Impact of a Commercially Available Low Carbon Renewable Diesel Fuel on the Light-Off and Light-Down Characteristics of a Diesel Oxidation Catalyst
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37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
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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.
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Impact of high-speed diesel drop trains: Pursuing cleaner diesel engines
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33 ADVANCED PROPULSION SYSTEMS↗
Ducted vs. Conventional Diesel Combustion with a Sustainable Hydrocarbon Diesel Fuel and Alkoxyalkanoate Blends at Idle and Moderate-Load Conditions.
Abstract not provided.
Nyrenstedt, Sven Anders Gustav↗
Spray and combustion characteristics of pure hydrothermal liquefaction biofuel and mixture blends with diesel
Hydrothermal liquefaction (HTL) is the process in which biological compounds can be converted into biocrude diesel; various feedstocks, such as algae and wet biowaste, can be utilized. Almost 20 million dry tons of wet biowaste is deposited in U.S. municipal wastewaters annually. If recovered and converted into biodiesel, it can act as a massive source of renewable energy. Preliminary experiments on a diesel engine show that HTL fuel can achieve similar performance and emission levels to diesel. In order to further understand the influence of the HTL fuel properties, the HTL fuel and blends with diesel are observed in a constant volume chamber. Previously, 10% and 20% of the HTL fuel were blended with diesel by volume and demonstrated properties that roughly matched diesel in terms of combustion. In this study, 50% and 100% HTL fuel blends are tested on the same apparatus. It was discovered that the workability of HTL is almost the same as that of diesel and is less sensitive to ambient temperatures. When the ambient temperature is reduced from 1200 K to 800 K, the change ratio of ignition delay is only 62% of diesel. By analyzing the combustion process, it can be seen that there is no need to make major modifications to the engine control strategy if HTL fuel is applied to diesel engines. Though, under low temperature and low oxygen conditions, the soot luminosity peak of HTL100 is 3.12 times than that of diesel.
09 BIOMASS FUELS↗
Reliability of emergency and standby diesel generators: Impact on energy resiliency solutions
Emergency diesel generators are the most common form of backup power for critical loads when the grid fails and are most often deployed as stand-alone generators (<2000 kW) tied to individual buildings for hospitals, emergency services, military bases, ports, airports, industries, and commercial facilities. Understanding the finite reliability of emergency diesel generators during continuous operation is critical for energy planners, managers, and end-users. A new analysis of two large non-public emergency diesel generator operational data sets shows that commonly used reliability metrics are inadequate to predict the performance during a grid outage. Additional metrics addressing the likelihood of an emergency diesel generator to be available at the time an outage starts, successfully start and carry load, and constantly run for the duration of the outage are needed to predict the continuous run-time reliability of emergency diesel generators during a grid outage. This is the first analysis of the reliability of modern generators that follow standard maintenance protocols commonly used for backup power and these new metrics are shown to be dependent on the level of emergency diesel generator maintenance with values that can vary by more than an order of magnitude. Even using the new metrics for well-maintained emergency diesel generators, the analysis shows that the single emergency diesel generators configurations are only 80% likely to provide power for the duration of a two-week grid outage.
ENERGY PLANNING, POLICY, AND ECONOMY,POWER TRANSMI↗
Ethanol to diesel: a sustainable alternative for the heavy-duty transportation sector
The combustion of middle distillates (diesel and jet fuel) is responsible for the emission of more than 2 GTon of CO 2 per year worldwide. While sustainable alternatives exist for gasoline and jet fuel, we still lack sustainable alternatives for diesel. This fact is especially relevant if we consider that electrification of sectors where diesel is used is challenging. One sustainable approach for diesel production is the catalytic upgrading of ethanol. While most work in this field has focused on the dehydration/oligomerization of ethanol, this approach is limited to producing fuels that have a high degree of branching and low cetane number. Another approach is the sequential use of ethanol Guerbet coupling, leading to higher alcohols, followed by etherification, leading to large ethers which, importantly, result in a product with high cetane number. In this work, we explore the catalytic upgrading of ethanol into diesel following an approach based on the initial Guerbet coupling of ethanol followed by etherification. The results presented are a collaborative and synergic effort among process and systems engineers, experimentalist in the area of catalysis, and fuel property modelers. Here, we demonstrate experimentally the feasibility of upgrading ethanol into a diesel fuel with properties that surpass its fossil counterpart. The diesel produced has a predicted cetane number of ~70 and outstanding cold flow properties, while maintaining other properties (viscosity, density, and flash point) within expected ranges. A technoeconomic analysis performed based on a detailed biorefinery model shows that the MFSP is ~5.89$ per Gal in 2021 dollars when lignocellulosic ethanol is used, with the most relevant economic driver the cost of the ethanol feedstock. The upgrading process can be performed with a net energy gain (EROI = 1.49 > 1). An LCA analysis of greenhouse gas (GHG) emissions reveals that the use of lignocellulosic ethanol may lead to more than 50% reduction in GHG emissions compared to fossil diesel. Depending on the CO 2 emissions associated with the production of ethanol we show that in some instances the production of carbon neutral diesel fuel is possible.
09 BIOMASS FUELS↗
Properties and Autoignition Reactivity of Diesel Boiling Range Ethers Produced from Guerbet Alcohols
We examine the properties of diesel boiling range ethers made from coupling of alcohols produced by oligomerization of ethanol (Guerbet alcohols) for their utility as low-carbon liquid fuel blendstocks. Basic properties of boiling point, flash point, freezing point, density and viscosity are well suited for blending into diesel fuels. For the mixture of ethers the lightest component, di-n-butyl ether, can be present at up to 20 vol% while still having adequately high flashpoint for safe handling. Soot formation tendency (as yield sooting index) is well below that of conventional diesel. The ethers have similar compatibility with elastomers as conventional diesel, based on Hansen solubility parameter analysis. Oxidation stability was assessed for 30 vol% blends of individual ethers in a conventional diesel fuel using a long-term storage test. Over 6 weeks we observed no formation of peroxides or degradation. n-alkyl ethers with carbon number of 8 or higher have cetane number over 100, which is outside the defined range of cetane number, while branched ethers are over 70. The ethers also blend antagonistically into conventional diesel for cetane number, meaning that the blend cetane value is lower than predicted based on a linear by volume, mass, or mole model. We show that aromatics and naphthenes likely act as radical scavengers to slow or shut down autoignition of the highly reactive ethers at low to medium blend levels. Overall, diesel boiling range ethers show significant promise as high quality low-net carbon diesel blendstocks.
09 BIOMASS FUELS↗
Integration of energy storage with diesel generation in remote communities
Highlights Battery energy storage may improve energy efficiency and reliability of hybrid energy systems composed by diesel and solar photovoltaic power generators serving isolated communities. In projects aiming update of power plants serving electrically isolated communities with redundant diesel generation, battery energy storage can improve overall economic performance of power supply system by reducing fuel usage, decreasing capital costs by replacing redundant diesel generation units, and increasing generator system life by shortening yearly runtime. Fast-acting battery energy storage systems with grid-forming inverters might have potential for improving drastically the reliability indices of isolated communities currently supplied by diesel generation. Abstract This paper will highlight unique challenges and opportunities with regard to energy storage utilization in remote, self-sustaining communities. The energy management of such areas has unique concerns. Diesel generation is often the go-to power source in these scenarios, but these systems are not devoid of issues. Without dedicated maintenance crews as in large, interconnected network areas, minor interruptions can be frequent and invasive not only for those who lose power, but also for those in the community that must then correct any faults. Although the immediate financial benefits are perhaps not readily apparent, energy storage could be used to address concerns related to reliability, automation, fuel supply concerns, generator degradation, solar utilization, and, yes, fuel costs to name a few. These ideas are shown through a case study of the Levelock Village of Alaska. Currently, the community is faced with high diesel prices and a difficult supply chain, which makes temporary loss of power very common and reductions in fuel consumption very impactful. This study will investigate the benefits that an energy storage system could bring to the overall system life, fuel costs, and reliability of the power supply. The variable efficiency of the generators, impact of startup/shutdown process, and low-load operation concerns are considered. The technological benefits of the combined system will be explored for various scenarios of future diesel prices and technology maintenance/replacement costs as well as for the avoidance of power interruptions that are so common in the community currently. Graphic abstract Discussion In several cases, energy storage can provide a means to promote energy equity by improving remote communities’ power supply reliability to levels closer to what the average urban consumer experiences at a reduced cost compared to transmission buildout. Furthermore, energy equity represents a hard-to-quantify benefit achieved by the integration of energy storage to isolated power systems of under-served communities, which suggests that the financial aspects of such projects should be questioned as the main performance criterion. To improve battery energy storage system valuation for diesel-based power systems, integration analysis must be holistic and go beyond fuel savings to capture every value stream possible.
25 ENERGY STORAGE↗
Impact of Emergency Diesel Generator Reliability on Microgrids and Building-Tied Systems
Microgrids are an emerging alternative as an energy backup system for critical electric loads and have improved performance compared to the traditional architecture where a single emergency diesel generator is tied to an individual building. Both architectures are dependent on the reliability of their individual generators and a quantitative and realistic comparison of the overall system reliability of the two architectures is lacking. Using recently published work on emergency diesel generator finite reliability, a quantitative methodology is presented to compare the reliability of a microgrid architecture based on centralized emergency diesel generators to the traditional approach of generators tied to individual buildings. Three system reliability performance metrics are calculated as a function of outage duration: (1) probability to meet 100% of the critical load; (2) expected fraction of lost load; and (3) probability to meet the highest priority critical loads. It is shown that stand-alone building-tied emergency diesel generators systems, even when two emergency diesel generators are used per building, cannot provide the reliability required to sustain critical loads for a grid outage lasting multiple days. Due to their network configuration and ability to share load, diesel generator-based microgrid configurations are estimated to have = 93% probability of powering all buildings for a 2-week outage there the individual building-tied emergency diesel generator architecture has a =20% probability. Microgrids do present other susceptibilities that are site specific and should be considered including vulnerabilities associated with the on-campus distribution system and cybersecurity.
backup power↗
Experimental Studies of Low-Load Limit in a Stoichiometric Micro-Pilot Diesel Natural Gas Engine
While operating at light loads, diesel pilot-ignited natural gas engines with lean premixed natural gas suffer from poor combustion efficiency and high methane emissions. This work investigates the limits of low-load operation for a micro-pilot diesel natural gas engine that uses a stoichiometric mixture to enable methane and nitrogen oxide emission control. By optimizing engine hardware, operating conditions, and injection strategies, this study focused on defining the lowest achievable load while maintaining a stoichiometric equivalence ratio and with acceptable combustion stability. A multi-cylinder diesel 6.7 L engine was converted to run natural gas premix with a maximum diesel micro-pilot contribution of 10%. With a base diesel compression ratio of 17.3:1, the intake manifold pressure limit was 80 kPa(absolute). At a reduced compression ratio of 15:1, this limit increased to 85 kPa, raising the minimum stable load. Retarding the combustion phasing, typically used in spark-ignition engines to achieve lower loads, was also tested but found to be limited by degraded diesel ignition at later timings. Reducing the pilot injection pressure improved combustion stability, as did increasing pilot quantity at the cost of lower substitution ratios. The lean operation further reduced load but increased NOx and hydrocarbon emissions. At loads below the practical dual-fuel limit, a transition to lean diesel operation will likely be required with corresponding implications for the aftertreatment system.
03 NATURAL GAS↗
Resilience and economics of microgrids with PV, battery storage, and networked diesel generators
Current designs and assessments of microgrids have ignored component reliability, leading to significant errors in predicting a microgrid’s performance while islanded. Existing life cycle cost studies on hybrid microgrids—which combine photovoltaics (PV), battery storage and networked emergency diesel generators—also have not identified all the potential economic opportunities. Reducing the number of emergency diesel generators through reliance on PV and battery, retail bill savings, and demand response and wholesale market revenue streams are all important. This paper provides a new statistical methodology that calculates the impact of distributed energy reliability and variability on a microgrid’s performance and a novel use of the optimization platform REopt to explore multiple cost savings and revenue streams. We examine the impacts for microgrids in California, Maryland, and New Mexico and show that a hybrid microgrid is a more resilient and cost-effective solution than a diesel-only system. Under realistic conditions, a hybrid microgrid can provide higher system reliability when islanded and have a lower life cycle cost under multiple market conditions than a traditional diesel generator-based system. The improved performance of the hybrid system is resilient to conditions experienced over the last 20 years in solar irradiance and sees little degradation in performance immediately after a hurricane. The cost savings to provide this more resilient backup power system as compared to a diesel-only microgrid are significant. The net present cost for a hybrid microgrid is 19% lower in New Mexico and 35% lower in Maryland than a diesel-only microgrid. In California, the net present cost of the hybrid microgrid is negative because, unlike a diesel-only microgrid, a hybrid microgrid has lower life cycle costs than the power costs without a microgrid.
25 ENERGY STORAGE↗
Using Energy Storage-Based Grid Forming Inverters for Operational Reserve in Hybrid Diesel Microgrids
In remote arctic communities, where access to a bulk electrical grid interconnection is not available, the implementation of islanded microgrids has been the most viable way to produce and distribute electricity services to their inhabitants. Historically, these islanded grids have relied primarily on diesel generators or hydropower resources to supply the baseload. However, this practice can result in increased expense due to the high costs associated with fuel transportation and the significant amounts of on-site storage necessary when fuel transportation is unavailable during winter months. In order to mitigate this problem, arctic microgrids have started to transition to a hybrid-source operational mode by incorporating renewable energy sources that are inherently variable in nature, such as wind or solar. Due to their highly stochastic behavior, these hybrid-source islanded microgrids can pose potential issues related to power quality due to introduction of rapid net load fluctuations and inability of diesel generators to respond rapidly. In addition, non-firm stochastic sources can require significant idling diesel generator resources to serve as spinning reserves, which is inefficient and wasteful. This work studies the problems that may arise in the transient dynamics of a real-world hybrid diesel microgrid when subjected to a loss of wind generation. Moreover, this work proposes a transition from a diesel spinning reserve to a battery energy-storage system (BESS) operating reserve scheme. The study of the proposed transition is important in establishing the fundamental implication of transient dynamics and the potential benefits of integrating a BESS as a spinning reserve in terms of stability, frequency nadir, and transient voltage deviation. The methods to investigate and validate the transient dynamics relied on both electromagnetic simulation models of GFMIs and a commercially available GFMI in an experimental power hardware-in-the-loop setup. The simulation results showed that the proposed operating reserve scheme improves the power quality of the system in terms of voltage deviation and frequency nadir when the microgrid is subjected to a loss of wind generation scenario. Depending on the simulation cases, adding a GFMI reduced the frequency nadir between 65.3% and 86.7%. Moreover, the reductions in the voltage deviations improved between 3.6% and 23.0%. From these results it can be concluded that the integration of a GFMI can reduce the frequency nadir in a hybrid diesel microgrid, and in turn, reduce diesel consumption, which improves system reliability while reducing fuel expenses. Furthermore, the novelty of this work relies on the fact that the offline simulation results were validated using a power hardware-in-the-loop platform that incorporated a 100 kVA commercially available GFMI as the device under test.
Hernandez-Alvidrez, Javier↗
Autoignition of CRC diesel surrogates at low temperature combustion conditions: Rapid compression machine experiments and modeling
As federal programs require increasingly stringent engine emissions and fuel economy standards, these ambitions can only be met if next-generation combustion technology is developed focusing on high-efficiency and low-emissions engines. Recent research has indicated the need to operate engines at higher compression ratios and with low temperature combustion (LTC) to achieve the needed gains in engine efficiency and reductions in emissions. Because there is a lack of understanding of the chemistry of diesel fuel components and their mixtures at these LTC conditions, this limits the ability to develop predictive chemical kinetic models that can be used to optimize engine combustion. The current study aims to fill in gaps in fundamental combustion data on surrogate fuel mixtures relevant to diesel fuels. Specifically, four multicomponent diesel surrogates formulated by the Coordinating Research Council (CRC) to emulate an ultra-low-sulfur research-grade #2 certification diesel fuel (CFA), namely V0a (4 components), V0b (5 components), V1 (8 components), and V2 (9 components), have been investigated in a rapid compression machine (RCM) through determination of total and first-stage ignition delay times. Autoignition characteristics of lean to rich fuel/O 2 /N 2 mixtures, for the four CRC surrogates and CFA, have been measured using an RCM at LTC relevant pressures and temperatures, in the ranges of 10–20 bar and 650–1000 K, respectively. The equivalence ratios have been varied by independently changing the oxygen mole fraction and the fuel mole fraction in the test mixtures, thereby illustrating the individual effects of oxygen concentration and fuel loading on diesel autoignition. Autoignition results of these four CRC surrogates are compared among them and with those of CFA. Some degree of agreement in autoignition response between each CRC surrogate and CFA is observed, while discrepancies are also identified and discussed. In addition, a detailed chemical kinetic model for diesel surrogates has been developed and validated against these newly-acquired RCM data. We find that this model shows reasonable agreement with the overall ignition delay time results of the current RCM experiments. Chemical kinetic analyses of the developed model were further conducted to help identify the reactions controlling the autoignition processes and the consumption of fuel components in CRC surrogates.
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
Development and Validation of Physics-Based Sub-Models of High-Pressure Supercritical Fuel Injection at Diesel Conditions Insert
The project sought to develop and validate accurate, physics-based, numerical submodels and implement them in computational fluid dynamics (CFD) software codes to enable accurate predictions of diesel sprays at pressures higher than the current systems. The combined experimental-computational effort has four main objectives: (1) acquire spatially and temporally resolved scalar measurements of fuel-oxidizer mixing in the near field of the fuel jet, (2) develop software modules to calculate thermo-physical properties of diesel surrogates and their mixtures with oxidizer of interest in real-gas operating regime, (3) integrate the real-fluid model into a commercial and an open-source CFD code to simulate fuel-air mixing in high-pressure diesel sprays, and (4) assess the robustness, accuracy, and uncertainty of the integrated CFD solvers in computing diesel sprays. Project accomplishments are consistent with the original goals of the project. Although we acquired spatially and temporally resolved scalar measurements, they were limited to refractive index difference and not to thermodynamic properties such as temperature and equivalence ratio. However, we successfully developed the theoretical background needed to acquire such measurements at diesel conditions and demonstrated the capability of the RSD for scalar measurements in a canonical turbulent jet flow replicating features of the diesel jet. Additional work will be needed to implement these procedures at high-pressure, high-temperature engine-like conditions of the CPFR. Mainly, we did not anticipate the need to find the liquid boundary and its statistical features or the state relationships between refractive index and thermodynamic properties, assuming the widely known Dale-Gladstone equation would suffice. Still, efforts devoted to these tasks were essential to fulfil the goals of the project and serves as the foundation on which many of the conclusions and key contributions of this project are based. Further assessment and application of the developed CFD codes is recommended to fully realize the benefits of this research.
33 ADVANCED PROPULSION SYSTEMS↗
Ducted Fuel Injection versus Conventional Diesel Combustion: An Operating-Parameter Sensitivity Study Conducted in an Optical Engine with a Four-Orifice Fuel Injector
Ducted fuel injection (DFI) has been shown to attenuate engine-out soot emissions from diesel engines. The concept is to inject fuel through a small tube within the combustion chamber to enable lower equivalence ratios at the autoignition zone, relative to conventional diesel combustion. Previous experiments have demonstrated that DFI enables significant soot attenuation relative to conventional diesel combustion for a small set of operating conditions at relatively low engine loads. This is the first study to compare DFI to conventional diesel combustion over a wide range of operating conditions and at higher loads (up to 8.5 bar gross indicated mean effective pressure) with a four-orifice fuel injector. This study compares DFI to conventional diesel combustion through sweeps of intakeoxygen mole fraction (XO 2 ), injection duration, intake pressure, start of combustion (SOC) timing, fuel-injection pressure, and intake temperature. DFI is shown to curtail engine-out soot emissions at all tested conditions. Under certain conditions, DFI can attenuate engine-out soot by over a factor of 100. In addition to producing significantly lower engine-out soot emissions, DFI enables the engine to be operated at low-NO x conditions that are not feasible with conventional diesel combustion due to high soot emissions.
42 ENGINEERING↗
Combustion, criteria pollutant and soot property assessment of mixing-controlled high-load engine operation with gasoline and diesel
Gasoline compression ignition (GCI) is an emerging technology that can achieve high fuel efficiency and low criteria emissions in diesel engine platforms using gasoline and gasoline-like fuels. While low- and mid-range loads are enabled with low temperature combustion (LTC) approaches, high-loads are more efficient with high temperature combustion (HTC) requiring mixing-controlled combustion (MCC). Lower soot emissions are achieved with gasoline even in high-load MCC than with diesel, but detailed soot properties from gasoline and diesel have been rarely discussed. In order to better understand how high-load operations affect soot properties, in this study gasoline and diesel were tested in a six-cylinder heavy duty engine at 14 bar brake mean effective pressure (BMEP) at similar combustion phasing. Effects of pilot mass ratio and EGR on heat release rates, cylinder temperatures, ignition delay (ID) and combustion duration (CD) were examined, relating with emissions variations with applications of the two fuels. Soot mass and particle number emissions were slightly lower with gasoline than with diesel, resulting in a more favorable NOx-soot trade-off with gasoline like other reports. Contrary to other findings in the literature, gasoline and diesel soot samples presented similar particle distribution shapes, carbon crystalline structures and primary particle sizes, regardless of fuel type and EGR rate. Consequently, the current result proposes that soot particles have undergone similar soot formation and oxidation processes despite reactivity difference and oxygen availability under the examined high-load MCC with similar combustion phases.
02 PETROLEUM↗
An indirect approach to optimize the reaction rates of thermal NO formation for diesel engines
With stringent emission regulations, it has become more important for modern diesel engine manufacturers to accurately predict engine-out nitrogen oxide (NO x ) emissions across a wide range of operating conditions. Thermal NO is the major source of engine-out NO x in modern diesel engines. For thermal NO formation, several earlier studies have recommended the forward and reverse reaction rate coefficients of the rate-limiting reaction (O + N 2 ⇌ NO + N). However, due to deficiencies in sub-models and inadequacies of reduced chemical mechanisms to represent diesel combustion, these recommended values more often than not need to be adjusted in reduced order combustion models to accurately predict engine-out NO x . Hence, in this work a systematic and computationally efficient approach has been proposed to streamline the process of determining the optimum reaction rate coefficients. Here, to develop the optimization approach, four different production diesel engines with different operating conditions in terms of speed, load, and exhaust-gas recirculation have been considered. Numerical simulations have been performed using a detailed zero-dimensional velocity-composition-frequency transported probability density function (0D-VCF-tPDF) model that uses hundreds of notional particles to capture in-cylinder stratification. Four different combinations of hydrocarbon and NO x chemical mechanisms were used to represent chemistry. It was found that for the rate-limiting reaction, the pre-exponent factors (A f1 , A r1 ) and activation energies (E A,f1 , E A,r1 ) of the forward and reverse reaction rates follow a linear band in A f1 - E A,f1 and A r1 - E A,r1 space where predicted engine-out NO x match the measured values closely. By encompassing such bands from different engines and considering constraints on activation energies, a reduced search domain of pre-exponent factors and activation energies was constructed that is expected to be applicable to any diesel engine. Eventually, computationally efficient three-line and one-line search approaches were proposed to determine the optimum values of the pre-exponent factors and activation energies that led to a minimum error between measured and predicted engine-out NO x . Finally, these three-line and one-line NO x optimization approaches were applied to a fifth production diesel engine for which the 0D-VCF-tPDF model showed a very good predictive performance in terms of predicting peak pressure, 50% burn rate, and engine-out NO x when compared to measured and 3D-CFD values.
33 ADVANCED PROPULSION SYSTEMS↗