Review of the Research Program of the U.S. DRIVE Partnership Fifth Report (2017) / Chapter Skim
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3 Light-Duty Vehicle Technologies and Fuels
3 Light-Duty Vehicle Technologies and Fuels
Pages 48-212
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From page 48... ...
Vehicle Technologies Office (VTO) and Fuel Cell Technologies Office (FCTO)
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From page 49... ...
Though the cars are still in the late stages of development, the fact that these cars have advanced to this point is due in part to R&D coordination by the Partnership and its prior organizations, as well as from decades of funding of pertinent research projects by the DOE and Partnership members. The lack of a hydrogen infrastructure remains a significant challenge that will impact the degree of acceptance and success of the fuel cell electric vehicle, especially in the early years.
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From page 50... ...
The advanced combustion and emissions control technical team (ACECTT) guides the effort of improving the performance of internal combustion engines, fuels, and aftertreatment systems for the U.S.
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Furthermore, as engine evolution takes place, changes in combustion processes and technologies for overcoming practical constraints in these smaller engines -- like being able to operate knock free at higher compression ratios -- will improve the peak engine efficiency. These improvements in peak efficiency could then be promulgated over the entire operating cycle of the engine and act as an additional multiplier to improvements to the overall cycle efficiency.
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From page 52... ...
. However, the extent to which this can be done, and the implications in the trade-offs in GHG emissions between the additional processing and potential costs necessary to achieve the higher octane number during the fuel production versus the lower fuel consumption achieved during engine operation, needs to be determined.
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From page 53... ...
DRIVE ACECTT mission statement reads as follows: Reduce petroleum dependence by removing critical technical barriers to the mass com mercialization of high-efficiency, emissions-compliant internal combustion engine (ICE) powertrains.
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From page 54... ...
The technical team expects that the engine types used during the time period of focus for this program will be a mix of naturally aspirated hybrids and advanced downsized boosted architectures. That is, the ACECTT expects that in the near term the engines will have conventional four-stroke architectures with improved but relatively conventional spark-ignited flame propagation or diesel–type autoignition combustion systems.
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From page 55... ...
For the near-term engines, which are mixing and diffusion dominated (CI) , the technical team advocates "clean diesel." In diesel engines the combustion is mixing controlled, where burning takes place in conjunction with the mixing of fuel and oxidizer.
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As shown in Table 3-1, the technical team has highlighted the operating points for each of the different engine pathways
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From page 57... ...
NOTE: Baseline is 2010 light-duty vehicle U.S. penetration (multivalve, 86%; port injected, 91%; variable valve timing, 86%; stoichiometric with three-way catalytic converter, 99% [for less than 8,500 lb gross vehicle weight]
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From page 58... ...
3PM = mass-based in US (3 mg/mi Tier 3) ; number-based in Europe 1Tier 2 Bin 5 = 90mg/mi NMOG, 70mg/mi NOx FIGURE 3-1 ACECTT (advanced combustion and emission control technical team)
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From page 59... ...
Company ace093 Lean Miller Cycle System Development for Light-Duty General Motors Vehicles ace012 Model Development and Analysis of Clean and Efficient LLNL Engine Combustion ace013 Chemical Kinetic Models for Advanced Engine Combustion LLNL ace076 Improved Solvers for Advanced Engine Combustion Simulation LLNL ace014 2015 KIVA-hpFE Development: A Robust and Accurate Engine LANL Modeling Software ace079 Robust Nitrogen Oxide/Ammonia Sensors for Vehicle On-board LANL Emissions Control (Project engine in 2015) ace087 Next-Gen Ultra-Lean Burn Powertrain (Ended in 2005)
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SOURCE: Project numbers are from the Department of Energy's 2016 Annual Merit Review, see Cooper (2016a)
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From page 61... ...
-- "Clean Diesel" Diesel engines have a potential efficiency advantage over premixed flamedominated engines but they also have significant challenges. The ACECTT has identified the most critical challenges being faced by engineers working on diesel engines as follows: in-cylinder NOx and soot control, EGR and air handling, fuel injection and control systems, and the cost and complexity of the systems.
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Low-Temperature Combustion Engines operating using LTC processes have the potential for very high efficiency with low cylinder-out emissions. However, there are significant challenges to implementing this combustion mode in an engine.
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From page 63... ...
This establishes the research priorities for exhaust gas aftertreatment systems. The aftertreatment systems are integral to the engine and power train; they need to be effective at temperatures below the current operating temperatures of 400oC to 600oC, reach light-off temperatures as quickly as possible, be resilient to poisoning from contamination, use minimal precious metals, and effectively filter particulate matter down to a size of 23 nm, the particle diameter above which the European number regulations are enforced, and they need to be easily regenerated.
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From page 64... ...
DRIVE ACECTT engages (Table 3-2) , research activities encompass a wide range of fundamental phenomena, which can be summarized topically as follows: • Measuring and simulating phenomena occurring during the fuel injection process, • Developing increased understanding and appropriate models for the com bustion kinetics of different combustion strategies and their associated emissions, • Developing sensors and new measurement techniques, • Working on controlling combustion robustness and repeatability, • Developing higher-fidelity turbulence models, • Developing predictive simulations with high-performance computing, • Developing combustion control algorithms, • Working on aftertreatment modeling and analysis, • Trying to enhance low-temperature catalysis, and • Developing the next generation of an advanced modular computer pro gram, which will facilitate inclusion of the new and higher-fidelity sub programs necessary to integrate predictive simulation into the design process.
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From page 65... ...
Consequently, the technical team's status and progress toward reaching its goals is best measured by advances in knowledge, the effectiveness of the communication of that knowledge to the appropriate stakeholders, and ultimately the application of that knowledge to achieve an improvement in an engine-power train system. The ACECTT has established a series of networks to facilitate communication and knowledge transfer within the appropriate technical communities.
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. As noted in the NRC Phase 4 report (NRC, 2013)
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From page 67... ...
; -- Lean Downsized Boosted Engine Projected to Improve Combined cycle Fuel Economy by 25% -- GM (2013) ; -- asoline Direct-Injection Compression Ignition Shows Potential for G 39% Fuel Economy Improvement -- Delphi (2014)
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Partnership Response. DOE's Vehicle Technologies Office (VTO)
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Finding 3-2. To guide the technical work toward overcoming technical barriers to higher efficiency, the advanced combustion and emissions control technical team (ACECTT)
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The advanced combustion and emissions control technical team should be proactive in seeking out and assessing data on the performance of alternative engine architectures and concepts that will allow benchmarking against those within their current research portfolio. Finding 3-4.
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From page 71... ...
These goals require identifying how drop-in fuels will impact advanced combustion and emissions control strategies as well as identifying practical, economic fuels and fuel-blending components with potential to directly replace significant amounts of petroleum (U.S.
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DRIVERelated Fuel and Lubricant Projects List Project ID Project Title Organization ft029 Additive and Basefluid Development Argonne National Laboratory ft025 Improve Fuel Economy through Formulation Ashland Design and Modeling ft026 Developing Kinetic Mechanisms for New Lawrence Livermore National Fuels and Biofuels Laboratory ft002 Advanced Combustion and Fuels National Renewable Energy Laboratory ft007 Fuel Effects on Emissions Control Oak Ridge National Laboratory Technologies ft008 Gasoline-Like Fuel Effects on Advanced Oak Ridge National Laboratory Combustion Regimes ft004 Fuel Effects on Mixing-Controlled Sandia National Laboratories Combustion Strategies for High-Efficiency Clean-Combustion Engines ft006 Advanced Lean-Burn DI Spark Ignition Sandia National Laboratories Fuels Research NOTE: DI, direct injection. SOURCE: Project numbers are from the Department of Energy's 2016 Annual Merit Review, see Cooper (2016a)
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From page 73... ...
• Lubricant Target -- Demonstrate an engine/driveline lubricant package providing 4 percent fuel economy improvement relative to 2010 base fluids in 2020. In order to achieve these goals, the VTO has funded the specific projects listed in Table 3-3.
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Working groups do not conduct research according to a roadmap, nor do they have specific technical targets. Instead, they support the goals of related technical teams by coordinating research projects among interested parties both within and beyond U.S.
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From page 75... ...
As described earlier in this chapter, the FWG is also coordinating its efforts with the consortium within Energy Efficiency and Renewable Energy (EERE) called "Co-Optima" (Howell, 2016; Sarkar, 2016; Farenback-Brateman et al., 2016; Farrell, 2016)
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From page 76... ...
In addition, it is important to determine if optimization of fuel properties could further facilitate the introduction of advanced combustion processes, such as kinetically controlled, low-temperature combustion. However, it is important to note that identifying and ultimately implementing newly optimized fuels in the commercial marketplace is a huge task because any transition in fuel characteristics needs to be done while (1)
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From page 77... ...
The team led by Zigler at the National Renewable Energy Laboratory (NREL; Zigler et al., 2015) has evaluated the derived cetane number of small fuel samples using an Ignition Quality Tester (IQT; ASTM Method D-6890)
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From page 78... ...
Ashland has also developed an axle lubricant that can provide 0.7 percent improvement in fuel economy. These developments demonstrate significant progress in meeting the VTO goal of a 4.0 percent improvement in vehicle fuel economy provided by 2020 through reduction in driveline friction.
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From page 79... ...
Response to Recommendations from Phase 4 Review There were no recommendations dealing with petroleum-based fuels or lubricants in the NRC Phase 4 review. Appropriate Federal Role It is entirely appropriate for the federal government to be involved in research that affects two independent, major U.S industries, auto and energy.
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Engine tests are being conducted or planned to evaluate the efficiency and emissions of petroleum/biofuel blends in dilute/lean spark-ignited (SI) engines, clean diesel engines, and low-temperature combustion engine designs.
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From page 81... ...
To date very little gasoline containing 15 percent ethanol has become available at commercial fuel pumps. The commercial production of cellulose-derived ethanol, envisioned in the RFS, is slowly being realized.4 Three different companies, Abengoa Bioenergy, POET, and DuPont have been producing ethanol from cellulosic feedstocks since either 2014 or 2015 (Abengoa Bioenergy, 2014; POET, 2014; Lane, 2014)
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From page 82... ...
If there is any difference, it is in the emphasis on the validation of biofuel components that might be blended into gasoline or diesel fuel to promote improved efficiency and reduced emissions. The projects listed in Table 3-3 describe research that focuses not only on petroleum fuel chemical properties and combustion characteristics but also on biofuel characteristics and petroleum/biofuel blends that provide specific properties to aid different advanced combustion strategies.
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. In the NRC Phase 4 U.S.
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DRIVE, Coordinating Research Council, and Co-Optima fuel evaluation programs designed to improve internal combustion engine efficiency and reduce greenhouse gas emissions, other offices within the Department of Energy such as the Bioenergy Technologies Office continue to provide support for development of cost-effective manufacturing processes for converting biomass to liquid "drop-in" hydrocarbons compatible with gasoline and diesel fuel blends. Achieving lower cost manufacturing goals would provide U.S.
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light-duty vehicle applications remains very small. OEMs, both domestic and foreign, have been producing and marketing natural gas vehicles that meet fuel economy and emissions regulations for over three decades.
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A population of refueling stations that would meet individuals' needs for both local and long-distance trips could remove a good portion of the resistance to purchase light-duty vehicles fueled by natural gas, as it has in many countries around the world. However, it is worth considering whether the development of a hydrogen infrastructure and public refueling capability for use with fuel cell vehicles will create economic resistance to development of a similar natural gas refueling network for internal combustion engine-equipped vehicles.
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From page 87... ...
Liquid "drop-in" fuels could be produced from Fisher-Tropsch processes that use natural gas as a feedstock. FUEL CELLS Introduction and Background Hydrogen fuel cell vehicles (HFCVs)
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A key interest in electric vehicles (battery or fuel cell powered) has been the potential of this technology to ultimately achieve near-zero carbon emissions (Satyapal, 2016)
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Budgets Because the Partnership is not a funding entity, a direct link does not exist between the identified needs developed by the fuel cell technical team (FCTT) and the funds allocated for specific R&D by DOE.
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Basic Science $18.5M Fuel Cell R&D 33,000 36,000 35,000 Fossil Energy, SOFC $30.0M Hydrogen Fuel R&D 1 35,200 41,200 41,050 Manufacturing 3,000 4,000 3,000 FY 2015 DOE Total: ~$150M R&D Systems Analysis 3,000 3,000 3,000 Technology Number of Recipients funded Validation 11,000 7,000 7,000 from 2008-2015 Safety, Codes and 7,000 7,000 7,000 Standards Industry >110 Market Transformation 3,000 3,000 3,000 Universities >100 NREL Site-wide Laboratories 12 Facilities Support 1,800 1,800 1,900 Total 97,000 103,000 100,950 FIGURE 3-4 Department of Energy's Fuel Cell Technologies Office budget. NOTE: SOFC = solid oxide fuel cell.
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From page 91... ...
, does cite an increase in lifetime, but still well shy of the 5,000-hour target. An on-site visit to GM's fuel cell development operations in Pontiac, Michigan, by the fuel cell subgroup of the committee confirmed that significant advancements have been made toward the cost and durability targets.6 GM disclosed that they had achieved stack lifetimes (durability)
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From page 92... ...
Characterization of Fuel Cell Materials Oak Ridge National Laboratory Neutron Imaging Study of the Water Transport in National Institute of Standards and Operating Fuel Cells Technology Fuel Cell Fundamentals at Low and Subzero Lawrence Berkeley National Temperatures Laboratory Effect of System Contaminants on Polymer National Renewable Energy Electrolyte Membrane Fuel Cell Performance and Laboratory Durability Technical Assistance to Developers Los Alamos National Laboratory The Effect of Airborne Contaminants on Fuel Cell Hawaii Natural Energy Institute Performance and Durability Fuel Cell Technology Status: Degradation National Renewable Energy Laboratory Roots Air Management System with Integrated Eaton Corp. Expander High-Performance, Durable, Low-Cost Membrane 3M Electrode Assemblies for Transportation Applications Rationally Designed Catalyst Layers for Polymer Argonne National Laboratory Electrolyte Membrane Fuel Cell Performance Optimization Non-Precious-Metal Fuel Cell Cathodes: Catalyst Los Alamos National Laboratory Development and Electrode Structure Design Advanced Ionomers and Membrane Electrode National Renewable Energy Assemblies for Alkaline Membrane Fuel Cells Laboratory New Fuel Cell Membranes with Improved Durability 3M and Performance Advanced Hybrid Membranes for Next-Generation Colorado School of Mines Polymer Electrolyte Membrane Fuel Cell Automotive Applications
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are of any value. As the state of maturity of fuel cell technology is still early, cost issues can be addressed by new technical solutions and approaches and less so by volume manufacturing.
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. Peak Efficiency 65% 1 0.8 Durability 0.6 Power Density FC system cost targets 5,000 hours 650 W/L 0.4 allow competition with 0.2 incumbent technology 0 $90 on a lifecycle cost basis Start from -20C $59 Specific Power 30 seconds 650 W/kg $53 2010 2015 Cost $40/kW Durability and Cost are the primary challenges to fuel cell commercialization and must be met concurrently.
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FIGURE 3-8 Fuel cell cost as a function of production volume. SOURCE: Masten and Papageorgopoulos (2016)
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. Unique to fuel cells is that the current density and stack voltage can be controlled so as to impact performance and overall efficiencies.
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GM suggested to the committee fuel cell subgroup that a DOE-funded study to generate an understanding of durability issues of low Pt levels could provide valuable insight. The committee agrees with this.
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. FIGURE 3-10 Fuel cell stack durability.
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The fact that there is a difference in the two figures is anticipated, as actual vehicle data will include the effects of all aspects of the "system" on fuel cell stack performance, unlike data derived from single cell and stack testing in a laboratory. Although it is encouraging that the maximum fleet durability data are approaching 4,000 hours, there has been little change in the average fleet durability data since 2010 as presented in Figure 3-10.
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From page 100... ...
The FCTT of the Partnership recognizes that catalysts represent roughly 50 percent of the membrane-based stack cost and that reducing catalyst cost remains a key challenge to lowering the cost of fuel cells. With this in mind, the FCTT has encouraged partners to focus on reducing the PGM content of fuel cell catalysts, increasing the activity of PGM catalysts without sacrificing their durability, and exploring non-PGM catalysts and novel catalyst supports.
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From page 101... ...
Following the recommendations of the NRC Phase 4 report, activities in this area have been added to include projects addressing non-PGM catalysts, enhanced imaging methods of the ionomers in the electrode and gas diffusion layers, ultra-low catalyst loadings, especially for the cathode, continuation of core shell studies, and catalyst pretreatment methods. Of concern to the committee is that many of these programs have been completed in late 2015 and it is unclear at this time which projects will continue (even within the recently announced FC-PAD consortium)
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From page 102... ...
New materials and solutions will result only from the continued focus on understanding the fundamentals of degradation mechanisms coupled with the continued investigations of carbon-free supports. Water management in fuel cells has a dramatic impact on cost and durability as well as overall systems architecture.
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From page 103... ...
Partnership Response. Within DOE's Fuel Cell Technologies Office (FCTO)
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From page 104... ...
The committee agrees that there has been good coordination of fuel cell development activities among the different offices as determined from the report outs at the Annual Merit Review meetings. The committee also agrees that innovative topics, as recommended in the NRC Phase 4 report, have been supported as cited in the Partnership's response.
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From page 105... ...
In DOE's Fuel Cell Technologies Office, the Manu facturing subprogram currently supports a project at the National Renewable Energy Laboratory (NREL) to develop in situ quality control methods for membrane electrode assemblies (MEAs)
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From page 106... ...
They have key interactions with several other technical teams, namely fuel cells, hydrogen production, hydrogen delivery, fuel pathway integration, hydrogen codes and standards, and vehicle systems and analysis (see Figure 2-1 in Chapter 2)
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From page 107... ...
DOE funding for the onboard hydrogen storage activities are bundled in the hydrogen fuel R&D line item, which includes hydrogen production and delivery R&D and hydrogen storage R&D. The DOE funding for hydrogen fuel R&D was $41.05 million for FY 2016 (Satyapal, 2016)
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From page 108... ...
The U.S. DOE Fuel Cell Technologies Office provided the committee with TABLE 3-8 Current Status of Hydrogen Storage Technologies Costs (2007$)
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From page 109... ...
There is a strong synergy between the carbon fiber interests of the onboard hydrogen storage technical team and the interest in lightweight materials of the materials technical team. Although the progress in cost reduction of compressed hydrogen storage tanks quoted by the DOE is promising, it should be noted that the Toyota Corporation has published a recent technical paper (Yamashita et al., 2015)
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DRIVE PARTNERSHIP TABLE 3-9 U.S. Department of Energy Fuel Cell Technologies and Vehicle Technologies Offices Active Project List Related to Onboard Hydrogen Storage That Supports U.S.
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From page 111... ...
SOURCE: Ned Stetson and Mike Veenstra, Hydrogen Storage Technical Team Presentation to the NRC Committee on the Review of the U.S. Drive Partnership, April 19, 2016.
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From page 112... ...
For example, the materials technical team is addressing hydrogen storage tank materials, the hydrogen codes and standards technical team is addressing safe deployment, and the hydrogen delivery technical team shares needs for hydrogen storage. Collaboration among 8 Estimates of the energy required for liquefaction vary and can be found in the following DOE document: https://www.hydrogen.energy.gov/pdfs/9013_energy_requirements_for_hydrogen_gas_ compression.pdf.
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Short-term and medium-term performance targets should be developed specifically for compressed tanks because such tanks are expected to be used at least on the first generation of hydrogen fuel cell vehicles.
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Committee Assessment of Response to 3-8. The committee supports the involvement of the other technical teams in addressing the relationship between the onboard hydrogen storage tank pressure and the hydrogen infrastructure and concludes that it is fully responsive to the recommendation.
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From page 115... ...
has and will continue to pursue partnerships both internally and with other government agencies to help advance its mission, leverage resources, and eliminate duplication of efforts. Examples include a February 2011 workshop on car bon fiber composite pressure vessels, including carbon fibers, which included various industry and government stakeholders, and a joint project involving DOE's Fuel Cell Technologies and Vehicle Technologies Offices, working with ORNL to develop lower cost precursor material for higher strength carbon fiber.
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From page 116... ...
Appropriate Federal Role The DOE hydrogen storage materials projects are an appropriate role for federal funding given the benefits of fuel cells including high efficiency and low greenhouse gas emissions when the hydrogen fuel is made from renewable energy sources. Advanced hydrogen storage technologies need to be developed that meet system cost targets and onboard storage targets for volumetric density and gravimetric density.
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From page 117... ...
Yet, onboard hydrogen storage is an issue for several technical teams and working groups beyond the hydrogen storage technical team -- for example, the materials technical team, the fuel cells technical team, the hydrogen codes and standards technical team, and the hydrogen delivery technical team. As the technologies continue to mature, the need to merge activities can be expected to increase because vehicle performance parameters might be achieved through a wider range of options than gravimetric and volumetric hydrogen storage density alone.
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From page 118... ...
, roughly $35 million is spent on hydrogen production, storage, and delivery, which is about the same as that for fuel cells (Sarkar, 2015) .10 Furthermore, production and delivery budgets, including those for FY 2016, are approximately $12.5 million each.
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From page 119... ...
Other long-term approaches also being explored include solar thermochemical, photoelectrochemical, and microbial biomass conversion. While the Partnership is focused on the long-term, precompetitive R&D, it should be borne in mind that the near-term needs of hydrogen are met by existing, established production technologies, primarily using natural gas reforming, that meet the DOE production cost target of $2/kg H2.
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From page 120... ...
Critically important are infrastructure build-out activities necessary to support a commercialization pathway for HFCVs and to get real-world experience with these vehicles, which will help identify further R&D needs. GM, for example, which is actively developing fuel cells and fuel cell vehicles, expects states to incentivize fueling station build-out and considers existence of a viable fueling infrastructure a prerequisite to vehicle introduction.11 Thus, due to uncertainty of demand and volume, hydrogen infrastructure is highly dependent on federal and state funding; automotive and energy industry investment toward these efforts is minimal.
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From page 121... ...
DRIVE has a cost target for onboard hydrogen storage, it does not have a cost target for dispensed hydrogen; it is instead considered within the scope of the U.S. DOE R&D program.
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From page 122... ...
also points out materials development and improvements in manufacturing processes, as well as reduction in cost of electricity needs to meet the cost targets for renewable hydrogen production by electrolysis. This is challenging, since the scope for capital cost improvement is limited by performance and safety requirements and the efficiency improvement is limited by thermodynamic and other system constraints.
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From page 123... ...
If compressed cryogenic onboard hydrogen storage is successful and the chosen option, the same technical approach would apply to hydrogen delivery. Currently, a major part of the delivery cost is the cost of the fueling station with 700-bar capacity, and of that, the compression cost constitutes a significant portion, as shown in Figure 3-13, which presents the components of cost.
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From page 124... ...
DRIVE technical team role and activities. Hydrogen Production The HPTT of the Partnership meets regularly and appears to have well- coordinated efforts to evaluate various production pathways and assess technoeconomic viability.
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From page 125... ...
Pathways pd103 High-Performance, Long-Lifetime Catalysts Giner, Inc. for Proton Exchange Membrane Electrolysis pd106 Reference Station Design National Renewable Energy Laboratory pd107 Hydrogen Fueling Station Pre-Cooling Analysis Argonne National Laboratory pd108 Hydrogen Compression Application of the Southwest Research Institute Linear Motor Reciprocating Compressor pd109 Steel Concrete Composite Vessel for 875 bar Oak Ridge National Laboratory Stationary Hydrogen Storage pd110 Low-Cost Hydrogen Storage at 875 bar Using WireTough Cylinders Steel Liner and Steel Wire Wrap pd111 Monolithic Piston-Type Reactor for Hydrogen Pacific Northwest National Production through Rapid Swing of Laboratory Reforming/Combustion Reactions pd112 Reformer-Electrolyzer-Purifier for Production FuelCell Energy, Inc.
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From page 126... ...
. According to the HPTT report, hydrogen production with natural gas reforming, centrally or distributed, can meet the production cost targets with current low R03162 natural gas prices (Chapman and Randolph, 2016)
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From page 127... ...
price of up to $5-6/GJ. To achieve lower GHG emissions with natural gas reforming it needs to be coupled with CCSU, which will add cost and has its own technical and economic challenges.
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From page 128... ...
The basic technology for this approach is the same as that for solid oxide fuel cells (SOFCs) , which are being developed under the Solid State Energy Conversion Alliance program within the DOE Fossil Energy Office.
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From page 129... ...
In the United States, the first such project started in mid 2015 with NREL teaming with Southern California Gas Co. and National Fuel Cell Research center.
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From page 130... ...
Efforts in these areas are primarily focused on improving conversion efficiency, which is currently the main barrier. If target efficiencies are achieved, the pathways can be attractive since all of these use renewable energy and therefore lead to very low GHG emissions.
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From page 131... ...
, and while high-volume usage will bring the costs down, to meet the ultimate cost targets advancements are required in technologies for hydrogen storage, delivery, and dispensing. Even with future projections, the cost of hydrogen delivery is a major contributor to the total cost of dispensed hydrogen.
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From page 132... ...
However, to meet the ultimate cost targets, a radically different approach may be necessary to overcome challenges and limitations of the high-pressure storage and transport pathway. Within the current framework, a key achievement since the NRC Phase 4 report relates to a 25 percent reduction in the cost of gaseous hydrogen delivery from approximately $8 to approximately $6/kg H2 with the development of highpressure (500-bar)
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From page 133... ...
Initially the technology was used in compressed natural gas fueling stations, and then extended to hydrogen compression starting around 2010. Linde has now commercialized this technology, and it is used in their standard hydrogen fueling station design (Mayer, 2014)
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From page 134... ...
This leads to the use of more expensive equipment. • An obvious key barrier for the hydrogen production and delivery is the inability of the current technology options to meet the cost targets to be competitive with other transportation options.
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From page 135... ...
Fuel Cell Technologies Office (FCTO) is moving more of its electrolysis activity to the Technology Validation subprogram and choosing to be more selective with conventional electrolysis R&D.
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From page 136... ...
Department of Energy has addressed the integraion of electrolysis with renewables through the Fuel Cell Technologies Technol t ogy Validation subprogram. One example of such support is the National Renewable Energy Laboratory's (NREL)
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From page 137... ...
Recommendation 3-10. The hydrogen threshold cost calculation, published by the Department of Energy in 2011, should be revised by taking into consideration the advances in competing hybrid vehicle technologies as well as any progress made with vehicular hydrogen fuel cells.
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From page 138... ...
U.S. DRIVE should conduct a detailed analysis of the liquid hydrocarbon carrier option for hydrogen storage and transport, including potential new chemistries, and compare it with other pathways to determine if it merits development.
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From page 139... ...
DRIVE Partnership in the identification and evaluation of implementation scenarios for fuel cell technology pathways, including hydrogen and fuel cell electric vehicles in the transportation sector, both during a transition period and in the long term. As stated, the FPITT charter is to review publicly available, ongoing and completed analyses of hydrogen and fuel cell technology pathways, to provide industry-based perspective on R&D
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From page 140... ...
The FPITT is aligned with the Partnership Goal 2: "Enable reliable fuel cell electric vehicles with performance, safety, and costs comparable to or better than advanced conventional vehicle technologies, R03162 supported by viable hydrogen storage and the widespread availability of hydrogen fuel" (U.S.
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From page 141... ...
It is projected that the HFCVs can be cost competitive with conventional ICE vehicles on $/mi basis by 2025-2030 time frame, if DOE cost targets for hydrogen and fuel cells are met. However, as mentioned in the previous section, the comparison basis used for H2 production and delivery threshold cost is the HEV.
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From page 142... ...
DRIVE Goals Project ID Presentation Title Organization sa033 Analysis of Optimal Onboard Storage Pressure Oak Ridge National Laboratory for Hydrogen Fuel Cell Vehicles sa035 Employment Impacts of Infrastructure Argonne National Laboratory Development for Hydrogen and Fuel Cell Technologies sa036 Pathway Analysis: Projected Cost, Life Cycle National Renewable Energy Energy Use, and Emissions of Emerging Laboratory Hydrogen Technologies sa039 Life Cycle Analysis of Water Consumption for Argonne National Laboratory Hydrogen Production sa044 Impact of Fuel Cell System Peak Efficiency Argonne National Laboratory on Fuel Consumption and Cost sa045 Analysis of Incremental Fueling Pressure Cost Argonne National Laboratory sa047 Tri-Generation Fuel Cell Technologies for University of California, Irvine Location-Specific Applications sa050 Government Performance and Results Act Oak Ridge National Laboratory Analysis: Impact of Program Targets on Vehicle sa051 Infrastructure Investment and Finance National Renewable Energy Scenario Analysis Laboratory sa052 The Business Case for Hydrogen-Powered University of Chicago Passenger Cars: Competition and Solving the Infrastructure Puzzle sa053 Retail Marketing Analysis: Hydrogen Kalibrate Refueling Stations sa054 Performance and Cost Analysis for a 300 kW Argonne National Laboratory Tri-Generation Molten Carbonate Fuel Cell System sa055 Hydrogen Analysis with the Sandia Sandia National Laboratories ParaChoice Model sa056 Status and Prospects of the North American University of Tennessee Non-Automotive Fuel Cell Industry: 2014 Update SOURCE: Project numbers are from the Department of Energy's 2016 Annual Merit Review, see Cooper (2016a)
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From page 143... ...
of using fuel cells instead of batteries are such that it seems to support the current high cost of dispensed hydrogen, albeit in a limited number of cases. BMW, for example, now operates more than 350 forklifts at their production facility in Spartanburg, South Carolina, using hydrogen fuel cells.
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From page 144... ...
DRIVE Partnership only as one-off associate members of the various technical teams. DOE has initiated another partnership called H2USA, which has a wider membership and is almost entirely focused on hydrogen infrastructure.
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From page 145... ...
Fuel Cell Technologies Office, which DOE continues to support. Committee Assessment of Response to 4-2.
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From page 146... ...
The Executive Steering Group should address issues (e.g., how will fueling stations be installed and by whom, who operates them, who will produce hydrogen, how will investments occur in fueling infrastructure without sufficient fuel cell vehicles on the road and vice versa, etc.) related to hydrogen infrastructure and assess U.S.
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From page 147... ...
LIGHT-DUTY VEHICLE TECHNOLOGIES AND FUELS 147 TABLE 3-14 Department of Energy Projects Related to Hydrogen Codes and Standards Project ID Presentation Title Organization scs001 National Codes and Standards Deployment National Renewable Energy and Outreach Laboratory scs002 Component Standard Research and National Renewable Energy Development Laboratory scs004 Hydrogen Safety, Codes and Standards: Los Alamos National Sensors Laboratory scs005 Research and Development for Safety, Codes Sandia National Laboratories and Standards: Materials and Components Compatibility scs007 Hydrogen Fuel Quality Los Alamos National Laboratory scs011 Hydrogen Behavior and Quantitative Risk Sandia National Laboratories Assessment scs017 Hands-On Hydrogen Safety Training Lawrence Livermore National Laboratory scs019 Hydrogen Safety Panel, Safety Knowledge Pacific Northwest National Tools, and First Responder Training Resources Laboratory scs021 National Renewable Energy Laboratory National Renewable Energy Hydrogen Sensor Testing Laboratory Laboratory scs022 Fuel Cell & Hydrogen Energy Association Fuel Cell and Hydrogen Energy Codes and Standards Support Association scs024 Hydrogen Contaminant Detector National Renewable Energy Laboratory scs025 Enabling Hydrogen Infrastructure through Sandia National Laboratories Science-Based Codes and Standards SOURCE: Project numbers are from the Department of Energy's 2016 Annual Merit Review, see Cooper (2016a)
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From page 148... ...
DRIVE Codes and Standards Technical Team focuses specifically on hydrogen and fuel cell codes and standards. Codes and standards issues related to plug-in electric vehicles are handled through the Grid Interaction Techni 14 The website for the Hydrogen Tools Portal is http://h2tools.org, accessed September 7, 2016.
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From page 149... ...
The CSTT receives feedback through joint technical team meet ings with the Hydrogen Delivery and Hydrogen Storage teams.
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From page 150... ...
Considering the Partnership scope, the response seems appropriate. While the Partnership has worked on the development of fuel quality standards, the committee feels that it would be complementary if the fuel cell team initiates a program to improve tolerance of fuel cells to impurities.
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From page 151... ...
While the Partnership has worked on the development of a fuel quality standard, it is also apparent that high-quality hydrogen leads to higher cost of hydrogen. One potential approach to avoid this cost escalation is to improve the tolerance of fuel cells to impurities.
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From page 152... ...
Recent advances in battery and electric drive technologies made it possible for vehicle manufacturers to commercially deploy electrified hybrid and electric vehicles (cars, trucks, and buses)
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From page 153... ...
Therefore, the focus of the U.S. DRIVE electric drive R&D activity is to develop technologies aimed at the reduction or elimination of rare earth magnets in motors, and simultaneously, the adoption of low-loss wide bandgap (WBG)
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From page 154... ...
edt045 Alternative High-Performance Motors with General Electric Non-Rare Earth Materials edt049 Advanced Packaging Technologies and Oak Ridge National Laboratory Designs edt053 Electric Drive Inverter Research and Oak Ridge National Laboratory Development edt054 Innovative Technologies for Converters and Oak Ridge National Laboratory Chargers edt058 Advanced Low-Cost SiC and GaN Wide APEI, Inc. Bandgap Inverters for Under-the-Hood Electric Vehicle Traction Drives
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From page 155... ...
DRIVE focus on electric drive technologies is supported through projects funded by the DOE VTO, which, as noted previously has a budget of $38.1 million in FY 2016. Table 3-17 lists DOE projects related to meeting U.S.
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From page 156... ...
. • In project numbers edt062 and edt065, the ORNL and its partners have also studied motors without rare earth permanent magnets -- namely, Con centrated and distributive wound ferrite machines, brushless field excited (BFE)
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From page 157... ...
Key achievements are summarized below: • In project number edt040, which was completed in December 2015, G eneral Motors in collaboration with ORNL, NREL, and suppliers has developed and tested its next-generation inverter, demonstrating a capa bility for scalability, high efficiency, and high power density, which is projected to meet all U.S. DRIVE 2020 targets for performance and cost.
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From page 158... ...
Response to Phase 4 Recommendations NRC Phase 4 Recommendation 3-14.
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From page 159... ...
These activities recognize that today's hybrid and plug-in electric vehicles rely almost exclusively on interior permanent magnet electric motors designed with high energy rare earth magnets. The real limitation of using less or alternative permanent magnet materials is lower specific power and power density that in turn inhibit their packaging flexibility in the vehicle.
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From page 160... ...
There are, however, fundamental challenges in dealing with issues of size, weight, and cost of the electric drive, discussed in this report, which require a concerted national effort to address. Addressing issues such as finding a replacement for the costly rare earth magnets used in the motor or finding means to produce WBG devices at affordable cost would require resources beyond the capabilities of individual OEMs and are likely to exist at the U.S.
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From page 161... ...
Operating at these high levels of temperatures requires other circuit components to be also capable of these temperatures, which is cost prohibitive for automotive applications but not so for other cost-tolerant applications, such as for defense. In addition to meeting the DOE targets for cost and power density, propulsion drives must meet other criteria of automotive applications, such as electro magnetic interference, audible noise level, and instant torque availability.
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From page 162... ...
c is used in all electric drive vehicles including HEVs, PHEVs and BEVs, and HFCVs. (Note that PHEVs and BEVs are both plug-in electric vehicles that can
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From page 163... ...
High cost remains the main impediment to significant market penetration of plug-in electric vehicles that utilize large batteries. There is also a need to improve battery performance characteristics -- that is, energy density, specific energy, operation at extreme temperatures, charging and discharging rates, cycle, and calendar life.
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From page 164... ...
DRIVE Partnership does not have a budget or program per se, it provides goals, targets, and roadmaps via the electrochemical energy storage technical team (EESTT) to those entities that do have budgets -- for example, the DOE through the VTO, the ARPA-E, SBIR program, and BES.
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From page 165... ...
Applications 1 ES289 Advanced Polyolefin Separators for Li-Ion Entek Batteries Used in Vehicle Applications 1 ES247 High-Energy Lithium Batteries for Electric Envia Systems Vehicles 1 ES249 A 12V Start-Stop Li Polymer Battery Pack LG Chem Power 1 ES251 Development of Advanced High-Performance Maxwell Batteries for 12V Start Stop Vehicle Applications 1 ES265 UV Curable Binder Technology to Reduce Miltec UV Manufacturing Cost and Improve Performance International of LiB Electrodes 1 ES238 Low-Cost, High-Capacity Lithium Ion Navitas Systems Batteries through Modified Surface and Microstructure 1 ES267 Commercially Scalable Process to Fabricate Navitas Systems Porous Silicon 1 ES290 Hybrid Electrolytes for PHEV Applications NOHMs Technologies 1 ES212 High-Energy, Long Cycle Life Lithium-ion Pennsylvania State Batteries for EV Applications University (Penn State) 1 ES288 Construction of High-Energy Density Batteries Physical Sciences Inc.
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From page 166... ...
Facility Research Activities 2 ES166 Post-Test Analysis of Lithium-Ion Battery ANL Materials 2 ES208 New High-Energy Electrochemical Couple for ANL Automotive Applications 2 ES252 Enabling High-Energy, High-Voltage Li- ANL Ion Cells for Transportation Applications: Modeling and Analysis 2 ES253 Enabling High-Energy, High-Voltage Li-Ion ANL Cells for Transportation Applications: Project Overview 2 ES254 Enabling High-Energy, High-Voltage Li- ANL Ion Cells for Transportation Applications: Materials Characterization 2 ES261 Next Generation Anodes for Lithium-ion ANL Batteries: Overview 2 ES211 High-Energy Lithium Batteries for PHEV Envia Applications 2 ES213 High-Energy Density Li-ion Cells for EVs Farasis Based on Novel, High-Voltage Cathode Material Systems 2 ES262 Next-Generation Anodes for Li-Ion Batteries: LBNL Fundamental Studies of Si-C Model Systems 2 ES271 New Advanced Stable Electrolytes for High- Silatronix Voltage Electrochemical Energy Storage 2 ES209 High-Energy, High-Power Battery Exceeding TIAX PHEV-40 Requirements 3 ES049 Tailoring Spinel Electrodes for High-Capacity ANL Li-Ion Cells 3 ES235 Characterization Studies of High-Capacity ANL Composite Electrode Structures 3 ES280 Novel Chemistry: Lithium Selenium and ANL Selenium Sulfur Couple
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From page 167... ...
LIGHT-DUTY VEHICLE TECHNOLOGIES AND FUELS 167 TABLE 3-18 Continued EST Project Subactivity ID Project Name Organization 3 ES286 Development of Novel Electrolytes and ANL Catalysts for Li-Air Batteries 3 ES231 High Energy Density Lithium Battery Binghamton University-SUNY 3 ES220 Predicting Microstructure and Performance for Brigham Young Optimal Cell Fabrication University 3 ES059 Advanced In Situ Diagnostic Techniques for BNL Battery Materials 3 ES183 In Situ Solvothermal Synthesis of Novel High- BNL Capacity Cathodes 3 ES281 Multi-Functional Cathode Additives for Li-S BNL Battery Technology 3 ES287 Exploratory Studies of Novel Sodium-Ion BNL Battery Systems 3 ES221 A Combined Experimental and Modeling General Motors Approach for the Design of High Coulombic Efficiency Si Electrodes 3 ES222 Development of Si-Composite Anode for Hydro Quebec Large-Format Li-ion Batteries 3 ES052 Design of High-Performance, High-Energy LBNL Cathode Materials 3 ES054 First Principles Calculations of Existing and LBNL Novel Electrode Materials 3 ES085 Interfacial Processes in EES Systems Advanced LBNL Diagnostics 3 ES091 Predicting and Understanding Novel Electrode LBNL Materials from First Principles 3 ES223 Hierarchical Assembly of Inorganic/Organic LBNL Hybrid Si Negative Electrodes 3 ES224 Fundamental Studies of Lithium-Sulfur Cell LBNL Chemistry 3 ES225 Design and Synthesis of Advanced High- LBNL Energy Cathode Materials 3 ES232 High Energy Density Electrodes via LBNL Modifications to the Inactive Components and Processing Conditions 3 ES234 Electrode Materials Design and Failure LBNL Prediction continued
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From page 168... ...
168 REVIEW OF THE RESEARCH PROGRAM OF THE U.S. DRIVE PARTNERSHIP TABLE 3-18 Continued EST Project Subactivity ID Project Name Organization 3 ES233 Efficient Rechargeable Li/O2 Batteries Liox Utilizing Stable Inorganic Molten Salt Electrolytes 3 ES071 Design and Scalable Assembly of High- Massachusetts Density, Low-Tortuosity Electrodes Institute of Technology 3 ES106 Studies on High-Capacity Cathodes for ORNL Advanced Lithium-Ion 3 ES273 Composite Electrolyte to Stabilize Metallic ORNL Lithium Anodes 3 ES276 Mechanical Properties at Protected Lithium ORNL Interface 3 ES056 Development of High-Energy Cathode PNNL Materials 3 ES144 Development of Silicon-Based High-Capacity PNNL Anodes 3 ES226 Microscopy Investigation on the Fading PNNL Mechanism of Electrode Materials 3 ES275 Lithium Dendrite Prevention for Lithium-Ion PNNL Batteries 3 ES282 Development of High-Energy Lithium-Sulfur PNNL Batteries 3 ES230 Design of Sulfur Cathodes for High-Energy Stanford University Lithium-Sulfur Batteries 3 ES272 Pre-Lithiation of Battery Electrodes Stanford University 3 ES274 Nanoscale Interfacial Engineering for Stable Stanford University Lithium Metal Anodes 3 ES214 First Principles Modeling of SEI Formation on Texas A&M Bare and Surface/Additive Modified Silicon University Anodes 3 ES283 Addressing Internal "Shuttle" Effect: Texas A&M Electrolyte Design and Cathode Morphology University Evolution in Li-S Batteries 3 ES215 Analysis of Film Formation Chemistry on University of Silicon Anodes by Advanced In Situ and California, Operando Vibrational Spectroscopy Berkeley 3 ES216 Optimization of Ion Transport in High-Energy University of Composite Cathodes California, San Diego
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From page 169... ...
LIGHT-DUTY VEHICLE TECHNOLOGIES AND FUELS 169 TABLE 3-18 Continued EST Project Subactivity ID Project Name Organization 3 ES055 NMR and Pulse Field Gradient Studies of SEI University of and Electrode Structure Cambridge 3 ES278 Overcoming Interfacial Impedance in Solid- University of State Batteries Maryland 3 ES277 Solid Electrolytes for Solid-State and Lithium- University of Sulfur Batteries Michigan 3 ES279 New Lamination and Doping Concepts for University of Enhanced Lithium-Sulfur Battery Performance Pittsburgh 3 ES284 Statically and Dynamically Stable Lithium- University of Texas Sulfur Batteries at Austin 3 ES285 Mechanistic Investigation for the Rechargeable University of Li-Sulfur Batteries Wisconsin, Madison 4 ES201 Electrochemical Performance Testing ANL 4 ES228 BatPaC Model Development ANL 4 ES296 Development and Validation of a Simulation Ford Tool to Predict the Combined Structural, Electrical, Electrochemical, and Thermal Responses of Automotive Batteries 4 ES202 INL Electrochemical Performance Testing Idaho National Laboratory 4 ES204 Battery Thermal Characterization NREL 4 ES294 Computer Aided Battery Engineering NREL Consortium 4 ES295 Consortium for Advanced Battery Simulation ORNL (CABS) 4 ES203 Battery Safety Testing SNL 5 ES245 Low-Cost, Structurally Advanced Novel 24M Technologies Electrode and Cell Manufacturing 5 ES250 A Commercially Scalable Process for Silicon Amprius Anode Prelithiation 5 ES167 Process Development and Scale-Up of ANL Advanced Active Battery Materials 5 ES168 Process Development and Scale-Up of Critical ANL Battery Materials 5 ES244 Low-Cost, High-Capacity, Non-Intercalation Georgia Institute of Chemistry Automotive Cells Technology continued
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From page 170... ...
SOURCE: Project numbers are from the Department of Energy's 2016 Annual Merit Review, see Cooper (2016a)
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From page 171... ...
Also, many of the technical advancements realized for high-energy systems can be optimized for high-power systems required for HEV applications. PHEV40 Battery Meets Cost Target but Falls Short of Energy Density Goals Significant progress has been made in the cost reduction of the PHEV40 battery and the 2020 price target of $3,400 was achieved (see Table 3-19)
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From page 172... ...
Also, the operating temperature range is significantly less than the target, particularly at low temperatures. Electric vehicles on the road today use first-generation lithium-ion batteries consisting of a graphite anode, layered oxide cathode, and blended carbonatebased electrolyte.
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From page 173... ...
. FIGURE 3-17 Energy density increase and resultant cost reduction for the plug-in hybrid electric vehicle 40 (PHEV40)
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From page 174... ...
It attempts to cover all aspects of energy storage development from materials, design, analysis, testing, manufacturing, and implementation for all electric drive applications such as HEVs, PHEVs, BEVs, and HFCVs. Significant gains have been made in cost and performance versus goals, which have been discussed in the "Current Status versus Goals" section and will not be repeated here.
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From page 175... ...
. A testament to the success of the DOE-supported energy storage technology program is the increasing use of lithium-ion batteries in HEVs, PHEVs, and BEVs (DOE, 2015a)
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From page 176... ...
activi ties align with this approach. Examples include the following: DOE's Vehicle Technologies Office (VTO)
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From page 177... ...
Recently, the U.S. DRIVE Partnership took a number of steps to revise the energy storage targets for electric vehicles and have included these targets in the new Electrochemical Energy Storage Technical Team (EESTT)
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From page 178... ...
This was the conclusion of both the Electrochemical Energy Storage and the Fuel Cell Technical Teams after extensive analysis by a joint working group of both teams. Committee Assessment of Response to 3-13 and S-6.
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From page 179... ...
Findings and Recommendations Finding 3-35. The Vehicle Technologies Office (VTO)
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From page 180... ...
U.S. DRIVE should establish a single, authoritative website for energy storage targets and goals for the various electric vehicle applications that is prominently and easily accessible to all.
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From page 181... ...
17 The use of off-peak electricity for fuel cell vehicles would, of course, have to compete with other uses such as pipeline or industrial gas, and with battery storage for on-peak grid use. 18 In 2015, coal contributed 33 percent of U.S.
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From page 182... ...
DRIVE Partnership since the vehicle (either all-electric or hydrogen fuel cell) could become a participant in some future TE system, at times a customer for energy services (especially
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From page 183... ...
; • The transition conditions which must maintain electric service while changing from one fundamental paradigm to another; • Incentives for investment in long-lived assets in a highly dynamic system; and • Grid security in a more open-architecture system. 19 The term "distributed energy resources" most commonly includes renewable energy, chiefly wind and solar; battery energy storage systems; and demand response, electric loads that can be deferred in time, which creates a "virtual power plant."
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From page 184... ...
. By design and as noted in the presentation to the committee by the GITT, this technical team does not have technology targets to measure its progress.
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From page 185... ...
that these activities lack strategic clarity and intent. 21 These titles refer to briefing charts in the technical team's presentation to the committee (Slezak and Gross, 2016)
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From page 186... ...
The grid interaction technical team should make a special effort to work with utility regulatory commissions throughout the United States to (1) help identify the best practices in rate regulation that could advance the deployment of plug-in vehicles if widely used, and (2)
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From page 187... ...
vehicle design can enable effective participation in the emerging electric marketplace in a way that increases the market share of nonpetroleum vehicles such as hydrogen fuel cell vehicles and (possibly) battery electric vehicles.
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From page 188... ...
. Reducing vehicle weight is critical to improving fuel economy and doing so at the least incremental cost, while challenging, is worthy of pursuit, since achieving the 50 percent goal would result in up to a 35 percent fuel economy improvement although the literature does not support what fuel economy would be achieved with a 50 percent weight reduction.
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From page 189... ...
(2009) as well, the options required for weight reduction need to be compared with other fuel economy improvement solutions including increased power train efficiency, vehicle electrification, decreased tire rolling resistance, and improved aerodynam
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From page 190... ...
for weight reduction to be competitive with the other fuel-economy actions.22 It appears to be more appropriate to set a long-term target for weight reduction for the Partnership, in a similar manner. That would involve comparing the relative costs for fuel economy improvement.
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From page 191... ...
Plasma-generated oxygen not easily removed from this version sorry, the blue circle is ionic species were shown to reduce oxidation phase of carbon fiber processing by over 60 percent. • Industrial Oxidation is working to commercialize this technology.
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From page 192... ...
How ever, within EERE, the Vehicle Technologies, Advanced Manufacturing, and Fuel Cell Technologies Offices closely coordinate their activities in carbon fiber and composites so each can leverage DOE investments for maximum benefit across the Department.
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From page 193... ...
Phase III: Predictive engineering complex 3-D shape validation Vehicle Technologies ORNL (Ford) Phase III: Predictive engineering complex 3-D shape validation Vehicle Technologies USAMP Crash model validation of carbon fiber composites Advanced Manufacturing ORNL Operating Funds: Carbon Fiber Technology Center (co-funded with the Vehicle Technologies Office)
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From page 194... ...
Project List: Vehicle Technologies Office, Lightweight Materials Project ID Presentation Title Organization lm094 Microstructure and the Corrosion/Protection Arizona State University of Cast Magnesium Alloys lm084 a Validation of Material Models for Automotive GM Carbon Fiber Composite Structures lm087 Active, Tailorable Adhesives for Dissimilar Michigan State University Material Bonding, Repair, and Assembly lm095 A System Multiscale Modeling and Mississippi State University Experimental Approach to Protect Grain Boundaries in Magnesium Alloys from Corrosion lm086 Collision Welding of Dissimilar Materials by Ohio State University Vaporizing Foil Actuator lm093 High-Throughput Study of Diffusion and Ohio State University Phase Transformation Kinetics of Magnesium Based Systems for Automotive Cast Magnesium Alloys lm076 Understanding Protective Film Formation Oak Ridge National by Magnesium Alloys in Automotive Laboratory Applications lm096 Corrosivity and Passivity of Metastable Oak Ridge National Magnesium Alloys Laboratory lm057 Mechanistic-Based Ductility Prediction for Pacific Northwest National Complex Magnesium Castings Laboratory lm074 SPR Process Simulation, Analyses, and Pacific Northwest National Development for Magnesium Joints Laboratory lm079 Enhanced Room-Temperature Formability Pacific Northwest National in High-Strength Aluminum Alloys through Laboratory Pulse-Pressure Forming lm092 In Situ Investigation of Microstructural Pacific Northwest National Evolution during Solidification and Heat Laboratory Treatment in a Die-Cast Magnesium Alloy lm099a High-Strength, Dissimilar Alloy Aluminum Pacific Northwest National Tailor-Welded Blanks Laboratory lm091 Phase Transformation Kinetics and Alloy University of Michigan Microsegregation in High-Pressure Die Cast Magnesium Alloys lm080 a Integrated Computational Materials United States Automotive Engineering Approach to Development of Materials Partnership Lightweight 3GAHSS Vehicle Assembly
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From page 195... ...
NRC Phase 4 Recommendation 3-18. The materials technical team should expand its out reach to the other technical teams to determine the highest priority collective Partnership needs, and the team should then reassess its research portfolio accordingly.
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From page 196... ...
For exam ple, in carbon fiber composites the hydrogen storage program builds upon the work funded both by VTO and AMO. • The MTT emphasizes lightweighting structural materials facing significant technical hurdles which are unique to each of those materials.
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From page 197... ...
U.S. DRIVE should set the long-term target for the cost of weight reduction to be consistent with the long-term cost targets for the other technical teams.
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From page 198... ...
DRIVE working group as distinct from the technical teams (see Figure 2-1)
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From page 199... ...
The analysis combines two streams of input, the GHG emissions from the fuel cycle and the GHG emissions from the production of the vehicle itself, to yield an overall figure of merit for each vehicle-fuel pathway. The results of any selected pathway can be compared with any other due to a framework of common assumptions and analytic treatment.
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From page 200... ...
Battery electric vehicles running on wind-generated electricity and HFCVs running on hydrogen from wind-generated electricity would have C2G GHG emissions of about 50 g CO2-eq/mi or less. In contrast, a contemporary internal combustion engine vehicle running on gasoline produces about 450 g CO2-eq/mi.
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From page 201... ...
. FIGURE 3-22 Results of the full fuel-cycle analysis of the cost of avoided greenhouse gas emissions for different energy-vehicle combinations.
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From page 202... ...
• Cost of Carbon Abatement -- or the CURRENT TECHNOLOGY, HIGH VOLUME case, carbon F abatement costs are generally on the order of $100s per tonne CO2 to $1,000s per tonne CO2 for alternative vehicle-fuel pathways compared to a conventional gasoline vehicle baseline. -- UTURE TECHNOLOGY, HIGH VOLUME carbon abatement costs F are generally expected to be in the range $100 to $1,000/tonne CO2.
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From page 203... ...
The Executive Steering Group as well as the systems analysis teams of the U.S. DRIVE Partnership should identify pathways for fuel cell vehicles and electric vehicles to achieve large life-cycle greenhouse gas (GHG)
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From page 204... ...
This updating will be an ongoing project, and the Partnership should consider upgrading the ad hoc working group to a technical team. Finding 3-44.
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From page 205... ...
2014. "Hydrogen Production Cost from PEM Electrolysis." DOE Hydrogen and Fuel Cells Program Record 14004, July 1.
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From page 206... ...
2016f. "Vehicle Technologies Office: Annual Merit Review Presentations." http://energy.gov/ eere/vehicles/vehicle-technologies-office-annual-merit-review-presentations.
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From page 207... ...
2016. "Accelerating Electric Drives: The Next Generation of Hydrogen Fuel Cells." Presentation to the Committee on the Review of the Research Program of the U.S.
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From page 208... ...
2015. "Fuel Cell Electric Vehicle Evaluation." National Renewable Energy Laboratory, Project TV001, Presentation at the 2015 U.S.
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From page 209... ...
2015. "High Efficiency Solar Thermochemical Reactor for Hydrogen Production." Sandia National Laboratories, Project PD113, 2015 Annual Merit Review Proceed ings: Hydrogen Production and Delivery, Washington, D.C., June 11.
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From page 210... ...
"U.S. Department of Energy Fuel Cell Technologies Office: Program Update for the National Research Council Review." Presentation to the Committee on the Review of the Research Program of the U.S.
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From page 211... ...
Department of Energy, Fuel Cell Technologies Office, Presentation at the 2016 U.S. Department of Energy Annual Merit Review, Washington, D.C., June 6.
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From page 212... ...
Department of Energy Vehicle Technologies Office, Plenary Presentation to the 2016 U.S. Department of Energy Annual Merit Review, Washington, D.C., June 6.
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Key Terms
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