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All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Improving Dynamic Wireless Charging System Performance For Electric Vehicles Through Variable Speed Limit Control Integration

Electric Vehicle (EV) charging has been a significant barrier to the widespread use of EVs. Traditional EV charging methods depend on cables, and there are concerns about safety, accessibility, convenience, and weather. A recent development, dynamic (or in-motion) wireless charging, enables EVs to charge wirelessly by incorporating charging infrastructure into roadways, allowing EVs to charge while moving. However, the energy transferred relies heavily on vehicle speed and time spent in the charging lane. This paper proposes an innovative solution that combines dynamic wire-less charging with Variable Speed Limit (VSL) control. This dynamic traffic control strategy adjusts speed limits based on real-time traffic, weather, and incidents. This integration of dynamic wireless charging and VSL has two potential benefits. First, it can motivate driver compliance with VSL through the incentive of charging. Second, it can promote smoother traffic flow and improve traffic safety by implementing lower speed limits at certain times. To verify these benefits, microscopic traffic simulations in SUMO were conducted under different EV penetration rates and VSL compliance rates. Simulation results reveal that the proposed approach can enhance dynamic wireless charging system performance while improving traffic flow and safety.

Xu, Guanhao [ORNL] (ORCID:0000000214326357)↗
DOE OSTI2025

Revisiting the assignment of atomic charges in metal oxides based on core-level x-ray photoelectron spectra: The case of Ti in SrTiO3(001)

We demonstrate that assigning formal charges to transition metal (TM) cations based on core-level (CL) x-ray photoemission binding energies in oxides leads to physically inconsistent pictures of electronic structure. O 2p–TM 3d hybridization is well known to result in significant covalency in TM–O bonds, thereby reducing TM cation charges from their fully ionic values. However, the ionic bonding model remains the working paradigm for assigning TM CL features, and the resulting cation charges are often taken to be representative of the material under study. Here, we show that a more physically meaningful way to assign charges is to extract information about charge distributions utilizing Dirac–Hartree–Fock theory to calculate CL spectra from first principles and then use the resulting wave functions to determine charges based on orbital occupancies. TM cation charges can also be determined using density functional theory and Bader population analysis. We illustrate these two methods using the Ti 2p spectrum for SrTiO3(001) and show that the agreement between them is excellent. Significantly, the resulting Ti charge is considerably lower than the formal charge. The high degree of similarity between the Ti 2p spectrum for SrTiO3 and those for the rutile and anatase polymorphs of TiO2 suggests that the charge densities surrounding Ti in the latter materials are similar to that in SrTiO3. Taking a broader perspective, oxides containing other first-row transition metals also exhibit covalent character, leading to TM cation charges lower than the analogous fully ionic values in these materials as well.

Chambers, Scott A. (ORCID:000000025415043X)↗
DOE OSTI2025

All-optical control of charge-trapping defects in rare-earth doped oxides

Abstract Charge-trapping defects in crystalline solids play important roles in applications ranging from microelectronics, optical storage, sensing and quantum technologies. On one hand, depleting trapped charges in the host matrix reduces charge noise and enhances coherence of solid-state quantum emitters. On the other hand, stable charge traps can enable high-density optical storage systems. Here we report all-optical control of charge-trapping defects via optical charge trapping (OCT) spectroscopy of a rare-earth ion doped oxide (Y 2 O 3 ). Charge trapping is realized by low intensity optical excitation in the 200–375 nm range. Charge detrapping or depletion is carried out by optically stimulated luminescence (OSL) under 532 nm stimulation. Using a Pr-doped Y 2 O 3 polycrystalline ceramic host matrix, we observe charging pathways via the inter-band optical absorption of Y 2 O 3 and via the 4f-5d transitions of Pr 3+ . We demonstrate effective control of the density of trapped charges within the Y 2 O 3 matrix at ambient environment. These results point to a viable method for controlling the local charge environment in rare-earth doped crystals via all-optical means, and pave the way for further development of efficient optical storage technologies with ultrahigh storage capacity, as well as for the localized control of quantum coherence in rare-earth doped solids.

França, Leonardo V. S. [Pritzker School of Molecul↗
NASA NTRS2001

Performance of Li-Ion Cells Under Battery Voltage Charge Control

A study consisting of electrochemical characterization and Low-Earth-Orbit (LEO) cycling of Li-Ion cells from three vendors was initiated in 1999 to determine the cycling performance and to infuse the new technology in the future NASA missions. The 8-cell batteries included in this evaluation are prismatic cells manufactured by Mine Safety Appliances Company (MSA), cylindrical cells manufactured by SAFT and prismatic cells manufactured by Yardney Technical Products, Inc. (YTP). The three batteries were cycle tested in the LEO regime at 40% depth of discharge, and under a charge control technique that consists of battery voltage clamp with a current taper. The initial testing was conducted at 20 C; however, the batteries were cycled also intermittently at low temperatures. YTP 20 Ah cells consisted of mixed-oxide (Co and Ni) positive, graphitic carbon negative, LIPF6 salt mixed with organic carbonate solvents. The battery voltage clamp was 32 V. The low temperature cycling tests started after 4575 cycles at 20 C. The cells were not capable of cycling. at low temperature since the charge acceptance at battery level was poor. There was a cell in the battery that showed too high an end-of-charge (EOC) voltage thereby limiting the ability to charge the rest of the cells in the battery. The battery has completed 6714 cycles. SAFT 12 Ah cells consisted of mixed-oxide (Co and NO positive, graphitic carbon negative, LiPF6 salt mixed with organic carbonate solvents. The battery voltage clamp was for 30.8 V. The low temperature cycling tests started after 4594 cycles at 20 C. A cell that showed low end of discharge (EOD) and EOC voltages and three other cells that showed higher EOC voltages limited the charge acceptance at the selected voltage limit during charge. The cells were capable of cycling at 10 C and 0 C but the charge voltage limit had to be increased to 34.3 V (4.3 V per cell). The low temperature cycling may have induced poor chargeability since the voltage had to be increased to achieve the required charge input. The battery has completed 6226 cycles. MSA 10 Ah cells consisted of Co oxide positive, graphitic carbon negative, LiPF6 salt mixed with organic carbonate solvents. The battery voltage clamp was 30.8 V. The low temperature cycling tests were started after 2182 cycles at 20 C. The cells were capable of cycling at 10 C and 0 C. Like SAFT, the voltage limit on charge had to be increased to 36 V (4.5 V per cell). There was a cell (cell S/N 13) in the battery that showed poor performance features such as low EOD voltage and high EOC voltage. The battery has completed 3441 cycles. A reconditioning procedure that consisted of C15 charge to a taper current of C/100 and C/20 discharge improved the voltage behavior of SAFT and MSA cells with no significant effect on YTP cells. We have demonstrated that the charge operation with VT clamp at battery rather than at cell level is feasible for onboard Li-Ion battery operation.

Rao, Gopalakrishna M.↗
NASA NTRS2008

Controlling Charging and Arcing on a Solar Powered Auroral Orbiting Spacecraft

The Global Precipitation Measurement satellite (GPM) will be launched into a high inclination (65 degree) orbit to monitor rainfall on a global scale. Satellites in high inclination orbits have been shown to charge to high negative potentials, with the possibility of arcing on the solar arrays, when three conditions are met: a drop in plasma density below approximately 10,000 cm(exp -3), an injection of energetic electrons of energy more that 7-10 keV, and passage through darkness. Since all of these conditions are expected to obtain for some of the GPM orbits, charging calculations were done using first the Space Environment and Effects (SEE) Program Interactive Spacecraft Charging Handbook, and secondly the NASA Air-force Spacecraft Charging Analyzer Program (NASCAP-2k). The object of the calculations was to determine if charging was likely for the GPM configuration and materials, and specifically to see if choosing a particular type of thermal white paint would help minimize charging. A detailed NASCAP-2k geometrical model of the GPM spacecraft was built, with such a large number of nodes that it challenged the capability of NASCAP-2k to do the calculations. The results of the calculations were that for worst-case auroral charging conditions, charging to levels on the order of -120 to -230 volts could occur on GPM during night-time, with differential voltages on the solar arrays that might lead to solar array arcing. In sunlit conditions, charging did not exceed -20 V under any conditions. The night-time results were sensitive to the spacecraft surface materials chosen. For non-conducting white paints, the charging was severe, and could continue unabated throughout the passage of GPM through the auroral zone. Somewhat conductive (dissipative) white paints minimized the night-time charging to levels of -120 V or less, and thus were recommended for GPM thermal control. It is shown that the choice of thermal control paints is important to prevent arcing on high inclination orbiting spacecraft solar arrays as well as for GEO satellites, even for solar array designs chosen to minimize arcing.

Ferguson, Dale C.↗
NASA NTRS2013

Experimental Investigation of Charging Properties of Interstellar Type Silica Dust Grains by Secondary Electron Emissions

The dust charging by electron impact is an important dust charging processes in astrophysical and planetary environments. Incident low energy electrons are reflected or stick to the grains charging the dust grains negatively. At sufficiently high energies electrons penetrate the grains, leading to excitation and emission of electrons referred to as secondary electron emission (SEE). Available classical theoretical models for calculations of SEE yields are generally applicable for neutral, planar, or bulk surfaces. These models, however, are not valid for calculations of the electron impact charging properties of electrostatically charged micron/submicron-size dust grains in astrophysical environments. Rigorous quantum mechanical models are not yet available, and the SEE yields have to be determined experimentally for development of more accurate models for charging of individual dust grains. At the present time, very limited experimental data are available for charging of individual micron-size dust grains, particularly for low energy electron impact. The experimental results on individual, positively charged, micron-size lunar dust grains levitated carried out by us in a unique facility at NASA-MSFC, based on an electrodynamic balance, indicate that the SEE by electron impact is a complex process. The electron impact may lead to charging or discharging of dust grains depending upon the grain size, surface potential, electron energy, electron flux, grain composition, and configuration (Abbas et al, 2010, 2012). In this paper, we discuss SEE charging properties of individual micron-size silica microspheres that are believed to be analogs of a class of interstellar dust grains. The measurements indicate charging of the 0.2m silica particles when exposed to 25 eV electron beams and discharging when exposed to higher energy electron beams. Relatively large size silica particles (5.2-6.82m) generally discharge to lower equilibrium potentials at both electron energies. These measurements conducted on silica microspheres are qualitatively similar in nature to our previous SEE measurements on lunar Apollo missions dust samples.

Tankosic, D.↗
DOE OSTI2021

Wafer-based charged particle accelerator, wafer components, methods, and applications

A wafer-based charged particle accelerator includes a charged particle source and at least one RF charged particle accelerator wafer sub-assembly and a power supply coupled to the at least one RF charged particle accelerator wafer sub-assembly. The wafer-based charged particle accelerator may further include a beam current-sensor. The wafer-based charged particle accelerator may further include at least a second RF charged particle accelerator wafer sub-assembly and at least one ESQ charged particle focusing wafer. Fabrication methods are disclosed for RF charged particle accelerator wafer sub-assemblies, ESQ charged particle focusing wafers, and the wafer-based charged particle accelerator.

Lal, Amit↗
DOE OSTI2023

Charging Needs for Battery Electric Semi Trucks

Battery-electric vehicles provide a pathway to decarbonize heavy-duty trucking, but the market for electric trucks is nascent, and specific charging requirements remain uncertain. This paper summarizes methods and findings from Charging Needs for Electric Semi-Trailer Trucks [1] wherein we leverage large-scale vehicle telematics data (>205 million miles of driving) to estimate the charging behaviors and infrastructure requirements for U.S. battery-electric semi-trailer trucks within three operating segments: local, regional, and long-haul. We model two types of charging - mid-shift (fast en-route charging) and off-shift (slow depot charging) - and show that off-shift charging at speeds compatible with current light-duty charging infrastructure (i.e., =350 kW) can supply 35% to 77% of total energy demand for local and regional trucks with =300-mile range. Megawatt-level speeds are required for mid-shift charging, which make up 44% to 57% of energy demand for long-haul trucks with =500-mile range. However, the role of off-shift charging increases as the range for battery-electric trucks increases and when off-shift charging is widely available.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Window-integrated charge-mode digital-to-analog converter for arbitrary waveform generator

A digital-to-analog converter circuit that creates an analog waveform from an input digital waveform. Operating the circuit comprises using the input digital waveform to 1) operate a charge control switch to set a charge time period, 2) operate a discharge control switch to set a discharge time period, 3) set a charge current magnitude using a charge gain, and 4) set a discharge current magnitude using a discharge gain. A charge source electrically charges a load capacitor during the charge time period (i.e., the charge mode). A discharge source electrically discharges the load capacitor during the discharge time period (i.e., the discharge mode). A circuit output transmits the analog waveform defined by the charge mode and the discharge mode. A charge current magnitude greater than the discharge current magnitude produces an upward-sloping analog waveform. A charge current magnitude less than the discharge current magnitude produces a downward-sloping analog waveform.

Li, Shaorui↗
DOE OSTI2020

Quantifying the Tangible Value of Public Electric Vehicle Charging Infrastructure

The lack of an extensive public recharging infrastructure is an important barrier to the growth of the plug-in electric vehicle (PEV) market. Because charging infrastructure is likely to be underutilized during the early stages of market development, it is difficult for decision makers to decide how much to invest in public charging stations. Quantifying the value of public charging infrastructure to current and potential future owners of PEVs is essential for estimating the benefits of charging stations to current PEV owners and for predicting the impact on future PEV sales. This paper estimates consumers’ willingness to pay for public charging infrastructure in the context of utility maximization. The objective is to provide a method for valuing charging infrastructure that can inform investment decisions and be used in forecasting models to predict the impacts on future PEV sales. A basic theory of the tangible value of charging infrastructure is developed as a function of PEV type, range, recharging time and existing infrastructure. Existing simulation studies provide functional relationships that quantify the ability of charging infrastructure to enable additional miles of electrified travel. The enabled travel functions are used to predict impact of infrastructure deployment on incremental electrified travel for 1) plug-in hybrids and 2) intra-regional and 3) inter-regional travel by all-electric vehicles. The willingness to pay for increased electrified miles is derived from the willingness to pay for increased electric driving range, based on econometric studies of plug-in vehicle choice. The result is a set of three functions that can be used to calculate the marginal willingness-to-pay for public charging infrastructure as a function of vehicle attributes, existing charging infrastructure, energy prices and annual vehicle travel.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Large-scale scenarios of electric vehicle charging with a data-driven model of control

Transportation electrification is forecast to bring millions of new electric vehicles to roads worldwide this decade. Planning to support those vehicles depends on detailed scenarios of their electricity demand in both uncontrolled and controlled or smart charging scenarios. In this work, we present a novel modeling approach to enable rapid generation of demand estimates that represent the impact of controlled charging for large-scale scenarios with millions of individual drivers. To model the effect of load modulation control on aggregate charging profiles, we propose a novel machine learning approach that replaces traditional optimization approaches. We demonstrate its performance modeling workplace charging control under a range of electricity rate schedules, achieving small errors (2.5%–4.5%) while accelerating computations by more than 4000 times. To generate the uncontrolled charging demand for scenarios with residential, workplace, and public charging we use statistical representations of a large data set of real charging sessions. We demonstrate the methodology by generating diverse sets of scenarios for California's charging demand in 2030 which consider multiple charging segments and controls, each run locally in under 50 s. We further demonstrate support for rate design by modeling the large-scale impact of a new, custom rate schedule for workplace charging.

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 OSTI2022

Charging needs for electric semi-trailer trucks

Battery-electric vehicles provide a pathway to decarbonize heavy-duty trucking, but the market for heavy-duty battery-electric semi-trailer trucks is nascent, and specific charging requirements remain uncertain. We leverage large-scale vehicle telematics data (>205 million miles of driving) to estimate the charging behaviors and infrastructure requirements for U.S. battery-electric semi-trailer trucks within three operating segments: local, regional, and long-haul. We model two types of charging - mid-shift (fast) and off-shift (slow) - and show that off-shift charging at speeds compatible with current light-duty charging infrastructure (i.e., =350 kW) can supply 35% to 77% of total energy demand for local and regional trucks with =300-mile range. Megawatt-level speeds are required for mid-shift charging, which make up 44% to 57% of energy demand for long-haul trucks with =500-mile range. However, demand shifts from mid-shift to off-shift charging as the range for battery-electric trucks increases and when off-shift charging is widely available. Finally, we observe geographic trends in charging demand, finding that local trucks have greater demand within urban areas, whereas long-haul trucks have more demand along rural interstate corridors. As the range for battery-electric trucks increases, we show that charging demand shifts from rural to urban locations due to observed vehicle dwell tendencies.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Ultrafast X-ray scattering offers a structural view of excited-state charge transfer

Intramolecular charge transfer and the associated changes in molecular structure in N,N'-dimethylpiperazine are tracked using femtosecond gas-phase X-ray scattering. The molecules are optically excited to the 3p state at 200 nm. Following rapid relaxation to the 3s state, distinct charge-localized and charge-delocalized species related by charge transfer are observed. The experiment determines the molecular structure of the two species, with the redistribution of electron density accounted for by a scattering correction factor. The initially dominant charge-localized state has a weakened carbon–carbon bond and reorients one methyl group compared with the ground state. Subsequent charge transfer to the charge-delocalized state elongates the carbon–carbon bond further, creating an extended 1.634 Å bond, and also reorients the second methyl group. At the same time, the bond lengths between the nitrogen and the ring-carbon atoms contract from an average of 1.505 to 1.465 Å. The experiment determines the overall charge transfer time constant for approaching the equilibrium between charge-localized and charge-delocalized species to 3.0 ps.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2025

Humidity-Dependent Electrostatic Charge Decay on Dielectric Surface in Enclosed Volumes

Electrostatic surface charge decay is investigated to determine loss mechanisms, the effect of humidity, enclosure size, and material. This work focuses on charging dielectric and metal surfaces close to the electrical breakdown threshold in atmospheric air under humid and dry conditions. After initial charging to a maximum potential of roughly 30 kV, the associated surface charge is allowed to decay because of recombining with ions from the natural background, resulting in decay times ranging from minutes to hours to days. Spheres with a radius of 50 mm consisting of varying materials (PTFE and metal as referenced later) are charged and tested at relative humidity levels, RH, of 10%, 35%, and 64%. It was found that the ion-ion pair production rate and the enclosure size affected the measured charge decay rate. The impact of air convection on charge decay in the open air (no enclosure) is discussed. The humidity increased the rate of charge decay on the metal and dielectric spheres. For example, in the first 25 minutes after charging, the total charge on the PTFE sphere decreased to 66%or 50% from its initial value in the 10% and 35% RH tests, respectively. An equivalent generation rate is found for the ions in the enclosure, with 10 and 24 ion pairs cm −3 s −1 being generated at a 5% and 49% relative humidity, respectively.

42 ENGINEERING↗
DOE OSTI2026

GSE Yearly Load Profiles for Each Airport Under Six Charging Scenarios

This dataset contains GSE yearly load profiles for each airport under six charging scenarios: (1) charging when the battery state of charge is insufficient for the next service using 40-kW chargers (S1); (2) charging when the battery state of charge is insufficient for the next service using 20-kW chargers (S2); (3) charging starts immediately after each GSE completes a service task using 40-kW chargers (S3); (4) charging starts immediately after each GSE completes a service task using 20-kW chargers (S4); (5) charging during off-peak hours using 40-kW chargers (S5); and (6) charging during off-peak hours using 20-kW chargers (S6). ![image](gse_load_profile_sample_day.png) GSE load profile of a sample day across different airport categories under charging scenario 1.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

There's No Place Like Home: Residential Parking, Electrical Access, and Implications for the Future of Electric Vehicle Charging Infrastructure

In March 2021, the cumulative sale of plug-in electric vehicles (PEVs), including plug-in hybrid electric vehicles (PHEV) and battery electric vehicles (BEV), reached 1.8 million in the United States (Argonne National Laboratory 2021). However, PEV adoption is still in its infancy; its market share has just reached around 3% of new light-duty vehicle (LDV) sales by the end of 2020 (Alliance for Automotive Innovation 2021). Current trends suggest that PEV market share in the United States is increasing. The U.S. Energy Information Administration's (EIA's) 2020 Annual Energy Outlook forecasts PEV registrations to exceed 8 million vehicles by 2030 (AEO 2020). PEV adoption is expected to be led by states that are regulating the sale of zero emission vehicles (ZEVs) (California Air Resources Board). California continues to push for more aggressive ZEV regulations; the state recently issued an executive order aimed at 100% of LDV sales being ZEVs by 2035 (Office of Governor Newsom). At the federal level, the Biden administration has shown great ambition in encouraging broader electric vehicle (EV) adoption, including setting the goal of installing 500,000 new chargers nationwide (The White House 2021). Access to charging infrastructure is consistently cited as one of the primary barriers to the increased sale of PHEVs and BEVs (Carley et al. 2019). In the United States, PEV charging options are often described using a pyramid structure, with residential charging as the foundation, workplace charging in the middle, and public charging on top (Figure 1). The existing electricity system, which generates, transmits, and distributes electric fuel to residential households, has helped PEVs partially overcome the "chicken and egg" conundrum that has haunted other alternative fuels. Viable home access to electric charging is also an important equity issue, because non-residential PEV charging options (e.g., workplace or public charging stations) are generally more expensive. Households without residential charging access may experience higher total cost of PEV ownership if non-residential charging options are more costly.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

A Forward-Looking Dataset of EV Managed Charging Resource and Costs

This presentation summarizes a high-resolution, forward-looking dataset of EV adoption, EV charging, and managed charging resource. Vehicle-level data are grounded in current adoption and charging patterns, and ~200,000 real-world vehicle-weeks of travel data covering all on-road segments (i.e., light-duty, transit and school buses, local, regional and long-haul medium- and heavy-duty). The data, which include multiple charging profiles per vehicle to bound flexibility, are then processed and aggregated to describe baseline charging and charge management resource by county, hour, year, scenario, and vehicle type. Coupled with one of four scenarios of how EV managed charging costs might evolve over time, the dataset enables a power sector capacity expansion model to select cost-optimal quantities of EV managed charging and supply-side resources to reliably satisfy demand. Five integration strategies: Baseline, Daytime and Flat (passive), Flex (active), and Stress (anti-strategy), illustrate how baseline charging and flexibility potential changes with EVSE build-out and charging preferences.

33 ADVANCED PROPULSION SYSTEMS↗