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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 19 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2026

On High-Temperature Dynamometer Test Stand Development

RePED is a novel prototype alternator that has been designed and built to operate at 35 kW under 250 degrees C ambient temperature conditions. The operating efficiency will be measured using a 225-kW motor to drive the machine in a back-to-back configuration. The goal is to determine if the RePED alternator can deliver 35 kW at a rotational speed of 1,000 rpm while operating in 250 degrees C ambient temperature and have a minimum efficiency of 60%. Dynamometer testing of a high-temperature alternator for geothermal drilling presents several unique challenges, especially around maintaining and managing the various sources and types of energy passing through the system without impacting data quality. The objectives of this report are to (1) describe the test stand in detail, the relative orientation of each major component, and the data acquisition system and (2) discuss the behavior of the test stand components such that this report can serve as a reference document for future projects.

15 GEOTHERMAL ENERGY↗
DOE OSTI2023

Assessing the National Off-Cycle Benefits of 2-Layer HVAC Technology Using Dynamometer Testing and a National Simulation Framework

Some CO2-reducing technologies have real-world benefits not captured by regulatory testing methods. This paper documents a two-layer heating, ventilation, and air-conditioning (HVAC) system that facilitates faster engine warmup through strategic increased air recirculation. The performance of this technology was assessed on a 2020 Hyundai Sonata. Empirical performance of the technology was obtained through dynamometer tests at Argonne National Laboratory. Performance of the vehicle across multiple cycles and cell ambient temperatures with the two-layer technology active and inactive indicated fuel consumption reduction in nearly all cases. A thermally sensitive powertrain model, the National Renewable Energy Laboratory's FASTSim Hot, was calibrated and validated against vehicle testing data. The developed model included the engine, cabin, and HVAC system controls. Validation of component thermal models and engine efficiency ensured accurate thermal dynamics, fuel consumption, and two-layer benefit. The real-world benefit of the two-layer technology was calculated by simulating the validated powertrain model across a representative test matrix comparing performance with and without the two-layer system. Simulation across the test matrix revealed a real-world representative benefit of 0.0835%. Analysis of test matrix results at the regional level revealed the most benefit in cold climates and rural regions. Mean results across cycle length sensitivity simulations revealed a larger real-world benefit of 0.0872%. These benefit values can be considered a more accurate assessment of real-world technology performance. Future work is planned to explore the requisite number of drive cycles to ensure the full technology benefit is captured.

2-layer↗
DOE OSTI2023

Analysis of Uncertainty Impacts on Emissions and Fuel Economy Evaluation for Chassis Dynamometer Testing

This study illustrates a methodology for quantifying the uncertainties encountered in the measurement of tailpipe emissions and in the fuel consumption measurements for light-duty conventional vehicles tested on a four-wheel drive chassis dynamometer. The study leverages high-fidelity experimental data collected over three standard drive cycles, UDDS, HWY and US06, intended to simulate a wide range of operating conditions. Here, a method is developed to estimate the measurement uncertainties in fuel consumption for a test cycle, which occur due to the accumulation of measurement uncertainties propagated through the system. The uncertainty determination model uses statistical analysis and standard propagation techniques to evaluate and combine the uncertainties introduced from various sources (including the vehicle, chassis dynamometer, driver, and instrumentation). The analysis also examines three different experimental methods for determining the fuel consumption: 1) carbon mass balance, 2) volumetric fuel scale and 3) gravimetric fuel scale, and takes into consideration the properties of the instrumentation used. The results show that the most significant influence on the determination of the emissions comes from the concentration measurement, and similarly the biggest impact on the total fuel consumption uncertainty comes from the uncertainty in the determination of the carbon dioxide mass, due to the large presence of this pollutant in the overall emissions. It was found that the fuel consumption uncertainties are in the range of ±1-2% for all three methods analyzed, with the lowest values being obtained for measurements performed using the gravimetric method for all three drive cycles considered.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Automotive fuel cell stack and system efficiency and fuel consumption based on vehicle testing on a chassis dynamometer at minus 18 °C to positive 35 °C temperatures

In this work we present an in-depth laboratory technology assessment of a 2016 Toyota Mirai Fuel Cell (FC) vehicle based on chassis dynamometer testing. The 114.6 kW FC stack has a high dynamic response, which makes this powertrain a FC-dominant hybrid electric vehicle. The measured peak efficiency is 66.0% FC stack and 63.7% FC system with an idle hydrogen flow rate of 4.39 g/hr. The high FC system efficiencies at low loads match typical vehicle power spectrums, resulting in a high average vehicle efficiency of 62% compared to 45% and 23% for a hybrid electric vehicle and a conventional vehicle, respectively. An energy breakdown accounts for the FC stack losses, FC system losses, air compressor loads, and heater loads for different drive cycles and different thermal conditions. The cold-start North American city drive cycle (UDDS) energy consumption values are, respectively, 758, 581, 226, and 321 Wh/km at ambient conditions of -18 degrees C, -7 degrees C, -25 degrees C and 35 degrees C with 850 W/m 2 of solar loading. The FC system shutdown and startup processes at temperatures below the freezing point contribute to the increased hydrogen consumption. Additionally, the raw test data files are available for download, thus providing the research community with a public reference data on a modern production automotive FC system.

08 HYDROGEN↗
DOE OSTI2021

Using Ionic Liquid Additive to Enhance Lubricating Performance for Low-Viscosity Engine Oil

Energy efficient lubricants are essential for sustainable transportation, and the trend is to develop and implement lower viscosity lubricants with more effective additives. Ionic liquids (ILs) have been reported as candidate additives with superior friction and wear reducing capabilities. Unlike most literature relying on bench-scale testing of simple oil–IL blends, this study produced low-viscosity (SAE 0W-12) fully formulated engine oils using a phosphonium-organophosphate IL as an antiwear additive and evaluated them in both bench-scale tribological testing and full-scale fired engine dynamometer testing. The experimental formulation containing a combination of ZDDP and IL outperformed the formulations using either ZDDP or IL alone, as well as a commercial SAE 0W-20 engine oil in terms of mitigating boundary friction, wear, and contact fatigue-induced micropitting. Furthermore, racing engine dynamometer tests demonstrated 3–4 °C lower oil temperature, 4–5 ft-lbs higher horsepower output, and up to 9.9% better fuel economy for the IL-containing SAE 0W-12 experimental oil compared with selected commercial SAE 5W-30 and 0W-20 engine oils.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2024

TEAMER: Performance mapping of Re Vision's Persistance PTO

Contains datasets from experimental measurements that were used to validate Re Vision's Persistence PTO's efficiency and performance. These measurements were obtained using a dynamometer test bench setup. The data includes open-circuit voltage and loss measurements to validate machine characteristics, efficiency mapping tests to determine the generator's performance mapping, and efficiency mapping tests to determine the converter's efficiency over the feasible operating range. This data was collected between June 2023 and September 2023. The data was collected at the National Renewable Energy Laboratory's Flatirons Campus, Colorado, United States. The data was collected using NREL's 5-kW dynamometer test bench, equipped with a torque sensor and various voltage and current sensors fed to a dedicated data acquisition system. Units for the data are included in the data file headers for each data series. A text editor or spreadsheet software such as Excel is required to view the *.csv data. The data are also provided in *.mat files. To view data plots, a Matlab script with *.mat files are provided.

16 TIDAL AND WAVE POWER↗
DOE OSTI2023

Demonstration of Ego Vehicle and System Level Benefits of Eco-Driving on Chassis Dynamometer

Eco-Driving with connected and automated vehicles has shown potential to reduce energy consumption of an individual (i.e., ego) vehicle by up to 15%. In a project funded by ARPA-E, a team led by Southwest Research Institute demonstrated an 8-12% reduction in energy consumption on a 2017 Prius Prime. This was demonstrated in simulation as well as chassis dynamometer testing. The authors presented a simulation study that demonstrated corridor-level energy consumption improvements by about 15%. This study was performed by modeling a six-kilometer-long urban corridor in Columbus, Ohio for traffic simulations. Five powertrain models consisting of two battery electric vehicles (BEVs), a hybrid electric vehicle (HEV), and two internal combustion engine (ICE) powered vehicles were developed. The design of experiment consisted of sweeps for various levels of traffic, penetration of smart vehicles, penetration of technology, and powertrain electrification. The large-scale simulation study consisted of doing approximately 96,000 powertrain simulations. A sophisticated clustering scheme was built and utilized to down select representative traces for each scenario from the simulation study for vehicle testing on a chassis dynamometer. Furthermore, this paper provides a summary of individual ego vehicle testing as well as a comprehensive overview of the method utilized for down selecting representative traces from large scale simulation studies that can be used to quantify corridor level benefits. Vehicle test results along with corresponding analyses are presented.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Oil miscible phosphonium-phosphate ionic liquid as novel antiwear and antipitting additive for low-viscosity rear axle lubricants

Here we explored the feasibility of using a phosphonium phosphate ionic liquid as a candidate anti-wear and anti-pitting additive for rear axle lubricant. This particular IL was first added to a VHVI8 base oil at 2–3% concentration and demonstrated effective surface protection for wear and micro-cracking under rolling-sliding contacts. The promising results directed to a step further to produce a series of IL-containing low-viscosity (about a half of SAE 75W-90) fully formulated gear oils. Selected IL-containing experimental oils showed superior mitigation of rolling contact fatigue to a commercial SAE 75W-90 gear oil in bench-scale rolling-sliding tests. Full-scale hub dynamometer tests were then conducted and demonstrated more than 3% power output and torque generation for an IL-containing low-viscosity gear oil benchmarked against commercial baselines.

36 MATERIALS SCIENCE↗
DOE OSTI2020

Real-World Evaluation of National Energy Efficiency Potential of Cold Storage Evaporator Technology in the Context of Engine Start-Stop Systems

National concerns over energy consumption and emissions from the transportation sector have prompted regulatory agencies to implement aggressive fuel economy targets for light-duty vehicles through the U.S. National Highway Traffic Safety Administration/Environmental Protection Agency (EPA) Corporate Average Fuel Economy (CAFE) program. Automotive manufacturers have responded by bringing competitive technologies to market that maximize efficiency while meeting or exceeding consumer performance and comfort expectations. In a collaborative effort among Toyota Motor Corporation, Argonne National Laboratory (ANL), and the National Renewable Energy Laboratory (NREL), the real-world savings of one such technology is evaluated. A commercially available Toyota Highlander equipped with two-phase cold storage technology was tested at ANL’s chassis dynamometer testing facility. The cold storage technology maintains the thermal state of air-conditioning evaporators to enable longer and more frequent engine-off operation in vehicles equipped with start-stop functionality. Test results were analyzed and provided to NREL where a novel simulation framework was developed and calibrated to the test data. The vehicle model was then exercised over a large set of real-world drive cycle and ambient condition data to estimate national-level fuel economy benefits. Results indicate that the cold storage evaporator provided national fuel consumption reductions of 0.113% relative to a conventional evaporator in the same vehicle. In addition, when the cold storage evaporator engine stop/start was enabled for any temperature and the baseline was limited to the EPA menu, Start and Stop credit assumption of 27°C, a national fuel savings of 0.497% was found. Fuel savings resulted from a combination of extended engine-off duration during idle events and increased frequency of deceleration fuel cutoff, both enabled by the ability of the cold storage evaporator to maintain thermal state in situations where air conditioning is active.

DIRECT ENERGY CONVERSION↗
DOE OSTI2025

Electrical Validation Testing for ORPC MHK Generator, Modification 6: ORPC SBV for MHK Generator System (CRADA Final Report)

For the U.S. Department of Energy’s (DOE) 2016 Small Business Voucher for Marine and Hydrokinetic (MHK) System, Second Round 2016, ORPC intends to work with the National Renewable Energy Laboratory (NREL) to perform dynamometer testing of the MHK generator systems and its associated controls and inverters. ORPC will provide the generator, variable frequency drives (VFD), controls, and inverter for this testing. NREL will utilize the NREL Energy Systems Integration Facility (ESIF) and dynamometer facilities at the National Wind Technology Center (NWTC) for this work. Modification 6: Additionally, NREL will conduct a feasibility study for implementing passive DC rectification at the turbine.

17 WIND ENERGY↗
DOE OSTI2021

A Deterministic Multivariate Clustering Method for Drive Cycle Generation from In-Use Vehicle Data

Accurately characterizing vehicle drive cycles plays a fundamental role in assessing the performance of new vehicle technologies. Repeatable, short duration representative drive cycles facilitate more informed decision making, resulting in improved test procedures and more successful vehicle designs. With continued growth in the deployment of onboard telematics systems employing global positioning systems (GPS), large scale, low cost collection of real-world vehicle drive cycle data has become a reality. As a result of these technological advances, researchers, designers, and engineers are no longer constrained by lack of operating data when developing and optimizing technology, but rather by resources available for testing and simulation. Experimental testing is expensive and time consuming, therefore the need exists for a fast and accurate means of generating representative cycles from large volumes of real-world driving data. This paper explores the development and initial validation of a method of generating representative drive cycles from large collections of real-world vehicle data using a deterministic multivariate clustering approach. Starting with theory and diving into the methodology behind representative cycle generation, the paper aims to also present graphical and tabular results of initial validation via vehicle simulation and chassis dynamometer testing. Additional topics for further research and areas for ongoing development will also be presented.

47 OTHER INSTRUMENTATION↗
DOE OSTI2022

Evaluation of dynamic testing of full-scale wind turbine drivetrains with hardware-in-the-loop

Dynamometer testing of full-scale wind turbine drivetrains involves subjecting integrated components to extreme static loads, fatigue loads, or dynamic loads to replicate field conditions. This paper provides a detailed evaluation of the uncertainty and errors in applied loads and measured responses, and their magnitude relative to established repeatability bounds for a drivetrain subjected to static and dynamic loads on the 7.5 MW test bench at the Clemson University Wind Turbine Drivetrain Testing Facility. An ideal drivetrain simulation model is utilized to isolate the influence of load tracking errors on test article responses. It is shown that the test article response variations are mainly driven by run out and clearances inherent to the drivetrain. For the dynamic profiles, the load tracking errors are within acceptable limits. Furthermore, a frequency analysis is used to show that the test bench controller tracking performance is acceptable for profiles with frequency content up to 1.5 Hz.

17 WIND ENERGY↗
DOE OSTI2020

Integrated friction reduction technology to improve fuel economy without sacrificing durability

This project aims to develop fuel economy technologies to minimize parasitic losses within vehicle engines and drivetrains by improving fuel economy at least 2% for 2014 legacy vehicles and 2018 vehicles without adverse impacts on engine durability. The tools used are advanced low viscosity lubricants and surface material technologies, including surface textures, and coatings. Working with industrial partners, an experimental fuel efficient low viscosity lubricant was developed, verified by ASTM fuel economy engine test for 2014 vehicle population. An ultralow viscosity lubricant was also developed for 2018 engines, demonstrated by engine chassis dynamometer tests. Surface texturing of engine components was also conducted, and in engine testing, confirmed the textured engine developed more torque and power while the textures largely stayed intact after the test.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Development of Ionic Liquid-Additized, GF-5/6 Compatible Low-Viscosity Oils for Automotive Engine and Rear Axle Lubrication for 4% Improved Fuel Economy

This joint project among ORNL, GM, and DRO successfully developed ionic liquid-additized low viscosity lubricants, SAE 0W-12 and 70W-80, for both IC engine and rear axle lubrication, respectively, and demonstrated combined vehicle fuel economy improvement (FEI). Phosphonium-alkylphosphate ILs have been found to be the most effective among the candidates in protecting surface damage from both sliding wear and rolling contact fatigue, and optimal IL concentrations have been determined. The IL’s impact on three-way catalyst seems to be significantly less adverse than the conventional ZDDP. Oil formulations were optimized for both energy efficiency and wear protection. Tribological bench testing of the IL-additized low-viscosity oils showed at least 40% lower boundary friction, more than 60% lower elastohydrodynamic friction, and greater than 50% less wear compared with commercial baselines. IL-additized lubricants have demonstrated FEI by 9.9% in engine dynamometer tests under extreme conditions and 6.9% increased power output in gear rig tests. Prototype IL-additized engine oil and rear axle fluid exhibited combined FEI of 1.39% and 3.24% benchmarked against the state-of-the-art baselines in vehicle testing of fresh oils under the Federal Test Procedure (FTP) city cycle and Highway Fuel Economy Driving Schedule (HWFET), respectively. Used oil analysis suggested that the IL-additized low-viscosity oils produced less wear than the commercial baselines. The gained fundamental understanding and demonstrated FEI in this work pave the way for future development and implementation of the ionic liquid technology.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2024

Performance Testing of an Integrated Magnetic Power Take-Off

A wave energy converter (WEC) and the power take-off (PTO) generator system can be represented by using a mass-spring-dampener model. By incorporating a negative stiffness spring within the PTO, the overall stiffness of the PTO can be lowered allowing the impedance of the PTO to be more closely matched with the WEC. By designing for impedance matching the WEC can greatly enhance its power generation capability. This project has involved the design, fabrication and testing of a new type of linear-stroke length and rotary stroke length adjustable negative stiffness magnetic springs for use within a wave energy converter (WEC). The magnetic springs were studied by using 3-D finite element analysis with the objective of creating high energy density and a long linear stroke length. After the construction and testing of both a proof-of-principle adjustable linear and rotary magnetic spring prototype the rotary (torsional) magnetic spring was selected for scaling up analysis. The selected scaled-up proof-of-principle magnetic spring had a peak torque of 850 Nm with a ±45 degree stroke length. By translating the inner rotor relative to the outer rotor, the stiffness could be adjusted to be either negative or positive stiffness. During this project a magnetic lead screw was also studied, and it was shown that by combining the magnetic lead screw with a linearly translating magnetic spring a very long rotary stroke length could be attained. However, as the magnetic lead screw increased complexity and reduced overall energy density relative to a rotary (torsional) spring, this design approach was not further pursed. Dynamometer testing of the variable stiffness magnetic springs was first completed by Portland State University and following this the magnetic spring performance was independently verified by Sandia National Laboratory (Sandia). A WEC analysis when using a variable stiffness magnetic spring was completed by using the WecOptTool. WecOptTool is an open-source WEC optimization software developed by Sandia that supports efficient power take-off (PTO) and control optimization. Wave condition data from the Oregon PacWave test-site was used in this study. The analysis showed that a WEC with a tunable stiffness value could consistently achieve about 80% of its maximum theoretical power production. The use of a tunable stiffness WEC, rather than zero-stiffness or a constant stiffness WEC was also shown to lead to a smaller maximum PTO force requirement. The variable stiffness magnetic spring was integrated into an experimental WEC developed by Sandia, called a Wave-Bot. Sandia successfully completed water-tank testing of the Wave-Bot at the Navy’s Carderock, Maryland, wave-basin test site. The wave-basin testing helped to experimentally demonstrate the operating capabilities and increased power generation capability of a WEC containing an integrated variable stiffness magnetic spring. A WEC capacity factor analysis was also completed. The capacity factor was defined as the ratio of annual average WEC generator power to the maximum (RMS) generated power. This capacity factor provided a means of identifying the ratio of potential revenue to cost. It was calculated that if a tunable variable stiffness magnetic spring has RMS constraints it could operate with a capacity factor above 30%. This is comparable to a wind turbine’s capacity factor.

16 TIDAL AND WAVE POWER↗
DOE OSTI2025

Effects of ambient temperature on electric vehicle range considering battery Performance, powertrain Efficiency, and HVAC load

Here, this study investigates the impact of ambient temperature on the range of electric vehicles (EVs) by analyzing its effects on usable battery energy (UBE), heating, ventilation, and air conditioning (HVAC) energy consumption, and powertrain energy losses. Chassis dynamometer tests within a thermal chamber were conducted under various temperature conditions to investigate these impacts. The results indicate that lower temperatures lead to a decrease in UBE for lithium-ion batteries in EVs. At −18 °C, the UBE exhibited reductions of 4---8 % compared to the UBE at 22 °C. Battery thermal management strategies significantly affected the UBE loss, with different strategies resulting in distinct UBE reductions. HVAC energy consumption, especially for interior heating, proved to be the most dominant variable affecting EV driving range. Larger discrepancies between the HVAC target temperature (22 °C) and the ambient temperature increased HVAC energy usage. The type of HVAC system also influenced energy consumption, where EVs equipped with heat pumps demonstrated lower energy consumption for heating compared to those relying solely on resistance heaters. Ambient temperature also influenced motor energy consumption due to increased frictions, powertrain losses and tire rolling resistance at lower temperatures; consequently, regenerative braking energy decreased in cold conditions. Combining these effects influenced the overall energy consumption and driving range of EVs. At −18 °C, the driving range saw a substantial decrease of up to 60 % compared to 22 °C, while a slight decrease was observed at 35 °C.

Ambient Temperature↗
DOE OSTI2020

Energy Consumption and Cost Reduction of Future Light-Duty Vehicles through Advanced Vehicle Technologies: A Modeling Simulation Study Through 2050

The U.S. Department of Energy’s (DOE’s) Vehicle Technologies Office (VTO) and Hydrogen and Fuel Cell Technologies Office (HFTO) aim to develop sustainable, affordable and efficient technologies for transportation of goods and people. Translating investments in advanced transportation component technologies and powertrains to estimate vehicle-level fuel savings potential is critical for understanding DOE’s impact. In this work, we simulated technologies funded by VTO and HFTO for light duty vehicles. The simulations were performed across: Multiple powertrain configurations (i.e., conventional, power-split, extended-range electric vehicle, battery electric drive, and fuel-cell vehicles), Vehicle classes (i.e., compact car, midsize car, small sport utility vehicle [SUV], midsize SUV, and pickup trucks); and Fuels (i.e., gasoline, diesel, hydrogen, and battery electricity). These various technologies are assessed for six different timeframes: laboratory years 2015, 2020, 2025, 2030, and 2045. A delay of 5 years is assumed between laboratory year and model year (year technology is introduced into production). Finally, uncertainties are included for both technology performance and cost aspects by considering two cases: Low case, aligned with DOE technology manager estimates of expected original equipment manufacturer (OEM) improvements based on regulations, business as usual; and High case, aligned with aggressive technology advancements based on R&D targets developed through support by VTO & HFTO. These scenarios are not intended as predictions of future performances. The energy and cost impact of different technologies were estimated using Autonomie (www.autonomie.net), Argonne vehicle system simulation tool. Autonomie is a state-of-the-art vehicle system simulation tool used to assess the energy consumption, performance and cost of multiple advanced vehicle technologies across classes (from light to heavy duty), powertrains (from conventional to HEVs, FCEVs, PHEVs and BEVs), components and control strategies. Autonomie is packaged with a complete set of vehicle models for a wide range of vehicle classes, powertrain configurations and component technologies, including vehicle level and component level controls. These controls were developed and calibrated using dynamometer test data. Autonomie has been used to support a wide range of studies including analyzing various component technologies, sizing powertrains components for different vehicle requirements, comparing the benefits of powertrain configurations, optimizing both heuristic and route based vehicle energy control and predicting transportation energy use when paired with a traffic modeling tool such as POLARIS. This report documents the assumptions and estimates the vehicle-level energy consumption benefits and associated technology costs for the various types of light duty vehicles. All details of vehicle assumptions and simulation results are available in the spreadsheets accompanying this report.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

A Comprehensive Simulation Study to Evaluate Future Vehicle Energy and Cost Reduction Potential

Under the umbrella of EERE’s Office of Sustainable Transportation, the U.S. Department of Energy’s (DOE) Vehicle Technologies Office (VTO) and Hydrogen and Fuel Cell Technologies Office (HFTO) seek to develop sustainable, affordable, and efficient technologies for transportation of goods and people. Translating investments in advanced transportation component technologies and powertrains to estimate the potential for vehicle-level fuel savings is critical to understanding DOE’s impact and success in this mission For this study, Argonne National Laboratory (Argonne) simulated technologies funded by VTO and HFTO for light-duty vehicles across the following: Powertrain configurations (conventional, power-split hybrid electric vehicle, extended-range electric vehicle, battery electric drive, and fuel-cell vehicles); Vehicle classes (compact car, mid-size car, small sport utility vehicle [SUV], mid-size SUV, and pickup truck); Fuels (gasoline, diesel, natural gas, hydrogen, and battery electricity). We assessed each technology for five different timeframes: laboratory years 2015 (reference), 2020, 2025, 2030, and 2045. We assumed a delay of 5 years between laboratory year and model year (i.e., the year the technology is introduced into production). Finally, we included uncertainties for both technology performance and cost by considering two cases (note that these cases are not intended as predictions of future performance): Low case , aligned with DOE technology manager estimates of expected original equipment manufacturer (OEM) improvements based on business as usual regulatory and market environments; High case , aligned with aggressive technology advancements based on research and development (R&D) targets developed through support by VTO and HFTO. We estimated the energy and cost impact of different technologies using Autonomie (Argonne undated), a state-of-the-art vehicle system simulation tool developed by Argonne and used to assess the energy consumption, performance, and cost of multiple advanced vehicle technologies. The tool comprises a complete set of vehicle models to assess impacts across a wide range of classes (from light- to heavy-duty), powertrain configurations (from conventional to hybrid electric vehicles [HEVs], fuel cell electric vehicles [FCEVs], plug-in hybrid electric vehicles [PHEVs], and battery electric vehicles [BEVs]), components, and control strategies, including vehicle-level and component-level controls developed and calibrated using dynamometer test data. Autonomie has been used to support a wide range of studies: analyzing various component technologies, sizing powertrain components to meet different vehicle requirements, comparing the benefits of powertrain configurations, optimizing both heuristic and route-based vehicle energy control, and predicting transportation energy use when paired with a traffic modeling tool such as POLARIS. This report documents the assumptions made and the vehicle-level energy consumption benefits and associated technology costs estimated for various types of light-duty vehicles. Details regarding vehicle assumptions and simulation results are available in the spreadsheets accompanying this report.

08 HYDROGEN↗