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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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All sourcesNASA NTRSDOE OSTI
DOE OSTI2026

Heavy-Duty Nonroad Material Handler Electrification Part 1: Real-World Drive Cycle Development

Knowing a detailed operating cycle is critical for developing and testing equipment. Operating cycles can be separated by two clear distinctions: (1) regulatory or non-regulatory and (2) application at the engine-only or full machine level. The Environmental Protection Agency’s (EPA) Nonroad Transient Cycle (NRTC) may be a good representation of engine use in many types of equipment, but there is a gap in standardized and validated drive cycles specifically for nonroad material handlers. Lacking a standardized drive cycle makes it difficult to accurately benchmark machine performance and validate new powertrain technologies. The objective of this investigation is to illustrate the development of a custom drive cycle augmented with real-world customer use data that serves multiple purposes: (1) understand the range of operation and utilization that formulated inputs for electrified architecture analysis and (2) develop a repetitive and consistent maneuver to establish baseline energy consumption enabling equivalent comparison to future electrified prototype builds. This article presents a solution specifically for a 23-ton nonroad material handler in which material handling, machine transport, and extended idle were homologated to form representative short cycles defined by machine velocity and hydraulic cylinder position. The most intensive material handling short cycles had a load factor of 40% and an average fuel rate of 16 L/h. Combined with a visual aid, the short cycles exhibited low variability, having less than 5% root mean square (RMS) error in lift and reach position with respect to the average. The machine’s performance on these short cycles at the Advanced Power Systems Research Center (APSRC) was compared to results from two real-world customer locations operating the instrumented test machine in a cyclical manner, and for similar ground conditions were found to be comparable in fuel consumption.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Navigation and Meteorological Data from Multiple Sensors on Airborne Platform (NAVMET-AIR) Value-Added Product Report

The Navigation and Meteorological Data from Multiple Sensors on Airborne Platform (NAVMET-AIR) value-added product encompasses the aafnaviwg data set in the ARM Data Center (ADC), known as the IWG file, named for the Inter-Agency Working Group for Airborne Data and Telemetry Systems (IWGADTS). Its purpose is to produce a suite of tools to promote standardization of instrument interface, data format, and data processing. This data set’s contents are navigational and meteorological state variables at 1 Hz. It also contains higher-order data flags created by ARM Aerial Facility (AAF) scientists to aid analysis such as periods when the aircraft is flying level, operating in maneuvers, or flying through cloud. Due to the nature of research flights, the payload of the aircraft consists of many duplicate and overlapping instruments to ensure, in case of instrument failure, there is a backup to record the data. Measurements from multiple instruments are consolidated into a single file. Each variable of this data set is carefully chosen from the onboard instrumentation and quality checked by AAF scientists to create this wholistic and most accurate data set for airborne research. This document is intended to be a hub towards the individual “read me” files produced for each campaign. For reference about what instrument was used for calculations on specific days, the read me files are located in the ARM IOP archive at the addresses listed, or access the IOP (intensive operational period) database at https://www.archive.arm.gov/.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2024

Effect of adaptive cruise control on fuel consumption in real-world driving conditions

This paper presents a comprehensive analysis of the impact of adaptive cruise control on energy consumption in real-world driving conditions based on a natural experiment: a large-scale observational dataset of driving data from a diverse fleet of vehicles and drivers. The analysis is conducted at two different fidelity levels: (1) a macroscopic trip-level benefit estimate that compares trips with and without cruise control in a counterfactual way using statistical methods, and (2) a situation-based comparison achieved through the segmentation of trips into distinct driving situations such as acceleration, braking, cruising, and other maneuvers. The results of this research show that the effect of cruise control on energy consumption varies across different driving situations and levels of analysis. In a macroscopic trip-level analysis, cruise control engagement is associated with a slight increase in fuel consumption across the fleet. As revealed later by the situation-based analysis, this result can be attributed to the negative impact of cruise control on energy consumption in cruising mode, which is the most common driving situation. However, the situation-based comparison demonstrates that cruise control can provide fuel consumption benefits in situations involving acceleration and braking, particularly when a preceding vehicle is present. The study also emphasizes the importance of controlling for various factors that can influence both fuel consumption and the likelihood of cruise control engagement to properly evaluate its effects.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

User’s Manual for RESRAD-RDD&IND Code Version 2: Vol. 2—User’s Guide for RESRAD-RDD&IND Code

Version 2.0 of the RESRAD-RDD&IND computer code is designed to support the implementation of protective action guides (PAGs) after a nuclear emergency incident including a radiological dispersal device (RDD) and/or an improvised nuclear device (IND) incident (EPA 2017). Eight different group types, addressing various decisions, are available for selection. The RESRAD-RDD&IND code calculates radiological doses, stay times, etc., for the selected group that the user wishes to focus on. (That is, the results for all the groups are not calculated simultaneously, and the input for those other groups do not matter, although some parameter values are shared between groups.) Version 2.0 has a user-friendly interface so that the RESRAD-RDD&IND code can be used with minimal training. For example, the user can select the major characteristics of the problem-event type, source term, and decision type from the left side of the interface and then calculate the results with the default assumptions for the exposure scenarios. More in-depth analysis would include specifying site-specific exposure scenario characteristics in the right side of the interface. The procedures for data entry and results viewing are self-explanatory. This is because common window maneuvering features and text instructions were incorporated in the interface design. General and context-specific help are available to aid users entering parameter values, as well. The RESRAD-RDD&IND computer code gives the user the option to select either an RDD or IND incident for analysis. For an RDD event analysis, 11 radionuclides (Am-241, Cf-252, Cm-244, Co-60, Cs-137, Ir-192, Po-210, Pu-238, Pu-239, Ra-226, and Sr-90) are included. These 11 radionuclides are the radionuclides most likely used for an RDD. More than 90 radionuclides can be selected for an IND event analysis. Initial default concentrations are provided for 44 radionuclides for a uranium-fueled IND event. These 44 radionuclides are those that would contribute significantly to the radiation dose associated with a uranium-fueled bomb detonation. The radionuclides generated from ingrowth of these 44 initial radionuclides are also automatically included in the analysis. Pu-239, Cs-134m, Ru-105, and Rb-89 and their progeny can be selected for analysis if they are detected and their concentrations are determined. This user’s guide, which is Volume 2 of the User’s Manual for RESRAD-RDD&IND Code Version 2, provides instructions to users on how to install the RESRAD-RDD&IND code, navigate the interface, and use the various features, including those discussed above, to set up an analysis and view/print the results in text outputs. Volume 1 of the User’s Manual for RESRAD-RDD&IND Code Version 2 (Yu et al. 2026), which contains descriptions of the methodology and theoretical basis for dose modeling and the mathematical equations implemented in the code, can be accessed and viewed through the Help menu in the code or can be downloaded from the RESRAD website (https://resrad.evs.anl.gov).

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2025

Ionospheric Disturbances in GNSS TEC Data: SpaceX Falcon 9 Deorbit Maneuvers Over CONUS in April–May 2024

Traveling ionospheric disturbances (TIDs) driven by a large number of internal and external sources are detectable with dense networks of ground‐based Global Navigation Satellite System (GNSS) receivers' measurements of total electron content (TEC). We present the newly developed System for Rapid Analysis of Ionospheric Dynamics (S‐RAID), providing data and visual GNSS TEC products of TIDs of periods ~2–120 min and horizontal resolution up to tens of kilometers for years 2017–2024. The S‐RAID data reveal myriad natural and anthropogenic TIDs from meteorology and space weather, and from human spaceflight activities. In this report, we focus on new prominent disturbances found during SpaceX second stage deorbit maneuvers in April–May 2024. Signatures include waves emanating from the Falcon's trajectory above California and depletions following its deorbit and passage over Arizona. These findings suggest further opportunities to detect and quantify small‐scale events in the ionosphere as well as to understand the responses of the atmosphere‐ionosphere system to known inputs.

58 GEOSCIENCES↗
DOE OSTI2025

SSAPy - Space Situational Awareness for Python

SSAPy is a fast and flexible orbit modeling and analysis tool for orbits spanning from low-Earth into the cislunar regime. Orbits can be flexibly specified from common input formats such as Keplerian elements or two-line element (TLE) data files. SSAPy allows users to model satellites and specify parameters such as satellite area, mass, and drag coefficients. SSAPy includes a customizable force-propagation with a range of Earth, Lunar, radiation, atmospheric, and maneuvering models. SSAPy makes use of various community integration methods and can calculate time-evolved orbital quantities, including satellite magnitudes and state vectors. Users can specify various space- and ground-based observation models with support for multiple coordinate and reference frames. SSAPy also supports orbit analysis and propagation methods such as multiple hypothesis tracking and has built-in uncertainty quantification. The majority of SSAPy’s methods are vectorized and parallelizable, allowing for effective use of high-performance computer (HPC) systems. Finally, SSAPy has plotting functionality, allowing users to visualize orbits and trajectories. Examples are shown in Figure 1 and Figure 2.

97 MATHEMATICS AND COMPUTING↗
DOE OSTI2020

Molecular Architecture of Early Dissemination and Massive Second Wave of the SARS-CoV-2 Virus in a Major Metropolitan Area

We sequenced the genomes of 5,085 severe acute respiratory syndrome coronavirus 2 (SARS-CoV-2) strains causing two coronavirus disease 2019 (COVID-19) disease waves in metropolitan Houston, TX, an ethnically diverse region with 7 million residents. The genomes were from viruses recovered in the earliest recognized phase of the pandemic in Houston and from viruses recovered in an ongoing massive second wave of infections. The virus was originally introduced into Houston many times independently. Virtually all strains in the second wave have a Gly614 amino acid replacement in the spike protein, a polymorphism that has been linked to increased transmission and infectivity. Patients infected with the Gly614 variant strains had significantly higher virus loads in the nasopharynx on initial diagnosis. We found little evidence of a significant relationship between virus genotype and altered virulence, stressing the linkage between disease severity, underlying medical conditions, and host genetics. Some regions of the spike protein—the primary target of global vaccine efforts—are replete with amino acid replacements, perhaps indicating the action of selection. We exploited the genomic data to generate defined single amino acid replacements in the receptor binding domain of spike protein that, importantly, produced decreased recognition by the neutralizing monoclonal antibody CR3022. Our report represents the first analysis of the molecular architecture of SARS-CoV-2 in two infection waves in a major metropolitan region. The findings will help us to understand the origin, composition, and trajectory of future infection waves and the potential effect of the host immune response and therapeutic maneuvers on SARS-CoV-2 evolution.

59 BASIC BIOLOGICAL SCIENCES↗
DOE OSTI2026

Automated Classification of Vehicle Movements at Signalized Intersections Using Vehicle Trajectories

Accurate vehicle movement classification through signalized intersections is of paramount importance to the analysis of intersection performance and the optimization of traffic control strategies. Conventional techniques for tracking vehicle turning movements depend on infrastructure-based strategies like human counts, loop detectors, and video analytics, all of which are costly, prone to errors, and spatially constrained. High-frequency trajectory data can be utilized to determine vehicle movement patterns in a scalable and infrastructure-independent method due to the adoption of connected vehicles (CVs). In recent years, several studies have utilized connected vehicle data to generate performance measures. Most of the trajectory-based performance measures approaches, however, require map matching-i.e., extracting geospatial references from maps to identify the movements that individual vehicles make at a signalized intersection. These approaches are often time-consuming and hinder scalability since geographic features need to be provided for an analysis to be conducted. Map matching methods are prone to errors as different map versions change these geographic features. This research presents a novel automatic classification pipeline that uses CV trajectory data to classify vehicle movements at signalized crossings, specifically pass-through left-turn and right-turn maneuvers. The process starts by filtering trips that cross a spatial bounding box that has been defined at the target intersection. Approach and departure headings for each trajectory crossing the boundary are computed and are clustered together to identify dominant movements. The proposed algorithm is used to classify the movement of vehicles at 10 intersections in the state of California, and the results indicate that the algorithm can classify movements at these intersections with varying traffic volumes and road network configurations, all in a map-less framework with no need for conflation of vehicle trajectories to a digital base map.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2024

Contactless Position Measurement System for Remote Alignment of Highly Reflective Objects

The Contactless Position Measurement System (CPMS) permits automatic alignment of highly-reflecting components that cannot or should not be touched by human hands, such as those used in SRF cavities. CPMS also has application during maintenance of fusion reactors, when the components in the reactor are radioactive. The length of time for which humans can handle the components in order to carry out maintenance or repairs is limited. We would like to measure the relative positions of such objects so we can bring them into alignment with motorized stages, thus eliminating the need for human contact. The CPMS is a computer vision system that measures the location of highly reflective components to within a fraction of a millimeter by finding the edges of silhouette images. This is done by placing a uniform, infrared backlight behind the components, and viewing each component with two low-aberration, infrared cameras. Each of these stereoscopic cameras are located within a coordinate system we set up with reference platforms, light sources, and survey cameras distributed around the perimeter of the string assembly room, or fusion reactor. We obtain stereoscopic silhouette images of each component, and we use these to determine the position of the component within our string assembly coordinate system. The CPMS combines the silhouette images with knowledge of the dimensions of the objects to obtain the relative positions of components in its field of view. These position measurements then allow us to mechanically maneuver the components into contact. Once we know where they are, we can move the components to where they are supposed to be with motorized stages or other mechanical means, check they are in the right place, and bolt them together. In Phase I, we built a prototype infrared backlights and cameras, tested it, wrote an analysis program to fit the images. At a range of 50 cm, we are able to measure the relative positions of two stainless steel flanges with an accuracy of 150 μm rms. The next steps are to test the analysis program with motorized stages, build a full-size prototype, and implement it in an cleanroom with SRF cavity assembly. This can be done in a cost effective way given the materials with which the system is designed. As Open Source Instruments achieved more in Phase I than anticipated, despite not receiving a Phase II SBIR grant, we hope to move forward with product development and sales with a testing partner.

43 PARTICLE ACCELERATORS↗
DOE OSTI2021

Gear Test Assembly – Report Experimental Testing and Gear Analysis (FY2021 Midyear Report)

The Gear Test Assembly (GTA) has completed three experimental campaigns at the Mechanisms Engineering Test Loop (METL) facility. The most recent campaign tested Inconel 718 spur gears, tapered roller bearings of 52100 bearing steel with no heat treatment, and a lantern ring shaft seal with spring-loaded fasteners. Testing was performed in Test Vessel 1 (TV1) with 250°C sodium that had an oxide concentration of <10ppm. Testing began in February 2021 and was ended in March 2021 when a thrust bearing assembly failed, requiring shutdown and maintenance. The third experimental campaign completed 1,568 simulated fuel assembly maneuvers before the thrust bearing failure. The GTA was removed from TV1 and cleaned in the Carbonation System. The GTA is currently being prepared for the next experimental campaign. Nondestructive examination methods have been developed at Argonne to monitor the health of the GTA spur gears. Eddy current testing (ECT) and ultrasonic testing (UT) were performed prior to sodium testing and after each experimental campaign. The NDE has shown that the primary damage mechanism is mechanical wear on the gear tooth surface. Several larger nicks are observable on the gear faces, with additional large nicks present on the edges of the gear teeth. While this damage is observable, the overall health of the gears is adequate for more in-sodium testing. A total of 12,752 simulated fuel assembly maneuvers have been completed using this set of gears.

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2023

Gear Test Assembly - Experimental Testing and Analysis of Gears and Bearings - FY2023

The Gear Test Assembly (GTA) is an experimental test apparatus built and installed in the Mechanisms Engineering Test Loop (METL) at Argonne National Laboratory (ANL). The focus of GTA has been to test larger radial spur gears sets machined from Inconel 718 along with a variety of bearing components that are to be used in the fuel handling machines built for use in pool-type sodium fast reactors. The testing in GTA also informs the design and material choices for the full-scale Gripper Test Assembly (GrTA) being developed by Argonne. To date, the Inconel 718 gears used in all six GTA experimental campaigns have completed over 23.2 million revolutions under various loads equivalent to approximately 37,156 simulated fuel assembly maneuvers (removal from and reinsertion to core) using a conventional height of a core assembly. While the heat treated and untreated tapered roller bearings and cylindrical pin thrust bearings used in the first five experimental campaigns have experienced mechanical or material failure after completing a range of fuel assembly maneuvers ranging from as early as 575 operations in Campaign #5 to 9800 operations in Campaign #1, Campaign #6 was the most successful campaign, achieving 22,563 maneuvers and was concluded before any catastrophic failure occurred. In this report we will present the results from the most recent campaigns, #5 and #6. The longevity of Campaign #6 was likely aided by a variety of adjustments made to the materials and components used and to the experimental testing procedures employed. In terms of materials and components, new gearboxes were fabricated, as opposed to using the old gear boxes which had been impacted by the previous bearing failures, and ball bearings were replaced with tapered roller bearings. The adjustments to the experimental procedure focused on a lowering of the maximum torque applied to the gears and bearings and the increase of the duration of each simulated fuel assembly maneuver conducted. This report will present and discuss the changes made to the materials, components, and procedures and the subsequent results for Campaign #5 and Campaign #6.

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2023

Electrothermally Driven Reconfiguration of Microrobotic Beam Structures for the ChipSail System

Solar sailing enables efficient propellant-free attitude adjustment and orbital maneuvers of solar sail spacecraft with high area-to-mass ratios. However, the heavy supporting mass for large solar sails inevitably leads to low area-to-mass ratios. Inspired by chip-scale satellites, a chip-scale solar sail system named ChipSail, consisting of microrobotic solar sails and a chip-scale satellite, was proposed in this work. The structural design and reconfigurable mechanisms of an electrothermally driven microrobotic solar sail made of Al\Ni 50 Ti 50 bilayer beams were introduced, and the theoretical model of its electro-thermo-mechanical behaviors was established. The analytical solutions to the out-of-plane deformation of the solar sail structure appeared to be in good agreement with the finite element analysis (FEA) results. A representative prototype of such solar sail structures was fabricated on silicon wafers using surface and bulk microfabrication, followed by an in-situ experiment of its reconfigurable property under controlled electrothermal actuation. The experimental results demonstrated significant electro-thermo-mechanical deformation of such microrobotic bilayer solar sails, showing great potential in the development of the ChipSail system. Analytical solutions to the electro-thermo-mechanical model, as well as the fabrication process and characterization techniques, provided a rapid performance evaluation and optimization of such microrobotic bilayer solar sails for the ChipSail.

77 NANOSCIENCE AND NANOTECHNOLOGY↗
DOE OSTI2023

Quantifying automated vehicle benefits in reducing driving stress: a simulation experiment approach

Driving is a stressful activity because of the mental workload required to maneuver a vehicle in certain travel contexts, such as congested traffic, multi-modal networks requiring complex interaction with surrounding vehicles, and aggressive driving. Autonomous vehicles (AVs), on the other hand, can reduce the mental workload by performing most of the driving tasks and providing users with a comfortable ride. This study develops a pathway model to relate different health determinants, including travel reliability, safety, driving comfort, and value of time, to Autonomous vehicles driving and studies their impact on the value of driving stress. A case study example of Autonomous vehicles simulation is used to determine the impact of these health determinants. The value of driving stress in Autonomous vehicles is estimated as a function of the value of these individual health determinants. The results show that the perception of safe or unsafe driving in Autonomous vehicles is the most important factor in changing the perception of driving stress in Autonomous vehicles. Similarly, perceptions of comfortable driving in Autonomous vehicles and reduced workload with a higher value of time also reduce driving stress in Autonomous vehicles. These results allow Autonomous vehicles adoption models to explicitly consider driving stress reduction as a benefit and can improve understanding of Autonomous vehicles adoption, which may require quantitative analysis of underlying motivating benefits, including driving stress reduction.

Khattak, Zulqarnain H.↗