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

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At least 145 records · Page 8
All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

A simultaneous depolymerization and hydrodeoxygenation process to produce lignin-based jet fuel in continuous flow reactor

Economical production of lignin-based jet fuel (LJF) can improve the sustainability of sustainable aviation fuels (SAFs) as well as can reduce the overall greenhouse gas emissions. However, the challenge lies in converting technical lignin polymer from biorefinery directly to jet fuel in a continuous operation. In this work, we demonstrate a simultaneous depolymerization and hydrodeoxygenation (SDHDO) process to produce lignin-based jet fuel from the alkali corn stover lignin (ACSL) using engineered Ru-HY-60-MI catalyst in a continuous flow reactor at first time. The maximum carbon yield of LJF of 17.9wt% was obtained, and it comprised of 60.2wt% monocycloalkanes, and 21.6wt% polycycloalkanes. Catalyst characterization of Ru-HY-60-MI suggested there was no significant change in HY zeolite structure and its crystallinity after catalyst engineering. Catalyst characterizations performed post the SDHDO experiments indicate presence of carbon and K content in the catalyst. K content presence in the spent catalyst was due to K + ion was exchanged between lignin solution and HY-60 while carbon presence validated the SDHDO chemistry on the catalyst surface. Tier a fuel property testing indicates that LJF production using SDHDO chemistry can offer SAF with high compatibility, good sealing properties, low emissions, and high energy density for aircraft.

09 BIOMASS FUELS↗
DOE OSTI2025

Observationally constrained analysis on the distribution of fine- and coarse-mode nitrate in global models

Nitrate plays an important role in the Earth system and air quality. A key challenge in simulating the life cycle of nitrate aerosol in global models is to accurately represent mass size distribution of nitrate aerosol. In this study, we evaluate the performance of the Energy Exascale Earth System Model version 2 (E3SMv2) and the Community Earth System Model version 2 (CESM2), along with Aerosol Comparisons between Observations and Models (AeroCom) phase III models, in simulating spatial distribution of fine-mode nitrate, the mass size distribution of fine- and coarse-mode nitrate, and the gas–aerosol partitioning between nitric acid gas and nitrate, using long-term ground-based observations and measurements from multiple aircraft campaigns. We find that most models underestimate the annual mean PM 2.5 (particulate matter with diameter less than 2.5 µm) nitrate surface concentration averaged over all sites. The observed nitrate PM 2.5 / PM 10 and PM 1 / PM 4 ratios are influenced by the relative contribution of fine sulfate or organic particles and coarse dust or sea salt particles. Overall, the ground-based observations give an annual mean surface nitrate PM 2.5 / PM 10 ratio of 0.7. Most models underestimate the annual mean PM 2.5 / PM 10 ratio in all regions. There are large spreads in the modeled nitrate PM 1 / PM 4 ratios, which span the full range from 0 to 1. Most models underestimate the surface molar ratio of nitrate to total inorganic nitrate averaged across all sites. Our study indicates the importance of gas–aerosol partition parameterization and the simulation of dust and sea salt in correctly simulating the mass size distribution of nitrate.

Nitrate↗
DOE OSTI2023

Spread Spectrum Time Domain Reflectometry (SSTDR) and Frequency Domain Reflectometry (FDR) for Detection of Cable Anomalies Using Machine Learning

Cables are initially qualified for nuclear power plant use for 40 years. As plants extend their operating license to 60 and 80 years, continued use of these cables must shift to a performance-based approach since it is cost prohibitive to completely replace cables that are likely still capable of performing their design function. A variety of cable tests are available and are commonly applied during outages when the cables can be taken out of service. Frequency domain reflectometry (FDR) is one of these test methods that is being more broadly accepted and used because it not only detects anomalies along the cable with a low-voltage signal that does not stress the cable insulation, but the technique also locates the anomalies. This supports follow-up local inspection and local repair or partial replacement of a damaged cable segment. Currently, FDR testing is only applied to cables that are taken out of service since the test instrument would be damaged by operational voltages. A related technology that has found some acceptance in the aircraft and rail industry is spread spectrum time domain reflectometry (SSTDR). This technology has been implemented with a custom commercial instrument by LiveWire Innovation Inc. that is designed to operate on live cables up to 1000 volts. One of the main conclusions of a previous effort was that cable reflectometry plots can be difficult for humans to analyze due to baseline noise, low or noisy anomaly response peaks, or large responses from cable ends. Detection of cable anomalies for many of these frequencies and test conditions was challenging for manual analysis. This presented an ideal opportunity for ML analysis to distinguish undamaged cable indications from anomalous cable indications. This research discusses application of machine learning (ML) to reflectometry cable test methods. The goal was to assess feasibility to distinguish undamaged cable reflectometry responses from damaged or anomalous cable reflectometry responses. The assessment considered the 3 instruments, multiple frequency bandwidths from each instrument, multiple cable anomalies and test conditions, and both supervised and unsupervised ML approaches. Although approaches and analysis methods were not identical or directly comparable, both outputs were encouraging. The unsupervised prediction weighted accuracy was assessed by instrument and by frequency. It performed better at high frequencies with the highest prediction accuracy of 0.84 for the higher frequency FDR, 0.79 for the 48-MHz LiveWire SSTDR, and 0.77 for 300-MHz PNNL SSTDR. The initial weighted accuracy average across all frequencies for using supervised ML was 0.56 to 0.68. The supervised analysis was repeated with noisier training data removed resulting in weighted accuracies of 0.69 to 0.87. These weighted accuracies are not directly comparable due to differences in the supervised and unsupervised analysis details but do indicate an encouraging trend. Even with limited and unbalanced data, strong prediction accuracies seem encouraging for further work including more data under a wider range of conditions.

42 ENGINEERING↗
DOE OSTI2022

Evaluation of a quasi-steady-state approximation of the cloud droplet growth equation (QDGE) scheme for aerosol activation in global models using multiple aircraft data over both continental and marine environments

This research introduces a numerically efficient aerosol activation scheme and evaluates it by using stratus and stratocumulus cloud data sampled during multiple aircraft campaigns in Canada, Chile, Brazil, and China. The scheme employs a quasi-steady-state approximation of the cloud droplet growth equation (QDGE) to efficiently simulate aerosol activation, the vertical profile of supersaturation, and the activated cloud droplet number concentration (CDNC) near the cloud base. The calculated maximum supersaturation values using the QDGE scheme were compared with multiple parcel model simulations under various aerosol and environmental conditions. The differences are all below 0.18 %, indicating good performance and accuracy of the QDGE scheme. We evaluated the QDGE scheme by specifying observed environmental thermodynamic variables and aerosol information from 31 cloud cases as input and comparing the simulated CDNC with cloud observations. The average of mean relative error ($\overline{MRE}$) of the simulated CDNC for cloud cases in each campaign ranges from 17.30 % in Brazil to 25.90 % in China, indicating that the QDGE scheme successfully reproduces observed variations in CDNC over a wide range of different meteorological conditions and aerosol regimes. Additionally, we carried out an error analysis by calculating the maximum information coefficient (MIC) between the MRE and input variables for the individual campaigns and all cloud cases. MIC values were then sorted by aerosol properties, pollution level, environmental humidity, and dynamic condition according to their relative importance to MRE. Based on the error analysis, we found that the magnitude of MRE is more relevant to the specification of input aerosol pollution level in marine regions and aerosol hygroscopicity in continental regions than to other variables in the simulation.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2025

Fast Response Temperature by airborne measurements over BNF

The original data were collected during the AAF Engineering Flights (AEF2025) in the vicinity of the ARM Bankhead National Forest (BNF) Atmospheric Observatory (https://www.arm.gov/capabilities/observatories/bnf ) in northwestern Alabama in March 2025. The ARM Aerial Facility ArcticShark uncrewed aerial system (UAS, https://www.arm.gov/capabilities/observatories/aaf/uas) was based at the public-use airport of Posey Field, Alabama (FAA LID: 1M4, 34.28027778° N, 87.60055556° W, 283m MSL) from March 9 through March 24, 2025. The ArcticShark UAS performed nine flights, including eight research flights over the AMF3 (BNF Main Site) and Supplemental Facilities to measure atmospheric state, turbulence, surface IR temperature and imagery, and aerosol number concentration and size distribution. The current data set presents fast response temperature in the atmospheric boundary layer and lower free troposphere measured on the airborne platform throughout the field campaign. The primary instruments used to create the current data set were the fine wire thermocouple probe, the Aircraft Integrated Meteorological Measurement System (AIMMS-30), the Pitot-static system (part of UAS flight control), and the infrared gas analyzer sensor for H2O and CO2 (LI-840). All parameters used in temperature calculations (static pressure, True Air Speed, and absolute humidity in form of dew point temperature) were included in the data set. For user convenience, one additional parameter was also included: the type of flight flag (level, up, down, turn, and combination of thereof).

Air temperature, fast response↗
DOE OSTI2025

CHELAX-BNF: Turbulent Parameters by airborne measurements

The original data were collected on board the ARM Aerial Facility ArcticShark uncrewed aerial system (UAS; https://www.arm.gov/capabilities/observatories/aaf/uas ) during the “Characterizing HEterogeneous Land-Atmosphere eXchanges at BNF” field campaign (CHEAX-BNF; https://arm.gov/research/campaigns/aaf2025CHELAX-BNF ). The ARM Aerial Facility ArcticShark UAS was based at the public-use airport of Posey Field, AL (FAA LID: 1M4, 34.28027778° N, 87.60055556° W, 283m MSL) from May 28 through June 23, 2025. The ArcticShark UAS performed 5 flights, including 4 research flights over the BNF Main Site (ARM Mobile Facility 3, https://arm.gov/capabilities/observatories/amf ) and Supplemental Facilities to measure atmospheric state, turbulence, surface IR temperature and imagery, aerosol number concentration, and aerosol size distribution. The current data set presents a collection of turbulent parameters in the atmospheric boundary layer or lower free troposphere based on airborne measurement throughout the field campaign. The primary instruments used to create the current data set were the Aircraft Integrated Meteorological Measurement System (AIMMS-30) and the fine-wire thermocouple probe.

Aircraft Integrated Meteorological Measurement Sys↗
DOE OSTI2025

Understanding Aitken Mode Aerosol Variability over the Southern Ocean and Antarctica: Insights from Cloud Condensation Nuclei Data

Aitken mode aerosol particles play an important role influencing cloud properties and sustenance, acting as a reservoir of potential cloud condensation nuclei against precipitation scavenging. However, there is limited data on Aitken mode aerosols. In this study, we develop a method to estimate Aitken mode aerosol concentrations and size distribution using cloud condensation nuclei measurements (CCN) and κ-Köhler theory. The performance of this method is evaluated using scanning mobility particle sizer (SMPS) data from recent field campaigns to demonstrate its skills and applicability. The method reasonably estimates Aitken- and accumulation-mode aerosol concentrations, achieving correlations of 0.7–0.9 with only modest biases (mean fractional bias within ±23% for Aitken mode and ±34% for accumulation-mode). This method is further applied to measurements collected over the Southern Ocean and Antarctica in recent years from multiple platforms, including ground sites, aircraft, and ships, to derive Aitken and accumulation-mode aerosol concentrations. Using the derived data, we examine the seasonal cycle, latitudinal variations, and vertical distribution of aerosols. Aitken mode aerosol concentrations are elevated over the Southern Ocean and Antarctica during the austral summer similar to the accumulation mode. In the austral summer, the free troposphere has more Aitken mode aerosols and fewer accumulation mode aerosols than the boundary layer, and thus likely serves as an important source of cloud-forming aerosol while also diluting the accumulation mode.

Kang, Litai [University of Washington] (ORCID:0000↗
DOE OSTI2025

CHELAX-BNF: Fast Response Temperature by airborne measurements

The original data were collected on board the ARM Aerial Facility ArcticShark uncrewed aerial system (UAS; https://www.arm.gov/capabilities/observatories/aaf/uas ) during the “Characterizing HEterogeneous Land-Atmosphere eXchanges at BNF” field campaign (CHEAX-BNF; https://arm.gov/research/campaigns/aaf2025CHELAX-BNF ). The ARM Aerial Facility ArcticShark UAS was based at the public-use airport of Posey Field, AL (FAA LID: 1M4, 34.28027778° N, 87.60055556° W, 283m MSL) from May 28 to June 23, 2025. The ArcticShark UAS performed 5 flights, including 4 research flights over the BNF Main Site (ARM Mobile Facility 3, https://arm.gov/capabilities/observatories/amf ) and Supplemental Facilities to measure atmospheric state, turbulence, surface IR temperature and imagery, aerosol number concentration, and aerosol size distribution. The current data set presents fast response temperature in the atmospheric boundary layer and lower free troposphere measured on the airborne platform throughout the field campaign. The primary instruments used to create the current data set were the fine wire thermocouple probe, the Aircraft Integrated Meteorological Measurement System (AIMMS-30), the Pitot-static system (part of UAS flight control), and the infrared gas analyzer sensor for H2O and CO2 (LI-840). All parameters used in temperature calculations (static pressure, True Air Speed, and absolute humidity in the form of dew point temperature) were included in the data set. For user convenience, one additional parameter was also included: the type of flight flag (level, up, down, turn, and combination of thereof).

Air temperature, fast response↗
DOE OSTI2024

CRADA Number NFE-21-08827 with DayLyte, Inc. (CRADA Final Report)

DayLyte Batteries is developing an aqueous Sodium-Air battery made with abundant materials while being half to a third the weight of Li-ion to power electric aircraft, electric vehicles and provide renewable energy on demand. To make this battery practical, DayLyte is developing a thin film ceramic Nasicon solid electrolyte amenable to rapid scaleup as well as a protective coating that will protect the solid electrolyte from 50wt% NaOH during the battery’s end-of-discharge while still allowing Na-ions to pass back and forth. If the thin film solid electrolyte and stable coating can be developed it will open the world to step change in battery performance all while not sacrificing the environment on the way. The project was designed to first focus on making and characterizing the Nasicon membrane followed by measuring its electrochemical performance, then assembling a full cell, optimizing its NaOH stability and then optimize the overall prototype design. Over the past two years, we have significantly improved the Nasicon film uniformity, demonstrated protective ligands that are stable in 50wt% NaOH by measuring no mass change with a quartz crystal microbalance, tested different heating methods like tube furnace and rapid heating and developed glassy carbon coatings on the current collector to prevent Nasicon-current collector alloying. We have found that getting film uniformity as measured by electrochemical impedance spectroscopy (EIS) is difficult because of different factors like surface roughness, deposition uniformity and heat treatment time and uniformity. The glassy carbon coating should significantly reduce the surface roughness and by tuning the coating conditions the film deposition uniformity improves and using an automated heating method should lead to much improved film uniformity.

25 ENERGY STORAGE↗
DOE OSTI2021

Neutronic Performance of a Compact 10 MWe Nuclear Reactor with Low Enrichment (ThxU1−x)N Fuel

Abstract Recent interest in compact nuclear reactors for applications in space or in remote locations drives innovation in nuclear fuel design, especially non-oxide ceramic nuclear fuels. This work details neutronic modeling designed to support the development of a new nuclear fuel concept based on a mixture of thorium and uranium nitride. A Monte Carlo N-Particle Version 6.2 (MCNP-6) model of a compact 10 MWe reactor design which incorporates (Th x U 1− x )N fuel is presented. In this context, a “compact” reactor is a completely assembled reactor which may be emptied of coolant and transported by specialized commercial vehicle, deployed by a C130J aircraft, or launched into space. Core geometry, reflector barrels, and the heat exchange zones are designed to support reduction of overall reactor volume of core components while maintaining criticality with a fixed total fuel mass of 4500 kg. Dense mixed nitrides of thorium nitride (ThN) additions in uranium nitride (UN) in 5 wt.% increments between $$0.05 \le x \le 0.5$$ 0.05 ≤ x ≤ 0.5 have been considered for calculation of $$k_{\infty }$$ k ∞ and $$k_{{{\text{effective}}}}$$ k effective . ThN additions in UN results in a slight increase in the magnitude of the temperature coefficient of reactivity, which is negative by design. The isotopic distribution of the principal actinide inventory as a function of burnup, time, and initial fuel composition is presented and discussed within the context of the proliferation risk of this core design.

Parker, S. S. (ORCID:000000018597440X)↗
DOE OSTI2020

Performance Limits for Maritime Wide-Area Search (MWAS) Radar

One of the earliest applications for radar was to search for and find maritime vessels on the open sea. Proper design and operation of an airborne Maritime Wide Area Search (MWAS) radar requires an understanding of system performance characteristics and limitations, and furthermore understanding the trades amongst a large number of interdependent system parameters. This report identifies and explores those characteristics and limits, and how they depend on hardware system parameters and environmental conditions. Ultimately, this leads to a characterization of parameters that offer optimum performance for the overall MWAS radar system. While the information herein is not new to the literature, its collection into a single report hopes to offer some value in reducing the 'seek time'. Acknowledgements This report was funded by General Atomics Aeronautical Systems, Inc. (GA-ASI) Mission Systems under Cooperative Research and Development Agreement (CRADA) SC08/01749 between Sandia National Laboratories and GA-ASI. General Atomics Aeronautical Systems, Inc. (GA-ASI), an affiliate of privately-held General Atomics, is a leading manufacturer of Remotely Piloted Aircraft (RPA) systems, radars, and electro-optic and related mission systems, including the Predator/Gray Eagle-series and Lynx Multi-mode Radar. -

42 ENGINEERING↗
DOE OSTI2020

Magnetic Navigation for GPS-Denied Airborne Applications

Most current flight systems are dependent on GPS for navigation. Recently, however, navigation in GPS-denied environments has become an area of intensive research. Additional navigation sensor data can be obtained from visual observations (stars or terrain), inertial measurement units, radar, measurements of the local magnetic field, or perhaps even gravity. Absolute and relative positioning via magnetic field measurements have been shown to be viable in many applications including ground navigation, low altitude aircraft flight, and spaceflight. There is greater variability in the magnetic field over shorter distances when flying at low altitude and in ground applications, leading to more accurate positioning. However, ground-based magnetic navigation is often heavily influenced by man-made structures, especially in urban environments. This is not the case for airborne magnetic navigation since the influence of buildings, roads, etc. is negligible for typical aircraft altitudes. For absolute magnetic navigation, the positioning accuracy decreases as altitude increases for a given vehicle velocity, but the observed time variability in the field can be reclaimed by traveling faster through the field. Thus, navigation accuracy becomes a balance of speed and altitude since the higher altitude can be counterbalanced by higher velocity. To understand these effects quantitatively, we explored various techniques to aid a simulated inertial measurement unit with magnetic information. Using a technique known as two-dimensional magnetic map matching, we simulated the performance of airborne magnetic navigation at fixed speed while varying the altitude, flight direction, magnetometer data collection time, reference magnetic map bias error, and type of trajectory (over land or over ocean).

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗
DOE OSTI2024

A non-melting additive approach to structural repair of aluminum aircraft fastener holes

The damage to fastener holes in aerospace aluminum structures presents significant challenges for aircraft durability, and conventional bushing methods for repairing oversized holes often fall short due to the lack of metallurgical bonding and limited edge distance availability. This study investigates additive friction stir deposition, a non-melting additive process, as a viable alternative for the structural repair of aerospace fastener holes. The repair process, demonstrated on AA7050 (Al-Zn-Mg-Cu-Zr) hole structures, involves filling oversized holes with new material and machining to restore the original hole size. The repaired hole coupons are defect-free and exhibit good fatigue performance under fully reversed tension-compression loading (R = -1). At a nominal stress amplitude of 123.5 MPa, the average number of cycles to failure is 12,666 for unrepaired baseline coupons and 17,372 for effectively repaired coupons. Restoring complex geometries without compromising fatigue performance has been difficult in aerospace applications; this study marks the first demonstration of additive repair that consistently outperforms the unrepaired baseline coupons. Notably, the result is achieved through a low-energy, cost-effective solution without the need for post-repair heat treatment. Except for a few outliers, the post-repair fatigue performance generally remains inferior to that of undamaged, pristine coupons, likely due to precipitate evolution in AA7050 caused by the thermomechanical processing nature of additive friction stir deposition. This evolution weakens the repair region and the adjacent base material, leading to faster crack initiation and growth compared to the properly aged base material, AA7050-T7451.

36 MATERIALS SCIENCE↗
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 OSTI2022

WBG-Enabled Current-Source Inverters for Integrated PM Motor Drives

This project takes advantage of the special capabilities of wide-bandgap (WBG) power semiconductor devices to develop innovative power electronics in the form of new current-source inverters (CSIs) that offer promising advantages over the dominant voltage-source inverter (VSI) topology. These CSIs, in turn, are extremely well-suited for integration into the housings of permanent magnet synchronous machines (PMSMs) to form integrated motor drives (IMDs). These new IMDs offer great promise for achieving major energy savings in a wide variety of applications that benefit from adjustable-speed control, including air conditioners, laundry appliances, industrial pumps/compressors, electric vehicles, and aerospace drives. WBG devices play a critical enabling role in these new IMDs because of their transformative features including much higher switching frequencies, lower losses, and compatibility with high operating temperatures. When incorporated into new CSI-based IMDs with PM machines, these WBG switches open the door to achieving major increases in power density, drive system efficiency, and fault tolerance, as well as substantial reductions in electromagnetic interference (EMI), manufacturing cost, and temperature-induced failures. The higher operating temperature capability of WBG devices compared to conventional silicon power devices is very appealing in IMD applications because the power electronics is mounted in close proximity to the motors which typically operate at temperatures well above the maximum limits of today’s silicon-based power electronics. This project has succeeded in designing, building, and testing multiple prototype versions of this CSI-IMD that have overcome many technical challenges in order to demonstrate the impressive performance improvements that can be achieved by the WBG-enabled CSI-IMD. The preliminary demo and bench-top versions of the current-source inverter developed during the first two years of the project were critical to laying the technical foundations for the 3 kW prototype CSI-IMD unit that was successfully built and tested during the third year. This prototype CSI-IMD unit was designed to fit within the housing envelope of the original permanent magnet (PM) synchronous machine in order to meet the demanding power density requirements that were set at the beginning of the project. All of the remaining performance objectives set for the prototype CSI-IMD unit including efficiency and electromagnetic interference (EMI) were also met. The last 18 months of the project were devoted to developing further enhancements of the WBG-enabled CSI-IMD technology that better prepare it for commercial production. More specifically, an upgraded version of the prototype CSI-IMD unit was developed that moved the power electronics into the same machine housing chamber as the motor, substantially raising the thermal demands on the power electronics. Tests with five different combinations of motor enclosure types and air cooling configurations were evaluated. Importantly, this work confirmed that the power electronics can deliver its full rated power and still operate well within its maximum temperature limits even for worst-case conditions when the housing is “totally-enclosed” without any openings for air to enter or exit the enclosure, and no blower/fan is provided to blow air over the outside surface of the enclosure. Reaching the full performance and energy-savings potential of this disruptive CSI-IMD motor drive technology is highly consistent with ARPA-E’s stated mission to “enhance the economic and energy security of the United States” while also supporting its commitment to “ensure that the U.S. maintains a technological lead in developing and deploying advanced energy technologies”. Follow-on projects are under way to explore the scalability of WBG-enabled CSI-IMD technology to 100 kW (peak) electric vehicle traction drives and fault-tolerant modular motor drives for future electrified aircraft propulsion applications.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

CARPE DIEM: Coupled Algorithms for Robust Partitioning of Equations for the Dynamic Interactions of Evolving Materials

From aircraft design to non-proliferation, technical and policy decisions are becoming increasingly reliant on simulation of complex, real-world, multi-physics systems involving multiple interacting domains. As the power of computers has grown, deficiencies associated with traditional low-order-accurate mechanisms for inter-domain coupling have become increasingly apparent. The CARPE DIEM project addressed such deficiencies in the context of fluid-structure interaction (FSI) by developing new algorithms and simulation techniques that are based on a novel and rigorous mathematical approach and that are designed for efficiency on modern high-performance computing platforms.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Arctic tropospheric ozone: assessment of current knowledge and model performance

As the third most important greenhouse gas (GHG) after carbon dioxide (CO 2 ) and methane (CH 4 ), tropospheric ozone (O 3 ) is also an air pollutant causing damage to human health and ecosystems. This study brings together recent research on observations and modeling of tropospheric O 3 in the Arctic, a rapidly warming and sensitive environment. At different locations in the Arctic, the observed surface O 3 seasonal cycles are quite different. Coastal Arctic locations, for example, have a minimum in the springtime due to O 3 depletion events resulting from surface bromine chemistry. In contrast, other Arctic locations have a maximum in the spring. The 12 state-of-the-art models used in this study lack the surface halogen chemistry needed to simulate coastal Arctic surface O 3 depletion in the springtime; however, the multi-model median (MMM) has accurate seasonal cycles at non-coastal Arctic locations. There is a large amount of variability among models, which has been previously reported, and we show that there continues to be no convergence among models or improved accuracy in simulating tropospheric O 3 and its precursor species. The MMM underestimates Arctic surface O 3 by 5% to 15% depending on the location. The vertical distribution of tropospheric O 3 is studied from recent ozonesonde measurements and the models. The models are highly variable, simulating free-tropospheric O 3 within a range of ±50% depending on the model and the altitude. The MMM performs best, within ±8% for most locations and seasons. However, nearly all models overestimate O 3 near the tropopause (~300 hPa or ~8 km), likely due to ongoing issues with underestimating the altitude of the tropopause and excessive downward transport of stratospheric O 3 at high latitudes. For example, the MMM is biased high by about 20% at Eureka. Observed and simulated O 3 precursors (CO, NO x , and reservoir PAN) are evaluated throughout the troposphere. Models underestimate wintertime CO everywhere, likely due to a combination of underestimating CO emissions and possibly overestimating OH. Throughout the vertical profile (compared to aircraft measurements), the MMM underestimates both CO and NO x but overestimates PAN. Perhaps as a result of competing deficiencies, the MMM O 3 matches the observed O 3 reasonably well. Our findings suggest that despite model updates over the last decade, model results are as highly variable as ever and have not increased in accuracy for representing Arctic tropospheric O 3 .

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2022

Pathways to a Sustainable Aviation Ecosystem: Electrified Aviation Demand Modeling

With leading energy experts, high-performance computing, and powerful analysis and modeling capabilities, the National Renewable Energy Laboratory (NREL) empowers aviation stakeholders with tools and data to project future energy demand and explore supply options. As a result, NREL can help electric utilities and airport operations identify aviation electrification opportunities and prepare for future electricity needs.

aerial vehicles↗