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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 163 records · Page 9

Understanding the electron-water interaction at the molecular level: Integrating theory and experiment in the cluster regime

In this final technical report, we summarize our major accomplishments resulting from a combined experimental-theoretical approach that exploits the unique properties of molecular clusters to elucidate how local interactions at the molecular level drive the macroscopic behavior of materials and chemical transformations in liquids. The specific targets for our efforts have need to elucidate how charged entities are accommodated by hydrogen-bonding networks and to establish how the behavior of room temperature ionic liquids can be tailored for specific chemical applications. Because of their central importance in aqueous electrolyte chemistry, we have placed particular emphasis understanding the accommodation of excess electrons and protons by water. These surprisingly complex fundamental electrical charges play a fundamental role in a wide range of chemical and biological processes, and yet even a qualitative picture of their speciation in water and at the air-water interface has proven elusive. The main experimental diagnostic in our approach is to measure and analyze vibrational spectra of temperature and composition controlled molecular aggregates that isolate and amplify the spectral markers for local interactions that are often obscured in measurement on bulk or interfacial water. Our combined experimental-theoretical program has led to a greatly enhanced understanding of the nature of excess electrons and protons in water and in the process developed new and powerful methods of chemical analysis that are currently in use across the chemical sciences.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

Charging Needs for Battery Electric Semi Trucks

Battery-electric vehicles provide a pathway to decarbonize heavy-duty trucking, but the market for electric trucks is nascent, and specific charging requirements remain uncertain. This paper summarizes methods and findings from Charging Needs for Electric Semi-Trailer Trucks [1] wherein we leverage large-scale vehicle telematics data (>205 million miles of driving) to estimate the charging behaviors and infrastructure requirements for U.S. battery-electric semi-trailer trucks within three operating segments: local, regional, and long-haul. We model two types of charging - mid-shift (fast en-route charging) and off-shift (slow depot charging) - and show that off-shift charging at speeds compatible with current light-duty charging infrastructure (i.e., =350 kW) can supply 35% to 77% of total energy demand for local and regional trucks with =300-mile range. Megawatt-level speeds are required for mid-shift charging, which make up 44% to 57% of energy demand for long-haul trucks with =500-mile range. However, the role of off-shift charging increases as the range for battery-electric trucks increases and when off-shift charging is widely available.

ADVANCED PROPULSION SYSTEMS↗

Transition Metal Blocking Microporous Polymer Separators for Energy-Dense and Long-Lived Li-ion Batteries

A revolution in electric-powered mobility is imminent, catalyzed by breakthroughs in Li-ion battery technology that have dramatically lowered the $/kWh price tag of electrochemical energy storage. Increases in production have also enabled greater penetration in key markets. World-wide registration of new plug-in hybrid electric and battery-only electric vehicles (PHEV and BEV) increased by 70% from 2014 to 2015, and sales of PHEVs and BEVs are predicted to be 35% of all vehicle sales by 2040, reaching 41 million units per year—a 90-fold increase from 2015.1,2 In stride with industry giants such as Tesla, EV manufacturers rely on Li-ion cell Original Equipment Manufacturers (OEMs) for relentless improvements in Li-ion battery technology necessary to drive this bullish market penetration outlook. Advancing energy and power density is critical to alleviating EV-customer range anxiety. Furthermore, strategies to extend battery-pack life beyond 1000 cycles—particularly when operating under aggressive duty cycles—requires fresh perspectives and innovation in cell components.

36 MATERIALS SCIENCE↗

A Software/Hardware Framework for Efficient and Safe Emergency Response in Post-Crash Scenarios of Battery Electric Vehicles

The adoption rate of battery electric vehicles (EVs) is rapidly increasing. Electric vehicles differ significantly from conventional internal combustion engine vehicles and vary widely across different manufacturers. Emergency responders (ERs) and recovery personnel may have less experience with EVs and lack timely access to critical information such as the extent of the stranded energy present, high-voltage safety hazards, and post-crash handling procedures in a user-friendly manner. This paper presents a software/hardware interactive tool named Electric Vehicle Information for Incident Response Solutions (EVIRS) to aid in the quick access to emergency response and recovery information. The current prototype of EVIRS identifies EVs using the VIN or Make, Model, and Year, and offers several useful features for ERs and recovery personnel. These features include integration and easy access to emergency response procedures tailored to an identified EV, vehicle structural schematics, the quick identification of battery pack specifications, and more. For EVs that are not severely damaged, EVIRS can perform calculations to estimate stranded energy in the EV’s battery and discharge time for various power loads using either EV dashboard information or operational data accessed through the CAN interface. Knowledge of this information may be helpful in the post-crash handling, management, and storage of an EV. The functionality and accuracy of EVIRS were demonstrated through laboratory tests using a 2021 Ford Mach-E and associated data acquisition system. The results indicated that when the remaining driving range was used as an input, EVIRS was able to estimate the pack voltage with an error of less than 3 V. Conversely, when pack voltage was used as an input, the estimated state of charge (SOC) error was less than 5% within the range of 30–90% SOC. Additionally, other features, such as retrieving emergency response guides for identified EVs and accessing lessons learned from archived incidents, have been successfully demonstrated through EVIRS for quick access. EVIRS can be a valuable tool for emergency responders and recovery personnel, both in action and during offline training, by providing crucial information related to assessing EV/battery safety risks, appropriate handling, de-energizing, transport, and storage in an integrated and user-friendly manner.

25 ENERGY STORAGE↗

Recent Developments in Revealing the Impact of Complex Metal Oxide Reconstruction on Catalysis

Surface reconstruction of complex metal oxides refers to the alterations of the topmost catalyst surface, relative to the bulk structure, following exposure to pretreatment or reaction conditions during heterogeneous catalysis. (1) This structural and electronic transformation may involve (1) changes of the exposed crystallographic facets, (2) changes in chemical composition, such as the enrichment of specific elements, and, (3) morphological variations, including surface roughness and defects (Scheme 1). Beyond relaxation, surface reconstruction here also encompasses disruptions to the periodicity of the sublayers and changes to its stoichiometry. This change significantly influences the chemical properties of the catalyst surface, such as redox sites, (2) acid/base pairs, hydroxyl groups, (3) and surface defects. Surface reconstruction occurs due to the thermodynamic drive to lower the surface energy of the catalyst under the surrounding environment (e.g., temperature, chemical potential of species present). In addition to the treatment or reaction conditions, the extent of reconstruction also depends on the elements in the metal oxide structure. For instance, annealing ABO 3 perovskites (SrTiO 3 , BaTiO 3 , and BaZrO 3 ) at high temperatures (500 °C) in O 2 has a very different impact on the A/B ratio at the surface (ranging from 0.9 to 2.5), depending on the identity of A and B. (4) Metal oxide surface reconstruction under an electric field and exposure to acidic and alkaline media has recently gained increased attention in electrocatalysis, such as in the oxygen evolution reaction (OER); (5,6) however, in this Viewpoint we focus on the impact of surface reconstruction on thermal catalysis, a critical enduring research theme with ongoing challenges. Here, we start showcasing approaches to characterize surface reconstruction at the topmost surface layer, such as low-energy ion scattering (LEIS), discussing advantages and limitations. Next, we connect characterization of surface reconstruction to site-specific kinetic analysis, enabled via steady-state isotopic transient kinetic analysis (SSITKA), and we express our viewpoint on building structure–performance relationships by deeply understanding reconstructed surfaces. Later, we comment on the potential of tuning surface reconstruction to enhance catalytic performance. Finally, we explore the interplay between surface reconstruction and the “intelligent behavior”.

alcohol conversion↗

Fleet-Level Energy and Emissions Analysis of the US Off-Road Sector with VISION: Off-Road

In the United States (US), the off-road sector (i.e., agriculture, construction, etc.) contributes to approximately 10% of the country’s transportation greenhouse gas (GHG) emissions, similar to the aviation sector. The off-road sector is extremely diverse; as the EPA MOVES model classifies it into 11 sub-sectors, which include 85 different types of equipment. These equipment types have horsepower ranging from 1 to greater than 3000 and have very different utilization, which makes decarbonization a complex endeavor. To address this, Argonne’s on-road vehicle fleet model, VISION, has been expanded to the off-road sector. The GHG emission factors for several energy carriers (biofuels, electricity, and hydrogen) have been incorporated from Argonne’s GREET model for a sector-wide well-to-wheel (WTW) GHG emissions analysis of the present and future fleet. Several technology adoption and energy decarbonization scenarios were modeled to better understand the appropriate actions required to drive towards net-zero emissions of the off-road sector. Results show that WTW decarbonization up to 67% can be achieved from 2023 to 2050 in a business-as-usual scenario. But with aggressive sales increases of electric and hydrogen powertrains, WTW decarbonization up to 77% can be achieved, which can further increase to 85% if electricity production is aggressively decarbonized by 2035.

lifecycle↗

Microelectronics at the Department of Energy: Capabilities and Opportunities for Driving U.S. Competitiveness

Microelectronics are everywhere—embedded in our consumer products; underlying our power, transportation, and information infrastructure; and fortifying our national security. These and other microelectronics applications are also intricately linked with America’s energy and decarbonization goals. For instance, advanced power electronics are critical to our transition to renewable power and electric transport, and more energy-efficient computing and consumer devices are needed as energy consumption grows rapidly. Meanwhile, global supply chain disruptions beginning in 2020 and the ensuing chip shortage caused by the COVID-19 pandemic highlight the vulnerability of microelectronics supply chains. The globally distributed manufacturing base can be disrupted in unexpected ways, and there is no single solution to these challenges given the range of applications and technologies within the microelectronics industry—from ever-smaller, nanoscale feature sizes to large-scale commodity use cases to specialized functionalities. Rather, solutions will require the private sector, federal agencies, and research and development (R&D) organizations such as labs and universities to act in concert beyond their individual missions.

36 MATERIALS SCIENCE↗

Dielectric Resonator Design for Low Power and Low Temperature Microwave Plasma

Waveguide-based microwave plasmas generally operate at high temperatures (2000 - 6000K)[1], making it difficult to directly interface solid materials with the plasma without significant thermal damage. Dielectric microwave resonators (DMRs), long studied for wave-based manipulation of electromagnetic radiation for telecom and optics, can focus radiation to extremely small mode volumes, creating intense localized fields with low-power input.[2] This phenomenon can be used for applications ranging from efficient plasma electronics to near-ambient plasma-materials interactions. Such DMR-based plasmas have been demonstrated a handful of times in the literature, but the majority of research towards this utilize the lowest frequency resonance mode.[3], [4], [5] By carefully controlling the geometry of cylindrical resonators, a variety of electromagnetic modes can be excited. In this work, COMSOL Multiphysics simulations are used to study the electric field enhancement and absorption properties of CaTiO3 DMRs as a function of geometry and excitation frequency. Whereas previous studies have utilized the HEM111 resonance frequency to drive low power plasma excitation, we find that higher order resonance frequencies are more effective at field enhancement and result in less power loss within the dielectric material, hence less wasted heating. The effectiveness of these modes is also geometry dependent and can be computationally optimized for plasma generation. Complementing these computational efforts, we demonstrate a new closed-system reactor design built in a WR-650 waveguide and experimentally demonstrate the formation of atmospheric argon microwave plasma using < 30 W input power on DMR dimers. We observe a shifting resonance frequency as the DMRs heat in response to microwave excitation and develop a Python-based lock-in mechanism to effectively track the DMR resonance over time, leading to stable plasma operation. We use infrared thermal imaging to monitor the temperature of the DMR dimers and surrounding quartz chamber, demonstrating thermal temperatures < 60 degreesC. Finally, we utilize optical emission spectroscopy (OES) to probe the plasma properties as a function of the resonance mode.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗

Unifying femtosecond and picosecond single-pulse magnetic switching in Gd-Fe-Co

Many questions are still open regarding the physical mechanisms behind the magnetic switching in Gd-Fe-Co alloys by single optical pulses. Phenomenological models suggest a femtosecond scale exchange relaxation between sublattice magnetization as the driving mechanism for switching. The recent observation of thermally induced switching in Gd-Fe-Co by using both several picosecond optical laser pulse as well as electric current pulses has questioned this previous understanding. This has raised the question of whether or not the same switching mechanics are acting at the femtosecond and picosecond scales. In this work, we aim at filling this gap in the understanding of the switching mechanisms behind thermal single-pulse switching. To that end, we have studied experimentally thermal single-pulse switching in Gd-Fe-Co alloys, for a wide range of system parameters, such as composition, laser power, and pulse duration. We provide a quantitative description of the switching dynamics using atomistic spin dynamics methods with excellent agreement between the model and our experiments across a wide range of parameters and timescales, ranging from femtoseconds to picoseconds. Furthermore, we find distinct element-specific damping parameters as a key ingredient for switching with long picosecond pulses and argue that switching with pulse durations as long as 15 ps is possible due to a low damping constant of Gd. Our findings can be easily extended to speed up dynamics in other contexts where ferrimagnetic Gd-Fe-Co alloys have been already demonstrated to show fast and energy-efficient processes, e.g., domain-wall motion in a track and spin-orbit torque switching in spintronics devices.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗

Size‐Induced Ferroelectricity in Antiferroelectric Oxide Membranes

Abstract Despite extensive studies on size effects in ferroelectrics, how structures and properties evolve in antiferroelectrics with reduced dimensions still remains elusive. Given the enormous potential of utilizing antiferroelectrics for high‐energy‐density storage applications, understanding their size effects will provide key information for optimizing device performances at small scales. Here, the fundamental intrinsic size dependence of antiferroelectricity in lead‐free NaNbO 3 membranes is investigated. Via a wide range of experimental and theoretical approaches, an intriguing antiferroelectric‐to‐ferroelectric transition upon reducing membrane thickness is probed. This size effect leads to a ferroelectric single‐phase below 40 nm, as well as a mixed‐phase state with ferroelectric and antiferroelectric orders coexisting above this critical thickness. Furthermore, it is shown that the antiferroelectric and ferroelectric orders are electrically switchable. First‐principle calculations further reveal that the observed transition is driven by the structural distortion arising from the membrane surface. This work provides direct experimental evidence for intrinsic size‐driven scaling in antiferroelectrics and demonstrates enormous potential of utilizing size effects to drive emergent properties in environmentally benign lead‐free oxides with the membrane platform.

36 MATERIALS SCIENCE↗

Wind Turbine Sound Setbacks and Supply Curves: Ordinances and Extrapolated Trends, 110 Hub Height, 130 Rotor Diameter

This dataset provides a comprehensive set of wind turbine sound setbacks from every residential structure in the contiguous United States (CONUS). A sound setback is defined as the minimum required distance between a residential structure and a hypothetical turbine installation site to ensure that modeled sound levels received at the residence do not exceed local sound ordinances, which are commonly expressed in A-weighted decibels (dBA). Therefore, sound setbacks are a local spatial assessment combining multiple factors, including the sound pressure curve as a function of the observer location (distance and direction) relative to the turbine, local sound regulations, and the geographical distribution of residential structures. The dataset is organized into multiple scenario-based products, detailed as follows: 1. Existing and extrapolated sound setbacks. An existing scenario characterizes sound setbacks only in states or counties that have implemented sound regulations as of 2022. The extrapolated scenarios extend a constant sound threshold to counties that lack explicit sound regulations, with thresholds ranging from 35 to 60 dBA, in 5-dBA increments reflecting the variation observed in current sound ordinances. 2. Sound setbacks in directional and worst scenarios. The directional scenario accounts for the distance and orientation of residential structures relative to a hypothetical turbine location, utilizing the turbine's sound emissions in that specific direction. In contrast, the worst scenario takes loudest sound level at each distance step from the turbine, irrespective of directional considerations, which aligns with current industry practice. 3. Supply curves for Open and Reference Access scenarios. This dataset includes supply curves generated by the reV model, which integrates each of the above sound setbacks into both Open and Reference siting scenarios. In addition, two Open and Reference baselines scenarios were included which do not consider sound setbacks for comparative analysis. All sound setback data are stored in TIF files, with partial maps of the data provided in PNG format. The values in the sound setback raster range from 0 to 1, representing the fraction of developable land within a 90 meter by 90 meter pixel due to sound ordinances. A value of 0 indicates areas where wind energy development is prohibited, while a value of 1 signifies areas fully permissible. The wind turbine parameters used in the sound modeling are based on the land-based turbine from International Energy Agency (IEA), featuring a rated electrical power of 3.4 MW, a rotor diameter of 130 meters, and a hub height of 110 meters. The atmospheric conditions, including wind speed/direction, turbulence, air temperature, relative humidity, and air pressure, that drive the sound generation are obtained from the WIND Toolkit dataset.

Array↗

DC-Link Capacitor Design for a Neutral-Point-Less Three-Level Dual-Phase Inverter for Traction Application

Conventional multilevel inverters, such as neutral￾point-clamped and T-type inverters, have gained popularity in electric vehicle applications due to their advantages, including high voltage range, high power capability, low switching losses, low total harmonic distortion, and low electromagnetic interference. However, these traditional multilevel inverters require a neutral point connection to generate a zero-voltage vector. The neutral point current oscillates at three times the fundamental frequency, leading to voltage imbalance and overvoltage stress on the power modules. Additionally, the use of two stacked DC-link capacitors increases the volume required for the same overall capacitance and complicates packaging due to ripple current and heat dissipation from separate components. This is a significant concern for traction drive units, where space is limited. In this paper, a neutral-point-less multilevel dual three￾phase inverter topology is investigated for traction inverter applications. Simulation results demonstrate that the proposed topology effectively retains the benefits of multilevel operation while utilizing a single DC-link capacitor. The inverter model was simulated in conjunction with an industry-standard battery model to evaluate the potential for capacitor size reduction compared to a conventional three-level inverter.

33 ADVANCED PROPULSION SYSTEMS↗

High-Performance Low-Cobalt Cathode Materials for Li-ion Batteries

The layer-structured Li[Ni x Co y Mn 1-x-y ]O 2 (NCM) cathode materials have been the best choice for increasing electric vehicle driving distance per charge. The high Ni layered oxide represents successfully commercialized NCM cathodes (such as NCM622 and NCA) in lithium-ion batteries (LIBs) for EV applications due to their high energy density and acceptable cycling stability. However, the price of cobalt, the key element within LIBs for stability, has nearly tripled over the past few years due to increased demand from the cell phone industry. As mentioned in the DOE Funding Opportunity Announcement, the current materials shortage will also cause speculation for a future global shortage. Therefore, to meet the requirement and sustainability of the next-generation long-range and low-cost EVs, developing cathode materials with low-Co content to achieve higher energy density and lower cost is both essential and urgent. The overarching objective of this work is to develop stabilized NCM cathode materials with low Co content (namely LiNi x Co y Mn 1-x-y O 2 , y ≤ 0.04) to meet DOE’s goal of reducing Co loading below 50 mg Wh -1 while maintaining energy density greater than 600 Wh kg -1 based on cathode material. Via various dopings and coatings scalable methods, we explored and enhanced the cycling performance of low-cobalt cathodes. The final obtained NCM cathodes paired with graphite anode aim to deliver batteries with a high initial specific energy density of over 240 Wh kg -1 and a low capacity fading rate of less than 20% in 1000 cycles under a C/3 discharge rate. To accomplish this goal, a multidisciplinary team with several co-investigators has been formed from three organizations: The Pennsylvania State University (PSU), Oak Ridge National Laboratory (ORNL), and Pacific Northwest National Laboratory (PNNL). The PI and co-investigators are Dr. Donghai Wang (PI) from PSU with expertise in the synthesis of nanostructured materials and manipulation of interfacial properties of electrochemically active materials, Dr. Jagjit Nanda, with substantial knowledge of and expertise in state-of-the-art cathodes from ORNL, Dr. Chao-Yang Wang with significant experience in advanced cell design and fabrication and cell diagnostics from PSU, and Dr. Chongmin Wang with world-wide known expertise of advance atomic scale characterization of electrode materials from PNNL. Furthermore, this project will leverage and synergistically work with the current DOE-funded programs on battery materials at PSU and ORNL and electrode materials characterization at PNNL. During this funded period, we have accomplished milestones stated as follows: • Scale up production of LiFePO 4 (LFP) coated NCM811 with a production of 300g/batch. Fifteen (≥2 Ah) pouch cells with LFP-coated NCM811 cathode are delivered. Self-evaluated pouch cells in PSU show superior over 80% capacity retention performance even after 1500 cycles at C/3 rate. • Various cations (Al, Ti, Zr, and Mo) substitute cobalt in low-cobalt partially and Co-free cathodes. Their effects on crystal structure and electrochemical behavior are explored. • Phosphate compounds as coating materials represent promising surface protection precursors for low-cobalt cathode materials. Therefore, several metal phosphates were selected for improving the NMC cycling performance and are regarded as effective approaches for a scalable and practical surface protection method. • Production of NCM92, where Nickel content is 92% among transition metals, is scaled up from synthesis to coating and heat treatment procedures. Fifteen 2.7Ah pouch cells with Ti-doped NCM92 cathodes and industrial graphite anode are delivered to Idaho National Lab for testing.

25 ENERGY STORAGE↗

Formation and Shape Changing of Conductive Helical Ribbons via Deposition of Highly Stressed Films on Mechanically Responsive Substrates

Abstract This work demonstrates that the electrodeposition of highly stressed films on compliant ribbons is a robust process to obtain helical structures with excellent mechanical stability and potentially high thermal and electrical conductance. Electrodeposition on end‐tethered ribbons alters their axial and bending stiffness while imparting mechanical stress to drive the formation of a helix with a microscale diameter and pitch in a controlled and scalable manner. The process generates helices with diameters and pitches between 80 and 200 µm and lengths as large as several millimeters. The approach is amenable to parallel processing a large number of 3D structures on any substrate, including large‐area semiconductor wafers. This phenomenon is explained in terms of the change of stress gradients as material is added. Applications of the fabricated helices include antennas, metamaterials, and slow‐wave structures in frequency ranges not previously attainable.

Chemistry↗

The Convergence of Vehicle Electrification and Automation - Enabling Sustainable Automated Mobility Districts

The transportation industry is entering a new frontier with three major simultaneous transformations: electrification, automation, and on-demand services. All three directly affect the same spaces of vehicle technology, infrastructure, and system operational performance. Further, each area of change adds its own driving forces of complexity to the others' design challenges. This paper explores these transformations, framing the implications for vehicle technology and infrastructure and their impact on operating concepts and strategies, which in turn impact the sustainability of the transportation infrastructure in the built environment. Specifically, this paper examines battery-electric vehicles operating in a fully automated fleet within an "automated mobility district" (AMD) setting with multiple on-demand services. From this examination, the paper assesses the implications for transportation electrification, comparing and contrasting traditional fixed-route services with those of on-demand transit and automated transit networks, including the trade-offs between vehicle range (battery capacity), charging parameters, power availability, and operations predictability with respect to policy and infrastructure configurations. The paper also addresses the configuration and management of boarding and alighting zones (also called pickup and drop-off zones), and the need for complementary infrastructure intelligence at intersections and curbs. Finally, conclusions are drawn with respect to the system integration and analysis needs for AMDs regarding resilience and sustainability of mobility infrastructure.

ADVANCED PROPULSION SYSTEMS↗

Beam–beam effects and mitigation in a future proton–proton collider

The beam–beam effects in a hadron collider with an unprecedented energy scale were studied. These effects are strongly related to the attainable luminosity of the collider. Long-range interactions were identified as the major factor limiting the dynamic aperture, which is strongly dependent on the crossing angle, β*, and bunch population. Different mitigation methods of the beam–beam effects were addressed, with a focus on the compensation of long-range interactions by electric current wires. The CEPC-SPPC project is a two-stage large circular collider, with a first-stage circular electron–positron collider (CEPC) and a second-stage super proton–proton collider (SPPC). The design of the SPPC aims to achieve a center-of-mass energy of 75 TeV and peak luminosity of approximately 1 × 10$^{35}$ cm$^{-2}$ s$^{-1}$. We studied the beam–beam effects in the SPPC and tested the effectiveness of the mitigation methods. We found that with compensation using electric current wires, the dynamic aperture is at an acceptable level. Moreover, considering the significant emittance damping in this future proton–proton collider, the beam–beam effects and compensation are more complicated and are studied using long-term tracking. It was found that with a smaller emittance, the head-on interactions with a crossing angle become more prominent in reducing the beam stability, and combined head-on and long-range compensation is needed to improve the beam quality. When the reduction in population owing to burn-off was included, it was found that the coupling between the transverse and longitudinal planes at smaller emittance is the main driving source of the instabilities. Thus, crab cavities and emittance control are also necessary than just the compensation of the long-range interactions to improve the beam stability. This study serves as an example for studying the beam–beam effects in future proton–proton colliders.

43 PARTICLE ACCELERATORS↗

Next Gen High Efficiency Boosted Engine Development

This work represents an advanced engineering research project partially funded by the U.S. Department of Energy (DOE). Ford Motor Company, FEV North America, and Oak Ridge National Laboratory collaborated to develop a next generation boosted spark ignited engine concept. The project goals, specified by the DOE, were 23% improved fuel economy and 15% reduced weight relative to a 2015 or newer light-duty vehicle. The fuel economy goal was achieved by designing an engine incorporating high geometric compression ratio, high dilution tolerance, low pumping work, and low friction. The increased tendency for knock with high compression ratio was addressed using early intake valve closing (EIVC), cooled exhaust gas recirculation (EGR), an active pre-chamber ignition system, and careful management of the fresh charge temperature. Engine weight reduction measures were implemented throughout the engine system making use of composite materials, advanced manufacturing techniques, and architectural choices. This report outlines the analytical, design, fabrication, and test work conducted for the duration of the project. The combustion system stability, EGR tolerance, and knock resistance were validated on a single cylinder engine. An inline six-cylinder engine was then designed targeting application in the Ford F150. Multi-cylinder engines were produced and tested achieving the target vehicle fuel economy improvement of 23% assessed using measured engine fuel consumption combined with a vehicle drive cycle simulation. Actions were identified and designs were demonstrated to achieve the 15% weight reduction target. This project included items covering a range of technology readiness levels. Some of the technologies explored are production ready, while others were investigated to understand the limitations for what can be achieved in a stoichiometric, gasoline-fueled, spark-ignited internal combustion engine.

42 ENGINEERING↗

Evaluation of Autonomous Vehicle Sensing and Compute Load on a Chassis Dynamometer

The sensing and compute load auxiliary energy consumption in autonomous vehicles may be significant due to the large number of sensors and the high compute load from sensor processing and route planning. To understand this issue, this study investigates the top-down energy usage of an electric 2015 Kia Soul fully instrumented with state sensors and a state-specific computer for path planning and sensor processing. A chassis dynamometer was then used to evaluate the cases of (1) no sensors or computation, (2) only sensors operating, and (3) sensors plus compute load. The vehicle was operated autonomously on the dynamometer using a PolySync drive-kit with drive-by-wire longitudinal control. The DynoJet model 224xLC was used to adapt the eddy current dynamometer's road load parameters to comply with an Environmental Protection Agency drive schedule and to evaluate performance against the Argonne National Laboratory Digital Dynamometer Dataset. On the UDDS-HWFET combined driving cycle, the stock battery's range was reduced by 5.6% for sensors alone and 12.2% for sensors and compute load. These results show that the added sensing and compute auxiliary load from automated and autonomous systems is significant and that research efforts need to be spent investigating new energy efficient systems.

Brown, Nicholas E.↗