Few studies have evaluated the life cycle greenhouse gas (GHG) impacts associated with India's power sector, despite the expectation that it will dominate new thermal generation capacity additions over the coming decades. Here, we utilize India-specific supply chain data to estimate life cycle GHG emissions associated with power generated by combustion of Indian coal and liquefied natural gas (LNG) imported from the United States. Life cycle impacts of domestic coal power vary widely (80% confidence interval (CI): 951−1231 kg CO 2 eq/ MWh) because of heterogeneity in existing power plant characteristics such as efficiency, age, and capacity. Less variability is observed for LNG sourced from northeast United States and used in the existing Indian combined cycle gas turbine (CCGT) fleet (80% CI: 523−648 kg CO 2 eq/MWh). On average, life cycle GHG emissions from LNG imported into India are ∼54% lower than those associated with Indian coal. However, the GHG intensity of the Indian coal-power sector may be reduced by 13% by retiring plants with the lowest efficiencies and replacing them with higherefficiency supercritical plants. Improvement of the CCGT fleet efficiency from its current level (41%) to that of a new plant with an F-class turbine (50%) could reduce life cycle GHG emissions for LNG-sourced power by 19%.

Over the past decade, there has been an exponential growth in the on-road electric vehicle (EV), hybrid electric vehicle (HEV), plug-in hybrid electric vehicle (PHEV), and their other counterparts making the total on-road vehicle number cross ten million by the end of 2020. [1] The factors responsible for this growth are supportive regulatory frameworks, economics, and the sustainability goals set forward by the countries. EVs are proved to be more efficient than conventional vehicles and reduce the reliance on conventional oil-based fuels, thereby reducing tailpipe emissions. There are still some roadblocks in the implementation of EVs, charging infrastructure, single-charge range, battery costs, life, performance, and safety, to name a few. Most of these can be traced back to the temperature sensitivity of the battery. Various subsystems govern the overall EV performance, the battery being the most crucial of those all. Li-ion battery is the most widely used option for the electrification of vehicles. The battery is subjected to various discharge current rates and environmental conditions. Discharge rate and ambient temperature dictate the battery temperature, which dictates its performance, life, and safety.At very low temperatures, the battery's performance is compromised. [2] At higher temperatures, on the other hand, the battery electrodes degrade faster, impacting the cycle and calendar life, even at times leading to a thermal runaway which results in safety issues. [3] The optimum temperature range for achieving the performance, life, and safety of Li-ion battery is established as 25-40 C. [4] Various battery thermal management systems are already in place and are continuously being researched to keep the battery within optimum temperature limits. [5] They include different passive and active approaches such as phase change material (PCM)-based thermal management system (TMS), [6,7] liquid mini channel cooling, [8,9] natural or forced air convection, [10] heat pipes [11] an many more. Research nowadays is focused on innovative combinations of passive and active thermal management approaches such as a combination of PCM with liquid cooling, [12] fins with air/PCM, [13] two-phase refrigerant cooling, [14] nanofluid with meshed PCM foam/porous metal foam, [15,16] and hydrogenbased cooling. [17] Various factors need to be addressed while designing the battery thermal management systems that include cooling system's dead-weight and power consumption, compactness, cost, packaging, compatibility, reliability, accessibility. Also, care needs to be taken not to over-design the battery thermal management system (BTMS) as the increased cost of power in running the BTMS may supersede the credit received for the improved performance. Hence, assessing the impact of discharge rate and ambient temperature on the battery's thermal and electrical performance is vital for the optimal design of a BTMS.

This study aims to investigate the influence of inclination angle and concentration of nanoparticles on the improvement in heat pipe thermal efficiency. Spherical shaped, 40 nm size CuO nanoparticles are used in this study and its physical and thermal chracteristics are investigated. The results are compared with a heat pipe using DI water at horizontal position.The thermal efficiency is improved by increasing the tilt angle and mass of particles dispersed in DI water. The improvement in thermal efficiency obtained are 20.59, 35.92 and 32.57% respectively for 0.5, 1.0 and 1.5 wt% of CuO nanofluids and 60° inclination angle.

The performance of a lithium‐ion battery depends on the collective impact of discharge current and ambient temperature. Herein, three aspects of such impact are investigated. The first is the relationship between the thermal parameters. At 0 ºC ambient temperature and 1 C discharge rate, the heat generation rate initially increases to more than 50 kW m−3 and then dips by almost 20% due to a consequent rise in battery temperature. The second aspect is the relationship between the thermal and the electrical parameters. The steep rise in battery temperature at low ambient temperatures lifts up the voltage and improves the electrical performance more than expected. The third aspect is the collective impact of ambient temperature and electric current on the battery performance. At 0 °C ambient temperature, an increase in current from 1 to 1.5 C increases the temperature rise rate by more than two. This increases the battery capacity by at least 6% compared with that at a 1 C rate. The investigation results are expected to improve the understanding of the collective impact of current and ambient temperature on battery performance and provide a guideline for developing an optimized thermal management system.

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