Risk Minimization in Scale-Up of Biomass and Waste Carbon Upgrading Processes
Not Available
09 BIOMASS FUELS↗
Engineering topics
Foust, Thomas D.
Publications and source records attributed to Foust, Thomas D..
Diesel fuel properties of renewable polyoxymethylene ethers with structural diversity
Polyoxymethylene ethers (POMEs) are a class of low-soot and high-cetane oxygenate oligomers of structure RO-(CH 2 O-) $n$ -R, with different chain lengths ($n$) and end-groups (R) that determine their diesel-like fuel properties. Commercial POMEs with methyl end-groups (MM-POME 3-6 ) exhibit undesirably low energy density and high-water solubility. A previous computational assessment indicated that the lower heating value (LHV) and water solubility for MM-POME 3-6 both improve upon end-group exchange with larger butyl, $iso$-butyl and $iso$-pentyl end-groups. Here, we expanded upon our initial trans-acetalization reaction that employed 1-butanol to install butyl end-groups to also include branched, higher carbon-number end-groups using $iso$-butanol and fusel oil as reagents. Additionally, these new products are termed $i$B*POME 1-6 , and FOil*POME 1-5 , respectively, and collectively referred to as R*POMEs. They possess the advantaged properties of the parent MM-POME 3-6 while exhibiting higher LHV (31 MJ kg -1 and 28 MJ kg -1 for $i$B*POME 1-6 , and FOil*POME 1-5 , respectively) and much reduced water solubility (2.7 g L -1 and 1 g L -1 for $i$B*POME 1-6 , and FOil*POME 1-5 , respectively). Additional fuel property analyses were performed using 20 vol% blends of the R*POMEs with a base diesel fuel. Overall, the greater energy density and decreased water solubility of the R*POMEs, as well as their synergistic blending with diesel at moderate blend levels, provide the greatest benefits to consumers and position this group of products as an environmentally friendlier blendstock alternative to the commercially available MM-POME 3-6 .
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
Advances in predictive chemistry enable a multi-scale rational design approach for biofuels with advantaged properties
Process of building predictive gas-phase chemical mechanisms faster and less computationally intensive using state of the art automated chemical tools and linking the predicted chemical reactivity to underlying chemical structure information.
09 BIOMASS FUELS↗
Fuel Properties of Oxymethylene Ethers with Terminating Groups from Methyl to Butyl
Oxymethylene ethers (OMEs) have been studied as possible additives or replacements for diesel fuels. Typically, studies have considered only methyl-terminated OMEs. Recent structure-property relationship models suggest that extended-alkyl OMEs may provide improvements to many of the properties of methyl-terminated OMEs that make them less suitable as diesel fuel blendstocks. In this work, we describe the synthesis and characterization of 16 different OMEs with methyl, ethyl, propyl, butyl, isopropyl, and isobutyl terminating alkyl groups with varying oxymethylene chain length. Indicated Cetane Number, Lower Heating Value, Flash Point, Density, Viscosity, Vapor Pressure, and Oxidative Stability are tested via ASTM standard methods. Additionally, Water Solubility, Boiling Point, seal material compatibility, and sooting propensity (via the Yield Sooting Index) are measured for these fuels. For diesel compatibility, all tested OMEs except smaller methyl and ethyl OMEs, and the branched isopropyl OME, meet cetane number requirements. Further, extending the alkyl end group increases the heating value, but all OMEs, due to their oxygen content, have heating values less than diesel; despite this, all OMEs show significant reductions in soot production per unit heating value. Only the heaviest OMEs meet diesel viscosity requirements, and most are higher density than diesel. OMEs with larger alkyl groups show the highest stability under accelerated auto-oxidation conditions. Increases in alkyl group length cause order of magnitude reduction in water solubility, from hundreds of g/L for methyl terminated OMEs to hundreds of mg/L for butyl terminated OMEs. Limited seal material testing indicates that PEEK polymers are unaffected by OMEs; while extended alkyl groups may improve compatibility with FKM (Viton), other common elastomers (NBR, silicone) remain incompatible with all tested OMEs. Overall, it is found that methyl-terminated OMEs exhibit the most potential for soot reduction, but OMEs with larger propyl and butyl terminating alkyl groups show improved compatibility with existing diesel systems.
09 BIOMASS FUELS↗
Blended fuel property analysis of butyl-exchanged polyoxymethylene ethers as renewable diesel blendstocks
Methyl-terminated polyoxymethylene ethers (MM-POMEs), having the formula CH 3 O-(CH 2 O)n-CH 3 (n = 3-6), are a class of oxygenates with desirable diesel-like fuel properties including high cetane number and low soot formation. However, their low energy density and high water-solubility present barriers to their adoption. Both concerns were recently addressed by our research group by synthesizing a mixture of POME structures having butyl end-groups and n = 1-6, termed B*POME1-6. B*POME1-6 maintained the advantageous properties of the parent MM-POMEs, and exhibited improved energy density and most notably, dramatically decreased water solubility. For evaluation against a set of criteria for a blended diesel blendstock, a 20 vol% blend of B*POME1-6 with a base diesel fuel was investigated here. Oxidation stability, cetane number, sooting tendency, lubricity and conductivity were improved in the B*POME1-6 blend compared with the base diesel, while also maintaining the flash point, cloud point, energy density, viscosity, and boiling point requirements. The B*POME1-6 product demonstrated a synergistic blending behavior at 10 vol% and a linear blending behavior at 20-30 vol% blends, in agreement with similar POME blends at comparable blend levels. Finally, common environmental and toxicity models performed on B*POME1-6 component molecules suggested they have a greater propensity to partition into the water compartment compared to a common diesel surrogate, but with a lower tendency to bioaccumulate.
33 ADVANCED PROPULSION SYSTEMS↗
Synthesis of Butyl-Exchanged Polyoxymethylene Ethers as Renewable Diesel Blendstocks with Improved Fuel Properties
Methyl-terminated polyoxymethylene ethers (MM-POMEs), having the formula CH3O–(CH2O)n–CH3 (n = 3–5), are a high-cetane, low-sooting group of oxygenates that have recently attracted attention as potential diesel blendstocks. Despite these attractive fuel properties, MM-POMEs have shortcomings due to their low energy density and high water solubility. Guided by a computational fuel property assessment for POMEs with longer end-groups, the most promising improvements in the desired compression ignition fuel properties were observed for butyl-terminated POMEs. Here, an acid-catalyzed transacetalization reaction was developed to exchange the methyl end-groups of MM-POMEs (n = 3–6) with butyl end-groups. The reaction utilizes an ion-exchange resin as the acid catalyst at mild reaction conditions of 60 °C and atmospheric pressure. Approximately 100 mL of butyl-exchanged POMEs in the diesel boiling range were produced, enabling laboratory-scale fuel property testing. The butyl-terminated POME mixture possesses the advantaged fuel properties of the parent MM-POMEs (low-soot, high-cetane) while exhibiting improved energy density (lower heating value (LHV) of 30 MJ/kg) and substantially reduced water solubility (7.3 g/L) compared to the parent MM-POME mixture (LHV of 19 MJ/kg , water solubility of 258 g/L).
09 BIOMASS FUELS↗
Biorefinery Ethanol Upgrading: Opportunities and Challenges
The production of drop-in replacements for biofuels is a grand challenge. Lignocellulosic biomass is considered a promising feedstock for producing fuel ethanol because of its great availability. Restrepo-Flórez et al. systematically study the upgrading of ethanol toward advanced fuels with tailored properties and with consideration of process synthesis.
29 ENERGY PLANNING, POLICY, AND ECONOMY↗
Optimizing Process Conditions during Catalytic Fast Pyrolysis of Pine with Pt/TiO 2 —Improving the Viability of a Multiple-Fixed-Bed Configuration
Catalytic fast pyrolysis (CFP) has been identified as a promising pathway for the production of renewable fuels and co-products. However, continued technology development is needed to increase process efficiency and reduce process costs. This report builds upon previous research in which a bifunctional metal–acid Pt/TiO 2 catalyst was utilized in a fixed-bed reactor operated with co-fed H 2 to improve product yield and reduce coke generation compared to conventional CFP methods. Here, we report further process optimization, in which we achieved similar CFP oil carbon efficiency (>35%) and CFP oil oxygen content (<20 wt %) to our previous report while reducing catalyst and equipment costs by increasing time-on-stream between regenerations by 40–95% and decreasing required regeneration time by more than a factor of 2. These process improvements were achieved by conducting parameter sweeps to determine optimum conditions for CFP and regeneration with key variables including pyrolysis temperature, catalytic upgrading temperature, hydrogen partial pressure, and regeneration oxygen concentration. Coupled with comprehensive oil analyses, these data provide foundational insight into the deoxygenation and coking chemistries for CFP under realistic process conditions while also advancing the technology through applied engineering.
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
Ex situ upgrading of pyrolysis vapors over PtTiO 2 : extraction of apparent kinetics via hierarchical transport modeling
Chemical reaction kinetics enable predictive scaling studies and process sensitivity analyses that can substantially accelerate commercial deployment of new catalytic transformation technologies.
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
Dehydrogenative Coupling of Methanol for the Gas-Phase, One-Step Synthesis of Dimethoxymethane over Supported Copper Catalysts
Not Available
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
Identification of Promising Alternative Mono-Alcohol Fuel Blend Components for Spark Ignition Engines
Alcohols are attractive fuel blendstocks for spark ignition engines due to their high octane values and potentially positive influence on performance and emission. Although methanol, ethanol, and butanol have been widely studied, other biomass-derived alcohols may have similar or better properties. However, it is not feasible to experimentally investigate the fuel potential of every molecule. The goals of this study were to develop a methodology for rapid screening of a fuel property database for mono-alcohols and to identify alcohols with the potential of blending to produce advantaged motor gasolines. A database was developed with 13 fuel properties of all saturated C1–C10 mono-alcohols. A decision framework was used to evaluate alcohols suitable for blending in gasoline for spark ignition engines in two scenarios: low-range (up to 15 vol%) blends and high-range (greater than 40 vol%) blends. The low-range blend cases resulted in the identification of 48 alcohols. In the case of high-range blending, only six alcohols were found to be suitable. This is the first study to systematically evaluate all C1–C10 saturated alcohols for blending with gasoline using relevant fuel properties. A novel aspect of this study is the evaluation of the influence of errors in predicted property values. These scenario screenings focus attention on a smaller number of promising candidate molecules, and the approach could be modified for other classes of fuel molecules, engine types, and fuel blending goals.
42 ENGINEERING↗
Effects of blending C3-C4 alcohols on motor gasoline properties and performance of spark ignition engines: A review
Supplementing petroleum fuels with sustainable and renewable alternatives is a good option for increasing the sustainability of transportation fuels. Alcohols are particularly attractive blendstocks for spark ignition engines, mainly due to their desirable fuel properties including high octane, evaporative cooling, and reduced sooting propensity. Although the use of SI engines is widespread around the world, predominately for light duty vehicles, concerns about CO2 emissions and other sustainability issues necessitate increased engine efficiencies, reduced tailpipe pollutants, and lower lifecycle carbon emissions. The intelligent blending of C2-C4 alcohols into motor gasoline is a viable method for achieving these goals. There are a multitude of ways to produce renewable alcohols such as through fermentation from first-generation feedstocks (sugar and corn) and second-generation feedstocks (lignocellulosic biomass), or by gasification and mixed alcohol fuel synthesis routes from lignocellulosic biomass. Currently ethanol is extensively used in motor gasoline fuels worldwide and although many have proposed the use of C3 and C4 alcohols in motor gasoline as an improvement over ethanol, the higher cost of production and lack of clear definition as to their benefit over ethanol when blended into motor gasoline have led to slow acceptance into the market. In this review, special emphasis is placed on the effects of blending C3 and C4 alcohols into motor gasoline in terms of physicochemical properties, volatility behavior, and engine performance when compared to ethanol blends. Furthermore, the impact of blending C3 and C4 alcohols with gasoline on emission (particulate matter, nitrogen oxides, carbon monoxide, hydrocarbons, and unregulated oxygenates) and combustion (volumetric efficiency, thermal efficiency, fuel consumption, and cold performance) characteristics is discussed. Although there are some disagreements in the literature over the effect of alcohols predominately around the type of SI engine, i.e., port fuel injected versus direct fuel injected and engine operating mode, generally it is stated that alcohols can potentially reduce soot, unburned hydrocarbons and CO emissions while increasing thermal efficiency when proper engine configuration/calibration is used. Lastly, research that must be conducted to find the optimum combination of alcohol blends and engine configurations is highlighted and discussed.
09 BIOMASS FUELS↗
Effects of dual-alcohol gasoline blends on physiochemical properties and volatility behavior
Biofuels can contribute to reducing greenhouse gas emissions from the transportation sector. Ethanol is the main additive for gasoline in the United States, and gasoline containing 10 vol% ethanol is the most commonly used transportation fuel. However, the vapor pressure of these blends is significantly higher than gasoline, which contributes to evaporative emissions. One way to circumvent this and other issues is to use a dual-alcohol approach, mixing lower (methanol or ethanol) and higher alcohols with gasoline to obtain a blend with a vapor pressure close to that of the base gasoline. The goal of this study was to evaluate the fuel potential of dual alcohol blends experimentally and theoretically. Ten dual-alcohol blends were tested at blending ratios from 10 to 80 vol%, with methanol and ethanol used as the lower alcohols and iso-butanol and 3-methyl-3-pentanol as the higher alcohols. The corresponding single alcohol-gasoline blends were also evaluated. For each blend, Reid vapor pressure, vapor lock protection potential, distillation curve, lower heating value, kinematic viscosity, and water tolerance at three temperatures were measured. A model of droplet evaporation was also applied to provide insights into the azeotropic volatility behavior and mixing/sooting potential of the blends. The results of this study show that it is advantageous to use dual-alcohol blends containing up to 40 vol% because they have the characteristics necessary for good performance in existing spark-ignition engines, particularly in terms of volatility, kinematic viscosity, and water tolerance. This study is the first to characterize matched vapor pressure, dual-alcohol blends over a wide blending range as drop-in fuels for conventional spark ignition engines. Furthermore, this was the first investigation of the fuel potential of iso-butanol in dual-alcohol blends and of 3-methyl-3-pentanol in single- and dual-alcohol blends.
09 BIOMASS FUELS↗
Experimental and theoretical insight into the soot tendencies of the methylcyclohexene isomers
The formation of soot precursors during combustion of three positional isomers of methylcyclohexene was investigated in flow reactor experiments and through density functional theory simulations. As evidenced by a recently published structure-property model, the sooting tendencies of these compounds differ from those of structurally similar molecules - suggesting new or unusual reaction chemistry. It was demonstrated that 1-methyl-1-cyclohexene and 4-methyl-1-cyclohexene preferentially react via a retro-Diels-Alder pathway leading to ring opening and molecular weight reduction. 3-methyl-1-cyclohexene, which exhibits much higher yield sooting index, preferentially reacts via dehydrogenation to cyclohexadienes and toluene - consistent with higher soot formation. It was demonstrated that the relative stability of the first radical intermediate plays a considerable role in determining the branching ratio between formation of soot precursors and ring opened retro-Diels-Alder reaction products. This study underscores the importance that small structural features can have in determining the ultimate fate of carbon during combustion processes.
09 BIOMASS FUELS↗
Advancing catalytic fast pyrolysis through integrated multiscale modeling and experimentation: Challenges, progress, and perspectives
Catalytic fast pyrolysis (CFP) is a conversion process that integrates rapid thermochemical depolymerization of solid feedstocks with catalytic transformation to yield small molecules for fuel and chemical products. This process is well-suited for the conversion of nonfossil feedstocks such as biomass and waste plastics, and thereby holds great potential for the production of renewable commodities. In spite of many technological developments in various aspects of CFP achieved over decades of research, this technology has yet to attain commercial success for the production of fuels and chemicals from renewable feedstocks. Effective CFP processes require careful coordination of chemical and physical phenomena that span very large length and time scales. A broad spectrum of scientific progress in both pyrolysis and catalytic upgrading has provided the foundation for successful deployment of CFP, although additional progress in process-scale integration is yet required for commercial realization. Modeling and simulation tools provide an important framework wherein the CFP technologies by be better understood and evaluated from a holistic perspective. Here we provide a detailed description of the multiscale phenomena underlying CFP, describe challenges and associated technical progress, and suggest strategies for an integrated approach to advance this technology toward commercialization.
09 BIOMASS FUELS↗
A Quantitative Model for the Prediction of Sooting Tendency from Molecular Structure
Particulate matter emissions negatively affect public health and global climate, yet newer fuel-efficient gasoline direct injection engines tend to produce more soot than their port-fuel injection counterparts. Fortunately, the search for sustainable biomass-based fuel blendstocks provides an opportunity to develop fuels that suppress soot formation in more efficient engine designs. However, as emissions tests are experimentally cumbersome and the search space for potential bioblendstocks is vast, new techniques are needed to estimate the sooting tendency of a diverse range of compounds. In this study, we develop a quantitative structure-activity relationship (QSAR) model of sooting tendency based on the experimental yield sooting index (YSI), which ranks molecules on a scale from n-hexane, 0, to benzene, 100. The model includes a rigorously defined applicability domain, and the predictive performance is checked using both internal and external validation. Model predictions for compounds in the external test set had a median absolute error of ~3 YSI units. An investigation of compounds that are poorly predicted by the model lends new insight into the complex mechanisms governing soot formation. Predictive models of soot formation can therefore be expected to play an increasingly important role in the screening and development of next-generation biofuels.
09 BIOMASS FUELS↗
Understanding Trends in Autoignition of Biofuels: Homologous Series of Oxygenated C5 Molecules
Oxygenated biofuels provide a renewable, domestic source of energy that can enable adoption of advanced, high-efficiency internal combustion engines, such as those based on homogeneously charged compression ignition (HCCI). Of key importance to such engines is the cetane number (CN) of the fuel, which is determined by the autoignition of the fuel under compression at relatively low temperatures (550-800 K). For the plethora of oxygenated biofuels possible, it is desirable to know the ignition delay times and the CN of these fuels to help guide conversion strategies so as to focus efforts on the most desirable fuels. For alkanes, the chemical pathways leading to radical chain-branching reactions giving rise to low-temperature autoignition are well-known and are highly coincident with the buildup of reactive radicals such as OH. Key in the mechanisms leading to chain branching are the addition of molecular oxygen to alkyl radicals and the rearrangement and dissociation of the resulting peroxy radials. Prediction of the temperature and pressure dependence of reactions that lead to the buildup of reactive radicals requires a detailed understanding of the potential energy surfaces (PESs) of these reactions. In this study, we used quantum mechanical modeling to systematically compare the effects of oxygen functionalities on these PESs and associated kinetics so as to understand how they affect experimental trends in autoignition and CN. The molecules studied here include pentane, pentanol, pentanal, 2-heptanone, methylpentyl ether, methyl hexanoate, and pentyl acetate. All have a saturated five-carbon alkyl chain with an oxygen functional group attached to the terminal carbon atom. The results of our systematic comparison may be summarized as follows: (1) Oxygen functionalities activate C-H bonds by lowering the bond dissociation energy (BDE) relative to alkanes. (2) The R-OO bonds in peroxy radicals adjacent to carbonyl groups are weaker than corresponding alkyl systems, leading to dissociation of ROO radicals and reducing reactivity and hence CN. (3) Hydrogen atom transfer in peroxy radicals is important in autoignition, and low barriers for ethers and aldehydes lead to high CN. (4) Peroxy radicals formed from alcohols have low barriers to form aldehydes, which reduce the reactivity of the alkyl radical. In conclusion, these findings for the formation and reaction of alkyl radicals with molecular oxygen explain the trend in CN for these common biofuel functional groups.
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