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At least 613 records · Page 34
All sourcesNASA NTRSDOE OSTI
DOE OSTI2025

Bond Dissociation Energies and Electronic Calculations on the Actinide Halides ThX and UX (X = Cl, Br, I)

Resonant two-photon ionization spectroscopy has been used to locate predissociation thresholds in the spectra of the actinide halides ThX and UX, where X = Cl, Br, and I. These predissociation thresholds are identified as the bond dissociation energies (BDEs) of the molecules. The resulting values show very similar BDEs for the corresponding ThX and UX species, with the thorium molecules being slightly more strongly bound: D 0 (ThCl) = 5.077(6) eV, D 0 (ThBr) = 4.391(4) eV, D 0 (ThI) = 3.537(8) eV, D 0 (UCl) = 4.989(3) eV, D 0 (UBr) = 4.313(3) eV, and D 0 (UI) = 3.449(8) eV. Here, the estimated error limit is given in parentheses in units of the last reported digit. Spinor-based coupled cluster calculations have also been carried out on the halides of this work, including also ThF and UF. Here, the final D 0 values after including contributions due to basis set incompleteness, outer-core-correlation, picture-change, and QED effects are within 0.04 eV of the present experimental values in each case.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2022

Can Cobalt Be Eliminated from Lithium-Ion Batteries?

Following the discovery of LiCoO 2 (LCO) as a cathode in the 1980s, layered oxides have enabled lithium-ion batteries (LIBs) to power portable electronic devices that sparked the digital revolution of the 21st century. Since then, LiNi x Mn y Co z O 2 (NMC) and LiNi x Co y Al z O 2 (NCA) have emerged as the leading cathodes for LIBs in electric vehicle (EV) application and have become crucial components in the fight against global warming. However, the surging demand for LIBs has led to an extremely tight supply. The EV sector has already dominated the LIB market, even though EV sales were only 2–3% of total passenger vehicle sales in 2020. EV sales are expected to grow 10-fold by the end of this decade, and close to 90% of the total LIB demand will come from the EV sector. As a result, LIB manufacturers must aggressively ramp up cell production to keep pace with the immense growth of the EV market, a quest that brings scrutiny to the cost and sustainability of current LIB manufacturing practices. Here, cathodes are a critical component that largely determines the energy density and 40–50% of the total cell cost in LIBs. Rigorous consideration of the cathode performance and material cost is crucial in sustaining EV adoption. In this Viewpoint, we discuss why using cobalt in cathodes is unsustainable in the long run and highlight the features of cobalt-free cathodes.

25 ENERGY STORAGE↗
DOE OSTI2020

Unraveling the structural stability and the electronic structure of ThO 2 clusters

Unraveling the correlations between the geometry, the relative energy and the electronic structure of metal oxide nanostructures is crucial for a better control of their size, shape and properties. Here, we investigated these correlations for stoichiometric thorium dioxide clusters ranging from ThO 2 to Th 8 O 16 using a chemically-driven geometry search algorithm in combination with state-of-the-art first principles calculations. This strategy allows us to homogeneously screen the potential energy surface of actinide oxide clusters for the first time. It is found that the presence of peroxo and superoxo groups tends to increase the total energy of the system by at least 3.5 eV and 7 eV, respectively. For the larger clusters, the presence of terminal oxygen atoms increases the energy by about 0.5 eV. Regarding the electronic structure, it is found that the HOMO–LUMO gap is larger in systems containing only bridging oxygen atoms (~2–3.5 eV) than for systems containing oxo groups (~1–3 eV), peroxo groups (~0–2 eV), and superoxo groups (~0–1 eV). Furthermore, while the LUMO is always dominated by thorium orbitals, the composition of the HOMO changes in the presence or the absence of oxo, peroxo and/or superoxo groups: in the presence of peroxo groups, it is dominated by thorium orbitals, in all other cases, it is dominated by oxygen orbitals, and is rather localized in the presence of terminal oxo or superoxo groups. These correlations are of great interest for synthesizing clusters with tailored properties, especially for applications in the field of nuclear energy and heterogeneous catalysis.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2023

Thermal Cross Section Measurements At The RPI LINAC

Recently, a cold moderator was designed and developed for use at the Rensselaer Polytechnic Institute Linear Accelerator (RPI LINAC). This cold moderator proved to easily and safely couple to an existing neutron producing target, while enhancing neutron flux below 0.02 eV by up to a factor of 8 by cooling polyethylene down to 29 K. This cold moderator capability allowed for significantly improved counting statistics below 0.02 eV not previously possible due to a poor signal to background ratio. Additionally, testing was performed to characterize the energy resolution of the new cold moderator system and found the system easily capable of resolving resonances in Ta-181 at 4 and 10 eV, while also clearly resolving the Bragg edges found in Be metal below 0.01 eV. Furthermore, following the design and development of a cold polyethylene moderator, a series of thermal total cross section measurements were performed for polyethylene, polystyrene, Plexiglas and yttrium hydride in the thermal region. These measurements serve to help validate thermal scattering law (TSL) evaluations in the 0.0005 – 1 eV energy range. For polyethylene and polystyrene, two sets of experiments were performed – one with the Enhanced Thermal Target (ETT) and another with the ETT plus the new cold moderator capability (ETTC). The yttrium hydride and Plexiglas measurements were only performed with the ETTC. The measurements for polyethylene help to validate the data processing methodology when using the ETTC, while extending the measured range of polyethylene down to 0.0005 eV. Two different Plexiglas, Plexiglas G and Plexiglas G-UVT, and two different concentrations of yttrium hydride, H/Y = 1.85 and 1.68, were measured. Overall, all materials had generally good agreement with their ENDF/B-VIII.0 TSL evaluations, though some discrepancies were noticed. In the case of the yttrium hydride, the high energy oscillations in the hydrogen cross section and the low energy Bragg edges in the yttrium cross section were clearly seen. These measurements represent the first total cross section measurements that encompass the entire thermal region from 0.0005 – 1 eV for polystyrene and yttrium hydride.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2024

The bond energy of UN + : Guided ion beam studies of the reactions of U + with N 2 and NO

In this work, a guided ion beam tandem mass spectrometer was used to study the reactions of U + with N 2 and NO. Reaction cross sections were measured over a wide range of energy for both systems. In each reaction, UN + is formed by an endothermic process, thereby enabling the direct measurement of the threshold energy and determination of the UN + bond dissociation energy. For the reaction of U + + N 2 , a threshold energy (E 0 ) of 4.02 ± 0.11 eV was measured, leading to D 0 (UN + ) = 5.73 ± 0.11 eV. The reaction of U + + NO yields UO + through an exothermic, barrierless process that proceeds with 94 ± 23% efficiency at the lowest energy. Analysis of the endothermic UN + cross section in this reaction provides E 0 = 0.72 ± 0.11 eV and, therefore, D 0 (UN + ) = 5.78 ± 0.11 eV. Averaging the values obtained from both reactions, we report D 0 (UN + ) = 5.76 ± 0.13 eV as our best value (uncertainty of two standard deviations). Combined with precise literature values for the ionization energies of U and UN, we also derive D 0 (UN) = 5.86 ± 0.13 eV. Both bond dissociation energies agree well with high-level theoretical treatments in the literature. The formation of UN + in reaction of U + with NO also exhibits a considerable increase in reaction probability above ~3 eV. Theory suggests that this may be consistent with the formation of UN + in excited quintet spin states, which we hypothesize are dynamically favored because the number of 5f electrons in reactants and products is conserved.

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

Optical properties of vacancies in aluminum oxide (𝛼−Al 2 ⁢O 3 ) from first principles

We employ first-principles calculations based on hybrid density functional theory to investigate the structural and optical properties of the oxygen vacancy (𝑉 O ) and aluminum vacancy (𝑉 Al ) in 𝛼−Al 2 ⁢O 3 , the most stable (corundum) phase of alumina. Our calculations facilitate the identification of experimental excitation and luminescence spectra with specific electronic transitions at the vacancy sites. The absorption line shape for excitation of an electron at 𝑉$^0_O$ to the conduction-band minimum (CBM) is in excellent agreement with the 6.1 eV band detected by optical absorption spectroscopy, and we find that the 5.9 eV absorption band is generated by an internal electron transition at 𝑉$^0_O$. We confirm that the slowly decaying 3.0 eV emission band of the 𝐹 center is due to a triplet-singlet transition at 𝑉$^0_O$. Our calculations also reveal that the 4.8 eV/5.4 eV absorption and 3.8 eV emission bands assigned to the 𝐹 + center are generated by internal transitions at 𝑉$^{+1}_O$. The line shape for the excitation of an electron from 𝑉$^{+1}_O$ to the CBM agrees well with an absorption band at 6.4 eV, while the recombination of an electron with 𝑉$^{+2}_O$ also produces luminescence around 3.8 eV, but with a considerably broader line shape. For Al vacancies, we confirm that the most prevalent configuration in 𝛼−Al 2 ⁢O 3 is a split-vacancy configuration 𝑉 Al,s , and we calculate migration barriers for different directions in the corundum crystal. We predict absorption and emission spectra for the excitation and recombination of an electron localized at 𝑉$^{−3}_{Al}$ and 𝑉$^{−3}_{Al,s}$ sites with the CBM. The line shapes of the two 𝑉 Al configurations overlap and are considerably broader than the spectra corresponding to 𝑉 O .

36 MATERIALS SCIENCE↗
DOE OSTI2025

Constraints on neutrino physics from DESI DR2 BAO and DR1 full shape

The Dark Energy Spectroscopic Instrument (DESI) Collaboration has obtained robust measurements of baryon acoustic oscillations in the redshift range 0.1 < 𝑧 < 4.2, based on the Lyman-𝛼 forest and galaxies from data release 2. We combine these measurements with cosmic microwave background (CMB) data from Planck and the Atacama Cosmology Telescope to place our tightest constraints yet on the sum of neutrino masses. Assuming the cosmological Λ⁢ CDM model and three degenerate neutrino states, we find ∑𝑚 𝜈 < 0.0642 eV (95%) with a marginalized error of 𝜎⁡(∑𝑚 𝜈 ) = 0.020 eV. We also constrain the effective number of neutrino species, finding 𝑁 eff = 3.2⁢3$^{+0.35}_{−0.34}$ (95%), in line with the Standard Model prediction. When accounting for neutrino oscillation constraints, we find a preference for the normal mass ordering and an upper limit on the lightest neutrino mass of 𝑚 𝑙 < 0.023 eV (95%). However, we determine using frequentist and Bayesian methods that our constraints are in tension with the lower limits derived from neutrino oscillations. Correcting for the physical boundary at zero mass, we report a 95% Feldman-Cousins upper limit of ∑𝑚 𝜈 < 0.053 eV, breaching the lower limit from neutrino oscillations. Considering a more general Bayesian analysis with an effective cosmological neutrino mass parameter, ∑𝑚 𝜈,eff , that allows for negative energy densities and removes unsatisfactory prior weight effects, we derive constraints that are in 3⁢𝜎 tension with the same oscillation limit, while the error rises to 𝜎⁡(∑𝑚 𝜈,eff ) = 0.053 eV. In the absence of unknown systematics, this finding could be interpreted as a hint of new physics not necessarily related to neutrinos. The preference of DESI and CMB data for an evolving dark energy model offers one possible solution. In the 𝑤 0 ⁢𝑤 𝑎 ⁢CDM model, we find ∑𝑚 𝜈 < 0.163 eV (95%), relaxing the neutrino tension. These constraints all rely on the effects of neutrinos on the cosmic expansion history. Using full-shape power spectrum measurements of data release 1 galaxies, we place complementary constraints that rely on neutrino free streaming. Our strongest such limit in Λ ⁢CDM, using selected CMB priors, is ∑𝑚 𝜈 < 0.193 eV (95%).

79 ASTRONOMY AND ASTROPHYSICS↗
DOE OSTI2025

Pricing Strategy of Electric Vehicle Aggregators Based on Locational Marginal Price to Minimize Photovoltaic (PV) Curtailment

The global climate crisis demands urgent action to mitigate global warming. Using renewable energy sources, such as solar and wind power, for electricity generation is crucial. This shift from centralized to distributed power systems, however, brings challenges, including voltage fluctuations and renewable energy curtailment. The rapid growth of the electric vehicle (EV) industry adds complexity, increasing overall electricity demand and straining the power supply during peak charging times. This paper proposes a scheduling strategy for EV aggregators to reduce renewable energy curtailment and stabilize grid operation by strategically scheduling EV charging. Using Multi -Agent Transport Simulation (MATSim), a traffic simulation tool, EV driving data in Denver, Colorado, USA, were modeled. The EV aggregator adjusts charging fees based on locational marginal prices, encouraging EVs to charge at different stations according to pricing. Simulations on an IEEE 33-bus system with distributed energy resources and EV charging stations validate the proposed algorithm, demonstrating its effectiveness in reducing curtailment by 12.55% and stabilizing grid operation.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Balancing Charging Station Utilization and Throughput in Electric Vehicle Charging Stations with Queuing Theory

The rapid increase in electric vehicle (EV) adoption demands enhancements in the efficiency and adaptability of EV supply equipment (EVSE). Traditional EVSE systems often fail to optimize power delivery to meet the variable acceptance rates of EV batteries, resulting in significant energy wastage and reduced operational efficiency. This research addresses these challenges by integrating queuing theory with modular EVSE architectures, offering a dual strategy to optimize the operation of EV charging stations. A simulation model was developed to assess various configurations of charger capacities and outlet numbers. This model aimed to identify the optimal setup that maximizes station utilization while minimizing charging times and maximizing throughput. The model focused on charger capacities ranging from 50 to 250 kW and analyzed the different capacities’ effects on charging times and the number of vehicles served. The results indicate that a charger capacity of 125 kW is optimal, striking a balance between the charging time and the number of EVs served per hour, thus achieving the highest station utilization rate. This capacity allows for servicing a significant number of EVs with moderate increases in charging times. Lower capacities, although capable of serving more vehicles, lead to longer charging times and decreased throughput efficiency. The study underscores the effectiveness of combining queuing theory with flexible, modular charging systems that can dynamically adjust to EV charging demands.

Kumar, Praveen↗
DOE OSTI2021

Grid-Integrated Electric Mobility Model (GEM) v1.0

Transportation is the fastest-growing source of greenhouse gas (GHG) emissions and energy consumption globally. The convergence of shared mobility, vehicle automation, and electrification has the potential to drastically reduce transportation impacts, but requires careful integration with rapidly evolving electricity systems. We have developed the GEM Model (Grid-Integrated Electric Mobility) to examine these interactions with a U.S.-wide simulation framework encompassing private electric vehicles (EVs); shared automated EVs (SAEVs); charging infrastructure; controlled EV charging; and a grid economic dispatch model to simulate mobility futures exclusively using EVs. We find that an SAEV fleet 9% the size of today's active vehicles can satisfy trip demand with only 2.6 million chargers (0.2 per EV). Controlled EV charging can also reduce electricity demand variability, significantly reducing GHG emissions and decreasing solar curtailment by about one-third. While private EVs with uncontrolled charging would reduce GHG emissions by 53% compared to gasoline vehicles, SAEVs could achieve a 70% reduction.

Sheppard, Colin↗
DOE OSTI2022

Macro Analysis to Estimate Electric Vehicles Fast-Charging Infrastructure Requirements in Small Urban Areas

Electric vehicles (EVs) are known to reduce emissions and fossil fuel dependency. However, the limited range, long charging time, and inadequate charging infrastructure have hampered the adoption of EVs. The current EV charging infrastructure planning studies and tools require detailed information, extensive resources, and skills that can be a significant barrier to urban areas for finding the required charging infrastructure to support a targeted EV market share. This study generates regression models to estimate the number of direct current fast charging stations and the chargers to support the EV charging demand for urban areas. These models provide macro-level estimates of the required infrastructure investment in urban areas, which can be easily implemented by policy-makers and city planners. This study incorporates data obtained from applying a disaggregate optimization-based charger placement model, developed recently by the same authors, for multiple case studies to generate the required data to calibrate the macro-level models, in the state of Michigan. This simulated data set includes the number of charging stations and chargers for each market share, technology advancement scenario, and the transportation network topology. The results show that the number of charging stations reduces with battery size and charging power and increases with EV market share and the road network lane length. The number of chargers reduces with charging power, whereas it increases with battery size, EV market share, and vehicle miles traveled in the system. The model developed here can be applied to any state having urban characteristics and weather conditions similar to Michigan.

Engineering↗
DOE OSTI2026

GridPIQ Reference Data

GridPIQ uses dozens of publicly available datasets to provide context for a user's grid project, as well as defaults for users to choose from. Users can choose to import their own data to better customize their analysis or use GridPIQ-supplied defaults. This allows users to get up and running with an analysis very quickly without having to spend significant time pulling together input data. To run an electric vehicle (EV) smart charging project, a user will need to provide or select from prepopulated values for the regional load profile shape and peak load, region of interest and closest weather station, EV charging profile, number of EVs to add for the analysis, maximum EV charging power, location of chargers relative to grid infrastructure, and allowable charging times (for coordinated charging mode). The outputs of the analysis are changes in air quality, EV energy consumption, EV peak demand, and EV hourly consumption profile—before and after project implementation." For a detailed description of the tool methodology, including all the publicly available datasets used by the tool, see the [GridPIQ documentation](https://gridpiq.pnnl.gov/v2-beta/doc/).

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2021

Overview of the Electrification of Transportation in Hawaii

This document is a summary of electric vehicle (EV) experiences in Hawaii. It is meant to be informative but does not present any new technical analysis except for the development of key lessons learned that could be applied in similar contexts. The electrification of transportation is essential for Hawaii's energy goal. An electrification of transportation strategy complements other energy policy goals, increases clean energy impacts, and provides customer value. By the end of 2020, there were over 12,000 EVs registered in Hawaii (about 1 percent of all cars). That number is expected to grow, based on the results from recent surveys and studies in Hawaii. Surveys pointed out the need for more charging stations, especially in places where people do business or park for long periods of the day. Participation in controlled charging programs should have attractive incentives since a majority of EV owners would not be willing to interrupt their EV charging for demand response. Various studies have confirmed the EV potential in Hawaii. For example, the JUMPSmart Maui demonstration project, a public-private partnership with Japan, helped to establish the EV charging station infrastructure in Maui and provided important information about charging behaviors. A critical backbone study commissioned by the utility recommended that 3,600 public chargers be installed by 2030 on the five islands, which confirms the need for infrastructure improvements expressed in earlier surveys. The process that emerged in Hawaii can be an example to other locations, which could heed the lessons from Hawaii's EV experiences: The importance of an overarching energy goal/objective based on a shared vision; planning and pilot projects; a strategic plan (roadmap) leveraging on initial experiences; evaluation of the effectiveness/success of actions; fine-tuning as needed; close regulatory oversight and stakeholder participation.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2023

Advancing Transportation Efficiency and Electric Vehicles in Tonga: A Review of Relevant Trends and Best Practices

Tonga is facing a transportation sector characterized by private passenger vehicles, poorly maintained roads and walkways, and an inadequate public transit system. By understanding detailed global and regional trends for transport energy efficiency and electric vehicles (EVs) within this context, the Government of Tonga can proactively plan its future transportation systems. In addition to global and regional trends, this report also covers a variety of international case studies and examines Tonga's own transportation policies and actions through this lens. Jurisdictions leading in EV adoption have implemented policies such as reducing taxes on EVs compared to internal combustion engine (ICE) vehicles, providing subsidies and rebates for EV charger installation, instituting an age limit on imported ICE vehicles, and developing EV maintenance courses to expand the skill set of current automotive technicians. Although there are key challenges and barriers to widespread EV adoption in Tonga, multiple studies have researched potential political, technical, financial, and educational interventions that can be adapted and applied in Tonga. Therefore, the purpose of this report is to synthesize the relevant trends and best practices in order to provide Tonga's Ministry of Meteorology, Energy, Information, Disaster Management, Environment, Climate Change and Communication (MEIDECC) with a wide range of information on electric vehicles (EVs) and transportation efficiency.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2024

Peer-to-peer communication control for resilient operations of networked cyberphysical systems

This report includes two main accomplishments of the peer-to-peer communication control for resilient operation of networked microgrids project in FY24, which include a scheme for cyberattack-aware coordination of networked microgrids for supporting voltages of bulk power systems and a scheme for price signal-based operations of EV-rich networked microgrids with mixed ownership. First, the cyberattack-aware scheme enables networked microgrids to distributedly determine the amount of reactive power injection to support the voltage of bulk power system (BPS) in a fair manner. In this scheme, a risk-informed algorithm is presented to generate the peer-to- peer (P2P) communication graph with minimal risk of attack on communication links. To deal with cyberattacks on MG controllers, the resilient consensus algorithm (CA) is utilized for MG controllers to robustly estimate the total reactive power headroom, from which the MGs can accurately provide the needed amount of reactive power injection for supporting the voltage of BPS. The CA implementation and performance within the P2P communication framework are demonstrated on the IEEE 39-bus system with 6 microgrids contained in the distribution feeder under different cyberattack scenarios. Second, the price-based scheme enables the usage of the real-time price signal for the operations of electric vehicle (EV)-rich networked-microgrids with mixed ownership, in which not all the microgrids can communicate with the distribution system operator (DSO). In this scheme, a max consensus is introduced to enable the real-time price signal to be propagated from the DSO to all the microgrids, from which each microgrid controller will manage the DERs to balance the load demand and the power injection from the EV charging stations within its microgrid. Numerical results over one day with 288 slots of 5-minute intervals on the modified 123-node test feeder including 3 microgrids with high penetration of EV are presented to evaluate how the price signal affects the operations of networked microgrids under different charging strategies of the EV charging stations. The result indicates that our proposed EVCS (dis)charging strategy, which leverages the flexibility of EVs to support the grid through discharging during peak demand, proves to be a cost-effective solution that reduces operational costs while improving the social welfare of EV charging.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2025

Advancing Grid Resilience through Smart Charge Management: Findings from Maryland’s Pilot

This report presents research findings from a four-year Smart Charge Management (SCM) pilot program conducted by Maryland’s largest electric utilities—Baltimore Gas and Electric (BGE), Potomac Electric Power Company (Pepco), and Delmarva Power & Light (DPL)—to evaluate strategies for optimizing electric vehicle (EV) charging loads and enhancing grid stability. Supported by the U.S. Department of Energy (DOE), Argonne National Laboratory collaborated with all project partners and examined the effectiveness of Time-of-Use (TOU) and Load Balancing (LB) strategies in managing peak demand, deferring costly infrastructure upgrades, and reducing grid constraints at the feeder level. Using charging data from over 4,600 EV drivers, the study analyzed SCM’s impact on the distribution systems of BGE and Pepco, which consists of over 2000 feeders. Unlike prior research that focused on system-wide trends or synthetic feeders, this analysis offers granular, feeder-level insights based on real-world operational data. It highlights how transformer density, load profiles, and infrastructure constraints influence smart charging performance. Results show feeder-level conditions play a crucial role in SCM effectiveness, with most feeders benefiting more from LB, while TOU-based SCM may be sufficient for others. By 2035, LB reduced peak charging loads by 27% on average, compared to 23% under TOU-based SCM, though some feeders saw reductions exceeding 35%, while others experienced minimal impact. Feeders with higher transformer utilization and limited capacity benefited more from LB, which more effectively distributed charging demand during off-peak hours. Beyond reducing grid constraints, SCM offers long-term operational and financial benefits. By shifting EV charging demand strategically, utilities can optimize asset utilization, delay infrastructure investments, and enhance grid performance. In terms of infrastructure upgrade deferrals, at the feeder level, LB consistently reduced peak charging loads and resulting infrastructure upgrade costs, particularly in high EV enrollment areas, decreasing the number of overloaded transformers by up to 35%, while TOU-based SCM achieved 20-30% reductions depending on feeder characteristics. At the system level, LB has the potential to defer total upgrade costs by $\$$186 million for BGE, compared to $\$$159 million under TOU-based SCM. For Pepco, TOU-based SCM performed slightly better, deferring upgrade costs by $\$$30 million, compared to $\$$29 million under LB. Section 4.5 reviews some of the system differences between BGE and Pepco. However, as EV adoption scales, TOU-based SCM will introduce secondary peak charging loads, reinforcing the need for more advanced, adaptive SCM approaches to prevent new grid challenges. As EV adoption continues to grow, feeder-level managed charging strategies will be essential for mitigating grid stress, improving infrastructure efficiency, and maintaining energy affordability for consumers. This report provides critical insights for utilities, Public Utility Commissions (PUCs), and state agencies on the role of feeder-specific smart charging in infrastructure planning, policy development, and grid modernization. The findings underscore the importance of tailored, data-driven SCM solutions that align with local grid conditions, ensuring a resilient, cost-effective transition to increasing EV adoption while safeguarding distribution system performance.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2026

Model Parameter Development for Complex Materials: Species-Specific Diffusion Barriers in 316 Stainless Steel from Systematic DFT Calculations

Vacancy-mediated diffusion barriers in 316 stainless steel have been systematically calculated using density functional theory to provide essential parameters for mesoscale microstructure evolution models. A statistical sampling approach employing 210 nudged elastic band calculations across multiple special quasi-random structures captures the effects of local chemical environments in this concentrated alloy. The computational methodology addresses challenges specific to chemically disordered systems, including proper magnetic treatment throughout multi-step calculations and validation against experimental structural properties. The calculated activation barriers reveal clear species-dependent diffusion behavior with the hierarchy Ni >> Fe ˜ Cr >> Mo. Nickel exhibits the highest barriers (0.74–1.31 eV, mean 1.045 eV), confirming its role as the slowest-diffusing major component. Iron and chromium show similar moderate barriers averaging 0.587 eV and 0.522 eV, respectively. Remarkably, molybdenum demonstrates exceptionally low barriers (0.12–0.28 eV, mean 0.194 eV), suggesting much higher mobility than previously recognized and potentially significant implications for precipitation kinetics and microstructure evolution. The barrier ranges remain consistent across different 316 SS compositions, supporting parameter transferability for modeling applications. The overall mean barrier of 0.64 eV provides a practical approximation for phase field simulations, while species-specific values enable detailed treatments of diffusion-controlled processes. This systematic approach establishes a validated framework for generating diffusion parameters in other concentrated alloys where experimental data are limited, while providing the first systematic set of species-specific barriers for predictive modeling of 316 stainless steel microstructure evolution.

36 MATERIALS SCIENCE↗
DOE OSTI2026

Thermal Damage Potential of Electric Vehicles

The main objective is to assess the risk that electric vehicle (EV) battery fires pose regarding thermal damage to other vehicles involved in a crash and to compare EV and internal combustion engine vehicle (ICEV) fires. A literature review of experimental data and statistics are used to perform the assessment. The findings indicate: (1) the heat flux emitted from an EV and ICEV fire are similar due to cabin materials being the main contributor to heat flux, (2) for ICEVs involved in a crash with fuel tank leakage, the thermal damage is significantly more than from an EV fire for equivalent fire durations, (3) the thermal damage potential from ICEV pool fires is at least 5 times higher than EV fires, and (4) EV and ICEV crashes resulting in a fire is about 0.002% and 0.2%, respectively. Thus, EV battery fires have a lower risk than ICEV fires.

33 ADVANCED PROPULSION SYSTEMS↗