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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 OSTI2014

Vehicle Systems Integration Laboratory Accelerates Powertrain Development

ORNL's Vehicle Systems Integration (VSI) Laboratory accelerates the pace of powertrain development by performing prototype research and characterization of advanced systems and hardware components. The VSI Lab is capable of accommodating a range of platforms from advanced light-duty vehicles to hybridized Class 8 powertrains with the goals of improving overall system efficiency and reducing emissions.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2019

Emerging Topics in Energy Systems Integration: Vehicle Electrification

From an energy perspective, transportation is the least diversified demand sector, and offers numerous untapped opportunities for electrification over the next decades. While petroleum is still the major fuel used in transportation, adoption of electric vehicles in the light-duty vehicle market is increasing and electrification of other sub-sectors is gaining more interest. Vehicle electrification is creating new connections between the transportation and the electric sectors and coordinated charging is the greatest near-term opportunity for synergistic integration of electric vehicles in the power system and exploit vehicle flexibility to support grid operation.

25 ENERGY STORAGE↗
DOE OSTI2017

Accessory Hybridization for Medium- and Heavy-Duty Trucks

Manufacturers of medium- and heavy-duty engines and transmissions continually try to improve the efficiency of their components; however, it is becoming more difficult and costly to improve those technologies, and a new approach is needed to find efficiency gains in other vehicle systems. For example, most ancillary loads on the engines in medium- and heavy-duty trucks, both at idle and under driving conditions, are generated by accessories that are designed to address worst-case scenarios or to meet the minimum requirements at one operating point. Improvements to those systems would improve overall powertrain efficiency. The objectives of this cooperative research and development agreement (CRADA) between Oak Ridge National Laboratory (ORNL) and Cummins Inc. (CRADA No. NFE-13-04402) are (1) to analytically verify novel accessory electrification /hybridization approaches for medium- and heavy-duty trucks and (2) to experimentally validate prototype hardware utilizing the ORNL Vehicle Systems Integration Laboratory and the Cummins T112 test vehicle. Hybrid powertrains can provide significant reductions in fuel consumption, criteria pollutants, and greenhouse gas emissions. They provide these benefits by meeting vehicle power requirements in more flexible and optimal ways than a conventional powertrain (e.g., capture and use of braking energy, optimization of engine and component operation). Realizing the full potential of hybridization requires management of all vehicle power demands, including accessory loads. One of the major petroleum-reduction opportunities of hybridization is to shut the engine down when power demand is low. However, accessory loads, such as power steering, braking, climate control, and other electric auxiliaries, must still be managed when the engine is off.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2013

FY2012 Annual Progress Report for Vehicle and Systems Simulation and Testing

Annual progress report that evaluates the technologies and performance characteristics of advanced automotive powertrain components and subsystems in an integrated vehicle systems context. These evaluations address light-, medium-, and heavy-duty vehicle platforms. This work is directed toward evaluating and verifying the targets of the VTO R&D teams and to providing guidance in establishing roadmaps for achievement of these goals.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Evaluation of Safety Standards for Fuel System and Fuel Container Integrity of Alternative Fuel Vehicles

There are two Federal Motor Vehicle Safety Standards (FMVSS) in place that specify requirements for integrity of the fuel system and fuel container on compressed natural gas (CNG) fuel vehicles. These are FMVSS Nos. 303, “Fuel system integrity of compressed natural gas vehicles,” and FMVSS No. 304, “CNG fuel container integrity.” At this time, no FMVSS are defined for the fuel system and fuel container integrity of propane and liquefied natural gas (LNG) vehicles or fuel system integrity requirements for heavy-duty CNG vehicles on the road. However, there are voluntary industry design standards and best practices, as well as regulations defined in other countries. FMVSS No. 303 specifies requirements for the integrity of the CNG fuel system of light-duty vehicles and school buses, and FMVSS No. 304 specifies requirements for fuel container integrity on all CNG vehicles. FMVSS No. 304 applies to containers used for vehicle propulsion, whereas containers used to transport CNG and transportation of CNG containers are regulated by the DOT Pipeline and Hazardous Materials Safety Administration. FMVSS Nos. 303 and 304 are performance-based standards to consistently test and validate equipment and are not design restrictive. Despite the increasing number of natural gas and propane medium- and heavy-duty vehicles on the road, there are no FMVSS fuel system integrity requirements beyond light-duty and school buses for CNG vehicles and no FMVSS fuel system integrity requirements for propane vehicles. NHTSA is researching fuel system safety for medium- and heavy-duty natural gas and propane vehicles to update FMVSS Nos. 303 and 304. NHTSA is also researching current best practices and standards for high pressure fuel tanks in motor vehicles as they may apply to FMVSS No. 304.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2016

Powertrain Test Procedure Development for EPA GHG Certification of Medium- and Heavy-Duty Engines and Vehicles

xiii ABSTRACT The goal of this project is to develop and evaluate powertrain test procedures that can accurately simulate real-world operating conditions, and to determine greenhouse gas (GHG) emissions of advanced medium- and heavy-duty engine and vehicle technologies. ORNL used their Vehicle System Integration Laboratory to evaluate test procedures on a stand-alone engine as well as two powertrains. Those components where subjected to various drive cycles and vehicle conditions to evaluate the validity of the results over a broad range of test conditions. Overall, more than 1000 tests were performed. The data are compiled and analyzed in this report.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2014

Simulation and Controls for Heavy Duty Dual Mode Hybrid Powertrain (Final CRADA Report)

Hybrid powertrains are of considerable interest because of potential reductions in fuel consumption, criteria pollutants and green house gas (GHG) emissions. Parallel hybrids have been applied to light and medium duty trucks, where urban driving cycles are prevalent, while series hybrids have been successfully used for other applications like transit and school buses. Unfortunately, hybridization of the Class 8, heavy-duty (HD) powertrain is inherently challenging due the expected long-haul driving requirements and limited opportunities for regenerative braking. The Participant has conceived and demonstrated a transformational Dual Mode Hybrid Powertrain (DMHP) technology developed specifically for the needs and function of Class 8 line haul trucks. The DMHP system enables a new paradigm in powertrain operational efficiency in the Class 8 truck segment. It decouples the connection between the engine operating point and the truck road load demands over a broad operating range through an innovative hybrid design. The DMHP operation choices include running in full series, full parallel and engine-off modes. The DMHP offers the opportunity for an engine to operate in a narrow range, thus providing a strategy for maximized fuel economy and minimized emissions. Further, it is expected that transient torque and power wheel demands are handled in whole or part by the electric system, thus reducing the frequency and intensity of engine transients and further improving the fuel economy and emissions. Fuel consumption and emissions have been further reduced through the elimination of overnight hoteling and idling at stops. Finally, based on the unique operating profile of an engine integrated into our hybrid powertrain, a transformational HD truck engine design concept next can emerge. Recent research activities by Oak Ridge National Laboratory (ORNL) have yielded significant data in real-life speed and load profiles of Class 8, long haul trucks. In addition, preliminary simulations of the DMHP carried out by ORNL reveal significant optimization opportunities of the DMHP by applying systematic simulation and controls approaches. An improved understanding of the complex interactions offered by the on-board engine, energy storing system, and electric machines is necessary for the development of control methodologies and practical implementation. We will continue to further this understanding through detailed experimentation and modeling, drawing on and expanding ORNL’s core competency in basic engine research and development (R&D) and advanced controls. This knowledge will be used to develop, implement, and evaluate control strategies on an actual DMHP using Meritor’s components and subsystems. Our initial focus will be on optimization of DMHP utilizing a “stock” diesel engine that is commercially available in the market place. A new DMHP-specific engine design concept will be pursued at a later phase of this Cooperative Research and Development Agreement (CRADA). Meritor will develop the experimental setup, conduct sub-system experiments at their facility, and implement and evaluate potential control strategies resulting from this CRADA partnership. Oak Ridge National Laboratory (ORNL) will develop a real-time simulation model for use in real-time control of the DMHP. The model and potential algorithms will be evaluated on a HD, hybrid powertrain dynamometer facility that will also be developed at the ORNL Vehicle Systems Integration facility.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2013

Sustainable Transportation Program FY 2012 Annual Report

Oak Ridge National Laboratory’s (ORNL) Sustainable Transportation Program performs research and development (R&D) leading to new vehicle and transportation system technologies. Its R&D portfolio includes alternative fuels, advanced combustion engines, efficient vehicle components, advanced materials, transportation electrification, vehicle systems integration, and intelligent transportation systems and operations. ORNL also provides data and analysis supporting policy- and decision-making by the Department of Energy (DOE) Office of Energy Efficiency and Renewable Energy (EERE) and the Department of Transportation (DOT).

Vaughan, Kathi H.↗
DOE OSTI2018

Development of 80- and 100- Mile Work Day Cycles Representative of Commercial Pickup and Delivery Operation

When developing and designing new technology for integrated vehicle systems deployment, standard cycles have long existed for chassis dynamometer testing and tuning of the powertrain. However, to this day with recent developments and advancements in plug-in hybrid and battery electric vehicle technology, no true 'work day' cycles exist with which to tune and measure energy storage control and thermal management systems. To address these issues and in support of development of a range-extended pickup and delivery Class 6 commercial vehicle, researchers at the National Renewable Energy Laboratory in collaboration with Cummins analyzed 78,000 days of operational data captured from more than 260 vehicles operating across the United States to characterize the typical daily performance requirements associated with Class 6 commercial pickup and delivery operation. In total, over 2.5 million miles of real-world vehicle operation were condensed into a pair of duty cycles, an 80-mile cycle and a 100-mile cycle representative of the daily operation of U.S. class 3-6 commercial pickup and delivery trucks. Using novel machine learning clustering methods combined with mileage-based weighting, these composite representative cycles correspond to 90th and 95th percentiles for daily vehicle miles traveled by the vehicles observed. In addition to including vehicle speed vs time drive cycles, in an effort to better represent the environmental factors encountered by pickup and delivery vehicles operating across the United States, a nationally representative grade profile and key status information were also appended to the speed vs. time profiles to produce a 'work day' cycle that captures the effects of vehicle dynamics, geography, and driver behavior which can be used for future design, development, and validation of technology.

100 mile↗
DOE OSTI2017

Modeling Control Strategies and Range Impacts for Electric Vehicle Integrated Thermal Management Systems with MATLAB/Simulink

The National Renewable Energy Laboratory's (NREL's) CoolSim MATLAB/Simulink modeling framework was used to explore control strategies for an electric vehicle combined loop system. Three system variants of increased complexity and efficiency were explored: a glycol-based positive temperature coefficient heater (PTC), PTC with power electronics and electric motor (PEEM) waste heat recovery, and PTC with PEEM waste heat recovery plus heat pump versions. Additionally, the benefit of electric motor preheating was considered. A two-level control strategy was developed where the mode selection and component control were treated separately. Only the parameters typically available by vehicle sensors were used to control the system. The control approach included a mode selection algorithm and controllers for the compressor speed, cabin blower flow rate, coolant flow rate, and the front-end heat exchanger coolant bypass rate. The electric motor was bypassed by the cooling circuit until its temperature exceeded the coolant inlet temperature. The impact of these thermal systems on electric vehicle range during warmup was simulated for the Urban Dynamometer Driving Schedule (UDDS) and Highway Fuel Economy Test (HWFET2X) drive cycles weighted 45%/55% respectively. A range of ambient temperatures from -20 degrees C to +20 degrees C was considered. NREL's Future Automotive Systems Technology Simulator (FASTSim) vehicle modeling tool showed up to a 10.9% improvement in range for the full system over the baseline during warmup from cold soak. The full system with preheat showed up to 17% improvement in range.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Transportation and electricity systems integration via electric vehicle charging-as-a-service: A review of techno-economic and societal benefits

Here, in support of global decarbonization efforts, the adoption of electric vehicles is proceeding rapidly across transportation sectors, population groups, and regions. However, access to electric vehicle charging infrastructure remains sparse and inequitable, and technical, economic, and procedural challenges have encumbered its expansion. Charging-as-a-service, which can mitigate cost and effort risks of charging equipment ownership, adds a means of meeting many of these challenges. As charging-as-a-service has not been analyzed or addressed in the scholarly literature, we synthesize media, marketing, and analogous scholarly publications to categorize and describe the functions asserted by existing charging-as-a-service vendors. We demonstrate and quantify the benefits of many of these functions via four example business cases, sited at a detached residence, a multi-unit dwelling, a consumer-facing business, and a commercial fleet depot. Outcomes show that savings and revenues realized via charging-as-a-service can reduce charging costs, beneficially shape grid loads, and make charging installation economical where it otherwise would not be. Discussion highlights the need to deploy charging-as-a-service in cooperation with initiatives promoting societal benefits, including charging access equity.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2013

Electric vehicle equipment for grid-integrated vehicles

Methods, systems, and apparatus for interfacing an electric vehicle with an electric power grid are disclosed. An exemplary apparatus may include a station communication port for interfacing with electric vehicle station equipment (EVSE), a vehicle communication port for interfacing with a vehicle management system (VMS), and a processor coupled to the station communication port and the vehicle communication port to establish communication with the EVSE via the station communication port, receive EVSE attributes from the EVSE, and issue commands to the VMS to manage power flow between the electric vehicle and the EVSE based on the EVSE attributes. An electric vehicle may interface with the grid by establishing communication with the EVSE, receiving the EVSE attributes, and managing power flow between the EVE and the grid based on the EVSE attributes.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2015

Aggregation server for grid-integrated vehicles

Methods, systems, and apparatus for aggregating electric power flow between an electric grid and electric vehicles are disclosed. An apparatus for aggregating power flow may include a memory and a processor coupled to the memory to receive electric vehicle equipment (EVE) attributes from a plurality of EVEs, aggregate EVE attributes, predict total available capacity based on the EVE attributes, and dispatch at least a portion of the total available capacity to the grid. Power flow may be aggregated by receiving EVE operational parameters from each EVE, aggregating the received EVE operational parameters, predicting total available capacity based on the aggregated EVE operational parameters, and dispatching at least a portion of the total available capacity to the grid.

25 ENERGY STORAGE↗
DOE OSTI2017

Electric vehicle station equipment for grid-integrated vehicles

Methods, systems, and apparatus transferring power between the grid and an electric vehicle are disclosed. The apparatus may include at least one vehicle communication port for interfacing with electric vehicle equipment (EVE) and a processor coupled to the at least one vehicle communication port to establish communication with the EVE, receive EVE attributes from the EVE, and transmit electric vehicle station equipment (EVSE) attributes to the EVE. Power may be transferred between the grid and the electric vehicle by maintaining EVSE attributes, establishing communication with the EVE, and transmitting the EVSE maintained attributes to the EVE.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

Developing an Eco-Cooperative Automated Control System (Eco-CAC)

The goal of the project was to develop a novel Eco-Cooperative Automated Control (Eco-CAC) system that integrates vehicle dynamics (VD) control with connected and automated vehicle (CAV) applications. In particular, the team developed a novel integrated control system that (1) routes vehicles in a fuel/energy-efficient manner for internal combustion engine vehicles (ICEVs), battery-only electric vehicles (BEVs), and hybrid electric vehicles (HEVs); (2) selects vehicle speeds based on anticipated traffic network evolution; (3) minimizes vehicle fuel/energy consumption near signalized intersections; and (4) intelligently modulates the longitudinal motion of vehicles within a cooperative platoon to minimize its fuel/energy consumption.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗