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by Wayne Hicks

On a clear night, Kaitlyn VanSant will be able to watch her work whiz by. Knowing the success of her project, however, will have to wait until her tiny, temporary addition to the International Space Station returns to Earth.

“My family and I have definitely been looking up at night more frequently,” said VanSant, who earned her doctorate from the Colorado School of Mines in materials science last year. Now a postdoctoral researcher with NASA, VanSant holds a unique collaborative appointment at the National Renewable Energy Laboratory (NREL).

The pairing of NREL and NASA continues a long-standing alliance between solar power and space. Specialized photovoltaic (PV) panels turned to the sun have been used to generate electricity for Mars rovers and space probes, but the manufacturing costs of these high-efficiency solar cells are too high for use on Earth. Researchers at NREL are testing ways to bring those costs down for terrestrial applications and transforming how PV technologies could work in space as well.

The latest test will evaluate the potential use of perovskite solar cells in space and assess the durability of materials used in those cells. VanSant worked with Ahmad Kirmani, Joey Luther, Severin Habisreutinger, Rosie Bramante, Dave Ostrowski, Brian Wieliczka, and Bill Nemeth at NREL to prepare the perovskite cells and materials. Eight of these samples are scheduled to launch to the space station in August and another set of 25 samples will be launched in the spring of 2022. The samples, each of which are a square inch in size, are part of the Materials International Space Station Experiment (MISSE) program and will be fastened to the outside of the orbiting platform.

The International Space Station (ISS) serves as an orbiting research laboratory and observatory that conducts scientific experiments in a range of fields that include astronomy, physics and materials science, to name just a few.

“We get to prove very nascent technologies in such a way that we don’t fool ourselves by simulating the space environment on the ground in a vacuum chamber, for example,” said Timothy Peshek, an electrical engineer in the photovoltaics group at NASA Glenn Research Center in Cleveland and VanSant’s postdoctoral adviser. “This is the real-world operation.”

With approval in hand to return PV experiments to the space station, Peshek put out calls for researchers who might want to take part. Adele Tamboli, a researcher in the Materials Physics research group at NREL, welcomed the opportunity, and introduced Peshek to VanSant.

“Partnering with the National Renewable Energy Laboratory just made a lot of sense,” said Peshek, himself a former post-doctoral researcher at NREL. “They had the facilities and abilities ready to go on day one.”

This perovskite sample is in the intermediate crystal phase and about to be placed on a hotplate to fully crystallize. Photo by Dennis Schroeder, NREL

Solar power on Earth tends to be generated from silicon modules. Other PV technologies, such as those used in space, rely on materials from the III and V columns of the periodic table and are dubbed III-V cells. Scientists have experimented with stacking a III-V cell atop a layer of silicon to increase the efficiency of capturing sunlight to convert to electricity. By itself, the most efficient silicon solar cell is about 26%, when measured under the typical terrestrial solar spectrum. (The solar spectrum is different on Earth and in space.)

Tamboli was among the research group that set records in 2017 for III-V cells on silicon, including a triple-junction cell with an efficiency of 35.9%. She, along with VanSant and staff scientist Emily Warren, would later propose that these types of cells could find a use to power satellites in a low Earth orbit. Before that could happen, the cells had to be tested in the extreme conditions of space.

If the moon is a harsh mistress, space itself can be equally cruel. Equipment is subjected to extreme swings in temperatures and bombarded by solar radiation. When the ISS moves behind the Earth and away from the sun, the temperature plummets to 250 degrees below zero Fahrenheit. Emerging into sunlight spikes the temperature to 250 degrees above zero.

“That’s harsh,” Peshek said. “That’s a pretty brutal environment.”

“Radiation damage is a factor,” said Warren. “Our record cell was gallium arsenide on silicon, and the one that we sent up is actually gallium indium phosphide on silicon. That was because we know that those materials would be more radiation tolerant.”

SpaceX’s cargo re-supply spacecraft carried NREL’s III-V-on-silicon solar cell to the ISS in March 2020. VanSant, whose Ph.D. research centered on III-V-on-silicon tandem solar cells, worked with Michelle Young and John Geisz at NREL to fabricate the prototype cell for the MISSE project, and watched a broadcast of the rocket launch carrying it into space.

“I watched it with my two daughters,” VanSant said. “They got a real kick out of it. I mean, you can’t really watch a space launch without just being completely fascinated. Nobody can be blasé about a space launch.”

The prototype spent 10 months affixed to the exterior of the ISS before being returned to Earth in January.

“The post-flight analysis of the cell gives us the opportunity to study how we want to evolve the design and to improve it for performance and to see whether it’s realistic that this could be a technology for providing power in space,” VanSant said.

Now she is playing a waiting game for the perovskite solar cells and materials, which are expected to spend six months on the ISS. The process is not a straight shot into space. After NREL, the cells are shipped to Alphaspace, a Houston company that prepares the samples for operation on the MISSE platform and arranges the launch of the experiment aboard a SpaceX flight.

Perovskite solar cells are grown using a mixture of chemicals, and notable for a rapid improvement in how efficiently they are able to harness sunlight for energy. Ongoing experimentation involves readying perovskite cells for commercial use. The early perovskite cells degraded too quickly. Progress has been made but there is still work to do.

“It’s a real interesting problem,” Peshek said, “because these cells are notorious for having degradation problems. But the reason they degrade is because of moisture and oxygen. We don’t have to worry about that in space.”

Earth-bound experiments conducted in radiation test facilities demonstrate perovskite solar cells are surprisingly tolerant to radiation, said Joseph Luther, a senior scientist at NREL, co-adviser on the project, and an expert in perovskite technology. “They are very thin, and so that helps a lot. Most of the radiation just goes right through them. Silicon, relative to perovskites, is hundreds of times thicker. It’s also very cheap due to the production scale and is awesome for terrestrial PV applications, but in space it’s so thick that when radiation is impinging on the surface it gets absorbed and it damages the cell, causing problems.”

Lightweight perovskite solar cells would fit with NASA’s ongoing mission to reduce the price for putting a payload into orbit, from about $10,000 per pound today to hundreds of dollars a pound within a quarter-century.

“We’re very interested in trying to match the efficiency of the III-V solar cells, but do it in an extremely lightweight cell design,” Luther said. “Perovskites can be deposited on plastics or metal foils and things like that, which are comparatively lightweight.”

The efficiency of the solar cells was measured before leaving NREL and will be measured again upon their return. Both the cells and the component materials of the cells will also be characterized before and after flight, with imaging expertise provide by Steve Johnston. How well the perovskite cells and materials survived their trip will be immediately apparent. Lyndsey McMillon-Brown, a research engineer at NASA Glenn Research Center and principal investigator on the effort to bring working with Peshek on bringing perovskites to space, said a color change offers the first clue.

“The desirable phase for a perovskite solar cell is a black phase,” she said. “The film is jet black. However, when these things degrade, they turn into a yellowy mustard color. So we’re hoping to see black films upon their return.”

The lessons learned from the time the perovskites spend in space could help with the technology terrestrially. “Some of the things that we’re facing in space are extreme, like extreme temperature cycling, extreme UV exposure, but when you’re here on Earth you still have UV exposure and you still have temperature cycling,” McMillon-Brown said. “It’s just not as rapid and frequent. We’re still thinking that our lessons learned and our findings will apply and help make perovskites more marketable and gain a bigger commercial market share here on Earth, too.”

While waiting for the return of the perovskite samples, VanSant receives a regular reminder of the ongoing work. She signed up for text notifications about when the ISS is visible overhead. When the time is right and her 7- and 9-year-old daughters are awake, they try to spot the space station.

“In addition to watching the ISS go by in the night sky, we have also watched NASA’s video footage from cameras outside the ISS that show the Earth passing by as the ISS orbits,” VanSant said. “The launch of these cells has been a great reminder to look up into the night sky, but also an opportunity to see things from a completely different perspective.”

Courtesy of NREL.

 

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BYD’s 3,000 hp Yangwang U9 hypercar breaks Nürburgring EV record with sub-7-min lap

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BYD’s 3,000 hp Yangwang U9 hypercar breaks Nürburgring EV record with sub-7-min lap

BYD’s luxury brand, Yangwang, has claimed a new Nürburgring Nordschleife record for a production electric vehicle with its U9 hypercar.

The automaker released video of the Yangwang U9 Xtreme, a limited-edition version of the car, completing a lap of the “Green Hell” in a blistering 6:59.157 last month.

It made the U9 the first production EV to break the 7-minute barrier at the legendary German track.

Today, the run, driven by German racer Moritz Kranz, was officially certified by Nürburgring officials.

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BYD announced:

Only weeks after becoming the fastest production car in history with a top speed of 496.22 km/h, the YANGWANG U9X has now conquered the Nürburgring Nordschleife in record time, completing the lap in 6:59.157, making it the fastest EV production vehicle around the track.

The time shaved a significant five seconds off the previous record, a 7:04.957 lap set earlier this year by the Xiaomi SU7 Ultra.

The production EV record at Nürburgring has been frequently broken over the last few years. It even changed hands several times in the same month at times – a testament to how rapidly EV technology is improving.

It is also a somewhat controversial title due to what people consider to be a “production vehicle”.

The Yangwang U9 Xtreme isn’t your average EV. It’s built on a 1200-volt platform and uses four electric motors (one at each wheel) to produce a combined output of nearly 3,000 hp. This is the same car that also claimed the world record for the fastest production car, hitting a top speed of 308 mph (496 km/h) last month.

It’s built in a limited-run production with only about 30 units reportedly planned – hence why some people might question the “production EV” part.

Electrek’s Take

I know there’s going to be some pushback on this, but regardless, a sub-7-minute lap in any car is serious business, and doing it in an EV is doubly impressive — credit where it’s due.

Does a Nürburgring lap time matter for 99.9% of EV buyers? Absolutely not. But it is an excellent showcase of the rapidly improving EV technology.

BYD and Yangwang are clearly utilizing the U9 platform to push their engineering capabilities, relying heavily on their “e⁴ Platform” and “DiSus-X” intelligent body control system to manage the immense power on a demanding track.

It’s impressive to see BYD produce something like the U9 at the very high end of the automotive spectrum, and then something like the $10,000 Seagull at the other end.

That’s quite a range.

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After a sluggish spring, US wind power is set for a 7.7 GW rebound

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After a sluggish spring, US wind power is set for a 7.7 GW rebound

According to the latest “US Wind Energy Monitor” report from Wood Mackenzie and the American Clean Power Association (ACP), developers installed 593 megawatts (MW) of new wind capacity in Q2 2025 – a 60% drop from the same quarter last year. But the US wind industry is expected to rebound fast, with 51% of forecasted capacity to come online in Q4 and full-year installations projected to hit 7.7 gigawatts (GW).

Onshore developers are in a race

The onshore wind market outlook rose 3.6% quarter-over-quarter (2.4 GW) as developers push to complete projects before federal tax credits expire.

“We are seeing this uptick in the near term because many projects are shovel-ready or under construction, fully permitted, and with a turbine order in place,” said Leila Garcia da Fonseca, director of research at Wood Mackenzie. “However, we will face uncertainty later in this decade due to tariff investigations and permitting challenges.”

Federal policy uncertainty has created a lot of headaches for the wind industry in H1 2025. While the Treasury Department’s guidance on tax credit eligibility provided a 7% boost to near-term installations, new tariff investigations could negatively impact two-thirds of the supply chain for wind turbine components. The Department of Commerce’s national security probe into imported turbine components threatens to raise project costs by as much as one-third, potentially delaying or derailing late-decade projects.

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“We’re seeing policy whiplash,” Garcia da Fonseca added. “Treasury guidance helps the advanced development pipeline, but tariff investigations and permitting hurdles are creating uncertainty beyond 2027.”

Western states are expected to lead wind activity through 2029, accounting for 31% of new capacity, followed by the Midwest. Illinois is set to overtake Texas with the most new onshore capacity in 2027, with more than 1.8 GW expected to come online.

Offshore wind’s five-year outlook

The offshore sector continues to face headwinds of federal stop-work orders and regulatory uncertainty. Even so, Wood Mackenzie projects 5.9 GW of offshore capacity will come online by 2029, with most of it arriving in 2026 and 2027.

“Recent federal stop-work orders and regulatory uncertainty have disrupted the offshore wind sector, weakening already fragile offtake opportunities and exposing the high investment risk in US offshore wind development,” Garcia da Fonseca said. “However, our five-year outlook remains unchanged, and 70% of forecasted capacity is already under construction.”

The next big year for US wind

Wood Mackenzie expects average annual installations of 9.1 GW over the next five years across onshore, offshore, and repowering projects. By the end of 2029, total installed wind capacity is projected to hit 196.5 GW, including about 35.5 GW from new onshore builds, 6 GW offshore, and 4.5 GW from repowering.

A major spike is expected in 2027, when shovel-ready projects are slated to connect at a record pace, adding 12.3 GW of new capacity.

“Despite political headwinds, wind projects are demonstrating market resilience,” said Garcia da Fonseca. “Wind continues to secure interconnection service agreements in 2025 despite anti-wind rhetoric. The technology maintains meaningful market presence even as solar and storage lead interconnection activity, with leadership concentrated in SPP and ERCOT.”

Read more: FERC: Solar + wind made up 90% of new US power generating capacity to July 2025


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GM kills BrightDrop electric van production, blames ‘slow demand’ as sales were ramping

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GM kills BrightDrop electric van production, blames 'slow demand' as sales were ramping

General Motors today pulled the plug on its BrightDrop electric delivery van program, announcing it will permanently end production at its CAMI Assembly plant in Ingersoll, Ontario.

This is a disappointing reversal for a program that was supposed to be a cornerstone of GM’s commercial EV ambitions.

In a statement, the company blamed a “slower than expected” commercial EV market, a “changing regulatory environment,” and the elimination of US tax credits for the decision. Production will not be moved elsewhere; the BrightDrop Zevo line is, for all intents and purposes, dead.

The move comes just two years after GM, with $500 million in Canadian government support, celebrated opening CAMI as Canada’s “first full-scale EV manufacturing plant.”

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The company delivered a marginal 146 vans in the US in 2022 and just 497 in all of 2023.

But things were finally picking up this year despite a production pause in April.

Data from 2025 shows the ramp was finally hitting its stride, with sales reportedly jumping to 2,384 units in the third quarter alone—a massive 869% increase year-over-year. The company was on track to sell around 4,000 units this year.

That’s not a massive number, but it was heading in the right direction.

GM, however, sees it differently. As noted by industry observers, GM executives are comparing BrightDrop’s 4,000 sales to the 60,000+ sales of its ancient, gas-guzzling Chevy Express and GMC Savana vans, a platform that dates back to the 1990s.

While GM’s official statement to the CBC was that the decision was “simply a demand and a market-driven response,” the Unifor auto union isn’t buying it. The union, which represents the 1,200 laid-off workers, squarely blamed the “dangerous and destabilizing auto policies” of the Trump administration for undoing EV supports.

Furthermore, vehicle programs that cross the US-Canada border have faced significant challenges in 2025 due to the trade war launched by the Trump administration against Canada.

Electrek’s Take

It’s another EV pullback partly based on government actions.

But we can’t blame everything on Trump. GM is quick to pull back its EV programs due to political considerations, which do drive demand.

The company took half a billion dollars in taxpayer money to retool a factory, only to abandon it less than 36 months after the first van rolled off the line. They are abandoning what will undoubtedly be a growing market in the long term, ceding ground to Ford’s E-Transit and Rivian’s van, and blaming “low demand” at the very moment sales were beginning to spike.

Brightdrop’s lineup was a bit bigger than other commercial electric vans, which might have limited its market, but I still think that long-term, there will be a singnifcant market for electric vans in this segment.

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