Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “CNG”

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

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

At least 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

Online characterization of primary and secondary emissions of particulate matter and acidic molecules from a modern fleet of city buses

The potential impact of transitioning from conventional fossil fuel to a non-fossil-fuel vehicle fleet was investigated by measuring primary emissions via extractive sampling of bus plumes and assessing secondary mass formation using the Gothenburg Potential Aerosol Mass (Go:PAM) reactor from 76 in-use transit buses. Online chemical characterization of gaseous and particulate emissions from these buses was conducted using chemical ionization mass spectrometry (CIMS) with acetate as the reagent ion, coupled with the Filter Inlet for Gases and AEROsols (FIGAERO). Acetate reagent ion chemistry selectively ionizes acidic compounds, including organic and inorganic acids, as well as nitrated and sulfated organics. A significant reduction (48 %–98 %) in fresh particle emissions was observed in buses utilizing compressed natural gas (CNG), biodiesels like rapeseed methyl ester (RME) and hydrotreated vegetable oil (HVO), and hybrid-electric HVO (HVO HEV ) compared to diesel (DSL). However, secondary particle formation from photooxidation of emissions was substantial across all the fuel types. The median ratio of particle mass emission factors of aged to fresh emissions increased in the following order: DSL buses at 4.0, HVO buses at 6.7, HVO HEV buses at 10.5, RME buses at 10.8, and CNG buses at 84. Of the compounds that can be identified by CIMS, fresh gaseous emissions from all Euro V/EEV (Enhanced Environmentally friendly Vehicle) buses, regardless of fuel type, were dominated by nitrogen-containing compounds such as nitrous acid (HONO), nitric acid (HNO 3 ), and isocyanic acid (HNCO), alongside small monoacids (C 1 –C 3 ). Notably, the emission of nitrogen-containing compounds was lower in Euro VI buses equipped with more advanced emission control technologies. Secondary gaseous organic acids correlated strongly with gaseous HNO 3 signals (R 2 =0.85–0.99) in Go:PAM, but their moderate to weak correlations with post-photooxidation secondary particle mass suggest that they are not reliable tracers of secondary organic aerosol formation from bus exhaust. Our study highlights that non-regulated compounds and secondary pollutant formation, not currently addressed in legislation, are crucial considerations in the evaluation of environmental impacts of future fuel and engine technology shifts.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2024

Zero Emission Cargo Transport (ZECT) II Demonstration: South Coast Air Quality Management District (Final Report)

The South Coast Air Quality Management District (South Coast AQMD), California Air Resources Board (CARB) and Southern California Association of Governments (SCAG) — the agencies responsible for preparing the State Implementation Plan required under the federal Clean Air Act — have agreed that attainment of federal air quality standards for the region will require a transition to the broad use of zero and near-zero emission energy sources in cars, trucks and other equipment. Accordingly, the 2012 South Coast AQMD Air Quality Management Plan, the SCAG 2012 Regional Transportation Plan, and the “Vision for Clean Air: A Framework for Air Quality and Climate Control Planning” all identify the need to immediately enact a phasing in of zero and near-zero emission technologies to meet air quality goals. In 2014, South Coast AQMD was awarded grant funding under the US Department of Energy Zero Emission Cargo Transport (ZECT) II Demonstration program to develop and demonstrate zero-emission drayage trucks for goods movement operations between the Port of Los Angeles (POLA) and Port of Long Beach (POLB) near dock rail yards and warehouses: 1) development and demonstration of zero-emission fuel cell range extended electric drayage trucks and 2) development and demonstration of hybrid electric drayage trucks. The purpose of this project was to accelerate deployment of zero emission cargo transport technologies to reduce harmful diesel emissions, petroleum consumption and greenhouse gases in the surrounding communities along the goods movement corridors that are impacted by heavy diesel traffic and the associated air pollution. Between 2014 – 2024, six ZECT II zero-emission fuel cell drayage truck platforms, including fuel cell range extended and CNG hybrid trucks, were successfully designed, developed, integrated, built, tested, and demonstrated with drayage fleet operators in transportation corridors within areas of the South Coast AQMD jurisdiction in Southern California such as in and around POLA and POLB. Portable hydrogen refueling was deployed to support the fuel cell vehicles. The project had real-time improvement with on-going debugging and optimizations while the vehicles were under demonstration. All platforms demonstrated sufficient or excess power, torque, and energy to support 82,000lbs Gross Vehicle Weight Rating and gradeability to perform their daily duty cycles. Collectively, the trucks drove over 23,000 miles during their respective demonstration phases. The ZECT II project was the first of its kind to demonstrate the commercial viability that supported the additional technology breakthroughs for Class 8 zero emission trucks and validations as well as the regulatory basis for all the zero-emission regulation that we know today, such as the Innovative Clean Transit regulation, Advanced Clean Trucks and Clean Fleet regulations.

08 HYDROGEN↗
DOE OSTI2021

Alternative Fueling Station Locations

Alternative fueling stations are located throughout the United States and Canada, and their availability continues to grow. The Alternative Fuels Data Center (AFDC) maintains a website where you can find alternative fueling stations near you or on a route, obtain counts of alternative fueling stations by state, view maps, and more. The most recent dataset available for download here provides a "snapshot" of the alternative fueling station information for compressed natural gas (CNG), ethanol (E85), propane/liquefied petroleum gas (LPG), biodiesel (B20 and above), electric vehicle charging, hydrogen, and liquefied natural gas (LNG), as of July 29, 2021.

alt fuel↗
DOE OSTI2016

Case Study: Natural Gas Regional Transport Trucks

Learn about Ryder System, Inc.'s experience in deploying nearly 200 CNG and LNG heavy-duty trucks and construction and operation of L/CNG stations using ARRA funds. Using natural gas in its fleet, Ryder mitigated the effects of volatile fuel pricing and reduced lifecycle GHGs by 20% and petroleum by 99%.

Compressed natural gas, cng, liquefied natural gas↗
DOE OSTI2017

Compressed Natural Gas Vehicle Maintenance Facility Modification Handbook

To ensure the safety of personnel and facilities, vehicle maintenance facilities are required by law and by guidelines of the National Fire Protection Association (NFPA) and the International Fire Code (IFC) to exhibit certain design features. They are also required to be fitted with certain fire protection equipment and devices because of the potential for fire or explosion in the event of fuel leakage or spills. All fuels have an explosion or fire potential if specific conditions are present. This handbook covers the primary elements that must be considered when developing a CNG vehicle maintenance facility design that will protect against the ignition of natural gas releases. It also discusses specific protocols and training needed to ensure safety.

cng, maintenance facility, compressed natural gas,↗
DOE OSTI2014

Research and Development Needs to Enable Expansion of Natural Gas Use in Transportation

In the transportation sector, users are taking a new look at natural gas (NG) as an affordable alternative, often priced at $1.50-2.00/gasoline gallon equivalent (GGE) less than gasoline or diesel, and offering potential societal benefits like reductions in petroleum use, air pollutant emissions, and greenhouse gas (GHG) emissions. Unlike petroleum, a significant portion of which is imported and vulnerable to external disruptions at key points in the supply chain, NG is almost completely domestic and supplies are diverse. NG from renewable sources like landfills and anaerobic digesters or from fossil sources like shale gas is found in nearly every state, with associated benefits for state economies. An extensive transmission and distribution infrastructure exists in much of the country. There are, however, significant barriers that limit the speed and breadth of NG uptake into the transportation sector. Many of the barriers to NG use in this sector are technical in nature and overcoming them will require a concerted R&D effort. This paper focuses on those barriers and associated R&D opportunities for using compressed natural gas (CNG), liquefied natural gas (LNG), and NG-derived liquid fuels in internal combustion engines (ICEs) for light duty vehicle (LDV) and medium- and heavy-duty truck (M/HDT) applications. This paper is organized into five key areas that highlight R&D needs: NG distribution, liquid fuel production from stranded gas, vehicle fuel use, NG storage, and impact analysis and assessment.

03 NATURAL GAS↗
DOE OSTI2016

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

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

03 NATURAL GAS↗
DOE OSTI2017

FINAL REPORT - Development of High Pressure Hydrogen Storage Tank for Storage and Gaseous Truck Delivery

The “Development of High Pressure Hydrogen Storage Tanks for Storage and Gaseous Truck Delivery” project [DE-FG36-08GO18062] was initiated on 01 July 2008. Hexagon Lincoln (then Lincoln Composites) received grant funding from the U.S. Department of Energy to support the design and development of an improved bulk hauling and storage solution for hydrogen in terms of cost, safety, weight and volumetric efficiency. The development of this capability required parallel development and qualification of large all-composites pressure vessels, a custom ISO container to transport and store said tanks, and performance of trade studies to identify optimal operating pressure for the system. Qualification of the 250 bar TITAN® module was completed in 2009 with supervision from the American Bureau of Shipping [ABS], and the equipment has been used internationally for bulk transportation of fuel gases since 2010. Phase 1 of the project was successfully completed in 2012 with the issuance of USDOT SP 14951, the special permit authorizing the manufacture, marking, sale and use of TITAN® Mobile Pipeline® equipment in the United States. The introduction of tube trailers with light weight composite tankage has meant that 2 to 3 times as much gaseous fuel can be transported with each trip. This increased hauling efficiency offers dramatically reduced operating costs and has enabled a profitable business model for over-the-road compressed natural gas delivery. The economic drivers of this business opportunity vary from country to country and region to region, but in many places gas distribution companies have realized profitable operations. Additional testing was performed in 2015 to characterize hydrogen-specific operating protocols for use of TITAN® systems in CHG service at 250 bar. This program demonstrated that existing compression and decompression methodologies can efficiently and safely fill and unload lightweight bulk hauling systems. Hexagon Lincoln and U.S. DOE agreed to continue into Phase 2 of the project without pursuing the development of higher pressure capabilities as originally planned. At 250 bar, development of equipment for hydrogen transport is supported by strong activity in the adjacent natural gas transportation sector. Trade studies performed since 2011 indicate optimization of hauling efficiency and system cost for hydrogen transport at about 350 bar (5076 psi). However, due to reduced efficiency of compression of natural gas above 250 bar, 350 bar operation is not an attractive option for natural gas transportation. The CHG market is not developed at this time, and it is difficult to forecast the arrival of significant revenues. On the investment side, the cost to fully qualify a large tank module at 350 bar is estimated at $3MM to $5MM. There is insufficient CHG market definition to support a stand-alone business case for this investment without near term revenue in the adjacent CNG transportation market. Therefore development of a 350 bar TITAN® system was deferred and not pursued under this project. Hexagon Lincoln continues to support the development of tankage and equipment for operation at 350 bar and above; with 700 bar vehicle tanks and 950 bar tanks for ground storage applications. Phase 2 activities were focused on reducing system cost, increasing system capacity, increasing system safety and characterization of polymer material performance specific to hydrogen pressure vessel usage. With the successful launch of TITAN® modules and trailers in natural gas transportation, over 600 units have been produced through the end of 2016, resulting in improved purchasing power for raw materials and manufactured components. This has allowed Hexagon Lincoln to approach the current project goals for system cost. At $590/kg of compressed hydrogen delivered, the system cost of the baseline TITAN® module is below the project’s 2015 target of $730/kg H2 delivered, and very close to the project’s 2020 target of $575/kg H2 delivered. [Based on product pricing in 1Q2017.] Emphasis was placed on configuration of larger capacity systems within the vehicle weights and dimensions allowed on federal and state highways in the United States and other countries. These activities resulted in the design and development of integrated tube trailer systems that have increased delivery capacities by 45%. The hydrogen delivery capacity of our largest system is 845 kg, exceeding the project’s 2015 target of 700 kg H2 delivered. Emerging technologies offering improvement of the safety systems used on the equipment were investigated, with particular focus on improving the reliability and cost of the emergency venting system for fire protection. Finally, investment in our materials laboratory improved detection and characterization of hydrogen-induced damage in polymer materials, supporting the development of operational protocols to avoid damage to pressure vessel liners and valve components.

08 HYDROGEN↗
DOE OSTI2018

Mixing of Liquid Methane Releases

Spontaneous Raman scattering images of liquid and near liquid methane released through 1 and 1.25 mm diameter orifices were taken using a pulsed planar laser sheet. The methane back pressure was varied between 2 and 6 bar abs with methane temperatures between 130 and 220 K. Analysis of the Raman images resulted in the planar concentration and temperature fields of the methane jets. The measured methane concentration was compared with empirical relationships for warm gas releases and found to be in agreement in terms of centerline concentration decay rate, self-similarity, and half-width decay rate. Comparisons were then made for anticipated real-world CNG and LNG releases showing similar extents of flammable mass for the two fuel options. Measured images were compared to a cold gas release model, which showed good agreement over the range of methane release temperatures, pressures, and nozzle sizes. The collected measurements provide validation of this cold release model which will be used to model additional scenarios and inform LNG safety codes and standards.

03 NATURAL GAS↗
DOE OSTI2016

Analysis of a Full Scale Blowdown Due to a Mechanical Failure of a Pressure Relief Device in a Natural Gas Vehicle Maintenance Facility

A computational fluid dynamics (CFD) analysis of a natural gas vehicle experiencing a mechanical failure of a pressure relief device on a full CNG cylinder was completed to determine the resulting amount and location of flammable gas. The resulting overpressure if it were to ignite was also calculated. This study completes what is discussed in Ekoto et al. which covers other related leak scenarios. We are not determining whether or not this is a credible release, rather just showing the result of a possible worst case scenario. The Sandia National Laboratories computational tool Netflow was used to calculate the leak velocity and temperature. The in - house CFD code Fuego was used to determine the flow of the leak into the maintenance garage. A maximum flammable mass of 35 kg collected along the roof of the garage. This would result in an overpressure that could do considerable damage if it were to ignite at the time of this maximum volume. It is up to the code committees to decide whet her this would be a credible leak, but if it were, there should be preventions to keep the flammable mass from igniting.

03 NATURAL GAS↗
DOE OSTI2020

Long Beach Transit Battery Electric Bus Evaluation (Final Report)

Beginning in March 2017, Long Beach Transit began operating a fleet of 10 battery electric buses (BEBs) in its service area in Southern California. These electric buses, produced by BYD, are 40-foot buses that are typically charged overnight. Long Beach Transit is collaborating with the California Air Resources Board (CARB) and the U.S. Department of Energy’s National Renewable Energy Laboratory (NREL) to evaluate the buses in revenue service. NREL evaluated the first year of Long Beach Transit’s BEB fleet under Federal Transit Administration funding and published a report covering results from January 2018 through December 2018. CARB provided funding to cover a second year of evaluation. This report provides an update to the previous reports and is focused on the second year of operation from January 2019 through December 2019. Data are provided on a selection of compressed natural gas (CNG) buses as a baseline comparison.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Orange County Transportation Authority Fuel Cell Electric Bus Progress Report (Feb-Jul 2020) [Slides]

This report presents early results from a deployment of fuel cell electric buses (FCEBs) operated by Orange County Transportation Authority (OCTA) in Southern California. The ten FCEBs, produced by New Flyer, feature an electric drive propulsion system powered by a Ballard fuel cell system. The project team is collaborating with the U.S. Department of Energy (DOE) and DOE's National Renewable Energy Laboratory (NREL) to evaluate the buses in revenue service. The goal of this evaluation is to compare the FCEB performance to that of conventional technology and to track progress over time toward meeting the technical targets set by DOE and the Department of Transportation (DOT). The FCEBs were delivered beginning in late-2019, and were placed in service on February 9, 2020. The data period covers February 2020 through July 2020. NREL collects data on ten 2016 model year compressed natural gas (CNG) buses as a baseline comparison at OCTA.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Fundamental Understanding of Cu-zeolite SCR Catalyst Aging Mechanism (CRADA 452)

The CRADA between Cummins and Pacific Northwest National Laboratory (PNNL) will focus on advanced emission control for high-efficiency engines. It will specifically focus on the following three areas: 1. Passive NOx absorbers - The purpose is to develop next generation materials that can be efficiently used to address the cold-operation, as driven by improved engine efficiency. 2. Oxidation of methane and short alkanes – The purpose is to address cold-operation emissions arising from CNG vehicles. 3. Improved understanding of particulates–the purpose is to understand how particulates are formed which will be used to develop strategies to address the tightening regulations and their enforcement for exhaust particulate matter. The first two areas will be based on PNNL’s technical leadership in the area of zeolite-based materials. The third area will have a shorter time scope to leverage the unique SPLAT capabilities at PNNL to help address Cummins’ needs in improving the understanding of particulates.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

A Novel Catalytic Membrane Reactor for DME Synthesis from Renewable Resources

Production of liquid fuels or chemicals from CO 2 (captured from the air or flue gases) and renewable hydrogen presents a new approach to producing clean fuels domestically. While significant progress has been made in the area of renewable electricity generation from solar and wind, a large gap remains with respect to the production of renewable liquid fuels/chemicals. Other processes for producing liquid fuels/chemicals from renewable electricity are constrained by thermodynamic limitations, making them prohibitively expensive and impractical. The team is overcoming these limitations and developing catalytic membrane reactor processes with high yields and low energy penalties. Supported by the Advanced Research Projects Agency-Energy (ARPA-E) of the US Department of Energy (DOE), GTI Energy and partners have been developing a technology for the production of renewable dimethyl ether (DME) from carbon dioxide (CO 2 ) and renewable hydrogen (H 2 ) using a novel catalytic membrane reactor and demonstration of this system at a scale of 1 kg/day. DME is a clean-burning, non-toxic fuel with a high cetane value (55-60), making it an excellent diesel alternative. DME can be stored as a liquid under moderate pressure, eliminating the need for the high-pressure containers used for CNG or cryogenics, as in the case of LNG. DME is also approved as a renewable fuel under the U.S. Environmental Protection Agency’s Renewable Fuels Standard (RFS), making it eligible for Renewable Identification Numbers (RINs) credits. By producing DME through the catalytic conversion of captured CO 2 and renewable H 2 , this process will produce renewable liquid transportation fuel and a means of large-scale utilization of captured CO 2 . In the DME synthesis process, CO 2 and H 2 are fed to a hollow fiber catalytic membrane reactor at 300-600 psig that contains a bi-functional catalyst that combines two reactions, methanol synthesis (CO 2 + 3H 2 → CH 3 OH + H 2 O) and methanol dehydration (2CH 3 OH → CH 3 OCH 3 + H 2 O), into a one-step process to produce DME. The bifunctional catalyst converts methanol to DME, enabling higher overall CO 2 conversion. A Cu/ZnO/ZrO 2 /Al 2 O 3 (CZZA) catalyst is used for methanol synthesis and is coupled with a zeolite catalyst H-ZSM-5 for dehydration. This one-step process intensifies a process that would otherwise require multiple reaction steps. However, combining these two reactions results in increased water production which inhibits catalytic activity. Here, the Na + -gated, water-transport membrane (Science, vol. 367, pp. 667, 2020), removes water in situ, shifting the thermodynamic equilibrium towards product formation while decreasing kinetic inhibition from water adsorption onto the catalyst surface. The Na + gated, water-transport nanochannel membrane showed H 2 O/CO 2 selectivity of 560 at 250 °C and 300 psig for H 2 O/CO 2 /CO/H 2 /MeOH gas mixtures. The selectivities of H 2 O/H 2 , H 2 O/CO, and H 2 O/MeOH were 190, 170, and 80, respectively. In a laboratory-scale membrane reactor, DME synthesis testing using this membrane, a DME production rate of 440 g DME /kg cat /h was achieved at 260 °C and 550 psig. Compared to the packed bed reactor, the CO 2 conversion and DME production rate in the membrane reactor were 80% and three times higher, respectively. A prototype test system (1 kg/day) was designed, constructed, and tested. A DME production rate of 1.31 kg/day and a DME productivity of 360 g/h/kg were achieved in the prototype membrane reactor. Good stability was demonstrated during 150-h continuous operation and multiple startups/shutdowns tests.

10 SYNTHETIC FUELS↗
DOE OSTI2022

Orange County Transportation Authority Fuel Cell Electric Bus Progress Report - Data Period Focus: Feb. 2020 through Jul. 2021 [Slides]

This report presents early results from a deployment of fuel cell electric buses (FCEBs) operated by Orange County Transportation Authority (OCTA) in Southern California. The ten FCEBs, produced by New Flyer, feature an electric drive propulsion system powered by a Ballard fuel cell system. The project team is collaborating with the U.S. Department of Energy (DOE) and DOE's National Renewable Energy Laboratory (NREL) to evaluate the buses in revenue service. The goal of this evaluation is to compare the FCEB performance to that of conventional technology and to track progress over time toward meeting the technical targets set by DOE and the Department of Transportation (DOT). The FCEBs were delivered beginning in late-2019, and were placed in service on February 9, 2020. The data period covers February 2020 through July 2021. NREL collects data on ten 2016 model year compressed natural gas (CNG) buses as a baseline comparison at OCTA.

30 DIRECT ENERGY CONVERSION↗
DOE OSTI2022

Comparison of Side-on Peak Overpressure Predictions and Measurements for Type IV Composite Overwrapped Pressure Vessel Catastrophic Failure

This development of empirical data to support realistic and science-based input to safety regulations and transportation standards is a critical need for the hazardous material (HM) transportation industry. Current regulations and standards are based on the TNT equivalency model. However, real world experience indicates that use of the TNT equivalency model to predict composite overwrapped pressure vessel (COPV) potential energy release is unrealistically conservative. The purpose of this report is to characterize and quantify rupture events involving damaged COPV’s of the type used in HM transportation regulated by the Department of Transportation (DOT). This was accomplished using a series of five tests; 2 COPV tests for compressed natural gas (CNG), 2 COPV tests for hydrogen, and 1 COPV test for nitrogen. Measured overpressures from these tests were compared to predicted overpressures from a TNT equivalence model and blast curves. Comparison between the measurements and predictions shows that the predictions are generally conservative, and that the extent of conservatism is dominated by predictions of the chemical contribution to overpressure from fuel within the COPVs.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗