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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 379 records · Page 21

Charging location selection of an incoming electric vehicle for large EV depot infrastructure

As the use of renewable energy resources increases within charging infrastructures, the risk that charging an additional load within the charging infrastructure will create a violation of the applicable grid code also increases. In an embodiment, a charging location is selected for an incoming load based on a load flow analysis, to thereby mitigate the risk of a violation. This selection process may also account for the charging schedule of the load and the capacity of available charging stations (e.g., fast charging vs. slow charging).

Hafiz, Faeza↗

Optimal Electric Vehicle Charging and Discharging Strategies Under DER Compensation Programs: Preprint

The adoption of electric vehicles (EVs) is becoming increasingly popular because of environmental concerns, the greater availability of models, and increased cost-competitiveness with gas vehicles. Because EVs have both charging and discharging capabilities, they provide great potential to help electric utilities with grid operation. When the grid demand is high, EVs can discharge to the grid to reduce the peak load, and vice versa; therefore, electric utilities have designed different policies to encourage EV charging station operators to charge or discharge at certain time periods. The New York State Public Service Commission established the Value of Distributed Energy Resources (VDER), or the Value Stack, to compensate for energy created by distributed energy resources, including EVs. This paper presents an optimization-based approach to identify the "golden hours" and "golden spots," i.e., the effective time periods and geographic locations for EV charging station operators to charge or discharge under the VDER program that can provide them the highest benefit. The proposed methodology can be applied to other compensation mechanisms and distribution systems as well. By working with industry partner NineDot Energy, realistic charging station information is used in this study, and the proposed approach is tested on a distribution feeder. The results from this study can help electric utilities and EV charging station operators determine the ideal charging/discharging time and the ideal locations for the charging station(s) in their distribution systems to achieve maximized benefit.

electric vehicle↗

Thermodynamic Model and Initial Experimental Investigation of Air Dehumidification through Electrically Charged Vapor Capturing Electrostatic Droplets

The removal of water vapor from the air to reduce relative humidity is a well known indoor environmental comfort requirement. Common dehumidification approaches require a substantial amount of energy and usually involve the cooling of atmospheric humid air below its dew point or the use of absorbent/adsorbent materials to extract water vapor out of the air. More recently, researchers investigated the effect of electrostatic forces for enhancing water vapor condensation with the goal to reduce the energy consumption associated with dehumidification. However, the studies are limited, and there is a lack of correlations that can predict the dehumidification rate. In this thesis, a broad theoretical investigation to study the electrostatically enhanced condensation processes was carried out. These processes consist of the use of highly charged particles, preferably highly charged water droplets to attract polar water vapor molecules to their surfaces and promote condensation, a phenomenon known as dielectrophoresis. The electrical charge promotes the reduction of the vapor pressure on the droplets' surface with respect to the saturated pressure predicted by the Kelvin equation on curved surfaces and, consequently, the equilibrium between evaporation and condensation is shifted towards condensation. This investigation resulted in the development of a thermodynamics model, which was able to predict an effective size range of the charged droplets for optimal dehumidification, under ideal conditions. The range resulted in about 2 to 4 m in diameter, while the electrical charge was kept to the maximum limit predicted by the Rayleigh model. A sensitivity analysis on the variation of the size and the charge of the charged droplets was also performed. In terms of dehumidification rates, when six electrospray heads, i.e. the maximum number of heads tested in the experimental campaign, were considered, the model predicted very limited rates, way lower than the target of this research, i.e. a dehumidification rate in terms of relative humidity of 5 % with an air flow rate of 5 cfm. While ways to increase this rate existed, their implementation proved difficult for this initial investigation. According to the requirements predicted by the model, the use of electrosprays appeared the most suitable solution for the production of small but highly charged droplets. The electrospray features and operational modes were studied in detail and an electrospray assembly was designed to be tested in this initial experimental investigation. For this initial investigation, an experimental system was designed and built to validate the thermodynamics model and with the goal to achieve a dehumidification rate of 5 % in terms of relative humidity with an air flow rate of 5 cfm. The experimental system consisted of a wind tunnel test apparatus, dew point sensors, thermocouples for temperature measurements, pressure sensors and other devices. The experimental system was equipped with a computerized data acquisition and storage system. The system was suitable to evaluate the air water content differential before and after the test section where the electrospray heads were installed. The air water content differential was evaluated in terms of the ∆ω/ω_1 ratio, to eliminate the dependence on the dry bulb temperature along the test apparatus. This work presented initial experimental data for electrostatically enhanced dehumidification processes. Working parameters, such as air and water flow rates, high voltage potentials and polarity, deionized water types with different electrical conductivity, were varied to find the best combination for an improved dehumidification. With the set up used and the conditions considered, it was never possible to achieve a 5 % dehumidification rate with 5 cfm. In general, the dehumidification rate was always limited and lower than 1 % for all the air flow rates considered and mainly within the uncertainty of the dew point sensors. These results confirmed the already limited predictions of the thermodynamics model, for ideal conditions and the interesting and promising results obtained in some experimental investigations available in the open literature were not achievable in this thesis. The more probable reasons were the higher air flow rates considered and the complete absence of the use of cooling power, which was mainly implemented to facilitate the vapor condensation.

Morcelli, Stefano↗

Electrode scale and electrolyte transport effects on extreme fast charging of lithium-ion cells

A combination of cell testing and electrochemical modeling is used to investigate extreme fast charging (XFC) performance for cells with a low loading of 1.5 mAh.cm -2 and moderate loading of 2.5 mAh.cm -2 . Cells with a low loading of 1.5 mAh.cm -2 withstand XFC performance remarkably well even up to 9C CC charging with high charge acceptance and very little lithium plating. For a moderate loading of 2.5 mAh.cm -2 , the 6C CC charge capacity is poor with significant amounts of lithium plating. Insufficient electrolyte transport properties are shown to be a major limitation for XFC performance of moderate and high loading cells. Charging at elevated temperature is shown to be an effective strategy for moderate loading cells enabling good 10-minute charge acceptance and mitigating lithium plating. Finally, the electrochemical model is used to investigate strategies for enabling 4-6C CC charging for cells with a loading of 3-4 mAh.cm -2 . A combination of elevated temperature, reduced tortuosity, and electrolytes with improved transport are likely needed to enable XFC for high energy density cells.

25 ENERGY STORAGE↗

Siting and sizing of public–private charging stations impacts on household and electric vehicle fleets

To facilitate the provision of electric vehicle charging stations (EVCS) in urban areas, this study investigates the benefits of co-locating fleet-owned chargers with public charging stations to enable construction incentives and cord-sharing cost savings. Shared EVCS can serve charging demand from both user types: private (household) EV owners and those managing fleet vehicles – like shared and fully automated EV (SAEV) fleets. Using POLARIS to simulate all person-travel across the 6-county Austin, Texas region, new EVCS were sited and sized with DC fast-charging (DCFC) plugs to lower operating and construction costs while providing public + private (PP) service across an 81-square-mile core geofence (where 200 SAEVs were active) over 24-hour days. When co-location is permitted, 115 DCFC cords were added to the 23 existing (publicly available) stations to enable SAEVs and household EVs (HHEVs) charging access, within the geofence. Each 250-mile-range SAEV was simulated to travel an average of 330 miles per day, serve over 92 person-trips, and recharge 2.7 times a day (for 2.4 h per session). The new DCFC plugs were primarily added to public EVCS at shopping centers and schools, and in residential settings along freeways. The average plug served 4.8 EVs per day. Most co-located PP EVCS permitted immediate (no-wait) charging, except for 2 stations along freeways that averaged 8 min of wait time to begin charging. In conclusion, the co-location strategy lowered fleet owners’ initial EVCS construction costs by 12 % (thanks to cord-sharing to avoid cord duplication), while reducing SAEV wait times to just 3.1 min (versus 10.7 min if SAEV managers had to build and operate their own EVCS).

EV charging modeling↗

Coupled management of electric vehicle workplace charging and office building loads

Significant building energy savings are realized through heating, ventilation, and air conditioning (HVAC) setpoint adjustment and daylighting control. Workplace charging (WPC) enables colocation of electric vehicles (EVs) with office building loads. We proposed managing energy use of workplace EV charging and the office building and determined the number of EVs that building energy savings can facilitate charging. We simulated building energy savings in typical medium offices in Chicago IL, Baltimore MD, and Houston TX, spanning three US climate regions. Considering the EV hosting capacity of the saved building energy and travel patterns of roundtrip commuting, we minimized EV charging costs under time-of-use electricity pricing. Managed WPC can reduce charging electricity bills compared to first-come, first-served charging. The ratio of EVs to chargers, the coincident period of commuters’ dwell time and lower electricity prices, and the number of EVs in the office impacted the economic benefits achieved through charging management.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Demand-Side Grid (dsgrid) TEMPO Light-Duty Vehicle Charging Profiles v2022

Simulated hourly electric vehicle charging profiles for light-duty household passenger vehicles in the contiguous United States, 2018-2050. Profiles are differentiated by scenario, county, household and vehicle types, and charging type. Data was produced in 2022 using the Transportation Energy & Mobility Pathway Options (TEMPO) model and published in demand-side grid (dsgrid) toolkit format. Data are available for three adoption scenarios: "AEO Reference Case", which is aligned with the U.S. EIA Annual Energy Outlook 2018 (linked below), "EFS High Electrification", which is aligned with the High Electrification scenario of the Electrification Futures Study (linked below), and "All EV Sales by 2035", which assumes that average passenger light-duty EV sales reach 50% in 2030 and 100% in 2035. The charging shapes are derived from two key assumptions of which data users should be aware: "ubiquitous charger access", meaning that drivers of vehicles are assumed to have access to a charger whenever a trip is not in progress, and "immediate charging", meaning that immediately after trip completion, vehicles are plugged in and charge until they are either fully recharged or taken on another trip. These assumptions result in a bounding case in which vehicles' state of charge is maximized at all times. This bounding case would minimize range anxiety, but is unrealistic from the point of view of both electric vehicle service equipment (EVSE) (i.e., charger) access, and plug-in behavior as it can result in dozens of charging sessions per week for battery electric vehicles (BEVs) that in reality are often only plugged in a few times per week.

Array↗

A Dynamic Pricing Method to Manage the Impact of EV Charging on the Grid Using RL

This work addresses the challenge of managing electrical vehicle (EV) charging loads on distribution feeders with the increase in deployment of fast charging stations. To mitigate the adverse impacts on feeder health, a novel dynamic grid-informed pricing approach is proposed. This approach leverages reinforcement learning (RL) to determine hourly charging prices based on real-time grid conditions. A synthetic environment was developed to train the reinforcement learning agent. A model of an IEEE 34-bus distribution feeder with EV charging stations has been developed in OpenDSS utilizing Caldera for realistic EV charging profiles. Test cases demonstrate that the dynamic pricing strategy achieves higher energy delivery to the EV end user at a lower cost compared to constant pricing methods, while lowering voltage deviations and congestion. This approach offers more granular price adjustments, responding dynamically to feeder conditions and potentially improving grid stability and efficiency. The communication architecture to implement this dynamic pricing method is described. This research contributes to the development of smart grid-informed charging solutions that can reduce the cost of charging to the end user while also helping the grid.

EV charging, dynamic pricing, grid-informed chargi↗

A dynamic pricing method to manage the impact of EV charging on the grid using RL

This work addresses the challenge of managing electrical vehicle (EV) charging loads on distribution feeders with the increase in deployment of fast charging stations. To mitigate the adverse impacts on feeder health, a novel dynamic grid-informed pricing approach is proposed. This approach leverages reinforcement learning (RL) to determine hourly charging prices based on real-time grid conditions. A synthetic environment was developed to train the reinforcement learning agent. A model of an IEEE 34-bus distribution feeder with EV charging stations has been developed in OpenDSS utilizing Caldera for realistic EV charging profiles. Test cases demonstrate that the dynamic pricing strategy achieves higher energy delivery to the EV end user at a lower cost compared to constant pricing methods, while lowering voltage deviations and congestion. This approach offers more granular price adjustments, responding dynamically to feeder conditions and potentially improving grid stability and efficiency. The communication architecture to implement this dynamic pricing method is described. This research contributes to the development of smart grid-informed charging solutions that can reduce the cost of charging to the end user while also helping the grid.

24 - POWER TRANSMISSION AND DISTRIBUTION↗

Discovery of Charge Order in the Transition Metal Dichalcogenide Fe x NbS 2

The Fe intercalated transition metal dichalcogenide (TMD), Fe 1/3 NbS 2 , exhibits remarkable resistance switching properties and highly tunable spin ordering phases due to magnetic defects. We conduct synchrotron x-ray scattering measurements on both underintercalated ( x = 0.32 ) and overintercalated ( x = 0.35 ) samples. We discover a new charge order phase in the overintercalated sample, where the excess Fe atoms lead to a zigzag antiferromagnetic order. The agreement between the charge and magnetic ordering temperatures, as well as their intensity relationship, suggests a strong magnetoelastic coupling as the mechanism for the charge ordering. In conclusion, our results reveal the first example of a charge order phase among the intercalated TMD family and demonstrate the ability to stabilize charge modulation by introducing electronic correlations, where the charge order is absent in bulk 2H - NbS 2 compared to other pristine TMDs.

36 MATERIALS SCIENCE↗

Probing the Contribution of Lateral Pathways to Out–of–Plane Charge Transport in Organic Bulk Heterojunctions

The nanoscale interpenetrating electron donor–acceptor network in organic bulk heterojunction (BHJ) solar cells results in efficient charge photogeneration but creates complex 3D pathways for charge transport. At present, little is known about the extent to which out-of-plane charge flow relies on lateral electrical connectivity. In this work, a procedure, based on conductive atomic force microscopy, is introduced to quantify lateral current spreading during out-of-plane charge transport. Using the developed approach, the dependence of lateral spreading on BHJ phase separation, composition, and molecule type (small molecule vs polymer) is studied. In the small-molecule BHJ, 7,7'-(4,4-bis(2-ethylhexyl)-4H-silolo[3,2-b:4,5-b']dithiophene-2,6-diyl)bis(6-fluoro-4-(5'-hexyl-[2,2'-bithiophen]-5-yl)benzo[c]-[1,2,5]thiadiazole):(6,6)-Phenyl-C 71 -butyric acid methyl ester (p-DTS(FBTTh 2 ) 2 :PC 71 BM), an increase is observed in lateral hole current spreading as the population of donor crystallites, bearing an edge-on molecular orientation, is increased. When integrated into BHJs, the polymer donor poly(3-hexylthiophene-2,5-diyl) (P3HT) leads to greater lateral hole current spreading and more spatially uniform charge transport than the small-molecule donor, owing to in-plane charge transport along the polymer backbone. Finally, through the newly introduced electrical characterization scheme, these experiments bring to light the role of lateral electrical connectivity in assisting charge navigation across BHJs.

14 SOLAR ENERGY↗

Impact of electric vehicle charging on the power demand of retail buildings

As electric vehicle penetration increases, charging is expected to have a significant impact on the grid. Electric vehicle charging stations will greatly affect a building site's power demand, especially with the onset of fast charging with power levels as high as 350 kW per charger. Here, we assess how electric vehicle charging stations would impact a retail big box grocery store, exploring numerous station sizes, charging power levels, and utilization factors in various climate zones and seasons. We measure the effect of charging by assessing changes in monthly peak power demand, electricity usage, and annual electricity bill, computed using three distinct rate structures. We find that an electric vehicle station has the potential to dwarf a big box building's power demand if behind the same meter, increasing monthly peak power demand at the site by over 250%. Cold-climate areas paired with rate structures incorporating high demand charges are most susceptible for significant changes to the annual electricity bill, with increases as high as 88%.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Power System Operational Impacts of Electric Vehicle Dynamic Wireless Charging

The electrification of the transportation sector poses an opportunity for reducing greenhouse gas (GHG) emissions from passenger vehicles. Electric vehicle (EV) charging through dynamic wireless power transfer (DWPT), known as roadway electrification, could shift EV demand profiles to better coincide with renewable electricity generation. However, this would be a very large new load and few studies evaluate the regional impacts of DWPT charging in a power transmission system. This paper defines methods that address dataset generation for passenger vehicle trips and models to evaluate regional impacts for this emerging technology. Household vehicle miles traveled (VMT) data form localized EV demand profiles through discrete-event simulation. This data serves as exogenous inputs for a Production Cost Model (PCM) of a synthetic transmission system based on the Electric Reliability Council of Texas's (ERCOT) network. EV charging methods are compared for both a 2018 baseline generation mixture and a high-renewable generation case incorporating 20 GW of installed solar photovoltaic (PV) capacity. The PCM employs unit commitment and economic dispatch (UC&ED) models to compare financial, environmental, and grid reliability impacts from EV charging across passenger EV adoption levels. In-transit charging could reduce grid operational costs by as much as 1.49%, with up to $13.7B saved in annual vehicle operational costs for consumers compared to gas-powered vehicles. Health impacts analysis from power plant and vehicle tailpipe emissions from this study show net health benefits increase by 40% for in-transit charging coupled with high renewable generation. Renewable resources provide an avenue for cost-effective in-transit charging with reduced emissions. The combination of dataset generation and open-source power system modeling establish a foundation for the holistic evaluation of regional DWPT impacts.

dynamic wireless power transfer↗

Operando detection of Li plating during fast charging of Li-ion batteries using incremental capacity analysis

A major challenge that limits fast charging of Li-ion batteries is lithium (Li) plating on the graphite electrode. Furthermore, it remains challenging to detect and diagnose Li plating in operando during charging. In this work, incremental capacity (IC) analysis is applied while charging graphite-NMC pouch cells over a range of rates from C/2 to 4C. Three-electrode pouch cell measurements and post-mortem SEM imaging was performed to demonstrate that the onset of Li plating is correlated with a specific IC peak. IC analysis was also applied to study the fast-charge performance of multi-layer pouch cells with 3-D anode architectures. The results demonstrate that: 1) IC curves have a characteristic peak that is an indicator of Li plating during fast charging, which grows in magnitude as charging rate increases; 2) the plating IC peak correlates with the voltage minimum of the graphite anode, indicating a transition from intercalation to plating; 3) the plating IC peak is sensitive to small amounts of Li plating; 4) IC analysis can be applied to study Li plating in novel cell architectures; 5) the plating IC peak evolves during extended fast-charge cycling, which is a result of reduced Li plating as the Li inventory decreases.

25 ENERGY STORAGE↗

Charge sharing in pixelated semiconductor sensors

The charge sharing between neighboring pixels in pixelated sensors can be used to measure particle or x-ray coordinates with accuracy better than the pixel pitch. The accurate model of the charge distribution shape is essential to achieve ultimate coordinate accuracy. The charge sharing is caused by charge carriers' diffusion on the path from the generation point to pixels. This paper is focused on the diffusion of the initially compact charge cloud in the field free region. The diffusion equation solutions are obtained using separation of variable and Fourier synthesis method for different initial conditions and resulting charge distributions are integrated over pixel areas. In conclusion, the look up table containing pre-calculated values for pixel charge fractions is proposed to speed up numerical calculations.

47 OTHER INSTRUMENTATION↗

Grid impact analysis using controller-hardware-in-the-loop for high-power vehicle charging stations

A controller-hardware-in-the-loop (CHIL) architecture for the evaluation of grid impacts arising from high-power vehicle charging stations is presented in this paper. Unlike simulation-based studies, the proposed method can be used to capture the interactions of the grid and the charging load along with charger controllers in real time. The proposed method can be used to evaluate the impact of charging load on the grid in terms of voltage variations and line congestion. The proposed CHIL platform allows for de-risking the vehicle charging station deployment by simulating the complex interactions among all the components of a vehicle charging station - i.e., the grid, vehicle, and charger controller - in a realistic manner before using the charging station in a grid. Further, the proposed CHIL approach can be used to evaluate the voltage regulation causalities of the vehicle charging station. Experimental results are presented in the paper to illustrate the applicability of the proposed method in a laboratory environment.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Evaluating system responses to electric vehicle charging infrastructure expansion through data-driven simulation

Understanding the system responses to electric vehicle (EV) charging infrastructure expansion, including vehicle charging needs, station utilization, and energy consumption, is critical for effective planning to meet growing charging demand without unnecessary resource investment. This study evaluates the system responses to EV charging infrastructure expansion, focusing on charging needs, station utilization, and energy consumption. Using trip data from the National Household Travel Survey and origin–destination patterns, we simulated trip chains in downtown Atlanta with 10 % EV penetration. We assessed 32 scenarios involving different charging port power levels and siting strategies. Furthermore, we found that higher-power ports were more sensitive to placement, with concentrated expansion boosting station utilization more than uniform expansion. Adding high-power ports did not always increase peak energy consumption; in some cases, a few 400 kW ports reduced overall consumption compared to 150 kW ports by enabling faster charging and higher vehicle turnover.

Electric vehicle↗

Investigating the effect of aluminum oxide fixed charge on Schottky barrier height in molybdenum oxide-based selective contacts

A tunneling atomic layer deposited (ALD) AlO x layer was inserted in a Si|SiO x |AlO x |MoO x |metal tunnel diode structure to investigate the impact of fixed interface charge on Schottky barrier height. ALD AlO x provides a synthesis-tunable fixed charge and can provide excellent field effect passivation at the SiO x |AlO x interface. A large (>1 × 10 12 q.cm –2 ) negative fixed charge density was expected to decrease Schottky barrier height on p-type silicon and increase Schottky barrier height on n-type silicon by up to 0.4 eV based on an electrostatic model. Fixed charge density and interface trap state density were measured using a thick layer of AlO x in metal oxide semiconductor capacitor structures (MOSCAPs); Schottky barrier height and specific contact resistivity were measured using a tunneling-active layer of AlO x in contacted structures with MoO x . In some samples, HfO x interface layers were inserted between AlO x and silicon to quench the fixed negative charge. The Schottky barrier height was found to vary with processing conditions but did not have a strong correlation with expected fixed charge density. Here, while fixed charge may play a role in determining the Schottky barrier height, other parameters also have significant affect. Further work is needed to minimize contact resistivity and elucidate other factors impacting the Schottky barrier height.

14 SOLAR ENERGY↗