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DOE OSTI2022

Experimental driving performance evaluation of battery-powered medium and heavy duty all-electric vehicles

As the push to reduce air pollutants and carbon dioxide for global warming continues, there is increasing interest in the development and deployment of battery electric vehicles for heavy-duty applications as one of the critical and challenging steps of a broader effort to fully electrify the transportation sector. This study evaluated and quantified the energy consumption rates and energy regeneration rates for three heavy-duty battery electric vehicles (a step van, a yard tractor, and a class 8 truck) using driving cycle tests with a heavy-duty vehicle chassis dynamometer. Information in this area is currently very limited, and yet it is critical to understanding how effective heavy-duty battery electric vehicles will be for a wide range of applications as the electrification of the heavy-duty vehicle market continues to expand. Energy consumption rates ranged from 0.37 and 2.71 kWh/km for most vehicle/cycle combinations. On a diesel liter energy-equivalent basis, the heavy-duty vehicles had approximately 3 to 6 times better energy consumption rates compared to comparable diesel vehicles, with weight normalized energy consumption rates also comparing favorably to the current and future greenhouse gas/fuel economy standards for equivalent diesel vehicles. Based on battery capacities ranging from 80 to 215 kWh, the vehicle ranges varied from 38.18 km to 171.2 km, with ranges of 115.9 km to 171.2 km for most types of driving and lower ranges of 38.18 to 42.20 km for sustained grade cycles. Overall, the advantage of improved energy consumption rates coupled with improvements that can be expected for battery technology and vehicle range, provide promise for expanded use of heavy-duty vehicles going into the future.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2024

Fuel property evaluation of unique fatty acid methyl esters containing β-hydroxy esters from engineered microorganisms

Unique fatty acid methyl esters (FAME) containing ..beta..-hydroxy esters were produced using an engineered microorganism by glucose fermentation. This study investigated the properties of the unique FAME mixture both neat and in blends with conventional diesel, as well as properties of ..beta..-hydroxy esters. The unique FAME blend contained relatively shorter-chain FAME (average fatty acid chain carbon number 14.6) with 58 % monounsaturated fatty acids and 9 % saturated and monounsaturated ..beta..-hydroxy acid chains. The unique FAME had significantly lower distillation T90 (321 °C versus 352 °C) and higher cetane number (56.7 versus 52) compared to soy biodiesel. Cloud points were within method repeatability. Unexpectedly (because of the lack of methylene-interrupted double bonds), the unique FAME had low oxidation stability (1.5 h) as determined by Rancimat induction period. Stability could be improved through addition of commonly used antioxidants. We speculate that monounsaturated ..beta..-hydroxy FAME may be the source of this instability. Blends with conventional diesel up to 50 vol% showed similar kinematic viscosity (within method repeatability) as blends of conventional FAME. The unique FAME had no effect on distillation T90 even at the 80% blend level. A 30 vol% blend into conventional diesel had a Rancimat induction period of only 2 h, very nearly the same as the neat unique FAME sample. The addition of antioxidants produced blends of acceptable stability. Based on an assessment of the properties of individual ..beta..-hydroxy FAME molecules, they have higher boiling point, higher cloud point, lower cetane number, and potentially lower storage stability than analogous FAME not having the ..beta..-hydroxy group. Removing them from the fuel product in the production process may result in a biodiesel product with superior properties to what is on the market today.

09 BIOMASS FUELS↗

DOE OSTI2023

Refinery Perspective on Decarbonizing with Marine Biofuels

This work seeks to understand what biofuel production pathways a refinery might prefer to produce very low sulfur fuel oil (VLSFO) for marine applications. A comprehensive refinery optimization model was modified to allow for (1) direct blending of soy biodiesel, renewable diesel, Fischer-Tropsch diesel, and several pyrolysis oils and (2) indirect blending of all pyrolysis oils via co-processing in a fluidized catalytic cracker (FCC) and diesel hydrotreater into the marine fuel pool. Results showed that preferred pathways to bio-VLSFO production included co-processing low-quality pyrolysis oil in a FCC to blend the resulting biogenic light cycle oil, directly blending soy biodiesel, and directly blending small quantities of pyrolysis oil. Bio-VLSFO production costs were compared to those of fossil VLSFO subject to different marine fuel demands, benchmark crude oil prices, and biogenic fractions in the finished product. Given benchmark crude oil prices over 60 $/bbl, bio-VLSFO production appeared to be significantly cheaper than fossil VLSFO. Corresponding marginal abatement costs of CO 2 mostly ranging from -300 to 350 $/ton of CO 2 were also determined using a simplified but novel approach to allow for a comparison to other decarbonization strategies. In conclusion, this work indicates that low-sulfur contents in biofuels, relatively relaxed specifications for marine fuels, and current difficulties in meeting VLSFO specifications with crude oils can combine to make bio-VLSFO production cost-effective. Moreover, marine fuels appear to be a good entry point for refiners to start decarbonizing with biofuel pathways that could eventually be extended to other product pools.

09 BIOMASS FUELS↗

DOE OSTI2020

Well-to-Wheels Analysis of Zero-Emission Plug-In Battery Electric Vehicle Technology for Medium- and Heavy-Duty Trucks

Conventional diesel medium- and heavy-duty vehicles (MHDVs) create large amount of air emissions. With the advancement in technology and reduction in the cost of batteries, plug-in battery electric vehicles (BEVs) are increasingly attractive options for improving energy efficiency and reducing air emissions of MHDVs. In this paper, we compared the well-to-wheels (WTW) greenhouse gases (GHGs) and criteria air pollutant emissions of MHD BEVs with their conventional diesel counterparts across weight classes and vocations. We expanded the Greenhouse gases, Regulated Emissions, and Energy use in Technologies (GREET) model to conduct the WTW analysis of MHDVs. The fuel economy for a wide range of MHDV weight classes and vocations, over various driving cycles, was evaluated using a high-fidelity vehicle dynamic simulation software (Autonomie). The environmental impacts of MHD BEVs are sensitive to the source of electricity used to recharge their batteries. The WTW results show that MHD BEVs significantly improve environmental sustainability of MHDVs by providing deep reductions in WTW GHGs, nitrogen oxides, volatile organic compounds, and carbon monoxide emissions, compared to conventional diesel counterparts. Increasing shares of renewable and natural gas technologies in future national and regional electricity generation are expected to reduce WTW particulate matters and sulfur oxide emissions for further improvement of the environmental performance of MHD BEVs.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2026

Cradle-to-Grave Lifecycle Analysis of U.S. Medium- and Heavy-Duty Vehicle-Fuel Pathways: A Greenhouse Gas Emissions Assessment of Current (2021) and Future (2035) Technologies

This study presents a cradle-to-grave lifecycle analysis of energy use and greenhouse gas (GHG) emissions for U.S. medium- and heavy-duty vehicles across current (2021) and future (2035) technologies using the Greenhouse gas, Regulated Emissions, and Energy use in Technologies (GREET) model with industry-vetted assumptions. Results vary across vehicle classes but point to common trends: today, battery electric vehicles (BEVs) offer significant (10–60%) GHG emissions reduction compared to diesel internal combustion engine vehicles and are the lowest emissions option per ton-mile of cargo movement, followed by hydrogen fuel cell electric vehicles (FCEVs) (5–50% emissions reduction). Emissions savings depend largely on the duty cycle and fuel economy of the vehicle type. Future vehicle technology advancements result in comparable emission reductions associated with BEVs and hydrogen FCEVs. Weight-limited BEV trucks see less per-ton-mile emissions reduction due to the impact of battery weight on increased vehicle weight and reduced payload capacity. By 2035, improvements in vehicle efficiency can reduce emissions across all powertrains. However, very low levels of emissions require switching vehicles’ use-phase fuel/energy to low-carbon fuels and electricity. Renewable diesel, e-fuels, hydrogen produced from natural gas with carbon capture and storage or renewables, and use of low-carbon electricity can all achieve over 70% reduction in GHG emissions from the current day diesel-based internal combustion engine vehicle.

alternative fuels↗

DOE OSTI2020

Single-Step Conversion of Ethanol to n-Butene over Ag-ZrO2/SiO2 Catalysts

Ethanol is a promising platform molecule for production of a variety of fuels and chemicals. Of particular interest is producing middle distillate fuels (i.e., jet and diesel blendstock) from renewable ethanol feedstock. State-of-the-art alcohol-to-jet technology requires multiple process steps based on catalytic dehydration of ethanol to form ethylene, followed by sometimes a multi-step oligomerization, and then hydrotreatment and distillation. Here we report on a new catalytic route in which ethanol is directly converted to n-butene (1- and 2-butene mixtures) over Ag-ZrO2/SBA-16, thus offering the potential for a reduction in the number of required processing steps versus conventional alcohol-to-jet technology. This catalyst system provides the balanced metal and Lewis acid sites required to selectively facilitate a cascading sequence of reactions that includes dehydrogenation, aldol condensation, Meerwein–Ponndorf–Verley reduction, dehydration, and hydrogenation. High conversion and selectivity toward either n-butene or 1,3-butadiene is achieved by tuning the hydrogen feed partial pressure and other process/catalyst parameters. With sufficient hydrogen partial pressure 1,3-butadiene is completely and selectively hydrogenated to form n-butene. The reaction mechanism was elucidated through operando-nuclear magnetic resonance investigations coupled with reactivity measurements. Combined experimental-computational investigation reveals how changes in silver and zirconium composition and the silver oxidation state affects reactivity under controlled hydrogen partial pressures and after prolonged run times. Finally, catalyst effectiveness also was demonstrated when using wet ethanol feed, thus highlighting process flexibility in terms of feedstock purity requirements. This work was financially supported by the U.S. Department of Energy (DOE), Office of Energy Efficiency and Renewable Energy, Bioenergy Technologies Office, and was performed at the Pacific Northwest National Laboratory (PNNL) under Contract No. DE-AC05-76RL01830 and the National Renewable Energy Laboratory under Contract No. DE-AC36- 08GO28308. Part of the work conducted by S. A. Akhade was performed under the auspices of the U.S. DOE at Lawrence Livermore National Laboratory under Contract No. DE-AC52-07NA27344. This work was partly supported through the PNNL-WSU Distinguished Graduate Research Program for ADW. NMR and XPS experiments were performed using EMSL (grid.436923.9), a DOE Office of Science User Facility sponsored by the Office of Biological and Environmental Research

Dagle, Vanessa↗

DOE OSTI2024

Catalytic Reduction of Esters over Zirconia-Supported Metal Catalysts

Esters are often produced as unwanted byproducts during the catalytic upgrading of ethanol to diesel fuel precursors through Guerbet coupling. Removal of esters from the product stream is important to prevent the loss of downstream catalyst activity from ester-derived carboxylic acids. In this work, we studied ester hydrogenolysis to the parent alcohols as a viable route for enhanced diesel fuel production. Specifically, we investigated the reduction of hexyl acetate in butanol over ZrO 2 -supported Ni, Co, Cu, Rh, Pd, and Pt catalysts, where Cu/ZrO 2 was the most selective catalyst for the hydrogenolysis of hexyl acetate into hexanol and ethanol. Thermodynamic analysis reveals that a 90% alcohol yield can be obtained at 200 °C, 30 bar, and a relatively high H 2 :hexyl acetate molar ratio of 480:1. Experimentally, an alcohol yield of 88% yield was obtained with a 10 wt % Cu/ZrO 2 catalyst at these conditions with a residence time of 5.4 h kg cat kmol gas –1 . Catalytic tests on the support revealed that ZrO 2 catalyzes the transesterification reaction between hexyl acetate and butanol. However, only the Cu sites can catalyze the hydrogenolysis of the esters into the final alcohols. We developed a kinetic model for our experimental results, which shows that the transesterification and hydrogenolysis reactions run at two different timescales, the former being 10 times faster than the latter. Data regression has been used to develop a model to predict the mole fraction distribution of ester hydrogenolysis products over a wide range of contact times. Cu/ZrO 2 loses half its catalytic activity after 80 h of time on stream. Modeling of deactivation data reveals that the ZrO 2 support conserves a residual activity due to external active sites, while active sites over the Cu surface deactivate at different rates. Furthermore, the catalytic conversion of esters into their parent alcohols is relevant to the production of surrogate liquid fuels since alcohols can be bimolecularly dehydrated to produce a blend of ethers with diesel fuel-like properties.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2020

Quantitative Determination of Biomass-derived Renewable Carbon in Fuels from Coprocessing of Bio-oils in Refinery Using a Stable Carbon Isotopic Approach

Increasing renewable carbon incorporation into conventional fuels through coprocessing with vacuum gas oil (VGO, a petroleum refining feedstock) is a critical step in biofuels development, scaling-up, adoption and associated GHG reduction. Optimization of the co-processing parameters maximizes incorporation of the renewable carbon in the fuel products. Quantitative determination of the renewable carbon content in the co-processed products provides direct evaluation of the parameters. The co-processing bio-oil with VGO through hydrocracking (HC) or fluid catalytic cracking (FCC) system resulted in carbon isotopic fractionation that prevented the direct use of the isotope mixing model for quantifying the renewable carbon. Here, we report an algorithm of using a stable carbon isotope approach to quantify the renewable carbon content in co-processing biofuel products through high-precision ?13C analysis. A controlled experiment carried out by blending a fossil diesel (-29.013‰) with a bio-diesel (-30.099‰) at various blending levels up to 98.0/2.0 wt% is presented and has demonstrated the applicability of this approach. The carbon isotope fractionation factors for the bio-oil co-processing were obtained by using a 14C-derived isotope-mixing model. The ?13C method was tested by co-processing 13C-labeled bio-crude and natural woody biomass-derived fast pyrolysis (FP) and catalytic fast pyrolysis (CFP) bio-oils with VGO. The results were verified by 14C accelerator mass spectrometry (AMS) method (ASTM-D6866) and compared with the yield mass balance (YMB) method. Strong agreement between d13C and 14C AMS methods demonstrated the applicability of the ?13C method to quantify renewable carbon content in co-processing fuel products and guide the co-processing optimization

Li, Zhenghua↗

DOE OSTI2022

Case Study: Resilience Benefits of Distributed Wind Against Fuel and Weather Hazards in Alaska

In this case study of St. Mary’s Village, Alaska, we present a resilience evaluation exercise. A resilience framework is employed to identify system characteristics, relevant metrics, and resilience hazards and to assess the performance against the hazards with and without a distributed wind system installed. The results show the resilience benefits provided by the distributed wind installation against fuel shortage hazards and cold weather hazards. The resilience benefits can be assigned monetary values, which will be highly dependent on actual circumstances of the hazard, but provide insight into value streams of distributed wind that are not usually considered. For example, the single 900 kW turbine was found to prevent an average of 14,643 kWh of load from being dropped during a two-day diesel fuel shortage event, which saved the community $447,592 from the prevented outages. This case study serves as an example for novel power system resilience analysis and builds understanding of resilience hazards that are common across many power systems.

Culler, Megan J.↗

DOE OSTI2020

High BMEP and High Efficiency Micro-Pilot Ignition Natural Gas Engine (Final Project Report)

The project objectives were to develop demonstrate a high-efficiency high-output natural gas diesel micro-pilot stoichiometric engine operating with diesel pilot contribution of less than 5% on a medium duty engine. The program’s outcomes achieve in a partnership between Michigan Technological University and Westport Power Inc. were very successful. The engine platform was a 6.7L I6 engine with a compression ratio of 15:1 and achieved 24 bar BMEP and 41% brake thermal efficiency at lambda. Simulation and modeling with an improved turbocharger and combustion chamber improvements demonstrated a clear path to 43% BTE. The operational stoichiometric range was from 5 to 24 bar with minimal throttling. Diesel contribution over the cycle was 4.6%. The results achieved in this program are well above the best in-class baseline natural gas spark ignition engines of 19.5 bar BMEP and 40% BTE.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2020

Supply Chain Sustainability Analysis of Renewable Hydrocarbon Fuels via Indirect Liquefaction, Ex Situ Catalytic Fast Pyrolysis, Hydrothermal Liquefaction, Combined Algal Processing, and Biochemical Conversion: Update of the 2019 State-of-Technology Cases

This technical report describes the supply chain sustainability analysis (SCSAs) for the production of renewable hydrocarbon transportation fuels via a range of conversion technologies: (1) renewable high octane gasoline (HOG) via indirect liquefaction (IDL) of woody lignocellulosic biomass (note that the IDL pathway in this SCSA represents the syngas conversion design in the 2019 SOT); (2) renewable gasoline (RG) and diesel (RD) blendstocks via ex situ catalytic fast pyrolysis of woody lignocellulosic biomass; (3) RD via hydrothermal liquefaction (HTL) of wet sludge from a wastewater treatment plant; (4) renewable hydrocarbon fuels via biochemical conversion of herbaceous lignocellulosic biomass; (5) renewable diesel via HTL of a blend of algae and woody biomass; and (6) renewable diesel via combined algae processing (CAP). This technical report focuses on the environmental performance of these six biofuel production pathways in their 2019 SOT cases. The results of these renewable hydrocarbon fuel pathways in these SCSA analyses update those for the respective 2018 SOT cases. They also provide an opportunity to examine the impact of technology improvements in both biomass feedstock production and biofuel production that have been achieved in 2019 SOTs on the sustainability performance of these renewable transportation fuels, and they reflect updates to Argonne National Laboratory’s Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET®) model, which was released in October 2019. These GREET updates include the production of natural gas, electricity, and petroleum-based fuels that can influence biofuels’ supply chain greenhouse gas (GHG) (CO₂, CH₄, and N₂O) emissions, water consumption, and air pollutant emissions. GHG emissions, water consumption, and nitrogen oxides (NO x ) emissions are the main sustainability metrics assessed in this analysis. In this analysis, we define water consumption as the amount of water withdrawn from a freshwater source that is not returned (or returnable) to a freshwater source at the same level of quality. Life-cycle fossil energy consumption and net energy balance, which is the life-cycle fossil energy consumption deducted from the renewable biofuel energy produced, are also assessed.

09 BIOMASS FUELS↗

DOE OSTI2021

Supply Chain Sustainability Analysis of Renewable Hydrocarbon Fuels via Indirect Liquefaction, Ex Situ Catalytic Fast Pyrolysis, Hydrothermal Liquefaction, Combined Algal Processing, and Biochemical Conversion: Update of the 2020 State-of-Technology Cases

This technical report describes the SCSAs for the production of renewable hydrocarbon transportation fuels via a range of conversion technologies in the 2020 SOTs: (1) renewable high octane gasoline (HOG) via indirect liquefaction (IDL) of woody lignocellulosic biomass (note that the IDL pathway in this SCSA represents the syngas conversion design); (2) renewable gasoline (RG) and diesel (RD) blendstocks via ex situ catalytic fast pyrolysis of woody lignocellulosic biomass; (3) RD via hydrothermal liquefaction (HTL) of wet sludge from a wastewater treatment plant; (4) renewable hydrocarbon fuels via biochemical conversion of herbaceous lignocellulosic biomass; (5) renewable diesel via HTL of a blend of algae and woody biomass; and (6) renewable diesel via combined algae processing (CAP). This technical report focuses on the environmental performance of these six biofuel production pathways in their 2020 SOT cases. The results of these renewable hydrocarbon fuel pathways in these SCSA analyses update those for the respective 2019 SOT cases. They also provide an opportunity to examine the impact of technology improvements in both biomass feedstock production and biofuel production that have been achieved in 2020 SOTs on the sustainability performance of these renewable transportation fuels. The SCSA results also reflect updates to Argonne National Laboratory’s Greenhouse gases, Regulated Emissions, and Energy use in Technologies (GREET ® ) model, which was released in October 2020. These GREET updates include the production of natural gas, electricity, and petroleum-based fuels that can influence biofuels’ supply chain greenhouse gas (GHG) (CO 2 , CH 4 , and N 2 O) emissions, water consumption, and air pollutant emissions. GHG emissions, water consumption, and nitrogen oxides (NO x ) emissions are the main sustainability metrics assessed in this analysis. In this analysis, we define water consumption as the amount of water withdrawn from a freshwater source that is not returned (or returnable) to a freshwater source at the same level of quality. Life-cycle fossil energy consumption and net energy balance, which is the life-cycle fossil energy consumption deducted from the renewable biofuel energy produced, are also assessed.

09 BIOMASS FUELS↗

DOE OSTI2021

Supply Chain Sustainability Analysis of Renewable Hydrocarbon Fuels via Indirect Liquefaction, Ex Situ Catalytic Fast Pyrolysis, Hydrothermal Liquefaction, Combined Algal Processing, and Biochemical Conversion: Update of the 2020 State-of-Technology Cases

The Department of Energy’s (DOE) Bioenergy Technologies Office (BETO) aims to develop and deploy technologies to transform renewable biomass resources into commercially viable, high-performance biofuels, bioproducts, and biopower through public and private partnerships (U.S. Department of Energy, 2016). BETO and its national laboratory teams conduct in-depth techno-economic assessments (TEA) of biomass feedstock supply and logistics and conversion technologies to produce biofuels. There are two general types of TEAs: A design case outlines a target case (future projection) for a particular biofuel pathway. It enables identification of data gaps and research and development needs and provides goals and benchmarks against which technology progress is assessed. A state of technology (SOT) analysis assesses progress within and across relevant technology areas based on actual results at current experimental scales relative to technical targets and cost goals from design cases, and includes technical, economic, and environmental criteria as available. In addition to developing a TEA for a pathway of interest, BETO also performs a supply chain sustainability analysis (SCSA). The SCSA takes the life-cycle analysis approach that BETO has been supporting for about 20 years. It enables BETO to identify energy consumption, environmental, and sustainability issues that may be associated with biofuel production. Approaches to mitigate these issues can then be developed. Additionally, the SCSA allows for comparison of energy and environmental impacts across biofuel pathways in BETO’s research and development portfolio. This technical report describes the SCSAs for the production of renewable hydrocarbon transportation fuels via a range of conversion technologies in the 2020 SOTs: (1) renewable high octane gasoline (HOG) via indirect liquefaction (IDL) of woody lignocellulosic biomass (note that the IDL pathway in this SCSA represents the syngas conversion design [Harris et al. 2021]); (2) renewable gasoline (RG) and diesel (RD) blendstocks via ex situ catalytic fast pyrolysis of woody lignocellulosic biomass [Abhijit et al. 2021]; (3) RD via hydrothermal liquefaction (HTL) of wet sludge from a wastewater treatment plant; (4) renewable hydrocarbon fuels via biochemical conversion of herbaceous lignocellulosic biomass (Davis et al. 2021; Lin et al. 2021); (5) renewable diesel via HTL of a blend of algae (Davis and Klein, 2021) and woody biomass (Hartley et al. 2020); and (6) renewable diesel via combined algae processing (CAP) (Wiatrowski and Davis, 2021). This technical report focuses on the environmental performance of these six biofuel production pathways in their 2020 SOT cases. The results of these renewable hydrocarbon fuel pathways in these SCSA analyses update those for the respective 2019 SOT cases (Cai et al. 2020). They also provide an opportunity to examine the impact of technology improvements in both biomass feedstock production and biofuel production that have been achieved in 2020 SOTs on the sustainability performance of these renewable transportation fuels. The SCSA results also reflect updates to Argonne National Laboratory’s Greenhouse gases, Regulated Emissions, and Energy use in Technologies (GREET®) model, which was released in October 2020 (Wang et al. 2020). These GREET updates include the production of natural gas, electricity, and petroleum-based fuels that can influence biofuels’ supply chain greenhouse gas (GHG) (CO 2 , CH 4 , and N 2 O) emissions, water consumption, and air pollutant emissions. GHG emissions, water consumption, and nitrogen oxides (NO x ) emissions are the main sustainability metrics assessed in this analysis. In this analysis, we define water consumption as the amount of water withdrawn from a freshwater source that is not returned (or returnable) to a freshwater source at the same level of quality. Life-cycle fossil energy consumption and net energy balance, which is the life-cycle fossil energy consumption deducted from the renewable biofuel energy produced, are also assessed.

09 BIOMASS FUELS↗

DOE OSTI2022

Evaluation of erosion potential of bio-based multicomponent blendstocks using experimentally-validated computational fluid dynamics

The optimization of the fuel-engine interface and associated performance is a significant goal for CoOptima and the industry. The strategic driver for fuel-engine optimization is clear: diesel optimization can significantly reduce emissions including NOx, particulate matter, and CO2 emissions. Previous evaluations of ethanol and diesel blends raised significant concerns with fuel injector erosion using ethanol blends. While Sylvatex’s technology can use ethanol, it also utilizes a surfactant and water to compatibilize and modify ethanol blends, thereby controlling its impact in diesel engines. The results from the project will (1) provide important insights into complex fuels and erosion, which will be used to design additional, improved formulations; and (2) expand capabilities of Argonne’s cavitation-induced erosion risk assessment (CIERA) tool to model multi-component systems, furthering Co-Optima objectives.

09 BIOMASS FUELS↗

DOE OSTI2022

Advanced Distributed Wind Turbine Controls Series: Part 2-Wind Energy in Isolated Grids – Microgrids, Infrastructure Resilience, and Advanced Controls Launchpad (MIRACL)

In an isolated grid, wind turbines are typically deployed to provide energy to maximize energy production, reduce diesel-fuel consumption, reduce carbon emissions, and reduce costs for energy and fuel transportation. However, in addition to solely providing energy to the power system, wind turbines contain rotating masses and inverter-based controls that can enable various reliability and resilience services through advance controls. As part of the Microgrids, Infrastructure Resilience, and Advanced Controls Launchpad (MIRACL) this paper demonstrates, through desktop simulations, advanced wind turbine controls that can be employed to support higher contributions of wind in isolated grids, and to demonstrate ways that wind can play a role in supporting stability of an isolated grid. This isolated grid used in these desktop simulations is comprised of a wind turbine (600 kW), solar PV (430 kW), battery energy storage system (1 MW/1MWh), a simulated diesel generator (2 MW) and various types of loads (critical, dynamic). We developed a model of the subsystems in MATLAB/Simulink and validated them with available data from real-world components on NREL's Flatirons Campus. These validated models are then configured for various case studies. We compare the output of the desktop simulation with a baseline case with the diesel generator. Active and reactive power control of the wind turbine can help improve frequency and voltage responses in the isolated grid, respectively. By utilizing a small integrated battery energy storage system in the DC-link of the wind turbine, we also demonstrate that wind turbines can help blackstart a critical load comparable to its rated power and support other renewables (e.g. solar PV) come online and pick up an additional load. This report illustrates some of these reliability and resilience services a wind turbine can provide in an isolated grid.

17 WIND ENERGY↗

DOE OSTI2021

Oxygenated Fuel Blending Effects in a Mixing-Controlled Compression-Ignition Engine Equipped with Ducted Fuel Injection [Slides]

Continued creation of harmful emissions such as NO x and soot from compression-ignition engines utilizing mixing-controlled combustion systems (i.e., diesel engines) remains a problem and is the subject of on-going research. The inherently high efficiency, relatively low cost, and numerous other desirable attributes of such engines, coupled with a widely supported infrastructure, motivates their continued advancement. Recently, a scientifically distinct and mechanically simple technology called ducted fuel injection (DFI) has shown a robust ability to allow such engines to operate with simultaneously low engine-out soot and NO x emissions when it is employed with simulated exhaust-gas recirculation. To better understand the property ranges of sustainable, oxygenated-fuel blending stocks that will most improve engine performance, two oxygenated blendstocks were separately blended with a commercial diesel base fuel and tested within a heavy-duty diesel optical engine equipped with a four-duct DFI configuration. Conventional and crank-angle-resolved optical diagnostics were used to elucidate the effects of fuel ignition quality, oxygenate molecular structure, and overall oxygen content on engine performance.

33 ADVANCED PROPULSION SYSTEMS↗

DOE OSTI2022

Hydrogen for Maritime Applications

The maritime industry is investigating a number of fuel options for reducing emissions, including liquefied natural gas (LNG), biofuels, and electrical drive systems powered by batteries and/or hydrogen-fueled fuel cells. Hydrogen-fueled ships offer the potential to significantly reduce, if not eliminate, regulated and unregulated pollutants in maritime applications. Argonne National Laboratory conducted preliminary comparisons of the total cost of ownership (TCO) of several classes of ships to determine how fuel cell technology compares to the current diesel technology, what advancements are needed for hydrogen fuel cell technology to be competitive in the future, and what applications may be appropriate for introducing fuel cells into the maritime industry. These studies included feeder container ships, harbor tugboats, river pushboats, and auto/passenger ferries. For this study, TCO was defined to include the cost of fuel, propulsion system, and fuel storage system, the levelized cost of propulsion/auxiliary engines, and the cost of annual maintenance and consumables. It did not include the cost of the vessel frame or other components, aside from the propulsion system, that the fuel cell and diesel ships have in common. A 10% internal rate of return (IRR) was applied to the initial capital investment and an installation cost factor of 20% was applied to the capital cost. The capital cost of each component (e.g., engine, fuel tank, motor, etc.) was amortized over a period of 20 years, except for the fuel cell system, which was amortized over 6 or 10 years depending on ship class. The initial comparisons for container ships indicate that fuel costs are by far the dominant contributor to the TCO. With the current low cost of low-sulfur marine gasoil (LSMGO) and relatively high cost of hydrogen, it is difficult for hydrogen to compete with LSMGO in container ship applications. The large energy demand for container ships also favors the use of the higher volumetric energy density LSMGO fuel, especially for longer voyages. The space required to store enough hydrogen for the same journey is larger than that needed to store diesel fuels and can reduce the available cargo carrying and revenue generating space available on the ship.

08 HYDROGEN↗

DOE OSTI2023

Droplet burning of n-butyl acetate/n-heptane mixtures in the standard atmosphere: experiments and numerical modeling

Blending petroleum fuels with oxygenates is a common approach to stem the depletion of crude oil while also mitigating the impact of their combustion on the environment. It has recently been considered that n-butyl acetate (BA, C6H12O2 , boiling point of 399K) could be a viable oxygenate additive to diesel fuel. In this application it is important to determine the influence of the fractional amount of BA on burning of the mixture. This presentation considers this problem from an experimental and computational approach using n-heptane (C7H14 , boiling point of 372K) as an essentially single component surrogate for diesel fuel. The burning configuration considered was ostensibly spherical symmetry as promoted by burning droplets under conditions where forced and natural convection effects were minimized. In this configuration the droplet and flame are concentric spheres and soot aggregates are trapped in a shell structure between the droplet and flame. Measurements were made of the droplet, flame and soot shell diameters through video imaging of the burning process. The experimental results were used to validate a detailed numerical model of the spherically symmetric droplet burning process that incorporated a consistent combustion kinetic mechanism for BA/heptane mixtures, comprised of 402 species and 16,872 reactions inclusive of soot chemistry. A model for soot formation was also included in the simulation to predict formation of the soot shell. The simulations agreed well with measured droplet and flame diameters. It was found both experimentally and computationally that adding BA to heptane had a minimal effect on the mixture burning rate, while the flame was positioned closer to the droplet surface and the simulated soot volume fraction decreased. The implications of these results are discussed for using BA as a potential additive to diesel fuel.

09 BIOMASS FUELS↗