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NASA NTRSDate not supplied

More / All Electric Vertical Take-Off and Landing (VTOL) Vehicle Sensitivities to Propulsion and Power Performance

Battery power and energy density are important parameters for the emerging concepts for more / all-electric vehicles. Electric propulsion and power system performance is also important. To better understand how electric propulsion and power systems component performance influences overall vehicle design, a sensitivity assessment was performed noting changes in vehicle gross weight and energy usage. Updated versions of the Revolutionary Vertical lift Technology (RVLT) Project vertical take-off and landing (VTOL) urban air mobility (UAM) reference vehicles and missions were used. NASA electric vehicle studies are discussed which were used to help select the range of electric propulsion and power system performance parameters used in this assessment. Thermal management systems (TMS) considerations are also important; new and innovative power management and distribution systems can reduce electric system weight and losses, reducing thermal management constraints often imposed by electric systems modest maximum use temperatures. Vehicles with higher disk loadings (smaller rotors) require higher power levels per unit weight for VTOL operations, which make them more sensitive to electric system weights and efficiencies. Battery, all-electric vehicles show different sensitivities to component performance than turboelectric or hybrids systems. Battery, all-electric propulsion systems may increase vehicle weight and size, but still results in lower mission energy usage than their hydrocarbon-fueled versions. Significant vehicle weight growth to electric propulsion and power system power-to-weight reductions also occurs at different levels among the various concepts. From these results, one can more readily identify required component performance levels, potential component choices or, research and development paths.

electric propulsion systems (aircraft) mission ana↗
DOE OSTI2024

Spatially and Temporally Detailed Water and Carbon Footprints of U.S. Electricity Generation and Use

Electricity generation in the United States entails significant water usage and greenhouse gas emissions. However, accurately estimating these impacts is complex due to the intricate nature of the electric grid and the dynamic electricity mix. Existing methods to estimate the environmental consequences of electricity use often generalize across large regions, neglecting spatial and temporal variations in water usage and emissions. Consequently, electric grid dynamics, such as temporal fluctuations in renewable energy resources, are often overlooked in efforts to mitigate environmental impacts. The U.S. Department of Energy (DOE) has initiated the development of resilient energyshed management systems, requiring detailed information on the local electricity mix and its environmental impacts. This study supports DOE's goal by incorporating geographic and temporal variations in the electricity mix of the local electric grid to better understand the environmental impacts of electricity end users. We offer hourly estimates of the U.S. electricity mix, detailing fuel types, water withdrawal intensity, and water consumption intensity for each grid balancing authority through our publicly accessible tool, the Water Integrated Mapping of Power and Carbon Tracker (Water IMPACT). While our primary focus is on evaluating water intensity factors, our dataset and programming scripts for historical and real-time analysis also include evaluations of carbon dioxide (equivalence) intensity within the same modeling framework. This integrated approach offers a comprehensive understanding of the environmental footprint associated with electricity generation and use, enabling informed decision-making to effectively reduce Scope 2 water usage and emissions.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2023

Electrical Fault Detection, Power Quality, Distributed Energy Resource Use Cases, and Cyber Event Applications with the Cyber Grid Guard System Using Distributed Ledger Technology

Electrical utilities continue to deploy more intelligent electronic devices (IEDs) inside and outside electrical substation and are associated with distributed energy resources (DERs). The integrity and confidentiality of data from IEDs is crucial, and distributed ledger technology (DLT) could improve the resilience of microgrids by helping to make these data more secure. The most popular applications using blockchain technology for electrical utilities is in the field is based on energy trading. However, the dynamism of the penetration of customer owned DERs and the deployment of sensors with IEDs have led to the identification of new applications using DLT that are focused on other areas, such as monitoring, operation and management of the grid and its assets. In addition, the majority of studies on electrical grid applications with blockchain were validated with software simulations. Although general monitoring of power systems for using DLT could be evaluated in operational electric grids, other DLT research applications such as defense against cyber-attacks and/or electrical fault detection are not likely to be performed in a real infrastructure because of possible risks to the network/equipment security. This report summarizes the application of power system applications using distributed ledger technology (DLT), providing a secure DLT framework for collecting data from IEDs like power meters and protective relays inside and outside of an electrical substation and/or between two different electrical utilities. In this study, the use case scenarios were created and assessed for different power system application by using DLT. The electrical fault detection for faulted phases (1), power quality monitoring of phase voltage magnitudes, frequency levels and load power factor (2), DERs use case monitoring (3), and cyber-event applications (4) were performed in a test bed with a Cyber-Grid Guard (CGG) system using DLT. It had a real-time simulator with power meters and protective relays in-the-loop. The first section of this report presents a literature review of power system applications using blockchain at research level. The second section shows the theory and equations used on this report. The third section shows the description of the test bed, equipment, architecture, and electrical grid diagrams. The fourth section shows the experimental models and use case scenarios that were performed for the electrical fault detection, power quality, DERs use case, and cyber event applications with the CGG system using DLT. The fifth section shows the results collected from the tests based on comparing the time stamped events of the analog signals from the IEDs, DLT computer and real time simulator. The sixth section performed the discussion of the results for the use case scenarios. Finally, section seven presents the conclusions for this report were presented.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2024

Coupling of the Electricity and Transportation Sectors - Part I: Sector Overviews

“Sector coupling” is a concept that addresses potential designs for the future power industry. Traditionally, the energy sectors, i.e., electricity supply, transport, and industry, have functioned largely independently from one another. Thus, the concept of sector coupling means that the electricity sector would become the central pillar of the energy system, supplying the other sectors – transportation and industry – with energy in various ways, a scheme described by the term “Power-to-X”. This report delves into the ambitious goal set by the United States to achieve net-zero emissions by 2050, with a pivotal milestone of making half of all passenger vehicles sold in America zero-emission by 2030. Central to achieving this objective is the electrification of the transportation sector, resulting in complex interactions between this sector and the electric industry. As electric vehicles become more prevalent, a shift in the dependency on electricity for vehicle charging emerges, alongside a reduction in the electricity demand associated with maintaining the fossil fuel supply chain. Both the electricity and fossil fuel have been identified as critical infrastructure sectors, the transportation sector's historical reliance on fossil fuels, and the mature supply chain supporting them are explored. This study emphasizes the existing sectoral coupling between the electric energy and transportation sectors, extending beyond vehicle charging to essential operations at refineries, pipeline facilities, storage, and fuel extraction. Recognizing the critical dependency of fossil fuel supply chain operations on the electric sector, this research underscores the need for a comprehensive view of the evolving dynamics between the transportation and electric sectors. This study has been split into two segments, Part-I provides an overview of the existing fossil fuel supply chain architecture and the electrical sector. We provide an in-depth analysis of the grid-transportation sectoral coupling, its interactions, the vulnerabilities and essential take-aways that would help us to address them and apply towards an electrified transportation sector in the future. We engaged with stakeholders to understand their expectations in enabling an electrified transportation. We accumulate the understandings from the current fossil fuel-based system in developing a risk matrix, by identifying all the threats and vulnerabilities and how would they apply to both the current and future transportation systems in Part-II of this report.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2022

System and method of performing a range estimation for hybrid and electric vehicles

A system is provided for performing an automated range estimation process for an electric vehicle using a processor. Included in the system is a range estimator configured to estimate an initial value of an energy required to travel a unit distance for the electric vehicle. The range estimator generates a first estimation model based on a correlation between a maximum all-electric-range and the energy required to travel a unit distance. Then, the first estimation model is adjusted based on one or more predetermined driving conditions. The maximum all-electric-range of the electric vehicle is updated based on the adjusted first estimation model. An estimated range of the electric vehicle is calculated based on the updated maximum all-electric-range of the electric vehicle and a fraction of total energy capability remaining in the electric vehicle. The estimated range of the electric vehicle is outputted and is used to control the electric vehicle.

33 ADVANCED PROPULSION SYSTEMS↗
NASA NTRS2014

Material Challenges and Opportunities for Commercial Electric Aircraft

Significant reduction in carbon dioxide emission for future air transportation system will require adoption of electric propulsion system and more electric architectures. Various options for aircraft electric propulsion include hybrid electric, turboelectric, and full electric system. Realization of electric propulsion system for commercial aircraft applications will require significant increases in power density of electric motors and energy density of energy storage system, such as the batteries and fuel cells. In addition, transmission of MW of power in the aircraft will require high voltage power transmission system to reduce the weight of the power transmission system. Finally, there will be significant thermal management challenges. Significant advances in material technologies will be required to meet these challenges. Technologies of interest include materials with higher electrical conductivity than Cu, high thermal conductivity materials, and lightweight electrically insulating materials with high breakdown voltage, high temperature magnets, advanced battery and fuel cell materials, and multifunctional materials. The presentation will include various challenges for commercial electric aircraft and provide an overview of material improvements that will be required to meet these challenges.

materials↗
DOE OSTI2022

Design of Phase-Change Thermal Storage Device in a Heat Pump for Building Electric Peak Load Shaving: Preprint

Replacing carbon-intensive fossil fuel heating systems with electric heat pumps powered by renewables is a promising approach to decarbonize the building sector. However, one of the technical barriers of this approach is the large scale of heat demand, which will put excessive stress on the electricity grid. Integrating thermal energy storage (TES) into the heating systems can help alleviate this problem, by shifting thermal load and thus shaving peaks in the building electric load. Therefore, it is critical to understand how to design a thermal storage device in a heat pump for peak load shaving. In this study, we developed a numerical model for a cascaded vapor compression heat pump system integrating a phase change thermal storage device. This novel system can control the net thermal charging and discharging rate of the TES independently from the building's thermal load, which allows for precise control of electric power use. In the current study, we controlled the system to shave building electric peak load during a cold winter morning, and to charge TES during the relatively warm afternoon while still providing space heating. We used the model to evaluate the system performance with and without peak shaving. We also investigated the effect of PCM transition Tt on the peak reduction and electric energy saving potentials. The results show that peak shaving scheme effectively reduces the peak electric power consumption during a predefined discharge time window. When comparing to the no shaving case, for PCM Tt = 10 degrees C, the peak electric load reduction is 23.5%. When comparing to an air-source heat pump with back up electric heater, as Tt increases from 0 to 20 degrees C, the peak reduction increases from 46.1% to 50.9%. Integrating PCM Tt = 10 degrees C with peak shaving leads to the 45.5% of electric energy saving, which is the highest among the three transition temperatures.

electric energy saving↗
DOE OSTI2020

Biomass feedstock transport using fuel cell and battery electric trucks improves lifecycle metrics of biofuel sustainability and economy

We report the use of new vehicle technologies such as fuel cell hybrid electric and fully electric powertrains for biomass feedstock supply is an unexplored solution to reducing biofuel production cost, greenhouse gas emissions, and health impacts. These technologies have found success in light-duty vehicle applications and are in development for heavy-duty trucks. This study presents the first detailed stochastic techno-economic analysis and life-cycle assessment of biomass feedstock supply systems with diesel, fuel cell hybrid electric, and fully electric trucks and determines their impacts on biofuel production considering butanol as a representative biofuel. This study finds that fuel cell hybrid electric and fully electric trucks consume less energy relative to the diesel-powered truck regardless of the evaluated circumstances, including payloads of truck (loaded and empty), pavement types (gravel and paved), road conditions (normal and damaged), and road networks (local and highways). The use of fuel cell hybrid and fully electric trucks powered by H 2 -fuel and renewable sources of electricity, respectively, results in a large reduction in cost and carbon footprint, specifically for a long-distance hauling, and minimize other economic and environmental impacts. While the economic advantage of fuel cell hybrid electric vehicle is dependent on the price of H 2 -fuel and road conditions, use reduces the GHG emissions of biobutanol per 100 km-trucking-distance by 0.98-10.9 gCO 2e /MJ. Results show that converting to fully electric truck transport decreases the biobutanol production cost and GHG emissions per 100 km-trucking-distance by 0.4-7.3 cents/L and 0.78 to 9.1 gCO 2e /MJ, respectively. This study establishes the foundation for future investigations that will guide the development of economically, socially, and environmentally sustainable biomass feedstock supply system for cellulosic biorefineries or other goods transportation systems.

09 BIOMASS FUELS↗
DOE OSTI2022

Hybrid Hydraulic-Electric Architecture (HHEA) for Mobile Machines (Final Report)

Traditionally, off-road mobile machines such as excavators and wheel loaders are primarily powered by hydraulics, and throttling valves are used to control their work circuits. In recent years, two general trends are towards more energy efficient systems and electrification. With electrification, both efficiency and control performance can be improved by the elimination of throttling losses and the use of high-bandwidth inverter control. Electrification is generally accomplished with Electro-hydraulic actuators (EHA) but they are limited to lower powered systems due to the high cost of electric machines capable of high power or high torque. This project proposes a new system architecture for off-road vehicles - Hybrid Hydraulic Electric Architecture (HHEA) to improve efficiency and control performance without requiring large electric machines. The widely applicable architecture combines hydraulic power and electric power in such a way that the majority of power is provided hydraulically while electric drives are used to modulate this power. In particular, HHEA utilizes multiple common pressure rails to transmit the majority of power and small electric machines to modulate the power. The energy-saving potential of the the HHEA has been validated for the work circuits of a variety of mobile machines, from small 5-ton excavators to medium sized 20-ton excavators and wheel loaders, and representative duty cycles to reduce energy input by 50-80% compared to the commercial state-of-art load-sensing systems. In addition, the corner power requirements of the electrical machines can be downsized by 85% compared to the EHA approach. Various tradeoff studies have also been conducted, including sensitivities to individual components performances, controllers, accumulator sizes, and variations of the system architecture etc. A control strategy has been developed to maintain or exceed the motion control precision compared to current systems. The motion control strategy consists of a nominal controller, based on a passivity-based backstepping design, and a transition controller, based on least-norn feedforward design. The nominal controller is used in between common pressure rail switches whereas the transition controller compensates for any disturbance that common pressure rail switchings inflict on the system. The control strategy has been experimentally validated on both a medium pressure (200bar) hardware-in-the-loop (HIL) testbed and a high pressure (300+bar) HIL testbed. An efficient and power-dense integrated electric-hydraulic machine consisting of an axial flux electric machine and a radial hydrostatic piston hydraulic machine has been designed, constructed and tested. The machine has an active material power density of 6.1kW/kg, a rated speed of 12500 RPM, and a design efficiency of 85%. This is among the highest power density electric machines using conventional materials. While the integrated machine was designed for modulating the hydraulic power within the HHEA, it can also be used in other applications.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2024

Electric Utility Industry Standards Landscape

The electric utility industry relies on robust communication protocols to manage complex electrical grid data. The inherent networked nature of electrical grids, coupled with the radial structure of the “last mile” portion delivering power to end-use customers, presents difficulties in describing electrical models using simple data constructs. The paper provides an overview of communication protocols that address electric utility data, including grid data, and classifies these protocols through identification key characteristics that make them suitable for different electric grid data domains. Because of their variety, grid edge devices and their associated dedicated protocols are assessed by groups: those primarily designed for energy production and storage, those related to flexible loads, and those related to electric vehicles. The intent of this report is to provide guidance for stakeholders to navigate the challenges posed by the numerous overlapping protocols available to address electric grid data. Although further industry review, refinement, and validation of the categorization of these protocols is recommended, the authors propose this categorization as a start to improve electric grid awareness and understanding. In addition, this report includes three recommended industry actions regarding protocols to improve communications on the electric grid.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2022

NPP Simulators for Coupled Thermal and Electric Power Dispatch

The Light Water Reactor Sustainability (LWRS) program within the United States Department of Energy supports extending the operation of the U.S. commercial nuclear power plant (NPP) fleet. Within the LWRS program, the Flexible Plant Operation and Generation (FPOG) Pathway works to diversify the revenue streams of light water reactors (LWRs) by opening opportunities for the co-generation of non-electric products in addition to supplying electrical power to the grid. Recent events have added greater motivation to these efforts. For example, the recent Inflation Reduction Act (IRA) passed by the U.S. federal government offers substantial tax incentives for producing clean hydrogen, the technology readiness level of dispatchable and high-efficiency hydrogen production has dramatically increased in a short time, and societal response to world climate change is driving a transition away from fossil fuels. Producing hydrogen with maximum efficiency using nuclear power requires dispatching both electrical and thermal power from the nuclear plant to the hydrogen plant, so testing concepts of operations for combined electrical and thermal power dispatch (TPD) from an NNP to a hydrogen plant is of interest. This report documents achievement of the Light Water Reactor Sustainability (LWRS) program milestone “Install and demonstrate a vendor-developed simulator on the Human Systems Simulation Laboratory (HSS) for dispatch of LWR electrical power to a close-coupled electrolysis plant” with a due date of Dec. 22, 2022. Several factors provide motivation for this effort. Coupling the power generation deck of a nuclear power plant to a hydrogen production facility introduces new possibilities for operational transients that must be addressed. In particular, the performance of the integrated system during startup and shutdown of the hydrogen production facility, as well as offnormal conditions, need to be evaluated to ensure there are no adverse effects on the operation of the existing NPP. The concept of operations involving the NPP, the hydrogen plant, and the electric power grid must be tested using NPP simulators and operating procedures that have been modified for TPD operations. These tests must also include dynamic simulations of the coupled tertiary thermal and electric loads as well as coordinated activities with NPP operators, tertiary load operators and grid power coordinators. The report summarizes progress in developing and testing full-scope NPP simulators at the HSSL, including a generic BWR simulator from GSE Systems, Inc. and generic PWR simulator from Westinghouse. In the case of the TPD-GBWR Simulator from GSE Systems, Inc., a BWR is thermally coupled to a high temperature electrolysis (HTE) plant that produces hydrogen and oxygen from de-ionized water. The hydrogen plant is not explicitly simulated but only included as a transient heat sink. A thermal power dispatch (TPD) system transfers heat between the steam systems at the BWR and the hydrogen plant. Operational results from two versions of the modified simulator are presented. The first version uses synthetic oil as a heat transfer fluid in a closed delivery heat loop (DHL) that generates steam at the hydrogen plant. The second version uses steam as the heat transfer fluid in a delivery steam line (DSL) to provide steam to the hydrogen plant. For both versions, the estimated thermal power delivery distance is approximately one kilometer. The amount of thermal power dispatched in the simulators is 15% of the total reactor thermal power such that the simulators provide a tool to study the feasibility of coupling a BWR to industrial processes that benefit from a combination electrical and thermal power dispatch. Ongoing work within a CRADA is also developing a full-scope PWR simulator provided by Westinghouse for both thermal and electric power coupling. This simulator is based on a PWR plant with two three-loop Westinghouse reactors. Westinghouse PWRs are sufficiently similar that a simulator of a three-loop reactor is an appropriate representation for two-loop and four-loop PWR reactors. The three-loop simulator will initially be modified for close-coupling to a 100 MW HTE hydrogen production plant that will require approximately 25 MW of thermal power while operating at its maximum rated capacity. The simulator testing will include full coupling to dynamic simulations of a hydrogen production plant and a representative bulk electric grid. The simulator provided by Westinghouse is similar to the GPWR simulator that INL has already obtained from GSE Systems but has a few important added benefits. First, the Westinghouse simulator is based on digital controls and has additional screens that can be called up to show parameter trends to assist operators in decision-making. The Westinghouse simulator also has upgrades to the controls and hardware representations, such as valve actuators, that make it more realistic and flexible in terms of accurately sim

99 GENERAL AND MISCELLANEOUS↗
NASA NTRS1973

Observed relationships between electric fields and auroral particle precipitation.

Simultaneous electric field and plasma observations with the low-altitude polar-orbiting satellite Injun 5 have provided a comprehensive survey of convection electric fields and their association with magnetospheric plasma phenomena. The most prominent features of the convection electric fields are reversals located at high magnetic latitudes, with generally antisunward convection poleward and sunward convection equatorward of the electric field reversal location. The electric field reversal is interpreted as the boundary between open and closed magnetic field lines. During local day the electric field reversal is observed to coincide with the equatorward boundary of the polar cusp. The plasma flow in the dayside polar cusp region is dominantly E-W, away from the stagnation point, the convection velocities typically being about 1 km/sec. At local evening, 'inverted V' electron precipitation bands are observed near or at the position of the electric field reversal. In the local late-evening sector the electric field reversal becomes less distinct, and often no single well-defined electric field reversal can be identified. In all cases the inverted V electron precipitation events are closely associated with large, typically greater than 30 mV/m, irregular electric field fluctuations with time scales of a few seconds or less.

Gurnett, D. A.↗
NASA NTRS1992

Global electric field determination in the Earth's outer magnetosphere using charged particles

Although many properties of the Earth's magnetosphere have been measured and quantified in the past 30 years since it was discovered, one fundamental (for a zeroeth order magnetohydrodynamic (MHD) equilibrium) measurement was made infrequently and with poor spatial coverage: the global electric field. This oversight is in part due to the difficulty of measuring a plasma electric field, and in part due to the difficulty of measuring a plasma electric field, and in part due to the neglect of theorists. However, there is renewed interest in the convection electric field, since it has been realized that it is vital for understanding many aspects of the magnetosphere: the global MHD equilibrium, reconnection rates, Region 2 Birkeland currents, magnetosphere-ionosphere coupling, ring current and radiation belt transport, substorm injections, acceleration mechanisms, etc. Unfortunately the standard experimental methods have not been able to synthesize a global field (excepting the pioneering work of McIlwain's geostationary models), and we are left with an overly simplistic theoretical field, the Volland-Stern electric field mode. Again, single point measurements of the plasma pause were used to infer the appropriate amplitudes of the model, parameterized by Kp (Maynard & Chen, JGR 1975). Although this result was never intended to be the definitive electric field model, it has gone nearly unchanged for 15 years. However, the data sets being taken today require a great deal more accuracy than can be provided by the Volland-Stern model. Nor has the variability of the electric field shielding been properly addressed, although effects of penetrating magnetospheric electric fields has been seen in mid- and low-latitude ionospheric data sets. The growing interests in substorm dynamics also requires a much better assessment of the electric fields responsible for particle injections. Thus, we proposed and developed algorithms for extracting electric fields from particle data taken in the earth's magnetosphere. As a test of the effectiveness of these techniques, we analyzed data taken by the AMPTE/CCE spacecraft in equatorial orbit between 1984-1988. Some analytic tools had to be developed before construction of computer algorithms, and they are discussed.

Eastman, T.↗
NASA NTRS2009

Electric Propulsion Platforms at DFRC

NASA Dryden Flight Research Center is a world-class flight research facility located at Edwards AFB, CA. With access to a 44 sq. mile dry lakebed and 350 testable days per year, it is the ideal location for flight research. DFRC has been undertaking aircraft research for approximately six decades including the famous X-aircraft (X-1 through X-48) and many science and exploration platforms. As part of this impressive heritage, DFRC has garnered more hours of full-sized electric aircraft testing than any other facility in the US, and possibly the world. Throughout the 80 s and 90 s Dryden was the home of the Pathfinder, Pathfinder Plus, and Helios prototype solar-electric aircraft. As part of the ERAST program, these electric aircraft achieved a world record 97,000 feet altitude for propeller-driven aircraft. As a result of these programs, Dryden s staff has collected thousands of man-hours of electric aircraft research and testing. In order to better answer the needs of the US in providing aircraft technologies with lower fuel consumption, lower toxic emissions (NOx, CO, VOCs, etc.), lower greenhouse gas (GHG) emissions, and lower noise emissions, NASA has engaged in cross-discipline research under the Aeronautics Research Mission Directorate (ARMD). As a part of this overall effort, Mark Moore of LaRC has initiated a cross-NASA-center electric propulsion working group (EPWG) to focus on electric propulsion technologies as applied to aircraft. Electric propulsion technologies are ideally suited to overcome all of the obstacles mentioned above, and are at a sufficiently advanced state of development component-wise to warrant serious R&D and testing (TRL 3+). The EPWG includes participation from NASA Langley Research Center (LaRC), Glenn Research Center (GRC), Ames Research Center (ARC), and Dryden Flight Research Center (DFRC). Each of the center participants provides their own unique expertise to support the overall goal of advancing the state-of-the-art in aircraft electric propulsion technologies. DFRC will leverage its vast experience in flight test to assist in the integration and flight test phases of any electric propulsion program. DFRC s core competencies, that have particular relevance to the goals of the EPWG, include flight research planning and execution and providing aircraft test beds for researching and testing electric propulsion concepts and equipment. There are three flight regimes that the EPWG is focusing on: subsonic small GA and UAV, subsonic transport class, and supersonic. DFRC proposes two classes of test bed aircraft, to answer the early- and mid-phase testing requirements of all flight regimes the EPWG is concerned with. First, a highly efficient PIK motor glider will be used to test concepts and equipment associated with the subsonic GA and UAV aircraft regime (N+1). Second, a small fleet of subscale remotely-piloted aircraft test beds, similar to the X48B Blended Wing Body aircraft tested at Dryden, will be developed to answer the unique testing requirements of the subsonic GA and UAV, subsonic transport and possibly the supersonic class of aircraft (N+2, N+3). These aircraft can be tested in either serial stages or concurrent stages, depending on the actual test requirements and program schedules. Both classes of test bed aircraft are described below.

Baraaclough, Jonathan↗
NASA NTRS2014

Wireless Open-Circuit In-Plane Strain and Displacement Sensor Requiring No Electrical Connections

A wireless in-plane strain and displacement sensor includes an electrical conductor fixedly coupled to a substrate subject to strain conditions. The electrical conductor is shaped between its ends for storage of an electric field and a magnetic field, and remains electrically unconnected to define an unconnected open-circuit having inductance and capacitance. In the presence of a time-varying magnetic field, the electrical conductor so-shaped resonates to generate harmonic electric and magnetic field responses. The sensor also includes at least one electrically unconnected electrode having an end and a free portion extending from the end thereof. The end of each electrode is fixedly coupled to the substrate and the free portion thereof remains unencumbered and spaced apart from a portion of the electrical conductor so-shaped. More specifically, at least some of the free portion is disposed at a location lying within the magnetic field response generated by the electrical conductor. A motion guidance structure is slidingly engaged with each electrode's free portion in order to maintain each free portion parallel to the electrical conductor so-shaped.

Woodard, Stanley E.↗
DOE OSTI2026

Preliminary Assessment for the Electric Load Shifting Potential of Integrating Thermal Energy Storage with Heat Pumps in Residential Buildings in Texas of United States

The widespread adoption of electric-driven heat pumps for heating and cooling is expected to significantly increase electric demand. Cooling electric demand will result in an increase in peak hours electric loads, placing additional strain on the grid during peak hours. This challenge, combined with the current rapidly increasing demand from data centers, exacerbates the electric demand duck curve problem. Integrating thermal energy storage (TES) with heat pump can shift electric use for heating and cooling from peak to off-peak hours of the electric grid, which can help flatten the daily electric demand profile of a building. This paper presents a novel design that integrates heat pump with TES (HP-TES), which uses phase change materials (PCM). Heat pump charges TES by melting or freezing PCM during off-peak hours when there is no thermal demand from the building. TES is then discharged (i.e., by freezing or melting PCM) during peak hours to provide a more favorable heat source or heat sink for the heat pump to meet the thermal demand of the building with lower electricity use than conventional air-source heat pumps. Computer simulations were developed to predict the performance of HP-TES applied to a typical single-family house in the US. The building-level simulation results were scaled up to preliminarily assess the aggregated impacts of deploying HP-TES across all single-family houses in Texas of the United States, including reduction of peak demand of the electric grid.

Anees, Fady [ORNL]↗
DOE OSTI2022

Seasonality and trade in hydro-heavy electricity markets: A case study with the West Africa Power Pool (WAPP)

Hydroelectric power plants account for 25% of West Africa's total installed capacity. In general, electricity generated by these plants is seasonal and intra-annual fluctuation has a considerable impact on electricity supply and cross-border electricity trade. We soft-linked a global hydrologic model to a multi-region capacity expansion and planning model for the West Africa Power Pool (WAPP) to examine the effects of seasonality in hydropower electricity generation on electricity trade, as well as the economic benefits of unconstrained cross-border electricity trade. We found that transitioning from rainy to dry season decreases hydroelectricity generation by an average of 40% in a normal year across the region. Between 2018 and 2050, satisfying the region's electricity demand will require significant capital investment; nevertheless, extending from current bilateral electricity trade agreements to a fully competitive cross-border electricity trade will result in net annual savings of $3 billion in 2015 USD. To achieve year-round energy security, countries should plan ahead and diversify their energy sources to ensure that supply reliability can be maintained in the case of lower supply during the dry season.

13 HYDRO ENERGY↗
DOE OSTI2020

Climate-Water Impacts on Interconnection-Scale Electricity System Planning

A growing literature emphasizes the importance of integrating climate change impacts into electricity system planning. Rising average temperatures can increase and shift electricity demand while reducing generator and transmission efficiency. Changes to water availability and quality can reduce the output of thermally cooled generators and hydropower. Electric power grids across the US and globally are undergoing transformational changes that present new opportunities and challenges to reliability assurance. However, electric utilities and system operators have limited internal capabilities to incorporate these effects into planning practices. This work addresses gaps in utility and system planner practices by integrating climate-water-electricity expertise from universities and U.S. Department of Energy National Laboratories with electricity system planners and stakeholders in the Western Electricity Coordinating Council (WECC). Using a highly collaborative approach, global climate model data, high-resolution hydrology models, and long-term electric sector capacity expansion tools are employed to analyze a range of climate outcomes for future electricity scenarios aligned with recent WECC planning studies. Doing so allows WECC to expand its climate-agnostic planning assessments to consider how future temperature and precipitation patterns could influence generation and transmission planning. We explore how changes to climate-water conditions can affect power plant investment and operation, system economics, and environmental impacts, providing an expanded perspective on interconnection-wide decision making under climate uncertainty.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗