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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 289 records · Page 16
All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

County Electric Vehicle Home Charging Access Shares from the 2030 National Charging Network Study

This file contains modeled county-level home electric vehicle (EV) charging access shares from the study, "The 2030 National Charging Network: Estimating U.S. Light-Duty Demand for Electric Vehicle Charging Infrastructure" by Wood et al. (2023). These are based on modeling in "There's No Place Like Home: Residential Parking, Electrical Access, and Implications for the Future of Electric Vehicle Charging Infrastructure" by Ge et al. (2021). Wood, Eric, et al. 2023. The 2030 National Charging Network: Estimating U.S. Light-Duty Demand for Electric Vehicle Charging Infrastructure. Golden, CO: National Renewable Energy Laboratory. NREP/TP-5400-85654. https://www.nlr.gov/docs/fy23osti/85654.pdf . Ge, Yanbo, et al. 2021. There's No Place Like Home: Residential Parking, Electrical Access, and Implications for the Future of Electric Vehicle Charging Infrastructure. Golden, CO: National Renewable Energy Laboratory. NREL/TP-5400-81065. https://www.nlr.gov/docs/fy22osti/81065.pdf .

24 POWER TRANSMISSION AND DISTRIBUTION↗
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

National Zero-Emission Freight Corridor Strategy

The United States has committed to decarbonizing freight transportation by advancing the deployment of commercial zero-emission medium- and heavy-duty vehicles (ZEMHDVs) and infrastructure. It is pursuing this goal by leveraging historic federal and private investments, policies, and partnerships. Through the U.S. National Blueprint for Transportation Decarbonization1 and the Global Memorandum of Understanding for Zero-Emission Medium- and Heavy-Duty Vehicles,2 the United States has committed to identifying viable pathways and implementation actions that promote at least 30% ZE-MHDV sales by 2030, with a goal of 100% by 2040. These actions, along with the investments laid out in the Bipartisan Infrastructure Law and Inflation Reduction Act, put the nation on a path to advancing transportation and infrastructure solutions that are better for freight movement, our communities, the environment, and the economy. Providing ubiquitous and convenient access to electric vehicle (EV) charging and hydrogen refueling along our nation’s freight corridors, and at truck depots within freight hubs, is key to successfully deploying ZE-MHDVs. Consistent with its charge in the Bipartisan Infrastructure Law, 3 the Joint Office of Energy and Transportation (Joint Office), in collaboration with the U.S. Department of Energy (DOE), Department of Transportation, and the Environmental Protection Agency, has developed the National Zero-Emission Freight Corridor Strategy (Strategy). The Strategy guides infrastructure deployment to meet growing market demands; catalyze public and private investment; and support utility and regulatory planning and action at local, state, and regional levels.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

Strategic Pathways for Indigenous Resilient and Innovative Transportation

This project, Strategic Pathways for Indigenous Resilient and Innovative Transportation, serves as a guidebook for Tribes interested in pursuing public EV charging infrastructure. The guidebook is designed to serve Tribal planners, Tribal departments of transportation, environmental offices, Tribal enterprises, Tribal utility authorities, Tribal leadership, and any other interested parties.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Integration of Electric Vehicle Charging Loads in Residential Building Stock Energy Modeling

The rapid adoption of electric vehicles (EVs) has resulted in significant new household electric loads that have the potential to change how energy costs are incurred by homeowners and the landscape of utility operations and energy infrastructure. Whereas adoption patterns and magnitudes of residential building and EV charging loads are influenced by distinct factors, the loads themselves are tightly coupled with the behavior of the individual occupants and EV owners.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

CyberMESA: Evaluation Procedures and Metrics for Charging Infrastructure Cybersecurity

A report detailing the cybersecurity evaluation and assessment procedures for EV charging infrastructure. This report is authored by three national lab contributors. INL, PNNL, NRL. The grid integration of Electric Vehicle Charging Infrastructure (EVCI) is a large and complex system of systems (SoS) made up of components from many manufacturers and integrated by various companies responsible for their operation and maintenance. This complexity makes it challenging to implement security standards like IEC 62443 across the entire infrastructure. This document aims to aid in the vulnerability assessments of individual devices, such as Electric Vehicle Supply Equipment (EVSE), to support vendors in adopting and implementing security standards such as UL 2900, NIST SP 800-53 and Common Criteria (CC) (ISO/IEC 15408). This document serves as a guide to help evaluate the cybersecurity posture of EVCI assets. It aims to provide a consistent method for evaluating EVCI, enabling cybersecurity research teams to systematically test a wide range of electric vehicle (EV) assets. The target audiences include cybersecurity research teams, vendor development teams, automotive OEMs, and third-party evaluators.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2024

Recommended Actions to Improve Adapter Safety

With the rapid advancement and acceleration in the electric vehicle (EV) industry within the United States, major automakers and EV charging companies are increasingly adopting the North American Charging Standard (NACS) connector style, now officially known as J3400. This shift is expected to enhance charging infrastructure, providing a better customer experience by making it easier for all EV drivers to access a wider network of direct-current (DC) fast chargers (DCFCs). However, the adoption of the J3400 standard presents challenges for many EVs already on the roads and some currently coming off production lines that are equipped with the Combined Charging System (CCS) connector, which this report will refer to as the North American standard, CCS1. These vehicles will need adapters to use new or existing J3400 infrastructure. During this transition, several issues have emerged. Firstly, there is a need to standardize the new connector type to ensure it is interoperable, safe, and reliable. Second, existing CCS EV drivers need a way to access the J3400 network, which will require electric vehicle supply equipment (EVSE) or sites with both connector types, driver-provided adapters to physically convert from CCS to J3400, or EVSE with retained adapters designed for use with the EVSE. Third, adapter standards will need to be written to specify how they will be designed and what evaluations will be needed to ensure safe and reliable performance. To address these challenges, adapters that support different types of charging connectors will be essential. These adapters will play a crucial role in supporting the transition and ensuring continued service for legacy EVs with CCS inlets as the J3400 standard becomes the predominant one in the United States. Consequently, the National Charging Experience (ChargeX) Consortium has investigated and performed a teardown analysis on the different adapter versions on the market. The aim is to create a failure mode and effects analysis (FMEA) on what are expected to be the most common adapter types used in this transition. In order to support this work, we executed an FMEA exercise with the main goal of identifying gaps in the existing adapters' performance and conformance to the most common safety requirements of high-power and high-voltage devices. This effort focused on adapters provided by the driver, as these may present the highest safety and reliability risks. The recommendations made here apply to both retained and driver-provided adapters.

25 ENERGY STORAGE↗
DOE OSTI2023

Towards an Energy Future with Ubiquitous Electric Vehicles: Barriers and Opportunities

The electrification of personal transportation holds great potential for lowering greenhouse gas emissions and reducing climate change. The promise of electric vehicles (EVs) to serve these goals has resulted in a broad range of supporting policies aimed at encouraging widespread EV adoption at both the state and federal levels in the United States and around the world. While the EV revolution and prospects of a world with ubiquitous EVs are impacting various industries and many aspects of daily life, strategic interactions between the power grid and EVs are crucial for a successful energy transition. However, managing the interplay between EVs and the power grid remains a challenge. Motivated by that tension, this paper surveys a variety of solutions, policies, and incentives that are focused on effectively managing EV charging behaviors. The paper’s objective is to explore these tools to ensure that EV owners have ultimate control over their personal vehicles while simultaneously allowing the power grid to mitigate adverse network impacts. Furthermore, this paper examines the role of charging infrastructure technology and its strategic placement in facilitating the seamless integration of EVs into the grid. Additionally, the paper highlights financial mechanisms associated with EV integration and discusses the consequences of these mechanisms.

25 ENERGY STORAGE↗
DOE OSTI2021

Sustainable Campus with PEV and Microgrid

Market penetration of electric vehicles (EVs) is gaining momentum, as is the move towards increasingly distributed, clean and renewable electricity sources. EV charging shifts a significant portion of transportation energy use onto building electricity meters. Hence, integration strategies for energy-efficiency in buildings and transport sectors are of increasing importance. This paper focuses on a portion of that integration: the analysis of an optimal interaction of EVs with a building-serving transformer, and coupling it to a microgrid that includes PV, a fuel cell and a natural gas micro-turbine. The test-case is the Nanyang Technological University (NTU), Singapore campus. The system under study is the Laboratory of Clean Energy Research (LaCER) Lab that houses the award winning Microgrid Energy Management System (MG-EMS) project. The paper analyses three different case scenarios to estimate the number of EVs that can be supported by the building transformer serving LaCER. An approximation of the actual load data collected for the building into different time intervals is performed for a transformer loss of life (LOL) calculation. The additional EV loads that can be supported by the transformer with and without the microgrid are analyzed. The numbers of possible EVs that can be charged at any given time under the three scenarios are also determined. The possibility of using EV fleet at NTU campus to achieve demand response capability and intermittent PV output leveling through vehicle to grid (V2G) technology and building energy management systems is also explored.

Singh, Reshma↗
DOE OSTI2024

Electric Medium- and Heavy-Duty Vehicle Charging Infrastructure Attributes and Development

Although more established for light-duty vehicles (LDVs), advancements in electric vehicle (EV) charging technology are being made in the medium- and heavy-duty (MD/HD) sector. Progress is also being made with the electrification of MD/HD vehicles, including transit buses, school buses, MD trucks, and HD trucks. The diverse set of operational requirements and duty cycles for each vocation, as well as the range in the size of fleets, present unique charging and infrastructure requirements. This report focuses on charging requirements for MD/HD vehicles and synergies with LDV infrastructure. This analysis leans toward the qualitative rather than quantitative because relevant model inputs are in development and will not be established for a few years, as EV deployments are more mature in the LDV sectors than MD/HD. The report begins with an overview of MD/HD vehicle classes and types of charging, including depot and residential charging, among others (Section 2). Section 3 analyzes the home bases (overnight dwell locations) of existing MD/HD vehicles, with an emphasis on depot and residential home bases, and discusses implications for charging infrastructure. Section 4 discusses the key characteristics for determining if, when, and where MD/HD vehicles can leverage LDV charging infrastructure rather than requiring dedicated chargers. These considerations include electricity demand, connectors, physical space requirements, payment considerations, and impacts on the grid. Section 5 summarizes shared characteristics for MD/HD vehicles that are appropriate for near-term electrification and includes a summary of the outlook of the electric MD/HD vehicle market. The conclusion (Section 6) summarizes the report's findings and outlines areas for future research.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2026

Operational Simulation of Multi-Functional Charging Station for Sustainable Transportation

As transportation systems move toward electrification and decarbonization, multifunctional charging stations (MFCS) are emerging as key infrastructure for electric vehicles (EVs) and hydrogen fuel cell vehicles (HFCVs). This paper presents a simulation model of an MFCS that integrates solar photovoltaic (PV), wind power, battery storage, hydrogen (\mathrm{H}_{2}) production, dual-pressure \mathrm{H}_{2} storage, fuel cells, and dynamic grid interactions. The model simulates daily operations using 5 -minute resolution data to capture realtime variability in renewable energy (RE), demand, and electricity prices. A flexible dispatch algorithm dynamically allocates energy for EV charging, \mathrm{H}_{2} production, storage, and grid transactions while respecting system constraints. Results show that the MFCS effectively prioritizes RE usage, minimizes waste, meets diverse energy demands, and achieves net operational profit. The model serves as a valuable decision-support tool for designing and optimizing integrated clean energy hubs for zero-emission transportation.

Gbadegoye, Jeremiah [University of Tennessee, Knox↗
DOE OSTI2024

CharIN Megawatt Charging System: 4 th Event Summary Report

Medium- and heavy-duty electric vehicles require higher charging power levels than are supported by present light-duty EV charging standards. The Charging Interface Initiative (CharIN) Megawatt Charging System (MCS) Task Force is undertaking efforts to develop a new high-power charging standard for medium- and heavy-duty vehicle electrification. The fourth MCS evaluation event at NREL focused on thermal and mechanical performance evaluations of high-power MCS electric vehicle charging connectors and inlets from several different manufacturers, at current levels up to 3000A. Additionally, the event evaluated the performance of a reference inlet design, which will provide a baseline level of thermal performance for use in future evaluation and certification efforts of MCS connectors.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Embedding Equity into Electric Vehicle Charging Station Design

Once a site location is selected for the installation of an electric vehicle (EV) charging station, the next step is to plan and design the specific station. Local and state governments can require and/ or incentivize accessible and safe design elements, so the station is constructed in an equitable manner.

ADVANCED PROPULSION SYSTEMS,ENERGY PLANNING, POLIC↗
DOE OSTI2026

How Improved Forecasting Can Increase the Bulk Power System Value of Price-Responsive Electric Vehicle Managed Charging

Personal light-duty vehicle (LDV) electric vehicle managed charging (EVMC) can reduce power system costs by better aligning electric vehicle (EV) charging with locations and times of low energy cost or infrastructure use. The need to coordinate charging demand across thousands to millions of vehicles while preserving mobility service is a barrier to realizing the value of EVMC. Price-responsive dispatch mechanisms like time-of-use rates (TOU) and hourly real-time prices (RTP) are attractive compared to direct load control (DLC) because they only require one-way communications and local controls. However, increasing participation in price responsive mechanisms can induce costly-to-serve spikes in load and otherwise increase, rather than decrease, production costs. We quantify the ability of improved EVMC forecasting to sustain savings from price responsive mechanisms beyond the limit of 14% of LDVs actively participating observed in previous work. Perfect forecasting of price-responsive EV load makes TOU and RTP value-competitive with a low-error DLC formulation with up to 27% (within-week flexibility) to 45% or more (within-session flexibility) of LDVs participating in EVMC in an envisioned New England power system with 84% clean energy. Additional costs of implementing DLC should be no more than tens of dollars per vehicle-year if DLC is to be value-competitive with accurately forecast price-responsive EVMC for double-digit percentage shares of LDVs participating.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2024

Technical Impacts of Light-Duty and Heavy-Duty Transportation Electrification on a Coordinated Transmission and Distribution System

In this study, we propose a strategy to model the required spatiotemporal charging demand from light-duty (LD) and medium- and heavy-duty (MHD) electric vehicles (EVs) using actual transportation data by mapping the demand for the required EV charging to a realistic and coordinated distribution and transmission electric grid at the predicted times of the day to study their impact on the power system in a variety of load, weather, and EV penetration scenarios. This work is the first study that includes the actual weather data and transportation data with realistic and coordinated distribution and transmission grid data in a large industry-scale level study. The main goal of this study is to identify possible issues and required upgrades in the electric grid, caused by an increase in EV integration. The transmission case study is a large grid with 6717 buses over a Texas footprint, and the distribution grid is over Houston, a city in Texas, covering over three million customers. The resulting overloads and voltage violations experienced in the system are discussed, and required planning upgrades to avoid these issues are suggested.

AC optimal power flow (AC-OPF)↗
DOE OSTI2021

Grid Voltage Control Analysis for Heavy-Duty Electric Vehicle Charging Stations: Preprint

This paper presents an analysis of voltage control strategies for heavy duty electric vehicle (EV) charging stations. The performance of three voltage control approaches including power factor control, preset volt-var curve control, and customized volt-var curve control, have been investigated and evaluated for three different sizes of charging stations, including single-port small charging station, three-port middle size charging station, and 6-port travel center. The charging stations have been placed on various locations of four different types of distribution systems, to obtain a comprehensive performance analysis of the three voltage control approaches under different scenarios. To quantitively compare the performance of the three voltage control approaches, a series of metrics have been designed to quantify the performance and contribute to the comprehensive analysis summary.

47 OTHER INSTRUMENTATION↗
NASA NTRS2006

Simultaneous observation of the radiation environment inside and outside the ISS

The low-Earth orbit (LEO) radiation environment has been directly observed by the IV and EV charged particle directional spectrometers (CPDS) aboard the International Space Station (ISS). The EV instrument is mounted on the S0 truss of the ISS and consists of three separate silicon detector telescopes which are oriented in different directions. The IV instrument is a single silicon detector telescope located inside the US Laboratory module of the ISS. We report on the current state of the data analysis for these instruments, which includes the proton and He stopping particle spectra, relative CNO abundances, LET spectra, and measured dose rate as a function of time.

Lee, K. T.↗
DOE OSTI2024

Solar Energy Extension Project

The town of Stratford plans to develop and own a 6 kilowatt (kW) solar array on the roof of a municipal-owned public pavilion on the town green. A SolarEdge level 2 EV charging station will be installed at the pavilion to be used by the public. The charging station will have one charging port. The town will install 3 air source heat pumps in the library located adjacent to the pavilion to reduce the use of propane to heat the library. The town will install 4 air source heat pumps in the Town Hall to reduce the use of #2 heating oil to heat the facility. The 6 kW solar array will provide electricity to the library to offset electricity usage, and when an EV plugs into the charging station the solar will provide electricity to the charging station. There is no ground disturbance or ground trenching associated with this project. The 6 kW solar array on the roof of the pavilion will include 20 (390) watt all black panels. A SolarEdge level 2 EV charger will be installed at the pavilion with the 240 V inverter. The solar array will provide electricity to the library and when a vehicle plugs into the EV charger the solar array will switch to power the charger. Any excess electricity that is generated by the array and not used by the library or the EV charger will be fed onto the grid and the town will receive a net metering credit applied towards future consumption. There is no ground disturbance associated with the EV charger or solar array, and the town will install signage to direct the public to the charger. The library will install 2 (18,000) BTU ductless air source heat pumps and 1 (24,000) BTU unit. This will significantly reduce the amount of propane required to heat the library. The Town Hall will install 2 (36,000) BTU ductless air source heat pumps and 2 (9,000) BTU units to reduce the amount of #2 heating oil required to heat the building.

14 SOLAR ENERGY↗