About the Solar Energy Technologies Office The U.S. Department of Energy Solar Energy Technologies Office supports early-stage research and development to improve the affordability, reliability, and performance of solar technologies on the grid. Learn more at energy.gov/solar-office.

In shopping for my first electric, I had tested the Ford Fusion EV and found the acceleration so poor that pulling into LA traffic would have been scary. The sales person said “electric cars just don’t go fast.” No wonder Tesla ate their electric lunch. I also looked at the Nissan Leaf, but the alien design aesthetic of that car left me cold. Why must “green” vehicles go out of their way to look bizarre? Even the BMW i3 looks like a lunar ground car from an old sci-fi movie. Ruining the best thing the Volt had going, GM has bestowed their all-electric Bolt with the insipid “I’m doing penance for the environment” look of a Prius. Only Tesla has bothered to offer consumers the obvious: an attractive electric car that flies like a rocket.

As two added bonuses, the unit features a 10 W Bluetooth speaker as well as a massive LED array that can light up surroundings or even display SOS signs.

Including storage and battery-ready inverters in new installations could soon become even more fruitful than simply avoiding peak time-of-use rates and demand charges. With SEIA leading the way, solar+storage advocacy groups are pushing for nationwide incentives for adding batteries, like a federal investment tax credit for energy storage.

The result is the same: Both Cushman, who cofounded a battery startup called IFBattery in 2016, and Cronin say their tricked-out flow batteries could be small and light enough for use in electric vehicles. Both also say the electrolyte can be recycled in a process Cushman likens to recycling cans.

Yet the Volt did serve a purpose. It led to advances in lithium-ion batteries similar to those that power smart phones and computers. But such advances ultimately led to the Volt’s demise as GM and other manufacturers developed fully electric vehicles that can go 200 more miles per charge.

At Detroit’s auto show in 2007, they unveiled the Chevrolet Volt concept car, not knowing yet whether they had the technology to pull off a major breakthrough in battery-powered vehicles.

During the winter months, Arsenal also needs to maintain its grass by running artificial grow lights to simulate sunlight. Octopus Energy, which ranks Arsenal as its biggest customer, has to plan accordingly.

Public response to Eddie’s alternative-energy effort in Granite City — a blue-collar steel town established in the late 1800s — has been overwhelmingly positive, according to Dauble.

Texas Instruments’ LMG5200 is an 80-V, 10-A driver plus GaN half-bridge power stage using enhancement-mode GaN FETs (Fig. 10). It consists of two 80-V GaN FETs driven by one high-frequency GaN FET driver in a half-bridge configuration. Features include:

Honda and Toyota have teamed up with a subsidiary of Shell Oil to build new hydrogen fueling stations in California. Two have been built thus far, and five are in the works, Kumaratne said. The company is advocating for stations in the Northeastern United States, with several in development. "Partnering with other hydrogen fuel cell manufacturers and industry influencers makes sense. We all have skin in the game," she said.

“These new series are our first 650V SiC Schottky diode offerings; all our previous releases were 1200V-rated devices, so we can now address a wider range of applications and further complement the Littelfuse SiC MOSFET portfolio,” says Christophe Warin, Silicon Carbide product marketing manager in Littelfuse’s Semiconductor business unit. “Their AEC-Q101 qualification puts these diodes in a higher class than similar devices in terms of quality and reliability,” he adds.