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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 OSTI2025

EV Charging Infrastructure Energization An Overview of Approaches for Simplifying and Accelerating Timelines to Processing EV Charging Load Service Requests

The United States has seen significant growth in electric vehicle (EV) adoption, leading to increased demand for EV charging infrastructure. Over the past decade, EV charging infrastructure site developers, site hosts, and electric distribution utilities have navigated the process to integrate chargers onto the electric grid. Site developers and site hosts have raised the alarm that the integration process for high-powered EV charging projects does not meet the needs of the EV market for timeliness or cost. High-powered charging stations typically require a load service request or an agreement with the local utility to connect to the grid. The process of energizing a new high-powered charging site can be complex and time-consuming, often taking up to 2 years. This timeline is the result of current utility energization processes having been designed for construction projects that take longer to build (i.e., buildings). The specific challenges stem from various factors, including compartmentalization in application processes, the integration of EV charging process approvals with other distributed energy resources (DERs), and the need to ensure grid reliability. The energization process needs to evolve to meet the growing demand for high-powered EV charging. This white paper compiles information gathered through various conversations with key stakeholders, including utilities, utility regulators, EV charging operators, site developers, and authorities having jurisdiction (AHJ) as well as through an extensive literature review. This document identifies the challenges and provides potential solutions to streamline the process of connecting EV charging infrastructure to the power grid in the United States, serving as a starting point for future conversations around these solutions. The solutions noted in this white paper require collaborative efforts among utilities, regulators, and EV charging infrastructure developers to streamline the grid connection process for EV charging infrastructure. They are broadly organized into four areas: 1. Increase data access and transparency: Develop automated load service request tools, integrate hosting capacity and load service request analyses, incorporate EV adoption forecasts, and provide transparency on the processing queue. 2. Improve energization processes and timing: Create fast-track options based on prescreening criteria, provide flexibility or phased approvals in the load service request/interconnection process, build internal knowledge within utilities about EV charging technologies, and provide standardized workforce training. 3. Promote economic efficiency: Right size distribution components to accurately reflect the load requirements of EV charging infrastructure, make proactive investments in grid infrastructure based on EV adoption forecasts and growth projections, and consider energy equity and environmental justice factors such as equitable access to EV charging when planning infrastructure. 4. Improve grid reliability and resilience: Use load management/power control systems (PCS) at EV charging stations, adopt and implement harmonized standards for communication protocols and information models between the EV charging and grid control infrastructure, and address cybersecurity considerations by implementing robust security measures and standards for EV charging infrastructure—with particular emphasis on clarifying the security requirements for the interface to the grid. The objective of the solutions proposed in this white paper is to accelerate the timeline and decrease costs associated with connecting EV charging infrastructure to the grid. Electric utilities, utility regulators, EV charging infrastructure developers, and site hosts will first need to understand which solutions are available in their service territory, and if warranted, which combination of solutions would support their specific needs. Through the successful implementations of solutions at scale detailed here, industry will demonstrate a new and innovative ecosystem where timely deployment and energization of EV charging infrastructure with greater grid resiliency and reliability is a reality.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2025

CHARGE-MAP: An integrated framework to study the multicriteria EV charging infrastructure expansion problem

The widespread adoption of electric vehicles (EVs) in recent years has necessitated the development of effective charging infrastructures. However, charging infrastructure expansion is a multifaceted problem that requires careful consideration of the existing infrastructure, spatiotemporal distribution of charging demands, power-grid capacity, and budget constraints. Here, to approach this complex problem, we present CHARGE-MAP, a data-driven simulation-optimization framework, focused on ensuring meaningful charging experience for individual EV owners. CHARGE-MAP integrates three modules: an agent-based simulation module that estimates spatiotemporal distribution of charging demands by modeling EV adopter mobility and charging behavior; an optimization module that determines optimal new charging station/charger locations and capacities, while minimizing expected detour distances and wait-times with a limited number of new stations; and a power module that determines how to connect the stations to the power grid while maintaining its stability. Using the state of Virginia (consisting of 95 counties and 38 independent cities) as a case study, our results show that CHARGE-MAP can meet the demand of ~198,600 predicted EVs with 1,305 new public charging stations and 2,164 new chargers. It reduces average detour distances for charging by 66% and wait-times at stations by 72% compared to the existing infrastructure. Furthermore, transformer capacity requirement analysis reveals that only 1.8% of residential transformers require upgrades, while over 80% of commercial charging locations can be supported with modest transformer infrastructure (25 to 50 kVA). This indicates that targeted investments can facilitate cost-effective EV integration. Consequently, CHARGE-MAP provides policymakers and urban planners with crucial data-driven insights for effective EV charging infrastructure expansion. Sign up for PNAS alerts.

charging infrastructure↗
DOE OSTI2024

Chemo-Mechanical Instabilities in Lithium Cobalt Oxide at Higher State-Of-Charge in Li-Ion Batteries

Transition metal oxide cathodes are widely used in commercial Li-ion batteries. However, their practical charge capacity is limited due to severe chemo-mechanical instabilities at higher charge voltage, and state-of-charge condition. Here, in situ stress and strain measurements were synchronized to probe mechanical deformations in the lithium cobalt oxide (LCO) cathode via a multi-beam stress sensor and digital image correlation, respectively. In situ mechanical measurements revealed how Li removal from the electrode structure induces deformations on the LCO composite cathodes during cycling. The structure and morphology of the LCO cathodes were further investigated by X-ray diffraction (XRD) and scanning electron microscopy (SEM) studies. Two distinct electrochemical and mechanical behaviors were identified when the LCO was charged up to 4.65 V. The LCO undergoes a compressive stress generation when charged up to 4.2 V and surface fractures on the LCO particles were detected by SEM. LCO cathode experienced significantly large contractions (negative strains) when charged up to 4.65 V, where intergranular crack formation and phase transformation were detected on the LCO particles via SEM and XRD, respectively. Overall, the study bridges complicated structural deformations with in situ analysis of mechanical degradations in LCO cathodes charged at higher voltages. The correlation is vital to understanding instability mechanisms in transition metal oxides at high voltages for alkali metal ion batteries.

higher state-of-charge↗
DOE OSTI2025

EV Charging Infrastructure Energization: An Overview of Approaches for Simplifying Processes and Accelerating Timelines to Processing EV Charging Load Service Requests

The United States has seen significant growth in electric vehicle (EV) adoption, leading to increased demand for EV charging infrastructure and electricity. Growth in electricity demand from EV charging, coupled with growth in other sectors like data centers and electrification of other sectors, is impacting electricity infrastructure and load service request processes after two decades of relatively flat electricity demand. While most electric vehicle charging occurs at home, enroute and depot charging for medium and heavy-duty vehicles, both using high-powered EV charging, are critical to meet electric vehicle operational needs. Over the past decade, EV charging infrastructure site developers, site hosts, and electric distribution utilities have navigated the process to integrate chargers onto the electric grid. Site developers and site hosts have expressed distress that the integration process for high-powered EV charging projects does not meet the needs of the EV market for timeliness or cost. High-powered charging stations typically require a load service request or an agreement with the local utility to connect to the grid. The process of energizing a new high-powered charging site can be complex and time consuming, often taking up to 2 years. This timeline is the result of current utility energization processes having been designed for construction projects that take longer to build (i.e., buildings). The specific challenges stem from various factors, including compartmentalization in application processes, the integration of EV charging process approvals with other distributed energy resources (DERs), and the need to ensure grid reliability. The energization process needs to evolve to meet the growing demand for high-powered EV charging. This white paper compiles information gathered through various conversations with key stakeholders, including utilities, utility regulators, EV charging operators, site developers, and authorities having jurisdiction (AHJ) as well as through an extensive literature review. This document identifies the challenges and provides potential solutions to streamline the process of connecting EV charging infrastructure to the power grid in the United States, serving as a starting point for future conversations around these solutions.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Equitable Urban Electric Vehicle Charging: Feasibility and Benefits of Streetlight Charging in Kansas City Right-of-Way

With an increasing global emphasis on sustainability, electric vehicles (EVs) play a crucial role in reducing urban pollution and carbon emissions. For EVs to be widely adopted, equitable and convenient access to charging infrastructure is essential. Equity in this paper refers to the proactive engagement with the community to ensure that the benefits of streetlight charging are distributed equitably across diverse neighborhoods in Kansas City, providing fair charging opportunities and resources to all community members. This research explores the potential of utilizing streetlights—ubiquitous elements of urban electrical infrastructure—as low-cost, equitable EV charging solutions. Compared with conventional chargers, streetlight charging offers several notable advantages, including proximity to roadways, potential boosts to the local economy, and easier usage due to city ownership. These chargers also leverage existing power setups to minimize costs and maximize efficiency by reutilizing existing structures. In this manuscript, we introduce a systematic framework to develop, analyze, and evaluate a scalable and cost-effective streetlight charging solution. Initially, we employ a two-tiered site selection framework that accounts for both charging demand and equity considerations to identify optimal locations for streetlight chargers. We then assess the feasibility of these chargers through observational data from 23 units installed in Kansas City, Missouri, comparing their performance with traditional chargers. Here, our evaluation extends to the environmental impact, comparing reduced gasoline consumption and greenhouse gas (GHG) emission reductions between streetlights and regular charging stations. Our findings reveal that streetlight charging stations offer faster charging speeds than conventional stations, validating their viability for EV charging. Additionally, the duration of stay at streetlight chargers tends to be shorter, likely due to parking constraints or associated costs. Furthermore, streetlight-powered chargers demonstrate considerable environmental advantages, achieving 11.94% greater avoided gasoline consumption and 11.24% higher GHG reductions compared with regular charging stations, highlighting their substantial environmental benefits.

42 ENGINEERING↗
DOE OSTI2025

Electrostatic limits on charge selectivity in ultrahigh charge density polymer membranes

Ion-exchange membranes (IEMs) with ultrahigh charge densities offer the promise of enhanced ion transport for electrochemical technologies, yet the fundamental limits of this membrane design strategy are not yet understood. In this work, we present a systematic study of bis(1-vinyl-3-imidazolium) cross-linked polymer membranes with fixed charge contents ranging from 6 to 9 mol/L[dry polymer], synthesized to isolate the effects of charge density at constant membrane water content. While ionic conductivity increases monotonically with increasing charge density, a sharp decline in charge selectivity is observed for the most densely charged membranes, defying conventional expectations. Structural, thermal, and mechanical analyses reveal a critical onset of network disruption and anomalous ion partitioning behavior in these densely charged membranes. With proper consideration of cross-linker geometry, these results are interpreted using Manning's counter-ion condensation theory, which suggests that closely packed charged cross-linkers amplify inter-chain electrostatic interactions and trigger excess counter-ion condensation. Our findings suggest that, beyond a threshold spacing between fixed charges, increased functionalization may harm rather than help charge selectivity of IEMs.

36 MATERIALS SCIENCE↗
DOE OSTI2024

Optimal Managed Fast-Charging Model for Electric Vehicle Fleets with High Utilization and Multiple Charge-Acceptance Curves

A predictive control/scheduling optimization model is proposed for managed charging of an electric vehicle (EV) fleet - under time-of-use energy and demand prices, high vehicle utilization frequency (short dwell times), multiple charge- acceptance curves (configurable charging rates), and flexible vehicle demand. This context is particularly relevant for flight schools (small electric aircraft) or other commercial facilities where an EV fleet performs multiple operating and fast-charging sessions on the same day. The proposed model performs both the operational and charging scheduling of the vehicles, which is not typically done for residential managed charging and significantly increases problem complexity. The problem is formulated as a MILP model and a case study of a small fast-charging station is presented. Results demonstrate a significant reduction in operating cost, mainly from peak shaving during high demand price periods, achieved by coordinating the operation of different vehicles, chargers and charging rates.

ADVANCED PROPULSION SYSTEMS,ENERGY PLANNING, POLIC↗
DOE OSTI2024

Overview of High-Power Wireless Charging Systems and Analysis of Polyphase Wireless Charging System Phase Winding and Resonant Tuning Network Connection Configurations

In spite of the high energy efficiency and environmental benefits of electric vehicles (EVs), adoption rates are increasing at a relatively slow pace, primarily because of EVs’ limited range and long charging durations. To reduce EV charging times to be comparable to refueling times of conventional vehicles, extreme fast charging systems are required. Such charging systems would reduce drivers’ range anxiety and enable long-distance interstate travel with EVs. Here, this substantial target in charging rates with 15–20 minutes of recharging times, requires research and development from grid to batteries with advanced charging systems. Wireless power transfer systems for EV charging applications are flexible, convenient, and highly efficient, and they allow automated charging. This paper reviews the power electronics and winding and resonant tuning network configurations for polyphase wireless power transfer systems for high-power wireless charging applications.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2024

What Matters for the Charge Transport of 2D Perovskites?

Abstract Compared to 3D perovskites, 2D perovskites exhibit excellent stability, structural diversity, and tunable bandgaps, making them highly promising for applications in solar cells, light‐emitting diodes, and photodetectors. However, the trade‐off for worse charge transport is a critical issue that needs to be addressed. This comprehensive review first discusses the structure of 3D and 2D metal halide perovskites, then summarizes the significant factors influencing charge transport in detail and provides a brief overview of the testing methods. Subsequently, various strategies to improve the charge transport are presented, including tuning A′‐site organic spacer cations, A‐site cations, B‐site metal cations, and X‐site halide ions. Finally, an outlook on the future development of improving the 2D perovskites’ charge transport is discussed.

Zhang, Yixin↗
DOE OSTI2024

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

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

Kumar, Praveen↗
DOE OSTI2024

Readout optimization of multi-amplifier sensing charge-coupled devices for single-quantum measurement

The non-destructive readout capability of the Skipper Charge Coupled Device (CCD) has been demonstrated to reduce the noise limitation of conventional silicon devices to levels that allow single-photon or single-electron counting. The noise reduction is achieved by taking multiple measurements of the charge in each pixel. These multiple measurements come at the cost of extra readout time, which has been a limitation for the broader adoption of this technology in particle physics, quantum imaging, and astronomy applications. This work presents recent results of a novel sensor architecture that uses multiple non-destructive floating-gate amplifiers in series to achieve sub-electron readout noise in a thick, fully-depleted silicon detector to overcome the readout time overhead of the Skipper-CCD. This sensor is called the Multiple-Amplifier Sensing Charge-Coupled Device (MAS-CCD) can perform multiple independent charge measurements with each amplifier, and the measurements from multiple amplifiers can be combined to further reduce the readout noise. We will show results obtained for sensors with 8 and 16 amplifiers per readout stage in new readout operations modes to optimize its readout speed. The noise reduction capability of the new techniques will be demonstrated in terms of its ability to reduce the noise by combining the information from the different amplifiers, and to resolve signals in the order of a single photon per pixel. The first readout operation explored here avoids the extra readout time needed in the MAS-CCD to read a line of the sensor associated with the extra extent of the serial register. The second technique explore the capability of the MAS-CCD device to perform a region of interest readout increasing the number of multiple samples per amplifier in a targeted region of the active area of the device.

72 PHYSICS OF ELEMENTARY PARTICLES AND FIELDS↗
DOE OSTI2025

Impact of the LiPF6 Concentration on the Interfacial Charge Transfer and Fast-charging Capabilities of Lithium-Ion Batteries

Fast-charging lithium-ion batteries (LIB) demand optimized electrolyte formulations to balance ionic conductivity, viscosity, and interfacial charge transfer kinetics. This study examines how LiPF 6 concentration shapes solvation structure, desolvation energy, charge transfer activation energy, and solid electrolyte interphase (SEI) properties, which are critical for fast-charging performance. Using Raman spectroscopy, electrochemical cycling, X-ray photoelectron spectroscopy, and atomistic modeling, we analyze how varying LiPF 6 concentrations impact interfacial and bulk transport properties. Our findings show that increasing LiPF 6 concentration alters lithium solvation structures, reduces desolvation energy, and accelerates charge transfer at the electrode interface. Higher concentrations lower the activation energy for charge transfer and suppress excessive SEI growth, improving interfacial kinetics. However, concentrations above a certain threshold increase viscosity and reduce ionic conductivity, limiting transport efficiency. These results offer insights into electrolyte solvation and interfacial charge transfer mechanisms, providing guidelines for designing next-generation fast-charging LIB electrolytes with enhanced efficiency, stability, and longevity.

Son, Seoung-Bum [Argonne National Laboratory (ANL)↗
DOE OSTI2024

The Design and Evaluation of Zero Trust Architecture for Electric Vehicle Charging Infrastructure: EVs @ Scale Series on EV Charging Station Cybersecurity

Implementing a zero trust architecture can significantly bolster the security of electric vehicle (EV) charging infrastructure. EV charging infrastructure includes numerous networked interfaces, each of which can present potential vulnerabilities. When these vulnerabilities are exploited, they can compromise the entire system, leading to severe operational and security risks. Zero trust is a security model that operates on the principle of "never trust, always verify," which helps manage the attack surface and limit the scope of any potential compromises. Fundamentally, this model ensures that no entity, whether inside or outside the network, is trusted by default. The design principles of zero trust include continuous verification, strict deny-by-default access controls, and micro-segmentation. Continuous verification ensures that every request is thoroughly checked, regardless of its origin. Strict access controls enforce the principle of least privilege, allowing users and devices only the minimum necessary access to perform their functions. Micro-segmentation involves dividing the network into smaller, isolated segments to prevent lateral movement in case of a breach. In the context of EV charging infrastructure, zero trust can be implemented through various strategies. For example, multi-factor authentication (MFA) can be required for engineers to access the management interfaces and control systems of charging stations. Real-time monitoring and analysis of network traffic can help detect and respond to anomalies. Systems that do not need to communicate with each other can be micro-segmented to enhance security. All communications should adhere to predefined policies to be permitted. Additionally, encrypting communications can protect sensitive information exchanged between chargers and management systems. This paper presents a zero trust architecture specifically designed for EV charging infrastructure. Implementing zero trust not only mitigates risks but also builds a resilient infrastructure capable of withstanding and quickly recovering from cyber threats. The architecture addresses six defined security objectives. A comprehensive test plan is developed to assess the architecture against these objectives, and the results of the evaluation are reported. This approach is essential for maintaining the reliability and integrity of EV charging services in an increasingly interconnected and vulnerable digital landscape. This is the first in a planned series of papers exploring the implementation of zero trust in EV charging infrastructure. Each paper will delve into different aspects and applications of zero trust, highlighting how various work processes and requirements can lead to distinct architectural designs. These architectures will be tailored to address specific security challenges and operational needs within the EV charging ecosystem, ensuring a robust and adaptable security framework.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

County Electric Vehicle Home Charging Access Shares from the 2030 National Charging Network Study

This file contains modeled county-level home electric vehicle (EV) charging access shares from the study, "The 2030 National Charging Network: Estimating U.S. Light-Duty Demand for Electric Vehicle Charging Infrastructure" by Wood et al. (2023). These are based on modeling in "There's No Place Like Home: Residential Parking, Electrical Access, and Implications for the Future of Electric Vehicle Charging Infrastructure" by Ge et al. (2021). Wood, Eric, et al. 2023. The 2030 National Charging Network: Estimating U.S. Light-Duty Demand for Electric Vehicle Charging Infrastructure. Golden, CO: National Renewable Energy Laboratory. NREP/TP-5400-85654. https://www.nlr.gov/docs/fy23osti/85654.pdf . Ge, Yanbo, et al. 2021. There's No Place Like Home: Residential Parking, Electrical Access, and Implications for the Future of Electric Vehicle Charging Infrastructure. Golden, CO: National Renewable Energy Laboratory. NREL/TP-5400-81065. https://www.nlr.gov/docs/fy22osti/81065.pdf .

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2024

Effect of ground-state charge transfer on photoexcited charge transfer in transition metal dichalcogenide heterostructures

We report an experimental investigation on the effect of ground-state charge transfer and its induced electric field on photoexcited charge transfer in van der Waals heterostructures. Two heterostructure samples were fabricated by stacking an undoped WSe 2 monolayer with either a Nb-doped or undoped MoSe 2 monolayer. While no ground-state charge transfer is expected in the MoSe 2 /WSe 2 heterostructure, the doped holes in the MoSe 2 :Nb/WSe 2 heterostructure can transfer to WSe 2 , creating a space-charge electric field. By comparing the photoluminescence and time-resolved differential reflectance of the two heterostructures, we find that photoexcited hole transfer from MoSe 2 to WSe 2 is largely blocked by this field, whereas photoexcited electron transfer from WSe 2 to MoSe 2 is less affected. Furthermore, these results provide insight into the impact of doping on the charge-transfer performance of van der Waals heterostructures.

2D materials↗
DOE OSTI2024

Low Energy Neutron-induced Charged-particle (Z) (LENZ) instrument development with a focus on pulse shape discrimination for low-energy charged particles

To study neutron-induced charged-particle reactions with high precision, the Low Energy Neutron-induced Charged-particle (Z) instrument (LENZ) was developed at the Los Alamos Neutron Science Center. For the interest of measuring (n,p) and (n, α) reactions simultaneously, Pulse Shape Discrimination methods were investigated to identify different charged particles in the energy range of 3 - 20 MeV and improve signal-to-background ratios using Double-sided Silicon Strip Detectors and waveform digitizers. The risetime and pulse shape properties of detected charged particles were characterized for various silicon detector’s thickness with different orientations. During the post-processing of waveforms, we implemented different digital filters for effective particle identifications and improved energy- and timing- resolutions. We validated the optimized digital filters and pulse shape analyses, via measurements with 228 Th and 229 Th calibration sources, proton-induced reactions on a 7 LiF target, and neutron-induced reactions on CH 2 , Ta 2 O 5 , 58 Ni, and 6 LiF/ 59 Ni targets at the time-of-flight facility, LANSCE. In conclusion, the summary of effective thresholds and Figure of Merits on separating different charged particles is reported.

46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
DOE OSTI2024

Nonlinear Poisson–Boltzmann solutions for charged parallel plates: When opposite charges repel

I present an exact solution of the Poisson–Boltzmann equation for two parallel plates and discuss the solution properties. I discuss in more detail plates with opposite charges: In this case, there are two critical separations, L c,1 < L c,2 . For separations less than L c,1 , the force between plates is repulsive. It switches to attractive at L c,1 , but with the electric potential having the same sign on both plates. For L > L c,2 , the force remains attractive, and the potential at the plates has the same sign as the charge on each plate. I also describe charge regulation, determined by pK a , and provide formulas for both the critical distance where oppositely charged plates repel and their charging process. Finally, the implications of these results for the nanoparticle assembly, as driven by electrostatic interactions, are also discussed.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2026

Calculating the space-charge-limited current density for nonplanar geometries by simulating the charge-free electric field

Calculating the space-charge-limited-current density (SCLCD) for a complicated diode geometry often requires computationally expensive particle-in-cell (PIC) codes. Here, this paper addresses this issue by using the charge-free electric field $E_0$ calculated using COMSOL Multiphysics to determine local and global SCLCD. The SCLCD obtained by using the surface average of $|E_0|^2$ on the cathode recovers theoretical results for one-dimensional (1D) planar, cylindrical, and tip-to-tip geometries in appropriate limits. We next compared tip-to-tip calculations with the SCLCD obtained using the PIC code Empire. The SCLCD calculated using COMSOL agreed well with Empire for flatter 1D tip-to-tip geometries and diverged with increasing sharpness. Physically, Empire predicts lower SCLCD than COMSOL because the electrons spread due to concentrated space-charge at the tip, whereas theory assumes that the electrons follow the charge-free electric field lines. We further assess the behavior of the SCLCD for tips protruding from the centers of flat, circular plates of various areas. Larger plate areas with constant tip size recover the 1D planar SCLCD globally and 1D tip-to-tip SCLCD locally, while reducing the difference between Empire and COMSOL calculations since larger plates capture more of the emitted electrons, reducing SCLCD suppression due to beam spreading. These results show that charge-free electric field simulations can be used to determine the SCLCD without needing to simulate particle dynamics in PIC.

Wright, Jack K. [Purdue Univ., West Lafayette, IN ↗