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Zhou, Yan

Publications and source records attributed to Zhou, Yan.

17 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Fleet-Level Energy and Emissions Analysis of the US Off-Road Sector with VISION: Off-Road

In the United States (US), the off-road sector (i.e., agriculture, construction, etc.) contributes to approximately 10% of the country’s transportation greenhouse gas (GHG) emissions, similar to the aviation sector. The off-road sector is extremely diverse; as the EPA MOVES model classifies it into 11 sub-sectors, which include 85 different types of equipment. These equipment types have horsepower ranging from 1 to greater than 3000 and have very different utilization, which makes decarbonization a complex endeavor. To address this, Argonne’s on-road vehicle fleet model, VISION, has been expanded to the off-road sector. The GHG emission factors for several energy carriers (biofuels, electricity, and hydrogen) have been incorporated from Argonne’s GREET model for a sector-wide well-to-wheel (WTW) GHG emissions analysis of the present and future fleet. Several technology adoption and energy decarbonization scenarios were modeled to better understand the appropriate actions required to drive towards net-zero emissions of the off-road sector. Results show that WTW decarbonization up to 67% can be achieved from 2023 to 2050 in a business-as-usual scenario. But with aggressive sales increases of electric and hydrogen powertrains, WTW decarbonization up to 77% can be achieved, which can further increase to 85% if electricity production is aggressively decarbonized by 2035.

lifecycle↗
DOE OSTI2024

Electric Vehicle Charging Demand in the Chicago Metropolitan Area through 2030

This report outlines the collaborative efforts between Argonne National Laboratory and Exelon in advancing the Agent-Based Transportation Energy Analysis Model (ATEAM). Aligning with ComEd’s beneficial electrification plan, this study developed eight scenarios to access the temporal and spatial distribution of charging load and demand stemming from the widespread adoption of battery electric vehicles (BEV) adoption, augmented public charging infrastructure deployment, and increased multi-unit dwelling (MUD) charging availability. Enhancements to the ATEAM model encompassed the simulation of multiple days of travel behavior, estimation of total public charging infrastructure needs, user interface refinements, and output tracking at both vehicle and charging station levels. The total electricity consumption for residential and public charging to support over 800,000 BEVs in Chicago in 2029 is projected at approximately 10.2 GWh. Enhanced MUD home charging accessibility (70%) amplifies the home charging load in the study area by 1.5% compared to the baseline scenario (10%). The widespread adoption of BEVs reduces peak charging loads, owing to their inclusion across households with diverse income levels, thus fostering a more dispersed charging activity pattern. However, widespread BEV adoption increases the peak home charging load in areas with lower median household incomes, reflecting a higher BEV concentration in these locales and, subsequently, heightened peak charging demands. In the Widespread BEV adoption scenario, fewer census tracts exhibit elevated peak loads for combined home and public charging, indicating a more even distribution of charging demand across the study area. Predominantly, peak loads for combined charging—both home and public— occur between 2 p.m. and 10 p.m. across all scenarios, encompassing the majority of census tracts.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
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

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

Securing Critical Materials for the U.S. Electric Vehicle Industry: A Landscape Assessment of Domestic and International Supply Chains for Five Key Battery Materials

This study explores the prospective supply of upstream critical materials, providing insights into the U.S.'s capacity to meet its Electric Vehicle (EV) and Energy Storage System (ESS) deployment targets for 2035. It evaluates the proportion of critical materials demand that can be met by domestic upstream sources and the amount that will require non-U.S. sources. The analysis considers geological resources and current international development activities, contributing to the understanding of mineral supply security as the global community strives for net-zero emissions by 2050. The study focuses on five materials assessed in the 2023 DOE Critical Materials Assessment – Lithium, Nickel, Cobalt, Graphite, and Manganese.

33 ADVANCED PROPULSION SYSTEMS↗
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 OSTI2024

FIU Project 2: Environmental Remediation Science & Technology [Slides]

FIU’s research under this project involves conducting basic and applied science to fill knowledge gaps and validate potential remediation technologies for contaminated soil and groundwater and the assessment of the fate and transport of contaminants in the environment. The aim of FIU’s research is to reduce the potential for contaminant mobility or toxicity in the surface and subsurface through the development and application of state-of-the-art scientific and environmental remediation technologies at the Hanford Site, Savannah River Site (SRS), and the Waste Isolation Pilot Plant (WIPP), which is the Nation’s only mined geologic repository for permanent disposal of transuranic waste. FIU collaborates with scientists from Pacific Northwest National Laboratory (PNNL), Savannah River National Laboratory (SRNL), Savannah River Ecology Laboratory (SREL), Los Alamos National Laboratory (LANL) and the DOE Carlsbad Field Office (CBFO) in order to plan and execute research that is synergistic with the work being conducted at the sites, and that supports the resolution of critical science and engineering needs which leads to a better understanding of the long-term behavior of subsurface contaminants. The knowledge gained through this research will be used to transform experimental and modeling innovations into practical applications deployed at the sites to support EM’s primary goal of expediting the closure of major contaminated soil and groundwater sites and waste units. Collaborative relationships between FIU and the national laboratories have provided large benefits over the years to FIU, the national laboratories, the DOE complex, and the DOE EM mission. By working closely with the national laboratories, FIU’s research is not only closely aligned with the cleanup mission priorities at the DOE sites, but complements and supports ongoing work at the national laboratories for screening of new remedial technologies. This coordination and leveraging of research efforts results in time- and cost-savings, and will accelerate progress of the DOE EM environmental restoration mission.

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

Breast tumor-targeted drug delivery via polymer nanocarriers: Endogenous and exogenous strategies

Breast cancer, one of the most common types of cancer worldwide, has a high degree of malignancy while lacking efficient treatments. The off-target events frequently occurring in drug administration have been a major obstacle, which causes severe side effects to patients and reduces the therapeutic efficacy. An ideal medication should precisely target the specific site with precise control over concentration and duration. In recent years, there has been immense progress in polymer nanocarriers that demonstrate great potential in the targeted delivery. These nanocarriers are constructed from materials sensitive to a wide range of endogenous (e.g., pH, enzyme, redox) and exogenous stimuli (e.g., light, ultrasound, magnetic waves), driving cargo release to the targeted tissue or cells. Here, we elucidate the mechanism of current targeting strategies and the engineering methods to construct these targeting systems or to improve their targeting efficiency. Here we capture the recent progress in the targeted nanocarriers derived from polymers which span hydrogels and micelles, demonstrating their design and applications in chemo, hyperthermia, immuno, and gene therapies.

36 MATERIALS SCIENCE↗
DOE OSTI2023

Evaluation of Rail Decarbonization Alternatives: Framework and Application

The Northwestern University Freight Rail Infrastructure & Energy Network Decarbonization (NUFRIEND) framework is a comprehensive industry-oriented tool for simulating the deployment of new energy technologies including biofuels, e-fuels, battery-electric, and hydrogen locomotives. By classifying fuel types into two categories based on deployment requirements, the associated optimal charging/fueling facility location and sizing problem are solved with a five-step framework. Life-cycle analysis (LCA) and techno-economic analysis (TEA) are used to estimate carbon reduction, capital investments, cost of carbon reduction, and operational impacts, enabling sensitivity analysis with operational and technological parameters. Here, the framework is illustrated on lower-carbon drop-in fuels as well as battery-electric technology deployments for the US Eastern and Western Class I railroad networks. Drop-in fuel deployments are modeled as admixtures with diesel in existing locomotives, while battery-electric deployments are shown for varying technology penetration levels and locomotive ranges. When mixed in a 50% ratio with diesel, results show biodiesel’s capacity to reduce emissions at 36% with a cost of $\$$ 0.13 per kilogram of CO 2 reduced, while e-fuels offer a potential reduction of 50% of emissions at a cost of $\$$ 0.22 per kilogram of CO 2 reduced. Battery-electric results for 50% deployment over all ton-miles highlight the value of future innovations in battery energy densities as scenarios assuming 800-mi range locomotives show an estimated emissions reduction of 46% with a cost of $\$$ 0.06 per kilogram of CO 2 reduced, compared with 16% emissions reduction at a cost of $\$$ 0.11 per kilogram of CO 2 reduced for 400-mi range locomotives. The NUFRIEND framework provides a systematic method for comparing different alternative energy technologies and identifying potential challenges and benefits in their future deployments.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2023

Incorporating Social Vulnerability Variables in Measures to Quantify Access to Opportunities

Herein this study quantifies access to travel opportunities to understand what societal factors are linked with local access and to identify communities with reduced access. We introduce a method to compare accessibility across all census tracts in the United States that can be used across geographically diverse communities ranging from sparsely to densely populated areas. This study considers six key opportunities which we consider essential for all communities (grocery stores, public schools, daycares, primary care doctors, pharmacies, and parks), and six additional destinations which can be viewed as a social safety net (homeless shelters, women’s shelters, food pantries, libraries, vocational schools, and banks). We quantify accessibility to these opportunities within a 15 min walk, transit trip, bicycle ride, and automobile drive for every census tract in the United States, and observe a decrease in vehicle miles traveled and vehicle ownership in tracts with increased walkability. Through analysis at the census tract level, this study incorporates variables of social vulnerability with these cumulative opportunity metrics to better understand diminished accessibility as attributed to social and racial inequities. As example findings, we find decreased access to financial services in communities with high minority and limited English speaking populations, no apparent change in access for childcare in communities with high percentages of single-parent families, and potentially increased or decreased access to women’s healthcare resources for Black women depending on the travel mode.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2023

Optimization of peptide amphiphile-lipid raft interaction by changing peptide amphiphile lipophilicity

Various peptide amphiphile (PA) molecules have been developed to promote bone regeneration. Previously we discovered that a peptide amphiphile with a palmitic acid tail (C 16 ) attenuates the signaling threshold of leucine-rich amelogenin peptide (LRAP)-mediated Wnt activation by increasing membrane lipid raft mobility. In the current study, we found that treatment of murine ST2 cells with an inhibitor (Nystatin) or Caveolin-1-specific siRNA abolishes the effect of C 16 PA, indicating that Caveolin-mediated endocytosis is required. Here, to determine whether hydrophobicity of the PA tail plays a role in its signaling effect, we modified the length of the tail (C 12 , C 16 and C 22 ) or composition (cholesterol). While shortening the tail (C 12 ) decreased the signaling effect, lengthening the tail (C 22 ) had no prominent effect. On the other hand, the cholesterol PA displayed a similar function as the C 16 PA at the same concentration of 0.001% w/v. Interestingly, a higher concentration of C 16 PA (0.005%) is cytotoxic while cholesterol PA at the higher concentration (0.005%) is well-tolerated by cells. Use of the cholesterol PA at 0.005% enabled a further reduction of the signaling threshold of LRAP to 0.20 nM, compared to 0.25 nM at 0.001%. Caveolin-mediated endocytosis is also required for cholesterol PA, as evidenced by Caveolin-1 siRNA knockdown experiments. We further demonstrated that the noted effects of cholesterol PA are also observed in human bone marrow mesenchymal stem cells (BMMSCs). Taken together, these results indicate that the cholesterol PA modulates lipid raft/caveolar dynamics, thereby increasing receptor sensitivity for activation of canonical Wnt signaling.

59 BASIC BIOLOGICAL SCIENCES↗
DOE OSTI2022

Mitigation of emissions and energy consumption due to light-duty vehicle size increases

Analysts need to consider the shift of light-duty vehicle sales from cars to light trucks to accurately project fuel consumption, greenhouse gas emissions, and consumer spending. Here, we find that energy consumed by on-road light-duty vehicles in the United States can vary by 10% by changing assumptions regarding the sales mix. Scenarios aligned with third-party forecasts, assuming a greater sales proportion of light trucks and fewer cars, yield petroleum consumption 3–8% higher than forecasts from the U.S. Energy Information Administration (EIA), with greenhouse gas emissions 5–7% higher and a 4–9% increase in consumer spending on vehicles and fuel. This incremental energy consumption can be offset by additional technologies for these vehicles. If most sedans were phased out in favor of larger sport utility vehicles, we find a sales share of 30% battery electric vehicles or 39% hybrid electric vehicles would equal the emissions of the EIA Reference Case.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Home charging for all: Techno-economic and life cycle assessment of multi-unit dwelling electric vehicle charging hubs

Ubiquitous electric vehicle adoption can drastically reduce greenhouse gas emissions (GHG) but will require equitable home charging infrastructure for all residences. Unlike single-family homes, Multi-Unit Dwellings (MUD) currently lack market share and access to nearby charging infrastructure partly due to expensive capital costs for reluctant residential property-owners. Further, this work evaluates the levelized cost of charging (LCOC) for Battery Electric Vehicles (BEVs) at MUD community charging hubs through a techno-economic analysis (TEA) that leverages real-world charging data and costs. Three different MUD charging types are investigated for a baseline and optimistic case: 1.9-kW Level 1 (L1), 6.6-kW Level 2 (L2), and 50-kW Direct Current Fast Charging (DCFC) stations under three different ownership models: resident, utility, and private company. Results demonstrate L1 and L2 chargers to be less expensive than the gasoline equivalent across the United States. Further, utility and private company ownership models, which avoid initial costs for residential property owners, result in a large LCOC premium for L1 and moderate LCOC premium for L2 relative to the resident ownership model. In contrast, DCFC is shown to be expensive for baseline scenarios but economical for optimistic scenarios especially under private company ownership. This work also performs a cradle to grave (C2G) life cycle assessment (LCA) of an average passenger BEV and gasoline conventional vehicle (CV) using yearly (grid mix & vehicle parameters), hourly (grid mix), and state-level (grid mix) resolution. Results show BEVs to have lower GHG emissions (-86% to-10%) than gasoline CVs in the contiguous U.S. Next, the system boundary of the TEA is extended to the total cost of ownership (TCO) of BEVs. The TCO is then coupled with the C2G GHG emissions to calculate the cost of GHG emissions reduction. Ultimately, the cost of GHG emissions reduction from MUD BEVs relative to gasoline CVs is shown to be negative for every scenario except baseline DCFC, meaning MUD BEV charging infrastructure can be a cost-effective endeavor to reduce GHG emissions.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Pressure Evolution of Ultrafast Photocarrier Dynamics and Electron–Phonon Coupling in FeTe 0.5 Se 0.5

Understanding the coupling between electrons and phonons in iron chalcogenides FeTe x Se 1–x has remained a critical but arduous project in recent decades. The direct observation of the electron–phonon coupling effect through electron dynamics and vibrational properties has been lacking. Here, we report the first pressure-dependent ultrafast photocarrier dynamics and Raman scattering studies on an iron chalcogenide FeTe 0.5 Se 0.5 to explore the interaction between electrons and phonons in this unconventional superconductor. The lifetime of the excited electrons evidently decreases as the pressure increases from 0 to 2.2 GPa, and then increases with further compression. The vibrational properties of the A 1g phonon mode exhibit similar behavior, with a pronounced frequency reduction appearing at approximately 2.3 GPa. The dual evidence reveals the enhanced electron–phonon coupling strength with pressure in FeTe 0.5 Se 0.5 . Our results give an insight into the role of the electron–phonon coupling effect in iron-based superconductors.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗