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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 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

Modeling Freight Traffic Demand and Highway Networks for Hydrogen Fueling Station Planning: A Case Study of U.S. Interstate 75 Corridor

The use of hydrogen as an alternative transportation fuel has gained much interest in recent years. Hydrogen can be utilized in electric vehicles equipped with hydrogen powertrains (including hydrogen internal combustion engines or fuel cells). Given that most of the freight in the U.S. is transported via diesel trucks, transition to hydrogen fuel would help achieve significant environmental benefits as well as accelerate the decarbonization of the freight transportation sector. This paper presents the methodology and results of a case study on modeling freight traffic demand and highway networks based on publicly available data for the Interstate 75 freight corridor. The purpose of this study is to prepare input traffic and network data that can support the planning of a hydrogen fueling station infrastructure. In particular, the data can be used for siting and characterizing an optimized framework of hydrogen fueling stations from candidate diesel stations along the Interstate 75 corridor. The methodologies developed and presented in this paper may be readily expanded and applied to any transport corridor given the data availability. This paper is the first in a series that will build out a comprehensive model to optimize a consolidated national hydrogen refueling infrastructure eco-system targeted at commercial vehicles.

Uddin, Majbah↗
DOE OSTI2024

Simulation-Based Assessment of Energy Consumption of Alternative Powertrains in Agricultural Tractors

The objectives of this research were to develop simulation models for agricultural tractors with different powertrain technologies and evaluate the energy consumption in typical agricultural operations. Simulation models were developed for conventional, parallel hybrid electric, series hybrid electric, fuel cell hybrid, and battery electric powertrains. Autonomie vehicle simulation software (version 2022) was used for the simulations and the tractor models were simulated in two tilling cycles and in a road transport cycle with a trailer. The alternative powertrains were configured to have at least the same tractive performance as the conventional, diesel engine-powered tractor model. The simulation results showed that the potential of the parallel and series hybrid powertrains to improve energy efficiency depends heavily on the tractor size and the operating cycle conditions. The fuel cell hybrid and battery electric powertrains have a higher potential to reduce energy consumption and emissions but still have inherent technical challenges for practical operation. The battery-powered electric tractor would require improvements in the storage energy density to have a comparable operational performance in comparison to other powertrains. The fuel cell hybrid tractor already provided an adequate operating performance but the availability of hydrogen and refueling infrastructure could be challenging to resolve in the farming context.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Modeling of hydrogen liquefaction using magnetocaloric cycles with permanent magnets

Hydrogen (H 2 ) is promising alternative to replace fossil fuels, but its transport and storage has been challenging. As H 2 fuel cell vehicles are gaining traction, the infrastructure for storing large amounts of liquid H 2 is needed. However, liquid H 2 would suffer from boil-off loss, and traditional vapor compression refrigeration systems would not be able to economically recover the lost H 2 due to the low efficiencies at cryogenic temperature. Magnetocaloric (MC) refrigeration systems could possess much higher coefficient of performance (COP) at cryogenic temperature compared to the vapor compression ones. Previous work on cryogenic MC systems, however, have only focused on large scale applications which use superconducting magnets to provide a large magnetic field but are prohibitively expensive to operate for small scale applications, such as that of a H 2 refilling station. In this work, we model the performance of a MC refrigeration cycle using 1-Tesla permanent magnets for H 2 liquefaction, with the objective of cooling H 2 from 80 K (using liquid nitrogen as the heat sink) to 20 K (boiling point of hydrogen). We evaluate main performance metrics including the total work input to the refrigeration system, COP, total MCM mass in the system, and total volume of the permanent magnets, etc. Our modeling results indicate that such a permanent magnet-based MC cooling system is feasible for small-scale H 2 liquefaction, with projected COP values significantly higher than those of vapor compression systems. In conclusion, this work provides design guidelines for future experimental efforts on permanent magnet MC cooling systems for cryogenic cooling.

08 HYDROGEN↗
DOE OSTI2019

City and County Vehicle Inventories

This light-duty vehicle inventory dataset provides information on vehicle registrations by vehicle type (car vs. truck), fuel type, and model year showing the changes in adoption trends over time and average fuel economies. This data is part of a suite of state and local energy profile data available at the "State and Local Energy Profile Data Suite" link below and builds on Cities-LEAP energy modeling, available at the "EERE Cities-LEAP Page" link below. Examples of how to use the data to inform energy planning can be found at the "Example Uses" link below.

Alternative Fuel↗
DOE OSTI2025

Impact of Regional and Seasonal Characteristics on Battery Electric Vehicle Operational Costs in the U.S.

This study investigates the operational cost competitiveness of battery electric vehicles (BEVs) in the United States, considering regional climates, energy prices, and driving patterns. By comparing BEVs with plug-in hybrid electric vehicles (PHEVs), hybrid electric vehicles (HEVs), and the alternative use of BEVs and conventional vehicles (Convs), the analysis incorporates thermal dynamometer tests, real-world vehicle miles traveled (VMT), and state-specific energy prices. Using detailed simulations, the study evaluates energy consumption across varying temperatures and driving distances. The findings reveal that, while BEVs remain cost-effective for short trips in moderate climates, PHEVs are more economical for long-range trips and cold environments, due to the excessive cost of using external direct current fast chargers (DCFCs) and reduced BEV efficiency at low temperatures. HEVs are identified as the most cost-efficient option in regions like New England, characterized by high residential electricity prices. These insights are critical for shaping vehicle electrification strategies, particularly under diverse regional and seasonal conditions, and for advancing policies on alternative energy and fuels.

Kim, Kyung-Ho (ORCID:0009000450851732)↗
DOE OSTI2020

Fleet Compliance Annual Report (MY 2018, FY2019)

The U.S. Department of Energy (DOE) regulates covered state government and alternative fuel provider fleets, pursuant to the Energy Policy Act of 1992 (EPAct), as amended. For model year (MY) 2018, the compliance rate with this program for the more than 311 reporting fleets was 100%. Fleets used either Standard Compliance or Alternative Compliance reporting methods.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2023

Investigating Combinations of Alkali Metal Oxides and Hydrogenation Catalysts for Reactive Capture of CO2 to Useful C1 Products

As the world endures environmental crises associated with climate change and the rise of atmospheric CO2 concentrations from anthropogenic CO2 emission, carbon capture and utilization (CCU) technologies are increasingly necessary. Reactive carbon capture (RCC) technologies, in which capture and conversion of CO2 occur in a single reactor, are more energetically and economically attractive by avoiding the need to purify, compress, and transport the captured CO2. To this end, dual function materials (DFMs) - composed of sorbents and catalysts co-dispersed on the same high surface area carrier - have been developed. The sorbent component allows for selective capture of CO2 from a gas stream and the catalyst component subsequently performs the in-situ conversion of the adsorbed CO2 upon introduction of a reactive gas (typically H2). The end product of the most established DFM, comprised of Ru and/or Ni with an alkaline sorbent, is methane via the CO2 methanation reaction. While renewable methane would be an excellent transition fuel, fossil methane is inexpensive (averaging $2.57/MMBTU in pre-pandemic 2019) and the economics of renewable methane utilization are noncompetitive. This requires the design and investigation of DFMs that enable CO2 capture and conversion to more valuable and more useful C1 products like CO or methanol (average price of methanol was $20.61/MMBTU in pre-pandemic 2019). These products can then be further upgraded to high energy density synthetic fuels, and related carbonaceous products, for more sustainable alternatives in industries that are difficult to decarbonize, specifically heavy duty vehicles and aviation. Herein, we report various sorbent + catalyst combinations to achieve the production of useful C1 products through reactive capture of CO2.

carbon capture↗
DOE OSTI2021

History of Ethanol Fuel Adoption in the United States: Policy, Economics, and Logistics

Ethanol has the achieved the greatest market share of all the alternative transportation fuels that have been researched, developed, and deployed in the US. There are multiple lessons to be learned from the history of ethanol adoption that can be applied to future fuels and products. Ethanol has replaced portions of gasoline in three main blend levels, with corresponding vehicles, equipment, benefits, and policies. The first is E10, which has replaced nearly all pure gasoline (E0) sold in the United States today (U.S. Energy Information Administration 2015). This was brought about through generations of policies that were motivated by multiple factors related to engine performance, energy security, health, air quality, and climate protection. Ethanol's high octane has been a consistent driver of the fuel because this enables higher performance engines. Early policies (1973-1979) were largely motivated by the desire to reduce dependence on petroleum sourced from members of the Organization of the Petroleum Exporting Countries, or OPEC. Fuel policy in the 1980s was largely in pursuit of promoting octane number enhancers that could replace lead. Criteria pollutant reduction was the overarching goal of actions taken from 1990 to 2005. From 2005 to the present, fuel policy has been largely motivated by energy security and climate protection goals. These policies were usually technology-agnostic and promoted multiple fuels and additives during each period. However, ethanol is the only fuel identified that is cost effective with qualities that enabled it to prosper in the policy environments of all four of these periods.The second market for ethanol is via 85% ethanol (E85). This fuel has the advantage of a greater concentration of ethanol but the disadvantage of not being compatible with regular gasoline vehicles. Instead, it can only be used in flexible-fuel vehicle (FFVs), which can use every blend level from E0 to E85. Therefore, much of the effort to increase E85 consumption has been aimed at incentivizing automakers to manufacture FFVs, drivers to purchase FFVs, and fueling stations to equip themselves to sell E85.The third, and newest, market through which ethanol is consumed is 15% ethanol (E15), which builds upon the E10 market to increase ethanol consumption by common gasoline vehicles. Efforts to create the E15 market consisted largely of testing vehicles and refueling equipment for compatibility, creating waivers to allow the use of E15, placing requirements on E15 retailers, and incentivizing retailers to equip themselves to purchase E15.

09 BIOMASS FUELS↗
DOE OSTI2021

Propane Basics

Propane powers nearly 60,000 vehicles in the United States. Fleets around the United States have successfully implemented propane vehicles in many types of applications, including school buses, shuttle buses, step vans, and law enforcement vehicles. Propane is also frequently used in off-road applications, such as forklifts, commercial landscape mowers and equipment, and other farm equipment. The advantages of propane include its domestic availability, performance, and emissions benefits.

47 OTHER INSTRUMENTATION↗
DOE OSTI2021

Clean Cities Coalitions 2020 Activity Report

The U.S. Department of Energy's (DOE) Office of Energy Efficiency and Renewable Energy's Vehicle Technologies Office (VTO) works with local Clean Cities coalitions across the country as part of its Technology Integration Program. These efforts help businesses and consumers make smarter/more-informed transportation energy choices that can save energy, lower costs, reduce reliance on imported oil, and reduce air emissions. This report summarizes the success and impact of coalition activities based on data and information provided in their annual progress reports.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Clean Cities Coalitions 2019 Activity Report

The U.S. Department of Energy’s (DOE) Office of Energy Efficiency and Renewable Energy’s Vehicle Technologies Office (VTO) works with local Clean Cities coalitions across the country as part of its Technology Integration Program. These efforts help businesses and consumers make smarter/more-informed transportation energy choices that can save energy, lower costs, reduce reliance on imported oil, and reduce air emissions. This report summarizes the success and impact of coalition activities based on data and information provided in their annual progress reports.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

Utility Finder (U-Finder) Tool

U-Finder allows users to search for and identify local utility partners and electric vehicle charger incentives by state or ZIP code. U-Finder pulls from the Homeland Infrastructure Foundation-Level Database of Electric Retail Service Territories to identify utility service territories. Utility incentive listings are provided by utility associations, and state government incentive listings are pulled from the Alternative Fuels Data Center Laws and Incentives website. ![U Finder landing page](ufinder-landing.png)

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

Collaboration to Enable Higher Penetrations of Solar Power Generation Using the Natural Gas Pipeline System for Energy Storage (CRADA CRD-14-00567)

This unique project explored one possible solution for photovoltaic (PV) generation to become a reliable and dispatchable energy resource similar to conventional baseload fossil fuel electricity generation. Solar power generation is a renewable resource that varies naturally from day-to-day as well as seasonally. To use solar power as a baseload generation asset requires a flexible storage system that can recover power on both a daily and seasonal basis. Converting solar power to natural gas (i.e., first to hydrogen and then to methane) and having access to utility-scale storage in the natural gas network has the potential to make solar power generation a baseload asset. This will: 1) Increase the net energy yield from solar resources by increasing the effective capacity factor and maximize the energy produced during the assets’ lifetimes. 2) Improve the economics of energy storage for solar project developers, thereby accelerating the deployment of new solar generation. 3) Reduce the impact of increasing solar penetration on congestion of the electrical transmission system by shifting power delivery in time using the gas pipeline network for long-duration storage. 4) Reduce the impact of increasing solar generation on electrical distribution system control. 5) Offer alternative revenue sources for solar power generation beyond electricity including: hydrogen (H 2 ) production for stationary fuel cells and fuel cell electric vehicles, conversion of carbon dioxide (CO 2 ) to methane (CH 4 ) as a direct drop-in replacement for fossil natural gas use, and transmission as high volumetrically-dense CH 4 for use in transportation, heating, power generation, chemical production or conversion back to H2 at the point of use. Additional work was added to this CRADA in modification 4 having a primary objective to characterize the performance of the electrolyzer, Southern California Gas (SoCalGas) bioreactor and balance of plant to demonstrate production of renewable natural gas (RNG) from renewable H 2 and CO 2 using single-cell, self-replicating organisms. The additional scope of work allowed researchers to ramp up gas flowrates and pressure of the system over the designed range to grow the cells and begin to show the load-following capabilities of this anaerobic gas fermentation process. These activities enabled the research team to predict system performance at much greater scales; namely 10’s of mega-watts (MWs) of electrolyzer nameplate capacity.

14 SOLAR ENERGY↗
DOE OSTI2021

Alternative Fuels Data Center Fuel Properties Comparison

This chart compares the physical fuel properties and considerations associated with gasoline/E10, low sulfur diesel, biodiesel, propane, compressed natural gas, liquefied natural gas, ethanol, methanol, hydrogen, and electricity for use as vehicle fuels.

47 OTHER INSTRUMENTATION↗
DOE OSTI2023

Is Clean Hydrogen Production a Good Fit for Questa? Intermediate Feasibility Study Results

NREL conducted a feasibility study for a clean hydrogen production facility that would be located in Questa, New Mexico. This slide deck presents the history of the coalition of stakeholders that received NREL technical assistance through the Department of Energy's Communities Leading Energy Action Program. It describes how hydrogen is generated and its end uses. It describes two conceptual applications explored in the feasibility analysis, a grid-tied power generation and long-term storage application and a heavy-duty vehicle fueling application. The presentation details the configuration of these to applications in the Questa pilot facility, including system components, required inputs (water, electricity, and land for pv generation), and outputs in kilograms of hydrogen, megawatt hours of power delivered, and hours of vehicle hours of operation. The presentation addresses key concerns raised by groups engaged through a public outreach process, including safety, health, and environmental issues; water use; visual impacts; and costs and alternatives.

heavy-duty vehicle fueling↗
DOE OSTI2023

Clean Cities Coalitions: Advancing Affordable, Domestic Transportation Fuels and Technologies Across the Country

A coordinated group of more than 75 active coalitions serve as the foundation of Clean Cities, working in communities across the country to help local decision makers and fleets understand and implement alternative and renewable fuels, idle-reduction measures, fuel economy improvements, new mobility choices, and emerging transportation technologies. The U.S. Department of Energy's (DOE) Vehicle Technologies Office (VTO) facilitates national coordination of the coalitions through its Technology Integration Program. Together, Clean Cities coalitions and VTO focus on advancing affordable, domestic transportation fuels, energy efficient mobility systems, and other fuel-saving technologies and practices.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Alternative Fuels Data Center Fuel Properties Comparison

This chart compares the physical fuel properties and considerations associated with gasoline/E10, low sulfur diesel, biodiesel, renewable diesel, propane, compressed natural gas, liquefied natural gas, ethanol, methanol, hydrogen, and electricity for use as vehicle fuels.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Analyzing School Bus Electrification in Richmond, Virginia

School buses are an essential component of the transportation infrastructure, serving as a lifeline for students across the globe. However, the widespread use of diesel school buses has raised concerns about the health impact on millions of students exposed to harmful emissions daily. Recognizing this issue, school districts worldwide are urgently seeking cleaner energy alternatives. Electric school buses emerge as an environmentally friendly and sustainable option, fostering a healthier environment for both students and communities. However, school bus electrification faces the challenges of high upfront cost, cumbersome charging management, and constraints from power grids. To help school bus operators address those challenges, this study presents a data-driven analysis for school bus electrification. This study considered a real-world school bus system in Richmond, VA, and developed a mathematical programming model to analyze the system design, charging strategies, and charging load profiles for the electrification scenario. The study evaluated different charging strategies based on model outcomes, aiming to optimize efficiency and effectiveness. Ultimately, this research generated electric school bus charging demand profiles under various scenarios, shedding light on the feasibility and implications of transitioning to electric-powered school buses.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗