Results for “inverters” — Page 2

DOE OSTI2026

End-To-End Decentralized Transmission Line Protection in IBR-Dominated Weak Grids Using Interpretable Data-Driven Methods

Traditional transmission line protection relies on predictable synchronous-based fault signatures, which frequently fail under the non-standard, current-limited fault characteristics of Inverter-Based Resources (IBRs). This study investigates how to achieve secure, communication-free fault isolation in IBR-dominated weak grids without relying on opaque, computationally heavy "black-box" machine learning algorithms. To address this, we propose a novel, standalone, and inherently interpretable data-driven protection framework. Unlike centralized methods requiring multi-terminal communication, this decentralized approach relies solely on local measurements using a hierarchical linear-kernel Support Vector Machine (SVM). The methodology decomposes the protection task into four sequential stages that mimic traditional protection elements: fault detection and fault direction identification, fault type classification, zone classification, and location estimation. This multi-stage architecture allows for specialized feature engineering at each stage, combining high computational efficiency with logic traceability. The framework's end-to-end performance was validated via C-code and PSCAD/EMTDC co-simulation, utilizing a real-world utility network and an OEM black-box IBR model. The proposed relay achieves 97.2% overall accuracy and provides a reliable trip decision within a 2.5-cycle window. The results confirm 100% accuracy in fundamental fault detection, reliable zone selectivity across low to moderate fault resistances, and robust security against non-fault transients, proving its immediate viability for integration into commercial numerical relays.

24 POWER TRANSMISSION AND DISTRIBUTION↗

DOE OSTI2026

Joint scheduling of energy, fast and primary frequency response reserves in integrated transmission–distribution networks

Inverter-based distributed energy resources (DERs) connected to distribution networks (DNs) can provide fast frequency support, but their reserve deliverability depends on feeder constraints and differs from synchronous primary frequency response (PFR). Existing transmission–distribution coordination studies usually treat reserve generically or neglect feeder-level feasibility, while frequency-security scheduling studies rarely represent distribution feeders explicitly. This paper develops a bi-level day-ahead scheduling framework for integrated transmission–distribution networks that jointly clears energy, transmission-side PFR, and distribution-side fast frequency response (FFR) under exogenous hourly inertia and largest-loss inputs from an external unit commitment (UC) schedule. The transmission problem is modeled with DC-optimal power flow (OPF) and closed-form second-order cone (SOC) frequency-security constraints, whereas each DN is represented by a reserve-aware branch-flow AC-OPF so that scheduled fast reserves remain deliverable during activation. The bi-level problem is reformulated through Karush–Kuhn–Tucker (KKT) conditions into a mixed-integer SOC program, and a penalty term is used to tighten the distribution-network relaxation. In the reduced test system, lower exogenous inertia increased the required primary response from 179.64 MW to 191.08 MW, distribution-side fast response reduced total frequency-response procurement by up to 4.9%, and neglecting distribution constraints overstated the combined distribution-side energy and reserve award by up to 18%. In the expanded study, the largest case was solved in 2.02 s with a 0.00% optimality gap. Time-domain simulations kept the frequency nadir above 59.0 Hz in all tested hours. These results demonstrate the value of fast-response modeling and distribution-feasible reserve delivery in coordinated market clearing.

Noh, Seung-Gil↗

DOE OSTI2025

Adsorptive behavior of poly (vinylidene fluoride) membranes for the recovery of lignin-derived hydrophobic deep eutectic solvents

Abstract Recently, membrane technology has gained significant traction as an energy-efficient alternative to traditional thermal processes for solvent recovery. Deep eutectic solvents (DESs) have emerged as sustainable alternatives to conventional organic solvents, yet a systematic methodology for selecting compatible membrane materials for their recovery remains underdeveloped. This study established a predictive framework for membrane material selection in hydrophobic DES applications using Hansen Solubility Parameters (HSP) with inverted criteria targeting materials with relative energy difference (RED) values greater than 1.0. Flat sheet membranes were fabricated via the non-solvent induced phase separation (NIPS) technique. Four NIPS fabricated polymer membranes were evaluated: polysulfone, cellulose acetate, polyvinylidene fluoride (PVDF) fabricated with polyethylene glycol (PEG) as a pore-forming agent, and polybenzimidazole (PBI). The HSP approach successfully predicted membrane-solvent compatibility, with polysulfone (RED = 0.6) and cellulose acetate (RED = 0.9) dissolving completely within 24 h, while PVDF (RED = 1.9) and PBI (RED = 1.1) maintained structural integrity throughout a 7-day exposure period. Furthermore, PVDF demonstrated superior performance with minimal weight gain (3.0%), hydrophobic surface characteristics (122° water contact angle), and enhanced mechanical properties following DES exposure. Comprehensive chemical and morphological characterization confirmed PVDF’s chemical stability and revealed a surface-selective interaction mechanism involving simultaneous PEG (pore-forming agent) extraction and DES component adsorption. Adsorption kinetics followed pseudo-first-order behavior with reversible characteristics, best described by the Temkin isotherm model (R² = 0.9987). PVDF membranes-maintained separation functionality with average lignin rejection (75.2 ± 7.69%) and demonstrated filtration permeability of 2.0 ± 0.34 LMH/bar. This methodology provides a rational approach for membrane selection in emerging solvent systems, contributing to the advancement of sustainable separation technologies for DES-based biomass processing applications.

Science & Technology - Other Topics↗

NASA NTRSDate not supplied

Battery Evaluation Profiles for X-57 and Future Urban Electric Aircraft

Battery energy density is one of the most critical design parameters for sizing all-electric aircraft, however it’s easily overestimated. Establishing the effective, usable energy density is confused by varying degrees of margin needed to account for structural and thermal management between different cell chemistry and pack designs. Therefore, a better methodology is needed to fairly compare emerging battery technologies for electric aircraft. Currently, there is a loss of critical information when vehicle trade studies are performed using “nominal” published cell-level performance metrics. Aircraft power demands rarely match these nominal power profiles, and aircraft designers lack the ability to accurately simulate the battery performance and temperature off-nominally unless the battery chemistry is well established. Conversely, battery suppliers have no generalized reference cases to publish more realistic performance metrics. This can lead to poor assumptions, such as aircraft studies assuming a fixed discharge efficiency of a battery, when in reality the usable energy in a pack is dependent on the power and thermal profile. Information needed to properly assess weight penalties for thermal management is also typically poorly characterized when assessing candidate batteries. This paper serves to better inform battery development, and similarly, provide aircraft designers with more realistic assumptions for applying knockdown margins in their designs. Detailed power and thermal performance estimates are provided, which provide a starting point for sizing power and thermal budgets using experimentally derived battery models. Results show that the X-57 battery-to-shaft efficiency is 77.3% for a particular optimized mission. Considering a 25% reserve on the battery capacity, this means that only roughly half of the original 55.3kWh ‘nominal’ pack energy can be converted to useful work during a mission. Further estimates on a clean-sheet VTOL optimization show an average 82.7% battery-to-shaft efficiency, using 98% peak efficiency inverters and 97.4% peak efficiency motors. Although higher battery efficiencies are possible, the resulting weight penalty negates improvement in vehicle performance. These trade-offs and resulting power profiles are provided as a starting point to better assess future battery designs.

Battery↗

NASA NTRSDate not supplied

Battery Evaluation Profiles for X-57 and Future Urban Electric Aircraft

Battery energy density is one of the most critical design parameters for sizing all-electric aircraft, however it’s easily overestimated. Establishing the effective, usable energy density is confused by varying degrees of margin needed to account for structural and thermal management between different cell chemistry and pack designs. Therefore, a better methodology is needed to fairly compare emerging battery technologies for electric aircraft. Currently, there is a loss of critical information when vehicle trade studies are performed using “nominal” published cell-level performance metrics. Aircraft power demands rarely match these nominal power profiles, and aircraft designers lack the ability to accurately simulate the battery performance and temperature off-nominally unless the battery chemistry is well established. Conversely, battery suppliers have no generalized reference cases to publish more realistic performance metrics. This can lead to poor assumptions, such as aircraft studies assuming a fixed discharge efficiency of a battery, when in reality the usable energy in a pack is dependent on the power and thermal profile. Information needed to properly assess weight penalties for thermal management is also typically poorly characterized when assessing candidate batteries. This paper serves to better inform battery development, and similarly, provide aircraft designers with more realistic assumptions for applying knockdown margins in their designs. Detailed power and thermal performance estimates are provided, which provide a starting point for sizing power and thermal budgets using experimentally derived battery models. Results show that the X-57 battery-to-shaft efficiency is 77.3% for a particular optimized mission. Considering a 25% reserve on the battery capacity, this means that only roughly half of the original 55.3kWh ‘nominal’ pack energy can be converted to useful work during a mission. Further estimates on a clean-sheet VTOL optimization show an average 82.7% battery-to-shaft efficiency, using 98% peak efficiency inverters and 97.4% peak efficiency motors. Although higher battery efficiencies are possible, the resulting weight penalty negates improvement in vehicle performance. These trade-offs and resulting power profiles are provided as a starting point to better assess future battery designs.

Battery Electric Aircraft↗