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DOE OSTI2023

Self-Powered Autonomous Sensing System for Arctic Ocean using a Frequency-multiplied Cylindrical Triboelectric Nanogenerator

An autonomous sensing system for collecting environmental observations in the Arctic region is critical for the estimation and prediction of climate change. Ocean waves are a great source of energy for these sensing systems but there has been limited research done on small-scale energy harvesting applications in the Arctic Ocean (subsea or surface). The available wave energy in the Arctic Ocean is lower than the typical ocean wave energy due to the low wave frequency, height, and operating months. Although the available wave energy depends on the specific location in the Arctic Ocean, the wave height decreases everywhere during the winter (Jan-March) [1]. Our target location in this work is the Beaufort and Chukchi Seas, which are ice covered for about 195 days per year leaving only a few months (June-November) for wave energy harvesting [2]. During these few months, the average wave frequency is 0.2 Hz and the most common wave frequency is around 0.15 Hz. Many energy harvesting methods are unsuitable for use in the Arctic Ocean because of to the cold temperature, low wave frequency, and low wave height. Triboelectric nanogenerators (TENG) are one of the few energy harvesting methods that excel in these conditions. Zhong et al. [3] designed a stacked pendulum-structured TENG for low-frequency ocean wave energy and reported the device generated a peak power density of 11.2 W/m3 under the low wave frequency of 0.2 Hz. The autonomous sensing system we developed for the Arctic Ocean, the Arctic-TENG, is based on a frequency-multiplied cylindrical TENG (FMC-TENG) which is an optimized TENG configuration for Arctic Ocean conditions due to the high power density under low-frequency wave conditions [4]. Figure 1 shows an FMC-TENG with multiple pairs of free-standing triboelectric-layer mode materials (Aluminum and FEP). The mass and magnet attached to the rotor store gravitational potential energy which is released as kinetic energy when the potential energy overcomes the repulsive magnetic force generated by the opposing magnet attached to the stator. This force unbalance triggers a sudden rotation and swinging motion of the mass which increases the angular velocity of the system and therefore enhances the output power of the TENG system. The main components of the Arctic-TENG are a 3D-printed rotor and stator, electric and dielectric material adhesive tape, and bearings. All these materials were cold-soaked and tested at -40 °C in a chest freezer. Both the 3D-printed parts and adhesives were confirmed to have a minimal effect from the cold temperature. Multiple bearings were tested and the starting torque of each one was compared both at room temperature and -40 °C. The bearing with the lowest starting torque at -40 °C was selected for use in the Arctic-TENG. The Arctic-TENG was tested using an out-of-water motor-driven wave simulator (Figure 2). The wave simulator allows for controlled testing at a wave height of 0.2 m and frequencies between 0.1 Hz to 0.5 Hz. This wave simulator was used for both room temperature and -40 °C testing. The Arctic-TENG generated significantly more power at -40 °C compared to room temperature for each frequency tested. The system stored energy in a supercapacitor via a power management circuit, and the amount of energy stored per day was calculated at different wave frequencies. Based on the conditions at the proposed deployment location (days of non-ice-covered ocean and wave frequency), the amount of stored energy per year from Arctic-TENG was calculated to be enough energy for two transmissions every day. Durability testing was completed on the Arctic-TENG at room temperature to determine the lifetime. The rotor of the Arctic-TENG was attached to a DC motor and spun continuously for several millions of cycles without degradation of the electrical output, demonstrating the feasibility for long-term operation.

Jung, Hyunjun↗

DOE OSTI2025

Anisotropic surface potentials induced by competitive ion adsorption enable the synthesis of branched cubic Pt mesocrystals

Creation of complex nanostructured materials through oriented attachment (OA) requires the manipulation of interparticle forces, including electrostatic repulsion, which depends strongly on surface potentials and can be modified through the effect of solution environment on interfacial chemistry. Here we show that time-dependent anisotropies in surface potential driven by competitive ion adsorption can alter facet-selectivity during OA. This phenomenon enables the synthesis of branched cubic Pt mesocrystals. Initially, Pt nanoparticles attach preferentially at their {100} facets to form a well-defined cubic core. Over time, changes in ion adsorption shift the attachment preference to the {111} facets, promoting branch formation. In both stages, anisotropic surface potentials generate electrostatic torques that align the particles prior to attachment. These findings demonstrate a generalizable strategy for directing the architecture of nanomaterials through time-resolved control of interfacial chemistry during OA, offering new pathways for the design of complex mesoscale structures.

Bae, Yuna [Pacific Northwest National Laboratory (↗

DOE OSTI2024

Investigation of powertrain system decarbonization using electrically assisted turbocharging and hybridization in off-road vehicles

In recent years, the causes, effects, and existential threat of a global anthropogenic climate shift have drawn significant attention and stimulated mitigation efforts from all genres of scientific, political, and industrial bodies. The greenhouse effect and the detrimental environmental impact of excess greenhouse gas (GHG) emissions, like carbon dioxide, is well studied and targeted as the primary culprit for aversive action. However, some fields exist where reducing GHG emissions is met by considerable challenges. One such field is the production and operations of off-road vehicles. Applications of these vehicles are highly diverse and are often characterized by rugged, especially transient, and power intensive duty cycles that make one-fits-all vehicle configuration solutions impractical. This research surveys existing literature to identify the modern technologies packages and challenges that face development and configuration of powertrain systems which currently navigate the regulated emissions and unique duty cycle requirements of this market space. A novel powertrain concept is proposed and evaluated with respect to the pinnacle objectives of load performance improvement, criteria pollutant reduction, and reducing the life cycle GHG intensity of its operation. A sure-fire path to vehicular GHG reduction is through improving the fuel efficiency of internal combustion engines (ICEs), an entrenched component of the off-road vehicle sector. Unfortunately, this is more easily said than done. An approach that has proven successful in this endeavor is engine downsizing and turbocharging, where a larger engine is replaced with a smaller one with added air system boosting via turbocharger to reduce frictional and pumping losses while also enabling access to additional fuel energy. However, practical realization of these potential benefits is often impeded by the transient response capability of the smaller engine across the operating space. For this reason, downsized ICE powertrains have turned to electrified forced induction systems (EFISs) for a decoupling of exhaust energy and engine speed from boost capability. Platformed on 48V hybrid technology, these systems introduce the need for more sophisticated controls around the engine gas-exchange process for the management of boost performance and exhaust gas emissions. On this account, simulation studies utilizing a GT-POWER model of a turbocharged 4.5 L engine outfit with an EFIS using an electrically driven compressor (eBooster®) are conducted to provide insight into the performance of this air handling architecture on an off-road engine. The results show that improvement in transient torque response time in sync with reduction in engine-out soot and NOx emissions are possible with an engine recalibration that leverages the transient air-fuel ratio authority of the eBooster®. Benefits are further demonstrated when duty cycle simulations of the 48V mild-hybrid engine concept are exercised, showing an acute decrease in cumulative fuel usage and soot production. Powertrain hybridization is another technological pathway achieving pronounced GHG reduction successes in modern on-road vehicle applications through integration of Li-ion battery technology. In the off-road vehicle segment, a review of available literature concludes that hybridized architectures are present but generally lack the depth of technologies that have both high specific energy and power capabilities, and thus are limited in their inclusion of Li-ion batteries for ICE assistance and enhanced energy storage capability. Therefore, building on the mild-hybrid engine results, the downsized and eBoosted engine concept was integrated into a larger high-voltage battery-hybrid series-electric powertrain system. Hybrid powertrain parameter sensitivity studies were carried out in a numerical charge-sustaining framework, providing novel insights into power flows between the battery and the engine and how their respective capabilities and operation contribute to GHG and criteria pollutant emissions of diverse duty cycles. Application of supervisory power management introduced robustness into the power sourcing and battery SOC control process and showed that optimum specification of battery properties can yield synergies between GHG emissions and battery energy capacity. Furthermore, examination of recent literature on Li-ion batteries has shown that pack manufacturing is a highly energy intensive process, thereby producing considerable quantities of GHGs that scale with energy storage capacity. Also scaling with a battery’s energy storage capacity is its investment cost. In consideration of these factors, an inclusive technoeconomic and GHG life cycle analysis is conducted. This analysis systematically compares the carbon footprint and total cost of ownership associated with the proposed hybrid powertrain concept to reference and alternative powertrain configurations, facilitating a thorough evaluation of the decarbonization effectiveness and economic viability.

99 GENERAL AND MISCELLANEOUS↗

DOE OSTI2020

The Large-Scale Vorticity Balance of the Antarctic Continental Margin in a Fine-Resolution Global Simulation

The depth-integrated vorticity budget of a global, eddy-permitting ocean/sea ice simulation over the Antarctic continental margin (ACM) is diagnosed to understand the physical mechanisms implicated in meridional transport. The leading-order balance is between the torques due to lateral friction, nonlinear effects, and bottom vortex stretching, although details vary regionally. Maps of the time-averaged depth-integrated vorticity budget terms and time series of the spatially averaged, depth-integrated vorticity budget terms reveal that the flow in the Amundsen, Bellingshausen, and Weddell Seas and, to a lesser extent, in the western portion of East Antarctica, is closer to an approximate topographic Sverdrup balance (TSB) compared to other segments of the ACM. Correlation and coherence analyses further support these findings, and also show that inclusion of the vorticity tendency term in the response (the planetary vorticity advection and the bottom vortex stretching term) increases the correlation with the forcing (the vertical net stress curl), and also increases the coherence between forcing and response at high frequencies across the ACM, except for the West Antarctic Peninsula. Finally, these findings suggest that the surface stress curl, imparted by the wind and the sea ice, has the potential to contribute to the meridional, approximately cross-slope, transport to a greater extent in the Amundsen, Bellingshausen, Weddell, and part of the East Antarctic continental margin than elsewhere in the ACM.

58 GEOSCIENCES↗

DOE OSTI2022

Momentum conservation in current drive and alpha-channeling-mediated rotation drive

Alpha channeling uses waves to extract hot ash from a fusion plasma, transferring energy from the ash to the wave. It has been proposed that this process could create a radial electric field, efficiently driving E × B rotation. However, existing theories ignore the nonresonant particles, which play a critical role in enforcing momentum conservation in quasilinear theory. Because cross field charge transport and momentum conservation are fundamentally linked, this non-consistency throws the rotation drive into question. This paper has two main goals. First, we provide a pedantic and cohesive introduction to the recently developed simple, general, self-consistent quasilinear theory for electrostatic waves that explains the torques which allow for current drive parallel to the magnetic field, and charge extraction across it; a theory that has largely resolved the question of rotation drive by alpha channeling. We show how the theory reveals a fundamental difference between the reaction of nonresonant particles to plane waves that grow in time vs steady-state waves that have a nonuniform spatial structure, allowing rotation drive in the latter case while precluding it in the former, and we review the local and global conservation laws that lead to this result. Second, we provide two new results in support of the theory. First, we provide a novel two-particle Hamiltonian model that rigorously establishes the relationship between charge transport and momentum conservation. Second, we compare the new quasilinear theory to the oscillation-center theories of ponderomotive forces, showing how the latter often obscure the time-dependent nonresonant recoil, but ultimately lead to similar results.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2022

A cryogenic torsion balance using a liquid-cryogen free, ultra-low vibration cryostat

We describe a liquid-cryogen free cryostat with ultra-low vibration levels, which allows for continuous operation of a torsion balance at cryogenic temperatures. The apparatus uses a commercially available two-stage pulse-tube cooler and passive vibration isolation. Here, the torsion balance exhibits torque noise levels lower than room temperature thermal noise by a factor of about four in the frequency range of 3–10 mHz, limited by residual seismic motion and by radiative heating of the pendulum body. In addition to lowering thermal noise below room-temperature limits, the low-temperature environment enables novel torsion balance experiments. Currently, the maximum duration of a continuous measurement run is limited by accumulation of cryogenic surface contamination on the optical elements inside the cryostat.

47 OTHER INSTRUMENTATION↗

DOE OSTI2023

Theoretical investigation of the triggering of neoclassical tearing modes by transient resonant magnetic perturbations in NSTX

The extended perturbed equilibrium code asymptotic matching code is used to simulate the triggering of n = 1 neoclassical tearing modes (NTMs) by a pulsed, rotating, n = 1, resonant magnetic perturbation (RMP) in two example NSTX discharges. Although the two discharges are significantly different from one another, the results of the two sets of simulations are quite similar. The critical n = 1 RMP pulse amplitude required to trigger an n = 1 NTM is minimized when the RMP pulse rotation frequency matches the linear natural frequency of an n = 1 tearing mode, resonant within the plasma, that is metastable to an NTM. However, if there is a frequency mismatch, then the seed magnetic island chain driven at the relevant resonant surface is forced to rotate with respect to the RMP, because the RMP pulse amplitude is nowhere near sufficient to lock the island chain to the RMP. This rotation causes the critical RMP pulse amplitude required to trigger an NTM to oscillate as the RMP pulse duration is varied. Furthermore, the critical amplitude is minimized when the RMP pulse duration is such that seed island chain executes a half-integer number of rotations with respect to the pulse. All of the minima have the same value.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2024

Performance Testing of an Integrated Magnetic Power Take-Off

A wave energy converter (WEC) and the power take-off (PTO) generator system can be represented by using a mass-spring-dampener model. By incorporating a negative stiffness spring within the PTO, the overall stiffness of the PTO can be lowered allowing the impedance of the PTO to be more closely matched with the WEC. By designing for impedance matching the WEC can greatly enhance its power generation capability. This project has involved the design, fabrication and testing of a new type of linear-stroke length and rotary stroke length adjustable negative stiffness magnetic springs for use within a wave energy converter (WEC). The magnetic springs were studied by using 3-D finite element analysis with the objective of creating high energy density and a long linear stroke length. After the construction and testing of both a proof-of-principle adjustable linear and rotary magnetic spring prototype the rotary (torsional) magnetic spring was selected for scaling up analysis. The selected scaled-up proof-of-principle magnetic spring had a peak torque of 850 Nm with a ±45 degree stroke length. By translating the inner rotor relative to the outer rotor, the stiffness could be adjusted to be either negative or positive stiffness. During this project a magnetic lead screw was also studied, and it was shown that by combining the magnetic lead screw with a linearly translating magnetic spring a very long rotary stroke length could be attained. However, as the magnetic lead screw increased complexity and reduced overall energy density relative to a rotary (torsional) spring, this design approach was not further pursed. Dynamometer testing of the variable stiffness magnetic springs was first completed by Portland State University and following this the magnetic spring performance was independently verified by Sandia National Laboratory (Sandia). A WEC analysis when using a variable stiffness magnetic spring was completed by using the WecOptTool. WecOptTool is an open-source WEC optimization software developed by Sandia that supports efficient power take-off (PTO) and control optimization. Wave condition data from the Oregon PacWave test-site was used in this study. The analysis showed that a WEC with a tunable stiffness value could consistently achieve about 80% of its maximum theoretical power production. The use of a tunable stiffness WEC, rather than zero-stiffness or a constant stiffness WEC was also shown to lead to a smaller maximum PTO force requirement. The variable stiffness magnetic spring was integrated into an experimental WEC developed by Sandia, called a Wave-Bot. Sandia successfully completed water-tank testing of the Wave-Bot at the Navy’s Carderock, Maryland, wave-basin test site. The wave-basin testing helped to experimentally demonstrate the operating capabilities and increased power generation capability of a WEC containing an integrated variable stiffness magnetic spring. A WEC capacity factor analysis was also completed. The capacity factor was defined as the ratio of annual average WEC generator power to the maximum (RMS) generated power. This capacity factor provided a means of identifying the ratio of potential revenue to cost. It was calculated that if a tunable variable stiffness magnetic spring has RMS constraints it could operate with a capacity factor above 30%. This is comparable to a wind turbine’s capacity factor.

16 TIDAL AND WAVE POWER↗

DOE OSTI2021

Ion beam etching dependence of spin-orbit torque memory devices with switching current densities reduced by Hf interlayers

We report on the fabrication of nanoscale, three-terminal in-plane spin–orbit torque switching devices with low switching current densities. Critical parameters in the fabrication process, including the ion beam etching angle and time, were optimized to avoid fabrication defects and improve device yield. Measurements of the magnetic field and current-induced switching behavior of the tunnel junctions demonstrate a sensitivity to the nanopillar aspect ratio, which dictates the nanopillars’ anisotropy and thermal stability. Additionally, we show that the current density required for switching can be reduced and the device thermal stability increased by inserting Hf interlayers into the heterostructure. Micromagnetic simulations are generally consistent with the experimentally observed switching behavior, suggesting an increase in the interfacial perpendicular anisotropy at the CoFeB/MgO interface and the reduction in the Dzyaloshinskii–Moriya interaction at the W/CoFeB interface by the Hf interlayers.

36 MATERIALS SCIENCE↗

DOE OSTI2024

Overview of ASDEX upgrade results in view of ITER and DEMO

Experiments on ASDEX Upgrade (AUG) in 2021 and 2022 have addressed a number of critical issues for ITER and EU DEMO. A major objective of the AUG programme is to shed light on the underlying physics of confinement, stability, and plasma exhaust in order to allow reliable extrapolation of results obtained on present day machines to these reactor-grade devices. Concerning pedestal physics, the mitigation of edge localised modes (ELMs) using resonant magnetic perturbations (RMPs) was found to be consistent with a reduction of the linear peeling-ballooning stability threshold due to the helical deformation of the plasma. Conversely, ELM suppression by RMPs is ascribed to an increased pedestal transport that keeps the plasma away from this boundary. Candidates for this increased transport are locally enhanced turbulence and a locked magnetic island in the pedestal. The enhanced D-alpha (EDA) and quasi-continuous exhaust (QCE) regimes have been established as promising ELM-free scenarios. Here, the pressure gradient at the foot of the H-mode pedestal is reduced by a quasi-coherent mode, consistent with violation of the high-n ballooning mode stability limit there. This is suggestive that the EDA and QCE regimes have a common underlying physics origin. In the area of transport physics, full radius models for both L- and H-modes have been developed. These models predict energy confinement in AUG better than the commonly used global scaling laws, representing a large step towards the goal of predictive capability. A new momentum transport analysis framework has been developed that provides access to the intrinsic torque in the plasma core. In the field of exhaust, the X-Point Radiator (XPR), a cold and dense plasma region on closed flux surfaces close to the X-point, was described by an analytical model that provides an understanding of its formation as well as its stability, i.e., the conditions under which it transitions into a deleterious MARFE with the potential to result in a disruptive termination. With the XPR close to the divertor target, a new detached divertor concept, the compact radiative divertor, was developed. Here, the exhaust power is radiated before reaching the target, allowing close proximity of the X-point to the target. No limitations by the shallow field line angle due to the large flux expansion were observed, and sufficient compression of neutral density was demonstrated. With respect to the pumping of non-recycling impurities, the divertor enrichment was found to mainly depend on the ionisation energy of the impurity under consideration. In the area of MHD physics, analysis of the hot plasma core motion in sawtooth crashes showed good agreement with nonlinear 2-fluid simulations. This indicates that the fast reconnection observed in these events is adequately described including the pressure gradient and the electron inertia in the parallel Ohm’s law. Concerning disruption physics, a shattered pellet injection system was installed in collaboration with the ITER International Organisation. Thanks to the ability to vary the shard size distribution independently of the injection velocity, as well as its impurity admixture, it was possible to tailor the current quench rate, which is an important requirement for future large devices such as ITER. Progress was also made modelling the force reduction of VDEs induced by massive gas injection on AUG. The H-mode density limit was characterised in terms of safe operational space with a newly developed active feedback control method that allowed the stability boundary to be probed several times within a single discharge without inducing a disruptive termination. Regarding integrated operation scenarios, the role of density peaking in the confinement of the ITER baseline scenario (high plasma current) was clarified. The usual energy confinement scaling ITER98(p,y) does not capture this effect, but the more recent H20 scaling does, highlighting again the importance of developing adequate physics based models. Advanced tokamak scenarios, aiming at large non-inductive current fraction due to non-standard profiles of the safety factor in combination with high normalised plasma pressure were studied with a focus on their access conditions. A method to guide the approach of the targeted safety factor profiles was developed, and the conditions for achieving good confinement were clarified. Based on this, two types of advanced scenarios (‘hybrid’ and ‘elevated’

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗