Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “diesel generators”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

269 records · Page 15

Next-Generation Energy Technologies for Connected and Automated On-Road Vehicles (NEXTCAR) - Predictive Data-Driven Vehicle Dynamics and Powertrain Control: from ECU to the Cloud (Final Scientific/Technical Report)

This project developed and demonstrated a predictive, data-driven vehicle control system designed to improve energy efficiency and driving performance. The team created intelligent self-driving car technology that optimizes fuel and electricity use by proactively planning vehicle actions. By combining Level 4 autonomous driving capabilities with vehicle-to-everything (V2X) connectivity, the system enables vehicles to adjust speed and change lanes in response to traffic signals, surrounding vehicles, and road conditions, reducing unnecessary stops and delays. In testing, the system improved vehicle fuel economy by more than 30% and reduced travel time by approximately 10%, compared to a conventional adaptive cruise control baseline. These results demonstrate the technical effectiveness of using predictive, V2X-enabled strategies, such as traffic light timing and surrounding traffic awareness, to inform real-time vehicle powertrain control and driving behavior. Additionally, a supporting cloud platform was developed to provide dispatch and route recommendations as well as to log vehicle data, demonstrating the economic feasibility of this approach at the fleet level. By optimizing dispatching and routing operations, this technology enables electric fleet operators to use their vehicles more efficiently and reduce reliance on diesel backups, lowering both operating costs and energy consumption. Overall, this project’s technology advances the future of clean, energy-efficient transportation, enabling vehicles and fleets to reduce energy waste, cut costs, and lower emissions through intelligent automation and connectivity.

33 ADVANCED PROPULSION SYSTEMS↗

Status Report 2: Advanced Nuclear Reactors Utilized for Synthetic Fuel Creation

Synthetic fuels (synfuels) are hydrocarbon fuels that source energy from electricity. Synfuels have the potential to significantly reduce greenhouse gas emissions throughout the transportation sector. To achieve this substantial reduction in greenhouse gas emissions, the electricity must be sourced from zero- or near-zero-carbon fuel sources such as solar, wind, hydroelectricity, and nuclear power. Synfuels are produced from a combination of carbon and hydrogen sources. Hydrogen can be sourced from water electrolysis with near-zero-carbon electricity and heat (e.g., nuclear), while carbon dioxide can be sourced from ethanol and ammonia plants. In the hydrocarbon fuel synthesis process, hydrogen and carbon dioxide can be reacted to produce carbon monoxide and water, via the so-called reverse watergas shift reaction. Carbon monoxide can then react with additional hydrogen to form hydrocarbons, with carbon chains ranging from C1–C30 in the reaction known as the Fischer-Tropsch (F-T) synthesis reaction. The synthesized hydrocarbon molecules can then be hydro-processed with additional hydrogen and distilled into different carbon chain lengths so as to be compatible with existing conventional gasoline, jet, and diesel fuels. Carbon-free synfuel production comes with a “green premium” over the manufacture of identical products via conventional fossil fuels. Reports from Argonne National Laboratory (ANL) reveal that hydrogen costs dominate the cost of carbon-free synfuel production. This suggests that for the cost of green synfuel to approach that of conventional petroleum fuel, the cost of hydrogen must be approximately $\$1$/kg. Of the primary low-carbon energy sources, only nuclear carries the potential to produce hydrogen at below $\$2$/kg. (Still a bit above the lofty $\$1$/kg goal, but perhaps manageable). To further identify the potential for creating low-cost synfuels capable of competing with legacy technologies, the Department of Energy Office of Nuclear Energy has funded a multi-program, multi-lab effort among ANL, Idaho National Laboratory (INL), the Integrated Energy Systems (IES) program, and the Light Water Reactor Sustainability (LWRS) program. This collaboration effort will determine the possibility of using current and next generation nuclear reactors to create low-cost carbon-free synfuels for sale in the U.S. energy and commodities market.

10 SYNTHETIC FUELS↗

MACHINE LEARNING-ENABLED PREDICTION OF TRANSIENT INJECTION MAP IN AUTOMOTIVE INJECTORS WITH UNCERTAINTY QUANTIFICATION

Accurate prediction of injection profiles is a critical aspect of linking injector operation with engine performance and emissions. However, highly resolved injector simulations can take one to two weeks of wall-clock time, which is incompatible with engine design cycles with desired turnaround times of less than a day. Hence, it is important to reduce the time-to-solution of the internal flow simulations by several orders of magnitude to make it compatible with engine simulations. This work demonstrates a data-driven approach for tackling the computational overhead of injector simulations, whereby the transient injection profiles are emulated for a side-oriented, single-hole diesel injector using a Bayesian machine-learning framework. First, an interpretable Bayesian learning strategy was employed to understand the effect of design parameters on the total void fraction field. Then, autoencoders are utilized for efficient dimensionality reduction of the flowfields. Gaussian process models are finally used to predict the spatiotemporal void fraction field at the injector exit for unknown operating conditions. The Gaussian process models produce principled uncertainty estimates associated with the emulated flowfields, which provide the engine designer with valuable information of where the data-driven predictions can be trusted in the design space. The Bayesian flowfield predictions are compared with the corresponding predictions from a deep neural network, which has been transfer-learned from static needle simulations from a previous work by the authors. The emulation framework can predict the void fraction field at the exit of the orifice within a few seconds, thus achieving a speed-up factor of up to 38 x 10(6) over the traditional simulation-based approach of generating transient injection maps.

machine learning↗

Green pretreatment strategies for enhanced microbial lipid fermentation and synergistic high-quality lignin recovery for next-generation integrated biorefineries

Miscanthus × giganteus (Mxg) is a warm-season perennial grass being commercialized as a biomass feedstock for temperate farms. Three process strategies were compared for converting Mxg into single-cell oil and extracted lignin intermediates, as hydrothermal (HT) processing and two natural deep eutectic solvents (NADES), ChCl:LA (choline chloride:lactic acid) and ChCl:Gly (choline chloride:glycerol). Pretreatments were performed at 10% and 50% solids loading at 140 °C, 2 h; HT: 190 °C, 10 min. Enzymatic hydrolysates, generated at 10% solids using washed and unwashed biomass, were evaluated for microbial lipid production. Maximum glucose conversions from washed biomass reached 83.5% (ChCl:LA), 52.7% (ChCl:Gly), and 74.0% (HT). Remarkably, NADES-derived hydrolysates effectively replaced refined sugars for the cultivation of the oleaginous yeast Rhodotorula toruloides, achieving ∼51% higher biomass (OD 90.7) and lipid titers of 19.36 g/L within 45 h using a two-stage fermentation strategy. Lipid contents ranged from 34.5–44.5% dry weight, demonstrating reduced reliance on purified sugars. Beyond carbohydrate valorization, ChCl:LA pretreatment enabled high-purity lignin recovery (>89%) in a lignin-first strategy. Structural analyses (2D-HSQC and ³¹P NMR) showed syringyl (78.15%), guaiacyl (15.15%), and p-hydroxyphenyl (6.41%) units, with higher phenolic hydroxyl content (0.91 mmol/g) and a lower S/G ratio (0.19) than HT lignin (0.87 mmol/g, S/G 0.22). These attributes favor downstream lignin depolymerization into low-molecular-weight aromatics. Overall, NADES pretreatment simultaneously enhances microbial lipid yields and recovers high-quality lignin, advancing the economic feasibility of renewable diesel and sustainable aviation fuel (SAF) production from bioenergy crops within an integrated biorefinery framework.

2D HSQC↗

A comparison of computational models for predicting yield sooting index

Sooting propensity, a measurement of how much particulate matter is produced when a fuel is burned, is a property of significant interest among researchers who are striving to discover the next generation of cleaner, more efficient fuels and fuel additives. Many compounds are not viable as fuels and/or fuel additives, and as a result, designing cleaner-burning biofuels using only experimental techniques is inefficient. Predictive models have been instrumental in reducing this inherent difficulty, providing researchers with a tool to preemptively screen compounds before production and testing. The present work compares the accuracies and interpretabilities of existing models used to predict a particular measure of sooting propensity, Yield Sooting Index (YSI). These models include artificial neural networks, graph neural networks, and multivariate equations. A novel equation for predicting YSI based on atom path count and bond order is proposed, which can highlight key structural components that contribute to YSI. It was found that artificial neural networks slightly outperform graph neural networks and greatly outperform multivariate equations in blind (test set) prediction accuracy; however, graph neural networks and multivariate equations provide significantly more interpretability as to how compound structure relates to YSI. Predictions of YSI are compared to experimental measurements for previously un-tested compounds with cetane numbers comparable to diesel fuel (50-60) (butyl decanoate, ethyl decanoate, 1,4-bis(ethenoxymethyl)cyclohexane, and 5-heptyloxolan-2-one), and it was found that these compounds produce significantly less soot compared to diesel fuel.

09 BIOMASS FUELS↗

Unraveling the Intermediate Reaction Complexes and Critical Role of Support-Derived Oxygen Atoms in CO Oxidation on Single-Atom Pt/CeO 2

CeO 2 -supported Pt single-atom catalysts have been extensively studied due to their relevance in automobile emission control and for the fundamental understanding of CeO 2 -based catalysts. Though CeO 2 -supported Pt nanoparticles are often more active than their single-atom counterparts, the former could easily redisperse to Pt single atom under oxidizing diesel conditions. Therefore, to maximize the reactivity of every Pt atom, it is important to fully understand the reaction mechanism of CeO 2 -supported Pt single atoms. Here, we report a CO oxidation study on a Pt/CeO 2 single-atom catalyst, where we can account for all of the neighbors using in situ and operando spectroscopy techniques and microcalorimetric measurements. Coupled with density functional theory calculations, we present a comprehensive picture of the dynamics of the surface species, the role of surface intermediates, and explain the observed reaction kinetics. We started with a catalyst containing exclusively single atoms and used in situ/operando spectroscopy to provide evidence for their stability during the reaction and to identify the Pt 1 complexes before and during the reaction and their binding to CO. The results reveal that in the precatalyst, Pt is present as Pt(O) 4 on the CeO 2 (111) step edge sites, but during CO oxidation, we find that two Pt 1 complexes coexist, representing two states of the same active site in the reaction cycle. The dominant state/complex remains Pt(O) 4 , which adsorbs CO very weakly as shown by CO microcalorimetry. The second, minority state/complex, Pt(CO)(O) 3 is generated through the reaction of Pt(O) 4 with CO, and CO is bound strongly to Pt 1 . Labile oxygen adatoms from the CeO 2 surface play a major role in the regeneration of Pt(O) 4 either directly from Pt(O) 3 or by reaction with the strongly adsorbed CO in Pt(CO)(O) 3 . We show that the formation of an oxygen vacancy and generation of a labile O* are not barrierless, which explains the long lifetime of Pt(CO)(O) 3 and its detectability despite being a minority complex. The results help to develop a comprehensive view of the dynamic evolution of Pt 1 complexes along the reaction cycle and provide mechanistic insights to guide the design of Pt-based single-atom catalysts.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

A Study of Propane Combustion in a Spark-Ignited Cooperative Fuel Research (CFR) Engine

Liquefied petroleum gas (LPG), whose primary composition is propane, is a promising candidate for heavy-duty vehicle applications as a diesel fuel alternative due to its CO 2 reduction potential and high knock resistance. To realize diesel-like efficiencies, spark-ignited LPG engines are proposed to operate near knock-limit over a wide range of operating conditions, which necessitates an investigation of fuel-engine interactions that leads to end-gas autoignition with propane combustion. This work presents both experimental and numerical studies of stoichiometric propane combustion in a sparkignited (SI) cooperative fuel research (CFR) engine. Engine experiments are initially conducted at different compression ratio (CR) values, and the effects of CR on engine combustion are characterized. A three-pressure analysis (TPA) model based on the two-zone combustion concept is developed in GT-Power and validated using test results to estimate in-cylinder wall temperatures, residual gas fraction, etc. This model is further utilized to examine end-gas chemistry by enabling the SI turbulent flame combustion and unburned gas chemical kinetics modules. Finally, a three-dimensional (3D) computational fluid dynamic (CFD) model of the CFR engine is developed in CONVERGE, where the G-equation and SAGE detailed chemical kinetics models are implemented for combustion modeling. Here, a 153 species reduced chemical kinetics mechanism derived from the detailed NUIGMech1.1 mechanism based on the ignition delay and laminar flame speed (LFS) studies is used to generate an LFS lookup table and to describe end-gas autoignition chemistry. Multi-cycle Reynolds-averaged Navier-Stokes (RANS) simulations are then performed for the tested CRs, and the numerical model is shown to be capable of predicting the propane combustion characteristics, particularly the end-gas autoignition behavior.

20 FOSSIL-FUELED POWER PLANTS↗

The Novel Charfuel® Coal Refining Process 18 TPD Pilot Plant Project for Co- Producing an Upgraded Coal Product, and Commercially Valuable Co- Products: Area of Interest #3 – Coal Beneficiation Pilot Plant Testing (Final Report)

Operation of Carbon Fuels, LLC’s (“CF”) existing, permitted 18 TPD pilot plant located in Golden, Colorado using two individually ranked (ASTM D 388) coal types (two campaigns), employing the novel Charfuel® coal refining process to produce an upgraded coal product and a number of high-valued organic and inorganic coproducts (for which there presently exists large commercial markets) in order to produce engineering and product data which will then be utilized toward the design of a commercial scale integrated facility (pre-feed document). Carbon Fuels, LLC has developed the Charfuel® Coal Refining Process which refines domestically abundant, raw coal (in the same manner as crude oil is refined) to produce the identical, high value co-products that are refined from crude oil. Thus, gasoline, jet fuel, “green diesel”, fuel oil, and marine fuels, as well as petrochemicals such as benzene, toluene, xylene, and methanol are refined from raw coal using this process. The Charfuel® Coal Refining Process is not a coal conversion process, like pyrolysis, or indirect liquefaction. Nor is it an alternative energy system. Rather it is a coal refining process that has the ability to economically produce products traditionally associated with the refining of crude oil but using only abundant, raw coal as the refinery feed stock. The Charfuel® Coal Refining Process is more economical than crude oil refining and is environmentally benign. Therefore, this value added process yields a return on investment well above 50% for a commercial facility. Furthermore, the Charfuel® process, unlike alternatives such as ethanol and hydrogen, can utilize the existing transportation, delivery, and other petroleum based systems. Hence, there is no need for new engines, pipelines, tankers, or product acceptance. As a result, the profitability of the process is increased. Objectives: (1) Operation of the integrated 18 tpd pilot plant, using two coal types (ranks); (2) Demonstration of process flexibility in being able to produce different products (gas, liquid, and char), as well as determination of operating parameters for identifying scale up criteria for two coal types (ranks); (3) Generation of engineering and design information (process specifications) for use in designing a commercial scale plant (scale-up); (4) Determination of important environmental issues surrounding the process and the products such as fate of trace elements (mercury and other heavy metals) and distributions of SO2, NOx, and CO 2 by analysis of effluent streams; (5) Production of sufficient product to allow reliable commercial economic evaluation of both the refined coal product and the coproducts; and, (6) Assessment of longer-term reliability of unit operations. Period 1: reconfiguration of the 18 TPD plant to meet specific FOA requirements and to qualify the facility for operation; and, Period 2: operation of the 18 TPD plant for two campaigns using two coals types (ranks) which are widely commercially used and abundant - the first being a subbituminous (Powder River Basin (“PRB”)) coal, and the second a bituminous (Illinois #6) coal.

01 COAL, LIGNITE, AND PEAT↗

Robust trajectory-constrained frequency control for microgrids considering model linearization error

Grid supportive modes integrated within inverter-based resources can improve the frequency response of renewable-rich microgrids. The synthesis of grid supportive modes to guarantee frequency trajectory constraints under a predefined disturbance set is challenging but essential. To tackle this challenge, a numerical optimal control (NOC)-based control synthesis methodology is proposed. Without loss of generality, a wind-diesel fed microgrid is studied, where we aim to design grid supportive functions in the wind turbine. In the control design, linearized models are used, and the linearization-induced errors are quantitatively analyzed by reachability and interval arithmetics and represented in the form of interval uncertainties. Then, the NOC problem can be formulated into a robust mixed-integer linear program. The control structure is strategically configured into two levels to realize online deployment. The proposed control is verified on the modified 33-node microgrid with a full-order three-phase nonlinear model in Simulink. In conclusion, the simulation results show the effectiveness of the proposed control paradigm and the necessity of considering linearization-induced uncertainty.

24 POWER TRANSMISSION AND DISTRIBUTION↗

Developing Non-Food Grade Brassica Biofuel Feedstock Cultivars with High Yield, Oil Content, and Oil Quality that are Suitable for Low Input Production Dryland Systems (Final Report)

The U.S. uses a substantial amount of fossil fuel as an energy source for a wide range for functions including home heating, agriculture and transportation. In the transportation sector, diesel and jet fuel are consumed at a rapid rate, and alternative liquid energy is being investigated globally and nationally to reduce our dependence on fossil fuel and reduce the impact of our carbon footprint on global climate change. Non-food Brassica crops have the potential of producing high oil yield (over 250 gal acre-1) and have oil quality highly desirable for use as biodiesel or bio jet fuel. Developing oilseed feedstock Brassica cultivars with higher seed and oil yield, with high oil quality and with resistance to pathogens, that can be grown with few chemical inputs will helping break our dependence on fossil fuels and reduce importation of fossil fuels. While some oilseed Brassicas have been grown on a small scale for many years in the Pacific Northwest (PNW), adoption has been limited, and the potential of the crops have not been realized or even fully investigated. This report summarizes the results of a study to develop superior non-food grade winter (B. napus) and spring (B. napus and B. juncea) oilseed cultivars suitable for a range of PNW, and other US environments with high resistance to the biotic and abiotic stresses suitable for high-quality biofuel feedstocks. In conducting this work, genome-wide association selection was used to dissect the genetic architecture of industrial Brassica oilseed germplasm for yield, quality, and resistance to biotic and abiotic stresses. A genome-wide bioinformatics approach was used to identify putative PRR (pattern recognition receptor) - type resistance genes that confer durable resistance to blackleg. A novel transgenic approach was developed to generate resistant non-food oilseed lines using PPR genes Br1033 and Br8486. These genes were inserted into regionally adapted oilseed cultivars.

09 BIOMASS FUELS↗

Heteroatom-Modified and Compacted Zeolite-Templated Carbons for Gas Storage

Methane, the primary component of natural gas, is an energy-rich fuel by weight but exhibits lower energy density by volume than diesel and gasoline; efforts to increase its “volumetric” energy density have been focused on the design and synthesis of a porous scaffold that can bind the methane favorably. Novel approaches typically invoke the highly designable class of materials known as metal-organic frameworks (MOFs) owing to the relative difficulty of controlling carbon structure and composition precisely, without the use of a metal-based node. In this project, we instead explore the concept of carbon templating to achieve a porous scaffold with atomistically thin walls separated at a distance of ~1.2 nm, ideal for the formation of precisely two layers of methane per pore. This bottom-up templating approach permits the use of any small molecular precursor to build up the carbon scaffold, begging the question: which other elements (besides carbon) can be used to tune the surface for optimal methane binding without compromising the structure of the overall material? Boron and nitrogen were both explored and nitrogen was identified as the ideal agent for increasing methane binding to the optimal strength for use at near room temperature. Densification of the resulting materials by mechanical compaction was then explored to produce free-standing pellets with the highest methane “delivery” capacities of any known material. Here we define the amount “delivered” as the amount stored minus the amount remaining in the tank at 73 psi, the lowest useful pressure for vehicular transportation applications. The key features of the resulting methane storage system are rapid discharging and refueling speeds, extremely long cycle life (infinite cycle life for high-purity methane), a near-constant heat of refueling (making the heat generated upon refueling easier to manage), and a low maximum pressure of operation (<1500 psi), enabling the use of all-metal Type I cylinders and significantly reducing the costs of conversion of existing vehicles to cleaner burning, abundantly available natural gas). The technical effectiveness of this approach was further improved by exploring several cost-reduction strategies and investigating the reliability of such storage systems in the presence of “real” natural gas mixtures which contain a mixture of gaseous species.

03 NATURAL GAS↗

EVALUATION OF CONTROLLED END GAS AUTO IGNITION WITH EXHAUST GAS RECIRCULATION IN A STOICHIOMETRIC, SPARK IGNITED, NATURAL GAS ENGINE

Many stationary and heavy-duty on-road natural gas fueled engines today operate under stoichiometric conditions with a three-way catalyst. The disadvantage of stoichiometric natural gas engines compared to lean-burn natural gas and diesel engines is lower efficiency, resulting primarily from lower power density and compression ratio. Exhaust gas recirculation (EGR) coupled with advanced combustion controls can enable operation with higher compression ratio and power density, which yields higher efficiency. This also results in engine operation between the limits of knock and misfire. Operation between these limits has been named controlled end gas auto-ignition (C-EGAI) and can be used to improve the brake efficiency of the engine. Various methods of cylinder pressure-based knock quantification were explored to implement C-EGAI. The indicated quantification methods are used for the implementation of a control scheme for C-EGAI with a relation to the fractional heat release due to auto-ignition. A custom EGR system was built and the effect of EGR on the performance of a stochiometric, spark ignited, natural gas engine is evaluated. C-EGAI is implemented and the optimal parameters are determined for peak performance under EGR and C-EGAI conditions. In this study, knock detection is used for the recognition, magnitude, and location of the auto-ignition events. Cylinder pressure-based knock detection was the primary method for determining the occurrence and location of knock but was also used for implementing the ignition control scheme for controlled end gas auto-ignition. The combustion intensity metric (CIM) enabled parametric ignition timing control which allowed for the creation of a relationship between fractional heat release due to auto-ignition and CIM. Many stationary and heavy-duty on-road natural gas fueled engines today operate under stoichiometric conditions with a three-way catalyst. The disadvantage of stoichiometric natural gas engines compared to lean-burn natural gas and diesel engines is lower efficiency, resulting primarily from lower power density and compression ratio. Exhaust gas recirculation (EGR) coupled with advanced combustion controls can enable operation with higher compression ratio and power density, which yields higher efficiency. This also results in engine operation between the limits of knock and misfire. Operation between these limits has been named controlled end gas auto-ignition (C-EGAI) and can be used to improve the brake efficiency of the engine. Various methods of cylinder pressure-based knock quantification were explored to implement C-EGAI. The indicated quantification methods are used for the implementation of a control scheme for C-EGAI with a relation to the fractional heat release due to auto-ignition. A custom EGR system was built and the effect of EGR on the performance of a stochiometric, spark ignited, natural gas engine is evaluated. C-EGAI is implemented and the optimal parameters are determined for peak performance under EGR and C-EGAI conditions. In this study, knock detection is used for the recognition, magnitude, and location of the auto-ignition events. Cylinder pressure-based knock detection was the primary method for determining the occurrence and location of knock but was also used for implementing the ignition control scheme for controlled end gas auto-ignition. The combustion intensity metric (CIM) enabled parametric ignition timing control which allowed for the creation of a relationship between fractional heat release due to auto-ignition and CIM. Both exhaust gas recirculation and controlled end gas auto-ignition were analyzed with a cooperative fuel research (CFR) engine modified for boosted fuel/air intake. The data was interpreted to provide a proper evaluation of unique analytical methods to quantify the results of C_EGAI and characterize the live auto-ignition events. The control variables for this method of C-EGAI were optimized with EGR conditions to generate the point of peak performance on the CFR engine under stoichiometric, spark ignited, natural gas conditions.

Bayliff, Scott Michael↗

Effect of post-weld heat treatment on microstructure and mechanical properties of rotary inertia friction welded dissimilar 422-4140 martensitic steel piston joints

The study investigated how post‐weld heat treatment (PWHT) temperature affects the microstructure and localized deformation/fracture during bend testing of rotary inertia friction welds (RIFW) between AISI 422 stainless steel and AISI 4140 steel. RIFW produced a fully martensitic interface with approximately 550 HV hardness in both the thermo-mechanically affected (TMAZ) and heat‐affected zones (HAZ). Due to differences in temper resistance, the 4140 TMAZ/HAZ softened progressively under PWHT temperatures from 525 °C to 700 °C, while the 422 TMAZ unexpectedly maintained about 550 HV up to 600 °C before significantly softening at temperatures ≥625 °C. This asymmetric softening generated steep hardness gradients across the interface at temperatures ≤600 °C. Furthermore, carbon migration across the interface was minimal up to 600 °C, moderate at 625 °C, and by 700 °C produced a carbide‐rich eutectoid layer in the 422 TMAZ alongside a carbon‐depleted soft ferrite layer in the 4140 TMAZ. Strain during bending was PWHT‐dependent, concentrating on the 4140 side; in as-welded joints, the high hardness led to deformation and crack initiation in the base metals, whereas in PWHT samples, cracking initiated in the softened 4140 TMAZ near the interface. The intermediate PWHT temperature of 625 °C offered the best balance of limited carbon diffusion across the interface, relatively low peak weld hardness and minimized hardness gradients across the interface, more homogenous deformation, and good bend test performance.

4140 low-alloy steel↗

Advanced Engine and Fuel Technologies Annual Progress Report (FY2019)

On behalf of the Vehicle Technologies Office of the U.S. Department of Energy, we are pleased to introduce the Fiscal Year (FY) 2019 Annual Progress Report for the Advanced Engine and Fuel Technologies Program. In support of the Vehicle Technology Office’s goal for future U.S. economic growth, the Program focuses on early-stage research and development to improve understanding of combustion processes, fuel properties, and emissions control technologies, generating knowledge and insight necessary for industry to cost-effectively develop the next generation of engines and fuels. One of the most promising and cost-effective approaches to improving the fuel economy of the U.S. vehicle fleet is to introduce the next generation of higher-efficiency, very-low-emission combustion engines that meet future federal emissions regulations into the passenger and commercial vehicle markets. Advanced fuel formulations that can incorporate non-petroleum-based blending agents could further enhance engine efficiency, reduce greenhouse gas emissions, and provide fuel diversification. Also, innovations in combustion, fuels, emissions control, air control, turbomachinery, and energy recovery could potentially increase fuel economy considerably compared to today’s vehicles. The expected national economic, environmental, and energy security benefits from these next-generation engines and fuels would be significant inasmuch as the majority of vehicles sold over the next several decades will still include an engine. The Program has set the following goals for passenger and commercial vehicle fuel economy improvements. By 2030, increase light-duty engine efficiency to demonstrate 35% improvement in passenger vehicle fuel economy (25% improvement from engine efficiency and 10% from fuel co-optimization) relative to a 2015 baseline vehicle, while meeting the U.S. Environmental Protection Agency Tier 3 Emission and Fuel Standards. By 2030, improve heavy-duty engine efficiency by 35% relative to a 2009 baseline vehicle and identify cost-effective high-performance fuels that can further increase efficiency up to an additional 4%, while meeting prevailing U.S. Environmental Protection Agency emissions standards. The Program utilized advanced combustion processes to increase engine efficiency, resulting in a modeled passenger vehicle fuel economy improvement of 19.4% (over a Model Year 2015 baseline) in FY 2019. This report highlights progress achieved by the Advanced Engine and Fuel Technologies Program during FY 2019. The nature, current focus, and recent progress of the Program are described together with summaries of National Laboratory, industry, and university projects that provide an overview of the exciting work being conducted to address critical technical barriers and challenges to commercializing the next generation of higher-efficiency engine, emissions control, and fuel technologies for passenger and commercial vehicles.

33 ADVANCED PROPULSION SYSTEMS↗

Data Summary Report for Soil and Slab Sampling at Former Building 175

Lawrence Livermore National Security (LLNS) and the U.S. Department of Energy (DOE) are in the process of returning the area where Building 175 existed to beneficial use for future site development. The completed assessment will help LLNS and DOE to outline project scope and costs associated with the removal, characterization, and disposal of materials generated when the concrete slab for the former building and any associated remaining subsurface structures are demolished. Slab removal under the Transition & Disposition process requires full screening for potential site contamination to determine appropriate future land use. Borehole locations and depths were designed to correctly assess DOE’s future liability for characterizing residual vadose zone contamination. If a residual source area is identified at depth, DOE will need to evaluate the additional cost of future subsurface cleanup (with limited access) due to planned development. This is necessary to leave the location in a “ready-to-build” status. As a result, Phase II sampling requirements may in some cases extend beyond the construction zone required for slab removal to ensure the necessary due diligence. To avoid the potential spread of contamination and/or the creation of an environmental release by impacting the integrity of known contamination areas (e.g., pit within room 102 and the east to west boundary seam), these locations were not sampled for this project. During demolition of the slab, these locations and their underlying soils should be further evaluated. The assessment was conducted in accord with the May 2022 Lawrence Livermore National Laboratory Former Building 175 Assessment Soil Sampling and Analysis Plan / Quality Assurance Plan. Thirty-six, direct-push borings were advanced, along with collecting concrete (where present) and soil samples for laboratory analyses. Thirty-two of the borings were advanced to a depth of 25 feet below ground (bgs), and four borings were advanced to a depth of 55 feet bgs. The concrete slab for former Building 175 ranged from approximately 8 inches to over two feet in thickness. Soils encountered during the investigation consisted primarily of clayey silt, with interbeds of sandy gravel and silty sand to the total depth explored of 55 feet bgs. Field photoionization detector readings – checking for volatile organic compound (VOC) vapors in soils, ranged from zero (0) to a peak of 33 parts per million at 25 feet bgs in boring PC-B175- 028. The cause for the peak reading is unknown, however, no visually discolored or odorous soils were encountered during the assessment and all VOC results were below Lawrence Livermore National Laboratory’s (LLNL’s) Soil Screening and Management Plan (SSMP) soil screening levels (SSL). Groundwater was not encountered during the assessment and is expected to occur at roughly 65 feet bgs in the project area. No metals were detected at concentrations of concern in the concrete core samples collected and analyzed. Low gross alpha and beta activity concentrations were detected in the concrete core samples collected and analyzed. The detected activity concentrations would appear to be from naturally occurring radioactive isotopes, i.e., potassium 40, present in the raw materials used to make concrete and not artificially added. Tritium was not detected above the testing laboratory's Method Detection Limit (MDL) in any of the concrete core samples collected and analyzed. The radioactive isotopes - actinium 228, bismuth 214, lead 212, lead 214, potassium 40, radium 226, radium 228, and thallium 208, were detected at low activity concentrations in the concrete core samples analyzed. Based on the detected activity concentrations, the isotopes would appear to be naturally occurring in the raw materials used to make concrete and not artificially added. Acetone – a common laboratory contaminant, was detected in nine of the soil samples collected and analyzed. Concentrations of two other volatile organic compounds (benzene and tetrachloroethene) were detected in five of the soil samples analyzed. All concentrations were below SSLs. Total petroleum hydrocarbons as diesel range organics were detected at 43.9 milligrams per kilogram (mg/kg) in the 20-foot bgs duplicate sample from boring PC-B175-007. Total petroleum hydrocarbons as motor oil were detected at 7.20 mg/kg in the 15-foot bgs routine sample from boring PC-B175-001, and at 20.7 mg/kg in the 20-foot bgs duplicate sample from boring PC-B175-007. The SSL for diesel-range TPHs is 260 mg/kg. LLNL does not have an SSL for motor oil range TPHs. No indications of a release, e.g., visibly stained, or odorous soil, were present at the boring locations. No samples collected contained polychlorinated biphenyls (PCBs) in concentrations above the laboratory reporting limit. Arsenic was detected above its SSL of 8.51 mg/kg in the 25-foot bgs routine sample collected from boring PC-B175-023. Nickel was detected above its SSL of 86.0 mg/kg in the 10-foot bgs routine sample from boing PC-B175-005, the 20-foot bgs routine sample from boring PC-B175-025, and the 25-foot bgs routine sample from boring PC-B175-034. The detected concentrations, however, were well below ten times (10x) their respective STLCs. Gross alpha and/or gross beta were detected above their respective SSL activity concentrations in three routine soil samples. Retesting (two per sample) of the samples showed that the initial reported activity concentrations were anomalous. Tritium was not detected in any of the routine or duplicate soil samples collected and analyzed during the investigation. The radioactive isotopes - actinium 228, bismuth 212 and 214, lead 212 and 214, potassium 40, radium 224, 226 and 228, thallium 208, thorium 234 and uranium, were detected at low activity concentrations in the soil samples analyzed for radioactive constituents. The detected isotopes and their associated activity concentrations are typical of those naturally occurring in the marine-type sedimentary deposits underlying the Livermore Valley. No radiological controls are necessary for the soil evaluated.

54 ENVIRONMENTAL SCIENCES↗

Physical, Chemical, and Mineralogical Characterizations of MSWI Ash Product and Recommendations for Downstream Processing

The primary objectives of this project are to (1) systematically characterize MSWI ash, and (2) based on characterization findings, design preliminary flowsheets for downstream processing. To achieve these objectives, a total of ten tasks were completed, including sample collection, physical separation tests, liberation tests, synthetic MSWI ash preparation, elemental composition analysis, sequential chemical extraction, mineralogical characterization, pozzolanic activity characterization, thermal stability characterization, processing flowsheet design, TEA and T2M, and project performance reporting. Many useful findings and conclusions were obtained from the exhaustive efforts of this project from several different aspects, including: a) Valuable Metals in MSWI Ash: MSWI ash contains a diverse array of valuable metals. Based on potential recoverable values, the most valuable metals present in MSWI ash include Fe, Ti, Mn, Cu, Zn, V, Co, Ni, Sr, Sn, Ag, Mo, and Sc. Some of these metals have been identified as critical minerals by DOE and DOI, suggesting that MSWI is a promising feedstock for critical mineral recovery. Noticeable graphical and seasonable variations in the valuable metal content of MSWI ash were observed. Nevertheless, it was challenging to discern any clear, definitive patterns for conclusions from those observations. Compared with bottom ash, fly ash contains more volatile metals, such as Zn and Sn, but less nonvolatile metals, such as Fe, Mn, Cu, Zn, Co, and Ni. Mineralogical analyses showed that MSWI ash contains a substantial amount of calcium minerals, such as portlandite, lime, gypsum, and calcite. In addition, it was found that different types of valuable metals often exist in the same particles. b) Physical Separation of MSWI Ash: Both dry sieving and wet sieving were performed on MSWI ash. A notable disparity in the size distribution of the same material was observed when using the two different sieving methods. The disparity is due to the agglomeration of small particles. For the valuable metals investigated, no significant enrichment in a specific size fraction was observed, suggesting that it is challenging to preconcentrate the valuable metals through size fractionation. Due to the presence of ferromagnetic materials, such as Fe, most of the materials reported to the magnetic products obtained by dry magnetic separation. However, the enrichment effect is minimal due to the existence of particle agglomerates. Density separation at a cut-off density of 2.7 SG or higher led to noticeable enrichment of selected valuable metals, particularly Ti. The unburned carbon present in MSWI ash was effectively removed by flotation using diesel as the collector. A novel reagent scheme, Na2S plus cationic collectors, that can efficiently beneficiate nonferrous metals plus Co was developed. c) Liberation Tests: The particle size of MSWI ash was effectively reduced by grinding, and as a result, the encapsulated valuable metal particles (if any) were liberated to a certain degree. However, particle size reductions did not noticeably enhance the beneficiation performance using the physical separation methods, primarily due to the inefficiency of these methods in processing fine particles and/or a possibility that insufficient liberation is not a limiting factor for achieving satisfactory physical separation performance. Valuable metals were classified into water leachable, ion-exchangeable, acid soluble, reducible, oxidable, and insoluble forms. It was found that the distributions in the different categories, i.e., the occurrence modes of the valuable metals, were not affected by the particle size. d) Leaching Characteristics of Metals from MSWI Ash: Most of the valuable metals were extracted from the fly ash samples when using 1 M HCl or HNO3 as the lixiviant. The leaching reaction is a very fast process, which can reach equilibrium within the first 5 min. The releasing of Co, Ni and Ag are sensitive to leaching temperature, a higher recovery value could be obtained when using relatively higher leaching temperatures. The leachability of the valuable metals present in MSWI bottom ash is relatively lower than that of fly ash. Leaching recoveries increased with elevations in the acid concentration. Relatively high leaching recoveries were obtained for REEs, Mn, Co, Ni, Cu, and Zn using 1 M HCl or HNO3 as the lixiviant. Elevations in the reaction temperature noticeably increased the leachability of the valuable metals, whereas the leachability was barely influenced by oxidizing and reducing agents. Similar to fly ash, leaching valuable metals from bottom ash is a rapid process, with most of the leaching reaction completed within the first 5 minutes. e) Combusted iPhones: The original structure of iPhones was remained after treating at 400 ºC and 600 ºC, while after being treated at 800℃, the screen bent, and the back cover of iPhone melted. Increasing the combustion temperature to 1000℃, the screen scattered, and most of the components turned into ashes. Combustion enhanced the leachability of REEs, while the leachability of the other valuable metals, except for Zn, was barely affected. Most of the REEs present in the original iPhones occurred as oxidizable forms. With elevations in the combustion temperature up to 600 ºC, the oxidizable REEs were transformed to acid soluble forms. However, further elevations in temperature resulted in decreases in the acid soluble fraction and corresponding increases in the reducible and oxidizable forms. Additionally, combustion temperature also significantly altered the occurrence modes of other metals present in the iPhones. f) Synthetic MSWI Ash: It was found that in the absence of hydrogen peroxide, all the elements except for Si were leached to certain degrees. It is noteworthy that approximately 80% of Zn was leached with 1.2 M HCl. When hydrogen peroxide was added to the reaction system, noticeable increases in the leaching recovery of Fe, Mn, Co, Ni, and Cu were observed. The leaching recovery of Al and Si was barely affected by adding hydrogen peroxide. These results suggested that the majority of Zn in the synthetic MSWI ash existed as metal oxide, a portion of Fe, Mn, Co, Ni, and Cu existed as metal oxide, and Al and Si are associated with glasses which are difficult to leach. Additionally, the remaining Fe, Mn, Co, Ni, and Cu in the metallic form were efficiently oxidized in the presence of hydrogen peroxide. g) Pozzolanic Activity and Thermal Stability of MSWI Ash: MSWI fly ash has higher pozzolanic activity compared to the bottom ash sample, which indicates that the fly ash sample consumed more portlandite because of its smaller particle size as reactivity fundamentally relates to reaction surface area. However, after the recovery of valuable elements, the pozzolanic activity of both the valuable elements fraction and the less valuable elements-rich products decreased significantly, which means that the valuable elements recovery lowers the Ca(OH)2 consumption, thus leading to the low activity of SCM. h) Flowsheet Design for Metal Recovery from MSWI Ash: Based on the results of the comprehensive physical separation and acid leaching tests, circuits that enable the beneficiation of the valuable metals were developed. In these circuits, the valuable metals are recovered into nonferrous, ferrous, and other valuable metal concentrates, which are processed separately in the acid leaching step. The subsequent separation and purification steps are simplified due to the physical beneficiation step. In addition, the overall recovery cost is reduced since physical beneficiation is much cheaper compared with chemical processing. Using different technologies, such as selective precipitation and solvent extraction, a comprehensive hydrometallurgical circuit was designed, and compounds of Cu, Zn, Mn, Co, and Ni with a purity close to or even higher than 95% were successfully generated.

36 MATERIALS SCIENCE↗