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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 37 records · Page 2

Cyclometallated Co(III) Complexes with Lowest-Energy Charge Transfer Excited States Accessible with Visible Light

The Co(III) complexes, cis-[Co(ppy) 2 (L)]PF 6 , where ppy = 2-phenylpyridine and L = bpy (2,2′-bipyridine; 1), phen (1,10-phenanthroline; 2), and DAP (1,12-diazaperylene; 3), are reported and their photophysical properties were investigated to evaluate their potential as sensitizers for applications that include solar energy conversion schemes and photoredox catalysis. Calculations show that cyclometallation in the cis-[Co(ppy) 2 (L)]PF 6 series affords strong Co(dπ)/ppy(π) orbital interactions that result in a Co/ppy(π*) highest occupied molecular orbital (HOMO) and a lowest unoccupied molecular orbital (LUMO) localized on the diimine ligand, L(π*). Complexes 1–3 exhibit relatively invariant oxidation potentials, whereas the reduction event is dependent on the identity of the diimine ligand, L, consistent with the theoretical predictions. For 3 a broad Co/ppy(π*) → L(π*) metal/ligand-to-ligand charge transfer (ML-LCT) absorption band is observed in CH 3 CN with a maxima at 507 nm, extending beyond 600 nm. Upon excitation of the 1ML-LCT transition, transient absorption features consistent with the population of a 3 ML-LCT excited state with lifetimes, τ, of 3.0 ps, 4.6 and 42 ps for 1, 2 and 3 in CH 3 CN respectively are observed. Upon irradiation with 505 nm, 3 is able to reduce methyl viologen (MV 2+ ), an electron acceptor commonly in photocatalytic schemes. Here, to our knowledge, 3 represents the first heteroleptic molecular Co(III) complex that combines cyclometallation with a diimine ligand with lowest-lying metal-to-ligand charge transfer excited states able to undergo photoinduced charge transfer with low-energy green light. As such, the structural design of 3 represents an important step toward d6 photosensitizers based on earth abundant metals.

Energy↗

Motivation and Design of the OCPP Security Service

Pacific Northwest National Laboratory is conducting in-depth research aimed at exploring how zero trust security principles can be effectively applied to electric vehicle charging infrastructure. This investigation seeks to enhance the resilience and reliability of these systems against cyber threats, ensuring secure and uninterrupted access to charging services for electric vehicle users and electric supply. Zero trust is a security concept centered on the belief that system operators should not automatically trust users or systems based on their location, whether inside or outside the organization, but instead must verify everything trying to connect to their systems before granting access. A key aspect of the project is to demonstrate and validate zero trust approaches targeted to electric vehicle (EV) charging infrastructure. It has been observed that both open-source and commercial solutions often overlook the specific protocols employed in managing EV charging stations and proceeded with a general, protocol-agnostic approach. While these strategies effectively block non-authorized routes to the charging infrastructure, they do not tackle the situations where attackers may exploit legitimate access channels, such as the inattentive operator model posited by the Idaho National Laboratory. To address this gap, this paper proposes and discusses a new security service targeted to the Open Charge Point Protocol (OCPP), which is the de facto protocol for the management of charging stations and serves a critical role in the broader adoption of electric vehicles. The design and architecture of the proposed OCPP security service are discussed in detail, outlining how it aims to safeguard charging station management system (CSMS) functions. The service is particularly important in scenarios where the charging station operator (CSO), responsible for the maintenance and operation of charging stations, and the charging network provider (CNP), which manages the charging network's accessibility and billing, are separate entities. This distinction is crucial because CSOs and CNPs often have different priorities, objectives, and operational responsibilities, which may not always align perfectly. For instance, a CSO might prioritize uptime and customer satisfaction, while a CNP might focus on maximizing revenue and network utilization. Such misalignment can create security vulnerabilities, as each entity might implement different policies and standards, potentially leaving gaps in the overall security posture.

33 ADVANCED PROPULSION SYSTEMS↗

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↗

Revenue-Maximizing Shared Parking and Electric Vehicle Charging Management in Multi-Unit Dwellings

In urban areas, searching for parking and electric vehicle (EV) charging can result in cruising, congestion, and environmental externalities. Recognizing the business opportunity of offering private parking and charging infrastructure access within multi-unit dwellings (MUDs) during daytime, we model a shared parking and EV charging management system. We maximize the revenue of MUD charging hubs in mixed land use, catering to public demand. Our approach accounts for the objectives of the two stakeholders involved: a demand model is fitted on the choices of EV charging users, and the supply model optimizes the allocation of parking and charging requests in an MUD parking lot. A binary integer linear programming model for the allocation of parking and charging spaces with a rolling horizon is integrated with matching rules that handle both parking and charging requests. In our numerical experiments in a neighborhood of Chicago, Illinois, we estimate the performance of the MUD parking and charging system with metrics that include revenue, number of matchings, and utilization rates. At any given time, MUDs with lower prices attract more charging requests, particularly those of longer duration, resulting in higher revenue and greater charging utilization. Dynamic pricing facilitates a more equitable distribution of requests; as MUD parking lots reach capacity and their fees increase, other MUDs become more competitive, attracting additional requests. Comparing our method against first-come-first-served and optimal-solution benchmarks, we demonstrate our model’s effectiveness in dynamically managing mixed parking and charging demand in MUD charging hubs.

electric vehicle, multi-unit dwelling, charging in↗

Transportation and electricity systems integration via electric vehicle charging-as-a-service: A review of techno-economic and societal benefits

Here, in support of global decarbonization efforts, the adoption of electric vehicles is proceeding rapidly across transportation sectors, population groups, and regions. However, access to electric vehicle charging infrastructure remains sparse and inequitable, and technical, economic, and procedural challenges have encumbered its expansion. Charging-as-a-service, which can mitigate cost and effort risks of charging equipment ownership, adds a means of meeting many of these challenges. As charging-as-a-service has not been analyzed or addressed in the scholarly literature, we synthesize media, marketing, and analogous scholarly publications to categorize and describe the functions asserted by existing charging-as-a-service vendors. We demonstrate and quantify the benefits of many of these functions via four example business cases, sited at a detached residence, a multi-unit dwelling, a consumer-facing business, and a commercial fleet depot. Outcomes show that savings and revenues realized via charging-as-a-service can reduce charging costs, beneficially shape grid loads, and make charging installation economical where it otherwise would not be. Discussion highlights the need to deploy charging-as-a-service in cooperation with initiatives promoting societal benefits, including charging access equity.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Solar Power + Electric Vehicle Charging: Capturing Synergies in Minnesota

Despite the state policy support, significant market barriers to decarbonization of transportation remain. Analysis conducted by the National Renewable Energy Laboratory (NREL) and others confirm that without routine access to charging infrastructure, both at home and in non-residential locations, bullish market forecasts are unlikely to materialize. Similarly, the expansion of EV charging and variable renewable energy deployment each have potentially disruptive and costly effects on the distribution grid. Finally, electrification of passenger vehicles is not enough to decarbonize transportation without pathways to carbon-free electrification, linking EV charging and clean energy generation. This document examines the opportunity to jointly deploy solar energy and EV charging infrastructure to capture synergistic value, mitigate for risks associated with integrating and scaling both solar and EV charging, and accelerate their mutual deployment.

14 SOLAR ENERGY↗

Equitable Urban Electric Vehicle Charging: Feasibility and Benefits of Streetlight Charging in Kansas City Right-of-Way

With an increasing global emphasis on sustainability, electric vehicles (EVs) play a crucial role in reducing urban pollution and carbon emissions. For EVs to be widely adopted, equitable and convenient access to charging infrastructure is essential. Equity in this paper refers to the proactive engagement with the community to ensure that the benefits of streetlight charging are distributed equitably across diverse neighborhoods in Kansas City, providing fair charging opportunities and resources to all community members. This research explores the potential of utilizing streetlights—ubiquitous elements of urban electrical infrastructure—as low-cost, equitable EV charging solutions. Compared with conventional chargers, streetlight charging offers several notable advantages, including proximity to roadways, potential boosts to the local economy, and easier usage due to city ownership. These chargers also leverage existing power setups to minimize costs and maximize efficiency by reutilizing existing structures. In this manuscript, we introduce a systematic framework to develop, analyze, and evaluate a scalable and cost-effective streetlight charging solution. Initially, we employ a two-tiered site selection framework that accounts for both charging demand and equity considerations to identify optimal locations for streetlight chargers. We then assess the feasibility of these chargers through observational data from 23 units installed in Kansas City, Missouri, comparing their performance with traditional chargers. Here, our evaluation extends to the environmental impact, comparing reduced gasoline consumption and greenhouse gas (GHG) emission reductions between streetlights and regular charging stations. Our findings reveal that streetlight charging stations offer faster charging speeds than conventional stations, validating their viability for EV charging. Additionally, the duration of stay at streetlight chargers tends to be shorter, likely due to parking constraints or associated costs. Furthermore, streetlight-powered chargers demonstrate considerable environmental advantages, achieving 11.94% greater avoided gasoline consumption and 11.24% higher GHG reductions compared with regular charging stations, highlighting their substantial environmental benefits.

42 ENGINEERING↗

Evolution of Plug-In Electric Vehicle Charging Infrastructure in the United States: Preprint

The U.S. Department of Energy’s Alternative Fuels Data Center (AFDC) has tracked alternative fueling and electric vehicle charging infrastructure in the United States since 1991. This paper explores the history of the AFDC Station Locator, which was launched in 1999, and discusses the growth of electric vehicle supply equipment. It also looks at how electric vehicle drivers access public charging, and evaluates challenges, gaps, and opportunities facing both electric vehicle drivers and the industry as a whole.

ADVANCED PROPULSION SYSTEMS↗

DEPLOYING FAST CHARGING INFRASTRUCTURE FOR ELECTRIC VEHICLES IN URBAN NETWORKS: AN ACTIVITY-BASED APPROACH

This paper explores an important problem under the domain of network modeling, the optimal configuration of charging infrastructure for electric vehicles (EVs) in urban networks considering EV users' daily activities and charging behavior. This study proposes a charging behavior simulation model considering different initial state of charge (SOC), travel distance, availability of home chargers, and the daily schedule of trips for each traveler. The proposed charging behavior simulation model examines the complete chain of trips for EV users as well as the interdependency of trips traveled by each driver. The problem of finding the optimum charging configuration is then formulated as a mixed-integer nonlinear programming problem that considers the dynamics of travel time and travel distance, the interdependency of trips made by each driver, limited range of EVs, remaining battery capacity for recharging, waiting time in queue, and detour to access a charging station. This problem is solved using a metaheuristic approach for a large-scale case network. A series of examples are presented to demonstrate the model efficacy and explore the impact of energy consumption on the final SOC and the optimum charging infrastructure.

Chain of Trips↗

Additive-Induced Morphology Change of Polymer Film Enables Enhanced Charge Mobility and Faster Organic Electrochemical Transistor Switching

Conjugated polymers (CPs) play an important role in organic electrochemical transistors (OECTs) for bioelectronics and related applications, where they serve as channel materials. Currently, most successful polymers for CPs are re-engineered from traditional CPs by replacing hydrophobic alkyl side chains with hydrophilic ethylene glycol or ionic groups. Frustratingly, the enhanced ion transport often compromises the charge mobility of the original CP. In this work, we present an additive-mediated method to construct a modified poly(3-hexylthiophene) (P3HT) film to enable efficient ion migration. The additive is designed with a cleavable diazo group that releases nitrogen and 2-methoxyethanol, a volatile compound, to alter the P3HT film morphology. OECTs based on the film exhibit improved response times. Interestingly, the process also enhances the crystallinity of P3HT, leading to higher hole mobility compared with pristine P3HT. This study proposes an in situ strategy to achieve the functionality of the OMIEC via morphological regulation, offering a promising route to simultaneously enhance both ion accessibility and charge mobility.

Organic polymers↗

Probing CP and flavor violation in neutral kaon decays with ALPs

We analyze the three-body decays of the long-lived neutral kaon K L → ππa, where a is an axion-like particle (ALP), and compare them to the two-body decay K L → π 0 a. While the latter requires both flavor violation (FV) and CP violation (CPV), the former can proceed via FV alone, allowing the ratio of decay rates to serve as a probe of CPV of the underlying UV theory. We emphasize the importance of weak-interaction-induced contributions, often neglected in recent calculations. We explore both minimal and non-minimal flavor-violating scenarios, and identify classes of models where ALP production from neutral three-body decays is comparable to — or even dominates over — the two-body decay, despite its reduced phase space. Finally, we discuss the phenomenological implications of our results and show how these decays can provide complementary probes of ALP couplings beyond those accessible via charged kaon channels.

Axions and ALPs↗

High-n Rydberg transition spectroscopy for heavy impurity transport studies in W7-X (invited)

Here, we present a novel spectroscopy approach to investigate impurity transport by analyzing line-radiation following high-n Rydberg transitions. While high-n Rydberg states of impurity ions are unlikely to be populated via impact excitation, they can be accessed by charge exchange (CX) reactions along the neutral beams in high-temperature plasmas. Hence, localized radiation of highly ionized impurities, free of passive contributions, can be observed at multiple wavelengths in the visible range. For the analysis and modeling of the observed Rydberg transitions, a technique for calculating effective emission coefficients is presented that can well reproduce the energy dependence seen in datasets available on the OPEN-ADAS database. By using the rate coefficients and comparing modeling results with the new high-n Rydberg CX measurements, impurity transport coefficients are determined with well-documented 2σ confidence intervals for the first time. This demonstrates that high-n Rydberg spectroscopy provides important constraints on the determination of impurity transport coefficients. By additionally considering Bolometer measurements, which provide constraints on the overall impurity emissivity and, therefore, impurity densities, error bars can be reduced even further.

Instruments & Instrumentation↗

Effect of structure on current and potential distributions in porous electrode

Porous electrodes generally contain constricted macropores and localized micropores. The effects of the macropore constrictions on the resistance of a capillary were studied and an analytical model was developed for predicting the current distribution in a constricted macropore which directly includes constriction effects and does not require an empirical tortuosity parameter. The current and concentration distributions in localized micropores were also investigated and it was shown that the microporous area is fully accessible to charge and mass transfer processes. From these analyses it was concluded that the micropores primarily affect the kinetics of the interfacial processes by contributing to the interfacial area, while the macropores impose ohmic and mass transport limitations through the volume of the porous electrode.

Lanzi, Oscar↗

Magnetotail research - The early years

The history of observations and theoretical modeling of the geomagnetic tail in the period 1961-1971 is reviewed. Particular attention is given to the contributions of the IMP-1 (Explorer 18) satellite (launched in 1963) and the Pioneer 7 and 8 probes. Typical data are presented in extensive graphs and diagrams and discussed in detail. Major topics considered include the discovery of the permanent tail and the imbedded plasma and neutral sheet, the determination of the average configuration and dynamical changes, estimates of the tail length, and the characterization of interplanetary-charged-particle access to the polar caps.

Ness, N. F.↗

Geomagnetic Cutoff Rigidity Computer Program: Theory, Software Description and Example

The access of charged particles to the earth from space through the geomagnetic field has been of interest since the discovery of the cosmic radiation. The early cosmic ray measurements found that cosmic ray intensity was ordered by the magnetic latitude and the concept of cutoff rigidity was developed. The pioneering work of Stoermer resulted in the theory of particle motion in the geomagnetic field, but the fundamental mathematical equations developed have 'no solution in closed form'. This difficulty has forced researchers to use the 'brute force' technique of numerical integration of individual trajectories to ascertain the behavior of trajectory families or groups. This requires that many of the trajectories must be traced in order to determine what energy (or rigidity) a charged particle must have to penetrate the magnetic field and arrive at a specified position. It turned out the cutoff rigidity was not a simple quantity but had many unanticipated complexities that required many hundreds if not thousands of individual trajectory calculations to solve. The accurate calculation of particle trajectories in the earth's magnetic field is a fundamental problem that limited the efficient utilization of cosmic ray measurements during the early years of cosmic ray research. As the power of computers has improved over the decades, the numerical integration procedure has grown more tractable, and magnetic field models of increasing accuracy and complexity have been utilized. This report is documentation of a general FORTRAN computer program to trace the trajectory of a charged particle of a specified rigidity from a specified position and direction through a model of the geomagnetic field.

Smart, D. F.↗

Development of Metal-Free Photocatalysts

Solar fuels show great promise as clean, sustainable energy sources; however, established technologies are still plagued by high price, toxicity concerns, or low efficiencies. There is a critical need for inexpensive, benign materials that can effectively harness the sun’s energy. The overarching objective of this project is to evaluate the compatibility of novel material combinations for use as metal-free, heterojunction photocatalysts. Our central hypothesis is that by tuning the electronic structure of individual components in hybrid composites, via selective chemical modifications and physical stimuli to the interface, we can improve the photocatalytic properties of the overall assembly. We will determine factors that affect energy band gaps and band edge positions in isolated photocatalyst systems as well as explore routes to modulate heterojunction band alignments in composite assemblies. Our results will predict accessible pathways for charge carriers in new composite photocatalysts, facilitating access to more of the solar spectrum via inexpensive, environmentally-friendly material combinations.

14 SOLAR ENERGY↗

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↗

Nanoscale Confinement of Photo-Injected Electrons at Hybrid Interfaces

A prerequisite for advancing hybrid solar light harvesting systems is a comprehensive understanding of the spatiotemporal dynamics of photoinduced interfacial charge separation. Here, we demonstrate access to this transient charge redistribution for a model hybrid system of nanoporous zinc oxide (ZnO) and ruthenium bipyridyl chromophores. The site-selective probing of the molecular electron donor and semiconductor acceptor by time-resolved X-ray photoemission provides direct insight into the depth distribution of the photoinjected electrons and their interaction with the local band structure on a nanometer length scale. Our results show that these electrons remain localized within less than 6 nm from the interface, due to enhanced downward band bending by the photoinjected charge carriers. This spatial confinement suggests that light-induced charge generation and transport in nanoscale ZnO photocatalytic devices proceeds predominantly within the defect-rich surface region, which may lead to enhanced surface recombination and explain their lower performance compared to titanium dioxide (TiO 2 )-based systems.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗