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At least 325 records · Page 18

Electric Vehicles, Biofuels, and Transitions in Transportation Energy

The decarbonization of power sources for light duty transportation is moving towards the use of renewable energies, biofuels, and electric vehicles. Currently there are three major light transportation fuels: gasoline (US gasoline is 98% E10), biofuels (E85), and electricity. Currently fuel ethanol in biofuels is obtained principally from corn in the US and sugarcane in Brazil with a small amount from cellulose. The transition to alternative fuels has been occurring since 1980, although light transportation still relies on gasoline. The rise of battery electric vehicles (BEV) is now beginning to offset internal combustion engines (ICE), while recent advances in biotechnology and integrated plant design have enhanced the economic feasibility of cellulosic biofuels. This paper explores the potential role of these fuels in reducing the carbon footprint associated with light transportation. We compare three different cases: Gasoline, E85 and full electric based on the Argonne AFLEET tool to calculate generation of greenhouse gases due to manufacturing and operation of BEV and ICE cars, respectively, in the US assuming an average useful automobile life of 200,000 miles or 12 years. We concluded that significant liquid fuel use (both renewable and non-renewable) will continue for the next 50 years. Here, renewable liquid fuels have an important role to play as the transportation sector transitions from petroleum to other energy sources.

09 BIOMASS FUELS↗

Development of a Techno-Economic Analysis Framework for a Solar Thermochemical Fuel Production Process

Synthetic liquid fuels can provide a drop-in substitute for fossil-based fuels in sectors such as aviation and maritime, where electrification is not a viable option due to the need for high specific energy density. However, for these alternative fuels to be adopted at a commercial scale, their price must be competitive compared to their fossil-based counterparts. The reverse water-gas shift (RWGS) reaction offers a promising pathway, using hydrogen (sourced from electrolysis) and carbon dioxide as the feed and reacting to produce syngas - a mixture of H2 and CO at a specific ratio. Syngas is a useful precursor that can be converted into fuels and chemicals via known downstream processes, such as liquid transportation fuels via Fischer-Tropsch (FT) synthesis. The RWGS reaction is currently not applied in commercial scale, unlike the rest of the components in the process chain (electrolyzers and syngas-to-fuel synthesis units). The RWGS reaction poses several challenges due to its restrictive thermodynamics. Being an equimolar reaction, high temperatures and a large excess of H2 are needed to achieve reasonable CO2 conversion at equilibrium. This has detrimental effects on practical process implementation and the quality of syngas that can be produced, with direct effect on the energy and capital requirements, as well as the need for expensive downstream separation. In this work, we are proposing to develop a new concentrating solar thermal (CST) compatible RWGS reactor, performing the reaction in a 2-step chemical looping process using metal oxide at a temperature range of 600-800 degrees Celsius. By decoupling the reactor from the solar receiver, the Generation 3 (Gen3) CST technology could be utilized, together with its proposed thermal energy storage (TES) technology, benefitting from a good match to the required temperatures. CST technology is a viable option for supplying the heat that could be rapidly deployed in scale, thus being a good match to the gas-to-liquid (GTL) process which requires a large minimal scale to be commercially viable. The integration of TES with CST also allows operating the plant at large annual capacity factors and avoids multiple shutdown/startup cycles, thus fitting into the steady-state operation mode that most GTL processes require. The main innovation in the proposed design hinges on a countercurrent reaction design using a packed bed reactor. In 2019 Metcalfe et al. showed the benefits of countercurrent species exchange could be realized in a redox chemical-looping processes, by storing the favorable countercurrent chemical potential profiles in a packed bed of non-stoichiometric oxide. Metcalfe et al. applied this breakthrough concept to the WGS reaction, which is conventionally a co-feed catalytic process, showing a dramatic improvement. Bulfin et al. (2023) performed a similar proof-of-concept demonstration for the RWGS reaction using CeO2, achieving cumulative and peak CO2 conversions of 88% and 95%, respectively, compared to a thermodynamic limit of 58% for the co-feed catalytic process at the same conditions. In our new REGENLOOP project, we are developing a reactor prototype from the heat-exchange packed bed reactor-type, a commonly used reactor in the chemical industry. The endothermic heat of reduction will be supplied to the reactor using CST, while the same heat transfer fluid (HTF) mechanism will be used to extract the exothermic heat of oxidation. An array of multiple reactors is used to supply constant high-purity CO stream, that is then mixed with H2 from electrolysis to produce a high-purity syngas at the required composition. By removing the CO-CO2 separation after the RWGS process, significant energy and cost reduction can be achieved. A physics-based TEA framework is currently being developed, covering all the major plant processes, from the solar collection through storage, chemical looping RWGS, GTL, and auxiliary unit operations, up to the liquid hydrocarbon product. This modeling framework will utilize reduced-order models for the chemical looping RWGS and TES, CST modeling using SolarPILOT, and Aspen Plus for the GTL. By using this combined physics-based approach, the effects of design/operating parameters on the performance and cost can be elucidated. In our presentation, the modeling framework will be presented in detail, including preliminary cost predictions of using this plant configuration under a few selected relevant case studies. This study will be used to identify the major cost drivers, informing further system design and optimization needed to chart the way for a commercially viable pathway.

14 SOLAR ENERGY↗

2020 Annual Technology Baseline (ATB) Cost and Performance Data for Transportation Technologies

The 2020 Transportation Annual Technology Baseline (ATB) provides detailed cost and performance data, estimates, and assumptions for vehicle and fuel technologies in the United States. The Transportation ATB includes current and projected estimates through 2050 for light-duty vehicle technologies as well as conventional and alternative fuels. This excel files include vehicle, fuel, and joined vehicle and fuel data with calculated levelized cost and emission values associated with the 2020 Transportation ATB. NREL has also provided a Tableau workbook to further explore the data. A website documents this data at https://atb.nlr.gov .

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Experimental clean combustor program, phase 2

Combustor pollution reduction technology for commercial CTOL engines was generated and this technology was demonstrated in a full-scale JT9D engine in 1976. Component rig refinement of the two best combustor concepts were tested. These concepts are the vorbix combustor, and a hybrid combustor which combines the pilot zone of the staged premix combustor and the main zone of the swirl-can combustor. Both concepts significantly reduced all pollutant emissions relative to the JT9D-7 engine combustor. However, neither concept met all program goals. The hybrid combustor met pollution goals for unburned hydrocarbons and carbon monoxide but did not achieve the oxides of nitrogen goal. This combustor had significant performance deficiencies. The Vorbix combustor met goals for unburned hydrocarbons and oxides of nitrogen but did not achieve the carbon monoxide goal. Performance of the vorbix combustor approached the engine requirements. On the basis of these results, the vorbix combustor was selected for the engine demonstration program. A control study was conducted to establish fuel control requirements imposed by the low-emission combustor concepts and to identify conceptual control system designs. Concurrent efforts were also completed on two addendums: an alternate fuels addendum and a combustion noise addendum.

Roberts, R.↗

Techno-Economic Evaluation of Strategies to Approach Net-Zero Carbon Sustainable Aviation Fuel via Woody Biomass Gasification and Fischer-Tropsch Synthesis

Reducing the carbon dioxide (CO2) emissions from the transportation industry is a key target for achieving global net-zero carbon goals. Wide-spread electrification, efficient engine design, and alternative fuel implementations have been introduced for light-duty vehicles and are projected to significantly reduce light-duty emissions in the near future. Conversely, the aviation sector contributes considerably towards transportation-based carbon emissions, but current projections do not show substantial reductions in carbon emissions over time. Challenges for the aviation sector include low compatibility with electrification, relative inflexibility to variations in fuel properties, and requirement of high energy density fuels. Thus, identifying pathways to decarbonize the aviation sector via liquid low- or net-zero carbon biofuels that are compatible with current aviation infrastructure is crucial. This work investigates the economic feasibility of approaching net-zero carbon sustainable aviation fuel (SAF) from woody biomass via gasification and Fischer-Tropsch synthesis. In doing so, this assessment identifies the economic opportunities and trade-offs of several carbon mitigation strategies coupled with renewable resource interventions required to approach net-zero carbon fuels via biomass. Renewable natural gas and green hydrogen utilization strategies are assessed to examine the impact of fuel yield improvements versus renewable resource cost. Additionally, both carbon capture and sequestration (CCS) and carbon capture and utilization (CCU) are considered in this analysis to help mitigate carbon loss to the atmosphere. Each scenario was assessed on cost, carbon efficiency, energy efficiency, and overall technology-readiness level (TRL). The results of this analysis show that renewable natural gas, green hydrogen, and CCS can be viewed as a low-cost, near-term carbon abatement strategies. However, in the long-term, deployment of more expensive and less technologically mature CCU technologies can make use of point sources of CO2 to boost overall fuel production.

aviation fuel↗

Subtask 1.3 – Integrated Carbon Capture and Storage for North Dakota Ethanol Production

The Energy & Environmental Research Center (EERC), in partnership with Red Trail Energy, LLC (RTE), a North Dakota ethanol producer; the North Dakota Industrial Commission (NDIC) Renewable Energy Program (REP); and the U.S. Department of Energy (DOE), conducted a feasibility and implementation study for a commercial carbon capture and storage (CCS) effort. This subtask provided technical support and developed recommended practices of how small-scale industrial CO2 emitters (<1,000,000 tonnes of CO2 emitted annually) may economically deploy CCS. The 64-million-gallon dry mill RTE ethanol facility, emitting an average 180,000 tonnes of CO2 annually, was the subject of the case study. The positive outcome of this research, which shows technical and economic potential for ethanol–CCS in North Dakota, has resulted in RTE acquiring an approved Permit to Drill on December 2, 2019, for a stratigraphic test well in early 2020, a necessary step toward a North Dakota CO2 Storage Facility Permit (SFP) for the RTE CCS effort. Outcomes include 1) validating the Broom Creek Formation as a regional target for CCS, 2) determining the full carbon life cycle of an industrial fuel production facility with CCS, 3) developing a field implementation plan (FIP) for small-scale CCS, and 4) determining the validity and pathway for using CCS to meet low-carbon fuel (LCF) standards. The technical team included the EERC, RTE, Trimeric Corporation, Schlumberger Carbon Services, and Computer Modelling Group (CMG). Findings from activities conducted November 2016 – May 2020 are summarized as follows. Several key steps have been accomplished toward validating the Broom Creek Formation as a CO2 injection and storage target at the RTE CCS site, including verification of the presence and structure of sandstone layers that may comprise the potential CO2 storage reservoir and the several thousand feet of overlying confining zone. Work included site characterization using existing data, interpretation of seismic data within the study area, and geologic modeling simulation of CO2 injection. Interpreted results estimate 3000 feet of confining zone between the Broom Creek Formation (storage target) and the lowermost underground source of drinking water (e.g., the Fox Hills Formation). The thickness of the Broom Creek injection target varies 230–420 ft within the survey area. Results were used to inform the location of a stratigraphic test well and associated characterization test program. No impediments were identified within the targeted CO2 storage complex that would prevent the project from moving forward. A stratigraphic test well is the next step to validate these results and to acquire remaining data necessary to develop a North Dakota CO2 SFP application. The EERC generated full carbon life cycle estimates for CCS integration with the RTE ethanol facility. Results indicated that an average 40% reduction in CO2 emissions is possible through CCS implementation. Approximately half of the carbon in the overall life cycle for a dry mill ethanol plant is generated through the fermentation process and emitted to the atmosphere; this is the CO2 stream targeted for CCS. The remaining carbon is attributed to corn feedstock farming (diesel, fertilizer), energy for fuel processing (natural gas, electricity), and transportation (diesel) of the fuel product. Life cycle carbon estimates are also affected by the anticipated energy consumption of a potential capture facility, which depend on the type of CO2 product generated. For example, a 30%–40% net CO2 emission reduction is estimated if a liquefied CO2 facility were incorporated compared to a 40%–50% net CO2 reduction if a supercritical “injection-grade” CO2 product is generated; i.e., more energy is required to further refine the CO2 stream, affecting the full carbon life cycle estimates. A CCS FIP was developed and initiated at the RTE CCS site, resulting in the development of several guidance documents: a CO2 Capture Process Design Package, a North Dakota CO2 geologic Storage Permits Template, and a Public Outreach Package for CCS in North Dakota. General FIP components include CO2 capture system, pipeline and well designs; monitoring, verification, and accounting (MVA) plans; geologic characterization and testing programs; and permitting and outreach plans. Vendor bids were also acquired for the CO2 liquefaction facility. Near-surface characterization (groundwater and soil gas sampling) and geologic characterization (seismic survey) were initiated to inform development of a UIC Class VI-compliant MVA plan compliant with a North Dakota CO2 SFP. Designs (well and geologic testing) were completed for a stratigraphic test well compliant with a North Dakota CO2 SFP. In addition, the outreach plan was executed, including community open houses, meetings with city/county/state officials, and development of public materials. Although other entities continued to mature incentive programs in 2019–2020, California and the Internal Revenue Service (IRS) currently provide the most advanced economic opportunities for CCS integrated with fuel production. The California Low-Carbon Fuel Standard (LCFS) adopted a CCS Protocol in January 2019, allowing submittal of a design-based pathway (DBP) application for an approved temporary (not certified) carbon intensity value for a fully engineered facility. An ethanol–CCS DBP application to the California LCFS Program (officially approved February 28, 2020) was developed to show that the RTE CCS effort meets LCFS requirements. The approved DBP provides confidence to advance the project and supports potential investments. Other entities continue to mature incentive programs. The IRS issued guidance in February 2020 that addresses the definition of beginning of construction and revenue procedure on partnerships for the Enhancement of Carbon Dioxide Sequestration Credit (a.k.a. Section 45Q) CCS tax credit program; the IRS anticipates issuing further guidance on issues such as secure geologic storage, utilization qualifications, and recapture of claimed credits. Maturing incentive programs coupled with workable permitting regulations provide confidence to advance CCS projects in North Dakota and support financial investment to proceed with designing, constructing, and implementing CCS projects at small-scale fuel production facilities. The largest hurdles for CCS implementation at small-scale industrial systems are often business/economic-related (i.e., not technical). Market uncertainty already exists for agriculture-based alternative fuels such as corn ethanol, for which production has increased by ~33%, and prices have correspondingly lowered since 2015. Passing the Section 45Q tax credit program improves economic feasibility for CCS but may require external investors for a small business to achieve maximum benefits. Public–private partnerships with NDIC and DOE have resulted in foundational technical and regulatory knowledge, growing stakeholder confidence, and a pathway to implementation that enables similar industrial CCS projects in the region to advance. This subtask was funded through the EERC–DOE Joint Program on Research and Development for Fossil Energy-Related Resources Cooperative Agreement No. DE-FE0024233. Nonfederal funding was provided by NDIC and RTE. The authors would also like to thank CMG, ESRI, IHS, Neuralog, and Schlumberger for allowing the use of their software packages in support of this work.

42 ENGINEERING↗

2022 Annual Technology Baseline (ATB) Cost and Performance Data for Transportation Technologies

The 2022 Transportation Annual Technology Baseline (ATB) provides detailed cost and performance data, estimates, and assumptions for vehicle and fuel technologies in the United States. It includes current and projected estimates: time-series through 2050 for light, medium, and heavy-duty vehicle technologies; scenarios for conventional and alternative fuels. It details the assumptions used to calculate those costs, such as natural gas and electricity prices, discount rates, and vehicle miles traveled. The 2022 Transportation ATB vehicle data are specifically for cars powered by gasoline, diesel, natural gas, gasoline hybrid, plug-in hybrid, battery electric, and fuel-cell powertrains and for trucks powered by diesel, diesel hybrid, plug-in hybrid, battery electric, and fuel cell powertrains. Fuels and blendstocks include gasoline, ethanol, blendstock for oxygenate blending, diesel, diesel from biomass, natural gas, electricity, hydrogen, aviation fuel, and marine fuel. At this time, the ATB does not include other vehicles such as buses, 2- and 3-wheeled motorized vehicles, or non-road vehicles such as aircraft, vessels, locomotives, and those for industry and agriculture. See "ATB Transportation Website" resource below for more project information.

2022↗

2024 Annual Technology Baseline (ATB) Cost and Performance Data for Transportation Technologies

The 2024 Transportation Annual Technology Baseline (ATB) provides detailed cost and performance data, estimates, and assumptions for vehicle and fuel technologies in the United States. It includes current and projected estimates: time-series through 2050 for light, medium, and heavy-duty vehicle technologies; scenarios for conventional and alternative fuels. It details the assumptions used to calculate those costs, such as natural gas and electricity prices, discount rates, and vehicle miles traveled. The 2024 Transportation ATB vehicle data are specifically for cars powered by gasoline, diesel, natural gas, gasoline hybrid, plug-in hybrid, battery electric, and fuel-cell powertrains and for trucks powered by diesel, diesel hybrid, plug-in hybrid, battery electric, and fuel cell powertrains. Fuels and blendstocks include gasoline, ethanol, blendstock for oxygenate blending, diesel, diesel from biomass, natural gas, electricity, hydrogen, aviation fuel, and marine fuel. At this time, the ATB does not include other vehicles such as 2- and 3-wheeled motorized vehicles, or non-road vehicles such as aircraft, vessels, locomotives, and those for industry and agriculture. See "Transportation ATB Website" resource below for more project information.

2024↗

AGT-102 automotive gas turbine

Development of a gas turbine powertrain with a 30% fuel economy improvement over a comparable S1 reciprocating engine, operation within 0.41 HC, 3.4 CO, and 0.40 NOx grams per mile emissions levels, and ability to use a variety of alternate fuels is summarized. The powertrain concept consists of a single-shaft engine with a ceramic inner shell for containment of hot gasses and support of twin regenerators. It uses a fixed-geometry, lean, premixed, prevaporized combustor, and a ceramic radial turbine rotor supported by an air-lubricated journal bearing. The engine is coupled to the vehicle through a widerange continuously variable transmission, which utilizes gearing and a variable-ratio metal compression belt. A response assist flywheel is used to achieve acceptable levels of engine response. The package offers a 100 lb weight advantage in a Chrysler K Car front-wheel-drive installation. Initial layout studies, preliminary transient thermal analysis, ceramic inner housing structural analysis, and detailed performance analysis were carried out for the basic engine.

Source record↗

Hydrothermal Liquefaction: Path to Sustainable Aviation Fuel

A variety of technologies are currently under development for producing sustainable aviation fuel (SAF), and one of the most promising technologies is the hydrothermal liquefaction (HTL) of low-cost waste feedstocks. Organizations across the globe are conducting research and development on HTL technology at scales varying from the laboratory to demonstrations focused on various aspects of technology development. The identification of more advanced and sustainable solutions to maximize the fuel yield while optimizing fuel properties and achieving cost parity with conventional fuels is the major focus in developing HTL technology. This workshop on the application of HTL to produce SAF, coordinated by the U.S. Department of Energy Bioenergy Technologies Office, Commercial Aviation Alternative Fuels Initiative, and Pacific Northwest National Laboratory (PNNL), was held virtually on November 17–19, 2020. A broad spectrum of experts from industry, academia, national laboratories, and government from across the globe participated in the workshop, contributing their ideas, insights, and perspectives. A series of keynote presentations, plenary presentations, and breakout sessions provided an interdisciplinary framework for sharing information and building collaboration. This document provides an overview of the content discussed in the presentations as well as the breakout session discussion. Diverse stakeholder perspectives were gathered, and this wealth of information collectively provides an update on the current state of the field and identifies the key research opportunities.

09 BIOMASS FUELS↗

JSC Case Study: Fleet Experience with E-85 Fuel

JSC has used E-85 as part of an overall strategy to comply with Presidential Executive Order 13423 and the Energy Policy Act. As a Federal fleet, we are required to reduce our petroleum consumption by 2 percent per year, and increase the use of alternative fuels in our vehicles. With the opening of our onsite dispenser in October 2004, JSC became the second federal fleet in Texas and the fifth NASA center to add E-85 fueling capability. JSC has a relatively small number of GSA Flex Fuel fleet vehicles at the present time (we don't include personal vehicles, or other contractor's non-GSA fleet), and there were no reasonably available retail E-85 fuel stations within a 15-minute drive or within five miles (one way). So we decided to install a small 1000 gallon onsite tank and dispenser. It was difficult to obtain a supplier due to our low monthly fuel consumption, and our fuel supplier contract has changed three times in less than five years. We experiences a couple of fuel contamination and quality control issues. JSC obtained good information on E-85 from the National Ethanol Vehicle Coalition (NEVC). We also spoke with Defense Energy Support Center, (DESC), Lawrence Berkeley Laboratory, and US Army Fort Leonard Wood. E-85 is a liquid fuel that is dispensed into our Flexible Fuel Vehicles identically to regular gasoline, so it was easy for our vehicle drivers to make the transition.

Hummel, Kirck↗

Multifuel evaluation of rich/quench/lean combustor

The fuel flexible combustor technology was developed for application to the Model 570-K industrial gas turbine engine. The technology, to achieve emission goals, emphasizes dry NOx reduction methods. Due to the high levels of fuel-bound nitrogen (FBN), control of NOx can be effected through a staged combustor with a rich initial combustion zone. A rich/quench/lean variable geometry combustor utilizes the technology presented to achieve low NOx from alternate fuels containing FBN. The results focus on emissions and durability for multifuel operation.

Notardonato, J. J.↗

Mixing and combustion enhancement in supersonic reacting flows

Research has been conducted for a number of years at the NASA Langley Research Center to develop a supersonic combustion ramjet (scramjet) capable of propelling a vehicle at hypersonic speeds in the atmosphere or beyond. Recently, that research has been directed toward the optimization of the scramjet combustor, and in particular the efficiency of fuel-air mixing and reaction in the engine. This paper describes a study of fuel-air mixing and reaction in a supersonic flow field, and discusses several techniques that were applied for enhancing the mixing processes and overal combustion efficiency in the flow. Based on the results of the study, an alternate fuel injector configuration was computationally designed, and that configuration significantly increased the amount of fuel-air mixing and combustion over a given combustor length that was achieved.

Drummond, J. Philip↗

Investigating the Combustion Performance of Dual Fuel Combustion with Diesel and Port Injected Hydrogen in a Large Bore Locomotive Engine

The heavy-duty transportation sector has primarily relied on conventional diesel combustion engines given their reliability and high thermal efficiency relative to spark ignition engines, but increased focus on reducing greenhouse gas emissions has led to investigation into alternative fuels. Gaseous hydrogen fuel has garnered a great deal of recent interest in the engine community given it has zero carbon, but hydrogen is not available at the scale and cost that petroleum fuels are currently available, and this is a barrier to adoption for industries that are looking to decarbonize their operations. Because of the fuel flexibility provided, dual fuel technology offers a pathway for some industries to adopt hydrogen as a fuel source while maintaining sufficient flexibility in times and locations where the new fuel is not yet available. This computational study investigates dual fuel combustion in a large bore locomotive engine architecture using direct injected diesel and port injected gaseous hydrogen fuel. With an optimal port fuel injection configuration from previous work, simulations of varying substitution ratio, compression ratio, manifold air temperature, diesel injection timing, and diesel injection pressure were performed to understand their effect on combustion performance. Results indicated that both increased substitution ratio and higher intake air temperature accelerates hydrogen flame propagation and can result in high peak cylinder pressures. Additionally, diesel injection timing and injection pressure were demonstrated as effective methods for controlling dual fuel combustion heat release rates.

ODonnell, Patrick Christopher↗

Development of 250 kW Ammonia and Hydrogen Industrial Burner Test Facility at the National Energy Technology Laboratory

In an effort to investigate the viability of ammonia and hydrogen as fuels in the industrial heating sector, the Department of Energy’s National Energy Technology Laboratory is developing a 250 kW burner test facility. The pursuit of a decarbonized industrial heating sector requires innovative approaches to convert existing assets to alternative fuels while maintaining adequate radiative heat transfer and limiting NOx. This new capability will leverage NETL’s experience and prior investments in ammonia and hydrogen combustion, to advance atmospheric pressure industrial combustion systems for industries such as cement kilns and glass factories. The intention in coming years is to collaborate with burner manufacturers and heavy industry partners to study, develop, and validate strategies for converting existing hardware from carbon-based fuels to next-generation clean ammonia and hydrogen technologies.

May, Kristyn Johnson↗

Results of studies on advanced winged space transportation systems

Various winged spaceplane concepts which appear viable as the post-Shuttle generation of launch vehicles are reviewed. The designs all yield improvements in size and mass compared to the STS, provided certain emerging technologies are successfully applied. Single-stage-to-orbit (SSTO) vehicles would burn LOX/LH fuels in SSME-derived engines with two position nozzles. SSTO could be realized in either vertical or horizontal take-off configurations, but all would have 29,500 kg payload capacities and horizontal landing capabilities. Consideration is given to alternative fuels, the effects of adding air-breathing engines, various ways of attaching and deploying payloads, containing the fuels and providing thermal protection during reentry. It is found that similar technology advances are needed for all the concepts.

Arrington, J. P.↗

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↗

US Clean Energy Sector and the Opportunity for Modeling and Simulation

The following paper sets forth the current understanding of the US clean energy demand and opportunity. As clean energy systems come online and technology is developed, modeling and simulation of these complex energy programs provides an untapped business opportunity. The US Department of Defense provides a great venue for developing new technology in the energy sector because it is demanding lower fuel costs, more energy efficiencies in its buildings and bases, and overall improvements in its carbon footprint. These issues coupled with the security issues faced by foreign dependence on oil will soon bring more clean energy innovations to the forefront (lighter batteries for soldiers, alternative fuel for jets, energy storage systems for ships, etc).

Inge, Carole Cameron↗