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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Evaluation of smart charging for electric vehicle-to-building integration: A case study

Higher electric vehicle (EV) adoption will stress the importance of demand flexibility to achieve more economic, efficient, and reliable grid operation. Charging technologies will be paramount in shifting temporally to better fit the variable generation of wind and solar. As such, analysis is warranted on the benefits of EV charge scheduling with respect to installation cost, operation cost, difficulty of implementation, and grid flexibility. We tackle this by analyzing the cost savings of implementing an EV charge scheduling infrastructure to reduce demand charges and installation costs. In this paper, we analyze a case study for operation of 16 level 2 chargers and 1 fast charger for two different building types. We then evaluate various test phases for controlling building and charging loads using an adaptive charging network (ACN) algorithm to characterize the ACN’s potential to reduce overall project cost.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2024

Effect of Engineered Cracks in Catalyst Layers on PEMFC Catalyst Layer Durability

Proton exchange membrane fuel cells (PEMFCs) are expected to play a pivotal role in decarbonizing the transportation sector, and particularly heavy-duty vehicles (HDVs). However, improvements in durability are needed for PEMFCs to compete with state-of-the-art power sources for HDVs. Here, we examine how catalyst layer (CL) cracks that are engineered affect the CL durability by using patterned silicon templates to control the CL crack density at the micrometer scale. Electrochemical analyses show that the initial PEMFC performance is relatively unaffected by crack density, but the performance after durability testing was strongly affected. Specifically, CLs with high crack density showed higher performance relative to CLs without cracks after application of a carbon corrosion accelerated stress test. Electrochemical analyses coupled with X-ray computed tomography and scanning transmission electron microscopy with energy dispersive X-ray spectroscopy showed that the cracks provide shorter oxygen diffusion pathways to reaction sites, leading to decreased oxygen transport resistance. Additionally, we observed that the catalyst durability is unaffected by cracks. Our results provide a mechanistic explanation of the role of cracks in CL durability.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2026

ICL Commercial Production of Lithium Iron Phosphate Cathode Powder for the Global Lithium Battery Industry Final Technical Report

ICL was investing in producing cathode active material, Lithium Iron Phosphate (LFP), used in the production of batteries for both electric vehicles and stationary storage. The demand for LFP was increasing with the global focus on sustainable energy, and there was no current manufacturer of this material in the United States. As such, imported LFP is subject to the uncertainties around supply chain and control of a foreign supplier. This investment would have allowed ICL to be a United States leader in LFP production. To gain a position in this market, ICL licensed the technology from a firm that has the process technology and has reliably supplied LFP into the battery market and currently has customers purchasing their product.

25 ENERGY STORAGE↗
DOE OSTI2024

Electric Vehicles Charging Time Constrained Deliverable Provision of Secondary Frequency Regulation

Aggregation of electric vehicles (EVs) is a promising technique for providing secondary frequency regulation (SFR) in highly renewable energy-penetrated power systems. Equipped with energy storage devices, EV aggregation can provide reliable SFR. However, the main challenge is to guarantee reliable intra-interval SFR capacities and inter-interval delivery following the automatic generation control (AGC) signal. Furthermore, aggregated EV SFR provision will be further complicated by the EV charging time anxiety because SFR provision might extend EV's charging time. This paper proposes a deliverable EV SFR provision with a charging-time-constrained control strategy. First, a charging-time-constrained EV aggregation is proposed to address the uncertainty of EV capacity based on the state-space model considering the charging-time restriction of EV owners. Second, a real-time economic dispatch and time domain simulation (RTED-TDS) cosimulation framework is proposed to verify financial results and the dynamic performance of the EV SFR provision. Last, the proposed charging time-constrained EV aggregation is validated on the IEEE 39-bus system. In conclusion, the results demonstrate that with charging time-constrained EV aggregation, the dynamic performance of the system can be improved with a marginal increase in total cost. More importantly, the charging time constraint can be respected in the proposed SFR provision of the EV aggregation.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2023

Phase Field Modeling of Corrosion for Design of Next-Generation Magnesium-Aluminum Vehicle Joints

In this study, WPI and its partners sought to understand galvanic corrosion in Mg-Al friction stir weld (FSW) joints. Unlike fusion welds, FSW is done in the solid state. This limits (but does not eliminate) the formation of brittle Al-Mg intermetallics, resulting in better joint strength and corrosion resistance. This study aimed to understand corrosion behavior of Mg-Al FSW joints by using a Cahn-Hilliard phase field electrochemistry model based on the work of Pongsaksawad et al. Its context challenge problem was an ultra-light door designed by Magna with 6061-Al sheet outer and ZEK100-Mg sheet inner panels, joined by an adhesive and FSW. Unlike most FSW joints, which weld through the softer material into the harder one, the Al sheet’s hem joint around Mg required the FSW tool to through the harder Al into the softer Mg, which was itself a challenge. Despite this challenge, PNNL succeeded in consistently making very strong FSW lap joints, by using a triflute tool and power control. Characterization showed mostly separate Al and Mg regions in the weld, usually with a hook protruding from Al into Mg, which likely contributed to high joint strength. Nanohardness mapping showed higher hardness in thin Mg swirls into the Al nugget, likely due to the intermetallics. The study used the industry standard SAE J2334 Cyclic Corrosion Test (CCT) to simulate corrosion conditions over the life of a vehicle, as well as linear polarization testing and ASTM G71 pitting corrosion testing. Corrosion reactions were: H 2 O + ½O 2 + 2e - → 2OH - at the Al cathode, and either Mg → Mg 2+ + 2e - or Mg + 2OH - → Mg(OH) 2 + 2e - at the Mg anode, with electron transfer through the joint. Mass loss increased with Al section length, supporting the hypothesis that galvanic corrosion in Al-Mg joints is limited by the cathodic reaction. Both pitting corrosion (first anode reaction) and hydroxide film formation (second reaction) were observed. The J2334 CCT test method was slightly modified, adding a chromium solution cleaning step after each week of corrosion testing, in order to remove Mg oxides and hydroxides and accurately measure mass loss over time. That said, FSW joints treated in this way did not did not exhibit significant reduction in lap shear strength of the joints vs. newly welded samples which had not undergone corrosion. Corrosion appeared to consist mainly of pitting in Mg in a way which did not directly affect the bond between the materials where the joints failed. A Cahn-Hilliard phase field model coupled with electrical potential described the electronically mediated galvanic corrosion electrochemical reactions described above in the four-component Al-Mg-H 2 O-(H 2 O+½O 2 ) system. This 2-D model successfully predicted Mg(OH)₂ formation at the anode in some circumstances, and Mg pitting corrosion in others, and showed the correct electric field directions in both cases. The model predicted Mg pit corrosion depth within a factor of two of measured pits.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2025

Advancing Development of Emissions Detection (Final Report)

This document is the final report to the U.S. Department of Energy (DOE for contract DE-FE0031873) awarded to Colorado State University (CSU). CSU and partners at Harrisburg University of Science and Technology, University of Texas Arlington, and University of Texas at Austin organized several testing rounds to provide knowledge focused on advancing the detection capabilities of emissions monitoring devices. With this funding opportunity the research group began by establishing the Advancing the Development of Emission Detection (ADED) program, with the goal focused on enhancing the accuracy, reliability, and field applicability of methane detection technologies. This effort aimed to address the critical challenges of identifying and quantifying methane emissions while enabling industry stakeholders to meet regulatory compliance and environmental sustainability goals. The program engaged with industry, government, and technology stakeholders to promote adoption and consensus on testing techniques for methane detection solutions. Methane, a potent greenhouse gas, contributes significantly to global warming, and the oil and natural gas (O&G) sector is a primary source of methane emissions. Regulatory measures such as leak detection and repair (LDAR) programs have been implemented to address emissions. However, traditional LDAR approaches, reliant on handheld and component-level measurements, are resource-intensive. To address these limitations and move with evolving regulations, advanced methane technologies are emerging. These solutions include ground-based sensors, mobile systems (e.g., drones, vehicles, and aircraft), and satellite-based platforms. They offer innovative capabilities for autonomous monitoring, larger spatial coverage, and emission quantification using methods such as tracer gas techniques and inverse modeling with Gaussian plume analysis. The ADED program began with creating protocols for methane controlled release (CR) testing these continuous monitoring (CM) and survey technologies that detect and monitor methane emissions at O&G facilities. The protocols were then implemented throughout testing of CM and survey devices at CSU’s Methane Emissions Technology Evaluation Center (METEC) facility from 2021 through 2024. As apart of the protocol, solutions that tested under the ADED program installed their solutions at METEC, documented their system under test, and provided detection reports to the METEC team for analysis. The METEC team would provide the solutions with analyzed reports of their emissions and ground truth data of the releases conducted during their testing session. Under the ADED program, CMs were also tested at O&G facilities for a six week test run of challenge release (ChR) releases. The findings from the ADED program underscore the critical role of collaborative research and innovation in tackling methane emissions, offering a pathway for the oil and gas sector to achieve significant environmental and economic benefits. Results from METEC testing saw improvement of performance and accuracy across all solutions over the extent of the ADED experiments. The results also showed a variance in CM solution performance between CRs and ChRs. That variance pushed the team to further analyze the differences between CR testing environments and field conditions. With the drive from regulations and that variance in field conditions, the ADED team began designing a new CR testing protocol and additions to the METEC testing facility. The METEC team is furthering the progress made through the ADED program with awarded funding from DE-FE0032276. This funding pushes the development of METEC’s addition with new equipment, allowing for an updated facility layout. METEC still facilitates for traditional facilities, with a legacy pad, while expanding an new design based on how O&G infrastructure has Final Report - Contract Number: DE-FE0031873 been changed over the last decade. Throughout the ADED program the team has also been working with international partners to ensure staying in the trend globally. International partners have been essential in moving the new protocol forward to implement into CR testing at the METEC facility in Spring 2025.

42 ENGINEERING↗
DOE OSTI2024

Digital Twinning and Predictive Modeling of Traffic for Safe, Efficient, and Reliable Intersections

Over the last decade, the advances in connected and autonomous vehicles (CAVs) have far surpassed the technological realm of transportation infrastructure. There is a growing need to have a technologically commensurate transportation infrastructure to enable safe and reliable movement of goods and people. The recent creation of Advanced Research Projects Agency - Infrastructure (ARPA-I) through the Infrastructure Investment and Jobs Act by the U.S. Department of Transportation (USDOT) has further amplified the need to revolutionize the transportation infrastructure system in the US. This need is perhaps felt most at traffic intersections, as more than 50 percent of the combined total of fatal and injury crashes occur at or near intersections. The proposed concept of Infrastructure Perception and Control (IPC) is aimed at bridging this technological gap by building a real-time digital twin of traffic by fusing detections from sensors installed at the intersection. This digital twin can then empower a wide variety of applications such as smart traffic signals or infrastructure-to-everything (I2X) communications. Smart signaling can help avoid crashes through early-prediction, while I2X can augment the CAV sensors under uncertain driving conditions and provide connected vehicles (CVs) with traffic information they can use to optimize their travel.

connected vehicles↗
DOE OSTI2022

A High-Voltage High-Reliability Scalable Architecture for Electric Vehicle Power Electronics (Final Report)

This project developed and demonstrated new composite converter technologies that lead to high power density (> 20 kW/L) at power levels of 10s of kW, 100s of kW, or possibly higher, with fundamental advances in converter efficiency and Q that lead to substantial increases in mean time to failure (MTTF). These advantages were realized through development of new composite converter topologies that perform buck, boost, or other conversion functions and that are scalable to higher voltage and power levels through sharing of voltage and current stresses among multiple dissimilar partial-power converter modules. The project led to experimental demonstration of a125 kW multifunction electric vehicle power conversion system having in-creased dc bus voltage (950 V nominal, 1200 V peak) that interfaces a 200 V to 400 V battery pack, and that includes integrated level 2 wired charging and wireless charging functions. The project incorporated SiC MOSFET modules having switching frequencies in excess of 100 kHz, planar magnetics, a hierarchical control architecture that enables scaling to higher voltages and powers with additional converter modules, and a high-power density in excess of 20 kW/L. The research demonstrated how a more complex converter approach can increase mean-time-to-failure, even though the number of elements is increased. This is achieved through significant reduction of temperature rise through fundamentally superior converter circuit topologies. The research also demonstrated new high power planar magnetics that increase power density. The technology is appropriate to a variety of applications including EV power trains, EV charging, PV inverters, battery storage, and similar areas. These systems potentially can be manufactured in the U.S.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Irradiation Vehicles for Evaluating SiC/SiC Cladding Bowing Under Neutron Flux Gradients

Silicon carbide fiber–reinforced silicon carbide matrix (SiC/SiC) composites are among the most promising candidates for long term accident-tolerant nuclear fuel cladding. A key challenge related to their deployment is lateral bowing caused by differential radiation-induced swelling under dose or temperature gradients, which could obstruct coolant flow or interfere with control rod/blade movements. Although previous modeling efforts have predicted bowing behavior in light-water reactor (LWR) environments, experimental validation remains limited, especially at prototypic LWR temperatures. This study addresses that gap by irradiating six reduced-length SiC/SiC cladding tubes (~600 mm) in the High Flux Isotope Reactor (HFIR) at ~300°C, which is representative of LWR conditions. The tubes will be housed in a sealed vessel with an inert gas gap to maintain target temperatures and prevent direct coolant contact. Arranged in three pairs, each set will receive a different radiation dose (low, medium, high), with the central pair receiving ~0.1 displacements per atom (dpa)—the expected dose for peak bowing. The experiment will determine the dose-dependent bowing behavior and validate predictive finite element models. In this work, the tubes are freely suspended from pins to allow for unconstrained bowing; however, we present a concept for introducing localized constraints to represent grid spacer effects. Post-irradiation examination will include swelling measurements and profilometry to assess bowing and compare the results with model predictions. This work aims to confirm the conditions under which maximum bowing occurs so as to improve the reliability of SiC/SiC performance models in nuclear applications.

Russell, Nick [ORNL] (ORCID:0000000296099820)↗
DOE OSTI2023

Minimizing Ground Risk in Cellular-Connected Drone Corridors With mmWave Links

Unmanned Aircraft Systems (UASs) have been receiving significant interest and support from academia, industry, and regulatory bodies over the past decade due to their various use cases. To safely integrate UAS operations into the national airspace, particularly overpopulated regions, the risk posed to ground users, buildings, and vehicles due to unmanned aerial vehicle (UAV) flight should be minimized. This risk can be represented by a numerical metric, which we refer to in this article as the “ground risk.” Many UAS applications also depend on the presence of a reliable wireless communication link between the UAV and a control station for the transmission of UAV position, surveillance video, UAV payload commands, and other mission-related data. Such wireless communication requirements also need to be considered in the design of UAS operations. In this article, we consider both these aspects and study the design of nonintersecting trajectories for UAS operations to minimize ground risk, subject to constraints on the wireless signal strength and geometry of the trajectory, specified in terms of: 1) an enclosing cylinder within which the trajectory must lie and 2) an integrated angular change along the UAV's trajectory. The performance of a computationally expensive optimal algorithm is compared with that of a computationally faster heuristic approach within the dense urban environment of Manhattan, NY, USA. Performance evaluation using ray-tracing simulations shows that the heuristic approach performs close to the optimal algorithm at a reduced computation cost. In conclusion, this research can be utilized to make UAS operations safe and reliable and accelerate their adoption.

99 GENERAL AND MISCELLANEOUS↗
DOE OSTI2020

Vehicle Platooning: An Energy Consumption Perspective

Urban traffic congestion is a chronic problem faced by many cities in the US and worldwide. It results in inefficient infrastructure use as well as increased vehicle fuel consumption and emission levels. Excessive fuel consumptions add extra costs to commuters as well as transportation businesses. Consuming less fuel and thus reducing costs by a single percentage digit can have a significant impact on the balance sheet as well as the protection of the environment. Researchers have developed, and continue to develop, tools and systems to optimize the operations of fleets as well as engines in order to burn less fuel and therefore generate less CO2 emissions. Platooning is one such tool that attempts to maintain relatively small distances (i.e. pre-determined time gap) between consecutive vehicles. It has the potential to increase the capacity of the road as well as reduce the consumed fuel. In this paper, we use a fuel consumption model for internal combustion light-duty vehicles, electric vehicles, hybrid electric vehicles, buses and trucks in order to determine and quantify the effects of platooning on a fleet fuel consumption. The results suggest that a reduction of up to 3%, 3.5%, 4.5 %, 10%, and 15% in fuel consumption can be achieved for internal combustion engine vehicles, hybrid electric vehicles, electric vehicles, buses and trucks.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

On-Board AC Charging Topology Integrated with Electric Vehicle Motor Drive System

On-board AC charging is a convenient and widely adopted method for recharging electric vehicles (EVs) directly from standard alternating current (AC) power sources. This paper presents a novel topology for AC charging of EVs that utilizes EV 3-phase electric machine windings as the input inductors, thus eliminating the requirement for bulky grid interfacing inductors and resulting in a compact and cost-effective integrated motor drive and charger system. The proposed approach leverages the motor windings and parallel operating half-bridge inverter during the charging process by interconnecting the inverter phases with the motor windings in a mechanically interleaved and electrically paralleled manner. The implementation of this unique and innovative idea, achieved through precise control and arrangement of the motor winding as a series inductor, successfully eliminates the possibility of unintended motion of the electric machine during the charging process.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Exploratory Investigation of Disengagements and Crashes in Autonomous Vehicles Under Mixed Traffic: An Endogenous Switching Regime Framework

Autonomous Vehicles (AVs) have a large potential to improve traffic safety but also pose some critical challenges. While AVs may help reduce crashes caused by human error, they still may experience failures of technologies and sensing, as well as decision-making errors in a mixed traffic environment. A disengagement refers to an AV transitioning control from autonomous systems to the trained test driver. The safety critical nature of disengagements makes it imperative to analyze disengagements and crashes together. In this study, we analyze both crashes and disengagements from real-world AV driving in California to fill the knowledge gap regarding the relationship between disengagements and crashes in a mixed traffic environment. A nested logit model was calibrated using three different outcomes: (1) disengagement with a crash, (2) disengagement with no crash, and (3) no disengagement with a crash. Furthermore, endogenous switching regime models were also calibrated to draw distinctions between the relation of disengagements and crashes while accounting for endogeneity effects. The results show that factors related to AV systems (such as software failures) and other roadway participants increase the propensity of a disengagement without a crash. Furthermore, AVs were observed to disengage less often as the technology matured over time. Marginal effects revealed an 8% decrease. The results thus suggest that disengagements are a part of AVs' safe performance and disengagement alerts may need to be triggered in order to avoid certain failures with current technology.

42 ENGINEERING↗
DOE OSTI2020

Review of heat transfer enhancement techniques for single phase flows

The thermal energy exchange between a flowing fluid and its confining channel is a ubiquitous process in modern society. To enhance the fluid-to-wall or wall-to-fluid heat transfer, several techniques have been developed to maximize the contact area between the fluid and the inner wall and/or disrupt the flow to enhance circulation or induce turbulence. Deployment of channels having features capable of enhancing heat transfer enables the reduction of heat exchanger size while maintaining performance. Reduction in equipment size is critical due to the ability to minimize the required volume of costly working fluids and to mitigate potential safety concerns associated with total system fluid volume. Here, a comprehensive review of single-phase heat transfer enhancement techniques is presented. The article provides a thorough comparison by analyzing the heat transfer rate, pressure drop, and other operational aspects. Single-phase heat transfer enhancement methods are divided into active and passive techniques. Active methods such as electrohydrodynamic (EHD), magnetohydrodynamics (MHD), or mechanical motion require external power to create enhancement. Passive methods such as dimples, fins, or tape inserts do not require external input and rely only on surface modification. Although active methods are more expensive and difficult to implement compared to passive techniques, it enables active control of heat transfer augmentation. Finally, this review develops and summarizes key learning data for design optimization enabled by additive manufacturing and machine learning algorithms, helping to inform these next-generation heat exchanger design methodologies for a plethora of modern applications such as electrification of vehicles, computing, and classical industries.

42 ENGINEERING↗
DOE OSTI2022

WIRE-21 Sensor Irradiation Experiment Ready for HFIR Insertion

The ability to deploy new nuclear fuels for current or future reactor concepts requires a wealth of data regarding fuel performance during normal operation, anticipated operational occurrences, and design-basis accidents. Most of these data have historically been collected during experiments in materials test reactors, ideally with online instrumentation to collect as much data as possible. However, advanced instrumentation could also allow for in situ monitoring of fuel operating conditions during commercial reactor operation to maximize fuel utilization, reduce unnecessary conservativism in design margins, and improve operator understanding of limiting peaking factors. The latter approach would complicate fuel handling, particularly during refueling, unless the instrumentation could be placed inside the fuel rods and transmitted wirelessly to a receiver located outside the fuel’s primary pressure boundary. To this end, Westinghouse Electric Company (WEC) developed wireless sensors based on inductive coupling that can transmit information regarding fuel centerline temperatures and rod internal pressures wirelessly from within a fuel rod to a nearby instrument thimble. After testing these sensors in lower-power university research reactors, the next step is to perform high neutron fluence testing to characterize the performance of these wireless sensors under conditions that are more representative of the intended application—in this case, light-water reactors (LWRs). The removable Be (RB) positions of the High Flux Isotope Reactor (HFIR) at Oak Ridge National Laboratory (ORNL) provide the neutron flux, experiment volume, and access to instrument leads required to achieve these sensor testing goals. This report summarizes the design, analysis, and assembly of the Wireless Instrumented RB Experiment 2021 (WIRE-21). This is the most highly instrumented irradiation experiment ever performed in HFIR. The experiment will use seven different sensing techniques to measure temperature, pressure, neutron flux, and neutron fluence during reactor operation. In addition to WEC’s wireless temperature and pressure sensors, WIRE-21 includes an array of thermocouples, self-powered neutron detectors, spatially distributed fiber optic temperature sensors, passive SiC temperature monitors, and flux wires. The design of WIRE-21 and the cabling that was installed in HFIR also provide the infrastructure to enable accelerated, economical testing of advanced sensor technologies while leveraging the extremely high neutron flux that is available in HFIR. The containment for WIRE-21 is similar to previous RB irradiation vehicles but includes a few modifications, most notably the use of integrated compression seals to pass a larger number of sensor leads through the experiment’s pressure boundary. In addition to the sensor leads, inert gas lines are passed into the experiment to enable active temperature control and the ability to pneumatically actuate a bellows-driven pressure sensor. WIRE-21 is targeting component temperatures (300–350°C) and neutron fluence levels (~10 22 n/cm 2 ) that would be expected in the plenum region of LWR fuels, except for the active sensing region of the wireless temperature sensor, which is targeting LWR fuel centerline temperatures (~800–1,100°C). WIRE-21 was successfully assembled, passed all nondestructive examination, and was delivered to HFIR for insertion during upcoming cycle 498 (April 2022).

11 NUCLEAR FUEL CYCLE AND FUEL MATERIALS↗
DOE OSTI2024

Survey and Gap Prioritization of U.S. Electric Vehicle Charge Management Deployments

The goal of this study was to survey and characterize the scope of current technical and programmatic knowledge pertaining to EV charge management technologies and practices in the US and relevant international jurisdictions. This characterization of existing field demonstrations and knowledge derived were used to determine gaps in the SCM demonstration landscape. Addressing these gaps through research and demonstration could increase confidence in the U.S. that load management and EV charge control could achieve overarching societal benefits. A survey of charge management deployments and input from stakeholders was completed to determine the state-of-the-art of smart charge management (SCM) where SCM is defined as controlling the amount of power exchanged between chargers and EVs to meet customers' charging needs while also responding to external power demand or pricing signals to provide load management, resilience, or other benefits to the customer and electric grid. The survey was the basis of the gap analysis in this report and determines which areas are well understood, with high confidence, and which areas need further investigation. Existing examples of EV charge management are characterized here to determine aspects that are ready for widespread deployment and have been demonstrated in the field. These include demonstration studies, pilots, programs, and EV-specific tariffs. In all, 110 examples of charge management were characterized. The data sources were public literature and utility filings as well as targeted interviews. In addition, 43 interviews with stakeholders were conducted with a consistent set of questions used in each interview. This study prioritized gaps in demonstrated SCM capabilities based on 1) Urgency of the particular use-case to offset traditional grid assets, 2) Impact, extensibility, and scaling of results across the entire spectrum of 3000+ utility service territories including projected technical and market potential for a given grid service, and 3) Value of federal funding in addressing the gap, including potential to leverage and/or add scope to existing field demonstrations funded by other non-federal funding mechanisms.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

A MW scale charging architecture for supporting extreme fast charging of heavy-duty electric vehicles

Extreme fast charging of electric vehicles technologies is coming. Heavy duty electric vehicles (HD-EVs) are in development and are expected to have multipliers bigger in battery capacity compared to the light duty counterparts. To meet short charging times, MW charging will be necessary. This paper presents a MW scale extreme DC fast charger with a communication and control architecture for HD-EVs. The system is validated in a controller hardware in the loop platform.

Starke, Michael↗
DOE OSTI2023

Impact of Transportation Electrification on the System's Dynamic Frequency Response

Transportation electrification is an integral component of the energy decarbonization transition. This paper investigates the impact of distributed energy resources (DERs), including distributed photovoltaics (DPV) and electric vehicles (EVs), in the primary frequency response of the power grid. Increasing DER adoption poses challenges to maintaining grid frequency stability. However, DERs' ability to provide fast frequency regulation services-primary frequency response (PFR) and secondary frequency response (SFR)-can be exploited to recover the frequency after an N-1 contingency event in the system. This paper also investigates the importance of a droop control strategy through dynamic models of DPV and EV to provide the primary frequency regulation services following the contingency event. A dynamic EV model, based on the PVD1 model Western Electricity Coordinating Council (WECC) introduced, has been used for the simulation. Further, DERs' primary frequency response is studied for five different cases of DER penetration levels after the system is exposed to the generator trip. Additionally, different frequency regulation capacities of EVs are analyzed. The studies show that an increment in DERs capacity providing effective PFR can improve the system frequency nadir and stabilize the frequency faster after the generation trip contingency.

distributed energy resources↗