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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 307 records · Page 17
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Revealing the Mechanism Behind Sudden Capacity Loss in Lithium Metal Batteries

Rechargeable Li-metal batteries (LMBs) are attractive energy storage candidates for electric vehicles (EVs) because they offer higher energy density than batteries built with intercalation electrodes. However, one of the main barriers to the commercial deployment of LMBs has been their relatively short cycle life. Re-designing the electrolyte system shows promise in achieving acceptable cycle life, but even so, the resulting cells display a challenging end-of-life (EOL) behavior: a sudden capacity loss. Herein, we report a new method for analyzing voltage profiles during cycling to distinguish between the capacity loss originating from the loss of cathode capacity vs growth in cell resistance. Further, this analysis reveals that sudden capacity loss was preceded by acceleration in the rate of growth of cell resistance, and cycling of multiple cells showed that this phenomenon is sensitive to the initial quantity of electrolyte in the cells. In contrast, the cathode capacity degraded at a constant rate independent of the electrolyte quantity. Combining this evidence with post-analysis of harvested electrolyte and electrodes, we conclude that neither the loss of active lithium nor the loss of active cathode material was the primary source of sudden capacity loss; instead, consumption and decomposition of electrolyte causes the drastic capacity loss at EOL.

25 ENERGY STORAGE↗
DOE OSTI2021

Top 13 Blendstocks Derived from Biomass for Mixing-Controlled Compression-Ignition (Diesel) Engines: Bioblendstocks with Potential for Decreased Emissions and Improved Operability

Reducing the impacts of medium- and heavy-duty (MD/HD) ground transportation can be enabled by fuel-engine combinations that use lower compression ignition liquid fuels and reduce criteria pollutant emissions. Fuels and blendstocks combined with advanced engine technologies could reduce the cost of ownership and the emission of pollutants, including soot, nitrogen oxides (NOx) and greenhouse gases (GHGs), from MD/HD vehicles. This report describes the evaluation and screening of MD/HD mixing-controlled compression ignition (MCCI) biofuel candidates for further development and commercialization. The report is aimed at 1) biofuel researchers looking to better understand options to reduce criteria pollutant and GHG emissions while maintaining efficiency and meeting requirements for engine operability and 2) engine researchers who want to evaluate biofuels that meet diesel fuel properties for their impact on conventional and advanced diesel combustion strategies.

09 BIOMASS FUELS↗
DOE OSTI2021

Optimization of Localized High Concentration Electrolytes (LHCE) for Li||LiCoO 2 and Si|| LiCoO 2 Batteries used in Consumer Electronics Applications (Final Report for I3T Project 75934)

This project will optimize localized high concentration electrolyte (LHCE) for Li/LCO and Si/LCO batteries for consumer electronics applications, including select the best solvent and diluent, optimize the ratios of the solvents and the salt concentration. Results will be demonstrated not only in both coin cells, but also in pouch cells, which is required for large-scale commercial applications. This work can provide better understanding that would also benefit other LMB projects, including Li/NMC and Li/S batteries for electric vehicle applications. In the history of rechargeable batteries, all batteries have been first used in small scale consumer electronics, then eventually penetrate to large scale applications such as electrical vehicle or grid. We believe this development route will also be true for LMBs. By developing the best electrolyte for Li/LCO and Si/LCO chemistry, we will not only get the early market entry in consumer electronics, but we can also accumulate experience on the practical application of LMBs which can be used to further develop other types of LMBs for EV and other large-scale applications pursued by DOE.

25 ENERGY STORAGE↗
DOE OSTI2023

An electrified boom actuation system with energy regeneration capability driven by a novel electro-hydraulic unit

This paper presents a novel electrified solution for linear actuation systems, which has undergone a successful in-vehicle demonstration, marking a significant advancement in this field. Aligned with the growing trend towards electrification, this solution holds promise for a wide range of off-road applications. The showcased electrohydraulic actuation architecture enables efficient four-quadrant operation and incorporates energy recovery capabilities. At the core of the system lies a distinctive electro-hydraulic unit, integrating a fixed hydraulic pump and a variable-speed electric motor into a compact and powerful entity. A specialized hydraulic system is designed to efficiently transform electrical energy from the electro-hydraulic unit into boom cylinder actuation. The sizing of the system is determined by the boom operation of a commercial compact loader. The maximum power output of the electro-hydraulic system is approximately 15 kW. The components of the proposed system are integrated into the reference vehicle, and comprehensive performance tests are conducted. The results of the tests performed on the vehicle with the boom lifting and lowering cycle indicate an overall system efficiency of 60%. The electrified solution consumes only about one-third of the energy used by the conventional boom actuation system on the reference machine, while exhibiting energy savings exceeding 75% during specific work phases. The energy savings come mainly from energy regeneration and minimal loss from throttling through the specialized hydraulic circuit design. Finally, the successful demonstration on the reference vehicle underscores the practicality and effectiveness of the proposed electrified solution in current mobile hydraulic applications

42 ENGINEERING↗
DOE OSTI2022

Probabilistic Modeling of Commercial Building Occupancy Patterns Using Location-Based Map Data: Preprint

Considering occupancy patterns is crucial to simulate buildings' energy use. Current energy models use inputs that simplify the actual diversity in occupancy into static occupancy patterns and are not able to represent the numerous variations in occupancy patterns between buildings and across different locations. Recently, inferring occupancy schedules from metered electricity consumption data was used to model occupancy in commercial buildings. However, the translation from metered data to occupancy schedules requires many assumptions that might not capture the reality, and the process is hindered by the availability of data from advanced metering infrastructure. With the development of information technologies, occupancy modeling should not be limited to traditional approaches. The prevalence of social networks and location services with real-time user feedback provides publicly accessible data via Maps Application Programming Interfaces (APIs) such as Google Maps, SafeGraph, Mapbox, Foursquare, etc. This paper presents an automated framework for modeling parametric occupancy patterns using such APIs to calibrate commercial district buildings' energy models. This process includes three main steps: data extraction and processing, parametric schedules generation, and schedules integration. We demonstrated this framework in districts where we used maps API to generate more accurate behavioral patterns for operations and electric vehicle charging events. We used these patterns to determine differences in energy use across key sociodemographic and spatial parameters. The presented method has the potential for worldwide applications. Users can utilize this framework to extract data for selected locations of interest to create more realistic behavioral patterns for commercial facilities across different districts.

building energy modeling↗
DOE OSTI2023

Volvo Pathway to Cost-Effective Commercialized Freight Efficiency (SuperTruck 2)

Volvo’s SuperTruck 2 (ST2) built on the success of the SuperTruck 1 (ST1) project, with the objective to research, develop, and demonstrate a Class 8 long-haul tractor-trailer concept truck designed with an integrated approach to maximize freight efficiency and achieve the following goals: - Greater than 100% improvement in vehicle freight efficiency (FE) on a ton-mile-per-gallon basis, with a stretch goal of 120% improvement relative to a 2009 baseline. - Greater than or equal to 55% engine brake thermal efficiency (BTE) demonstrated in an operational engine at a 65-mph cruise point on a dynamometer. - Develop technologies that are commercially cost effective in terms of a simple payback. This cooperative agreement with the US Department of Energy (DOE) had a total project cost of $40,000,000 with a 50% cost share, or $20,000,000, paid by the DOE. This project was awarded to Volvo Technology of America, LLC, who was the prime recipient and project lead. Metalsa, Michelin, Wabash, Bergstrom, University of Michigan, Oak Ridge National Laboratory, Johnson Matthey, Knight Transportation, Wegmans, and Motivo were partners / sub-recipients in this project.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

FY23 Drone RFID (Final Report)

The Drone RFID project successfully completed proof-of-concept testing to demonstrate the potential of a drone-based inventory system for high value remote materials at Los Alamos National Laboratory. Multiple drone platforms were procured, flight authorizations were received, and the vehicles were flown demonstrating what was initially perceived as the most difficult part of the project, successfully flying drones at the lab. Three commercial RFID inventory systems were also purchased, and ground testing performed to determine their suitability. Ultimately, one system was chosen for flight testing and successfully demonstrated the drone's ability to execute inventory with great potential for a relatively low-cost implementation.

42 ENGINEERING↗
DOE OSTI2024

Recycling Rare Earth Elements From End-of-Life Electric and Hybrid Electric Vehicle Motors

In this presentation, we first provide context on the increasing demand for rare earth elements and the current state of rare earth element mining worldwide. We then justify our decision to choose end-of-life electric and hybrid electric vehicles as a feedstock and propose a superstructure-based approach to finding the optimal pathways for recovering rare earth elements in their commercialized rare earth oxide form from them.

Laliwala, Chris↗
DOE OSTI2022

Water Power Technologies Office: Multi-Year Program Plan

The U.S. Department of Energy’s Water Power Technologies Office (WPTO) has released its first Multi-Year Program Plan (MYPP), which outlines the Office’s research priorities and plans through 2025. Cover of the WPTO MYPP 2022. The MYPP serves as both a strategic vision and an operational guide to help WPTO manage and coordinate its activities, as well as a vehicle to communicate WPTO’s mission, goals, and plans to water power stakeholders and the public. It details WPTO’s research, development, demonstration, and commercial activities across both hydropower and marine energy for the coming years and outlines how these efforts can help meet the nation’s energy and sustainability goals. The MYPP features key performance goals for 2025, as well as additional objectives running through 2030. All outlined goals contribute to the overarching mission of WPTO to enable research, development, and testing of new technologies to advance marine energy and hydropower systems for a flexible, reliable grid.

13 HYDRO ENERGY↗
DOE OSTI2023

Achieving Thermodynamic Stability of Single-Crystal Co-Free Ni-Rich Cathode Material for High Voltage Lithium-Ion Batteries

Ni-rich layered cathode materials are progressively considered as the standard configuration of high-energy electric vehicles by virtues of their high capacity and eliminated “range anxiety.” However, the poor cyclic stability and severe cobalt supply crisis would restrain their wide commercial applicability. Here, a cost-effective single-crystal Co-free Ni-rich cathode material LiNi 0.8 Mn 0.18 Fe 0.02 O 2 (NMF), which outperforms widely commercial polycrystalline LiNi 0.83 Co 0.11 Mn 0.06 O 2 (MNCM) and single-crystal LiNi 0.83 Co 0.11 Mn 0.06 O 2 (SNCM) is reported. Surprisingly, NMF can compensate for the reversible capacity loss under the designed conditions of high-temperature and elevated-voltage, achieving a competitive energy density compared with conventional MNCM or SNCM. Further, combining operando characterizations and density functional theory calculation, it is revealed that NMF cathode with improved dynamic structure evolution largely alleviates the mechanical strain issue commonly found in Ni-rich cathode, which can reduce the formation of intragranular cracks and improve the safety performance. Consequently, this new Co-free NMF cathode can achieve a perfect equilibrium between material cost and electrochemical performance, which not only reduces the production cost by >15%, but also demonstrates excellent thermal stability and cycling performance.

25 ENERGY STORAGE↗
DOE OSTI2021

Medium and Heavy Duty Vehicle Powertrain Electrification and Fleet Demonstration

The Contract Award Grant # EE0007513 dated 2 June, 2016 is for the design, development and demonstration of medium duty package delivery vehicles that will result in a 100% increase in fuel economy as measured in miles per gallon. The project was proposed in 3 phases over two budget periods. The Phases were: 1. Modeling and Simulation – This phase was completed and formed the basis of the specifications for the design and build of the physical systems. The modeling and simulation was conducted by AVL and used real world package delivery routes that AVL mapped. The motors, battery pack, range extender and balance of plant support systems were modeled and iterated until a system with the desired fuel economy improvement was realized. Early design of the major subsystems using the actual vehicle space constraints was also completed. This phase was successfully completed in May of 2017. 2. 1st Build and FE Confirmation - This phase was completed and resulted in the final design, release, procurement and build of all major vehicle systems for commissioning into the first vehicle. The work was a partnered effort between McLaren and AVL. McLaren built the eAxle system while AVL built the range extender and integrated the range extender, battery and balance of plant sub-systems into the first vehicle with a control system to make it operate. Prior to the end of this phase a real world HIL system test gave evidence that the fuel economy improvement would be achieved in the real world. This phase was exited with a 7 month delay due mostly to procurement and supply base issues and ended in May, 2018. 3. Final Build and Demonstration - This phase included the final build and commissioning of the four program vehicles and the operation of a demonstration on a set of routes near San Diego California. During this phase, a multitude of issues arose in different systems in the vehicle. These issue resolution exercises were quite complex and caused repeated delays but were all successfully completed. It should also be noted that an early commercialization analysis resulted in the conclusion that the complexity of the system would not make it cost effective, leading to the start of a follow-on design that used newly available component technologies to specify a more cost effective system. This design will be repurposed and put into demonstration on a separately (non-DOE) funded program. It was decided and agreed with DOE that this phase should be considered completed. The knowledge and know-how gained on this program has been incorporated into and transferred to the new program. This phase and the entire program was considered closed on June 1, 2021.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Detailed Compositional Comparison of Hydrogenated Vegetable Oil with Several Diesel Fuels and Their Effects on Engine-Out Emissions

The Coordinating Research Council (CRC) is actively involved in developing and applying advanced analytical techniques to the chemical characterization of transportation fuels. Here, this article complements a 2017 CRC project to quantify and compare the effects of a commercially available renewable diesel fuel (hydrotreated vegetable oil [HVO]) and an ultralow sulfur diesel (ULSD) fuel on engine-out gaseous and particulate matter (PM) emissions from a light-duty vehicle. Results showed that the combustion of HVO fuel had an advantage over ULSD in terms of lowering engine-out emissions (THC, CO, NO x , etc.). Furthermore, this advantage is strongly related to the fuel composition. This article summarizes the results of advanced and comprehensive analytical tests on the same ULSD and HVO fuels and attempts to connect some of the engine-out emissions results to fuel composition and specific chemical structures. A variety of test methods, generally unavailable in combination, were employed, such as one-dimensional (1D) and two-dimensional (2D) gas chromatography (GC), nuclear magnetic resonance spectroscopy (NMR), and high-pressure solid-liquid phase transition experiments. In summary, the ULSD sample was found to have representation across the expected set of hydrocarbon classes typical for the sample type. Interestingly, a high content of cycloparaffins (>50 wt%) and a very low content of diaromatics (~2 wt%) were present. While not without precedent, these are higher and lower, respectively, than typically found for commercial ULSD compositions. In contrast, HVO was found to consist of only two hydrocarbon classes: n-paraffins (~10 wt%) and iso-paraffins (~90 wt%), both predominantly in a narrow carbon atom number range (i.e., C14–C18). HVO engine-out emissions results for the LA-92 and steady-state testing can be tracked to the narrow carbon atom number range of the n-paraffins and iso-paraffins, which result in a high cetane number fuel having a narrow distillation range. Previously, the low-temperature operability of HVO has been a concern, but that appears not be the case for this particular HVO. HVO and ULSD were evaluated at pressures up to ~275 MPa and found to have comparable solid-liquid equilibria despite significant compositional differences.

09 BIOMASS FUELS↗
DOE OSTI2026

ICL Commercial Production of Lithium Iron Phosphate Cathode Powder for the Global Lithium Battery Industry Final Technical Report

ICL was investing in producing cathode active material, Lithium Iron Phosphate (LFP), used in the production of batteries for both electric vehicles and stationary storage. The demand for LFP was increasing with the global focus on sustainable energy, and there was no current manufacturer of this material in the United States. As such, imported LFP is subject to the uncertainties around supply chain and control of a foreign supplier. This investment would have allowed ICL to be a United States leader in LFP production. To gain a position in this market, ICL licensed the technology from a firm that has the process technology and has reliably supplied LFP into the battery market and currently has customers purchasing their product.

25 ENERGY STORAGE↗
DOE OSTI2021

Efficient and Safe Hydrogen Refueling of Fuel Cell Vehicles from an Emergency Chemical Hydride Storage Source

Zero-emissions hydrogen fuel cell electrical vehicles (FCEVs) have become more popular in recent years. However, the limited availability of hydrogen fueling stations is considered a critical barrier to sustainable adoption of hydrogen FCEV. To enable the widespread deployment and commercialization of hydrogen FCEV, the availability of hydrogen refueling stations needs to improve. One of the consequences of the lack of hydrogen refueling infrastructure is that consumers can suffer from “range anxiety”, meaning consumers would get anxious of running out of fuel during long-distance trip [4]. A practical solution is to provide a compact emergency hydrogen refueler that can be used if the consumer runs out of hydrogen before reaching the nearest hydrogen refueling station. A safe, compact, and user-friendly hydrogen refueler would give consumers the flexibility they need to feel comfortable using their hydrogen FCEV when planning a long-distance trip. Offering this product would alleviate range anxiety, and it would make Hydrogen FCEV a more attractive alternative to gasoline vehicles. The emergency hydrogen refueler consists of a lithium hydride bed that reacts with liquid water to produce hydrogen gas and lithium hydroxide.

08 HYDROGEN↗
DOE OSTI2024

Resistive Coatings for High-performance, Low-background MCPs Operating Across Broad Temperature Ranges and at Cryogenic Temperatures

Microchannel plate with improved thermo-electric properties are a high risk, high payoff development undertaken by a consortium of effort that links the Argonne National Lab, the Space-Science Lab at UC Berkeley and the small businesses (Incom Inc.) that will commercialize the advanced technology in open MCPs and LAPPDs. This development will satisfy the needs for new instrumentation for homeland security (non-proliferation) sensors to screen vehicles and cargo for Special Nuclear Materials (SNMs) and scientific detectors for astrophysics, electron microscopy, time-of-flight mass spectrometry, molecular and atomic collision studies, and fluorescence imaging applications in biotechnology and medical imaging products including positron emission tomography (PET scanning).

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2023

Design and Optimization of a Fast-Switching Electromagnetic Valve Actuator for Off-highway Vehicle Hydraulic Systems

Electrification of off-highway vehicles offers improved efficiency and reduction in greenhouse gas emissions. However, the extremely low power densities of electric machines relative to the hydraulics used in conventional off-highway vehicles makes electrification challenging. Although the recently proposed Hybrid Hydraulic Electric Architecture (HHEA) can overcome this limitation, it requires frequent switching between the pressure rails using switching valves resulting in losses. Fast switching minimizes the switching losses in these valves, which otherwise significantly reduce the overall efficiency of the system. The primary contribution of this paper is the design and optimization of a linear electromagnetic actuator for a fast-switching valve. This paper identifies the actuator requirements to enable fast switching and presents a design and optimization technique to realize actuators that meet the design objectives. In addition, a multi-physics approach is proposed to model the performance of the complete switching valve by considering the electromagnetic, fluidic, and mechanical physics. An optimal actuator design is obtained using the developed optimization framework, and the multi-physics model demonstrates that the selected design achieves a 30% reduction in throttling-related switching losses by switching 70 % faster than comparable commercial valve designs.

Linear actuators, off-highway vehicle electrificat↗
DOE OSTI2022

Port of New York and New Jersey Drayage Electrification Analysis

The National Renewable Energy Laboratory (NREL) evaluated the potential for drayage electrification in the Port of New York and New Jersey (PoNYNJ), with a focus on operators: Harbor Freight Transport (HF), Safeway Trucking (SWT), and International Motor Freight Inc (IMF). This report summarizes the data collection and electrification evaluation of all three drayage operators, includes detailed operational data, and identifies the performance requirements for battery electric tractors (BETs) and corresponding infrastructure operated within the context of PoNYNJ drayage operation. This report also details a methodology to evaluate opportunities, strategies, and challenges associated with future expansions of BETs in meeting PANYNJ emissions goals. The Port Authority has established a goal of achieving Net Zero carbon emissions by 2050 across all facilities, including from tenant and stakeholder sources such as drayage trucks. NREL used real-world performance data collected on the three PoNYNJ drayage operations, along with modeling and analysis tools to compare BET to diesel trucks. From March to July 2021, NREL collected 1Hz vehicle and engine data from 46 drayage trucks at the three operators totaling nearly 121,000 miles of operation, providing enough information to assess vehicle operations for electrification potential. A Future Automotive Systems Technology Simulator (FASTSim) electric truck powertrain model was validated using PoNYNJ data and scenarios were run to evaluate drayage truck electrification requirements over the real-world cycles. The first scenario examined BET viability with minimal changes to existing operations. This assumes the trucks charge when stopped for two hours or longer, have a functional battery size of 375 kWh, and can charge at 270 kilowatts (kW) average which are the specification of the commercially available Freightliner eCascadia. The second scenario looked at what operational, charging infrastructure, and BET technology changes would be needed to fully electrify. Finally, detailed analysis was run on charging rate structure to understand operational costs to the fleets. The studied drayage trucks averaged 5.1 MPG, spent roughly 9% of their energy at idle, and drove an average of 140 miles per day with a maximum daily distance of 573 miles. The FASTSim model results indicate a comparable BET would use 417 kWh of energy per day on average accounting for cargo weight, which is close to the full usable capacity of the eCascadia currently available on the market. Based on the daily average operating data, partial fleet electrification is possible with current technology. However, some specific days of operation would require over 1,600 kWh of energy due to longer distances traveled by the trucks and more intense operation. Trucks used for long distance and intense operation cannot be readily electrified with current technology without operational changes. Full adoption of BETs could reduce CO 2 emissions from these fleets by roughly 75% today, eliminating 76 metric tons of CO 2 (MTCO 2 ) per vehicle each year, which equates to 24,100 MTCO 2 per year for all three operators. Commercially available direct current fast chargers (DCFC) have charge rates up to 350 kW. Based on the average daily modeled energy use for each operator, current industrial rate structures, and the assumption of 350 kW peak charging, full drayage electrification would increase electricity consumption. In addition, peak demand usage would increase with unmanaged charging along with cost of electricity having a direct impact on cost per mile for electric vehicles. The resulting cost per mile for BETs along with comparable cost per mile for conventional diesel trucks are also examined at $\$$4.00 per gallon of diesel. It will be important for PANYNJ and the drayage operators within the PoNYNJ to consider these load impacts to their existing electrical infrastructure and devise operational strategies that avoid coincident charging of vehicles to mitigate demand charges. Despite these electricity cost increases, savings from reductions in diesel consumption will help offset the costs of this increased electricity consumption. However, prices of both electricity and diesel are subject to change based on various factors meaning the realized savings will vary over time. This shows BETs could be cost-competitive on an energy cost per mile basis for all scenarios while diesel is above $\$$3.00/gal. Further, if diesel prices dropped to the 15-year low of $2.33/gal, it would still be cost competitive to operate the EVs with electricity costs of 16.3 ¢/kWh or less.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Real-World Evaluation of National Energy Efficiency Potential of Cold Storage Evaporator Technology in the Context of Engine Start-Stop Systems

National concerns over energy consumption and emissions from the transportation sector have prompted regulatory agencies to implement aggressive fuel economy targets for light-duty vehicles through the U.S. National Highway Traffic Safety Administration/Environmental Protection Agency (EPA) Corporate Average Fuel Economy (CAFE) program. Automotive manufacturers have responded by bringing competitive technologies to market that maximize efficiency while meeting or exceeding consumer performance and comfort expectations. In a collaborative effort among Toyota Motor Corporation, Argonne National Laboratory (ANL), and the National Renewable Energy Laboratory (NREL), the real-world savings of one such technology is evaluated. A commercially available Toyota Highlander equipped with two-phase cold storage technology was tested at ANL’s chassis dynamometer testing facility. The cold storage technology maintains the thermal state of air-conditioning evaporators to enable longer and more frequent engine-off operation in vehicles equipped with start-stop functionality. Test results were analyzed and provided to NREL where a novel simulation framework was developed and calibrated to the test data. The vehicle model was then exercised over a large set of real-world drive cycle and ambient condition data to estimate national-level fuel economy benefits. Results indicate that the cold storage evaporator provided national fuel consumption reductions of 0.113% relative to a conventional evaporator in the same vehicle. In addition, when the cold storage evaporator engine stop/start was enabled for any temperature and the baseline was limited to the EPA menu, Start and Stop credit assumption of 27°C, a national fuel savings of 0.497% was found. Fuel savings resulted from a combination of extended engine-off duration during idle events and increased frequency of deceleration fuel cutoff, both enabled by the ability of the cold storage evaporator to maintain thermal state in situations where air conditioning is active.

DIRECT ENERGY CONVERSION↗