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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 OSTI2015

Data Driven Fuel Efficient Driving Behavior Feedback for Fleet Vehicles

Dependency of the transport sector on fossil fuels is encouraging a significant amount of research in to improving fuel efficiency in vehicles. Three primary techniques are identified for vehicle fuel efficiency improvement: 1) vehicle technology improvements such as drivetrain improvements, 2) traffic infrastructure improvements such as traffic flow management and route selection, and 3) driver behavior changes such as acceleration and deceleration profiles. Out of the 3 techniques, driver behavior changing has the least implementation cost and is able to provide immediate results. Thus, this paper presents a fuel efficient driving behavior identification and feedback architecture that is specific to fleet vehicles. The presented method utilizes historical data from fleet drivers on specific routes and generates fuel optimal velocity profiles that do not affect travel time. The identified velocity profile is the prompted to the driver via a low-cost plug-and-play style un-obstructive display. The display uses an intuitive and easily understandable visualization to prompt drivers on fuel efficient velocity. The presented architecture was tested on the Idaho National Laboratory (INL) bus fleet in real-world driving conditions and was shown to be able to increase the fuel economy by 9% and 20% in two different driving scenarios.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2026

Spatiotemporal Thermal Coupling in VO 2 Device Arrays

Correlated oxides such as VO 2 exhibit an electrically driven insulator–metal transition (IMT) that underlies their promise for neuromorphic and memory devices. Yet the IMT is not a uniform bulk process but a spatiotemporal phenomenon in which local heating nucleates filaments, contracts or dissolves them with the electric field, and couples to the environment. In this work, we directly image the VO 2 IMT dynamics by mid-wave infrared, thermography synchronized with electrical transport, resolving device temperature with micrometer spatial and microsecond temporal resolution. At the single-device level, we capture the full cycle of filament nucleation, contraction, and relaxation during current/voltage-driven resistive switching. At the array level, we show that heat propagates across etched gaps with an effective length scale of ∼131 µm, enabling cooperative behaviors among electrically isolated devices. Short-range distanced devices exhibit mutual filament attraction and sequential dissolution, while long-range distanced devices differentiate into distinct roles: drivers that initiate switching, cooperative responders that undergo assisted self-oscillations, and passive reporters that record the thermal field. Furthermore, these results reframe thermal crosstalk, long regarded as parasitic, as an intrinsic coupling channel and design principle for organizing collective switching behaviors, with direct implications for emergent circuit functionality in neuromorphic and unconventional computing architectures.

coupling↗
DOE OSTI2016

Corrosion Testing of Carbon Steel Exposed to Sludge Heel Chemical Cleaning Solutions - 16109

As efforts continue to treat and dispose of millions of gallons of legacy radioactive materials from the production of nuclear weapons, non-compliant waste storage tanks will gradually be emptied of the bulk waste volume leaving heel materials requiring removal prior to tank closure. The waste heel slurries are distributed on the floor of large, million gallon tanks, which frequently contain numerous obstructions that limit the effectiveness of mechanical removal methods. As a result, chemical cleaning methods are needed for the effective removal of the heels as well as chemical scales that are present on the tank walls and other interior surfaces. Two tank cleaning technologies have already been implemented at the Savannah River Site (SRS): Low Temperature Aluminum Dissolution (LTAD) and Bulk Oxalic Acid Cleaning (BOAC). Recent chemical cleaning efforts on SRS Tank 12 were very successful with regard to bulk sludge heel (especially for Al, Fe, and U phases) and beta/gamma radionuclide removal. Although chemical cleaning using these technologies has been shown to be effective, no disposition path has been identified for oxalate added during BOAC, and insoluble oxalate salts are accumulating within the SRS tank farm and waste processing facilities (evaporators, etc.). Extensive sludge washing is also required to remove moderately soluble sodium oxalate salts prior to sludge vitrification in the SRS Defense Waste Processing Facility (DWPF). As a result, oxalate additions to the tank farm need to be minimized by the use of supplementary acids to assist sludge removal in OA or the use of other cleaning reagents or processing strategies. Previous SRNL testing revealed the importance of pH control for BOAC and recommended the use of a supplementary acid (dilute HNO{sub 3}) with OA to minimize oxalate additions. Primary drivers in SRS Tank Closure Performance Assessments, which evaluate the fate and impact of tank sludge residuals on a geological timescale, are the removal of alpha emitting radionuclides present at low concentrations such as Pu, Am, and Np, which are not highly soluble in currently utilized chemical cleaning reagents. Scoping studies conducted at SRNL revealed promising methods to dissolve the actinides within the HLW tank heels. Oxidation of the actinides with permanganate in either strong caustic (10 M NaOH) or dilute acidic (0.2 M HNO{sub 3}) solutions was shown to result in dissolution of oxy/hydroxide phases of these metals in the absence of major sludge phases. The waste tanks at SRS and Hanford are constructed of carbon steel. Carbon steel corrodes rapidly in most acidic and/or oxidizing environments. Previous electrochemical corrosion testing indicated that the corrosion rates in dilute HNO{sub 3} with OA may result in manageable corrosion rates, over short exposure periods. Additional corrosion testing was performed to provide data for the nitric acid/OA blend as well as the acid/permanganate and caustic permanganate based chemical cleaning solutions. Corrosion rates from the passive coupon tests for the nitric acid/oxalic acid blend were significantly greater than those observed previously with the electrochemical testing. This result may be due to simultaneous electrochemical and chemical dissolution of the steel. The corrosion rate data from the coupon tests in the nitric acid/oxalic acid blend were evaluated to determine the degree of potential structural damage. The corrosion rates, although relatively high, would not be expected to cause damage that would reduce the capacity of the tank primary wall if the process is completed within a month. The corrosivity of sodium permanganate in four proposed cleaning solutions, 1 nitric acid solution and 3 sodium hydroxide solutions, was studied by electrochemical methods at room temperature. The corrosion rates were significantly less aggressive than in the nitric acid/oxalic acid blend corrosion tests. Passive coupon tests needs to be performed in these solutions to ensure that chemical dissolution of the metal is not occurring simultaneously. (authors)

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2024

Automated Lane Centering: An Off-the-Shelf Computer Vision Product vs. Infrastructure-Based Chip-Enabled Raised Pavement Markers

Safe autonomous vehicle (AV) operations depend on an accurate perception of the driving environment, which necessitates the use of a variety of sensors. Computational algorithms must then process all of this sensor data, which typically results in a high on-vehicle computational load. For example, existing lane markings are designed for human drivers, can fade over time, and can be contradictory in construction zones, which require specialized sensing and computational processing in an AV. But, this standard process can be avoided if the lane information is simply transmitted directly to the AV. High definition maps and road side units (RSUs) can be used for direct data transmission to the AV, but can be prohibitively expensive to establish and maintain. Additionally, to ensure robust and safe AV operations, more redundancy is beneficial. A cost-effective and passive solution is essential to address this need effectively. In this research, we propose a new infrastructure information source (IIS), chip-enabled raised pavement markers (CERPMs), which provide environmental data to the AV while also decreasing the AV compute load and the associated increase in vehicle energy use. CERPMs are installed in place of traditional ubiquitous raised pavement markers along road lane lines to transmit geospatial information along with the speed limit using long range wide area network (LoRaWAN) protocol directly to nearby vehicles. This information is then compared to the Mobileye commercial off-the-shelf traditional system that uses computer vision processing of lane markings. Our perception subsystem processes the raw data from both CEPRMs and Mobileye to generate a viable path required for a lane centering (LC) application. To evaluate the detection performance of both systems, we consider three test routes with varying conditions. Our results show that the Mobileye system failed to detect lane markings when the road curvature exceeded ±0.016 m -1 . For the steep curvature test scenario, it could only detect lane markings on both sides of the road for just 6.7% of the given test route. On the other hand, the CERPMs transmit the programmed geospatial information to the perception subsystem on the vehicle to generate a reference trajectory required for vehicle control. The CERPMs successfully generated the reference trajectory for vehicle control in all test scenarios. Moreover, the CERPMs can be detected up to 340 m from the vehicle’s position. Our overall conclusion is that CERPM technology is viable and that it has the potential to address the operational robustness and energy efficiency concerns plaguing the current generation of AVs.

33 ADVANCED PROPULSION SYSTEMS↗