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Han, Jeongwoo

Publications and source records attributed to Han, Jeongwoo.

At least 19 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Solid‐State Reaction Heterogeneity During Calcination of Lithium‐Ion Battery Cathode

Abstract During solid‐state calcination, with increasing temperature, materials undergo complex phase transitions with heterogeneous solid‐state reactions and mass transport. Precise control of the calcination chemistry is therefore crucial for synthesizing state‐of‐the‐art Ni‐rich layered oxides (LiNi 1‐x‐y Co x Mn y O 2 , NRNCM) as cathode materials for lithium‐ion batteries. Although the battery performance depends on the chemical heterogeneity during NRNCM calcination, it has not yet been elucidated. Herein, through synchrotron‐based X‐ray, mass spectrometry microscopy, and structural analyses, it is revealed that the temperature‐dependent reaction kinetics, the diffusivity of solid‐state lithium sources, and the ambient oxygen control the local chemical compositions of the reaction intermediates within a calcined particle. Additionally, it is found that the variations in the reducing power of the transition metals (i.e., Ni, Co, and Mn) determine the local structures at the nanoscale. The investigation of the reaction mechanism via imaging analysis provides valuable information for tuning the calcination chemistry and developing high‐energy/power density lithium‐ion batteries.

Chemistry↗
DOE OSTI2018

Life-cycle greenhouse gas emissions of corn kernel fiber ethanol

Corn kernel fiber ethanol that can be produced concurrently with corn starch ethanol has recently been approved as cellulosic biofuel in the USA, suggesting that fiber ethanol could be eligible for a higher credit price than conventional starch ethanol due to its anticipated lower greenhouse gas (GHG) emissions. A life-cycle analysis was conducted to quantify ethanol's GHG emissions. Here we show that fiber ethanol's life-cycle GHG emissions (36-39 g CO(2)e MJ(-1)) are close to meeting the US cellulosic biofuel's legislative mandate of 60% GHG emissions reduction relative to gasoline (similar to 94 g CO(2)e MJ(-1)), with slightly lower emissions under the nth plant mature fiber technology than under the state of technology (SOT). The co-product, distiller's grain with solubles (DGS), can notably affect fiber ethanol's GHG emissions, and this impact may need to be further examined when evidence of DGS market impacts becomes available. (c) 2018 Society of Chemical Industry and John Wiley & Sons, Ltd

biofuel↗
DOE OSTI2018

2017 Algae Harmonization Study: Evaluating the Potential for Future Algal Biofuel Costs, Sustainability, and Resource Assessment from Harmonized Modeling

To present a more unified picture of the long-term future potential for algal biofuels and the goals that must be met to reach that potential, four algae modeling groups collaborated to harmonize respective models for resource assessment (Pacific Northwest National Laboratory), techno-economic analysis (National Renewable Energy Laboratory and Pacific Northwest National Laboratory), and life-cycle analysis (Argonne National Laboratory) of algal biomass production and conversion processes. In contrast to prior harmonization studies that this group has previously conducted, which focused on establishing benchmarks attributed to current performance at the time, the primary intent of the present harmonization study was to project these models to forward-looking targets that must be achieved to reduce fuel costs and greenhouse gas emission profiles to Bioenergy Technologies Office target levels, subject to specific location constraints imposed by resource assessment modeling and thus national-scale fuel output potential (i.e., billion gallons gasoline equivalent per year, or BGGE/yr). In all, while based on a number of aspirational goals not yet demonstrated but plausible to achieve over coming years, the harmonized outputs indicate promising potential for algal biofuels to make a significant contribution to the U.S. fuels market, based on substantial quantities of biomass (104-235 MM tons/yr) projected to be available at costs below 700/ton (generally below 500/ton for freshwater cultivation). While these costs are still significantly higher than terrestrial biomass cost targets, the propensity for capturing high fuel yields and/or high-value tailored coproducts from algal biomass is shown here to provide plausible paths to achieve future targets for cost and sustainability metrics at meaningful volumes.

09 BIOMASS FUELS↗
DOE OSTI2018

Life-cycle analysis of integrated biorefineries with co-production of biofuels and bio-based chemicals: co-product handling methods and implications: Co-product handling methods and implications of life-cycle analysis of biofuel and bio-chemical co-producing biorefineries

New integrated biorefinery (IBR) concepts are being investigated to co-produce hydrocarbon fuels and high-value bio-based chemicals to improve the economic viability of IBRs, to enhance biomass resource utilization efficiencies, and to maximize potential greenhouse gas (GHG) emission reductions. Unlike fuel-only biorefineries, IBRs may co-produce a significant amount of bio-based chemicals, whose emission implications for specific biorefinery products and the biorefinery as a whole need to be evaluated. We discuss this in principle and apply three sets of co-product handling methods to conduct life-cycle analysis (LCA) of modeled IBRs with co-production of two bioproduct examples - succinic acid and adipic acid - alongside a renewable diesel blendstock fuel product. The LCA results for the specific co-product handling methods that were examined shed light on potential artifacts of product-specific LCA with selected co-product methods. We discuss the advantages and limitations of each method and conclude that (i) a system-level or 'black-box' LCA allocation method is too simplistic to reflect appropriately the GHG burdens of distinctly different processing trains for fuels and chemicals in the IBR context, and (ii) the displacement method is the only co-product handling method that accounts fully for the emission effects of both the fuel product and the non-fuel bio-based co-products in the IBRs within the context of the existing fuel-focused GHG regulatory framework. Alternatively, biorefinery system-level LCA combines benefits of individual products to offer a complete picture. This system-level LCA approach offers a holistic LCA without somewhat arbitrary decisions either on an allocation basis or by the selection of an evaluation metric based on specific products.

09 BIOMASS FUELS↗
DOE OSTI2018

Land management change greatly impacts biofuels’ greenhouse gas emissions

Harvesting corn stover for biofuel production may decrease soil organic carbon (SOC) and increase greenhouse gas (GHG) emissions. Adding additional organic matter into soil or reducing tillage intensity, however, could potentially offset this SOC loss. Here, by using SOC and life cycle analysis (LCA) models, we evaluated the impacts of land management change (LMC), i.e., stover removal, organic matter addition, and tillage on spatially explicit SOC level and biofuels’ overall life-cycle GHG emissions in U.S. corn-soybean production systems. Results indicate that under conventional tillage (CT), 30% stover removal (dry weight) may reduce SOC by 0.04 t C ha-1yr-1 over a 30-year simulation period. Growing a cover crop during the fallow season or applying manure, on the other hand, could add to SOC and further reduce biofuels’ life-cycle GHG emissions. With 30% stover removal in a CT system, cover crop and manure application can increase SOC at the national level by about 0.06 and 0.02 t C ha-1yr-1, respectively, compared to cases without such measures. With contributions from this SOC increase, the life-cycle GHG emissions for stover ethanol are more than 80% lower than those of gasoline, exceeding the U.S. Renewable Fuel Standard mandate of 60% emissions reduction for cellulosic biofuels. Reducing tillage intensity while removing stover could also limit SOC loss or lead to SOC gain, which would lower stover ethanol life-cycle GHG emissions to near or under the mandated 60% reduction. Without these organic matter inputs or reduced tillage intensity, however, the emissions will not meet this mandate. More efforts are still required to further identify key practical LMCs, improve SOC modeling, and accounting for LMCs in biofuel LCAs that incorporate stover removal.

Qin, Zhangcai↗
DOE OSTI2018

Current and Future United States Light-Duty Vehicle Pathways: Cradle-to-Grave Lifecycle Greenhouse Gas Emissions and Economic Assessment

This article presents a cradle-to-grave (C2G) assessment of greenhouse gas (GHG) emissions and costs for current (2015) and future (2025–2030) light-duty vehicles. The analysis addressed both fuel cycle and vehicle manufacturing cycle for the following vehicle types: gasoline and diesel internal combustion engine vehicles (ICEVs), flex fuel vehicles, compressed natural gas (CNG) vehicles, hybrid electric vehicles (HEVs), hydrogen fuel cell electric vehicles (FCEVs), battery electric vehicles (BEVs), and plug-in hybrid electric vehicles (PHEVs). Gasoline ICEVs using current technology have C2G emissions of ~450 gCO2e/mi (grams of carbon dioxide equivalents per mile), while C2G emissions from HEVs, PHEVs, H2 FCEVs, and BEVs range from 300–350 gCO2e/mi. Future vehicle efficiency gains are expected to reduce emissions to ~350 gCO2/mi for ICEVs and ~250 gCO2e/mi for HEVs, PHEVs, FCEVs and BEVs. Utilizing low-carbon fuel pathways yields GHG reductions more than double those achieved by vehicle efficiency gains alone. Levelized costs of driving (LCDs) are in the range $0.25–$1.00/mi depending on timeframe and vehicle-fuel technology. In all cases, vehicle cost represents the major (60–90%) contribution to LCDs. Currently, HEV and PHEV petroleum-fueled vehicles provide the most attractive cost in terms of avoided carbon emissions, although they offer lower potential GHG reductions The ranges of LCD and cost of avoided carbon are narrower for the future technology pathways, reflecting the expected economic competitiveness of these alternative vehicles and fuels.

Cradle-to-grave↗
DOE OSTI2017

Summary of Expansions, Updates, and Results in GREET 2017 Suite of Models

This report provides a technical summary of the expansions and updates to the 2017 release of Argonne National Laboratory’s Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET®) model, including references and links to key technical documents related to these expansions and updates. The GREET 2017 release includes an updated version of the GREET1 (the fuel-cycle GREET model) and GREET2 (the vehicle-cycle GREET model), both in the Microsoft Excel platform and in the GREET.net modeling platform. Figure 1 shows the structure of the GREET Excel modeling platform. The .net platform integrates all GREET modules together seamlessly.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2017

A Life Cycle Analysis of Refinery Fuel Products Air Emissions Using Refinery Emissions Inventory Data

With the transportation sector being a major source of air pollutant emissions, this study seeks to evaluate criteria pollutant emissions associated with the use of petroleum fuels in vehicles using the GREET® (Greenhouse gases, Regulated Emissions, and Energy use in Transportation) well-to-wheel model. The life cycle of petroleum fuels includes the major stages of crude recovery, crude transportation, crude refining, fuel distribution and fuel combustion (vehicle operation). This study focuses on quantifying refinery emissions, in terms of both refinery throughput and various refinery fuel products, by matching a refinery emissions inventory dataset with refinery operation information, at various levels (national, regional, facility, and process unit). The refinery emissions in terms refinery throughput (per refinery crude input, in g/mmbtu crude) are developed at a regional level for various Petroleum Administration for Defense Districts (PADD), and also aggregated at the national level. To allocate refinery emissions to refinery products, a methodology is developed using a refinery operation optimization Linear Programming (LP) model for individual refineries. The results from individual refinery facilities are then aggregated to obtain statistical national average (capacity weighted) emissions for each product. Because refineries vary by complexity of operation, configuration, crude quality, and product slate, the derived emissions demonstrate large variation for each product and per unit of crude input. Relative to previous estimates used in the GREET model, the present research shows reductions in refinery (and life cycle) emissions for most criteria pollutants. The reduction is especially significant for sulfur dioxide (SOx) emissions.

Allocation↗
DOE OSTI2017

Life-Cycle Analysis of Greenhouse Gas Emissions and Water Consumption – Effects of Coal and Biomass Conversion to Liquid Fuels as Analyzed with the GREET Model

The vast reserves of coal in the U.S. provide a significant incentive for the development of processes for coal conversion to liquid fuels (CTL). Also, CTL using domestic coal can help move the U.S. toward greater energy independence and security. However, current conversion technologies are less economically competitive and generate greater greenhouse gas (GHG) emissions than production of petroleum fuels. Altex Technologies Corporation (Altex, hereinafter) and Pennsylvania State University have developed a hybrid technology to produce jet fuel from a feedstock blend of coal and biomass. Collaborating with Altex, Argonne National Laboratory has expanded and used the Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET®) model to assess the life-cycle GHG emissions and water consumption of this hybrid technology. Biomass feedstocks include corn stover, switchgrass, and wheat straw. The option of biomass densification (bales to pellets) is also evaluated in this study. The results show that the densification process generates additional GHG emissions as a result of additional biomass process energy demand. This process coproduces a large amount of char, and this study investigates two scenarios to treat char: landfill disposal (Char-LF) and combustion for combined heat and power (CHP). Since the CHP scenarios export excess heat and electricity as coproducts, two coproduct handling methods are used for well-to-wake (WTWa) analysis: displacement (Char-CHP-Disp) and energy allocation (Char-CHP-EnAllo). When the feedstock contains 15 wt% densified wheat straw and 85 wt% lignite coal, WTWa GHG emissions of the coal-and-biomass-to-liquid pathways are 116, 97, and 137 gCO2e per megajoule (MJ) under the Char-LF, Char-CHP-Disp, and Char-CHP-EnAllo scenarios, respectively, as compared to conventional jet fuel production at 84 gCO2e/MJ. WTWa water consumption values are 0.072, -0.046, and 0.044 gal/MJ for Char-LF, Char-CHP-Disp, and Char-CHP-EnAllo, respectively, as compared to conventional jet fuel production at 0.028 gal/MJ. To reach the break-even point of 84 gCO2e/MJ, under the assumptions of constant product yields and energy demands regardless of the share of biomass and coal feedstocks, 31 wt%, 23 wt%, and 53 wt% of the feedstock blend need to be biomass under the Char-LF, Char-CHP-Disp, and Char-CHP-EnAllo scenarios, respectively.

09 BIOMASS FUELS↗
DOE OSTI2017

Regional water consumption for hydro and thermal electricity generation in the United States

Water is an essential resource for most electric power generation technologies. Thermal power plants typically require a large amount of cooling water whose evaporation is regarded to be consumed. Hydropower plants result in evaporative water loss from the large surface areas of the storing reservoirs. This paper estimated the regional water consumption factors (WCFs) for thermal and hydro electricity generation in the United States, because the WCFs of these power plants vary by region and water supply and demand balance are of concern in many regions. For hydropower, total WCFs were calculated using a reservoir’s surface area, state-level water evaporation, and background evapotranspiration. Then, for a multipurpose reservoir, a fraction of its WCF was allocated to hydropower generation based on the share of the economic valuation of hydroelectricity among benefits from all purposes of the reservoir. For thermal power plants, the variations in WCFs by type of cooling technology, prime mover technology, and by region were addressed. The results show that WCFs for electricity generation vary significantly by region. Finally, the generation-weighted average WCFs of thermoelectricity and hydropower are 1.25 (range of 0.18–2.0) and 16.8 (range of 0.67–1194) L/kWh, respectively, and the generation-weighted average WCF by the U.S. generation mix in 2015 is estimated at 2.18 L/kWh.

13 HYDRO ENERGY↗
DOE OSTI2017

Life-cycle analysis of fuels from post-use non-recycled plastics

Plastic-to-fuel (PTF) technology uses pyrolysis to convert plastic waste—especially non-recycled plastics (NRP)—into ultra-low sulfur diesel (ULSD) fuel. To assess the potential energy and environmental benefits associated with PTF technology, we calculated the energy, water consumption, and greenhouse gas emissions of NRP-derived ULSD and compared the results to those metrics for conventional ULSD fuel. For these analyses, we used the Greenhouse gases, Regulated Emissions and Energy use in Transportation (GREET®) model. Five companies provided pyrolysis process product yields and material and energy consumption data. Co-products of the process included char and fuel gas. Char can be landfilled, which, per the company responses, is the most common practice for this co-product, or it may be sold as an energy product. Fuel gas can be combusted to internally generate process heat and electricity. Sensitivity analyses investigated the influence of co-product handling methodology, product yield, electric grid composition, and assumed efficiency of char combustion technology on life-cycle greenhouse gas emissions. The sensitivity analysis indicates that the GHG emissions would likely be reduced up to 14% when it is compared to conventional ULSD, depending on the co-product treatment method used. NRP-derived ULSD fuel could therefore be considered at a minimum carbon neutral with the potential to offer a modest GHG reduction. Moreover, this waste-derived fuel had 58% lower water consumption and up to 96% lower fossil fuel consumption than conventional ULSD fuel in the base case. In addition to the comparison of PTF fuels with conventional transportation fuels, we also compare the results with alternative scenarios for managing NRP including power generation and landfilling in the United States.

12 MANAGEMENT OF RADIOACTIVE AND NON-RADIOACTIVE W↗
DOE OSTI2017

Potential Avenues for Significant Biofuels Penetration in the U.S. Aviation Market

Industry associations have set goals to reduce greenhouse gas (GHG) emissions and increase fuel efficiency. One focal area for reducing GHG emissions is in the use of aviation biofuel. This study examines assumptions under which the United States could see large production in aviation biofuel. Our results suggest that a high penetration (6 billion gallons) of aviation biofuels by 2030 could be possible, but factors around policy design (in the absence of high oil prices) contribute to the timing and magnitude of aviation biofuels production: 1) Incentives targeted towards jet fuel production such as financial incentives (e.g., producer tax credit, carbon tax) can be sufficient; 2) Investment in pre-commercial cellulosic technologies is needed to reduce the cost of production through learning-by-doing; 3) Reduction of investment risk through loan guarantees may allow production to ramp up more quickly through accelerating industry learning. In cases with high levels of incentives and investment in aviation biofuels, there could be a 25 percent reduction in overall GHG emissions from the aviation sector.

09 BIOMASS FUELS↗
DOE OSTI2016

Well-to-Wheels Analysis of Compressed Natural Gas and Ethanol from Municipal Solid Waste

The amount of municipal solid waste (MSW) generated in the United States was estimated at 254 million wet tons in 2013, and around half of that generated waste was landfilled. There is a huge potential in recovering energy from that waste, since around 60% of landfilled material is biomass-derived waste that has high energy content. In addition, diverting waste for fuel production avoids huge fugitive emissions from landfills, especially uncontrolled CH 4 emissions, which are the third largest anthropogenic CH 4 source in the United States. Lifecycle analysis (LCA) is typically used to evaluate the environmental impact of alternative fuel production pathways. LCA of transportation fuels is called well-to-wheels (WTW) and covers all stages of the fuel production pathways, from feedstock recovery (well) to vehicle operation (wheels). In this study, the Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET ® ) model developed by Argonne National Laboratory is used to evaluate WTW greenhouse gas (GHG) emissions and fossil fuel consumption of waste-derived fuels. Two waste-to-energy (WTE) pathways have been evaluated – one for compressed natural gas (CNG) production using food waste via anaerobic digestion, and the other for ethanol production from yard trimmings via fermentation processes. Because the fuel production pathways displace current waste management practices (i.e., landfilling waste), we use a marginal approach that considers only the differences in emissions between the counterfactual case and the alternative fuel production case.

03 NATURAL GAS↗
DOE OSTI2016

Cradle-to-Grave Lifecycle Analysis of U.S. Light-Duty Vehicle-Fuel Pathways: A Greenhouse Gas Emissions and Economic Assessment of Current (2015) and Future (2025–2030) Technologies

This study provides a comprehensive life-cycle analysis (LCA), or cradle-to-grave (C2G) analysis, of the cost and greenhouse gas (GHG) emissions of a variety of vehicle-fuel pathways, as well as the levelized cost of driving (LCD) and cost of avoided GHG emissions. This study also estimates the technology readiness levels (TRLs) of key fuel and vehicle technologies along the pathways. The C2G analysis spans a full portfolio of midsize light-duty vehicles (LDVs), including conventional internal combustion engine vehicles (ICEVs), flexible fuel vehicles (FFVs), hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs), and fuel cell electric vehicles (FCEVs). In evaluating the vehicle-fuel combinations, this study considers both low-volume and high-volume “CURRENT TECHNOLOGY” cases (nominally 2015) and a high-volume “FUTURE TECHNOLOGY” lower-carbon case (nominally 2025–2030). For the CURRENT TECHNOLOGY case, low-volume vehicle and fuel production pathways are examined to determine costs in the near term.

02 PETROLEUM↗