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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 19 records

A Research Testbed for Experimental Connectivity and Automation in Cars

Cyber-physical systems (CPS) are engineered systems in which the computational components and physical components of the system are interdependent and deeply linked. Discovery and development of CPS technologies are changing the way people interact with engineered systems. To demonstrate this point, consider the Global Positioning System (GPS) which revolutionized personal mobility. Its research origins stem from the US Department of Defense in 1973 for military use. By 2000 limitations on civilian consumption of GPS service were lifted. Immediately, personal GPS products were shipped for in-car navigation systems. Soon after, GPS receivers were embedded into mobile phones with the introduction of the Nokia N95 and Apple iPhone for maps and turn-by-turn navigation. With the benefit of hindsight we can see that GPS has become a cornerstone technology of our daily life. Satellite-based navigation has gone from a radical space technology, to a matter of uninteresting availability; it is the typical way that people navigate through roadways now. The combination of the satellite infrastructure, the integration of receiver modules, and powerful maps applications has significantly changed mobility in the 21st century.

42 ENGINEERING↗

Isochronous Architecture-Based Voltage-Active Power Droop for Multi-Inverter Systems

This article proposes an isochronous architecture for parallel inverters with only voltage-active power droop (VP-D) control for improving active power sharing as well as plug-and-play of multi-inverter-based distributed energy resources (DERs). The isochronous framework obviates the need for an explicit regulation of the frequency while allowing for sharing of reactive power. The article shows that the detrimental effects of circulating currents between inverters can be addressed in the framework developed. The isochronous architecture is implemented by employing a GPS to disseminate clock timing signals that enable the microgrid to maintain the nominal system frequency. Small signal eigenvalue analysis of a Multi-inverter Microgrid system near the steady-state operating point is presented to evaluate the system stability. Moreover, unlike traditional droop-based methods, the isochronous strategy lends itself to analytical guarantees which are developed in the article. Furthermore, the effect of delays in receiving GPS clock signals by an inverter is experimentally characterized and an inverter isolation mechanism is proposed that disconnects inverters facing large GPS communication delays. Hardware experiments on an 1.2 kVA-prototype and controller-hardware-in-the-loop validation on the CIGRE distribution network are conducted to demonstrate the effectiveness of the proposed architecture towards active and reactive power sharing between inverters with load scenarios.

24 POWER TRANSMISSION AND DISTRIBUTION↗

Timing Calibration and Windowing Technique Comparison for Lightning Mapping Arrays

Abstract Since their introduction 22 years ago, lightning mapping arrays (LMA) have played a central role in the investigation of lightning physics. Even in recent years with the proliferation of digital interferometers and the introduction of the LOw Frequency ARray (LOFAR) radio telescope, LMAs still play an important role in lightning science. LMA networks use a simple windowing technique that records the highest pulse in either 80 μs or 10 μs fixed windows in order to apply a time‐of‐arrival location technique. In this work, we develop an LMA‐emulator that uses lightning data recorded by LOFAR to simulate an LMA, and we use it to test three new styles of pulse windowing. We show that they produce very similar results as the more traditional LMA windowing, implying that LMA lightning mapping results are relatively independent of windowing technique. In addition, each LMA station has its GPS‐conditioned clock. While the timing accuracy of GPS receivers has improved significantly over the years, they still significantly limit the timing measurements of the LMA. Recently, new time‐of‐arrival techniques have been introduced that can be used to self‐calibrate systematic offsets between different receiving stations. Applying this calibration technique to a set of data with 32 ns uncertainty, observed by the Colorado LMA, improves the timing uncertainty to 19 ns. This technique is not limited to LMAs and could be used to help calibrate future multi‐station lightning interferometers.

Hare, Brian M.↗

AugerPrime surface detector electronics

Operating since 2004, the Pierre Auger Observatory has led to major advances in our understanding of the ultra-high-energy cosmic rays. The latest findings have revealed new insights that led to the upgrade of the Observatory, with the primary goal of obtaining information on the primary mass of the most energetic cosmic rays on a shower-by-shower basis. In the framework of the upgrade, called AugerPrime, the 1660 water-Cherenkov detectors of the surface array are equipped with plastic scintillators and radio antennas, allowing us to enhance the composition sensitivity. To accommodate new detectors and to increase experimental capabilities, the electronics is also upgraded. This includes better timing with up-to-date GPS receivers, higher sampling frequency, increased dynamic range, and more powerful local processing of the data. In this paper, the design characteristics of the new electronics and the enhanced dynamic range will be described. The manufacturing and test processes will be outlined and the test results will be discussed. The calibration of the SD detector and various performance parameters obtained from the analysis of the first commissioning data will also be presented.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗

20 Year Daily Average Modeled Velocity and Discharge for Openwater Season at Five Communities on Kuskokwim River, Alaska

This dataset includes modeled velocity and discharge at five communities in the middle Kuskokwim River region: Aniak, Chuathbaluk, Crooked Creek, Red Devil and Stony River. Modeled velocities and discharge represent daily averages calculated for the openwater season (OWS) from June 1 - October 18 over the 20 year period 2000-2019 using the raw data described below and included in this archive; full details of methodology are described in (Brown et al. submitted to Renewable Energy). Raw data inputs to inform the modeling process include in-situ measurements of 1) discharge with an acoustic Doppler current meter (ADCP, 600kHz Workhorse Rio Grande by Teledyne RD Instruments) and a global positioning receiver (GPS, Trimble 5700, 5800 and R8) utilizing Real Time Kinematic (RTK) GPS mode over 1-2 days at each site in 2009 or 2010 (Ravens 2014), and 2) river stage with a water level logger (HOBO U20-001-01 by Onset) over 2-9 weeks at each site (Ravens 2014), 3) in addition to a 20 year long-term discharge record collected at the USGS stream gage site in Crooked Creek (USGS 2016). Raw data (discharge and stage) are included in this archive for two additional communities: Lower Kalskag and Sleetmute, where modeled velocities were not calculated due to equipment failure or loss. The USGS stream gage data at Crooked Creek (USGS 2016) and stream gage methodology (Turnipseed and Sauer 2010) are publicly available online, so the data are not duplicated here.

16 TIDAL AND WAVE POWER↗

The DataHawk2 uncrewed aircraft system for atmospheric research

Abstract. The DataHawk2 (DH2) is a small, fixed-wing, uncrewed aircraft system, or UAS, developed at the University of Colorado (CU) primarily for taking detailed thermodynamic measurements of the atmospheric boundary layer. The DH2 weighs 1.7 kg and has a wingspan of 1.3 m, with a flight endurance of approximately 60 min, depending on configuration. In the DH2's most modern form, the aircraft carries a Vaisala RSS-421 sensor for pressure, temperature, and relative humidity measurements, two CU-developed infrared temperature sensors, and a CU-developed fine-wire array, in addition to sensors required to support autopilot function (pitot tube with pressure sensor, GPS receiver, inertial measurement unit), from which wind speed and direction can also be estimated. This paper presents a description of the DH2, including information on its design and development work, and puts the DH2 into context with respect to other contemporary UASs. Data from recent field work (MOSAiC, the Multidisciplinary drifting Observatory for the Study of Arctic Climate) is presented and compared with radiosondes deployed during that campaign to provide an overview of sensor and system performance. These data show good agreement across pressure, temperature, and relative humidity as well as across wind speed and direction. Additional examples of measurements provided by the DH2 are given from a variety of previous campaigns in locations ranging from the continental United States to Japan and northern Alaska. Finally, a look toward future system improvements and upcoming research campaign participation is given.

54 ENVIRONMENTAL SCIENCES↗

Multi-sensor fusion for robust autonomous flight in indoor and outdoor environments with a rotorcraft micro-aerial vehicle (MAV)

The subject matter described herein includes a modular and extensible approach to integrate noisy measurements from multiple heterogeneous sensors that yield either absolute or relative observations at different and varying time intervals, and to provide smooth and globally consistent estimates of position in real time for autonomous flight. We describe the development of the algorithms and software architecture for a new 1.9 kg MAV platform equipped with an IMU, laser scanner, stereo cameras, pressure altimeter, magnetometer, and a GPS receiver, in which the state estimation and control are performed onboard on an Intel NUC 3rd generation i3 processor. We illustrate the robustness of our framework in large-scale, indoor-outdoor autonomous aerial navigation experiments involving traversals of over 440 meters at average speeds of 1.5 m/s with winds around 10 mph while entering and exiting buildings.

42 ENGINEERING↗

Field Validation of MVA Technology for Offshore CCS: Novel Ultra-High-Resolution 3D Marine Seismic Technology (P-Cable) (Final Report)

The objectives of the proposed study were to deploy and validate a specific monitoring technology, high-resolution 3D marine seismic (HR3D), appropriate for large-demonstration and commercial-scale offshore CCS sites. The project accomplished successful acquisition two HR3D seismic surveys. The first HR3D dataset was over the offshore injection site of the Tomakomai, Japan integrated pilot CCS project, which at the time of survey acquisition was actively injecting CO 2 . The first survey also represented a successful international collaboration between the DOE NETL program and Japan’s national CCS program and was the first successful acquisition and use of HR3D over an active CO 2 injection site (Meckel, Feng et al. 2019). The Tomakomai HR3D survey successfully tested a novel 4-streamer HR3D system array in which, for the first time, no cross-cable (aka “P-Cable”) was utilized and only four GeoEel streamers were used instead of the standard 12-streamer configuration. Consequently, this was not, strictly speaking, a deployment of the “P-Cable” system of (Planke and Berndt 2004) but rather a modified version, thereof, and it is the first known demonstration of the modified system configuration. One very positive outcome from the Japanese collaboration earlier in the project was the ability to learn from the Japanese how they used tail buoys with GPS to determine the position of the seismic source and receivers in time and space. Based on that experience, GCCC designed and built six GPS receivers that could be used to position the streamer receivers and the seismic source via tail buoys. A fundamental advance that was made on the original design, was the ability to directly power the tail buoy GPS units and transfer data through the streamers (i.e., vs. the batteries used at Tomakomai). The bulkiness of the GPS batteries caused drag and episodic surging of the buoys, which affected data quality by lifting up the tail end of the streamers so the receivers were not at the same depth. The units were tested onshore for accuracy and functionality, and the design was subsequently and successfully tested in marine acquisition mode during the SLP survey acquisition. The marine acquisition test and survey satisfied Subtasks 2.2.2, Novel Positioning Technology Selection and Subtask 2.2.3, Novel Positioning Technology Deployment. Results of the novel positioning technology selection (Subtask 2.2.2) were considered successful and will be incorporated in future HR3D seismic acquisition projects to reduce costs, improve deployment safety at sea, and integrate both seismic and data recording via a single data transfer through the streamers to the recording system. The project also established a permitting process through NETL NEPA compliance, which included an Environmental Assessment in a marine setting and is required for conducting these types of surveys using Federal funding. The permitting process charted a “boilerplate,” which can allow future surveys related to other funded projects to move forward more expeditiously. Future improvements that could be considered are more robust seals on the GPS module and stronger materials (especially joints) on tail buoy fabrication. These would increase fixed costs, but would be advisable and probably more economic long-term if multiple HR3D surveys are planned. Project Accomplishments include: • Pre-survey Sensitivity Study • Marine geochemistry methods and data analysis • Successful HR3D seismic dataset acquired @ Tomakomai active CO 2 injection marine site • Developed advanced seismic processing techniques • No NRMS anomalies detected in overburden; Demonstration of containment • Repeatability study • Second survey collected @ San Luis Pass, TX • 4D application using positioning techniques developed in the project for monitoring were successful

3D seismic GPS positioning↗

Sampling synchronization through GPS signals

A method uses a distributed data acquisition system with multiple, physically unconnected, data acquisition units, that can be in wireless communication with a remote host, to timestamp measurement data with sub-microsecond time base accuracy of sampling clock relative to an absolute timeframe. A current absolute time is derived from messages received from a satellite radio beacon positioning system (GPS). Measurement data is sampled by each unit at a specified sampling rate. Using hardware logic, batches of sampled data are associated with corresponding timestamps representing the absolute time at which the data was sampled. Data and timestamps may be transmitted to the host. A time offset bias is compensated by comparing timestamps against a nominal time based on start time and nominal sampling rate. The sampling clock rate may be disciplined using time pulses from the GPS receiver. An initial start of data sampling by all units can also be synchronized.

Zhuge, James Q.↗

GPS Spoofing Mitigation and Timing Risk Analysis in Networked Phasor Measurement Units via Stochastic Reachability

To address phasor measurement unit (PMU) vulnerability to spoofing, we propose the use of a set-valued state estimation technique known as stochastic reachability (SR)-based distributed Kalman filter (DKF) that computes secure global positioning system (GPS) timing across a network of receivers. Utilizing SR, we estimate not only GPS time but also its stochastic reachable set, which is parameterized by probabilistic zonotope (p-Zonotope). While requiring known measurement error bounds in only non-spoofed conditions, we designed a two-tiered approach. We first performed measurement-level spoofing mitigation via deviation of a measurement innovation from its expected p-Zonotope. We then performed state-level timing risk analysis via a determination of the intersection probability of the estimated p-Zonotope with an unsafe set that violates IEEE C37.118.1a-2014 standards. Finally, we validated our SR-DKF algorithm by subjecting it to a simulated receiver network to coordinate signal-level spoofing. We demonstrate improved timing accuracy and successful spoofing mitigation via the use of our SR-DKF algorithm. We also validated the robustness of the estimated timing risk as the number of receivers were varied.

47 OTHER INSTRUMENTATION↗

Jitter tracking anti-spoofing algorithm

A system and method to distinguish spoofing signals from true GNSS signals is disclosed. One aspect of the present invention combines measuring GNSS carrier signals with measuring jitter in a vehicle's position via a low-cost inertial measurement unit (IMU) to distinguish spoofing signals from true GNSS signals. The present invention employs natural and/or artificial jitter of a vehicle, that, when combined with a tightly coupled inertial navigation system (INS), allows the receiver to distinguish the spoofing GNSS signal from the true GNSS signal. This spoofer survivability algorithm may be implemented, for example, in the software of a GNSS (or GPS) navigation system.

Brashar, Connor↗

Fundamentals of wildlife dosimetry and lessons learned from a decade of measuring external dose rates in the field

Methods for determining the radiation dose received by exposed biota require major improvements to reduce uncertainties and increase precision. We share our experiences in attempting to quantify external dose rates to free-ranging wildlife using GPS-coupled dosimetry methods. The manuscript is a primer on fundamental concepts in wildlife dosimetry in which the complexities of quantifying dose rates are highlighted, and lessons learned are presented based on research with wild boar and snakes at Fukushima, wolves at Chornobyl, and reindeer in Norway. GPS-coupled dosimeters produced empirical data to which numerical simulations of external dose using computer software were compared. Our data did not support a standing paradigm in risk analyses: Using averaged soil contaminant levels to model external dose rates conservatively overestimate the dose to individuals within a population. Following this paradigm will likely lead to misguided recommendations for risk management. The GPS-dosimetry data also demonstrated the critical importance of how modeled external dose rates are impacted by the scale at which contaminants are mapped. When contaminant mapping scales are coarse even detailed knowledge about each animal’s home range was inadequate to accurately predict external dose rates. Importantly, modeled external dose rates based on a single measurement at a trap site did not correlate to actual dose rates measured on free ranging animals. These findings provide empirical data to support published concerns about inadequate dosimetry in much of the published Chernobyl and Fukushima dose-effects research. Furthermore, our data indicate that a huge portion of that literature should be challenged, and that improper dosimetry remains a significant source of controversy in radiation dose-effect research.

61 RADIATION PROTECTION AND DOSIMETRY↗

2009 National Household Travel Survey - California Add-On

The California add-on survey supplements the 2009 National Household Travel Survey (NHTS) with additional household samples and detailed travel behavior for an assigned travel day. The NHTS was conducted by the Federal Highway Administration, which collected data on the demographic and socioeconomic composition of households, as well as detailed information on travel behavior nationwide. State transportation departments and metropolitan planning agencies had the opportunity to purchase extra household samples as part of the NHTS add-on program. These additional samples, along with national samples collected in the add-on areas, are compiled for use in transportation planning, forecasting, and research. The California Department of Transportation participated in the NHTS add-on program and received a total of 21,225 household samples in California, from March 2008 through May 2009.

1Hz data↗

2017 National Household Travel Survey - California Add-On

The California add-on survey supplements the 2017 National Household Travel Survey (NHTS) with additional household samples and detailed travel behavior for an assigned travel day. The NHTS was conducted by the Federal Highway Administration, which collected data on the demographic and socioeconomic composition of households, as well as detailed information on travel behavior nationwide. State transportation departments and metropolitan planning agencies had the opportunity to purchase extra household samples as part of the NHTS add-on program. These additional samples, along with national samples collected in the add-on areas, are compiled for use in transportation planning, forecasting, and research. The California Department of Transportation participated in the NHTS add-on program and received a total of 26,095 household samples in California, from April 2016 through April 2017.

1Hz data↗

1993 Tucson Household Travel Survey

The Arizona Department of Transportation (ADOT) conducted a Tucson Household Travel Survey in 1993. ADOT conducts such surveys every five to seven years, providing an essential snapshot of transportation behaviors and trends by asking how members of a household get around on a single day. The answers helped state, local, and federal officials decide when, where, and how to invest limited transportation funding to improve roads, public transportation, sidewalks, bike paths, and more. Demographic, socioeconomic, and travel information was gathered from 4,564 participants associated with 1,913 households. Participants received travel logs to record where members of their household went on an assigned travel day.

1Hz data↗

2000 Tucson Household Travel Survey

The Arizona Department of Transportation (ADOT) conducted a Tucson Household Travel Survey in 2000. ADOT conducts such surveys every five to seven years, providing an essential snapshot of transportation behaviors and trends by asking how members of a household get around on a single day. The answers helped state, local, and federal officials decide when, where, and how to invest limited transportation funding to improve roads, public transportation, sidewalks, bike paths, and more. Demographic, socioeconomic, and travel information was gathered from 4,882 participants associated with 2,076 households. Participants received travel logs to record where members of their household went on an assigned travel day.

1Hz data↗

2001 National Household Travel Survey - Wisconsin Add-On

The Wisconsin add-on survey supplements the 2001 National Household Travel Survey (NHTS) with additional household samples and detailed travel behavior for an assigned travel day. The Federal Highway Administration and Wisconsin Department of Transportation conducted the survey. The NHTS ran from March 2001 through May 2002, with data collection for the Wisconsin add-on occurring May 1, 2001, to May 6, 2002. The NHTS collected detailed information on travel behavior nationwide, as well as data on the demographic and socioeconomic composition of households. State transportation departments and metropolitan planning agencies had the opportunity to purchase extra household samples as part of the NHTS add-on program. These additional samples, along with national samples collected in the add-on areas, are compiled for use in transportation planning, forecasting, and research. The Wisconsin Department of Transportation participated in the NHTS add-on program and received a total of 17,610 household samples in Wisconsin. (The total number of household samples nationwide is 26,038.)

1Hz data↗

2009 National Household Travel Survey - Wisconsin Add-On

The Wisconsin add-on survey supplements the 2009 National Household Travel Survey (NHTS) with additional household samples and detailed travel behavior for an assigned travel day. The Federal Highway Administration and Wisconsin Department of Transportation conducted the survey from March 2008 through May 2009. It collected detailed information on travel behavior nationwide, as well as data on the demographic and socioeconomic composition of households. State transportation departments and metropolitan planning agencies had the opportunity to purchase extra household samples as part of the NHTS add-on program. These additional samples, along with national samples collected in the add-on areas, are compiled for use in transportation planning, forecasting, and research. The Wisconsin Department of Transportation participated in the NHTS add-on program and received a total of 1,707 household samples in Wisconsin. (The total number of household samples nationwide is 26,000.)

1Hz data↗