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Wu, Xinyi

Publications and source records attributed to Wu, Xinyi.

11 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

Refueling Infrastructure Deployment in Low-Income and Non-Urban Communities

The U.S. National Blueprint for Transportation Decarbonization identifies the need to invest in infrastructure supporting low- and zero-emission vehicles, especially in low-income and overburdened communities, to eliminate nearly all greenhouse gas emissions from the transportation sector by 2050. The alternative fuel vehicle refueling property tax credit (26 U.S. Code § 30C) includes eligibility criteria intended to encourage investment in underserved communities based on the economic characteristics or urban character of the census tract in which the fueling infrastructure is installed. Eligible census tracts are those that qualify for the New Markets Tax Credit or that are not located within urban areas as defined by the U.S. Census Bureau. This study quantifies how many fueling-related amenities are currently located in census tracts that qualify and do not qualify for the 30C tax credit based on IRS Notice 2024-20. For existing electric vehicle charging stations, 51% of Level 2 and 60% of Direct Current Fast Charging public stations are located in eligible census tracts. 73% of natural gas, propane, and hydrogen fueling stations are in qualifying census tracts and 75% of biodiesel and renewable fuel stations are in qualifying census tracts. This compares with 73% of existing gas stations in eligible census tracts. For deploying the refueling infrastructure to satisfy future demand, this study shows that truck stops (94%), commercial truck stops (92%), and Federal Highway alternative fuel corridors (89%) are predominantly located in eligible locations. Additionally, significant percentages of the population (62%), light-duty vehicle registrations (64%), and medium- and heavy-duty vehicle registrations (68%) fall within eligible areas.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Quantification of Commercially Planned Battery Component Supply in North America through 2035

There is the potential for rapid growth in battery manufacturing in North America in the coming years, as indicated by investment plans which companies have announced. Argonne National Laboratory is tracking these investment announcements to understand the availability of domestically produced battery cells and battery components over the next decade. We find that companies have made announcements for over 1,300 GWh/year of lithium-ion battery cell production by 2030, enough to conservatively supply ten million electric vehicles and expected growth in stationary grid storage. From 2021 to 2032, battery cell production is modeled to grow 28-fold. For each of the core battery components of lithium-ion batteries (cathodes, anodes, separators, electrolytes, and foils), we describe the current announced capacities for materials with respect to cell production and end-use demand, finding similar rapid growth for each.

25 ENERGY STORAGE↗
DOE OSTI2024

Adoption of Plug-in Electric Vehicles: Local Fuel Use and Greenhouse Gas Emissions Reductions Across the U.S.

The dependence on gasoline-powered light-duty automobiles has made U.S. households vulnerable to the burden of fuel costs. Tailpipe emissions from these vehicles constitute 58% of greenhouse gas (GHG) emissions in the U.S., which are damaging to the environment (EPA, 2023). The adoption of plug-in electric vehicles (PEVs) has been shown to effectively reduce fuel costs and GHG emissions. However, local effects on these benefits are not well understood by American consumers, potentially limiting adoption and therefore the realization of PEV benefits at scale (MacInnis & Krosnick, 2020; EY Americas, 2023). To fill this research gap, this study estimates the fuel cost savings and GHG emission reductions at the state and ZIP code levels by considering local fuel prices, vehicle class preference, average vehicle model year, fuel efficiencies, and driving intensities. The study's findings reveal that the adoption of PEVs can yield substantial benefits in terms of fuel cost savings and GHG emission reductions nationwide. Specifically, driving a battery electric vehicle (BEV) is estimated to result in annual savings of up to $\$2,200$, while driving a plug-in hybrid electric vehicle (PHEV) can lead to savings up to $\$1,500$, when compared to an internal combustion engine vehicle (ICEV) of equivalent size. Moreover, using population-weighted averages by ZIP code, BEVs and PHEVs show the potential to save 400 and 200 grams of carbon dioxide equivalent per mile, respectively, compared to a representative ICEV of the same class. The magnitude of fuel cost savings and emissions reduction vary by region due to various factors. Generally, regions with high gasoline prices, low electricity prices, preferences for larger vehicles, and high driving intensities tend to see relatively large fuel savings. The emissions reductions are more pronounced in areas with clean grids where consumer preferences lie with large vehicles. This regional variability underscores the importance of considering local contextual factors when assessing the potential benefits of PEV adoption. In more than 99% of U.S. ZIP codes, PEVs result in overall savings in fuel use (and subsequent costs) and GHG emissions. While not a central focus of this analysis, reductions in GHG tailpipe emissions from PEV adoption would also come with reductions in criteria pollutant emissions, contributing to improved local air quality depending on the PEV penetration, population density, and electricity generation infrastructure in the locality.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

I-80 Mid-America Clean Fuels Corridor: Deployment Plan Report

The I-80 Mid-America Clean Fuels Corridor, which spans I-80 from Fort Lee, New Jersey, to Council Bluffs, Iowa, was designated an Alternative Fuels Corridor (AFC) in Round 1 of the Alternative Fuels Corridor program administered by the U.S. Department of Transportation’s (DOT’s) Federal Highway Administration (FHWA). Originally called the “I-80 Mid-America Alternative Fuels Corridor,” it is now named the “I-80 Mid-America Clean Fuels Corridor.” As of Round 6 AFC designation, parts of the corridor have sufficient direct current fast charging (DCFC) stations to be designated Electric Vehicle (EV)-Ready and sufficient compressed natural gas (CNG) fueling stations to be designated CNG-Ready. However, much of the corridor’s approximately 1,240 miles (mi) are not yet EV- or CNG-Ready. This includes about 1,130 mi that are designated EV-Pending and 700 mi that are designated CNG-Pending. This report presents a plan to develop EV charging and CNG fueling infrastructure sufficient to convert the entire length of the corridor to EV-Ready and CNG-Ready. Specific sites are not identified for future infrastructure. Rather, priority exits are identified, and information, analysis, and additional steps are recommended to support further refinement of these locations, as well as additional outreach and deployment efforts.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2024

A deep decarbonization framework for the United States economy – a sector, sub-sector, and end-use based approach

Achieving the United States' target of net-zero greenhouse gas emissions by 2050 will require technological transformations and energy sector mitigation. To understand the role of dynamically evolving technologies, identify synergies and dissonance and the effect of allocating limited low-carbon biomass resources in decarbonizing the U.S. economy, we developed the Decarbonization Scenario Analysis Model. A Life Cycle Assessment based approach is implemented considering the U.S. economy as the functional unit, to estimate greenhouse gas mitigation potential for projected energy demand based on several sector-level and cross-sectoral decarbonization pathways. Direct and supply-chain emissions are accounted, resulting from changes in patterns of energy generation and consumption, technology breakthroughs, and reductions in fugitive emissions over time at the granularity of economic sectors, sub-sectors, and end-use. Decarbonization strategies are implemented over a reference case developed using Energy Information Administration (EIA AEO) projection of economic activities for 2020–2050. Based on the considered scenarios, 80–90% economy-wide decarbonization relative to the 2020 reference case is projected. Electrification, low-carbon fuels, and reduction of fugitive emissions play the most significant role to decarbonization. The majority of the remaining emissions are accounted to the supply-chain and end-use emissions from natural gas and diesel fossil-based fuels in heavy duty transportation and heavy industries, highlighting the need for developing low-carbon and carbon-negative alternatives to mitigate those fossil-based carbon emissions.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2023

Breaking electron pairs in the pseudogap regime of SmTiO 3 − SrTiO 3 − SmTiO 3 quantum wells

The strongly correlated two-dimensional electron liquid within SmTiO 3 /SrTiO 3 /SmTiO 3 quantum well structures exhibits a pseudogap phase when the quantum well width is sufficiently narrow. Using low-temperature transport and optical experiments that drive the quantum-well system out of equilibrium, we find evidence of mobile, long-lived, negatively charged quasiparticles, consistent with the idea that the pseudogap phase arises from strongly bound electron pairs. As a result, these experimental results establish a connection between quantum confinement and enhanced electron pairing, which may provide a pathway to higher-temperature superconductors.

Correlated electronics↗
DOE OSTI2023

Quantifying Atomically Dispersed Catalysts Using Deep Learning Assisted Microscopy

The catalytic performance of atomically dispersed catalysts (ADCs) is greatly influenced by their atomic configurations, such as atom–atom distances, clustering of atoms into dimers and trimers, and their distributions. Scanning transmission electron microscopy (STEM) is a powerful technique for imaging ADCs at the atomic scale; however, most STEM analyses of ADCs thus far have relied on human labeling, making it difficult to analyze large data sets. Here, we introduce a convolutional neural network (CNN)-based algorithm capable of quantifying the spatial arrangement of different adatom configurations. The algorithm was tested on different ADCs with varying support crystallinity and homogeneity. Results show that our algorithm can accurately identify atom positions and effectively analyze large data sets. Here, this work provides a robust method to overcome a major bottleneck in STEM analysis for ADC catalyst research. We highlight the potential of this method to serve as an on-the-fly analysis tool for catalysts in future in situ microscopy experiments.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2023

A view of the pan‐genome of domesticated Cowpea ( Vigna unguiculata [L.] Walp.)

Abstract Cowpea, Vigna unguiculata L . Walp., is a diploid warm‐season legume of critical importance as both food and fodder in sub‐Saharan Africa. This species is also grown in Northern Africa, Europe, Latin America, North America, and East to Southeast Asia. To capture the genomic diversity of domesticates of this important legume, de novo genome assemblies were produced for representatives of six subpopulations of cultivated cowpea identified previously from genotyping of several hundred diverse accessions. In the most complete assembly (IT97K‐499‐35), 26,026 core and 4963 noncore genes were identified, with 35,436 pan genes when considering all seven accessions. GO terms associated with response to stress and defense response were highly enriched among the noncore genes, while core genes were enriched in terms related to transcription factor activity, and transport and metabolic processes. Over 5 million single nucleotide polymorphisms (SNPs) relative to each assembly and over 40 structural variants >1 Mb in size were identified by comparing genomes. Vu10 was the chromosome with the highest frequency of SNPs, and Vu04 had the most structural variants. Noncore genes harbor a larger proportion of potentially disruptive variants than core genes, including missense, stop gain, and frameshift mutations; this suggests that noncore genes substantially contribute to diversity within domesticated cowpea.

59 BASIC BIOLOGICAL SCIENCES↗