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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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At least 127 records · Page 7
All sourcesNASA NTRSDOE OSTI
DOE OSTI2012

Promoting the Market for Plug-in Hybrid and Battery Electric Vehicles: Role of Recharge Availability

Much recent attention has been drawn to providing adequate recharge availability as a means to promote the battery electric vehicle (BEV) and plug-in hybrid electric vehicle (PHEV) market. The possible role of improved recharge availability in developing the BEV-PHEV market and the priorities that different charging options should receive from the government require better understanding. This study reviews the charging issue and conceptualizes it into three interactions between the charge network and the travel network. With travel data from 3,755 drivers in the National Household Travel Survey, this paper estimates the distribution among U.S. consumers of (a) PHEV fuel-saving benefits by different recharge availability improvements, (b) range anxiety by different BEV ranges, and (c) willingness to pay for workplace and public charging in addition to home recharging. With the Oak Ridge National Laboratory MA3T model, the impact of three recharge improvements is quantified by the resulting increase in BEV-PHEV sales. Compared with workplace and public recharging improvements, home recharging improvement appears to have a greater impact on BEV-PHEV sales. The impact of improved recharging availability is shown to be amplified by a faster reduction in battery cost.

25 ENERGY STORAGE↗
DOE OSTI2011

Do Photovoltaic Energy Systems Effect Residential Selling Prices? Results from a California Statewide Investigation.

An increasing number of homes in the U.S. have sold with photovoltaic (PV) energy systems installed at the time of sale, yet relatively little research exists that provides estimates of the marginal impacts of those PV systems on home sale prices. This research analyzes a large dataset of California homes that sold from 2000 through mid-2009 with PV installed. We find strong evidence that homes with PV systems sold for a premium over comparable homes without PV systems during this time frame. Estimates for this premium expressed in dollars per watt of installed PV range, from roughly $4 to $6.4/watt across the full dataset, to approximately $2.3/watt for new homes, to more than $6/watt for existing homes. A number of ideas for further research are suggested.

14 SOLAR ENERGY↗
DOE OSTI2015

Business Solutions Case Study: Marketing Zero Energy Homes: Tommy Williams Homes, Gainesville, Florida

Building America research has shown that high-performance homes can potentially give builders an edge in the marketplace and can boost sales, but it doesn't happen automatically. It requires a tailored, easy-to-understand marketing campaign, and sometimes a little flair. This case study highlights the successful marketing approach of Tommy Williams Homes, which devotes resources to advertising, targeted social media outlets and blogs, realtor education seminars, and groundbreaking and open house celebrations. As a result, in one community, 2013 property sales records show that TWH outsells the only other builder in the development at a higher price, with fewer days on the market.

Advertising↗
DOE OSTI2014

Solvent-Assisted Linker Exchange: An Alternative to the De Novo Synthesis of Unattainable Metal-Organic Frameworks

Metal-organic frameworks (MOFs) have gained considerable attention as hybrid materials—in part because of a multitude of potential useful applications, ranging from gas separation to catalysis and light harvesting. Unfortunately, de novo synthesis of MOFs with desirable function–property combinations is not always reliable and may suffer from vagaries such as formation of undesirable topologies, low solubility of precursors, and loss of functionality of the sensitive network components. The recently discovered synthetic approach coined solvent-assisted linker exchange (SALE) constitutes a simple to implement strategy for circumventing these setbacks; its use has already led to the generation of a variety of MOF materials previously unobtainable by direct synthesis methods. This Review provides a perspective of the achievements in MOF research that have been made possible with SALE and examines the studies that have facilitated the understanding and broadened the scope of use of this invaluable synthetic tool.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2015

Techno‐economics of microalgae production and conversion to refinery‐ready oil with co‐product credits

Abstract The economics of the production of hydrotreated algal oil ( HTAO ) along with co‐production of animal feed and nutraceuticals (omega‐3 oils) was explored. Base case calculations were for commercial scale production of 10 000 barrels per day of HTAO with nutraceuticals claiming only 0.05% of the raw algae oil ( AO ). The sensitivity of economics to critical parameters was studied. The greatest sensitivity of sales price was to the algae doubling time. Doubling time might be reduced by increasing pond velocity or other mixing‐inducing means. Other important parameters were oil content, CAPEX , and moisture content of post‐extracted algal residue. Algal area weight productivity (g/m 2 /day) was calculated from four parameters: initial algal concentration, pond depth, residence time in pond, and algae doubling time. Using presently accepted operating parameter values and with co‐product credits, the estimated plant gate price was ~ $10/gal. However, it was shown that there is significant potential for enhanced economics through moderate improvements in many areas. Credits for co‐production of animal feed and nutraceuticals were $3.24/gal and $0.14/gal, respectively. At constant oil area productivity (gal/acre/yr), the trade‐off between oil content and area weight productivity favors oil content. In the limit of 100% oil content (no solid co‐product) a sale price of $7.90/gal was estimated. Hydrotreatment of AO was discussed. Municipal waste‐water tertiary treatment was briefly discussed but not deemed viable on a large scale. An easy‐to‐use Excel spreadsheet for material and energy balances and economics was developed as a flexible scouting tool. The symbol ‘$’ denotes US dollars. © 2015 Society of Chemical Industry and John Wiley & Sons, Ltd

Manganaro, James L.↗
DOE OSTI2020

Deployment of plug-in electric vehicles in China and the USA: issues and opportunities, foreword

Plug-in electric vehicles (PEVs), including battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs), have been promoted globally for their emission reductions and energy conservation. In addition to financial incentives for PEVs in many countries (Stephens et al. 2018), emission and energy regulatory systems provide additional incentives for PEVs in the USA, Europe, and China (European Union 2014; Innovation Center for Energy and Transportation 2019; U.S. EPA and NHTSA 2012). These incentives, together with PEV technology advances and cost reductions, have caused PEV sales to grow exponentially in many countries and global regions; PEV stocks totaled more than 5 million by the end of 2018 (Fig. 1). The International Energy Agency (2019) projects that PEV sales will grow even more quickly through 2030 to reach a total global PEV stock of 130 million to 250 million.

China↗
DOE OSTI2024

A Conceptual Design and Economic Assessment of a Chitin Biorefinery Based on Shrimp Processing Wastes

Due to the extensive production of shrimp in captivity, waste generation has increased significantly and has become an environmental problem. The recovery of biomolecules can be an important way to mitigate the environmental problems associated with processing in this sector. In this sense, the present work aimed to evaluate a biorefinery approach for valuing shrimp farming waste to obtain astaxanthin, chitin and chitosan. Stoichiometric segmentation was used as a tool to identify the process steps, whose information on process variables (fresh water consumption, flow rate and reaction conditions) was adapted from the literature. A biorefinery coupled to a shrimp processing plant was proposed for the immediate use of highly perishable biomass, to guarantee the quality of the extracted products and reduce storage and transportation costs. In practice, the biomass treatment sequence adopted (demineralization followed by deproteinization) eliminates the depigmentation step, as the chitin obtained has a lighter tone. The proposed route was evaluated for four scenarios based on two indicators: gross economic potential (EGP) and metrics for inspection of sales and reagents (MISR). The results indicate that economic viability is achieved only for the production of chitosan, resulting in a gross revenue of US$832.50/cycle and a MISR value > 1. The sale of astaxanthin promotes an increase of US$3.73/cycle in the EGP, considered too low for the inclusion of another stage in the process.

astaxanthin↗
DOE OSTI2024

Performance and economic viability assessment of a novel CO 2 adsorbent for manufacturing and integration with coal power plants

Here, this study assesses the performance and economic feasibility of a novel CO 2 adsorbent for post-combustion capture in DOE/NETL’s 650 MWnet SubC PC power plant (case B11B). Bench-scale tests showed an initial adsorption capacity of 16.3 wt%, which decreased to 12.1 wt% after 41 adsorption–desorption cycles due to induced particle aggregation by over-humidification. With a conservative adsorption capacity of 8.8 wt% and 695 adsorption–desorption cycles, an adsorbent replenishment rate of 10 tonnes/h is necessary to capture 90% of CO 2 . The breakeven sale price of the adsorbent produced at this rate is $\$$1,293/tonne, which is 40 to 80 times lower than prices for K 2 CO 3 adsorbents reported in the literature (e.g., K 2 CO 3 /TiO 2 , K 2 CO 3 /ZrO 2 ) while providing better capture performances. Sensitivity analysis reveals that increasing the plant production rate from 10 to 40 tonnes/h reduces the sale price by 8%. The study also compares the CO 2 capture cost to Cansolv, an integrated solvent-based technology. The novel adsorbent requires 2.4 GJ/tonne of CO 2 for regeneration, lower than Cansolv’s 2.7 GJ/tonne. With conservative performance estimates, the capture cost is $\$$54/tonne of CO 2 , slightly higher than Cansolv’s $\$$45/tonne. To achieve lower or comparable capture costs to Cansolv, the adsorbent should meet one of the following conditions at a commercial scale: minimum 950 cycles, 16 wt% capture capacity, 50% of the adsorbent recovery, or a reduced cost to $\$$646/tonne by upscaling the manufactury to 75 tonnes/h.

01 COAL, LIGNITE, AND PEAT↗
DOE OSTI2016

Derate Mitigation Options for Pulverized Coal Power Plant Carbon Capture Retrofits

Carbon capture and storage (CCS) technologies available in the near-term for pulverized coal-fueled power plants (i.e., post combustion solvent technologies) require substantial capital investment and result in marked decrease in electricity available for sale to the grid. The impact to overall plant economics can be mitigated for new plant designs (where the entire plant can be optimized around the CCS system). However, existing coal-fueled power plants were designed without the knowledge or intent to retrofit a CCS process, and it is simply not possible to re-engineer an existing plant in a manner that it could achieve the same performance as if it was originally designed and optimized for CCS technology. Pairing an auxiliary steam supply to the capture system is a technically feasible option to mitigate the derate resulting from diverting steam away from an existing steam turbine and continuing to run that turbine at steam flow rates and properties outside of the original design specifications. The results of this analysis strongly support the merits of meeting the steam and power requirements for a retrofitted post-combustion solvent based carbon dioxide (CO2) capture system with an auxiliary combined heat and power (CHP) plant rather than robbing the base plant (i.e., diverting steam from the existing steam cycle and electricity from sale to the grid).

01 COAL, LIGNITE, AND PEAT↗
DOE OSTI2022

How to support EV adoption: Tradeoffs between charging infrastructure investments and vehicle subsidies in California

Supporting the adoption of zero-emission vehicle (ZEVs), including plug-in electric vehicles (EVs), has become a priority for governments due to their ability to reduce petroleum demand, improve air quality, and reduce carbon dioxide (CO2) emissions. Optimal strategies to accelerate EV adoption must weigh the relative value of alternative policy mechanisms to consumers, including public charging infrastructure and vehicle purchase subsidies. We use a historically validated light-duty vehicle consumer choice tool, the ADOPT model, to simulate personal light-duty vehicle adoption and related emissions in California. ADOPT is updated to incorporate a quantification of the tangible value of public charging infrastructure, allowing us to simulate the impact of investments in public charging infrastructure and vehicle purchase subsidies under different scenarios. We show that both policies result in increased EV adoption, with the most effective policy varying depending on vehicle technology assumptions. Under conservative technology improvement assumptions, infrastructure investments are most effective in promoting EV sales and reducing CO2 emissions, while under optimistic technology improvement assumptions a combination of infrastructure and subsidies best supports EV sales and CO2 emission reductions.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2019

Quantifying adoption rates and energy savings over time for advanced energy-efficient manufacturing technologies

Energy-efficient manufacturing technologies can reduce energy consumption and lower operating costs for manufacturing facilities, but up-front costs and increased process complexity frequently lead to manufacturers being reluctant to adopt such technologies. To avoid overestimating the benefits of advanced energy-efficient manufacturing technologies, it is necessary to account for how quickly and how widely the technology will be adopted by manufacturers. This work develops a method for estimating manufacturing technology adoption rates using quantitative technology characteristics including energetic, economic, and technical criteria that capture both incentives (such as energy and cost savings) and disincentives (such as increased process complexity) for technology adoption. This method is unique in that it can be applied before or after a technology reaches the market; other adoption rate estimation methods require sales data and can only be applied post-market. Eleven technology characteristics are considered, with each characteristic weighted to reflect its impact on the overall technology adoption rate. Technology characteristic data is used to estimate model parameters for the Bass diffusion curve, which quantifies the change in the number of new technology adopters in a population over time. Finally, energy savings at the sector level are calculated over time by multiplying the number of new technology adopters at each time step with the technology’s facility-level energy savings. The proposed method is demonstrated with an application to glass industry manufacturing technologies using technology data obtained from the U.S. Department of Energy's 2017 bandwidth study. The potential energy savings for each technology and the rate at which each technology is adopted in the sector are quantified and used to identify the technologies which offer the greatest cumulative sector-level energy savings over a period of 20 years.

advanced manufacturing↗
DOE OSTI2016

Wholesale electricity market design with increasing levels of renewable generation: Revenue sufficiency and long-term reliability

This paper discusses challenges that relate to assessing and properly incentivizing the resources necessary to ensure a reliable electricity system with growing penetrations of variable generation (VG). The output of VG (primarily wind and solar generation) varies over time and cannot be predicted precisely. Therefore, the energy from VG is not always guaranteed to be available at times when it is most needed. This means that its contribution towards resource adequacy can be significantly less than the contribution from traditional resources. Variable renewable resources also have near-zero variable costs, and with production-based subsidies they may even have negative offer costs. Because variable costs drive the spot price of energy, this can lead to reduced prices, sales, and therefore revenue for all resources within the energy market. The characteristics of VG can also result in increased price volatility as well as the need for more flexibility in the resource fleet in order to maintain system reliability. Furthermore, we explore both traditional and evolving electricity market designs in the United States that aim to ensure resource adequacy and sufficient revenues to recover costs when those resources are needed for long-term reliability. We also investigate how reliability needs may be evolving and discuss how VG may affect future electricity market designs.

17 WIND ENERGY↗
DOE OSTI2020

The distribution of U.S. electric utility revenue decoupling rate impacts from 2005 to 2017

Electric utilities have historically relied on volumetric energy rates. Reductions in sales can have an adverse effect on a utility's ability to sufficiently recover its costs. Decoupling mechanisms, when properly designed, diminish the link between revenues and sales. Additionally, analysis of annual rate adjustments from decoupling mechanisms indicate the majority of those adjustments are small. However, once a surcharge is applied there is an 86 percent chance there will be a surcharge in the next year.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Modeling charging infrastructure impact on the electric vehicle market in China

The plug-in electric vehicle (PEV) is deemed as a critical technological revolution, and the governments are imposing various vehicle policies to promote its development. Meanwhile, the market success of PEVs depends on many aspects. The study reported herein integrates one’s use of charging infrastructure at home, public place and workplace into the market dynamics analysis tool, New Energy and Oil Consumption Credits (NEOCC) model, to systematically assess the charging infrastructure (home parking ratio, public charging opportunity, and charging costs) impact on PEV ownership costs and analyze how the PEV market shares may be affected by the attributes of the charging infrastructure. Compared to the charging infrastructure, the impact of battery costs is incontrovertibly decisive on PEV market shares, the charging infrastructure is still non-negligible in the PEV market dynamics. The simulation results find that the public charging infrastructure has more effectiveness on promoting the PEV sales in the PEV emerging market than it does in the PEV mature market. However, the improvement of charging infrastructure does not necessarily lead to a larger PEV market if the charging infrastructure incentives do not coordinate well with other PEV policies. Besides, the increase of public charging opportunities has limited motivations on the growth of public PEV fleets, which are highly correlated to the number of public fast charging stations or outlets. It also finds that more home parking spaces can stimulate more sales of personal plug-in hybrid electric vehicles instead of personal battery electric vehicles.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

Potential Adoption and Benefits of Co-Optimized Multimode Engines and Fuels for U.S. Light-Duty Vehicles

Exploring a diverse portfolio of technologies for decarbonization is crucial to understanding the potential impacts of different technological solutions and their associated environmental implications. Using high-octane, high-sensitivity biofuel blends in co-optimized multimode engines can increase engine efficiency and reduce vehicle emissions. Here, the multimode engine research focuses on the benefits of light-duty vehicle engines, which can operate in multiple modes depending on the vehicle's load. Low-temperature combustion can improve efficiency and reduce emissions (such as those from oxides of nitrogen and particulate matter) during low-load operation, while spark ignition performance is maintained in high-load operation. These advanced engines can be optimized to run on blends of biobased fuels. This analysis models scenarios for potential market adoption of co-optimized multimode vehicles fueled by three different bioblendstocks: ethanol, isopropanol, and isobutanol. An integrated modeling approach is used to forecast the energy and environmental impacts of the deployment of co-optimized multimode vehicles and fuels in the light-duty sector over the 2020-to-2050 time horizon. The multidisciplinary approach combines vehicle sales modeling, system dynamics modeling of the biorefining industry, and life cycle assessment to estimate the emissions and energy benefits. The models consider market forces such as consumer preferences for vehicle attributes, biofuel supply and demand dynamics subject to biorefinery capacity build-out and bioresource constraints, and forecasted changes to the U.S. bulk energy system over time. Market adoption of co-optimized vehicles is evaluated across a wide parameter space for incremental vehicle cost and engine efficiency improvement. This analysis reveals that the deployment of co-optimized multimode fuels and vehicles results in up to a 5% reduction in annual sector-wide life cycle greenhouse gas (GHG) emissions by 2050, relative to a business-as-usual scenario, but is also indicates environmental trade-offs, such as higher life cycle water-use. Emission benefits could potentially increase beyond 2050, as the new technologies penetrate the market and gain a foothold. Results also show that, under certain circumstances, vehicles with engines co-optimized for use with high-octane, high-sensitivity biofuel blends can be cost-competitive with conventional gasoline, while reducing GHG emissions. Our modeling results indicate that co-optimized multimode fuels and engines can be strategically leveraged in tandem with electrification to decarbonize the light-duty sector. Co-optimized vehicles could play a role in the early years of the time horizon, while electric vehicles (EVs) could become more competitive in the later years, highlighting the complementary benefits of these technologies for GHG reductions.

Oke, Doris↗
DOE OSTI2023

Exploring decarbonization pathways for USA passenger and freight mobility

Abstract Passenger and freight travel account for 28% of U.S. greenhouse gas (GHG) emissions today. We explore pathways to reduce transportation emissions using NREL’s TEMPO model under bounding assumptions on future travel behavior, technology advancement, and policies. Results show diverse routes to 80% or more well-to-wheel GHG reductions by 2050. Rapid adoption of zero-emission vehicles coupled with a clean electric grid is essential for deep decarbonization; in the median scenario, zero-emission vehicle sales reach 89% for passenger light-duty and 69% for freight trucks by 2030 and 100% sales for both by 2040. Up to 3,000 terawatt-hours of electricity could be needed in 2050 to power plug-in electric vehicles. Increased sustainable biofuel usage is also essential for decarbonizing aviation (10–42 billion gallons needed in 2050) and to support legacy vehicles during the transition. Managing travel demand growth can ease this transition by reducing the need for clean electricity and sustainable fuels.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2025

Trends and 2025 Insights on the Rise of Electric Vehicles in the USA

Plug-in electric vehicles (EVs) are reshaping the transportation energy landscape, providing a practical alternative to petroleum fuels for a growing number of applications. EV sales grew 55x in the past decade (2014-2024) and 6x since 2020, driven by technological progress enabled by policies to reduce transportation emissions as well as industrial plans motivated by strategic value of EVs for global competitiveness, jobs and geopolitics. In 2024, 22% of passenger cars sold globally were EVs and opportunities for EVs beyond on-road applications are growing, including solutions to electrify off-road vehicles, maritime and aviation. This Review updates and expands our 2020 assessment of the scientific literature and describes the current status and future projections of EV markets, charging infrastructures, vehicle-grid integration and supply chains in the USA. EV is the lowest-emission motorized on-road transportation option, with life-cycle emissions decreasing as electricity emissions continue to decrease. Charging infrastructure grew in line with EV adoption but providing ubiquitous reliable and convenient charging remains a challenge. EVs are reducing electricity costs in several US markets and coordinated EV charging can improve grid resilience and reduce electricity costs for all consumers. The current trajectory of technology improvement and industrial investments points to continued acceleration of EVs.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Silicon Carbide Inverter for Off-Road Heavy-Duty Applications: The Importance of Thermal and Thermomechanical Design in Power Electronics Packaging

Electrification of drivetrain systems is now seen as a major opportunity by the transportation industry across the globe to reduce the greenhouse gas emissions and revolutionize the travel patterns of millions of people. The cumulative number of plug-in hybrid and battery electric vehicles (EVs) sold in the United States has now surpassed 2 million in 2021, according to the International Energy Agency. The introduction of EVs in different classes of passenger vehicles and the continued drop in prices spurred by government incentives have attracted the attention of consumers despite certain barriers, such as higher initial cost and range anxiety. In the United States, the EV market share is now growing at an exponential pace, with the domestic automakers allocating a lion's share of new and future car sales to EVs. Additionally, different market studies project decreasing cost and rising sales of medium- and heavy-duty electric trucks. Although electrification initiatives are strongly pursued in the on-road passenger vehicle market, off-highway sectors, such as construction, mining, and agriculture, are also gradually implementing electric drivetrain technologies in their machineries. As EVs grow in popularity on a global scale, innovative drivetrain technologies must meet the increasing energy demand by significantly increasing system efficiency.

ADVANCED PROPULSION SYSTEMS↗