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DOE OSTI2023

Field Demonstration of the Brick Ontology to Scale up the Deployment of ASHRAE Guideline 36 Control Sequences

Many commercial buildings have a vast network of sensors as part of their building automation systems (BAS) that allows opportunities for energy consumption and cost savings by deploying advanced control sequences. However, this resource is often underutilized since BAS are typically programmed with simple control sequences with limited potential to deliver on these opportunities. The recent availability of ASHRAE Guideline 36 (G36) with advanced HVAC control sequences supports control retrofits in existing buildings to unlock much of the savings potential. However, barriers such as the lack of standard naming convention of building assets and data points, proprietary equipment and BAS, and the inherent uniqueness of buildings and their systems prevent building stakeholders from adopting any “plug-and-play” implementation of G36. Instead, control vendors must often undertake the manual and labor-intensive point mapping process to identify a data stream’s functional and spatial relationship within the HVAC system along with other relevant contexts and map it to the new control sequences. The vendor must carry out the point mapping process in each individual building since the mapping is unlikely to port over to another building. Even for the same building, the point mapping process can occur multiple times if various control vendors implement different control retrofits and/or multiple control retrofits happen over the lifecycle of the building. Then, there is the likelihood that G36 control sequences are programmed uniquely to the building, preventing the same implementation from being reused in another. Therefore, this paper presents a field demonstration of how we leveraged the Brick ontology with BACnet, OpenBuildingControl’s Control Description Language (CDL), and open-source support tools to implement scalable and portable advanced building controls. These tools provide standardized semantic descriptions and relationships of the building’s assets and data points (Brick), standardized communication protocol to read from and write to the building’s BAS (BACnet), and standardized code implementations (CDL) of standardized advanced control strategies (G36). We implemented G36’s hot water supply temperature setpoint reset in a Berkeley, CA building for this field demonstration. This field demonstration aims to show how integrating these tools may streamline the deployment of advanced control sequences such as G36 in a consistent manner regardless of differences found across buildings.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2022

Impact of Polymer Rheology on Gel Treatment Performance of Horizontal Wells with Severe Channeling

Summary Gel treatment has been a cost-effective method to control the conformance of a reservoir with severe heterogeneity problems. The water channels in such reservoirs can be classified as open fractures or high permeability porous media with pore-throat network. Many simulation studies have been conducted to discuss gel treatment performance for conformance control. However, nobody considered the polymer rheology difference in open fractures and porous media in simulation. Previous simulation studies also ignored the residual resistance factor as a function of rock permeability rather than a constant parameter. In this study, a conceptual simulation model was established to simulate the linear flow system for the reservoir with horizontal wells considering the two factors mentioned above. The results demonstrate that the gel treatment always provides the better placement results in the open fracture type channel than pore-throat network type channel. Moreover, it is very necessary to consider residual resistance factor as a function of permeability, which is based on the experimental results and can provide much greater plugging efficiency in the higher permeable channels than constant residual resistance factor. Sensitivity analysis studies and multifactor analysis indicate that increasing oil viscosity and permeability ratio has a strong positive influence on conformance control results, which indicate in-situ gel treatment can be better applied in heavy or viscous oil reservoirs with fracture-like channels. Besides, the results also indicate that in reservoirs with severe channeling problem where channel velocity was high, the differences of gelant placement and profile improvement in models with two different types of channels could be enlarged greatly.

Engineering↗

DOE OSTI2020

Project Plan: Salt in Situ Heater Test

This project plan gives a high-level description of the US Department of Energy Office of Nuclear Energy (DOE-NE) Spent Fuel and Waste Disposition (SFWD) campaign in situ borehole heater test project planned for the Waste Isolation Pilot Plant (WIPP) site, titled the Brine Availability Test in Salt (BATS). BATS is the first stage in a planned sequence of tests to bolster the technical basis for disposal of heat generating waste in salt. This plan provides an overview of the schedule and responsibilities of the parties involved. This project is a collaborative effort by Sandia, Los Alamos, and Lawrence Berkeley National Laboratories to execute a series of small-diameter borehole heater tests in salt for the DOE-NE SFWD campaign. Design of a heater test in salt at WIPP has evolved over several years. The experiment has begun in January 2020 and the first phase will continue for several months with the possibility for follow on testing. BATS comprises a suite of modular tests, which consist of a group of adjacent horizontal boreholes in the wall of drifts at WIPP. Each test is centered around a packer-isolated heated borehole (12.2 cm [4.81 diameter) containing equipment for water-vapor collection and borehole closure monitoring, surrounded by smaller-diameter (up to 5.3 cm [2.11 diameter) satellite observation boreholes. Observation boreholes contain grouted-in temperature sensors, electrical resistivity tomography (ERT) sensors, and fiber optics; packer-isolated tracer release and sampling intervals; and acoustic emission (AE) piezoelectric sensors. A larger-diameter (12.2 cm [4.81) satellite borehole includes sorel and salt cement plugs, as part of an engineered barrier sealing test. The first two tests, to be implemented in parallel, are heated (target borehole wall temperature of 120 °C) and unheated, with similar arrays of observation borehole monitoring changes. Follow-on tests will be designed using information gathered from the first two tests, and may be conducted at other borehole wall temperatures, use multiple observation boreholes, and may include different measurement types and test designs. This 2020 update of the original 2018 project plan satisfies DOE-NE Spent Fuel and Waste Science and Technology (SFWST) milestone M3SF-205N010303034, as part of the SNL "Salt Disposal R&D" work package.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2020

DEEP Solar: Data DrivEn Modeling and Analytics for Enhanced System Layer ImPlementation

Realizing the SETO 2030 mission of reducing solar energy costs to 3-5 c/kWh will require innovative enabling research on effective, cost-efficient integration of local PV within distribution systems. However, the intermittent and variable nature of PVs compels operators to impose conservative hosting capacity constraints. Given the extremely high variability of (intermittent and unpredictable) solar energy generation, relaxing the capacity constraints (which are currently around 15%) and achieving 100% or greater integration of renewables will require a fundamental transformation of the power grid via the utilization of exponentially larger amounts of AMI enabled fine-grained data. To address the challenges in increasing the penetration of renewable energy based DERs, this project envisions an Enhanced System Layer (ESL) at the distribution network level that is reliable, cost-effective and scalable to millions of Distributed Energy Resources (DERs)/devices. This includes developing: 1) Transformative and highly scalable machine learning based predictive analytics tools that plug into distribution system planning and provide real-time situational awareness at the distribution level for short and long-term operational planning. The tools will be built using novel data-driven energy models of millions of active nodes with AMI, 2) Adaptive stochastic analysis and optimization algorithms for real-time grid operations, 3) Dynamic Scenario Analysis using parallel Cloudenabled implementations with < 1 minute computational cycle times.

14 SOLAR ENERGY↗

DOE OSTI2020

The Dark Energy Spectrographic Instrument (DESI) Optical Fiber System

The specific research of the DESI project is to study in detail the expansion history of the Universe over the past 10 billion years. In order to do this, the project designed, fabricated, tested and commissioned the DESI instrument which has been deployed at the Mayall Telescope at the Kitt Peak National Observatory near Tucson, Arizona. The DESI project was conducted by approximately 30 US and foreign national laboratories. The complete instrument includes a prime focus corrector assembly, a focal plane with 5,000 optical fibers whose position can be set by robotic positioners, and ten spectrographs. Each spectrograph can accommodate the light from 500 fibers and include three color channels that are illuminated by a common collimator mirror and other planar transfer optics. In order for this entire system to work, optical fibers are required to connect each positioner to the spectrographs. Our CRADA with Durham University in the UK provided the 10 crucial fiber cables required to connect the DESI focal plane to the 10 spectrographs. The key major goals of this CRADA were achieved. Survey planning was another key component to the Durham contribution. Drs. Frenk, Baugh, Cole, Edge, Lacey, Li, Lucey, Massey, Metcalfe, Norberg and Shanks were all important contributors to the working groups to which they were assigned. Their work to implement emission lines and QSO in lightcone mocks, mocks for non-standard cosmologies/modified gravity, optimization of completeness of BGS in crowded regions and extended source photometry have been vital in the early planning for targets during commissioning. The major role in the project involved Dr. Ray Sharples and his team. They provided a significant portion of the design, fabrication and testing of the optical fiber system. In particular, they were responsible for the design, production of engineering drawings, component procurements, and fabrication of the 10 DESI Science fiber cables. Working in close collaboration with Dr. Claire Poppett, they also designed and fabricated the slit assemblies, the specialized termination of the groups of 500 fibers which plug into the spectrographs.

47 OTHER INSTRUMENTATION↗

DOE OSTI2020

ECP Report: Update on Proxy Applications and Vendor Interactions

The ExaLearn miniGAN team (Ellis and Rajamanickam) have released miniGAN, a generative adversarial network(GAN) proxy application, through the ECP proxy application suite. miniGAN is the first machine learning proxy application in the suite (note: the ECP CANDLE project did previously release some benchmarks) and models the performance for training generator and discriminator networks. The GAN's generator and discriminator generate plausible 2D/3D maps and identify fake maps, respectively. miniGAN aims to be a proxy application for related applications in cosmology (CosmoFlow, ExaGAN) and wind energy (ExaWind). miniGAN has been developed so that optimized mathematical kernels (e.g., kernels provided by Kokkos Kernels) can be plugged into to the proxy application to explore potential performance improvements. miniGAN has been released as open source software and is available through the ECP proxy application website (https://proxyapps.exascaleproject.ordecp-proxy-appssuite/) and on GitHub (https://github.com/SandiaMLMiniApps/miniGAN). As part of this release, a generator is provided to generate a data set (series of images) that are inputs to the proxy application.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2020

Batteries Annual Progress Report (FY2019)

The Vehicle Technologies Office (VTO) of the Department of Energy (DOE) conducts research and development (R&D) on advanced transportation technologies that would reduce the nation’s use of imported oil and would also lead to reductions in harmful emissions. Technologies supported by VTO include electric drive components such as advanced energy storage devices (primarily batteries), power electronics and electric drive motors, advanced structural materials, energy efficient mobility systems, advanced combustion engines, and fuels. VTO is focused on funding early-stage high-reward/high-risk research to improve critical components needed for more fuel efficient (and cleaner-operating) vehicles. One of the major VTO objectives is to enable U.S. innovators to rapidly develop the next generation of technologies that achieve the cost, range, and charging infrastructure necessary for the widespread adoption of plug-in electric vehicles (PEVs). An important prerequisite for the electrification of the nation’s light duty transportation sector is development of more cost-effective, longer lasting, and more abuse-tolerant PEV batteries. One of the ultimate goals of this research, consistent with the current vehicle electrification trend, is an EV which can provide the full driving performance, convenience, and price of an internal combustion engine (ICE) vehicle. To achieve this, VTO has established the following overarching goal (Source: FY2021 Congressional Budget Justification1): …identify new battery chemistry and cell technologies with the potential to reduce the cost of electric vehicle battery packs by more than half, to less than $100/kWh (ultimate goal is $60/kWh battery cell cost), increase range to 300 miles, and decrease charge time to 15 minutes or less by 2028. VTO works with key U.S. automakers through the United States Council for Automotive Research (USCAR) – an umbrella organization for collaborative research consisting of Fiat Chrysler Automobiles (FCA), the Ford Motor Company, and General Motors. Collaboration with automakers through the partnership known as U.S. Driving Research and Innovation for Vehicle Efficiency and Energy Sustainability (U.S. DRIVE) attempts to enhance the relevance and the success potential of its research portfolio. VTO competitively selects projects for funding through funding opportunity announcements (FOAs). Directly-funded work at the national laboratories are awarded competitively through a lab-call process. During the past year, VTO continued R&D in support of PEVs. Stakeholders for VTO R&D include universities, national laboratories, other government agencies and industry (including automakers, battery manufacturers, material suppliers, component developers, private research firms, and small businesses). This document summarizes the progress of VTO battery R&D projects supported during the fiscal year 2019 (FY 2019).

25 ENERGY STORAGE↗

DOE OSTI2020

Electric Vehicle Adoption in Illinois

Over 1.3 million plug-in electric vehicles (PEVs) have been sold in the United States since 2010 when the first Chevy Volt and Nissan Leaf vehicles came on the market. Currently, electric vehicles account for about 2% of monthly light-duty vehicle (LDV) sales. More than 40 different electric vehicle models are actively being marketed, and most of these are LDVs. Over the last few years, automakers have brought more models, with varying mileage ranges, to the market, including medium-duty and heavy-duty trucks and buses. Government agencies at the federal, regional, and state levels, as well as utilities across the United States, have provided financial and non-financial incentives to promote electric vehicle adoption and charging infrastructure deployment. Argonne National Laboratory, sponsored by the U.S. Department of Energy, has developed tools and collected data to quantify the energy, economic, and environmental benefits of electric vehicles. This project has three objectives. First, we summarize the policies and other actions of the federal government, various states/regions, and utilities to promote PEV adoption, and evaluate their relative effectiveness based on a review of the literature. Second, we identify possible PEV adoption paths or scenarios that would result in PEVs making up 15% of all on-road vehicles in Illinois, and we quantify the resulting impacts on petroleum consumption and electricity demand. We also summarize the possible reduction in greenhouse gas (GHG) and criteria pollutant emissions due to PEV adoption. The PEV scenarios include private and public adoption of electric cars, light trucks (e.g., sports utility vehicles [SUVs], vans, pickups), medium-duty vehicles (MDVs), and heavy-duty vehicles (HDVs). Third, we estimate hourly charging loads of light-duty PEVs in 2030 associated with these scenarios, incorporating assumptions about vehicle electric range, efficiency, and travel behavior.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2020

Front shielding of the 25-kW beam absorber in Linac-to-Booster transfer line

The 25-kW beam absorber in the Linac-to-Booster transfer line is supposed to take in the beam from PIP-II 800-MeV Linac occasionally, on the average for one hour once a week. Such an operational scenario suggests that residual dose of the absorber front part can be relatively low. In order to simplify access to the front part of the absorber and beam window in case of repair or maintenance, using a slide-in shielding plug is considered as a preferred option.

43 PARTICLE ACCELERATORS↗

DOE OSTI2020

Modeling Photovoltaics Innovation and Deployment Dynamics

PV’s historically rapid cost reduction is exceptional among technologies. Further cost reductions could play a major role in increasing deployment in the future. To enable such cost reductions, new modeling frameworks are needed to understand the determinants of innovation in PV. In this project, we study the mechanisms driving PV module and system cost reductions, delving deeply into the specific technological innovations that have occurred in the past and the policies that encouraged them, and also opportunities for future cost reduction and widespread deployment. The project contributes new fundamental insight on the determinants of technological innovation by developing novel methods and insights that are generalizable and can therefore be applied to other technologies. The results will allow policy makers, engineers, and other stakeholders to better prioritize their efforts and investments in the future. The project is organized around four journal articles as described below. The first article [1] identifies ‘low-level’ (e.g. conversion efficiency improvement) and ‘high- level’ (e.g. R&D efforts) mechanisms of cost reduction in PV systems (Tasks 1-4). This work builds on a previous DOE grant, where we developed a framework for technological innovation leading to PV module cost reduction [2]. We advance a method to disentangle the contributions of physical (‘hardware’) and non-physical (‘soft technology’) changes. Our results uncover reasons behind the relatively slow evolution of soft technology and can inform new innovation approaches to these technologies. The second article [3] identifies specific engineering or institutional innovations that enabled the low-level mechanisms of cost reduction in PV module and balance-of-systems (BOS) (Tasks 5, 9, 10). We identify 85 innovations and connect them to the cost variables they affected. By developing an innovations typology, this study shows the differences between the types of innovations affecting PV modules and BOS components. Finally, by analyzing the industry origins of innovations, this study also finds that PV was well-positioned within an ecosystem of continuously advancing technologies. The third article [4] studies prospective cost reduction opportunities (Task 10). We explore how design approaches that emphasize standardization and automation, such as plug-and-play PV systems, can create cost reduction opportunities by reducing interactions and speeding up activities with high process costs. We show that this can lead to cost reduction in cost components with the most untapped opportunity for improvement such as installation labor, overhead, electrical BOS, and customer acquisition. The fourth article [5] analyzes how various policies supporting PV deployment and R&D contributed to PV’s cost improvement by enabling high-level mechanisms, specific innovations, and ultimately low-level mechanisms of cost reduction (Tasks 8, 13, 14). We investigate examples from different countries and connect these policies to quantifiable cost change mechanisms. Our study sheds light on the roles that different nations played over time, through a diverse set of policy approaches.

14 SOLAR ENERGY↗

DOE OSTI2020

Medium-duty Urban Range Extended Connected Powertrain (Final Scientific Technical Report)

The project goal is to develop and demonstrate a Class 4 delivery vehicle that reduces fuel consumption by 50% or more when compared to an equivalent vehicle with a conventional internal combustion engine (ICE) powertrain driven on a comparable duty cycle. This shall be achieved using a plug-in hybrid electric (PHEV) configuration that optimizes the efficiency of the ICE. The proposed solution aims to be commercially viable for fleets to procure the system without additional incentives. To accomplish this, commercialized light-duty vehicle electric drive components shall be used. A PHEV configuration for Class 4 MD/HD vocational vehicles using commercialized light-duty vehicle electric drive components will require the development of a new topology for the hybrid powertrain applicable to medium-duty vehicles. Prior research indicates that an identified novel power split device could provide a fuel economy improvement potential of up to 51%. Utilizing an advanced battery management algorithm that will allow operation closer to the battery limits, the project will minimize battery capacity to achieve the desired performance results while maintaining the cost target for high commercialization. The solution must be cost effective to purchase and integrate into a Class 4 delivery vehicle, deliver the intended fuel economy improvement, and perform as well, or better, than the current conventional ICE powertrain. MD/HD vehicles typically require higher power, which is one factor that results in high costs for the powerful electric machines typical in larger HEV/PHEV systems. A key element in the project is the use of commercially available Bosch electric drive components (e.g., motors, batteries, and power electronics) from the larger passenger vehicle segment. This leverages the economies of scale to decrease cost and improve reliability beyond current purpose-built low-volume commercial vehicle components. These innovations will result in a game-changing PHEV system that meets DOE’s 50% fuel consumption reduction target, grants the vehicle an uncompromised driving range, and achieves the cost point for widespread adoption.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

DOE OSTI2020

Cummins Electric Truck with Range-Extending Engine (ETREE) Project (Final Technical Report)

The Cummins Electric Truck with Range Extending Engine (ETREE) program designed, developed, and demonstrated a range extending electric vehicle that employs an electrified propulsion system installed in a class 6 commercial vehicle (Peterbilt 220). This project was relevant to industry and the greater public because at the time of the project there were two keys to widespread electrified commercial vehicle adoption yet to be realize: 1) For pure electrified vehicle adoption, battery improvements are needed: Cost must decrease, and energy density must increase. 2) Electric vehicles must overcome fleet operator risks such as: operations in cold climates, hilly terrain, or where majority of conventional trucks are replaced with electrified vehicles. In the near to medium term these adoption hurdles were address by the objectives of this project. A plug-in hybrid vehicle that could be operated in all electric mode for most of its workday optimizing the use of grid energy with the ability to supplement energy demand with the onboard range extending engine. This project’s architecture provided ability to match a conventional class 6 commercial vehicle range and performance characteristics prior to the ubiquitous adoption of battery electric vehicle charging infrastructure as well. Additionally, the vehicles produced as part of this project can be considered a prototype for a commercially viable heavily electrified commercial vehicle because most of the physical hardware used for the project is commercially available in the market today. The ETREE program met its main objectives and demonstrated 65% fuel consumption reduction as compared to a conventional class 6 vehicle while meeting performance and range expectations. This was achieved by drawing upon the strengths of the assembled team: Cummins, PACCAR, the Ohio State University, Argonne National Laboratory and the National Renewable Energy Laboratory.

20 FOSSIL-FUELED POWER PLANTS↗

DOE OSTI2020

Transfer and Flushing Evaluation for Potential Precipitated Solids in the 241-AP-106 to EMF Transfer Pipeline for DFLAW

Waste transfer pipeline flushing is necessary to maintain pipeline performance, but added flush fluid increases the nuclear waste inventory. During the Direct Feed Low-Activity Waste (DFLAW) mission, waste transfer lines from the Interim Low-Activity Waste Storage Tank (i.e., 241-AP-106) to the Hanford Waste Treatment and Immobilization Plant (WTP) Low-Activity Waste (LAW) Facility must have the capability of being flushed to prevent accumulation of solids and to mitigate corrosion concerns. Operational experience at Hanford has shown that the solids precipitation occurs during processing operations from dilute Hanford liquids. Pacific Northwest National Laboratory was requested to evaluate the potential precipitated solid particle transport and flushing operational capabilities of the AP-106 through the Effluent Management Facility (EMF) low-point drain LAW feed pipeline. The evaluation results do not provide operational requirements, but rather provide a scoping basis for understanding the potential operational significance of solids precipitation in the pipeline. The salt and aluminum phase solids most likely to precipitate from the LAW feeds during cooling, evaporation, or mixing have particle densities that are estimated to range from 1.62 to 2.78 g/mL and a spherical particle size range of 8 to 2100 μm, depending on the solid phase considered. Application of the method to calculate the critical deposition velocity required by TFC-ENG-STD-26 at conservatively bounding estimates for the solids concentrations demonstrates that potentially precipitated solids may deposit on the bottom of the transfer pipe invert at the lower LAW feed pipeline flow rate, but the upper LAW feed pipeline flow rate will likely prevent deposition. The system pressure limit for the AP-106 through the EMF low-point drain LAW feed pipeline likely exceeds any pressure loss at a calculated critical deposition velocity even for the most adverse potential precipitated solid. However, should solids settle as a result of no-flow conditions, the flow capabilities of the AP-106 through the EMF low-point drain LAW feed pipeline are shown, based on the available literature, to be potentially inadequate for effective flushing operations to remove solids, even at solids concentrations below the maximum specified for LAW feed. Thus, stepwise solids accumulations over multiple transfers may be an issue, and eventual line plugging may occur. Further inadequacies may potentially be realized should the cohesive nature of certain precipitates be accounted for.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗

DOE OSTI2020

State Charlton & MRCSP 1 Characterization Well Report

The Midwest Regional Carbon Sequestration Partnership (MRCSP) was founded in 2003 as part of the U.S. Department of Energy’s (DOE’s) Regional Carbon Sequestration Partnership initiative. Since its founding, MRCSP has made significant strides toward making CCUS a viable option for states in the region. The public/private consortium, funded through the DOE Regional Carbon Sequestration Initiative, brings together nearly 40 industry partners and 10 states. Battelle, as the project lead, oversees research, development and operations and coordinates activities among the partners. The incremental, phased approach has built a valuable knowledge base for the industry and paved the way for commercial-scale adoption of CCUS technologies. From 2008 to 2020, MRCSP Phase III focused on the development of large-scale injection projects. This report is part of a series of reports prepared under the Midwestern Regional Carbon Sequestration Partnership (MRCSP) Phase III (Development Phase). These reports summarize and detail the findings of the work conducted under the Phase III project. This report describes the efforts to drill and complete a well in the St. Peter sandstone for characterization and evaluation of storage potential in norther Michigan. However, as presented in this report, the well was not drilled and completed up to the intended target intervals due to drilling related difficulties. While the drilling issues were being resolved, the new Class VI injection well regulations were finalized by the US EPA. MRCSP efforts focused on evaluating CO 2 storage and containment using site characterization, modeling, and monitoring in conjunction with the ongoing CO 2 -EOR operations in the same area. This report describes work associated with the initial test well, the State Chester and MRCSP Well No. 1, drilled to a depth of about 7,968 feet TVD, and subsequently plugged and designated as temporarily abandoned. A high-level overview of data collected and analyzed is provided for shallower units.

01 COAL, LIGNITE, AND PEAT↗

DOE OSTI2021

Lithium-Ion Battery Supply Chain for E-Drive Vehicles in the United States: 2010–2020

Understanding the battery supply chain is particularly important for the strategic planning and development of a battery recycling infrastructure to secure critical materials supply and enable a circular economy. Argonne has been tracking plug-in electric vehicle (PEV) sales in the United States (U.S.) by make and model since December 2010, when the Chevrolet Volt and Nissan Leaf were first sold in the U.S. Building on detailed monthly sales data, this report summarizes the manufacturing and production locations of lithium-ion (Li-ion, or LIB) battery cells and packs by make and model for PEVs sold in the U.S. from 2010 to 2020. It also summarizes the annual and cumulative Li-ion battery capacity installed in hybrid electric vehicles (HEVs) sold in the U.S. Overall, there are about 20 different battery cell and pack manufacturers, which are currently supplying about 20 gigawatt-hours (GWh) of batteries annually for the U.S. PEV market. Panasonic and LG Chem are the largest cell suppliers to the U.S. market. Beyond the U.S, South Korea and Japan are major countries supplying PEV batteries to the U.S. market.

25 ENERGY STORAGE↗

DOE OSTI2021

Comprehensive Total Cost of Ownership Quantification for Vehicles with Different Size Classes and Powertrains

In order to accurately compare the costs of two vehicles, the total cost of ownership (TCO) should consist of all costs related to both purchasing and operating the vehicle. This TCO analysis builds on previous work to provide a comprehensive perspective of all relevant vehicle costs of ownership. In this report, we present what we believe to be the most comprehensive explicit financial analysis of the costs that will be incurred by a vehicle owner. This study considers vehicle cost and depreciation, financing, fuel costs, insurance costs, maintenance and repair costs, taxes and fees, and other operational costs to formulate a holistic total cost of ownership and operation of multiple different vehicles. For each of these cost parameters that together constitute a comprehensive TCO, extensive literature review and data analysis were performed to find representative values in order to build a holistic TCO for vehicles of all size classes. The light- and heavy-duty vehicles selected for analysis in this report are representative of those that are on the road today and expected to be available in the future. Important additive analyses in this study include systematic analysis of vehicle depreciation, in-depth examination of insurance premium costs, comprehensive maintenance and repair estimates, analysis of all relevant taxes and fees, and considerations of specific costs applicable to commercial vehicles. We find that cars depreciate faster than light trucks and that older plug-in electric vehicles have a greater depreciation rate than newer electric vehicles. Light-duty vehicle (LDV) insurance costs show comparable costs for different powertrains, and lower costs for larger size classes. Medium- and heavy-duty vehicle (MHDV) insurance costs vary significantly by vocation. Electric and electrified powertrains have lower maintenance and repair costs than internal combustion engine (ICE) powertrains for all vehicle sizes, relative to vehicle price. MHDV maintenance and repair costs depend heavily on vocation and duty cycle. LDV taxes and fees are comparable across powertrain types and size classes, though marginally higher registration fees exist for alternative fuel vehicles. MHDV fees depend on the vocation, weight rating, and state. Many electric tractor trailers would be affected by additional battery weight, reducing the available payload capacity, and this cost can be substantial. Electric vehicle charging for commercial vehicles can be time-consuming; labor rates can cause this cost to dominate TCO. With improved knowledge of each of the cost components, we calculate a lifetime TCO for comparison across vehicles of different types and attributes. For a simulated small sport utility vehicle in 2025, modeled using Autonomie, the hybrid electric vehicle (HEV) has the lowest cost, followed by the conventional ICE vehicle. For MHDV, TCO can be drastically different depending on the vocation. Long-haul vehicles typically have the lowest per-mile costs. Excluding labor costs, the class 4 delivery has a comparable TCO to the day cab. Vocational trucks, refuse trucks, and transit buses have a high per-mile cost of ownership due to maintenance and insurance. For all of these vehicles, the cost of operating the vehicle is heavily weighted by the labor of the driver, followed by the fuel costs. While the HEV begins as the lowest cost powertrain for passenger vehicles, fuel cells are forecast to reach cost parity by 2030 when hydrogen prices reach $\$ 5$/kg while battery electric vehicles (BEV) reach cost parity by 2035 at a battery cost of $\$ 98$ per usable kWh of capacity, with these two technologies being the lowest cost in 2050. For the class 8 day cab tractor, the HEV and ICE vehicle begin as the lowest cost powertrains, and the 250-mile BEV reduces in cost from the most expensive to the least expensive by 2030.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗

DOE OSTI2021

FLC Award: Smart Chutes and Sensors

Increasing the production and use of biofuels is a national objective for renewable, cleaner energy. A primary objective of the Department of Energy’s Bioenergy Technologies Office (BETO) Feedstock-Conversion Interface Consortium (FCIC) is to address the operational, safety, throughput, and yield of bio-refineries to revolutionize biomass processing with the goal to make bio-derived fuels cost-competitive with fossil fuels. One of the main hurdles is increasing the operational reliability of the bio-refineries. Bio-refineries convert the biomass, such as corn stover, into ethanol. Corn stover is composed of the non-edible stalks, leaves, cobs, and husks left over from harvesting. This material is known for having poor processing properties for bulk solids handling and transport. These properties, such as moisture content, cause costly system plugging and downtime at bio-refineries which limit biofuel from being cost-competitive with diesel and gasoline fuels.

09 BIOMASS FUELS↗

DOE OSTI2021

Hamilton: Flexible, Open Source $10 Wireless Sensor System for Energy Efficient Building Operation

Sensors for improving building performance are rapidly populating the market, driven in part by the drive to reduce greenhouse gas emissions resulting from energy production as well as improve the interior environment for healthy and more productive spaces. UC Berkeley has led wireless sensor development over the past 25 years (e.g., Telos mote), with the Hamilton (named after Alexander Hamilton on the US $10 bill) as the most recent. The Hamilton sensor was designed as a low-cost high-performance sensor that is modular and interoperable. The objective of the Hamilton project was to create, evaluate and establish the technological foundations for secure and easy to deploy building energy efficiency applications utilizing pervasive, low-cost wireless sensors integrated with traditional Building Management Systems (BMS), consumer-sector building components, and powerful data analytics. The project included iterative hardware design, incorporating a high-performance database (BTrDb, http://btrdb.io/), creating and iterating the development of secure data middleware (BOSSwave, WAVE/WAVEMQ), working with and pushing the development of an open-source tiny operating system RiotOS, and implementing and improving protocols such as Thread/OpenThread and TCP/IP. The hardware benefited from careful design to drive down the cost; the design included a System-on-a-Chip (SoC), chip antenna, single crystal and five passive components. Careful design of the operating system created a low-power design to enable a long life with small batteries. The hardware included several sensors: temperature, radiant temperature, relative humidity, magnetometer, accelerometer, and light, with an optional occupancy (Passive InfraRed) sensor. The project was the basis of several applications, both internal to the research team and other researchers and professionals at other institutions. Several applications used the sensor hardware as the basis for other complex devices. Other applications used the sensors to improve building performance through interoperating with the building Heating Ventilation and Air-Conditioning (HVAC) system, such as using occupancy and/or distributed temperature sensing to reduce HVAC zone energy while still providing thermal comfort and to reduce peak loads in small commercial buildings. We demonstrated cloud-based energy analytics, implemented a schedule and a Model Predictive Controller in a small commercial building to optimize HVAC energy, occupancy and electricity price. Initial integration of these technological innovations was performed through the creation of execution containers containing the WAVE agent and various driver, proxy, or building system function logic. The research added to the understanding of efficient sensor hardware, secure middleware, time-series data management (high performance database), efficient communication protocols, and interoperating with applications and building systems. The project showed the technical effectiveness and economic feasibility of creating a low-cost, modular, and easy-to-deploy sensor. Through conversations with multiple end users, the research team discovered that many customers wanted data management and services in addition to the sensors. HamiltonIOT developed packages of sensors, border router, and data services to provide a seamless “plug-and-play” sensor deployment. Some customers were willing to pay for higher quality sensors (such as light); some customers wanted a robust enclosure (waterproof).

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗