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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 325 records · Page 18
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Humidity-Dependent Electrostatic Charge Decay on Dielectric Surface in Enclosed Volumes

Electrostatic surface charge decay is investigated to determine loss mechanisms, the effect of humidity, enclosure size, and material. This work focuses on charging dielectric and metal surfaces close to the electrical breakdown threshold in atmospheric air under humid and dry conditions. After initial charging to a maximum potential of roughly 30 kV, the associated surface charge is allowed to decay because of recombining with ions from the natural background, resulting in decay times ranging from minutes to hours to days. Spheres with a radius of 50 mm consisting of varying materials (PTFE and metal as referenced later) are charged and tested at relative humidity levels, RH, of 10%, 35%, and 64%. It was found that the ion-ion pair production rate and the enclosure size affected the measured charge decay rate. The impact of air convection on charge decay in the open air (no enclosure) is discussed. The humidity increased the rate of charge decay on the metal and dielectric spheres. For example, in the first 25 minutes after charging, the total charge on the PTFE sphere decreased to 66%or 50% from its initial value in the 10% and 35% RH tests, respectively. An equivalent generation rate is found for the ions in the enclosure, with 10 and 24 ion pairs cm −3 s −1 being generated at a 5% and 49% relative humidity, respectively.

42 ENGINEERING↗
DOE OSTI2026

GSE Yearly Load Profiles for Each Airport Under Six Charging Scenarios

This dataset contains GSE yearly load profiles for each airport under six charging scenarios: (1) charging when the battery state of charge is insufficient for the next service using 40-kW chargers (S1); (2) charging when the battery state of charge is insufficient for the next service using 20-kW chargers (S2); (3) charging starts immediately after each GSE completes a service task using 40-kW chargers (S3); (4) charging starts immediately after each GSE completes a service task using 20-kW chargers (S4); (5) charging during off-peak hours using 40-kW chargers (S5); and (6) charging during off-peak hours using 20-kW chargers (S6). ![image](gse_load_profile_sample_day.png) GSE load profile of a sample day across different airport categories under charging scenario 1.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

There's No Place Like Home: Residential Parking, Electrical Access, and Implications for the Future of Electric Vehicle Charging Infrastructure

In March 2021, the cumulative sale of plug-in electric vehicles (PEVs), including plug-in hybrid electric vehicles (PHEV) and battery electric vehicles (BEV), reached 1.8 million in the United States (Argonne National Laboratory 2021). However, PEV adoption is still in its infancy; its market share has just reached around 3% of new light-duty vehicle (LDV) sales by the end of 2020 (Alliance for Automotive Innovation 2021). Current trends suggest that PEV market share in the United States is increasing. The U.S. Energy Information Administration's (EIA's) 2020 Annual Energy Outlook forecasts PEV registrations to exceed 8 million vehicles by 2030 (AEO 2020). PEV adoption is expected to be led by states that are regulating the sale of zero emission vehicles (ZEVs) (California Air Resources Board). California continues to push for more aggressive ZEV regulations; the state recently issued an executive order aimed at 100% of LDV sales being ZEVs by 2035 (Office of Governor Newsom). At the federal level, the Biden administration has shown great ambition in encouraging broader electric vehicle (EV) adoption, including setting the goal of installing 500,000 new chargers nationwide (The White House 2021). Access to charging infrastructure is consistently cited as one of the primary barriers to the increased sale of PHEVs and BEVs (Carley et al. 2019). In the United States, PEV charging options are often described using a pyramid structure, with residential charging as the foundation, workplace charging in the middle, and public charging on top (Figure 1). The existing electricity system, which generates, transmits, and distributes electric fuel to residential households, has helped PEVs partially overcome the "chicken and egg" conundrum that has haunted other alternative fuels. Viable home access to electric charging is also an important equity issue, because non-residential PEV charging options (e.g., workplace or public charging stations) are generally more expensive. Households without residential charging access may experience higher total cost of PEV ownership if non-residential charging options are more costly.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

A Forward-Looking Dataset of EV Managed Charging Resource and Costs

This presentation summarizes a high-resolution, forward-looking dataset of EV adoption, EV charging, and managed charging resource. Vehicle-level data are grounded in current adoption and charging patterns, and ~200,000 real-world vehicle-weeks of travel data covering all on-road segments (i.e., light-duty, transit and school buses, local, regional and long-haul medium- and heavy-duty). The data, which include multiple charging profiles per vehicle to bound flexibility, are then processed and aggregated to describe baseline charging and charge management resource by county, hour, year, scenario, and vehicle type. Coupled with one of four scenarios of how EV managed charging costs might evolve over time, the dataset enables a power sector capacity expansion model to select cost-optimal quantities of EV managed charging and supply-side resources to reliably satisfy demand. Five integration strategies: Baseline, Daytime and Flat (passive), Flex (active), and Stress (anti-strategy), illustrate how baseline charging and flexibility potential changes with EVSE build-out and charging preferences.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS2021

A Critical Look at Coulomb Counting Approach for State of Charge Estimation in Batteries

In this paper, we consider the problem of state-of-charge estimation for rechargeable batteries. Coulomb counting is a well-known method for estimating the state of charge, and it is regarded as accurate as long as the battery capacity and the beginning state of charge are known. The Coulomb counting approach, on the other hand, is prone to inaccuracies from a variety of sources, and the magnitude of these errors has not been explored in the literature. We formally construct and quantify the state-of-charge estimate error during Coulomb counting due to four types of error sources: (1) current measurement error; (2) current integration approximation error; (3) battery capacity uncertainty; and (4) timing oscillator error/drift. It is demonstrated that the state-of-charge error produced can be either time-cumulative or state-of-charge-proportional. Time-cumulative errors accumulate over time and have the potential to render the state-of-charge estimation utterly invalid in the long term. The proportional errors of the state of charge rise with the accumulated state of charge and reach their worst value within one charge/discharge cycle. The study presents methods for reducing time-cumulative and state-of-charge-proportional mistakes through simulation analysis.

Battery management system↗
DOE OSTI2023

Connecting Electric Vehicle Charging Infrastructure to Commercial Buildings

Electric vehicles (EVs) are growing in popularity and gaining meaningful market share with record sales year over year in the last decade. EV charging equipment, also known as EV chargers (EVC) or EV supply equipment (EVSE), must proportionally match the growing number of new EVs on the road for a comparable experience to gas-powered vehicles. The majority of EV charging currently happens at residential buildings. However, demand for EV charging at commercial buildings will significantly increase with wider mainstream EV adoption and as businesses return to more normal operation following COVID-19 pandemic disruptions. Charging equipment can include various sub-systems like power conditioning module, control software, safety devices, metering, communication, cooling, connectors, and its wiring. EV charging at commercial buildings could be used for public, workplace, and commercial fleet charging. This document aims to describe how EVC can be connected to commercial buildings, including considerations for facility managers, and the effects that charging will have on the buildings electrical distribution system. More specifically, this resource provides an overview of: understanding EV charging basics: how charging equipment connects to the building and to EVs; required infrastructure updates needed at the building site to connect EVC to existing distribution systems; network strategies for cost-effective operation; metering and utility considerations for billing and incentives; charging equipment ownership options; future trends in EVC connection to buildings.

ADVANCED PROPULSION SYSTEMS,ENERGY CONSERVATION, C↗
DOE OSTI2023

Charging Needs for Battery Electric Semi-Trucks

Battery-electric vehicles provide a pathway to decarbonize heavy-duty trucking, but the market for heavy-duty battery-electric semi-trailer trucks is nascent, and specific charging requirements remain uncertain. We leverage large-scale vehicle telematics data (>205 million miles of driving) to estimate the charging behaviors and infrastructure requirements for U.S. battery-electric semi-trailer trucks within three operating segments: local, regional, and long-haul. We model two types of charging; mid-shift (fast) and off-shift (slow), and show that off-shift charging at speeds compatible with current light-duty charging infrastructure (i.e., =350 kW) can supply 35 to 77% of total energy demand for local and regional trucks with =300-mile range. Megawatt-level speeds are required for mid-shift charging, which make up 44 to 57% of energy demand for long-haul trucks with =500-mile range. However, demand shifts from mid-shift to off-shift charging as the range for battery-electric trucks increases and when off-shift charging is widely available. Finally, we observe geographic trends in charging demand, finding that local trucks have greater demand within urban areas, whereas long-haul trucks have more demand along rural interstate corridors. As the range for battery-electric trucks increases, we show that charging demand shifts from rural to urban locations due to observed vehicle dwell tendencies.

ADVANCED PROPULSION SYSTEMS,ENERGY PLANNING, POLIC↗
DOE OSTI2024

Statistical Estimation of EV Driver Charging Behavior and Influential Factors

INL received data collected via telematics from battery electric vehicles (BEVs), and these vehicles were owned by retail customers who had entered into a telematics user agreement. The goal of analyzing these data was to develop mathematical models to characterize how different sets of BEV drivers use charging infrastructure at home and away from home (i.e., public charging) and quantify how various factors influence BEV drivers’ decision to charge and use available infrastructure. The data used in this analysis are unique because they provide real world BEV driving and charging behavior at the individual driving and parking event level. In this study we seek to leverage this data to quantify BEV charging and driving metrics to help inform models that predict quantities like the specific times when loads are imposed on the electrical grid due to BEV charging. Most models that have been developed to predict electrical grid load due to BEV charging, use simulations of BEV driving events and rely on assumptions such as every vehicle charges every night. Using a statistical modelling framework, we seek to investigate BEV charging behavior and quantitatively assess these common assumptions of BEV charging behavior.

33 - ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

Cost of convenience in long-dwell public electric vehicle charging

This paper presents a comprehensive methodology for quantifying trade offs between the cost of charging at public Level-2 charging stations and the inconvenience of using those stations. The paper also includes a methodology for generating synthetic travel itineraries of tens of thousands of drivers and for sizing and placing charging infrastructure to support those itineraries. Inconvenience is quantified by a weighted sum of the time a driver spends traveling between their intended destination and the charging station; weights are derived from the activity interrupted by the driver’s need to move their car. We demonstrate a trade off between cost of charging and inconvenience by varying how far away from their destination drivers are willing to charge. Our results demonstrate the importance of access to stations and suggest that other methods for increasing access, such as increasing the spatial density of stations, could significantly impact charging cost and inconvenience. Moreover, average energy cost may be reduced by introducing managed charging, which also affects inconvenience. The framework presented here can be used to evaluate the overlapping effects of both access and charge management. Furthermore, the framework can be easily extended to include additional factors such as capital costs, enabling thorough evaluation and planning of regional Level-2 charging networks.

32 - ENERGY CONSERVATION, CONSUMPTION, AND UTILIZA↗
DOE OSTI2022

Synergies between repositioning and charging strategies for shared autonomous electric vehicle fleets

The emergence of on-demand shared autonomous electric vehicle (SAEV) service requires careful charging station planning and a joint charging and repositioning strategy to mitigate empty travel. This study couples charging and repositioning events as a means of improving service quality (rider wait times), reducing empty travel due to repositioning or charging, and improving fleet utilization (average daily trips per vehicle and charging queues). This synergy is explored for the Austin, Texas region using POLARIS, an agent-based model. On average, wait times were 39% lower, and average daily trips served per SAEV increased up to 6.4 (or 28%) compared to SAEV repositioning with heuristic charging. Coupling repositioning with charging decreased the fleet's percent empty travel on average by 1.6%, relative to the scenario treating them as independent events (which varies by charging station design). Sparser charging stations reduce investment costs, and operators can leverage this framework to keep traveler wait times low.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

Exploring impacts of electricity tariff on charging infrastructure planning: An activity-based approach

In the past decade, electric vehicles (EVs) have gained popularity for their efficiency and environmental benefits. Advances in battery technology and charging equipment have yielded long-range EVs and fast-charging. However, many major cities lack adequate charging infrastructure for daily EV use. This study addresses this gap by integrating activity-based modeling, charging behavior simulation, and charging infrastructure optimization. The research utilizes the POLARIS agent-based transportation model to accurately capture user activities, trip patterns, and traffic flows. Additionally, the study investigates the impact of fixed and spatiotemporal electricity rate distributions on optimal charging infrastructure deployment. The framework is applied to the Chicago regional area network and analyzed under various EV ownership scenarios. Further, the results reveal significant impacts of the charging pricing strategy on user decision-making and charging demand distribution. There is also a need for consistent pricing policies in charging infrastructure planning and operational phases to avoid drops in service quality.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2022

A Framework to Analyze the Requirements of a Multiport Megawatt-Level Charging Station for Heavy-Duty Electric Vehicles

Widespread adoption of heavy-duty (HD) electric vehicles (EVs) will soon necessitate the use of megawatt (MW)-scale charging stations to charge high-capacity HD EV battery packs. Such a station design needs to anticipate possible station traffic, average and peak power demand, and charging/wait time targets to improve throughput and maximize revenue-generating operations. High-power direct current charging is an attractive candidate for MW-scale charging stations at the time of this study, but there are no precedents for such a station design for HD vehicles. We present a modeling and data analysis framework to elucidate the dependencies of a MW-scale station operation on vehicle traffic data and station design parameters and how that impacts vehicle electrification. This framework integrates an agent-based charging station model with vehicle schedules obtained through real-world vehicle telemetry data analysis to explore the station design and operation space. A case study applies this framework to a Class 8 vehicle telemetry dataset and uses Monte Carlo simulations to explore various design considerations for MW-scale charging stations and EV battery technologies. The results show a direct correlation between optimal charging station placement and major traffic corridors such as cities with ports, e.g., Los Angeles and Oakland. Corresponding parametric sweeps reveal that while good quality of service can be achieved with a mix of 1.2-megawatt and 100-kilowatt chargers, the resultant fast charging time of 35–40 min will need higher charging power to reach parity with refueling times.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Role of aggregates and microstructure of mixed-ionic–electronic-conductors on charge transport in electrochemical transistors

Synthetic efforts have delivered a library of organic mixed ionic–electronic conductors (OMIECs) with high performance in electrochemical transistors. The most promising materials are redox-active conjugated polymers with hydrophilic side chains that reach high transconductances in aqueous electrolytes due to volumetric electrochemical charging. Current approaches to improve transconductance and device stability focus mostly on materials chemistry including backbone and side chain design. However, other parameters such as the initial microstructure and microstructural rearrangements during electrochemical charging are equally important and are influenced by backbone and side chain chemistry. In this study, we employ a polymer system to investigate the fundamental electrochemical charging mechanisms of OMIECs. We couple in situ electronic charge transport measurements and spectroelectrochemistry with ex situ X-ray scattering electrochemical charging experiments and find that polymer chains planarize during electrochemical charging. Our work shows that the most effective conductivity modulation is related to electrochemical accessibility of well-ordered, interconnected aggregates that host high mobility electronic charge carriers. Electrochemical stress cycling induces microstructural changes, but we find that these aggregates can largely maintain order, providing insights on the structural stability and reversibility of electrochemical charging in these systems. Finally, this work shows the importance of material design for creating OMIECs that undergo structural rearrangements to accommodate ions and electronic charge carriers during which percolating networks are formed for efficient electronic charge transport.

36 MATERIALS SCIENCE↗
DOE OSTI2022

Polariton enhanced free charge carrier generation in donor–acceptor cavity systems by a second-hybridization mechanism

Cavity quantum electrodynamics has been studied as a potential approach to modify free charge carrier generation in donor–acceptor heterojunctions because of the delocalization and controllable energy level properties of hybridized light–matter states known as polaritons. However, in many experimental systems, cavity coupling decreases charge separation. In this work, we theoretically study the quantum dynamics of a coherent and dissipative donor–acceptor cavity system, to investigate the dynamical mechanism and further discover the conditions under which polaritons may enhance free charge carrier generation. We use open quantum system methods based on single-pulse pumping to find that polaritons have the potential to connect excitonic states and charge separated states, further enhancing free charge generation on an ultrafast timescale of several hundred femtoseconds. The mechanism involves polaritons with optimal energy levels that allow the exciton to overcome the high Coulomb barrier induced by electron–hole attraction. Moreover, we propose that a second-hybridization between a polariton state and dark states with similar energy enables the formation of the hybrid charge separated states that are optically active. These two mechanisms lead to a maximum of 50% enhancement of free charge carrier generation on a short timescale. However, our simulation reveals that on the longer timescale of picoseconds, internal conversion and cavity loss dominate and suppress free charge carrier generation, reproducing the experimental results. Thus, our work shows that polaritons can affect the charge separation mechanism and promote free charge carrier generation efficiency, but predominantly on a short timescale after photoexcitation.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2020

Calculating n-point charge correlations in evolving systems

Background: In dynamic systems such as heavy-ion collisions, charge susceptibilities and local charge correlations change with time. These changes are accompanied by nonlocal correlations, which spread diffusively with time and are constrained by local charge conservation. Such correlations have been measured at the Relativistic Heavy-Ion Collider (RHIC) and have been linked to the chemical evolution of the matter and possible phase separation or critical phenomena. The evolution of such correlations has been modeled for two-point correlators superimposed onto hydrodynamics, but not for three- or four-point correlators. These higher-order correlators represent an essential basis for calculating the kurtosis and skewness of charge distributions measured at RHIC. For short-range correlations, such as those between charges on the same particle, and the associated charge-balance correlations a theoretical formalism was lacking for handling higher-order correlations. In particular, one needed to understand how higher-order charge fluctuations was split onto lower numbers of particles. For example, correlations of order three have contributions with charge all on one particle, split onto two particle, or split onto three. By assuming local chemical equilibrium of short-range correlations, the sources of the various correlators were found to be uniquely determined. The relevant theoretical foundation is presented here, including a diagrammatic technique to correctly account for all the possible terms to higher-order correlations. Here, we found a consistent theoretical treatment and its applicability, viability, and tractability are discussed. The formalism derived here enables realistic and quantitative modeling of the three- and four-point charge correlations necessary for understanding measurements of the kurtosis and skewness of charge distributions at RHIC. These observables have been promoted as signals of phase transitions or measures of chemical evolution.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗
DOE OSTI2022

Monte Carlo event generator for initial conditions of conserved charges in nuclear geometry

At top collider energies where baryon stopping is negligible, the initial state of heavy-ion collisions is overall charge neutral and predominantly composed of gluons. Nevertheless, there can also be significant local fluctuations of the baryon number, strangeness, and electric charge densities about zero, perturbatively corresponding to the production of quark/antiquark pairs. These previously ignored local charge fluctuations can permit the study of charge diffusion in the quark-gluon plasma (QGP), even at top collider energies. In this paper we present a new model denoted ICCING (initial conserved charges in nuclear geometry) which can reconstruct the initial conditions of conserved charges in the QGP by sampling a (g→q¯q) splitting probability over the initial energy density. We find that the new charge distributions generally differ from the bulk energy density; in particular, the strangeness distribution is significantly more eccentric than standard bulk observables and appears to be associated with the geometry of hot spots in the initial state. The new information provided by these conserved charges opens the door to studying a wealth of new charge- and flavor-dependent correlations in the initial state and ultimately the charge transport parameters of the QGP.

73 NUCLEAR PHYSICS AND RADIATION PHYSICS↗
DOE OSTI2022

Macro Analysis to Estimate Electric Vehicles Fast-Charging Infrastructure Requirements in Small Urban Areas

Electric vehicles (EVs) are known to reduce emissions and fossil fuel dependency. However, the limited range, long charging time, and inadequate charging infrastructure have hampered the adoption of EVs. The current EV charging infrastructure planning studies and tools require detailed information, extensive resources, and skills that can be a significant barrier to urban areas for finding the required charging infrastructure to support a targeted EV market share. This study generates regression models to estimate the number of direct current fast charging stations and the chargers to support the EV charging demand for urban areas. These models provide macro-level estimates of the required infrastructure investment in urban areas, which can be easily implemented by policy-makers and city planners. This study incorporates data obtained from applying a disaggregate optimization-based charger placement model, developed recently by the same authors, for multiple case studies to generate the required data to calibrate the macro-level models, in the state of Michigan. This simulated data set includes the number of charging stations and chargers for each market share, technology advancement scenario, and the transportation network topology. The results show that the number of charging stations reduces with battery size and charging power and increases with EV market share and the road network lane length. The number of chargers reduces with charging power, whereas it increases with battery size, EV market share, and vehicle miles traveled in the system. The model developed here can be applied to any state having urban characteristics and weather conditions similar to Michigan.

Engineering↗
DOE OSTI2024

Depot Charging Schedule Optimization for Medium- and Heavy-Duty Battery-Electric Trucks

Charge management, which lowers charging costs for fleets and prevents straining the electrical grid, is critical to the successful deployment of medium- and heavy-duty battery-electric trucks (MHD BETs). This study introduces an energy demand and cost management framework that optimizes depot charging for MHD BETs by combining an energy consumption machine learning model and a linear program optimization model. The framework considers key factors impacting real-world MHD BET operations, including vehicle and charger configurations, duty cycles, use cases, geographic and climate conditions, operation schedules, and utilities’ time-of-use (TOU) rates and demand charges. The framework was applied to a hypothetical fleet of 100 MHD BETs in California under three different utilities for 365 days, with results compared to unmanaged charging. The optimized charging solution avoided more than 90% of on-peak charging, reduced fleet charging peak load by 64–75%, and lowered fleet energy variable costs by 54–64%. This study concluded that the proposed charge management framework significantly reduces energy costs and peak loads for MHD BET fleets while making recommendations for fleet electrification infrastructure planning and the design of utility TOU rates and demand charges.

Song, Shuhan↗