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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 OSTI2023

Development and Demonstration of Medium-Heavy Duty PHEV Work Trucks

The heavy-duty vehicle market (Class 6-8) has been a difficult segment for the introduction of plug-in vehicles due to the large energy storage requirement (with corresponding cost), challenging duty cycles, and the diversity of vehicle configurations. The Work Truck market represents a significant opportunity for Heavy-Duty PHEV adoption. (1) The usage cycle includes driving and stationary/worksite power requirements, ensuring full daily usage of the grid-charged battery (battery size: 15-30kWhr). Though daily driving can often be short (an average of 26 miles per day), worksite power includes substantial demand (hydraulics, exportable 110/220V power, 12V support, HVAC). (2) Worksite power demands for conventional vehicles require continuous loaded engine operation, resulting in significant emissions, fuel consumption and noise impacts. (3) These trucks serve an industry that is highly diverse in final vehicle duty cycle, configuration, and jobsite power demands resulting in the need for a modular, configurable hybrid solution. Through this program, Odyne has developed and demonstrated a medium/heavy duty plug-in hybrid solution capable of meeting the needs of the work truck market while delivering fuel and emissions reductions of 50% or greater when evaluated against the full-day work truck duty cycle. The Odyne system developed in this project was released for commercial sale as the G2V7 Odyne Plug-in Hybrid and ePTO systems. The testing and field demonstration proved that the Odyne hybrid system is capable of reducing work truck fuel use and emissions by over 50% while subsequent commercial sales demonstrate the flexibility of the modular design and the capability to support electric systems of 12 – 30 kW and hydraulic based systems of 60 kW (80 HP) or greater. Odyne is continuing to work with suppliers on reducing component costs and working with supporting agencies to initiate projects to increase the driving and full day fuel and emissions savings in order to continue to improve the customer value and return on investment.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2022

Batteries (2021 Annual Progress Report)

This document summarizes the progress of VTO battery R&D projects supported during the fiscal year 2021 (FY 2021). In FY 2021, the DOE VTO battery R&D funding was approximately $\$$115 million. Its R&D focus was on the development of high-energy batteries for EVs as well as very high-power devices for hybrid vehicles. The electrochemical energy storage roadmap (which can be found at the EERE Roadmap web page2) describes ongoing and planned efforts to develop electrochemical storage technologies for EVs. To advance battery technology, which can in turn improve market penetration of PEVs, the program investigates various battery chemistries to overcome specific technical barriers, e.g., battery cost, performance, life (both the calendar life and the cycle life), its tolerance to abusive conditions, and its recyclability/sustainability. VTO R&D has had considerable success, lowering the cost of EV battery packs to $\$$185/kWh in 2019 (representing more than 80% reduction since 2008) yet even further cost reduction is necessary for EVs to achieve head-to-head cost competitiveness with ICEs (without Federal subsidies). In addition, today’s batteries also need improvements in such areas as their ability to accept charging at a high rate, referred to as extreme fast charging (XFC) (15 minute charge) – to provide a “refueling” convenience similar to ICEs, and the ability to operate adequately at low temperatures. Research into “next-gen lithium-ion” batteries which would provide such functionalities is one of the R&D focus areas. VTO is funding research on both “next gen” chemistries (which employ an alloy anode and/or a high voltage cathode) and beyond lithium-ion (BLI) chemistries (which can, for example, employ a lithium metal anode).

25 ENERGY STORAGE↗
DOE OSTI2026

EV Watts Public Database

With the rapid increase in vehicle electrification, there is a need for up-to-date, publicly available national data to understand end user charging and driving patterns, as well as vehicle and infrastructure performance, to inform research planning. Energetics worked with various partners to collect and analyze plug-in electric vehicle (PEV) and electric vehicle supply equipment (EVSE) data from 2019 to 2022. All sensitive attributes have been removed from this publicly available dataset. Researchers from one of the partner national labs under non-disclosure agreement (NDA) can request access to additional attributes by reaching out to evwattsdata@energetics.com.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

Rooftop Photovoltaics and Electric Vehicle Co-Adoption: Attitudes, Norms, Diffusion, and Economics

The overall objectives of the project were to (1) Identify personal and social norms, peer effects, demographics and contextual factors (such as household energy expenditures, experience with outages, charging infrastructure availability) that may facilitate or hinder Solar-EV co-adoption; (2) outline strategies for the design of programs and practices that will enable reasoned RPV and EV adoption and their co-adoption; and (3) assemble a dataset comprised of survey responses of RPV-EV co-adopters, RPV-only adopters, EV-only adopters, and non-adopters. These objectives were only partially fulfilled given the decision to terminate the project. The research team was able to complete the semi-structured interviews, the core BY1 task and summarize the results below. As well, once the team learned of the research project’s fate, it sought and obtained the DOE SETO Technical Manager’s approval to repurpose funds for BY2 tasks to the extent feasible. Rather than invest further resources in expanding the pool of potential survey respondents and having no budget to survey, the research team repurposed funds subject and undertook a more limited (geographically) survey, but also expanded to it to include contingent valuation questions. The analysis of the survey data will necessarily be delayed given the lack of budget support, although some information on the respondent sample is in the results. Given a lack of attention to co-adoption previously, the insights generated in this project should assist decision-makers and industry actors in the development of programs and practices that enable reasoned RPV adoption and EV adoption and their co-adoption.

14 SOLAR ENERGY↗
DOE OSTI2024

Analyzing Potential Greenhouse Gas Emissions Reductions from Plug-In Electric Vehicles: Report for CRC Project, "Carbon Return on Investment for Electrified Vehicles"

Investment in battery and electrification technologies has the potential to greatly reduce vehicular greenhouse gas (GHG) emissions, as a battery-electric vehicle (BEV) will have zero tailpipe emissions. However, there will be GHG emissions associated with production of the vehicle including its battery, and with any carbon-emitting electricity sources used to charge the vehicle. This study explores the GHG reduction benefits of different plug-in electric vehicle (PEV) designs in the context of factors such as electricity production mix, per-vehicle battery requirements, and varying battery market growth scenarios. The analyses focus on the U.S. light-duty vehicle (LDV) market, which accounts for nearly 60% of U.S. transportation sector GHG emissions - over twice as much as the next largest contributing transportation sub-sector.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2025

Federal Workplace Charging Program Guide

The 2015 Fixing America's Surface Transportation (FAST) Act authorizes the installation, operation, and maintenance of electric vehicle supply equipment (EVSE) for the purpose of recharging employees' privately owned vehicles (POVs) under the custody or control of the General Services Administration (GSA) or a Federal agency. It requires the collection of fees to recover the costs of installing, operating, and maintaining this equipment and imposes reporting requirements. This program guide reviews those requirements, excerpts the relevant language in Appendix A, and describes when and how fees may be required to cover costs of electricity, network costs, EVSE units, and installations in various scenarios. This program guide is designed to support Federal agencies developing and refining workplace charging programs for employee POVs. While it provides guidance and best practices, it does not replace agencywide policies or agency-specific legal counsel. It contains a roadmap for agency workplace charging programs and defines roles and responsibilities. This guide explains how to determine the number of POVs likely to charge at a given site and contains a sample employee survey in Appendix B. It reviews EVSE planning, including unit selection and acquisition, charger location(s), accounting for available power capacity, using existing infrastructure, and funding an incentive program. It also discusses the costs associated with EVSE acquisition, installation, and network management. These costs inform the subsequently provided information, which describes how to amortize costs to determine appropriate fees for each charging session. The final two sections of this guide address aspects of ongoing program management that the facility coordinator should consider and the reporting requirements associated with the FAST Act. The insights in this guide are applicable to all agency-owned and GSA-leased buildings or facilities offering the use of EVSE or a 120-volt receptacle for the purpose of recharging an employee's POV. However, the FAST Act requirements typically do not apply to any building or facility operated and maintained by a third-party vendor offering the use of EVSE as part of a commercial building lease unless the agency is managing the station and/or energy on behalf of the building and collecting POV fees.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2022

Electric Vehicles for Fleets

Electric vehicles can fulfill many daily driving needs, making them a great solution for fleets. They offer several benefits and can fill roles in light-duty, medium-/heavy-duty (MD/HD), and even off-road applications. The unique fleet environment presents considerations beyond those that consumers must address before going electric. For example, fleet managers must understand the impacts of charging multiple vehicles while maintaining fleet operations. Larger MD/HD vehicles bring additional factors to consider.

charging↗
DOE OSTI2023

Electric Vehicles for Consumers

More consumers are choosing electric vehicles (EVs) as new, competitively priced models with longer ranges hit the market. More public charging stations are also rapidly becoming available, and some offer quick charges to get drivers back on the road in minutes. New EVs are released all the time, with models designed to meet a wider variety of needs. To learn whether an EV is right for you, assess your driving requirements, available vehicles, and cost considerations. Easily compare costs and benefits of specific vehicles using the FuelEconomy.gov vehicle comparison tool.

charging↗
DOE OSTI2026

Substitution or Shared Utilization? Intrahousehold Vehicle Use in Mixed-Powertrain Households

While previous research has focused heavily on understanding the factors deriving alternative fuel vehicle adoption rates, there remains a significant gap in understanding how households distribute mileage across different powertrains. This study utilizes data from the 2022 Next Generation National Household Travel Survey to investigate vehicle miles traveled within a sample of 150 plug-in electric vehicle (PEV)-owning households (in which at least one battery electric vehicle is present), characterizing how different powertrains are integrated into daily mobility. Leveraging a Seemingly Unrelated Regression (SUR) framework the study jointly models the utilization of PEVs, hybrid electric vehicles (HEV), and internal combustion engine vehicles (ICEVs) while accounting for household-level substitution effects. The results provide evidence of an asymmetric substitution effect. In households with mixed-powertrain configurations, the ICEV captures a substantially higher share of household miles (compared with the PEV), acting as a utility sponge. Conversely, the model identifies specific socioeconomic and geographic cohorts that prioritize PEV as the primary household workhorse, indicating a systematic sorting effect. Although the sample size limits broader generalizability, these findings suggest that PEVs are used for frequent, specific routine-intensive roles, whereas the ICEV remains a specialized utility vehicle. These insights highlight distinct intrahousehold vehicle use behaviors that are often obscured by aggregate fleetwide statistics.

25 ENERGY STORAGE↗
DOE OSTI2022

Control system for multi-system coordination via a single reference governor

This report describes the improvements to the Feasible Actuator Range Modifier (FARM) component of the RAVEN-based HYBRID framework for analysis of Integrated Energy Systems (IES). FARM supports the HERON plug-in that solves the power dispatch problem. The solution involves economically optimal dispatches that satisfy the limits on production variables and corresponding rates of variation (explicit constraints) as well as the limits on the process variables tied to the service life of equipment (implicit constraints). The problem can be addressed as a two-stage process, i.e., HERON power dispatcher estimates a solution that meets explicit constraints (low-resolution physics), whereas FARM uses the simulation outcomes of HYBRID high-fidelity model to capture the system dynamic response and enforce implicit constraints (high-resolution physics). The initial version of the code (FARM-Alpha) was released by Argonne National Laboratory in January 2021 followed by FARM-Beta (January 2022) and FARM-Gamma (April 2022).

42 ENGINEERING↗
DOE OSTI2022

Time dependent supervisory control update with FARM using rolling window

This report describes improvements to the Feasible Actuator Range Modifier (FARM) component of the RAVEN-based HYBRID framework for analysis of Integrated Energy Systems (IES). FARM supports the HERON plug-in that solves the power dispatch problem. The solution to the dispatch problem involves economically optimal dispatches that satisfy limits on production variables and their rates of variation (explicit constraints) as well as process variables tied to the service life of equipment (implicit constraints). FARM serves to validate or confirm that a HERON solution for explicit constraints also satisfies the implicit constraints. FARM-alpha was released by Argonne National Laboratory in January 2021 followed by FARM-Beta in January 2022 with the latter providing increased flexibility for the user. In this report, FARM-Gamma, the latest version of the code, is described. The major improvement is the implementation of a system identification algorithm based on the Dynamic Mode Decomposition with Control (DMDc) coupled with a “Rolling Window” scheme that allows obtaining linear time-varying state-space models. This feature equips FARM with the most accurate approximation of system dynamics, and it relieves the user from the burden of performing an exhaustive off-line characterization of the dynamics. FARM-Gamma capabilities are assessed by solving the power dispatch problem for a representative IES unit. The simulation times corresponding to the different releases are estimated and compared. These values capture the increasing computational burden of the successively higher fidelity state-space models adopted by FARM-Alpha, FARM-Beta and FARM-Gamma. The code implementation provides significant flexibility, i.e., the user can always select the most suitable version of FARM according to the problem to be solved and the available computational resources. It is anticipated that FARM will play a role in addressing several future IES applications. We outline how it can support the coordinated management and safe operation of a nuclear plant coupled to industrial processes to produce hydrogen and synfuels.

21 SPECIFIC NUCLEAR REACTORS AND ASSOCIATED PLANTS↗
NASA NTRS1983

A rubidium clock for SEEK-TALK

The development of a tactical rubidium frequency standard (TRFS) for the SEEK-TALK program is discussed. This effort, which is entering the prototype stage, is directed toward the establishment of a production capability for miniature rubidium clocks of medium stability capable of fast warmup and extreme ruggedness for military avionics applications. The overall unit consists of an ultraminiature physics package and four plug-in circuit boards inside a 2 1/2-inch square by 4-inch box. This size is achieved without the extensive use of hybrid microcircuitry, yet is believed to be the smallest atomic frequency standard yet developed.

Riley, W. J.↗
NASA NTRS1974

Microelectronics packaging technique: A Concept

Plug-in flat packs and flat conductor cable (FCC) can be used to make compact, lightweight, external monitoring system requiring minimum of hard wiring. Microelectronic monitoring panel includes replaceable integrated or hybrid circuit flat packs and FCC.

Stringer, E. J.↗
DOE OSTI2020

Forecasting the Impact of Dual-credit Policy (2021-2023) on China's Electric Vehicle Market

China is well known for its ambition on large-scale vehicle electrification which currently is mainly driven by fuel economy and electric vehicle policies. This study adopts the New Energy and Oil Consumption Credits (NEOCC) model, a vehicle policy analysis tool developed by the Oak Ridge National Laboratory, to systematically quantify the potential impacts of the “Passenger Cars Corporate Average Fuel Consumption and New Energy Vehicle Credit Regulation” which was released in June 2020 for the timeframe 2021-2023, so called dual-credit policy (2021-2023). It is found that, under the dual-credit policy (2021-2023), the sales of low fuel consumption conventional vehicles will increase faster than they were in 2018-2020, and the share of plug-in electric vehicles (PEVs) could reach 11.4% by 2023 if it keeps the expansion as it was in 2017. Besides, the BEVs with long electric range (such as 400 km) and the plugin hybrid SUVs would be the most popular PEV types.

Ou, Shawn↗
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 OSTI2025

Wind 2H2 Project (CRADA Final Report)

The Xcel-NREL Wind Electrolysis R&D Project is designed to gain knowledge and insight about producing hydrogen from electricity for use as a vehicle fuel and as a “stored wind”. The project will analyze producing hydrogen directly from wind as well as from the electric grid. In addition, it will look at storing hydrogen and then using it to put electricity back onto the grid. Modifications were made to the original scope to also include electric vehicles integration with the electric grid. This report addresses Task 8 portion of the CRADA, focused on testing and measuring the attributes of plug-in electric vehicles.

33 ADVANCED PROPULSION SYSTEMS↗
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↗
NASA NTRS2013

NASA Tech Briefs, September 2013

Topics include: ISS Ammonia Leak Detection Through X-Ray Fluorescence; A System for Measuring the Sway of the Vehicle Assembly Building; Fast, High-Precision Readout Circuit for Detector Arrays; Victim Simulator for Victim Detection Radar; Hydrometeor Size Distribution Measurements by Imaging the Attenuation of a Laser Spot; Quasi-Linear Circuit; High-Speed, High-Resolution Time-to-Digital Conversion; Li-Ion Battery and Supercapacitor Hybrid Design for Long Extravehicular Activities; Ultrasonic Low-Friction Containment Plate for Thermal and Ultrasonic Stir Weld Processes; High-Powered, Ultrasonically Assisted Thermal Stir Welding; Next-Generation MKIII Lightweight HUT/Hatch Assembly; Centrifugal Sieve for Gravity-Level-Independent Size; Segregation of Granular Materials; Ion Exchange Technology Development in Support of the Urine Processor Assembly; Nickel-Graphite Composite Compliant Interface and/or Hot Shoe Material; UltraSail CubeSat Solar Sail Flight Experiment; Mechanism for Deploying a Long, Thin-Film Antenna From a Rover; Counterflow Regolith Heat Exchanger; Acquisition and Retaining Granular Samples via a Rotating Coring Bit; Very-Low-Cost, Rugged Vacuum System; Medicine Delivery Device With Integrated Sterilization and Detection; FRET-Aptamer Assays for Bone Marker Assessment, C-Telopeptide, Creatinine, and Vitamin D; Multimode Directional Coupler for Utilization of Harmonic Frequencies from TWTAs; Dual-Polarization, Multi-Frequency Antenna Array for use with Hurricane Imaging Radiometer; Complementary Barrier Infrared Detector (CBIRD) Contact Methods; Autonomous Control of Space Nuclear Reactors; High-Power, High-Speed Electro-Optic Pockels Cell Modulator; Covariance Analysis Tool (G-CAT) for Computing Ascent, Descent, and Landing Errors; Enigma Version 12; Micrometeoroid and Orbital Debris (MMOD) Shield Ballistic Limit Analysis Program; Spitzer Telemetry Processing System; Planetary Protection Bioburden Analysis Program; Wing Leading Edge RCC Rapid Response Damage Prediction Tool (IMPACT2); ISSM: Ice Sheet System Model; Automated Loads Analysis System (ATLAS); Integrated Main Propulsion System Performance Reconstruction Process/Models. Phoenix Telemetry Processor; Contact Graph Routing Enhancements Developed in ION for DTN; GFEChutes Lo-Fi; Advanced Strategic and Tactical Relay Request Management for the Mars Relay Operations Service; Software for Generating Troposphere Corrections for InSAR Using GPS and Weather Model Data; Ionospheric Specifications for SAR Interferometry (ISSI); Implementation of a Wavefront-Sensing Algorithm; Sally Ride EarthKAM - Automated Image Geo-Referencing Using Google Earth Web Plug-In; Trade Space Specification Tool (TSST) for Rapid Mission Architecture (Version 1.2); Acoustic Emission Analysis Applet (AEAA) Software; Memory-Efficient Onboard Rock Segmentation; Advanced Multimission Operations System (ATMO); Robot Sequencing and Visualization Program (RSVP); Automating Hyperspectral Data for Rapid Response in Volcanic Emergencies; Raster-Based Approach to Solar Pressure Modeling; Space Images for NASA JPL Android Version; Kinect Engineering with Learning (KEWL); Spacecraft 3D Augmented Reality Mobile App; MPST Software: grl_pef_check; Real-Time Multimission Event Notification System for Mars Relay; SIM_EXPLORE: Software for Directed Exploration of Complex Systems; Mobile Timekeeping Application Built on Reverse-Engineered JPL Infrastructure; Advanced Query and Data Mining Capabilities for MaROS; Jettison Engineering Trajectory Tool; MPST Software: grl_suppdoc; PredGuid+A: Orion Entry Guidance Modified for Aerocapture; Planning Coverage Campaigns for Mission Design and Analysis: CLASP for DESDynl; and Space Place Prime.

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