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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 91 records · Page 5
All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

Breakdown of Electric Vehicle Supply Equipment Installation Costs

The plug-in electric vehicles (PEVs) market is receiving help from the current political climate, incentives at the federal and state levels, excessive cost of petroleum fuel, growing focus on climate solutions, increasing investment and direction by automobile manufacturers and increased awareness through media reports and advertising. Increasingly, the transportation industry, in both the United States and many other countries, is aimed at electric motive energy where practical. Increased investment in research and development have led to increasing vehicle range and lower battery costs; both of which have been deterrents in the past. The increasing demand for PEVs (consisting of the battery electric vehicle [BEV] and plug-in hybrid electric vehicle [PHEV], is challenged by the need for charging infrastructure to support these vehicles. The BEV relies totally on the on-board battery to supply the motive energy while the PHEV utilizes its battery and an installed internal combustion engine (ICE). The maximum benefit is achieved by using the battery power as much as possible. This arrangement requires the use of battery charging equipment, known as electric vehicle supply equipment (EVSE).

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Powertrain Performance and Total Cost of Ownership Analysis for Class 8 Yard Tractors and Refuse Trucks

Advanced powertrain technologies, specifically fuel cell electric powertrains, have gained attention as viable alternatives for medium- and heavy-duty (M/HD) vehicles. However, it is unclear how these alternative powertrain vehicles stack up against their diesel counterparts in terms of performance and total cost of ownership (TCO). Furthermore, there are vehicle segments within the M/HD sector that have remained unstudied for fuel cell electric applications. This analysis aims to provide a comparative scoping-level TCO and performance analysis for two heavy-duty vocation vehicles (Class 8 U.S. port-side yard tractor and Class 8 U.S.-based refuse truck) for both conventional diesel and heavy-duty fuel cell electric (HDFC) powertrains. The refuse truck analysis also considered compressed natural gas powertrains (CNG) for comparison. The analysis includes seven timeframes (2020, 2025, 2030, 2035, 2040, 2045, and 2050) for comparison. This simplified TCO analysis includes only direct costs (fuel price, glider purchase price, and operating & maintenance costs) and excludes any associated indirect cost (e.g., dwell time costs and other opportunity based costs). Representative drive cycles for each vehicle were based on on-board GPS logged data and chosen by the analysis team to represent average, non-extreme driving conditions. At the time the analysis was performed, the Inflation Reduction Act was not in effect and therefore any potential subsidies and future cost reductions enacted under the Inflation Reduction Act were not included. Based on the operational setpoints used in this analysis, HDFC powertrains for both yard tractors and refuse trucks have the potential to achieve TCO advantages over conventional diesel powertrains (and CNG for refuse truck applications) in the near- to mid-term future while meeting the necessary duty cycle performance requirements. Yard tractors and refuse trucks spend a significant amount of time operating at low speeds, with long durations of idling, and experience numerous start/stop occurrences. These operational characteristics favor fuel cell performance as fuel cells operate with higher efficiencies at lower percentages of total power output. Conversely, conventional diesel and CNG engines are most efficient at higher percentages of total power output. This helps HDFC powered yard tractors and refuse trucks realize improved fuel economy when compared to their diesel counterparts, which helps reduce total fuel costs and therefore, total TCO. The analysis demonstrates that fuel prices play a significant role in determining TCO for each vehicle and should remain an R&D focus area. Overall, under the analysis' specified conditions, HDFC yard tractors have the potential to achieve cost parity with diesel yard tractors as early as 2025. For refuse trucks, HDFC refuse trucks have the potential to achieve cost parity with diesel and CNG refuse trucks in 2030 and 2040, respectively.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Stabilizing the Grid and Reducing Utility Bills Through Price-Responsive Controls for Heat Pump Water Heaters

The electricity grid is facing increasing challenges in cost-effectively balancing supply and demand. These challenges are exacerbated by increased penetration of photovoltaics, which causes mid-day overproduction, and electrification of gas appliances, which increases peak-period electricity demand. Decarbonization requires shifting building loads from fossil-intensive high-cost times to renewable-intensive low-cost times while maintaining quality of service to occupants. Utilities and ISO’s are investigating new ways of incentivizing this load shifting. One promising method is the use of Highly Dynamic Prices (HDPs). HDPs feature continuously changing prices that reflect real-time grid generation and distribution costs and capacity constraints, and thus incentivize consumers to shift their loads. California’s CPUC CalFUSE proposal and Hawaii’s recent changes demonstrate that electricity tariffs are moving towards this model. For this to work however, loads must have the capability to respond to these prices. Heat pump water heaters (HPWHs) are an ideal device for this purpose because their storage tanks decouple delivery of domestic hot water from electricity consumption. The storage enables control strategies that consume midday solar power to increase the energy stored in the tank, then provide evening peak domestic hot water services using the stored energy. Berkeley Lab's CalFlexHub project is pioneering price-driven load flexibility by developing and deploying cost-minimizing controls for many flexible loads - including HPWHs - in response to HDP. Control development is based on simulations using the Flexible Heat Pump Water Heater Performance Predictor which captures the control decisions of the on-board controller in a residential, integrated HPWH . The price-responsive controls a) shift load in ways that consume additional midday solar power to help stabilize the grid and reduce overall emissions, b) ensure that occupants receive equal or better hot water delivery service, and c) minimize the operating cost for each home in the fleet. On the grid level, the resulting shift will reduce utility operating costs and emissions, and can avoid expensive system capacity expansions. The control approach is customized to each home based on typical hot water consumption patterns. HPWH controllers, whether on the device or remotely, will receive a schedule of CTA-2045-B signals or set temperature adjustments customized to the current HDP price schedule and home. Simulation results for a fleet of 148 HPWHs on a summer day in Berkeley, California show cost savings of 29% and high price electricity consumption reductions of 80%, while maintaining full quality of service.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2023

Demonstrating Load-Shaping Capabilities of Cost Minimizing Heat Pump Water Heater Controls with Varying Price Profiles

Increased penetration of photovoltaics and electrification of traditionally gas appliances are exacerbating existing challenges in cost-effectively balancing electricity grid supply and demand. Decarbonization without incurring expensive transmission and distribution system capacity increases requires shifting building loads from peak demand times to peak renewable production times. Grid operators are evaluating new ways of encouraging load shifting, including using time-varying price structures to provide a financial incentive. If devices incorporate price-responsive controls, a price profile could be designed to yield a wide variety of load curves as needed to optimize grid functionality. Heat pump water heaters (HPWHs) are an ideal device for price-responsive controls because the storage tank enables them to optimize the timing of electricity consumption without impacting hot water delivery service. This paper presents work demonstrating how price-responsive controls for HPWHs can provide different load profiles, as needed to stabilize the grid, in response to different price profiles. HPWH manufacturers now include web API and CTA-2045 communication capabilities which enable sending load shaping control signals. Pilot studies and preliminary programs have utilized these capabilities with uniform control strategies to reduce 4-9 PM electricity consumption. However, no studies have developed flexible controls capable of both a) responding to constantly varying price profiles and b) customizing logic to match the needs of each HPWH. Berkeley Lab's CalFlexHub project is pioneering price-driven load flexibility by developing and deploying cost-minimizing controls utilizing setpoint setting signals for fleets of HPWHs in response to varying price profiles. Control development is based on simulations using the Flexible Heat Pump Water Heater Performance Predictor which captures the control decisions of a residential, integrated HPWH manufacturer’s on-board controller. The proposed cost-reducing controls respond to constantly changing price profiles, providing the ability to change the price profile to generate load curves as needed to maintain grid stability. Preliminary simulations studying the load shaping capabilities of price-responsive controls on a fleet of 60 HPWHs have demonstrated an average of a) 135.4% increases in load during low-price periods, b) >36.8% reductions in electricity peak-price period, and c) 6.2% electricity cost savings.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2024

Innovative Advanced Hydrogen Mobile Fueler (Final Technical Report)

The US Department of Energy (DOE) funded a project to design, develop, deploy and analyze the economic viability of an innovative Advanced Hydrogen Mobile Fueler (AHMF). As part of the design activity the project team defined specifications based upon vehicle requirements and compliance with specific fueling performance criteria. The AHMF was originally designed to fuel 10-20 fuel cell vehicles (FCV) per day, consistent with the requirements of the H70 fueling category. The AHMF is able to operate without remote power connections, is modular for easy transport and deployment, and can provide expanded daily capacity and multi-day operations using delivered gaseous hydrogen. Toward the end of the project, due to request from the hydrogen industry and some necessary modifications of the AHMF, the system is now modified to fuel heavy duty vehicles. The project was conducted over two primary phases, each including several key tasks, subtasks, and project milestones. Phase 1 involved the design, development, and construction of the AHMF, moving from a conceptual design through to completion of assembly and testing. In addition to reviewing several different approaches, the team chose to take a conventional station design and modify it for mobile fueling. There were several innovative components included in the design. The high pressure storage was the first to achieve a US Department of Energy (DOE) Special Permit (SP 20391) to transport high pressure hydrogen (95 MPa) in a composite cylinder. The second novel system was a liquid nitrogen (LIN) cooling system with a compact heat exchanger. Without this change, the cooling system would not be able to fit into the AHMF. Phase 2 demonstrated the AHMF by fueling fuel cell buses at a fleet in Pomona, CA. The site was chosen because a temporary fueling solution was required while a fixed station was being installed. The existing permits for the fixed station and non-public access also was a determining factor. Over two months, the buses were fueled 320 times with over 5000 kg of hydrogen from tube trailers. Existing shore power was used, and the average electrical efficiency was 0.13 kWh/kg. The average liquid nitrogen (LIN) consumption was 90.68 scf/kg. The fueling and consumption data was provided to the National Renewable Energy Laboratory (NREL) for analysis. An economic analysis was performed and will be provided in a separate report. The project was successful, but not without challenges and lessons learned. The DOT special permit led the way for the use of high pressure, composite cylinders and is being by multiple other systems and applications. The pandemic along with time for the DOT special permit approval delayed the project for years. The team also believes that hydrogen mobile fueling has a use for the industry, especially during this upcoming phase of expansion. However, it does have its limitations due to high cost to build and operate, and the same permitting challenges as a fixed station. A fully capable system at the speeds and pressures of the AHMF may not be necessary for most applications and would help reduce the cost and increase storage capacity. The on-board generator can be easily replaced with shore power or the wide range of power generation solutions in the marketplace. One of the major results of the project was the development of new code language in National Fire Protection Agency (NFPA) 2 and the International Fire Code (IFC) for on-demand mobile fueling. This will provide guidance for Authorities Having Jurisdiction (AHJ) and user on how to permit temporary fueling sites across the nation.

08 HYDROGEN↗
DOE OSTI2025

Optimized V1G and V2G Electric Vehicle Fleet Management and Grid Transaction at Marine Corps Air Station Miramar in San Diego, CA

The overall technical goal of the project was to demonstrate an all-electric bi-directional non-tactical fleet at Marine Corps Air Station (MCAS) Miramar that was integrated and controlled with other distributed energy resources (DERs) (i.e., PV, stationary battery, and building loads) to provide resilience to critical electric loads in the event of grid outages, to minimize charging costs, and to provide economic energy resources to electricity markets. In this project, the specific, technical objectives were: 1. Demonstrate that bi-directional electric vehicles can provide critical complementary services to fixed storage batteries in microgrid applications while performing function as non-tactical vehicles. 2. Demonstrate participation of bi-directional (V2G) and unidirectional (V1G) PEVs for demand management and minimization of charging costs. 3. Demonstrate integration of multiple DERs for grid service participation. US Marine Corps Air Station (MCAS) Miramar in San Diego was the site of this electric vehicle-to-microgrid-utility grid test and demonstration project. Existing microgrid assets in this study included (1) a public works building; (2) a 30-kW rooftop photovoltaic (PV) system and (3) a separate 250 kW carport PV system. In this project, six bi-directional V2G vans were located at the MCAS Miramar’s showcase building-scale microgrid to develop and test technical capabilities that V2G can provide in microgrid applications (e.g., cost reduction and resiliency). These resources provided aggregated demand management and simulated participation in current retail DR programs. The vehicles used in this demonstration were selected because they provided functionality that MCAS Miramar needed, 15 passenger transport and facilities work cargo carrying capacity, and bi-directional charging capability that the research project required. All vehicles in this study were manufactured and distributed by VIA Motors, Inc. There were six vehicles total and each was VIA’s VTRUX eREV V2G model, a modified General Motors Chevrolet 2500 2WD van. Three of the vans were configured as passenger vans and the other three were configured as cargo vans. Each van had an on-board bi-direcrtional inverter/charger, Bel Power Solutions model 350INVCHGT150-120-240-8G nominally rated at +/-15 kW. The VIA van’s charging connector follows the J1772 charging protocol. The bi-directional EVSEs demonstrated in this study were manufactured by Coritech, Inc. Each VGI-80-AC charging station enabled enhanced V2G charging capability to a Clipper Creek CS-100 charging module. The enhanced capabilities included ethernet communication following the SEP2.0 protocol with a distributed energy resource function set and an operator screen displaying real-time SOC, voltage, and current. The VGI-80-AC charging stations are classified as level 2 with a maximum current output of 80 A or effectively 19 kW. The VIA van’s onboard charger limited the charging and discharging power to 15 kW in each direction. A control computer was installed in the EWOC and connected to an existing monitor. The V2G control communication network was a completely stand-alone closed system that did not have any connection to any other networks on the base. A cybersecure remote communication connection was created with a cellular modem, firewall hardware, and a virtual private network configuration.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2025

HD ADOPT: Heavy-Duty Vehicle Choice Model Documentation

HD ADOPT is a logit consumer vehicle choice and stock model that analyzes the Class 8 tractor market. The model projects future technology shares, fuel consumption, and greenhouse gas (GHG) emissions under input assumptions of technology progress, energy prices, and policies. ADOPT is distinguished from other vehicle choice models through inclusion of non-linear and heterogenous consumer preferences and characterization of the full range of market options rather than use of composite vehicles. In addition, ADOPT has integrated vehicle simulation capabilities that enable performance assessment and optimization of endogenous technology evolution. Optionally, the model is able to adjust this evolution to enforce compliance with fuel economy and GHG emissions regulations. Primary results include projection of technology shares and future in-use fleet energy demand, petroleum consumption, and GHG emissions. This enables analysis and comparison of future scenarios of technology improvements, economic conditions, and national policies. Recent new features for the HD modeling also enable examination of different on-board hydrogen fuel storage technologies from the lens of consumer preferences for vehicle cost and range. This report documents current ADOPT capabilities and methodologies.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Cybersecurity Considerations for Hydrogen Infrastructure in Airport Environments

This report explores key cybersecurity concerns and best practices within environments that serve as reference points for the development of hydrogen fueling infrastructure for aviation. This cybersecurity analysis leverages prior NREL studies: 1) hydrogen fueling station component validation to identify vulnerabilities and failure events documented in physical equipment, and 2) electric aircraft charging infrastructure analysis to explore primary cybersecurity vulnerabilities. It reviews the criticality of digitized technologies in sustaining hydrogen fuel production, storage, and fueling systems, noting cybersecurity concerns that are universal to power systems and industrial control systems in general. In considering cybersecurity vulnerabilities within a future landscape of hydrogen energy for aviation applications, a reference architecture was intended to reveal the points of connection between assets and the potential sensors that are vulnerable to manipulation in the event of compromised access or communication within a SCADA system. A generalized reference architecture can help stakeholders, engineers, or strategists understand connections, criticalities, and standard practices when it comes to designing and planning for new systems. There are several gaps to account for in assessing the future of hydrogen production, storage, and fueling for aviation. Engaging stakeholders, including aircraft manufacturers, electric utilities, site property owners, and local communities, will inform decision-making around site structure, operations, and resources for future hydrogen fueling infrastructure to understand operational needs and cybersecurity awareness. Cybersecurity mitigation strategy must consider physical attack vectors that emerge with the integration of hydrogen systems into existing airport security requirements. The cybersecurity risk assessment contained in this report is an entry point into potential future granular-level analyses to be conducted as part of hazard and risk assessments for safe aviation hydrogen infrastructure, determining how the scale of hydrogen fuel infrastructure for aviation impacts the volume of cyber attack vectors, and what, if any, are the vulnerabilities associated with different types of on-board hydrogen systems. In this nascent development phase, assessing how best to integrate cybersecurity practices into an evolving U.S. aviation landscape provides critical insights into building increased awareness and stakeholder engagement to support a cyber-resilient infrastructure.

08 HYDROGEN↗
DOE OSTI2025

Dynamic Capacitive Wireless Power Transfer System for Electric Vehicles (CRADA Final Report)

Road transportation accounts for 23% of our nation's total energy consumption, 59% of our petroleum consumption and 22% of our total emissions. Electric vehicles (EVs) have much higher well-to-wheel efficiency compared to gasoline vehicles and can reduce our dependence on oil, minimize emissions, improve local air quality and provide a platform for technological innovation and economic growth. While major progress has been made in the development of electric vehicles, their penetration remains under 1 The main hurdles in their widespread adoption are high cost, limited range and long charging times, due to limitations in battery technology. An approach to overcome these hurdles is to substantially reduce the on-board energy storage and instead deliver power wirelessly to the vehicle while it is in motion dynamic wireless power transfer (WPT). For EV charging applications, researchers have traditionally focused on inductive WPT. An issue with inductive WPT systems is that for magnetic flux guidance and shielding, they require ferrite cores, making them expensive, bulky and difficult to embed in the roadway. Under an ARPA-E IDEAS grant, the CU Boulder team has recently developed an alternative approach to WPT based on capacitive coupling that is much smaller, lighter, less expensive, and easier to embed in the roadway than inductive WPT; and have demonstrated a 1.2-kW 6.78-MHz version of this capacitive WPT system on a stationary platform. Under this seed grant program, preliminary work will be carried out on a dynamic capacitive WPT system to prepare a strong proposal for the ARPA-E OPEN 2018 FOA.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

A new active base of photomultiplier R4125 designed for the PbWO4 calorimeter

This paper presents the design, performance, and results of the radiation tests of an active base for Hamamatsu R4125 photomultiplier tube. The active base was designed at Jefferson Lab and comprises of a high voltage divider and an on-board amplifier. The photomultiplier with the active base is used to detect light from lead tungstate scintillating crystals of the forward electromagnetic calorimeter of the GlueX detector. The active base amplifier allows to operate the tube at lower high voltage and thus to limit the photomultiplier anode current to a few micro ampereres at the maximum counter rate of 1 MHz counter, while retaining the dynamic range of output signals. The performance of calorimeter modules instrumented with the active base was studied using detector prototypes positioned into the beam of photons. The key performance parameters such as the linearity, high-rate capability, and the energy resolution verified that the active base design meets the detector specifications

Somov, Alexander [Thomas Jefferson National Accele↗
DOE OSTI2021

Investigation of Spaceflight Induced Changes to Astronaut Microbiomes

The International Space Station (ISS) is a uniquely enclosed environment that has been continuously occupied for the last two decades. Throughout its operation, protecting the health of the astronauts on-board has been a high priority. The human microbiome plays a significant role in maintaining human health, and disruptions in the microbiome have been linked to various diseases. To evaluate the effects of spaceflight on the human microbiome, body swabs and saliva samples were collected from four ISS astronauts on consecutive expeditions. Astronaut samples were analyzed using shotgun metagenomic sequencing and microarrays to characterize the microbial biodiversity before, during, and after the astronauts’ time onboard the ISS. Samples were evaluated at an individual and population level to identify changes in microbial diversity and abundance. No significant changes in the number or relative abundance of taxa were observed between collection time points when samples from all four astronauts were analyzed together. When the astronauts’ saliva samples were analyzed individually, the saliva samples of some astronauts showed significant changes in the relative abundance of taxa during and after spaceflight. The relative abundance of Prevotella in saliva samples increased during two astronauts’ time onboard the ISS while the relative abundance of other commensal taxa such as Neisseria, Rothia, and Haemophilus decreased. The abundance of some antimicrobial resistance genes within the saliva samples also showed significant changes. Most notably, elfamycin resistance gene significantly increased in all four astronauts post-flight and a CfxA6 beta-lactam marker significantly increased during spaceflight but returned to normal levels post-flight. The combination of both shotgun metagenomic sequencing and microarrays showed the benefit of both technologies in monitoring microbes on board the ISS. There were some changes in each astronaut’s microbiome during spaceflight, but these changes were not universal for all four astronauts. Two antimicrobial resistance gene markers did show a significant change in abundance in the saliva samples of all four astronauts across their collection times. These results provide insight for future ISS microbial monitoring studies and targets for antimicrobial resistance screenings.

59 BASIC BIOLOGICAL SCIENCES↗
DOE OSTI2026

Heavy-Duty Nonroad Material Handler Electrification Part 2: Energy Efficiency and Performance Evaluation

Decarbonization efforts achieved through electrification in nonroad mobile machinery can realize a reduction in fuel consumption of more than 20%, thanks to concepts familiar to light-duty passenger vehicles. This case study compares the results of a hybrid-electric material handler to its conventional counterpart, utilizing machine-specific drive cycles presented in part one of this paper series. The hybrid prototype features an extended-range electric vehicle (EREV) powertrain that demonstrated substantial energy efficiency improvements. Specifically, there was a reduction in equivalent fuel consumption of 75% when operating in electric-only mode, and 33% when maintaining the battery by charging with an on-board generator. Together, the efficiency improvements can be extrapolated over a low-intensity, 8-h shift characterized by significant idle time and highly dynamic engine load for a 47% reduction in net energy consumption. Key technologies that led to this improvement included engine downsizing and decoupling, regenerative braking, and an electrohydraulic pump unit with advanced controls. Finally, his study explains details of the powertrain architecture and subsystems that were implemented on a demonstration vehicle, control strategies used to meet project goals, and an analysis of energy consumption from testing on a closed course. Also included in this study is a discourse on comparison metrics that can be used for quantifying the energy consumption differences between hybrid-electric and conventional diesel powertrains in nonroad mobile machinery.

25 ENERGY STORAGE↗
DOE OSTI2022

Developing Fuel Cell Electric Powertrain Architectures for Commercial Vehicles

Here, this article addresses the architecture development for a commercial vehicle fuel cell electric powertrain by establishing a clear multi-step formalized workflow that employs a unique technoeconomic solution for architecture selection. The power capability of the fuel cell, the energy capacity and chemistry of the electrical energy storage (battery), the DC-DC converter (including the input current rating and isolation resistance requirements), the traction drive solution, the on-board hydrogen storage solution, and the real-time power-split management of the fuel cell and the battery are all considered and developed in this effort. The methods were used to select architecture for Class 8 urban, regional, and line haul applications. When compared to traditional load-following power-split controllers, an energy management power-split controller can increase system energy efficiency by up to 19.5%. The energy-efficient power-split controller may increase the required battery capacity for an equivalent life by up to 2.6 times. The impact on the total cost of ownership (TCO) for a variety of financial cases demonstrates that high C-rate capable batteries have the potential to provide better TCO solutions over a six-year vehicle life than low C-rate capable batteries. To achieve TCO parity with the 600 A non-isolated DC-DC converter case, the specific choice of the fuel cell DC-DC converter to achieve a target power output based on current levels (from 500 A to 2400 A) shows that efficiency decreases and cost increases due to the higher current, requiring fuel cell prices to decrease by $50–$100/kW, $60–$110/kW, and $100–$220/kW for urban, regional, and line haul applications, respectively. Key recommendations for powertrain system architectures are provided, with specifics based on vehicle dynamics, mission and application characteristics, end customer use-case profile, critical powertrain component costs, and architecture selection cost function. This study rigorously demonstrates the interplay of the above parameters, with a focus on TCO, and provides application decision-makers with a mechanism and well-defined set of impact factors to consider as part of their architecture selection process.

25 ENERGY STORAGE↗
DOE OSTI2023

Designing Dynamic Wireless Power Transfer Corridors for Heavy Duty Battery Electric Commercial Freight Vehicles

The use of wireless power transfer systems, consisting of inductive electrical coils on the vehicle and the power source may be designed for dynamic operations where the vehicle will absorb energy at highway speeds from transmitting coils in the road. This has the potential to reduce the onboard energy storage requirements for vehicles while enabling significantly longer missions. This paper presents an approach to architecting a dynamic wireless power transfer corridor for heavy duty battery electric commercial freight vehicles. By considering the interplay of roadway power capacity, roadway and vehicle coil coverage, seasonal road traffic loading, freight vehicle class and weight, vehicle mobility energy requirements, on-board battery chemistry, non-electrified roadway vehicle range requirements, grid capacity, substation locations, and variations in electricity costs, we minimize the vehicle TCO by architecting the electrified roadway and the vehicle battery simultaneously. The idea optimizes battery size and chemistry so that the depth of discharge between recharge events and expected life are balanced, thus fully utilizing the energy available throughout the course of the battery system's life. The approach is illustrated by applying it to the I-75 freight corridor, where the framework developed may be expanded and applied to a larger interstate system, expanded regional corridor, or other transportation network.

Sujan, Vivek↗
DOE OSTI2026

Recyclable Materials for Resource Constrained Environments

In-space manufacturing exhibits severe limitations in resources as astronauts are only afforded with the materials that are brought on-board the space craft. Consequently, the use of recyclable and re-usable materials is paramount. Researchers at NLR leverage their expertise in polymer and recycling chemistry to develop material systems capable of high performance applications with intentional consideration on multi-life use through chemical recycling, mechanical recycling, bio-degradation, and thermoforming. Disclosed within this poster presentation are highlighted projects that illustrate several recyclable by design material systems that have been developed.

09 BIOMASS FUELS↗
DOE OSTI2020

DC Fast Charging Infrastructure for Electrified Road Trips

To assess DC fast charging station network required for electrified road trips by 2030 in California, a new charging infrastructure simulation tool/model, EVI-Pro (Electric Vehicle Infrastructure Projection) RoadTrip, has been developed. In contrast to the existing EVI-Pro model that is primarily for short-distance travels, EVI-Pro RoadTrip is exclusively focused on road trips (long-distance travels, 100 or miles per day per vehicle). Also, the charging paradigm or strategy is different. EVI-Pro RoadTrip is built upon waypoint charging, in which vehicles are forced to stop to charge or replenish the on-board batteries, along the routes between origins and destinations. On the other hand, EVI-Pro is based on destination charging, in which charging is conducted when vehicles are parked in destinations (e.g., work, home). EVI-Pro RoadTrip takes coordinate-level origin and destination data for road trips (intra-state as well as domestic or international out-of-state) and estimates energy consumption and charging needs along the routes between origins and destinations on a minute-by-minute resolution. Based on charging demands for electrified road trips across the state, the optimal locations of charging stations are determined accounting for preferred land use types (e.g., commercial areas) and station service area (e.g., 5 or less miles). Based on station-by-station charging load profiles, the required number of plugs/connectors is estimated for each station and entire state. By comparing hosting capacity of the electric grid (circuit-level) and the charging load output from EVI-Pro RoadTrip, capacity deficit is also evaluated.

ADVANCED PROPULSION SYSTEMS,ENERGY STORAGE↗
DOE OSTI2020

Interdigitated power connector

An electrical connector carries large amounts of electrical current between two circuit boards with low resistance and low self-inductance by means of an interdigitated anode and cathode, thereby providing low dynamic voltage loss. The connector also may include, near where power will be consumed, an interposer board with on-board capacitance to provide even lower dynamic voltage loss. The connector has application to delivering low-voltage, high-current power from a power supply on a first board to electronics on a second board: the low resistance provides low voltage drop for a load current that is constant, while the low inductance and the capacitors provide low voltage fluctuation for a load current that changes. These issues are of great importance, for example, in designing high-performance computers.

Coteus, Paul W.↗
DOE OSTI2022

System and method for measuring sun-induced chlorophyll fluorescence

A chlorophyll fluorescence measuring system having at least one spectrometer coupled to a data logger. The data logger provides direct control of the spectrometer and includes on-board memory for storage of target and reference spectrum data obtained by the spectrometer. The data logger may be coupled to an external computer that receives and analyzes target and reference spectrum data to determine SIF using a spectral fitting algorithm. The system may include a spectrometer aiming system coupled to and controlled by the data logger. The system may also include one or more environmental sensors configured to measure environment variables. The environmental sensors may be coupled to the data logger for control and data storage. The environmental data may be communicated to the external computer for use in the spectral fitting algorithm. The data logger may be connected to a network for remote monitoring and control.

Gu, Lianhong↗