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Three data files are provided for Case Study 1 in the openENTRANCE project: Full_potential.V9.csv, metaData.Full_Potential.csv, and acheivable_NUTS2_summary.csv. The data covers 10 residential devices on the NUTS2 level for the EU27 + UK +TR + NO + CH from 2020-2050. The devices included are storage heater, water heater with storage capabilitites, air conditiong, heat circulation pump, air-to-air heat pump, refreigeration (includes refrigerators and freezers), dish washer, washing machine, and tumble drier. Full_potential.V9.csv shows the NUTS2 level unadjusted loads for residential storage heater, water heater, air conditiong, circulation pump, air-to-air heat pump, refreigeration (includes refrigerators and freezers), dish washer, washing machine, and tumble drier using representative hours from 2020-2050. The loads provided here have not been adjusted with the direct load participation rates (see paper for more details). More details on the dataset can be found in the metaData.Full_Potential.csv file. The acheivable_NUTS2_summary.csv shows the NUTS2 level acheivable direct load control potentials for the average hour in the respective year (years - 2020, 2022,2030,2040, 2050).

A 2016 Honda Civic with a 4-cylinder 1.5-liter L15B7 turbocharged engine and continuously variable transmission (CVT) was benchmarked. The test method involved installing the engine and its CVT in an engine dynamometer test cell with the engine wiring harness tethered to its vehicle parked outside the test cell. Engine and transmission torque, fuel flow, key engine temperatures and pressures, and onboard diagnostics (OBD)/CAN bus data were recorded. The paper published as part of this work documents the test results for idle, low, medium and high load engine operation, as well as motoring torque, wide-open throttle torque and fuel consumption during transient operation using both EPA Tier 2 and Tier 3 test fuels. Particular attention is given to characterizing enrichment control during high load engine operation. Results have been used to create complete engine fuel consumption and efficiency maps and estimate CO2 emissions using EPA’s ALPHA full vehicle simulation model, over regulatory drive cycles. Within the published paper, the design and performance of the 1.5-liter Honda engine are compared to several other past, present, and future downsized-boosted engines and potential advancements were evaluated.

This research presents a 100% renewable energy (RE) scenario by 2050 with a high share of electric vehicles on the grid (V2G) developed in Ecuador with the support of the EnergyPLAN analysis tool. Hour-by-hour data iterations were performed to determine solutions among various features, including energy storage, V2G connections that spanned the distribution system, and long-term evaluation. The high participation in V2G connections keeps the electrical system available; meanwhile, the high proportions of variable renewable energy are the pillar of the joint electrical system. The layout of the sustainable mobility scenario and the high V2G participation maintain the balance of the electrical system during most of the day, simplifying the storage equipment requirements. Consequently, the influence of V2G systems on storage is a significant result that must be considered in the energy transition that Ecuador is developing in the long term. The stored electricity will not only serve as storage for future grid use. Additionally, the V2G batteries serve as a buffer between generation from diversified renewable sources and the end-use stage.

Car-sharing services are developing at an ever-increasing pace. Taking into account the reduction of carbon dioxide emissions and pursuit of the sustainable development of transport, implementing electric cars in car-sharing fleets is being proposed. On the one hand, these types of vehicles are referred to as emission-free, but on the other hand, their environmental friendliness is questionable due to the emission of carbon dioxide during the production of energy to power them. Although many scientific papers are devoted to the issue of reducing emissions through car sharing, there is a research gap concerning the real production of carbon dioxide by car-sharing vehicles during car-sharing trips. To fill this research gap, the objective of the article was to analyze the actual level of carbon dioxide emissions from combustion and electric vehicles from car-sharing systems produced when renting rides. The test results showed that the electric car turned out to be significantly less emitting. The use of electric vehicles in car-sharing fleets can reduce carbon dioxide emissions from 14% to 65% compared to using cars with internal combustion engines. However, the key role during car-sharing trips is played by the driving style of the drivers, which has been omitted from the literature to date. This should be properly regulated by service providers and focus on the proper use of energy from electric vehicle batteries, especially at low temperatures. The article provides support for operators planning to modernize their fleet of vehicles and fills the research gap concerning car-sharing emissions.

Whether marine fish will grow differently in future high pCO2 environments remains surprisingly uncertain. Long-term and whole-life cycle effects are particularly unknown, because such experiments are logistically challenging, space demanding, exclude long-lived species, and require controlled, restricted feeding regimes—otherwise increased consumption could mask potential growth effects. Here, we report on repeated, long-term, food-controlled experiments to rear large populations (>4,000 individuals total) of the experimental model and ecologically important forage fish Menidia menidia (Atlantic silverside) under contrasting temperature (17°, 24°, and 28°C) and pCO2 conditions (450 vs. 2,200 μatm) from fertilization to a third of this annual species' life span. Quantile analyses of trait distributions showed mostly negative effects of high pCO2 on long-term growth. At 17°C and 28°C, but not at 24°C, high pCO2 fish were significantly shorter [17°C: -5 to -9%; 28°C: -3%] and weighed less [17°C: -6 to -18%; 28°C: -8%] compared to ambient pCO2 fish. Reductions in fish weight were smaller than in length, which is why high pCO2 fish at 17°C consistently exhibited a higher Fulton's k (weight/length ratio). Notably, it took more than 100 days of rearing for statistically significant length differences to emerge between treatment populations, showing that cumulative, long-term CO2 effects could exist elsewhere but are easily missed by short experiments. Long-term rearing had another benefit: it allowed sexing the surviving fish, thereby enabling rare sex-specific analyses of trait distributions under contrasting CO2 environments. We found that female silversides grew faster than males, but there was no interaction between CO2 and sex, indicating that males and females were similarly affected by high pCO2. Because Atlantic silversides are known to exhibit temperature-dependent sex determination, we also analyzed sex ratios, revealing no evidence for CO2-dependent sex determination in this species. In order to allow full comparability with other ocean acidification data sets, the R package seacarb (Gattuso et al, 2020) was used to compute a complete and consistent set of carbonate system variables, as described by Nisumaa et al. (2010). In this dataset the original values were archived in addition with the recalculated parameters (see related PI). The date of carbonate chemistry calculation by seacarb is 2020-12-25.

The purpose of this work was to develop and validate a 48 V lithium-ion battery model for integration into EPA’s ALPHA vehicle simulation model and that can also be used within Gamma Technologies, LLC (Westmont, IL) GT-DRIVE™ vehicle simulations. These vehicle models allow simulation of energy flows and CO2 emissions for mild hybrid electric vehicles over EPA regulatory drive cycles and during real-world driving. The battery model is a standard equivalent circuit model with two-time constant resistance-capacitance (RC) blocks. Resistances and capacitances were calculated using test data from an 8 Ah, 0.4 kWh, 48 V (nominal) lithium-ion battery obtained from a Tier 1 automotive supplier, A123 Systems, and developed specifically for 48 V MHEV applications. The A123 Systems battery has 14 pouch-type lithium ion cells arranged in a 14 series and 1 parallel (14S1P) configuration. The RC battery model was validated using battery test data generated by a hardware-in-the-loop (HIL) system that simulated the impact of mild hybrid electric vehicle (MHEV) operation on the A123 systems 48 V battery pack over U.S. regulatory drive cycles. The HIL system matched charge and discharge data originally generated by Argonne National Laboratory (ANL) during chassis dynamometer testing of a 2013 Chevy Malibu Eco 115 V MHEV. All validation testing was performed at the Battery Test Facility (BTF) at the U.S. EPA National Vehicle and Fuel Emissions Laboratory (NVFEL) in Ann Arbor, Michigan. The simulated battery voltages, currents, and state of charge (SOC) of the HIL tests were in good agreement with vehicle test data over a number of different drive cycles and excellent agreement was achieved between RC model simulations of the 48 V battery and HIL battery test data.

Vehicle data consist of electric vehicle performance data collected directly from the vehicle during standard operations. Data were collected using onboard data loggers that were either installed by the project team or preinstalled by the original equipment manufacturer. Data recorded by the data loggers were made accessible via an online web portal or an application programming interface. Different data loggers were used (HEM, ViriCiti, and Geotab), and the method for each vehicle is defined in the vehicle attributes file. Some systems collected data on a “trip-level” basis, in which each row of a table represents a single trip (the period between a key-on and key-off event), whereas other data were collected on a per-day basis, in which each row represents a single day of operation. Data were collected over a range of data collection periods, depending on the project. Data have been anonymized by removing information or decreasing information resolution as necessary so that fleets are not identifiable. Due to the wide range of vehicle types represented and variation in data collection, data parameters and frequencies differ between vehicles and fleets The **Performance Data Daily/Trip Data Dictionaries** contain definitions for each available parameter associated with a vehicle’s operations, aggregated at either a daily or trip level. The parameters available will vary from vehicle to vehicle, but every possible parameter will be defined. The **Vehicle Attributes Data Dictionary** contains definitions for each available parameter associated with a vehicle’s physical and functional attributes and fleet context. The **Vehicle Attributes** table contains specific vehicle characteristics, coded to an anonymous Vehicle ID. This Vehicle ID can be used as a key between vehicle data and vehicle attribute tables. The **Vehicle Data** tables contain the data from each vehicle’s operations, aggregated at either a daily or trip level, coded to an anonymous Vehicle ID. This Vehicle ID can be used as a key between vehicle data and vehicle attribute tables. Data is being uploaded quarterly through 2023 and subject to change until the conclusion of the project.

The EV Shuttle Bus Pilot dataset contains data and analysis from Hocking-Athens-Perry Community Action's demonstration of an electric bus on routes of their rural Athens Public Transit system. The vehicle used in the demonstration was a Ford E-450 cutaway equipped with an electric drivetrain, a 127-kWh battery system by Motiv Power Systems, and a cabin upfit by Turtle Top. Data gathered include route assignments, running time and distance, fuel economy, and charge cycles. A comparison of the vehicle's observed duty cycle with duty cycle modeling from other rural transit fleets in the National Transit Database is included to help better understand the rural adoption potential for this fleet technology.

Low-pressure loop exhaust gas recirculation (LP- EGR) combined with higher compression ratio, is a technology package that has been a focus of research to increase engine thermal efficiency of downsized, turbocharged gasoline direct injection (GDI) engines. Research shows that the addition of LP-EGR reduces the propensity to knock that is experienced at higher compression ratios. To investigate the interaction and compatibility between increased compression ratio and LP-EGR, a 1.6 L Turbocharged GDI engine was modified to run with LP-EGR at a higher compression ratio (12:1 versus 10.5:1) via a piston change. This work includes the results of baseline testing on an engine run with a prototype controller and initially tuned to mimic an original equipment manufacturer (OEM) baseline control strategy running on premium fuel (92.8 anti-knock index). This paper then presents test results after first adding LP-EGR to the baseline engine, and then also increasing the compression ratio (CR) using 12:1 pistons. As a last step, the 10.5 CR engine with LP-EGR was run on regular fuel (87.7 anti-knock index) to verify that this configuration could be calibrated to maintain performance like the baseline engine running on premium fuel. To understand the effect of each technology and operating strategy combination on vehicle fuel economy, the various engine maps were compared in EPA’s Advanced Light-Duty Powertrain and Hybrid Analysis (ALPHA) tool over U.S. regulatory drive cycles. This work was done as part of the EPA's continuing assessment of advanced light-duty automotive technologies to support a Midterm Evaluation of Light-duty Vehicle GHG Standards.