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The Energy 101: Transportation presentation, developed for the Energy Technology Innovation Partnership Project (ETIPP), provides an overview of transportation. It covers fundamental concepts, technologies, considerations, case studies, and additional resources.
Internal combustion engine (ICE) downsizing through various turbocharging configurations is generally known by the powertrain design community as an effective means to reduce frictional losses, increase waste heat recovery, and improve fuel efficiency while increasing engine power density. However, often is the case that turbocharging strategies, including variable geometry turbochargers, and regulated two-stage turbochargers, incur the performance tradeoff between transient response and fuel economy (pumping losses) at high engine speeds. For off-highway vehicles having particularly transient and high-powered duty cycles, efforts to improve this tradeoff and increase operational flexibility have turned to evaluating various electrified air system architectures. In this study, a 4.5 L diesel-ICE configured with an electrically driven compressor (eBooster ® ) is placed in series with a conventional turbocharger and integrated into a 48 V mild-hybrid powertrain architecture. The objective of this powertrain configuration is to enable engine downsizing by 34%, replacing the current 6.8 L ICE platform with the hybridized 4.5 L ICE concept. The commercial 1-D simulation software GT-SUITE is used for powertrain system development and system optimization. Development and validation of the GT-SUITE model and air system controls is concurrently supported through experimental data collection. The simulation model development includes using machine learning methods for optimizing exhaust gas dilution, injection timing, and eBooster ® power to improve steady-state and transient brake-specific fuel consumption while minimizing criteria pollutant emissions. It was found that total specific fluid consumption over the standardized non-road transient engine duty cycle could be reduced by 18% over the current 6.8 L engine by using an optimized eBoosted 4.5 L engine. The hybridized 4.5 L engine concept concurrently showed sufficient transient response capability and nearly an order of magnitude reduction in duty cycle total soot production.
The minimum detectable quantity of a radiation portal monitor is the smallest amount of radioactive material that can be detected passing through the monitor (with a specified detection probability). The minimum detectable quantity is a function of many factors, including isotope, velocity, distance between pillars, height of portal and vehicle, source distribution and position, background radiation, background suppression, detector volume and positions, detector efficiency, decision metrics and algorithms, the presence of NORM (naturally occurring radioactive material), and alarm thresholds. Experimentally testing a radiation portal monitor to failure for all combinations of these factors is extremely time-consuming and often cost prohibitive. This document outlines a straightforward method for quickly estimating the minimum detectable quantity for moving sources over a large variety of conditions with a minimal number of static measurements. The document also describes a proof of concept software application that the International Atomic Energy Agency has designed based on the described method that can be used by Member States to estimate a monitor’s minimum detectable quantity.
Tightening emissions regulations and rising fuel costs have driven a desire across many industries for more efficient actuation systems. This is particularly true of the agricultural sector. An extremely common arrangement in this sector is the tractor and implement pairing, in which actuators on an implement are powered by a hydraulic supply system on the towing tractor. This arrangement complicates the development of energy efficient hydraulic systems, as many new system designs require modification of both machines to reap efficiency benefits. Past work by the authors’ team has demonstrated great potentials for Multi-Pressure-Rail (MPR) technology involving both the tractor and implement subsystems. However, applicability of this MPR technology in a more realistic scenario where only one vehicle is equipped with such technology was not addressed. This work proposes an implementation of the MPR technology to an agricultural planter that allows significant savings, while only modifying the implement machine. This is done by manipulating the load sense network of a stock tractor to set system pressures to those required by the MPR system. This greatly reduces the barrier to implementation of MPR technology in agriculture. The work begins by outlining the reference machine for the system, then reviews the MPR system working principle. After this, the proposed expansion to the MPR concept is laid out and applied to the reference system. Finally, experimental validation is carried out, demonstrating up to a 35% reduction in system power consumption when paired with a state of the art, double-LS System tractor, and 15% with a single-LS System tractor.
Tightening emissions regulations and rising fuel costs have driven a desire across many industries for more efficient actuation systems. This is particularly true of the agricultural sector. An extremely common arrangement in this sector is the tractor and implement pairing, in which actuators on an implement are powered by a hydraulic supply system on the towing tractor. This arrangement complicates the development of energy efficient hydraulic systems, as many new system designs require modification of both machines to reap efficiency benefits. Past work by the authors’ team has demonstrated great potentials for Multi-Pressure-Rail (MPR) technology involving both the tractor and implement subsystems. However, applicability of this MPR technology in a more realistic scenario where only one vehicle is equipped with such technology was not addressed. This work proposes an implementation of the MPR technology to an agricultural planter that allows significant savings, while only modifying the implement machine. This is done by manipulating the load sense network of a stock tractor to set system pressures to those required by the MPR system. This greatly reduces the barrier to implementation of MPR technology in agriculture. The work begins by outlining the reference machine for the system, then reviews the MPR system working principle. After this, the proposed expansion to the MPR concept is laid out, and applied to the reference system. Finally, experimental validation is carried out, demonstrating on average 37% reduction in system power consumption.
In 2023, the Technologist in Communities (TIC) program hosted its inaugural scanning tour across the American Southwest, with a goal of investigating the region's leading public mobility systems and their integration with on-demand public mobility services. The scanning tour concept was inspired by and named after a U.S. Department of Transportation Federal Highway Administration practice of hosting "scanning tours," both domestically and abroad, to explore innovative transportation practices throughout the 1990s and early 2000s. Guided by the idea that "seeing is believing," scanning tours created opportunities for government and industry representatives to collectively experience new technologies and best practices firsthand. In 2023, the National Renewable Energy Laboratory (NREL) followed suit by leading the inaugural TIC scanning tour. TIC, part of the Technology Integration program within the U.S. Department of Energy's (DOE's) Vehicle Technologies Office, supports positive energy and mobility outcomes in communities across rural to urban contexts. TIC enables technical experts to work directly with leaders and stakeholders in communities and assist them in implementing promising new technologies. This first TIC scanning tour invited NREL, DOE, and industry experts to survey innovative public mobility practices and their integration into public transit systems across the Southwest. The tour's goals included examining the state of innovation in public mobility in cities, communities, and airports; facilitating collaboration between entities; and sparking potential new partnerships. The following report summarizes key findings from the scanning tour.
Several advanced nuclear fuel concepts are being considered throughout the nuclear industry. Implementation of these concepts could increase accident tolerance or enhance performance beyond the capabilities of the UO₂-based nuclear fuel currently in use. Qualification and deployment of any new fuel requires rigorous irradiation testing to demonstrate performance under representative normal and off-normal operating conditions. The traditional approach for qualifying new fuels requires exhaustive execution of many integral fuel tests. However, due to the long timeframe for executing these integral tests and the limited number of available materials test reactors, this approach is becoming impractical. To accelerate fuel qualification, Oak Ridge National Laboratory developed the MiniFuel irradiation vehicle for use in conducting accelerated separate effects irradiation testing of a wide range of nuclear fuel materials in the High Flux Isotope Reactor (HFIR). The first MiniFuel irradiations performed in the facility tested sol gel–derived uranium nitride kernels and tristructural isotropic (TRISO)-coated particle fuels. This report describes the preparation and assembly of the first set of monolithic MiniFuel irradiations conducted to support accident-tolerant fuel (ATF) development and accelerated fuel qualification. Two irradiation targets containing a variety of UO₂ and U₃Si₂ disk fuel specimens were fabricated and assembled for irradiation to burnups of 8-10 and 28-40 MWd/kg U. The target irradiation temperature is 450-550°C. Irradiation of U₃Si₂ will provide new data regarding the irradiation performance of a candidate ATF to complement current ATF-1 integral experiments being performed in the Advanced Test Reactor. UO₂ samples were included as a reference so that the results from the MiniFuel experiments can be compared with the extensive UO₂ fuel performance database. The monolithic MiniFuel capsules were successfully assembled, welded, and tested per HFIR requirements and are ready for insertion into the reactor. Pictures of the assembly process are included in this report. The experiment is planned for insertion into the HFIR during cycle 487 in April 2020.
This report summarizes the design, implementation, and test of an integrated system for automated detection and deterrence of eagles, with included wind turbine blade strike detection and imaging functionality. A machine learning approach was used in conjunction with a 360° camera system for automated detection and classification of golden eagles. This was developed using footage obtained from trained golden eagles and other raptors, in collaboration with wildlife biologists and professional bird handlers. Oregon State University developed a visual deterrent system, which uses inflatable anthropomorphic sculptures with random, kinetic motion to deter eagles, and conducted limited field testing on live eagles; the deterrent can be triggered by the visual detection of eagles using the vision system. Finally, a multi-sensor module was developed that is mounted at the turbine blade root. This module measures vibration and other motions to detect blade strikes, and an integrated on-blade camera captures an image of any impacting objects. Long-term, this blade strike detection system is intended to support an automatic monitoring and certification system for the eagle detection and deterent system. Independent field testing of each system component is described. Testing of the integrated system on an operational wind turbine was conducted across three separate field tests. This includes multi-day fields tests on a General Electric 1.5MW wind turbine at the National Renewable Energy Laboratory (NREL) National Wind Technology Center (NWTC) in Boulder, CO in October 2018 and July 2019; installation procedures, test procedures, and a summary of collected data are presented. A third multi-day on-turbine field test is also presented, which was performed using a General Electric 1.5MW wind turbine at the North American Wind Research and Training Center (NAWRTC) at Mesalands Community College, Tucumcari, NM in April 2019. Across these field tests, the vision system was demonstrated using unmanned aerial vehicles (UAV), and the eagle classification algorithm was not tested; the visual deterrent system was demonstrated, including automatic, remote deployment following surrogate visual detections; and, multi-sensor on-blade data was recorded across multiple wind turbine operational conditions and through more than 100 surrogate blade strikes using soft projectiles, including the successful demonstration of automatic image capture of striking objects. This data set was also used for offline development and validation of enhanced collision detection algorithms. As summarized in this report, the development and field validation of an integrated detection, deterrent, and blade collision detection system represents a critical proof of concept for future technology development of related detection and deterrent technologies, where both deterrent as well as collision detection recording devices are needed for future siting, monitoring, and operation of wind turbine installations, both onshore and offshore.
In this project, a new architecture of highly efficient hydraulic motor was developed for the propulsion of off-highway vehicles. The motor uses an adjustable linkage driving a cam to vary the displacement of the piston, resulting in a Variable Displacement Linkage Motor (VDLM). The motor uses low friction rolling element bearings to significantly reduce mechanical friction, especially in the demanding low-speed high-torque conditions experienced by off-highway vehicles. The VDLM has high torque capabilities for its size due to the radial piston packaging and use of a multi-lobe cam. A VDLM is very smooth due to the ability to tune the torque ripple through the design of the cam profile. The project was divided into three periods. During the first period, a dynamic model was constructed of the motor to predict the performance of the motor and the vehicle. During the second period, a single-cylinder learning prototype was designed, built, and tested to validate the models constructed in the first period. In the third period, a multi-cylinder prototype motor was optimized, designed, fabricated, and tested. The motor demonstrated excellent mechanical efficiency (above 92.5% across the range of displacements), but the experimentally measure volumetric efficiency was lower than expected due to higher leakage rates created by the poor tolerance control on the prototype. To validate the dynamic models developed in the first period and better understand design trade-offs. In the third period a multi-cylinder concept demonstration prototype will be designed, fabricated, and tested. The final prototype will be tested on a motor dynamometer and will be utilized in hardware-in-the-loop testing to demonstrate its efficiency and performance impacts on the overall drive train. The experimental results were used in a drive train simulation of a compact track loader operating through a drive cycle. Using the VDLM in a hydrostatic circuit yielded 17.1% reduction in fuel consumption and 36.5% reduction in a series hybrid transmission.
Composites, often in the form of fiber reinforced plastics, are used in multiple facets of modern life from snowboards to vehicles, to wind turbines and beyond. Despite their prolific, and often renewable energy related uses, they are currently subject to a linear material economy from emission intensive precursors; thus, there is an opportunity to re-design these materials to be both bio-derivable and recyclable. In the present work, we provide a roadmap of what application considerations must be considered for vacuum assisted resin transfer molding (VARTM) processes for large composites materials at scale (e.g. infusible viscosities, moderate cure times, proper fiber adhesion, low cost, and maximum peak exotherm) when implementing bio-derivable and recyclable materials. We also provide illustrative concepts utilizing polyester covalently adaptable networks, from epoxy-anhydride chemistry, to achieve these goals. We further provide considerations when developing recycling process (e.g. maintenance of fiber sizing and orientation) and demonstrate these practices using low temperature methanolysis. Accompanying technoeconomic and life cycle analysis further illustrate the decarbonization benefits to bio-derivable and recyclable thermosets while informing future research and recycling processes. Finally, we provide a brief introduction to synergistic work within our team exploring how to further decarbonize the manufacturing of these materials.
The 2015 In the Moment Travel Study—a pilot study—captured the travel behavior and characteristics of residents in Madison County, Indiana. The Madison County Council of Governments sponsored the study, which was administered by Resource Systems Group and conducted from February to March 2015. It used an activity sampling or "random moments" sampling approach via a smartphone application to capture travel behavior and characteristics from the survey participants. This approach included brief smartphone interactions, e.g., a few minutes per interaction, conducted multiple times a day over multiple days, which was considered less burdensome than traditional household travel diary surveys, which often require 20-30 minutes in one sitting. This proof-of-concept study included households that also participated in the 2014 Heartland in Motion household travel diary survey. Because of this, an assessment of the accuracy and completeness of the collected smartphone application data and comparisons between the "random moments" sample method and traditional household travel surveys can conceivably be drawn.
In this project, we propose to develop a new concept and a generic platform that can lead to the greatly enhanced stabilization of all high-energy cathode materials, and in particular high-nickel (Ni) and low-cobalt (Co) oxides. The new concept is a 3D doping technology that hierarchically combines surface and bulk doping. We will use surface doping to stabilize the surface of primary particles and also introduce dopants in the bulk to further enhance oxygen stability, conductivity, and structural stability in low-Co oxides under high voltage and deep discharging operating conditions. This new concept not only will deliver a low-cost, high-energy cathode but also will provide a generic method that can stabilize all high-energy cathodes. The proposed novel 3D doping approach is poised to resolve some longstanding challenges in fundamental doping effects on battery materials as well as to reduce Li-ion batteries’ cost and improve their safety, energy density, and lifetime. To tackle this problem, we have formed a highly complementary multi-university/national labs/industry team to enable a doping-central and systematic investigation of low-Co materials and create a knowledge base for many electrode materials to be used in advanced electric vehicles. The successful execution of the proposed project relies on five components that can be carried out by the complementary team members: (1) a theoretical investigation of the surface and bulk stabilizing dopants (Persson), (2) a precise synthesis of materials with targeted doping (Lin and Xin), (3) development of electrolytes for high-Ni low-Co oxides (Xu), (4) multi-scale characterization of the structures and their interfaces by scanning transmission electron microscopy (SEM) and synchrotron X-ray imaging and spectroscopy tools (Xin and Lin), and (5) pouch cell-level integration (Fan). The UCI-led project will enable a doping-central and systematic investigation of low-Co materials and create a knowledge base for many electrode materials to be used in advanced electric vehicles.
The burgeoning electric automobile industry has increased interest in battery safety. Battery cells experience significant mechanical stress during operation, including the impact of accidents and vibrations from driving. The potential for thermal runaway reactions in battery cells raises safety concerns. Although numerous researchers have defined the dynamic behavior of battery cells and proposed numerical models to describe it, few studies have focused on the high-strain rate mechanical impact phase correlated with the onset of fracture. In this study, we describe the dynamic behavior of pouch battery cells and propose a modeling method to study their mechanical failure under impact situations. Impact tests are conducted at various velocities and heights. To overcome numerical issues commonly encountered under rapid deformation scenarios, a new finite element model is developed based on the representative volume element model. The proposed approach efficiently simulates continuous crack propagation and brittleness behavior during impact by permitting the individual behavior of the cell components. Therefore, engineers can reliably design safer electric vehicle battery cells by measuring the properties of the cell components.
Li-S batteries (LSBs) with energy densities > 500 Wh/kg @ C/5 and >1000 cycles, cycle life operating over wide temperatures has been identified to be critical for meeting the global energy demands. Progress is however, very much limited due to several major hurdles related to the following: (a) poor Li' reaction kinetics (conductivity/diffusivity) enabling full reversible S conversion to Li2S, (b) inferior electron (e) conductivity, specific capacity and cycle life due to electrolyte soluble species of polysulfides (PSs) formed with the reaction of Li ions with sulfur migrating to anode, (c) unstable solid electrolyte interphase (SEI) formation and finally, (d) dendrites that are formed on the Li metal anode severely limiting the cycle life due to polarization at the solid/liquid interfaces causing safety, inferior capacity, energy density, rate, and cycle life issues. Creation of a fully functional economical ≤$80/kWh, high energy density LSBs is vital for enabling its widespread commercial deployment and use in current and next generation electric vehicles.
Liquefied petroleum gas (LPG), whose primary composition is propane, is a promising candidate for heavy-duty vehicle applications as a diesel fuel alternative due to its CO 2 reduction potential and high knock resistance. To realize diesel-like efficiencies, spark-ignited LPG engines are proposed to operate near knock-limit over a wide range of operating conditions, which necessitates an investigation of fuel-engine interactions that leads to end-gas autoignition with propane combustion. This work presents both experimental and numerical studies of stoichiometric propane combustion in a sparkignited (SI) cooperative fuel research (CFR) engine. Engine experiments are initially conducted at different compression ratio (CR) values, and the effects of CR on engine combustion are characterized. A three-pressure analysis (TPA) model based on the two-zone combustion concept is developed in GT-Power and validated using test results to estimate in-cylinder wall temperatures, residual gas fraction, etc. This model is further utilized to examine end-gas chemistry by enabling the SI turbulent flame combustion and unburned gas chemical kinetics modules. Finally, a three-dimensional (3D) computational fluid dynamic (CFD) model of the CFR engine is developed in CONVERGE, where the G-equation and SAGE detailed chemical kinetics models are implemented for combustion modeling. Here, a 153 species reduced chemical kinetics mechanism derived from the detailed NUIGMech1.1 mechanism based on the ignition delay and laminar flame speed (LFS) studies is used to generate an LFS lookup table and to describe end-gas autoignition chemistry. Multi-cycle Reynolds-averaged Navier-Stokes (RANS) simulations are then performed for the tested CRs, and the numerical model is shown to be capable of predicting the propane combustion characteristics, particularly the end-gas autoignition behavior.
Many ports and waterfronts are evaluating alternative electrification efforts, including electrification of passenger and vehicle ferries. In Seattle, the Washington State Department of Transportation, in conjunction with Seattle City Light (the local utility) and the Port of Seattle, are working to deploy a hybrid electric ferry and provide charging at Seattle’s Colman dock. As part of this ferry electrification effort, Seattle City Light is considering including a large battery energy storage system (BESS) to help “buffer” the ferry charging. The “buffer” provides energy arbitrage and spreads out the large amount of power needed to recharge the ferry to times when the ferry is out of the dock – rather than one very large peak for 15 minutes, the battery storage allows it to be a smaller power value over a longer duration. This initial BESS concept served as the jumping off point to explore an expanded microgrid concept via a notional test system that incorporates additional distributed energy resources (DER) and infrastructure upgrades to the local distribution infrastructure at the Seattle Waterfront and neighboring Port of Seattle properties. This case study examined the potential for secondary use of the BESS within a networked microgrid during the scenario of a large-scale power outage, such as a natural disaster.
Battery‐electric vehicles (EVs) are growing exponentially. The demand for these batteries is expected to increase sevenfold by 2035. The EV batteries reach their end of life when the capacity fades to 70%–80% of new, with some being removed from the primary applications with even lower levels of degradation. These batteries can be used in less demanding applications. The disassembly process is currently manual, slow, unsafe, and expensive. Automation is needed to increase the throughput. EV battery packs feature various continually changing designs and form factors, which limit the usefulness of deterministically programmed robotic solutions. The conceptual robotic disassembly of EV batteries has attracted the attention of researchers. However, while many approaches have been proposed, practical implementations are lacking. Here, we review proposed concepts for EV battery disassembly and describe the selected approach, with elements of partial solutions validated in a laboratory setting, including the selection of commercial solutions, the development of custom end effectors, and methodologies for detection, localization, and classification of fasteners. The computer vision tasks employed an overhead 2D camera to detect the type of battery pack and approximate localization of fasteners, and a 3D camera mounted on the robotic arm for precise localization (position and tilt) and classification.
Li-ion batteries (LIBs) for electric vehicles and aviation demand high energy density, fast charging and a wide operating temperature range, which are virtually impossible because they require electrolytes to simultaneously have high ionic conductivity, low solvation energy and low melting point and form an anion-derived inorganic interphase. We report guidelines for designing such electrolytes by using small-sized solvents with low solvation energy. The tiny solvent in the secondary solvation sheath pulls out the Li + in the primary solvation sheath to form a fast ion-conduction ligand channel to enhance Li + transport, while the small-sized solvent with low solvation energy also allows the anion to enter the first Li + solvation shell to form an inorganic-rich interphase. The electrolyte-design concept is demonstrated by using fluoroacetonitrile (FAN) solvent. The electrolyte of 1.3 M lithium bis(fluorosulfonyl)imide (LiFSI) in FAN exhibits ultrahigh ionic conductivity of 40.3 mS cm -1 at 25 °C and 11.9 mS cm -1 even at -70 °C, thus enabling 4.5-V graphite||LiNi 0.8 Mn 0.1 Co 0.1 O 2 pouch cells (1.2 Ah, 2.85 mAh cm -2 ) to achieve high reversibility (0.62 Ah) when the cells are charged and discharged even at -65 °C. The electrolyte with small-sized solvents enables LIBs to simultaneously achieve high energy density, fast charging and a wide operating temperature range, which is unattainable for the current electrolyte design but is highly desired for extreme LIBs. This mechanism is generalizable and can be expanded to other metal-ion battery electrolytes.