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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 127 records · Page 7

Sputtered Au–Ta films with tunable electrical resistivity

Gold–tantalum alloy films are attractive for hohlraums used in indirect drive magnetized inertial confinement fusion. A high electrical resistivity of over ~100 µΩ cm at cryogenic temperatures is an essential requirement for allowing an externally imposed pulsed magnetic field to soak through a hohlraum and magnetize the fusion fuel. In this work, we systematically study properties of Au–Ta alloy films in the entire compositional range from pure Au to pure Ta with thicknesses up to 30 µm. These films are made by direct current magnetron co-sputtering on planar substrates. Films are characterized by a combination of high-energy ion scattering, x-ray diffraction, electron microscopy, nanoindentation, and electrical transport measurements. Results show that an alloy with ~80 at.% of Ta forms a metallic glass exhibiting a maximum electrical resistivity of ~300 µΩ cm with a weak temperature dependence in the range of 5–400 K. The deposition of a film with ~80 at.% of Ta onto a sphero-cylindrical substrate for hohlraum fabrication is also demonstrated.

36 MATERIALS SCIENCE↗

Cradle-to-Grave Lifecycle Analysis of U.S. Light-Duty Vehicle-Fuel Pathways: A Greenhouse Gas Emissions and Economic Assessment of Current (2020) and Future (2030-2035) Technologies

This study provides a comprehensive life cycle analysis (LCA), or cradle-to-grave (C2G) analysis, of the cost and greenhouse gas (GHG) emissions of a variety of vehicle-fuel pathways, the levelized cost of driving (LCD) and cost of avoided GHG emissions. The C2G analysis assesses light duty midsize sedans and small sport utility vehicles (SUVs) across a variety of vehicle-fuel technology pathways, including conventional internal combustion engine vehicles (ICEVs), flexible hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs) with varying vehicle ranges, and fuel cell electric vehicles (FCEVs). Coming at a timely manner, given the marked increase, since 2016, in climate aspirations announced by governmental institutions and private firms both in the US and across the globe, this analysis builds on a previous comprehensive life cycle analysis, updating that study’s 2016 assumptions and methods (Elgowainy et al. 2016). These updates incorporate technological advances and changes in energy supply sources that have emerged during the intervening period. Utilizing these updated assumptions and methods, alongside more recent data, the present report accounts for a broader range of vehicle technologies and considers both current (2020) and expected future (2030-2035) conditions. Reflecting increased research interest in synthetic liquid fuels produced using renewable low-carbon electricity and CO 2 sources, electro-fuels (a.k.a. e-fuels) were added to the potential future fuel technologies that are evaluated. This study takes a “pathway” approach rather than a “scenario” approach; hence distinct, technically feasible, routes or sequences of processes starting with one or more feedstocks and ending with an intermediate or a final product are examined, not necessarily constrained by practical feedstock, economic, policy, and market considerations.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

Cradle-to-Grave Lifecycle Analysis of U.S. Light-Duty Vehicle-Fuel Pathways: A Greenhouse Gas Emissions and Economic Assessment of Current (2020) and Future (2030-2035) Technologies

This study provides a comprehensive life cycle analysis (LCA), or cradle-to-grave (C2G) analysis, of the cost and greenhouse gas (GHG) emissions of a variety of vehicle-fuel pathways, the levelized cost of driving (LCD) and cost of avoided GHG emissions. The C2G analysis assesses light duty midsize sedans and small sport utility vehicles (SUVs) across a variety of vehicle-fuel technology pathways, including conventional internal combustion engine vehicles (ICEVs), flexible hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs) with varying vehicle ranges, and fuel cell electric vehicles (FCEVs). In evaluating the vehicle-fuel combinations, this study considers both low-volume and high-volume “CURRENT TECHNOLOGY” cases (nominally 2020) and a high-volume “FUTURE TECHNOLOGY” lower-carbon case (nominally 2030–2035).

33 ADVANCED PROPULSION SYSTEMS↗

Field-Focused Load-Leveled Dynamic Wireless Charging System for Electric Vehicles

Electric vehicles offer much higher well-to-wheel efficiency than gasoline vehicles and can significantly reduce U.S. dependence on foreign oil, lower greenhouse gas emissions, improve local air quality, and support continued technological and economic growth. Despite these advantages, widespread adoption remains constrained by limitations in current battery technology, including high cost, limited driving range, and long charging times. One promising approach to address these challenges is to reduce onboard energy storage and instead deliver power wirelessly to vehicles while they are at a traffic stop or in motion.

33 ADVANCED PROPULSION SYSTEMS↗

Hybrid Power Plants: Status of Operating and Proposed Plants, 2022 Edition [Slides]

Falling battery prices and the growth of variable renewable generation are driving a surge of interest in “hybrid” power plants that combine, for example, wind or solar generating capacity with co-located batteries. While most of the current interest involves pairing photovoltaic (PV) plants with batteries, other types of hybrid or co-located plants with wide-ranging configurations have been part of the U.S. electricity mix for decades. This annually updated briefing tracks and maps existing hybrid or co-located plants across the United States while also synthesizing data mined from power purchase agreements (PPAs) and generation interconnection queues to shed light on near- and long-term development pipelines. The scope includes co-located hybrid plants that pair two or more generators and/or that pair generation with storage at a single point of interconnection, and full hybrids that feature co-location and co-control. The focus is on plants with one megawatt (MW) or more of capacity; smaller (often behind-the-meter) projects are also increasingly common, but are not included in this data synthesis. Key findings from the latest briefing include: -At the end of 2021, there were nearly 300 hybrid plants (>1 MW) operating across the United States, totaling nearly 36 gigawatts (GW) of generating capacity and 3.2 GW/8.1 GWh of energy storage. PV+storage plants are by far the most common, dominating in terms of plant number (140), storage capacity (2.2 GW/7.0 GWh), storage:generator ratio (53%), and storage duration (3.2 hours). But there are nearly twenty other hybrid plant configurations as well, including several different fossil hybrid categories (each dominated by the fossil component) as well as wind+storage, wind+PV, wind+PV+storage, geothermal+PV, and others. -Last year was a breakout year for PV+storage hybrids in particular: 67 of the 74 hybrids added in 2021 were PV+storage. By the end of 2021, there were more GW of battery capacity installed in PV+storage hybrids (2.2 GW) than as standalone storage plants (1.8 GW). The difference is even starker in energy terms, with PV+storage plants hosting twice as much battery capacity as standalone storage plants (7 GWh vs. 3.5 GWh, respectively). Much of the battery capacity added in hybrid form in 2021 was a battery retrofit to a pre-existing PV plant. -Data on plants under development from the interconnection queues of all seven ISOs/RTOs plus 35 individual utilities suggest that these hybridization trends are likely to continue. At the close of 2021, there were more than 670 GW of solar plants in the nation’s queues; 285 GW (~42%) of this capacity was proposed as a hybrid, most typically pairing PV with battery storage (PV+storage represented nearly 90% of all hybrid capacity in the queues). For wind, 247 GW of capacity sat in the queues, with 19 GW (~8%) proposed as a hybrid, again most-often pairing wind with storage (wind+storage represented ~4% of all hybrid capacity in the queues). Meanwhile, nearly half of all storage in the queues is estimated to be part of a hybrid plant. While many of these proposed plants will not ultimately reach commercial operations, the depth of interest in hybrid plants—especially PV+storage—is notable.

24 POWER TRANSMISSION AND DISTRIBUTION↗

Hybrid Power Plants: Status of Operating and Proposed Plants, 2023 Edition [Slides]

Improving battery technology and the growth of variable renewable generation are driving a surge of interest in “hybrid” power plants that combine, for example, wind or solar generating capacity with co-located batteries. While most of the current interest involves pairing photovoltaic (PV) plants with batteries, other types of hybrid or co-located plants with wide-ranging configurations have been part of the U.S. electricity mix for decades. This annually updated briefing tracks and maps existing hybrid or co-located plants across the United States while also synthesizing data from power purchase agreements (PPAs) and generation interconnection queues to shed light on near- and long-term development pipelines. The scope includes “co-located hybrids” that pair two or more resources (e.g., multiple types of generation and/or generation with storage) that are operated largely independently behind a single point of interconnection, and “full hybrids” that also feature coordinated operations of the co-located resources. The focus is on plants with one megawatt (MW) or more of capacity; smaller (often behind-the-meter) projects are also increasingly common, but are not included in this data synthesis. Key findings from the latest briefing include: -At the end of 2022, there were 374 hybrid plants (>1 MW) operating across the United States (+25% compared to the end of 2021), totaling nearly 41 GW of generating capacity (+15%) and 5.4 GW/15.2 GWh of energy storage (+69%/+88%). PV+storage plants are by far the most common, dominating in terms of plant number (213), storage capacity (4.0 GW/12.5 GWh), storage:generator capacity ratio (49%), and storage duration (3.1 hours). But there are nearly twenty other hybrid plant configurations as well, including several different fossil hybrid categories (each dominated by the fossil component) as well as wind+storage, wind+PV, wind+PV+storage, geothermal+PV, and others. -Last year was another strong year for PV+storage hybrids in particular: 59 of the 62 hybrids added in 2022 were PV+storage. As of the end of 2022, there was roughly as much storage capacity operating within PV+storage hybrid plants as in standalone storage plants (~4 GW each). In storage energy terms, however, PV+storage edged out standalone storage by ~2 GWh (12.5 GWh vs. 10.4 GWh, respectively). -Interconnection queue data show continued strong developer interest in hybridization. At the close of 2022, there were 51% more hybrid plants—representing 59% more generating capacity—in interconnection queues across the United States than there were at the end of 2021. Solar dominates these proposed plants as well: at the close of 2022, there were 457 GW of solar capacity proposed as a hybrid (representing ~48% of all solar capacity in the queues), most typically pairing PV with battery storage. At the same time, there were 24 GW of wind capacity proposed as a hybrid (representing ~8% of all wind capacity in the queues), again most-often pairing wind with storage. Meanwhile, more than half of all storage in the queues is estimated to be part of a hybrid plant. While many of the plants proposed in the queues will not ultimately reach commercial operations, the depth of interest in hybrid plants—especially PV+storage—is notable, particularly in certain regions. For example, in CAISO, 97% of all solar capacity and 45% of all wind capacity in the queues is proposed as a hybrid. -The report also surveys power purchase agreement (PPA) price data from a sample of operating and proposed PV+storage plants. Though PV+storage PPA prices have fallen over time, “levelized storage adders” have recently increased somewhat to ~$\$ $7000/MW-month, ~$\$ $60/MWh-stored (assuming one full cycle per day), or ~$\$ $15/MWh-PV. Some of the recent price increase could simply reflect a trend towards higher battery:PV capacity ratios over time, which increases costs, all else being equal. The well-publicized impact of inflationary and supply chain pressures on battery prices is no doubt a contributor as well.

25 ENERGY STORAGE↗

Hybrid Power Plants: Status of Operating and Proposed Plants, 2024 Edition [Slides]

Improving battery technology and the growth of variable renewable generation are driving a surge of interest in “hybrid” power plants that combine, for example, wind or solar generating capacity with co-located batteries. While most of the current interest involves pairing photovoltaic (PV) plants with batteries, other types of hybrid or co-located plants with wide-ranging configurations have been part of the U.S. electricity mix for decades. This annually updated briefing tracks and maps existing hybrid or co-located plants across the United States while also synthesizing data from power purchase agreements (PPAs) and generation interconnection queues to shed light on near- and long-term development pipelines. The scope includes “co-located hybrids” that pair two or more resources (e.g., multiple types of generation and/or generation with storage) that are operated largely independently behind a single point of interconnection, and “full hybrids” that also feature coordinated operations of the co-located resources. The focus is on plants with one megawatt (MW) or more of capacity; smaller (often behind-the-meter) projects are also increasingly common, but are not included in this data synthesis.

14 SOLAR ENERGY↗

Electric Field Control of Phonon Lifetimes and Thermal Conductivity in Relaxor-Based Ferroelectric

The demand for high energy efficiency drives intense interest in thermal-management technology. Phonons are a major contributor to heat transfer in solids and controlling them through external stimuli is a key challenge for thermal management due to their weak interactions with applied fields. We report significant changes in phonon transport with the application of an electric field over a broad temperature range in a relaxor-based ferroelectric using neutron-scattering and -transport measurements. Phonon lifetimes increase along the applied poling field and this results in a tripling of the thermal conductivity in that direction. We also observe a suppression of nanoscale antiferroelectric fluctuations along the poling direction and argue that this increases the phonon lifetimes. Our results highlight a promising yet underexplored route to realistic solid-state heat switching from electric-field-modified nanostructures altering the phonon lifetimes in disordered functional materials.

Phonons↗

Quantifying Volume Change in Porous Electrodes via the Multi-Species, Multi-Reaction Model

Automotive manufacturers are working to improve individual cell and overall pack design by increasing their performance, durability, and range, while reducing cost; and active material volume change is one of the more complex aspects that needs to be considered during this process. As the time from initial design to manufacture of electric vehicles is decreased, design work that used to rely solely on testing needs to be supplemented or replaced by virtual methods. As electrochemical engineers drive battery and system design using model-based methods, the need for coupled electrochemical/mechanical models that take into account the active material change utilizing physics based or semi-empirical approaches is necessary. In this study, we illustrated the applicability of a mechano-electrochemical coupled modeling method considering the multi-species, multi-reaction model as popularized by Verbrugge and Baker. To do this, validation tests were conducted using a computer-controlled press apparatus that can control the press displacement and press force with precision. The coupled MSMR volume change model was developed and its applicability to graphite and NMC cells was illustrated. The increased accuracy of the model considering the coupled MSMR volume change approach shows in the importance of accounting for individual gallery volume change behavior on cell level predictions.

25 ENERGY STORAGE↗

Connected and Learning Based Optimal Freight Management for Efficiency

The management of the future heterogenous fleet is a complex decision-making problem. The heterogenous fleet is emerging as decarbonization technologies are deployed by fleets toward lowering the freight operation emissions in Medium and Heavy-duty vehicles. Traditionally, in fleets characterized by a homogeneous Diesel Internal Combustion Engine (ICE) powertrain, the process of fleet planning and operational optimization unfolds sequentially without the necessity to account for powertrain and vehicle-specific characteristics during dispatch decisions. Fleets with trucks less than 5 years old tend to maintain stable vehicle efficiency with minimal operational reliability risks for fleet managers. However, the landscape changes with the incorporation of emerging powertrain technologies, which lack extensive operational data and service experiences. This includes technologies like hybrid, Electric, Fuel Cell, or alternative fuel ICE. Operational decisions for fleets featuring heterogeneous powertrain technologies and facing limited access to alternative fueling and charging stations become intricate, requiring careful consideration and optimization at each dispatch. The difference in efficiency characteristics of emerging technologies, their range limitations, and the restricted availability of charging/alternative fueling infrastructure, coupled with sensitivity to driving conditions (e.g., EV range reduction in low temperatures) and their impact on component aging (such as batteries), become pivotal factors influencing the reliable and efficient freight transportation. To make the path toward low emission freight transportation efficient and reliable, an AI-assisted fleet management software is developed in this project to help fleet managers in optimizing both adoption of emerging powertrain decarbonization, connected and automated technologies and also operating the fleet after such technologies are deployed as schematically. Freight transportation requirements are different depending on the cargos to be shipped, customer requirements and regions of operations. This further highlights the need for software and digital solutions to tailor deployment and operation of emerging powertrain, connectivity, and automation technologies toward the specific fleet operation requirements. The fleet management optimizer was also integrated with a model of the fleet to simulate the operation of the fleet over 1 year of the baseline fleet operation (250,000+ shipments) indicating the significance of day-to-day variations on emissions and energy consumption of a freight transportation fleet. The results demonstrate ≥20% improvement in freight efficiency in terms of WTW CO2 per ton-mile of cargo shipments while all fleet operation constraints are enforced, and the cost (CapEx and OpEx) is minimized.

33 ADVANCED PROPULSION SYSTEMS↗

Confinement‐Driven Inverse Domain Scaling in Polycrystalline ErMnO 3

Abstract The research on topological phenomena in ferroelectric materials has revolutionized the way people understand polar order. Intriguing examples are polar skyrmions, vortex/anti‐vortex structures, and ferroelectric incommensurabilties, which promote emergent physical properties ranging from electric‐field‐controllable chirality to negative capacitance effects. Here, the impact of topologically protected vortices on the domain formation in improper ferroelectric ErMnO 3 polycrystals is studied, demonstrating inverted domain scaling behavior compared to classical ferroelectrics. It is observed that as the grain size increases, smaller domains are formed. Phase field simulations reveal that elastic strain fields drive the annihilation of vortex/anti‐vortex pairs within the grains and individual vortices at the grain boundaries. The inversion of the domain scaling behavior has far‐reaching implications, providing fundamentally new opportunities for topology‐based domain engineering and the tuning of the electromechanical and dielectric performance of ferroelectrics in general.

36 MATERIALS SCIENCE↗

Electron kinetics in a positive column of AC discharges in a dynamic regime

Abstract We have performed hybrid kinetic-fluid simulations of a positive column in alternating current (AC) argon discharges over a range of driving frequencies f and gas pressure p for the conditions when the spatial nonlocality of the electron energy distribution function (EEDF) is substantial. Our simulations confirmed that the most efficient conditions of plasma maintenance are observed in the dynamic regime when time modulations of mean electron energy (temperature) are substantial. The minimal values of the root mean square electric field and the electron temperature have been observed at f/p values of about 3 kHz Torr −1 in a tube of radius R = 1 cm. The ionization rate and plasma density reached maximal values under these conditions. The numerical solution of a kinetic equation allowed accounting for the kinetic effects associated with spatial and temporal nonlocality of the EEDF. Using the kinetic energy of electrons as an independent variable, we solved an anisotropic tensor diffusion equation in phase space. We clarified the role of different flux components during electron diffusion in phase space over surfaces of constant total energy. We have shown that the kinetic theory uncovers a more exciting and rich physics than the classical ambipolar diffusion (Schottky) model. Non-monotonic radial distributions of excitation rates, metastable densities, and plasma density have been observed in our simulations at pR > 6 Torr cm. The predicted off-axis plasma density peak in the dynamic regime has never been observed in experiments so far. We hope our results stimulate further experimental studies of the AC positive column. The kinetic analysis could help uncover new physics even for such a well-known plasma object as a positive column in noble gases.

Physics↗

Observation of light-driven band structure via multiband high-harmonic spectroscopy

Intense light–matter interactions have revolutionized our ability to probe and manipulate quantum systems at sub-femtosecond timescales, opening routes to the all-optical control of electronic currents in solids at petahertz rates. Such control typically requires electric-field amplitudes in the range of almost volts per angstrom, when the voltage drop across a lattice site becomes comparable to the characteristic bandgap energies. In this regime, intense light–matter interaction induces notable modifications to the electronic and optical properties, dramatically modifying the crystal band structure. Yet, identifying and characterizing such modifications remain an outstanding problem. As the oscillating electric field changes within the driving field’s cycle, does the band structure follow and how can it be defined? Here we address this fundamental question, proposing all-optical spectroscopy to probe the laser-induced closing of the bandgap between adjacent conduction bands. Our work reveals the link between nonlinear light–matter interactions in strongly driven crystals and the sub-cycle modifications in their effective band structure.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗

Real-time steerable frequency-stepped Doppler backscattering (DBS) system for local helicon wave electric field measurements on the DIII-D tokamak

A new frequency-stepped Doppler backscattering (DBS) system has been integrated into a real-time steerable electron cyclotron heating launcher system to simultaneously probe local background turbulence (f < 10 MHz) and high-frequency (20–550 MHz) density fluctuations in the DIII-D tokamak. The launcher allows for 2D steering (horizontally and vertically) over wide angular ranges to optimize probe location and wavenumber response. The vertical steering can be optimized during a discharge in real time. The new DBS system employs a programmable frequency synthesizer with adjustable dwell time as a source to launch either O or X-mode polarized millimeter waves. This system can step in real-time over the entire E-band frequency range (60–90 GHz). This combination of capabilities allows for the diagnosis of the complex internal spatial structure of high power (>200 kW) helicon waves (476 MHz) injected from an external antenna during helicon current drive experiments in DIII-D. Broadband density fluctuations around the helicon frequency are observed during real-time scans of measurement location and wavenumber during these experiments. Analysis indicates that these broadband high-frequency fluctuations are a result of backscattering of the DBS millimeter-wave probe beam from plasma turbulence modulated by the helicon wave. It is observed that background turbulence is effectively locally “tagged” with the helicon wave electric field, forming images of the turbulent spectrum in the overall density fluctuation spectrum that appear as high-frequency sidebands of the turbulence. These observations of background turbulence and high-frequency fluctuations open up the possibility of monitoring local helicon wave amplitude by comparing the high-frequency signal amplitude to the simultaneously measured background turbulence. In combination with the real-time measurement location and wavenumber scanning capabilities (offered by real-time frequency-stepping and steering), this allows rapid determination of the spatial distribution of the helicon wave power during steady-state plasma operation.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

Data Quality Assessment of Optiwatt Vehicle Telematics Data

In October 2024, the Idaho National Laboratory (INL) received data from Optiwatt (Compass Global, Inc.) describing the driving and charging behavior of electric vehicle (EV) drivers. The data shared had been collected from approximately 10,000 vehicles and included vehicle specifications, driving information like odometer readings at the beginning and end of origin-destination pairs (i.e., trips with identification of home for trip start and end for Tesla vehicles), and charging information such as charging energy consumed per charge session and if the charge occurred at home. The vehicle data were provided from 9 EV makes and 18 EV models, with production years ranging from 2012–2024, but more than 9,500 of the vehicles were Tesla EVs. The data includes more than six million trips and more than three million charging events that occurred between June 2023 to Aug 2024 and collected from California and the Eastern United States. The purpose of this report is to review the quality of the data received from Optiwatt and the feedback INL received from Optiwatt after data concerns were shared with them.

33 - ADVANCED PROPULSION SYSTEMS↗

Predicting U.S. federal fleet electric vehicle charging patterns using internal combustion engine vehicle fueling transaction statistics

Utilizing fueling transactions from internal combustion engine vehicles (ICEVs), the authors estimated how frequently midday public charging would be required for U.S. federal fleet battery electric vehicles (BEVs). Fueling transaction summary statistics are more widely available than trip-level telematics data, making this methodology more accessible and transferable to other researchers and fleet managers considering BEV replacements. For example, readers can easily apply a linear model using only the count of back-to-back fueling events at gas stations over 57 straight-line miles apart to predict days exceeding range. This linear regression predicted binned days exceeding 250 miles at 80% accuracy on a hold-out test set from the same fleet as the training data and 66 % accuracy on a new fleet displaying different driving behaviors. The authors additionally provide linear equations for days exceeding 200 and 300 miles as alternative range estimates to account for differences in BEV range and temperature impacts. Beyond the single-feature linear models which readers can apply, the authors tuned and trained other machine learning models on a variety of fueling transaction statistics including consecutive transaction distances, transaction distance from garage, estimated miles traveled from fuel economy and fuel quantity, and transaction periodicity. Utilizing a subset of 1678 light-duty federal fleet vehicles which contained daily vehicle miles traveled (VMT) in addition to fueling statistics, the authors determined which fueling transaction statistics were most relevant in predicting driving days exceeding 250 miles (an approximation of BEV rated driving range). In support of the U.S. federal fleet transition to zero-emission vehicles (ZEVs), the authors used these statistics and machine learning models to predict the frequency of BEV midday charging. After training models on the subset with VMT, the authors predicted days exceeding rated range for 112,902 light-duty vehicles operating in similar circumstances in the federal fleet using a Support Vector Regressor (SVR). In conclusion, they then used the projections as part of the ZEV Planning and Charging (ZPAC) tool to identify optimal candidates for BEVs for the federal fleet. An anonymized version of ZPAC is included in the supplementary materials.

25 ENERGY STORAGE↗

Detailed Simulation Datasets Quantifying U.S. DOE VTO/HFTO R&D Benefits Across Light- to Heavy-Duty Vehicles

For more than 20 years, Argonne National Laboratory’s Vehicle & Mobility Systems Department has assessed how R&D investments by the U.S. Department of Energy’s Transportation Technologies Office and Alternative Fuels and Feedstocks Office affect vehicle energy use and cost. The analyses are performed using Autonomie, Argonne’s full-vehicle simulation tool for energy consumption, performance, and cost. The study covers five time frames ranging from present day through 2050, with more than 30 vehicle classes and applications (10 light duty and >20 medium and heavy duty), as well as six powertrain configurations (conventional, start-stop, hybrid electric vehicle, plug-in hybrid electric vehicle, battery-electric vehicle, and fuel cell electric vehicle) and five fuels (gasoline, diesel, natural gas, hydrogen, and electricity). Low and high technology uncertainty scenarios have been considered to capture a realistic range of outcomes. The resulting datasets include the assumptions used (i.e., efficiency, $/kWh), vehicle-level data (power, energy, weight, and cost), and outputs such as energy consumption, manufacturer’s suggested retail price, and total cost of ownership. These data are critical to stakeholders working in transportation, technology assessment, and long-term R&D planning.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Electrodeposition of Zinc in Aqueous Electrolytes Containing High Molecular Weight Polymers

Strong polarization of the ion distribution in liquid electrolytes subjected to potential differences exceeding the thermal voltage, V T = kT/e, produces a hydrodynamic instability termed electroconvection at ion-selective interfaces. Electroconvection is desirable in some situations (e.g., electrodialysis) because it promotes mixing in a stagnant electrolyte layer, enhancing the ion flux at a fixed potential difference. It is undesirable in others (e.g., electrodeposition of metals) where early experiments show that convective fluid rolls associated with hydrodynamic instability in bounded electrolytes produce preferential metal deposition at localized regions on an electrode. Such localized deposition drives the family of morphological instabilities loosely termed dendritic electrodeposition. We experimentally investigate the effect of ultrahigh molecular weight polymer additives on the onset conditions and physical characteristics of both instabilities. Direct observations of electrodeposit morphology and tracer particle motions used in tandem with indirect electrokinetic measurements reveal that even at moderate concentrations, the polymer additives have a large beneficial effect in extending the range of electric potentials where stable electrodeposition is observed. Additionally, we report that at polymer concentrations above the entanglement threshold, high molecular weight polymers impart elasticity to liquid electrolytes which dampen electroconvective flow at a cation-selective interface but have at most a minimal effect on the bulk ionic conductivity of the liquid.

25 ENERGY STORAGE↗