, and other components dramatically decreases the overall thermal dampening of the system which enables rapid startup and load following capability. Direct control of the cathode inlet temperature of the SOFC-C enables rapid warm-up of the SOFC tubes with the ability to reach operating temperature and full power in less than 30 minutes.

03 NATURAL GAS↗

DOE OSTI2020

Ice Nucleating Particles, Aerosols and Clouds over the Higher Latitude Southern Ocean

Improved understanding of aerosol-cloud-precipitation interactions is a key goal of the DOE-ASR program. Ice Nucleating Particles (INPs) are rare aerosol particles that trigger ice formation in clouds. By doing so they may initiate precipitation in clouds, and this impacts cloud lifetime. Nowhere may the role of INPs be manifested so dramatically as in the Southern Ocean (SO). This vast region was the focus of the DOE-ARM MARCUS (Measurement of Aerosols, Radiation and CloUds over the Southern Oceans) and MICRE (Macquarie Island Cloud and Radiation Experiment) campaigns. In the SO, a deficit of INPs has been a leading hypothesis for why liquid clouds persist, which underlays the bias of global climate models in predicting excess shortwave radiation reaching the ocean surface between 55°S and Antarctica. In this study, we used the 6-month acquisition of INP data on four MARCUS cruises from Hobart, Tasmania, to Antarctica, and the single-location full annual INP cycle observed in MICRE, to gain a holistic, quantitative picture of the INP number concentrations as a function of temperature and their variability over SO latitudes from 43°S to Antarctica. Augmenting initial processing of filter collections of aerosol particles during MARCUS and MICRE, additional freezing studies following thermal treatment (to removes INPs associated with microbes) and peroxide treatment (to remove all organics), as well as ionic chemistry and total organic carbon analysis, were applied to samples to improve time and space resolution, and differentiate marine from terrestrial contributions. We also performed Next Generation Sequencing to determine that bacterial composition can tag periods of enhanced and degraded marine organic INPs and the relative lack of occurrence of land-sourced bio-particles. Through these and other analyses, INP data were categorized into representative source types (e.g., marine versus terrestrially-influenced). The products of our analyses are being used to parameterize ice formation for use in numerical modeling studies to determine if, and when, ocean-derived INPs control the microphysical composition and radiative balance of SO clouds in a manner not presently captured by global models. The specific objectives and approaches proposed were largely accomplished, including: 1) Additional and value-added chemical and biological analyses of archived samples of aerosols were completed to categorize and quantify INP types and concentrations over the SO. 2) Analyses were completed to place INP data in meteorological and aerosol context. 3) Sea spray aerosol INPs were demonstrated to dominate the SO region in all but episodic events. 4) New parameterizations for INP sources relevant to the SO were constructed. 5) Collaborative modeling studies demonstrating the crucial role of INPs in determining cloud radiative and precipitation properties were conducted with MARCUS and MICRE partners. Collaborative publication submissions in this regard ensued within the two year study. This work will advance the science of interactions of aerosols, clouds and precipitation, to improve their representation in regional and global climate models. Results have informed representation of primary ice crystal nucleation, give inference to the role of secondary processes, and improve investigations of aerosol influences on clouds via ice nucleation over SO high latitudes and similar vast ocean regions. Application will improve representation of such interactions for clouds in both regional and global climate models. The data base and analyses methods applied will continue to serve research studies in the future.

58 GEOSCIENCES↗

DOE OSTI2021

Changing chemistry of particulate manganese in the near- and far-field hydrothermal plumes from 15°S East Pacific Rise and its influence on metal scavenging

Dissolved Mn(II) in the hydrothermal plume is known to be microbially oxidized to form Mn(III/IV) oxides, and the Mn oxides scavenge other trace elements in seawater. In the GEOTRACES GP16 cruise, dissolved Mn (dMn) and particulate Mn (pMn) were found to be transported over 4000 km westwards from the Southern Eastern Pacific Rise. Previous studies in this plume showed different removal rates of dMn and pMn as well as pMn size distribution between the near-field (<80 km from the ridge axis) and far-field (>80 km) plumes. In order to understand Mn cycling in these plumes, spatial distribution, oxidation states, and mineral structures of Mn in small size fraction (SSF; 0.8–51 μm) and large size fraction (LSF; >51 μm) particles from the near-field and far-field plumes were examined using micro X-ray fluorescence spectrometry (μ-XRF), X-ray absorption near-edge structure spectroscopy (XANES), chemical species mapping, and extended X-ray absorption fine-structure spectroscopy (EXAFS). In the near-field plume, pMn in the SSF is dominated by oxidized Mn with Mn(III) fractions of ~30%. They are a mixture of δ-MnO 2 and triclinic birnessites that is known to be formed as a result of autocatalytic Mn(II) oxidation at the surface of freshly-formed δ-MnO2, suggesting that both microbial and autocatalytic Mn oxidation occur in the near-field plume. The LSF pMn in the near-field plume is also oxidized and often found in large aggregates several hundreds of μm in size. These aggregates settle out in the near-field and during transport, and are not found in the far-field plume. In the far-field plume where Mn oxides are not newly formed, pMn in the SSF is oxidized, but their Mn(III) fractions are smaller than in the near-field pMn. Unlike the SSF, the far-field plume LSF pMn is dominated by reduced Mn, implying very slow aggregation of pMn in the far-field plume. The different characteristics of pMn between the near-field and far-field plumes affect its scavenging of other trace elements. In the near-field plume, Co, Mo, 231 Pa are associated with pMn, but not in the far-field plume. 231 Pa is adsorbed to pFe rather than pMn in the far-field plume, and Pb is adsorbed to pFe in the entire plume. The result shows that freshly-formed Mn oxides in the near-field plume have higher scavenging capacity than the far-field plume pMn. Our findings suggest that the mineralogical age of Mn oxides may be an important parameter that controls the scavenging of many other trace elements and isotopes.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗