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At least 397 records · Page 22

All sources NASA NTRS DOE OSTI

DOE OSTI2022

Multi-frequency electrical impedance tomography

Apparatus includes a plurality of geological subsurface electrical line sensors spaced apart from each other proximate a predetermined geological subsurface region of interest, with at least one of the electrical line sensors situated as a line source to produce a multi-frequency electrical impedance tomography source signal, and with at least one of the electrical line sensors situated as a line detector to receive the multi-frequency electrical impedance tomography response signal associated with the source signal that propagates through the predetermined geological subsurface region of interest, and a controller including a processor and a memory configured with instructions that, when executed by the processor, cause the processor to determine an electrical mapping over the predetermined geological subsurface region of interest based on the multi-frequency electrical impedance tomography source signal, response signal, and the spatial positions of the geological subsurface electrical line sensors.

Karra, Satish↗

DOE OSTI2022

Method of coating an electrical current collector and electrodes resulting therefrom

The present invention is directed to a method of coating an electrical current collector comprising treating a portion of a surface of the electrical current collector with an adhesion promoting composition to deposit a treatment layer over the portion of the surface of the electrical current collector, wherein the resulting surface of the electrical current collector comprises (a) a treated portion comprising the treatment layer and (b) a non-treated portion that lacks the treatment layer; electrodepositing an electrodeposited coating layer from an electrodepositable coating composition onto the surface of the electrical current collector to form a coated electrical current collector; and rinsing the coated electrical current collector, wherein the electrodeposited coating layer substantially adheres to the treated portion of the surface and does not adhere to the non-treated portion of the surface. Also disclosed are electrodes and electrical storage devices.

Oakes, Landon J.↗

DOE OSTI2023

Electrical interconnect structure using metal bridges to interconnect die

A multichip module comprises a carrier, a plurality of chips, an electrical insulating layer, and an electrical interconnect structure. The carrier includes a bottom wall and four side walls defining an internal cavity. The chips are positioned in the internal cavity, with each chip including a plurality of bond pads. The electrical insulating layer is formed from electrically insulating material and is positioned on an upper surface of the carrier and the chips. The electrical interconnect structure includes a plurality of interconnect traces, with each interconnect trace formed from electrically conductive material and electrically connected to a first bond pad on a first chip and a second bond pad on a second chip. Each interconnect trace includes a bridge having a segment that is spaced apart from, and positioned above, the electrical insulating layer.

Young, Barbara Diane↗

DOE OSTI2023

Direct numerical simulation of a turbulent methane/air flame impinged by a sub-breakdown electric field

Here, the effects of an external electric field on a turbulent methane/air diffusion flame are analyzed in this work using direct numerical simulations. The analyzed configuration consists of a temporally evolving mixing layer of air and a mixture of methane and nitrogen at 1 atm that is impinged by an electric field in the direction normal to the mean mixing plane. The combustion and chemi-ionization reactions involved in the flow are modeled using finite-rate chemistry and a reduced reaction scheme consisting of 26 species and 134 reactions. The mass diffusion and ion-wind effects are modeled using a detailed description of the diffusion coefficients and electric mobilities based on kinetic theory. The presented calculations show that the turbulence generated within the mixing layer is mostly unaffected by the applied electric field for the configuration under exam. In fact, the electric body force is developed away from the mixing region where the flow is uniform. Conversely, the turbulence is able to introduce very high intermittency in the electrically charged species concentration and, consequently, in the electric body force. Such intermittency will constitute a challenge in the future formulation of combustion models that take into account ion-wind effects.

09 BIOMASS FUELS↗

DOE OSTI2020

The role of infrastructure to enable and support electric drive vehicles: A Transportation Research Part D Special Issue

Widespread vehicle electrification appears to be necessary to achieve timely and deep reductions in greenhouse gases (GHG) and pollutant emissions as well as petroleum use in the transportation sector. The lack of a sufficient refuelling infrastructure has defeated many past efforts to promote alternatives to petroleum fuels. The papers in this special issue on the “Role of Infrastructure to Enable and Support Electric Drive Vehicles” address the diverse challenges posed by a transition from fossil-fuelled internal combustion engine vehicles to vehicles powered by electric motors and the special role of refuelling/recharging infrastructure in this transition. Electric drive vehicles are herein considered to be plug-in electric vehicles (PEVs), including plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs), and hydrogen fuel cell electric vehicles (FCEVs). BEVs and FCEVs are also known as Zero Emission Vehicles (ZEVs) because their propulsion systems produce no tailpipe emissions.

33 ADVANCED PROPULSION SYSTEMS↗

NASA NTRSDate not supplied

Analysis of the Electrical Grid for UAM

A wide range of challenges must be overcome to conduct Urban Air Mobility (UAM) operations at scale with electric vertical takeoff and landing aircraft as envisioned. This presentation is on an analysis of one potential infrastructure challenge for UAM: available electrical grid power capacity. The success of UAM depends on the availability of electricity, which will be increasingly impacted by the proliferation of ground electric vehicles over time. Under the best-case assumption that electricity can be transmitted and distributed as needed within each interconnection (i.e., electrical grid), it is estimated that the maximum number of UAM aircraft that can charge simultaneously in the continental United States will decrease by 20% from about 595 thousand in the year 2021 to about 475 thousand in the year 2050 due to the projected increase in ground electric vehicles.

electrical grid; urban air mobility; electric vehi↗

NASA NTRSDate not supplied

Analysis of Electrical Grid Capacity in Major U.S. Metropolitan Areas for Urban Air Mobility

A wide range of challenges must be overcome to conduct Urban Air Mobility (UAM) operations at scale with electric vertical takeoff and landing aircraft as envisioned. This paper documents an analysis of one potential infrastructure challenge for UAM: available electrical grid power capacity. The success of UAM depends on the availability of electricity, which will be increasingly impacted by the proliferation of ground electric vehicles (EVs) over time. Under the worst-case assumption that each U.S. Metropolitan Statistical Area (MSA) can only access and utilize the electricity generated by power plants within its boundaries, it is estimated that the maximum number of UAM aircraft that can charge simultaneously in the 25 most populous MSAs will decrease by about 61% from about 129,000 in the year 2021 to about 51,000 in the year 2050, due to the projected increase in ground EVs. Also, it is estimated that the number of these MSAs that may lack any available electrical grid power capacity for UAM operations will increase from zero MSAs in 2021 to eleven MSAs in 2050—including three MSAs that prospective UAM operators have announced as target markets (Los Angeles, Miami, and Orlando)—unless electricity demand for other purposes is reduced.

electrical grid↗

NASA NTRSDate not supplied

Analysis of Electrical Grid Capacity in Major U.S. Metropolitan Areas for Urban Air Mobility

electrical grid↗

DOE OSTI2021

Impact of electric vehicle charging on the power demand of retail buildings

As electric vehicle penetration increases, charging is expected to have a significant impact on the grid. Electric vehicle charging stations will greatly affect a building site's power demand, especially with the onset of fast charging with power levels as high as 350 kW per charger. Here, we assess how electric vehicle charging stations would impact a retail big box grocery store, exploring numerous station sizes, charging power levels, and utilization factors in various climate zones and seasons. We measure the effect of charging by assessing changes in monthly peak power demand, electricity usage, and annual electricity bill, computed using three distinct rate structures. We find that an electric vehicle station has the potential to dwarf a big box building's power demand if behind the same meter, increasing monthly peak power demand at the site by over 250%. Cold-climate areas paired with rate structures incorporating high demand charges are most susceptible for significant changes to the annual electricity bill, with increases as high as 88%.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2021

Electric and magnetic black holes in a new nonlinear electrodynamics model

Highlights: • We introduce a new NED model which is comparable with the BI model in the weak-field limit. • We find an electric black hole solution in the context of Einstein’s gravity minimally coupled with the new NED model. • We study the thermal stability of the electric black hole solution. • Modified Smarr’s formula consistent with the first law of black hole thermodynamics is obtained. A new nonlinear electrodynamics (NED) model is introduced in the form of a nonpolynomial Lagrangian which admits static spherical and also plane wave solutions in a flat space. Upon coupling with gravity the electric field is finite and comparable with the Born–Infeld counterpart. The electric and magnetic black hole solutions in the Einstein’s gravity coupled with this NED model are presented. The solutions give both asymptotically and in the weak field limit Reissner–Nordström (RN) black hole and unlike the other known models our electric solution is expressed in terms of elementary functions in a closed form. We study the first law and derive the modified Smarr’s formula for the electric type extension of our model. Considerable rich structure, especially thermodynamic ones, ranging from first to the second order phase transitions are added to the RN black hole of linear electrodynamics with this NED model. Having the exact solution for the metric function at our disposal we investigate the stability of the electric black hole from both the thermodynamical and causal points of view.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗

DOE OSTI2020

Controlled workplace charging of electric vehicles: The impact of rate schedules on transformer aging

To accelerate adoption of non-residential charging for electric vehicles, sites must maximize utilization of existing electrical infrastructure. In this study we model electric vehicle charging at a workplace using real charging data and evaluate the lifetime of the site’s transformer as the number of charging stations is incrementally increased. We implement and compare a range of control schemes for workplace charging including minimizing the peak load, capping the total load, minimizing bills under different rate structures with time-of-use energy costs and demand charges, and directly minimizing the transformer’s aging. These are compared by the number of vehicles they allow the transformer to support, the transformer’s health, and the operator’s electricity bill. We draw a connection between minimizing the peak load and improving the transformer’s health. We observe that minimizing the electricity bill is the best scheme by both criteria when the bill includes a demand charge; in our experiment it allowed the infrastructure to support over 67% more cars than under uncontrolled charging. To protect the transformer we recommend that demand charges or capacity management be applied to parking lots of charging electric vehicles with high infrastructure utilization, and operators schedule charging to minimize their electricity bills.

24 POWER TRANSMISSION AND DISTRIBUTION↗

DOE OSTI2020

Range cost-effectiveness of plug-in electric vehicle for heterogeneous consumers: An expanded total ownership cost approach

Plug-in electric vehicles (PEV) appears to have sales momentum in major personal vehicle markets but are still at the early market stage. Opportunities to accelerate PEV adoption can be discovered through comprehensive total cost of ownership (TCO) analysis. Understanding the cost-effective electric ranges of PEVs for consumers, manufacturers, and the society is critical for any discussion of PEV mass markets. This study expanded the traditional TCO approach by (1) fully considering heterogeneous consumer driving patterns, (2) quantifying the charging inconvenience and range anxiety cost of battery-electric vehicles (BEVs), and (3) monetizing both tangible and intangible PEV policies. Uncertainties were handled through Monte Carlo simulation. The results suggest that BEVs with an electric range of 250–350 km have the lowest TCO in cities with government-enacted purchase limitations, and internal combustion engine vehicles (ICEVs) have the lowest TCO in cities without purchase limitations, even when considering PEV subsidies. The lowest TCO for some consumer groups is obtained by BEVs with an electric range of 400–450 km, especially in northern China, where the weather is colder. The cost-effective all-electric range for BEVs in each city in 2025 will decrease due to improved battery performance in cold environments and an expanded charging infrastructure. Finally, based on TCO, plug-in hybrid electric vehicles (PHEVs) are currently more suitable for drivers with a high average daily mileage or a large mileage variance. However, by 2025, BEVs with a long driving range may become a more cost-effective choice for these drivers.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2023

Cradle-to-grave mercury emissions of light-duty gasoline and electric vehicles in China

China is actively promoting vehicle electrification, which is deemed to help achieve its ambitious carbon neutrality goal by 2060. Here we show that vehicle electrification in China leads to an increase in automotive emissions of mercury, a persistent, global hazardous pollutant regulated in the United Nations’ Minamata Convention. We found that with current technologies, life-cycle mercury emissions of battery electric vehicles of 300 miles of all-electric range are 92% higher than conventional gasoline internal combustion engine vehicles, primarily due to the high mercury emissions from coal-based electricity generation. Notably different from greenhouse gases, mercury emissions are mainly embedded in vehicular material production and vehicle manufacturing, accounting for 50–60% for electric vehicles and ~90% for gasoline vehicles of their life-cycle mercury emissions. Even with a deeply decarbonized power grid, mercury footprints of electric vehicles would still be higher than those of gasoline vehicles, implying a potential increase in automotive mercury emissions in any countries that promote vehicle electrification. Measures including decarbonizing electric grid, implementing mercury-specific emission control through vehicle supply chain, and increasing metal recycling in electric vehicle batteries will help mitigate the unintended mercury emission increase caused by vehicle electrification.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2022

Specific Ion and Electric Field Controlled Diverse Ion Distribution and Electroosmotic Transport in a Polyelectrolyte Brush Grafted Nanochannel

Controlling ion distribution inside a charged nanochannel is central to using such channels in diverse applications. Here, we show the possibility of using a charged polyelectrolyte (PE) brush grafted nanochannel for triggering diverse nanoscopic ion distribution and nanofluidic electroosmotic transport by controlling the valence and size of the counterions (that screen the charges of the PE brushes) and the strength of an externally applied axial electric field. We atomistically simulate separate cases of fully charged Polyacrylic acid (PAA) brush functionalized nanochannels with Na + , Cs + , Ca 2+ , Ba 2+ , and Y 3+ counterions screening the PE charges. Four key findings emerge from our simulations. First, we find that the counterions with a greater valence and a smaller size prefer to remain localized inside the brush layer. Second, for the case where there is an added chloride salt with the same cation (as the screening counterions), there are more coions (Cl - ions) in the brush-free bulk than counterions (for counterions Na + , Ca 2+ , Ba 2+ , Y 3+ ): this is a manifestation of the overscreening (OS) of the PE brush layer. Contrastingly, the number of Cs + ions remain higher than the Cl - ions inside the brush-free bulk, ensuring that there is no OS effect for this case. Third, large applied electric field enables a few Na + , Cs + , and Ba 2+ counterions to leave the brush layer and to go to the bulk: this makes the OS of the PE brush layer disappear for the cases of PE brushes being screened by the Na+ and Ba 2+ ions. On the other hand, no such electric-field-mediated disappearance of OS is observed for the cases of Ca 2+ and Y 3+ screening counterions; we attribute this to the firm attachment of these counterions to the negatively charged monomers. Free energy associated to a counterion binding to a PE chain corroborates this diversity in the counterion-specific response to the applied electric field. Lastly, we demonstrate that such diverse ion distributions, along with specific electric-field-strength-dependent ion properties, lead to (1) EOS transport in nanochannels grafted with PAA brushes screened with Cs + ions to be always counterion dominated, (2) EOS transport in nanochannels grafted with PAA brushes screened with Ca 2+ and Y 3+ ions to be always coion dominated, and (3) EOS transport in nanochannels grafted with PAA brushes screened with Na + and Ba 2+ ions to be coion dominated for smaller electric fields and counterion dominated for larger electric fields.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2022

Electric field determination in transient plasmas: in situ & non-invasive methods

Abstract One of the primary basic plasma parameters within transient nonequilibrium plasmas is the reduced electric field strength, roughly understood as the ratio of the electrical energy given to the charged species between two collisions. While physical probes have historically been used for electric field measurements, recent advances in high intensity lasers and sensitive detection methods have allowed for non-invasive optical electric field determination in nearly any discharge configuration with time-resolution up to the sub-nanosecond range and sub-millimeter spatial resolution. This topical review serves to highlight several non-invasive methods for in situ electric field strength determination in transient plasmas ranging from high vacuum environments to atmospheric pressure and above. We will discuss the advantages and proper implementation of (i) laser induced fluorescence dip spectroscopy for measurements in low pressure RF discharges, (ii) optical emission spectroscopy based methods for nitrogen, helium or hydrogen containing discharges, (iii) electric field induced coherent Raman scattering, and (iv) electric field induced second harmonic generation. The physical mechanism for each method will be described as well as basic implementation and highlighting recent results.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2022

Electric charge build-up and dissipation at pulsed streamer corona by EFISH and probe measurements

The aim of this work is to study the dynamics of volumetric electric charge deposited by a single pin electrode streamer corona in atmospheric air at ambient conditions. Recent studies show that, at pulse-periodic operation, electric charge remains in surrounding air after the first discharge. This residual charge significantly impacts the electric field distribution and morphology of discharges at subsequent pulses. In this study, the residual electrical potential/field was measured during and after dissipation of a pulsed 80kV streamer corona of alternating polarity. This was accomplished using electrostatic probes and the EFISH method (Electric Field Induced Second Harmonic generation). The residual volumetric charge of a positive pulse polarity streamer corona occupies a zone up to 80mm from the electrode. The subsequent application of a negative polarity pulse leads to partial neutralization of the previous charge and the generation of a region with a high-amplitude electric field. Here, the propagation of following positive polarity pulses is limited by the residual positive volumetric charge. The EFISH method reveals the magnitude of the electric field at discharge propagation and electrostatic probes inform the polarity. Intensified imaging acquisition was used to evaluate the spatial distribution and dynamics of corona discharge during the alternating polarity waveform.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

DOE OSTI2025

Spokane Eco-District Campus Performance Under Alternative Electricity Rates: Benefits for virtual power plant participants and suppliers

Here, the respective benefits for virtual power plant participants and suppliers are revealed and compared under alternative electricity rate structures, including conventional large commercial electricity rates, large commercial electricity rates with special rates for demand-side generation, and dynamic hourly transactive prices. These three scenarios were explored using the capabilities of the Eco-District campus, a virtual power plant in Spokane, Washington, that is supplied electricity by Avista Utilities. The Eco-District Campus was modeled to host solar power generation, battery energy storage, and thermal energy resources that must be coordinated with building heating and cooling needs. First, the electricity supplier’s costs for energy, infrastructure, and energy losses were modeled. Then, the virtual power plant’s performance was modeled while presuming that its manager would minimize its costs under its electricity rate structure. The demand charges of conventional commercial electricity rates managed monthly peak, as would be expected, but hourly dynamic transactive pricing resulted in a striking alignment between the costs incurred by the supplier and the virtual power plant’s energy costs.

Electricity rates↗

DOE OSTI2020

Foundations of an Electric Mobility Strategy for the City of Mexicali

The Foundations of an Electric Mobility Strategy for the city of Mexicali aligns with numerous energy, environmental, and transport plans and will help Mexicali meet multiple related goals. Mexicali’s energy mix, with 28% renewables, already enables plugin electric vehicles (PEVs) to reduce the mass of greenhouse gases (GHGs) per km driven 2/3 below that of their conventional counterparts. This GHG benefit will increase should Mexicali take steps to further increase their share of renewables in their electricity supply. Beyond increasing renewables, Mexicali could possibly deploy PEVs so that electric load is added in the right location (depending on further analysis of substations and feeders) and at the right time (between 21:00 and 11:00) in order to minimize grid upgrade costs. There are a handful of charge timing control mechanisms –at various stages of development– that Mexicali could implement. Transport electrification can facilitate mass transit by powering buses, trains, and small vehicles that get people from their homes or work to the transit stations and vice versa. Mexicali could utilize fleets as early PEV adopters in order to gain acceptance and add electric vehicle supply equipment (EVSE). Recommended prioritization of different types of fleets are suggested in this report: transit buses, school buses, airport ground support equipment (GSE), refuse trucks, taxis, shuttle buses, campus vehicles, delivery trucks, utility trucks, and finally semitrailers. There are a handful of policy options that Mexicali could use to incentivize fleets to purchase PEVs, including mandates, economic incentives, energy performance contracts, waivers to access restrictions, electricity discounts, and EVSE requirements in building codes. Mexicali’s taxi fleet was an early adopter of PEVs and had experienced some challenges—mostly related to the insufficient range of the taxis due to hot weather. In this report, we strategize ways to extend the range of the current electric taxis, including ways to make charging more convenient to the drivers, and more suggestions for appropriate vehicles to purchase in the future. This report also includes the groundwork of geotracking Mexicali’s taxi fleet so that more detailed recommendations can be made in the future. Once fleets have increased PEV acceptance and EVSE installations, the market will be ready to expand to private vehicle owners. In order to do this, more EVSE needs to be installed in the right locations. This mobility strategy lays out general local areas where EVSE could be well utilized, based on traffic patterns, land use, and demographic data. Mexicali could approach businesses within these areas that would likely make suitable hosts, based on how well they can profit from the additional business that EVSE would bring. Mexicali could then adopt a series of purchase incentives (including sales tax waivers or access to high-occupancy vehicles [HOV] lanes) that would encourage private vehicle owners to purchase PEVs. Purchase incentives run the risk of creating equity issues, which can be countered by promoting electrification in mass transit, creating more HOV lanes that have PEV exemptions, and installing EVSEs in underserved communities. Private PEV ownership will require a set of experts that Mexicali can help train, including PEV repair technicians, EVSE installation electricians, and first responders.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗