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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 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Development of a Heavy-Duty Electric Vehicle Integration and Implementation (HEVII) Tool

As demand for consumer electric vehicles (EVs) has drastically increased in recent years, manufacturers have been working to bring heavy-duty EVs to market to compete with Class 6-8 diesel-powered trucks. Many high-profile companies have committed to begin electrifying their fleet operations, but have yet to implement EVs at scale due to their limited range, long charging times, sparse charging infrastructure, and lack of data from in-use operation. Thus far, EVs have been disproportionately implemented by larger fleets with more resources. To aid fleet operators, it is imperative to develop tools to evaluate the electrification potential of heavy-duty fleets. However, commercially available tools, designed mostly for light-duty vehicles, are inadequate for making electrification recommendations tailored to a fleet of heavy-duty vehicles. The main challenge is that light-duty tools do not estimate real-time vehicle mass, a factor that has a disproportionate impact on the energy consumption of large commercial vehicles. The Heavy-Duty Electric Vehicle Integration and Implementation (HEVII) tool advances the state of the art in evaluating electrification potential and infrastructure requirements for fleets of commercial vehicles. In this work, the HEVII tool is demonstrated with non-uniformly sampled telematics data from an existing fleet to assess the suitability for electrification of each individual vehicle, determine optimal locations for charging infrastructure to support a fleet of EVs and analyze associated costs. Payload mass is predicted using sparse ground-truth data for all input drive cycles and an initial data analysis is conducted to assess the characteristics driving behaviors and energy consumption of the fleet using an adaptable vehicle model. Battery size requirements are determined by applying a novel charger placement algorithm to maximize routes that are viable for EVs and balance time delays with infrastructure development costs. This work details and demonstrates the different aspects of the HEVII tool, presenting preliminary results from an example use case.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

EVs@Scale: NextGen Profiles EVSE Characterization 2025

As part of the U.S. DOE EVs@Scale consortium, the Next-Generation Profiles (NextGen Profiles [NGP]) project presents analysis and results from the characterization of high-power conductive and wireless charging infrastructure. High Power Charging equipment is capable of recharging electric vehicle traction batteries at power levels of 200KW and above. Electric Vehicle Service Equipment (EVSE) characterization involves testing over a wide range of DC charging currents and voltages during nominal and off-nominal conditions. This testing allows for a better understanding of the impact that high-power charging will have on the electric grid. A common set of standard test plans, procedures, and data requirements were applied to the characterization in this document with minor updates and improvements. This report covers all conductive characterization activities performed between October 2024 and September 2025 on the Delta Electronics 350KW Electric Vehicle Charging System, consisting of power cabinet model EIDN-U350KTA01 and dispenser model EIDD-U350SSUUAEG-350.Key Findings include: Output regulation, Efficiency and power factor, Load management, Grid Resilience, Smart Charge Management (SCM) performance, Thermal control system performance, Multi-port simultaneous charging performance, and Selected performance comparisons with other EVSEs characterized in the NextGen Profiles project. Hot and cold temperature testing was not conducted on the Delta 350KW due to laboratory limitations. Future research could include continued testing the Delta hardware under off-nominal temperature conditions including multi-port/multi-session simultaneous charge testing, in addition to collecting data on other high-power conductive chargers to augment.

25 ENERGY STORAGE↗
DOE OSTI2023

Connecting Electric Vehicle Charging Infrastructure to Commercial Buildings

This factsheet from the National Renewable Energy Laboratory aims to describe how EV chargers can be connected to commercial buildings, including considerations for facility managers, and the effects that charging will have on the buildings electrical distribution system.

Better Buildings, electric vehicle charging, comme↗
DOE OSTI2024

Experiences and Lessons from Field Demonstration of Grid-forming Inverter in An AC Microgrid

The validation of GFM control strategies through simulation and hardware demonstration is important before their large-scale deployments in the real grid. Considering the importance of testing and validation, several works have explored the GFM inverter’s capability to blackstart a microgrid, synchronize and share loads, and interact with various types of generation sources and loads present in the grid. Herein, this paper complements the existing works by presenting the results and analysis of a field demonstration in an actual AC microgrid. The capability of a three-level neutral point clamped (NPC) GFM inverter equipped with a recursive feedback type of non-linear device level control to operate with PV source on its DC input and off-the-shelf PVGFL inverters and EV chargers of different kinds on the AC side is explored. The analysis and conclusions drawn would inform the readers to make better decisions during the field demonstration process.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2022

A PCB-Embedded 1.2 kV SiC MOSFET Half-Bridge Package for a 22 kW AC–DC Converter

This article presents the design and analysis of a double-side-cooled printed circuit board (PCB) embedded silicon carbide (SiC) MOSFET half-bridge package with low loop inductances and an integrated gate driver. The 1.2 kV SiC MOSFET dies used in the half-bridge package are embedded in the PCB using AT&S's patented technique. The dies are cooled and electrically connected to traces in the PCB through copper-filled microvias. The design methodology accounts for both electrical and thermal performance, limiting the power-loop inductance to 2.3 nH and the maximum package temperature to less than the 175 °C limit. The integration of the gate drive circuitry allows for a high power density and 2.2 nH gate-loop inductances. At 0.12 K/W, the measured junction-to-case thermal resistance with double-sided cooling is 57% lower than that of a TO-247 package. Under similar operating conditions, the PCB-embedded half-bridge package also achieves a 5.6 times lower voltage overshoot and a 0.5% higher peak efficiency than a TO-247-based half-bridge. This article reports the first demonstration of PCB-embedded 1.2 kV SiC MOSFET packages in buck, boost, and ac–dc converters. Furthermore, the prototype three-phase ac–dc converter for an electric vehicle on-board charger is composed of six PCB-embedded half-bridge packages and achieves an efficiency of 98.2% and a power density of 182 W/in 3 .

42 ENGINEERING↗
DOE OSTI2024

EV SALaD 2023 Demonstration: Best Practices and Mitigations for Protecting EVSE Infrastructure

The Electric Vehicle Secure Architecture Laboratory Demonstration (EV SALaD) program is a demonstration of cybersecurity best practices for high-power electric vehicle (EV) charging infrastructure led by Idaho National Laboratory (INL), in collaboration with other DOE National Laboratories participating in the EVs at Scale Consortium.a Sandia National Laboratories (SNL) and Pacific Northwest National Laboratory (PNNL) participated in the first 2-year (FY22-23) demonstration cycle for EV SALaD. This report documents the FY23 demonstration, the second in a series of demonstrations and collaborations in deploying and operating cybersecure EV charging infrastructure. It includes a summary of improvements from the FY22 demonstration, technical analysis of the FY23 demonstration, how the research demonstrates cyber-physical and cybersecurity best practices for high-power EV charging infrastructure, and related impacts to national and energy security. For EV SALaD, the FY22 demonstration focused on the detection, ranking, and prioritization of anomalous events for high-power EV charging. The FY23 demonstration additionally included the demonstration of cybersecurity best practices, which included protection and mitigation solutions to prevent, respond, and recover from anomalous events. During the demonstrations, the multi-lab EV SALaD team conducted a Test Effect Payload (TEP)b evaluation on extreme fast charger (XFC) hardware equipped with Cerberus, a detection and response solution, to demonstrate anomaly detection and mitigation cybersecurity best practices against cyber-enabled events.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Plug-in electric vehicles in China and the USA: a technology and market comparison

As the top two plug-in electric vehicle (PEV) markets in the world, China and the United States of America (USA) have developed different market structures that are influenced by government policies, test procedures, customer acceptance, and vehicle performance. There are differences in PEV test procedures and vehicle class definitions as well. This paper quantifies such differences and compares PEV characteristics and markets in the two countries using actual data collected over several years. First, although China surpasses the USA in annual PEV production because of generous PEV policies and higher charging infrastructure availability, the USA has a higher PEV adoption rate per capita (2.3 versus 0.81 per 1000 people at the end of 2017). Second, the most popular vehicle classes are A00 battery electric vehicles (BEVs) in China but long-range mid-size BEVs in the USA. Moreover, China's electric and plug-in hybrid sport utility vehicle market is growing quickly. Third, the electricity consumption rated under Chinese test procedures is 20%-40% lower than that rated under US procedures. The sales-weighted electricity consumption of an average BEV in China is 23% lower than that in the USA because of larger proportions of small and micro BEVs in China. Fourth, PEV battery cost in the two countries is currently close to $210-$220 kWh. Finally, China has higher numbers of charging infrastructure, and the ratio of PEVs to public chargers is 9.0 in China versus 17.9 in the USA at the end of 2018.

China EV market↗
DOE OSTI2022

Challenges and Opportunities of Integrating Electric Vehicles in Electricity Distribution Systems

Increased charging needs from widespread adoption of battery electric vehicles (EVs) will impact electricity demand. This will likely require a combination of potentially costly distribution infrastructure upgrades and synergistic grid-transportation solutions such as managed charging and strategic charger placement. Fully implementing such strategic planning and control methods - including business models and mechanisms to engage and compensate consumers - can minimize or even eliminate required grid upgrades. Moreover, there are also opportunities for EV charging to support the grid by helping solve existing and emerging distribution system challenges associated with increasing distributed energy resources (DERs) such as solar generation and battery energy storage. This paper reviews the potential impacts of EV charging on electricity distribution systems and describes methods from the literature to efficiently integrate EVs into distribution systems.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2021

Impact of electric vehicle charging on the power demand of retail buildings

As electric vehicle penetration increases, charging is expected to have a significant impact on the grid. Electric vehicle charging stations will greatly affect a building site's power demand, especially with the onset of fast charging with power levels as high as 350 kW per charger. Here, we assess how electric vehicle charging stations would impact a retail big box grocery store, exploring numerous station sizes, charging power levels, and utilization factors in various climate zones and seasons. We measure the effect of charging by assessing changes in monthly peak power demand, electricity usage, and annual electricity bill, computed using three distinct rate structures. We find that an electric vehicle station has the potential to dwarf a big box building's power demand if behind the same meter, increasing monthly peak power demand at the site by over 250%. Cold-climate areas paired with rate structures incorporating high demand charges are most susceptible for significant changes to the annual electricity bill, with increases as high as 88%.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2023

A novel method for co-optimizing battery sizing and charging strategy of battery electric bus fleets: An application to the city of Paris

Battery-electric buses (BEBs) are a promising technology for replacing diesel buses and reducing their environmental burden. However, their charging process can take several hours, depending on the charging technique and strategy, making them susceptible to schedule disruptions. Furthermore, the selection of the charging strategy and battery size can increase the total capital investment and operational expenses of a BEB fleet, which is a major obstacle to its adoption. Therefore, to minimize the total cost of ownership (TCO) and prevent schedule disruptions, it is essential to establish a well-defined approach to determine an appropriate battery size and charging strategy for BEB fleets. This paper presents a method for reducing the TCO of BEB by determining the optimal battery size and charging strategy for each bus while satisfying operating constraints. The method involves a two-step optimization algorithm that uses Dynamic Programming and Genetic Algorithm. Further, the study applies this approach to the bus fleet serving line 21 in Paris and generates the optimal battery sizing, charging strategy, and required charging infrastructure. The results indicate that 100 kWh batteries offer the best trade-off between capital and operational expenditure for the fleet deployment if used with 65–85 kW chargers at bus terminals.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Home charging for all: Techno-economic and life cycle assessment of multi-unit dwelling electric vehicle charging hubs

Ubiquitous electric vehicle adoption can drastically reduce greenhouse gas emissions (GHG) but will require equitable home charging infrastructure for all residences. Unlike single-family homes, Multi-Unit Dwellings (MUD) currently lack market share and access to nearby charging infrastructure partly due to expensive capital costs for reluctant residential property-owners. Further, this work evaluates the levelized cost of charging (LCOC) for Battery Electric Vehicles (BEVs) at MUD community charging hubs through a techno-economic analysis (TEA) that leverages real-world charging data and costs. Three different MUD charging types are investigated for a baseline and optimistic case: 1.9-kW Level 1 (L1), 6.6-kW Level 2 (L2), and 50-kW Direct Current Fast Charging (DCFC) stations under three different ownership models: resident, utility, and private company. Results demonstrate L1 and L2 chargers to be less expensive than the gasoline equivalent across the United States. Further, utility and private company ownership models, which avoid initial costs for residential property owners, result in a large LCOC premium for L1 and moderate LCOC premium for L2 relative to the resident ownership model. In contrast, DCFC is shown to be expensive for baseline scenarios but economical for optimistic scenarios especially under private company ownership. This work also performs a cradle to grave (C2G) life cycle assessment (LCA) of an average passenger BEV and gasoline conventional vehicle (CV) using yearly (grid mix & vehicle parameters), hourly (grid mix), and state-level (grid mix) resolution. Results show BEVs to have lower GHG emissions (-86% to-10%) than gasoline CVs in the contiguous U.S. Next, the system boundary of the TEA is extended to the total cost of ownership (TCO) of BEVs. The TCO is then coupled with the C2G GHG emissions to calculate the cost of GHG emissions reduction. Ultimately, the cost of GHG emissions reduction from MUD BEVs relative to gasoline CVs is shown to be negative for every scenario except baseline DCFC, meaning MUD BEV charging infrastructure can be a cost-effective endeavor to reduce GHG emissions.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Siting and sizing of public–private charging stations impacts on household and electric vehicle fleets

To facilitate the provision of electric vehicle charging stations (EVCS) in urban areas, this study investigates the benefits of co-locating fleet-owned chargers with public charging stations to enable construction incentives and cord-sharing cost savings. Shared EVCS can serve charging demand from both user types: private (household) EV owners and those managing fleet vehicles – like shared and fully automated EV (SAEV) fleets. Using POLARIS to simulate all person-travel across the 6-county Austin, Texas region, new EVCS were sited and sized with DC fast-charging (DCFC) plugs to lower operating and construction costs while providing public + private (PP) service across an 81-square-mile core geofence (where 200 SAEVs were active) over 24-hour days. When co-location is permitted, 115 DCFC cords were added to the 23 existing (publicly available) stations to enable SAEVs and household EVs (HHEVs) charging access, within the geofence. Each 250-mile-range SAEV was simulated to travel an average of 330 miles per day, serve over 92 person-trips, and recharge 2.7 times a day (for 2.4 h per session). The new DCFC plugs were primarily added to public EVCS at shopping centers and schools, and in residential settings along freeways. The average plug served 4.8 EVs per day. Most co-located PP EVCS permitted immediate (no-wait) charging, except for 2 stations along freeways that averaged 8 min of wait time to begin charging. In conclusion, the co-location strategy lowered fleet owners’ initial EVCS construction costs by 12 % (thanks to cord-sharing to avoid cord duplication), while reducing SAEV wait times to just 3.1 min (versus 10.7 min if SAEV managers had to build and operate their own EVCS).

EV charging modeling↗
DOE OSTI2025

Poor reliability of public charging stations can impede the growth of the electric vehicle market

How does the reliability of public charging infrastructure affect electric vehicle (EV) adoption? Substantial public and private investments are expanding EV charging networks, but concerns are growing about the poor reliability of existing chargers and its potential impacts on EV adoption. Using data from a nationwide survey, we employ a choice model to quantify the effects of perceived charging reliability on Americans’ intentions to purchase new or used EVs. By randomly assigning participants to receive information characterizing public charging as either very reliable or very unreliable, we show a causal effect of reliability perceptions on EV purchase intentions. In conclusion, we find that differences in perceived reliability are equivalent to changing price by 32 % of purchasing budget or changing range by 366 miles, underscoring the importance of reliable public charging.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2020

Optimizing workplace charging facility deployment and smart charging strategies

This study introduces a workplace charging (WPC) optimization model that maximizes the total satisfied electric miles of employees’ plug-in electric vehicles, subject to a given annual budget. The model optimizes both planning decisions of charger number and power levels and operation decisions of charging spot assignment and charging schedule for the given temporal distribution of charging demands and varied electricity prices. Results of experiments based on national average travel data indicate that the actual WPC strategy varies by budget level. Through optimization, the strategy could reduce impacts of the varied electricity price by shifting charging schedules to periods when electricity prices are low. Also, the model is expanded to study the trade-off between providing WPC and addressing consequence of degraded charging service by including the per-mile shadow cost of unsatisfied charging demand. Finally, we observe that their relative competitiveness mainly depends on the actual shadow cost of WPC.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Electric vehicle fast charging infrastructure planning in urban networks considering daily travel and charging behavior

Electric vehicles are a sustainable substitution to conventional vehicles. This work introduces an integrated framework for urban fast charging infrastructure to address the range anxiety issue. A mesoscopic simulation tool is developed to generate trip trajectories, and simulate charging behavior based on various trip attributes. The resulting charging demand is the key input to a mixed-integer nonlinear program that seeks charging station configuration. The model minimizes the total system cost including charging station and charger installation costs, and charging, queuing, and detouring delays. The problem is solved using a decomposition technique incorporating a commercial solver for small networks, and a heuristic algorithm for large-scale networks, in addition to the Golden Section method. The solution quality and significant superiority in the computational efficiency of the decomposition approach are confirmed in comparison with the implicit enumeration approach. Furthermore, the required infrastructure to support urban trips is explored for future market shares and technologies.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2022

Integrated charging infrastructure planning and charging scheduling for battery electric bus systems

We report studies on the electric bus system planning problem have typically focused exclusively on either the deployment of charging infrastructure or the scheduling of charging events; few have examined the impact of charging facility deployment on charging activities. Considering the interdependence of system design and operational strategies, this study proposes a two-phase optimization framework for charging infrastructure planning and charging scheduling for battery electric bus systems. An integrated optimization model is first developed to simultaneously optimize charger deployment, on-board battery capacity, and charging schedules. A charging scheduling model is further proposed and a rolling horizon approach is utilized in the second phase to optimize the real-time charging scheduling of electric buses. Compared to existing electric bus system planning methods, the proposed integrated model can reduce the total system cost by 19.5%. In addition, compared to uncontrolled charging, the proposed rolling horizon-based charging strategy can reduce the total charging cost by 68.3%.

25 ENERGY STORAGE↗
DOE OSTI2024

Coupled management of electric vehicle workplace charging and office building loads

Significant building energy savings are realized through heating, ventilation, and air conditioning (HVAC) setpoint adjustment and daylighting control. Workplace charging (WPC) enables colocation of electric vehicles (EVs) with office building loads. We proposed managing energy use of workplace EV charging and the office building and determined the number of EVs that building energy savings can facilitate charging. We simulated building energy savings in typical medium offices in Chicago IL, Baltimore MD, and Houston TX, spanning three US climate regions. Considering the EV hosting capacity of the saved building energy and travel patterns of roundtrip commuting, we minimized EV charging costs under time-of-use electricity pricing. Managed WPC can reduce charging electricity bills compared to first-come, first-served charging. The ratio of EVs to chargers, the coincident period of commuters’ dwell time and lower electricity prices, and the number of EVs in the office impacted the economic benefits achieved through charging management.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Mechanical rolling formation of interpenetrated lithium metal/lithium tin alloy foil for ultrahigh-rate battery anode

To achieve good rate capability of lithium metal anodes for high-energy-density batteries, one fundamental challenge is the slow lithium diffusion at the interface. Here we report an interpenetrated, three-dimensional lithium metal/lithium tin alloy nanocomposite foil realized by a simple calendering and folding process of lithium and tin foils, and spontaneous alloying reactions. The strong affinity between the metallic lithium and lithium tin alloy as mixed electronic and ionic conducting networks, and their abundant interfaces enable ultrafast charger diffusion across the entire electrode. Furthermore, we demonstrate that a lithium/lithium tin alloy foil electrode sustains stable lithium stripping/plating under 30 mA cm -2 and 5 mAh cm -2 with a very low overpotential of 20 mV for 200 cycles in a commercial carbonate electrolyte. Cycled under 6 C (6.6 mA cm -2 ), a 1.0 mAh cm -2 LiNi 0.6 Co 0.2 Mn 0.2 O 2 electrode maintains a substantial 74% of its capacity by pairing with such anode.

25 ENERGY STORAGE↗