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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
All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

A Fully Adaptive Electromagnetic Suspension System for Vehicles

Recently, electromagnetic suspension systems have become more popular in passenger vehicles. They are superior alternatives to existing conventional passive hydraulic suspension systems. The objective in this paper is to design a new adaptive, not reactive, electromagnetic suspension system. This is performed through two fixed permanent magnets and one electromagnet system packaged as a bolt solution for vehicles. Once combined with other sensors in the vehicle, the proposed electromagnetic system can provide the first fully adaptive suspension system in vehicles.

Davis, Dakota↗
DOE OSTI2019

Development of a Suspension System for the Road Transportation of Cryomodule SSR1 through a Multilevel Finite Element-Multibody Approach

The on-road transportation of cryomodules (CM) is a critical phase during which the structure may be subject to relevant dynamic loading. Thus, an accurate design of Transportation Tool (TT), equipped with a proper suspension system, is mandatory. In this paper the TT design for the PIP-II proto SSR1 CM is presented. A finite element (FE) model was developed considering the main CM parts. However, the full model was not suited for the design of the suspension system because of its computational time. Thus, it was exported as a Modal Neutral File to a multibody (MB) software, where minor components were modeled as rigid bodies or lumped stiffnesses. The reduced MB model considerably shortened the computational time and it was exploited for the design of the TT, which includes helical isolators (HI) acting as a mechanical filter. A real 3D acceleration profile, acquired during the transportation of a LCLS-II CM from Fermilab to SLAC, was used to validate the TT effectiveness in reducing the vibrational loading. In addition, the results of the MB analysis were used to perform FE analysis of critical components, such as bellows.

43 PARTICLE ACCELERATORS↗
DOE OSTI2020

Dynamic Response of a Semiactive Suspension System with Hysteretic Nonlinear Energy Sink Based on Random Excitation by means of Computer Simulation

This paper aims to investigate the property and behavior of the hysteretic nonlinear energy sink (HNES) coupled to a half vehicle system which is a nine-degree-of-freedom, nonlinear, and semiactive suspension system in order to improve the ride comfort and increase the stability in shock mitigation by using the computer simulation method. The HNES model is a semiactive suspension device, which comprises the famous Bouc–Wen (B-W) model employed to describe the force produced by both the purely hysteretic spring and linear elastic spring of potentially negative stiffness connected in parallel, for the half vehicle system. Nine nonlinear motion equations of the half vehicle system are derived in terms of the seven displacements and the two dimensionless hysteretic variables, which are integrated numerically by employing the direct time integration method for studying both the variables of vertical displacements, velocities, accelerations, chassis pitch angle, and the ride comfort and driver safety, respectively, based on the bump and random road inputs of the pseudoexcitation method as excitation signal. Simulation results show that, compared with the HNES model and the magnetorheological (MR) model coupled to the half vehicle system, the ride comfort and stability have been evidently improved. A successful validation process has been performed, which indicated that both the ride comfort and driver safety properties of the HNES model coupled to half vehicle significantly improved.

Chen, Hui↗
DOE OSTI2019

Multiscale method based on coupled lattice‐Boltzmann and Langevin‐dynamics for direct simulation of nanoscale particle/polymer suspensions in complex flows

Summary A hybrid computational method coupling the lattice‐Boltzmann (LB) method and a Langevin‐dynamics (LD) method is developed to simulate nanoscale particle and polymer (NPP) suspensions in the presence of both thermal fluctuation and long‐range many‐body hydrodynamic interactions (HIs). Brownian motion of the NPP is explicitly captured by a stochastic forcing term in the LD method. The LD method is two‐way coupled to the nonfluctuating LB fluid through a discrete LB forcing source distribution to capture the long‐range HI. To ensure intrinsically linear scalability with respect to the number of particles, a Eulerian‐host algorithm for short‐distance particle neighbor search and interaction is developed and embedded to LB‐LD framework. The validity and accuracy of the LB‐LD approach are demonstrated through several sample problems. The simulation results show good agreements with theory and experiment. The LB‐LD approach can be favorably incorporated into complex multiscale computational frameworks for efficiently simulating multiscale multicomponent particulate suspension systems such as complex blood suspensions.

Liu, Zixiang↗
DOE OSTI2017

Air Flow Modeling in the Wind Tunnel of the FHWA Aerodynamics Laboratory at Turner-Fairbank Highway Research Center

Computational fluid dynamics (CFD) modeling is widely used in industry for design and in the research community to support, compliment, and extend the scope of experimental studies. Analysis of transportation infrastructure using high performance cluster computing with CFD and structural mechanics software is done at the Transportation Research and Analysis Computing Center (TRACC) at Argonne National Laboratory. These resources, available at TRACC, were used to perform advanced three-dimensional computational simulations of the wind tunnel laboratory at the Turner-Fairbank Highway Research Center (TFHRC). The goals were to verify the CFD model of the laboratory wind tunnel and then to use versions of the model to provide the capability to (1) perform larger parametric series of tests than can be easily done in the laboratory with available budget and time, (2) to extend testing to wind speeds that cannot be achieved in the laboratory, and (3) to run types of tests that are very difficult or impossible to run in the laboratory. Modern CFD software has many physics models and domain meshing options. Models, including the choice of turbulence and other physics models and settings, the computational mesh, and the solver settings, need to be validated against measurements to verify that the results are sufficiently accurate for use in engineering applications. The wind tunnel model was built and tested, by comparing to experimental measurements, to provide a valuable tool to perform these types of studies in the future as a complement and extension to TFHRC’s experimental capabilities. Wind tunnel testing at TFHRC is conducted in a subsonic open-jet wind tunnel with a 1.83 m (6 foot) by 1.83 m (6 foot) cross section. A three component dual force-balance system is used to measure forces acting on tested models, and a three degree of freedom suspension system is used for dynamic response tests. Pictures of the room are shown in Figure 1-1 to Figure 1-4. A detailed CAD geometry and CFD model of the wind tunnel laboratory at TFHRC was built and tested. Results were compared against experimental wind velocity measurements at a large number of locations around the room. This testing included an assessment of the air flow uniformity provided by the tunnel to the test zone and assessment of room geometry effects, such as influence of the proximity the room walls, the non-symmetrical position of the tunnel in the room, and the influence of the room setup on the air flow in the room. This information is useful both for simplifying the computational model and in deciding whether or not moving, or removing, some of the furniture or other movable objects in the room will change the flow in the test zone.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2024

Performance of a Drifting Acoustic Instrumentation SYstem (DAISY) for characterizing radiated noise from marine energy converters

Marine energy converters can generate electricity from energetic ocean waves and water currents. Because sound is extensively used by marine animals, the radiated noise from these systems is of regulatory interest. However, the energetic nature of these locations poses challenges for performing accurate passive acoustic measurements, particularly with stationary platforms. The Drifting Acoustic Instrumentation SYstem (DAISY) is a modular hydrophone recording system purpose-built for marine energy environments. Using a flow shield in currents and mass–spring–damper suspension system in waves, we demonstrate that DAISYs can effectively minimize the masking effect of flow noise at frequencies down to 10 Hz. In addition, we show that groups of DAISYs can utilize time-delay-of-arrival post-processing to attribute radiated noise to a specific source. Consequently, DAISYs can rapidly measure radiated noise at all frequencies of interest for prototype marine energy converters. Furthermore, the resulting information from future operational deployments should support regulatory decision-making and allow technology developers to make design adjustments that minimize the potential for acoustic impacts as their systems are scaled up for utility-scale power generation.

16 TIDAL AND WAVE POWER↗
DOE OSTI2014

Cryo-technical design aspects of the superconducting SIS100 quadrupole doublet modules

The FAIR project was initiated to build an international accelerator and experimental facility for basic research activities in various fields of modern physics. The core component of the project will be the SIS100 heavy ion accelerator, producing heavy ion beams of uniquely high intensities and qualities. The superconducting main quadrupoles and corrector magnets are assembled within complex quadrupole doublet modules (QDMs), combining two superconducting quadrupole (focusing and defocusing), sextupole and steering magnets in one cryostat. In addition a cryo-catcher, a beam position monitor and a cold beam pipe will be integrated. In accordance with the magnet lattice structure, the QDM series for the SIS100 consists of four main families composed of eleven different configurations. The common technical feature of all configurations is a sophisticated common girder structure, mechanically integrating all functional components in one cold mass and being suspended in a corresponding cryostat system. The requirements to position preservation during thermal cycling are to be fulfilled by a precise and stable support of the functional elements, as well as by a reliable, reproducible and stable cold mass suspension system. The main design aspects of the QDMs will be discussed as a result of these requirements.

43 PARTICLE ACCELERATORS↗
DOE OSTI2014

State observers and Kalman filtering for high performance vibration isolation systems

There is a strong scientific case for the study of gravitational waves at or below the lower end of current detection bands. To take advantage of this scientific benefit, future generations of ground based gravitational wave detectors will need to expand the limit of their detection bands towards lower frequencies. Seismic motion presents a major challenge at these frequencies and vibration isolation systems will play a crucial role in achieving the desired low-frequency sensitivity. A compact vibration isolation system designed to isolate in-vacuum optical benches for Advanced Virgo will be introduced and measurements on this system are used to present its performance. All high performance isolation systems employ an active feedback control system to reduce the residual motion of their suspended payloads. The development of novel control schemes is needed to improve the performance beyond what is currently feasible. Here, we present a multi-channel feedback approach that is novel to the field. It utilizes a linear quadratic regulator in combination with a Kalman state observer and is shown to provide effective suppression of residual motion of the suspended payload. The application of state observer based feedback control for vibration isolation will be demonstrated with measurement results from the Advanced Virgo optical bench suspension system.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2014

A study of cooling time reduction of interferometric cryogenic gravitational wave detectors using a high-emissivity coating

In interferometric cryogenic gravitational wave detectors, there are plans to cool mirrors and their suspension systems (payloads) in order to reduce thermal noise, that is, one of the fundamental noise sources. Because of the large payload masses (several hundred kg in total) and their thermal isolation, a cooling time of several months is required. Our calculation shows that a high-emissivity coating (e.g. a diamond-like carbon (DLC) coating) can reduce the cooling time effectively by enhancing radiation heat transfer. Here, we have experimentally verified the effect of the DLC coating on the reduction of the cooling time.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2019

Federal Emergency Management Agency Mobile Housing Unit Running Gear Testing (Final Report)

The Federal Emergency Management Agency (FEMA) stages manufactured housing units (MHUs) at key locations to be used during disasters when other housing accommodations cannot be arranged for individuals or families. Due to the unpredictability of natural disasters and the limitations of the manufactured housing industry to produce large numbers of MHUs in very short periods of time, it is necessary for FEMA to store a large number of units for many months or years. With these long storage periods come degradation issues with frames, tires, bearing, and braking systems. These types of issues are also of interest to the U.S. Department of Transportation (DOT) Federal Motor Carrier Safety Administration (FMCSA) because regulated carriers normally transport these units and 49 CFR 393.75 Tires specifies tire loading restrictions for manufactured homes. To compare the running gear (tires, brakes, drums, bearings, axles, springs, and spring mounting hardware) currently specified in the 2014 Rugged Based Performance Requirements (RBPR) and the newly recommended running gear specified in the upcoming revision to the RBPR, the Oak Ridge National Laboratory (ORNL) outlined a Longevity Test Plan, which focused on the assessment of component longevity (failure rates by component type). The Test Plan also studied the forces imparted to the MHU from the running gear from interaction with the roadway for both the running gear in the 2014 RBPR and the running gear specified in the upcoming RBPR revision. Since the assessment of component longevity and failures are also issues of concern for FMCSA, both agencies collaborated to support the research presented in this report. The tests and data collection were conducted at the Navistar Proving Grounds (NPG) in New Carlisle (near South Bend), Indiana, during the May-November 2018 period. Four alternatives for the suspension system of a typical three-bedroom MHU were considered in this test. Alternative 0 was the MHU that was selected from the FEMA staging area in Selma, Alabama. Empirical data had shown that, on average, this alternative experiences one tire failure every 150 miles (or 0.0067 tire failures per mile traveled). Before testing, Alternative 0 was equipped with similar running gear hardware, although in new condition and installed following the manufacturer’s specifications. This became the Baseline Unit, or Alternative 1. Another unit, also selected from the FEMA staging area in Selma, Alabama, was equipped with better axles (i.e., axles that were rated for 7,000lbs as opposed to 6,000lbs for the Baseline Unit) and better tires. This became the Upgrade Unit, or Alternative 2. At the end of the Longevity Test, the Upgrade Unit was mounted with radial tires. This became Alternative 3.Alternative 1 (Baseline Unit) had, on average, one tire failure every 251 miles (or 0.0040 tire failures per mile traveled). So, by simply following the correct manufacturer’s specifications for the assembly of the transportation system, a reduction of 41% in the per mile tire failure was achieved. In the same test, Alternative 2 (Upgrade Unit) showed, on average, one tire failure every 728 miles traveled (or 0.0014 tire failure s per mile traveled). When the Upgrade Unit was mounted with radial tires in the last part of the test, no tire failures were observed for the 2,400 miles tested. That is, in the case of the radial tires (Alternative 3) the tire failure was less than one per 2,400 miles traveled (or less than 0.0004 tire failures per mile traveled). The data collected for the Longevity Test showed that the maximum accelerations were registered in all cases at the center of the MHU in the vertical direction. The overall maximum was registered by the Baseline Unit, Alternative 1. If that value is normalized to 100%, then the Upgrade Unit (Alternative 2) showed, on average, 81% at the same location, and Alternative 3 (radial-tire test) 59%. That is, the upgraded transportation system showed a reduction of 19% and 41% in the vertical accelerations transmitted to MHU at its center when regular and radial tires, respectively, were used. As part of the Test Protocol, NPG conducted a visual inspection of the MHUs and transportation system at the end of each test day. ORNL reviewed all the inspection reports in an attempt to determine if there was any difference in the damage that the Baseline and Upgrade MHUs showed during the test. The Upgrade Unit always showed lower accelerations transmitted to the MHU than the Baseline Unit. In most cases, these differences were statistically significant. The FEMA inspection report, conducted by a FEMA certified inspector at the end of the tests, included a shorter list of damaged items for the Baseline Unit than for the Upgrade Unit, although similar type of damages was described for both units. This may be an indication that, although lower than those of the Baseline Unit, the accelerations transmitted by the Upgrade Unit were above the threshold at which MHU elements start to fail.

42 ENGINEERING↗
DOE OSTI2023

Non-linear Wire Rope Isolator Model to Enhance Transportation Simulation of Fragile Equipment

Abstract Introduction Wire rope isolators are often used as means of vibration isolation for the transportation of fragile machine equipment. When deployed as suspension systems in a transportation scenario, a simple spring–damper model is often used to predict the dynamic loads that act on the structure being transported. However, this simple model has proved to be too simplistic to be used in the development of an accurate numerical model that can predict the vibration levels experienced by the inner components of fragile equipment during its transportation. This paper describes the experimental tests conducted on a wire rope isolator used for the transportation of the prototype SSR1 cryomodule. Materials and methods A hysteretic Bouc–Wen model has been used to analytically describe the force–deformation relationship of the wire rope isolators. The developed model of the isolator has been implemented in a larger model to simulate the actual transportation of the prototype SSR1 cryomodule, a section of the new PIP-II linear accelerator under construction at Fermilab. A series of multibody dynamic simulations with rigid and flexible components was used to numerically determine the acceleration of some critical components. Results and conclusions An actual experimental transportation was simulated using two numerical models: the developed Bouc–Wen model and a conventional spring–damper model. It is shown how the Bouc–Wen formulation of the isolator characteristics drastically improves the correspondence between experimental and simulated results if compared to a spring–damper model, especially in the range of 0–30 Hz which is the most critical for transportation problems.

42 ENGINEERING↗
DOE OSTI2018

Metal plasticity and ductile fracture modeling for cast aluminum alloy parts

Here in this study, plasticity and ductile fracture properties were characterized by performing various tension, shear, and compression tests. A series of 10 experiments were performed using notched round bars, flat-grooved plates, in-plane shear plates, and cylindrical bars. Two cast aluminum alloys used in automotive suspension systems were selected. Plasticity modelling was performed and the results were compared with experimental and corresponding simulation results; further, the relationships among the stress triaxiality, Lode angle parameter, and equivalent plastic strain at the onset of failure were determined to calibrate a ductile fracture model. Finally, the proposed ductile fracture model shows good agreement with experimental results.

36 MATERIALS SCIENCE↗
DOE OSTI2018

Easily separable N-doped ZnO microspheres with high photocatalytic activity under visible light

Highlights: • N-doped ZnO microspheres are successfully prepared for environmental photocatalysis. • N doping is responsible for the highly improved photocatalytic activity. • The microspheres are easily separated from the suspension system by sedimentation. - Abstract: Here, two strategies are simultaneously applied to ZnO for easy separation of the photocatalyst particles by forming micron-sized spheres and for extension of the spectral response into the visible region by nitrogen doping. The prepared nitrogen-doped ZnO microspheres show highly improved photocatalytic activity for the degradation of humic acid (HA), a complex refractory organic compound, under visible light. Substitutional and interstitial doping of nitrogen are behind the improved visible light absorption and photocatalytic activity. Using 1 g/L of N-doped ZnO with urea/Zn molar ratio of 3, 95.4% of HA with an initial concentration of 5 mg/L can be degraded within 80 min of visible light irradiation of 122 mW/cm{sup 2}. Under identical experimental conditions, almost complete mineralization of HA is achieved within 12 h. Holes and hydroxyl radicals are mainly responsible for the degradation of HA. Significant reduction of toxicity of the photocatalytically treated HA solution is realized within 9 h.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗
DOE OSTI2014

A new ion sensing deep atomic force microscope

Here we describe a new deep atomic force microscope (AFM) capable of ion sensing. A novel probe assembly incorporates a micropipette that can be used both for sensing ion currents and as the tip for AFM imaging. The key advance of this instrument over previous ion sensing AFMs is that it uses conventional micropipettes in a novel suspension system. This paper focuses on sensing the ion current passively while using force feedback for the operation of the AFM in contact mode. Two images are obtained simultaneously: (1) an AFM topography image and (2) an ion current image. As an example, two images of a MEMS device with a microchannel show peaks in the ion current as the pipette tip goes over the edges of the channel. This ion sensing AFM can also be used in other modes including tapping mode with force feedback as well as in non-contact mode by utilizing the ion current for feedback, as in scanning ion conductance microscopy. The instrument is gentle enough to be used on some biological samples such as plant leaves.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2018

On the thermal noise limit of ultrastable optical cavities

We consider two methods of lowering thermal noise, which limits the attainable frequency stability of lasers stabilised to a high-Q external Fabry – Perot cavity. These are cavity lengthening and use of high-Q mechanical materials in the production of its constituent parts. The results of numerical simulation are outlined for the horizontal and vertical suspension systems of the cavity body and its sensitivity to vibrations in these cases. The progress in the development of ultrastable laser systems using cryogenic silicon cavities is also discussed. (paper)

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗
DOE OSTI2017

Surface recogniton for cars: A comprehensive approach for neural networks

This paper explores the viability of neural-networkbased classification of ground surface for vehicles. By classifying road surface in near realtime, improvements in vehicle performance (e.g. braking and cornering) may be possible. Classification performance for many combinations of feature encoding and neural network types are compared. The vehicle used here was an An Audi “S3” with a magnetic suspension system on the sport mode. An NI CompactRIO (or cDAQ) module was used to record from a lowing the cDAQ to communicate with the PCB 352C03 one-axis accelerometer. The accelerometer was firmly attached to the windshield of the car. This work focuses on the classification of four road surfaces (asphalt, dirt, concrete, and sand), though larger target sets were also considered. The most accurate method involved a MATLAB feature extraction package with a back-propagation neural network, yielding an overall accuracy of 97%. Lessons learned from this wide exploration of options may extend to other related classification problems.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Impact of Time-Varying Passenger Loading on Conventional and Electrified Transit Bus Energy Consumption

Transit bus passenger loading changes greatly over the course of a workday. Therefore, time-varying vehicle mass as a result of passenger load becomes an important factor in instantaneous energy consumption. Battery-powered electric transit buses have restricted range and longer 'fueling' time compared with conventional diesel-powered buses; thus, it is vital to know how much energy they require. Our previous work has shown that instantaneous transit bus mass can be obtained by measuring the pressure in the vehicle's airbag suspension system. This report leverages this novel technique to determine the impact of time-varying mass on energy consumption. Sixty-five days of velocity and mass data were collected from in-use transit buses operating on routes in the Twin Cities, MN metropolitan area. The simulation tool Future Automotive Systems Technology Simulator was modified to allow both velocity and mass as time-dependent inputs. This tool was then used to model an electrified and conventional bus on the same routes and determine the energy use of each bus. Results showed that the kinetic intensity varied from 0.27 to 4.69 mi-1 and passenger loading ranged from 2 to 21 passengers. Simulation results showed that energy consumption for both buses increased with increasing vehicle mass. The simulation also indicated that passenger loading has a greater impact on energy consumption for conventional buses than for electric buses owing to the electric bus's ability to recapture energy. This work shows that measuring and analyzing real-time passenger loading is advantageous for determining the energy used by electric and conventional diesel buses.

33 ADVANCED PROPULSION SYSTEMS↗