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At least 721 records · Page 40
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

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

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

Bayliff, Scott Michael↗
DOE OSTI2021

The Modeling of Synfuel Production Process: ASPEN Model of FT production with electricity demand provided at LWR scale

Synfuels, or electro-fuels (e-fuels) have the unique potential to significantly reduce greenhouse gas (GHG) emissions across the transportation sector. This is especially true for applications with substantial payloads and daily miles traveled, such as long-haul heavy-duty vehicles, rail locomotives, marine vessels and aviation aircrafts that are challenging to directly electrify via battery or fuel cell powertrain technologies. Synfuels, or electro-diesel/electro-jet fuels, have similar properties with the incumbent petroleum fuels, compatible with current infrastructure but have much lower GHG emissions relative to the petroleum counterpart, because they utilize waste carbon dioxide (CO2) streams and green hydrogen (H2) sourced from electrolysis. To achieve substantial reductions in GHG emissions, electricity sources must be zero carbon or near-zero carbon, which is the case with solar, wind, hydro and nuclear power. Compared to the intermittency of solar, wind and hydro, nuclear energy provides a steady energy source. In addition, it’s advantageous for nuclear power to produce synfuels because it provides not only near-zero carbon electricity to displace grid electricity, but also near-zero carbon steam to displace carbon-intensive natural gas combustion for steam generation. The availability of electricity and steam also enables more efficient green hydrogen production by using high-temperature electrolysis. In this work, Argonne National Laboratory (ANL) models a synfuel production process via the Fischer- Tropsch (FT) reaction by using nuclear power to provide electricity and steam. In 2021, using ASPEN Plus software, ANL established a detailed process model of a stand-alone FT production facility, assuming feedstocks of pure CO2 and H2. This stand-alone model can be expanded to integrate H2 production from nuclear power via low-temperature and high-temperature electrolysis at light-water reactor (LWR) scale. This report summarizes the stand-alone ASPEN Plus model results with a detailed mass and energy analysis. Our modeled facility produces 351 MT/day (130,000 gal/day) of FT fuel (a mixture of naphtha, jet fuel, and diesel) by converting 223 MT/day of H2 and 2,387 MT/day of CO2. The FT fuel production energy efficiency is 58% and the carbon conversion efficiency (from CO2 to FT fuel) is 46%. The production of green hydrogen requires 390–470 MWe of electricity, which is compared with the capacity of an LWR plant. For the stand-alone FT process, the detailed energy demand (electricity and heat) is summarized in the table below. Based on the energy supply source and the required temperature, potential insertion points of nuclear energy are identified. Based on the potential nuclear energy utilization, this report discusses potential modification options for expanding the system boundary to integrate nuclear power use, for example on-site hydrogen production via water electrolysis. Modeling of the integrated system is conducted by closely working with ANL and Idaho National Laboratory (INL) collaborators to harmonize design parameters of nuclear plants and the FT production process.

Zang, Guiyan↗
DOE OSTI2022

Modeling Freight Traffic Demand and Highway Networks for Hydrogen Fueling Station Planning: A Case Study of U.S. Interstate 75 Corridor

The use of hydrogen as an alternative transportation fuel has gained much interest in recent years. Hydrogen can be utilized in electric vehicles equipped with hydrogen powertrains (including hydrogen internal combustion engines or fuel cells). Given that most of the freight in the U.S. is transported via diesel trucks, transition to hydrogen fuel would help achieve significant environmental benefits as well as accelerate the decarbonization of the freight transportation sector. This paper presents the methodology and results of a case study on modeling freight traffic demand and highway networks based on publicly available data for the Interstate 75 freight corridor. The purpose of this study is to prepare input traffic and network data that can support the planning of a hydrogen fueling station infrastructure. In particular, the data can be used for siting and characterizing an optimized framework of hydrogen fueling stations from candidate diesel stations along the Interstate 75 corridor. The methodologies developed and presented in this paper may be readily expanded and applied to any transport corridor given the data availability. This paper is the first in a series that will build out a comprehensive model to optimize a consolidated national hydrogen refueling infrastructure eco-system targeted at commercial vehicles.

Uddin, Majbah↗
DOE OSTI2023

Hydrogen Energy Storage System at Borrego Springs Towards an H2 Enabled 100 Renewable Microgrid

San Diego Gas & Electric's Borrego Springs Microgrid is one of the largest microgrids in the USA, serving 2500 residential customers, 300 commercial and industrial customers, and has a peak demand of approximately 14 MW. This microgrid is located at the end of a long transmission line, and is subjected to extreme weather events like storms, wildfires, and flooding, which frequently cause grid outages. The microgrid currently relies on 3.65 MW of diesel-powered generators to provide grid-forming services during these outages, which results in greenhouse gas and criteria pollutant emissions. However, the microgrid has access to approximately 37 MW of installed solar generation and struggles with overgeneration and curtailment. 1.5 MW/4.5 MWh of grid-scale batteries have been installed to capture some the overgeneration and provide resiliency, but a longer-duration low-greenhouse gas emission energy storage solution is needed. In our project, the team will evaluate in the lab and demonstrate in the field a grid-forming fuel cell inverter that can provide grid-forming services while utilizing hydrogen's energy storage scalability. We will first utilize NREL's Renewable Energy Integration and Optimization (REopt) platform to perform analyses on future microgrid scenarios that use hydrogen assets to reduce or eliminate the need for diesel backup generators. We will then evaluate the grid-forming inverter through power hardware-in-the-loop and controller hardware-in-the-loop experiments at ARIES, and de-risk the field deployment and operation of hydrogen assets in the microgrid setting. Finally, this project will demonstrate the operation of the fuel cell inverter and updated microgrid controller by operating in grid-forming mode in the Borrego Springs microgrid.

Borrego Springs↗
DOE OSTI2022

Technology Enablers for Advanced Gasoline Compression Ignition Engines

To meet current emission regulations and increasingly demanding global fleet CO2 standards on fuel economy and future trends towards life cycle GHG emissions, advanced combustion engines remain significant in the passenger vehicle sector to achieve high efficiency and low emissions over the full operating range. Lean burn gasoline compression ignition (GCI) technology has shown to have the most potential in reaching these goals, although it faces challenges in the operating range. In this study, an advanced GCI engine is considered with the capability to operate under two combustion modes, namely low temperature combustion (LTC) and GCI. They are enabled with the use of two Hyundai in-house developed technologies; an advanced valve control mechanism known as continuously variable valve duration (CVVD) and a high-pressure gasoline injection system. At low load, the engine utilizes dual CVVD and dual CVVT (continuously variable valve timing) mechanisms for both intake and exhaust valvetrains to enable NVO (negative valve overlap) to trap hot residuals. The hot residuals enable low load auto-ignition, and the phasing control of that auto-ignition is achieved by varying the degrees of NVO, and in turn, the amount of hot residuals. This is done in real time with respect to the changes in engine loads or operating conditions, significantly improving cylinder-phasing control in LTC mode, and subsequently is able to realize a fuel economy gain and reduced emission benefits. Early direct injection during NVO or intake stroke is used to form homogenous or quasi-homogenous air-fuel mixture for LTC. At mid to high loads, late direct injection of gasoline or GCI mode is employed to take advantage of the high volatility and high resistance to auto-ignition of gasoline fuel, so that diesel-engine like high combustion efficiency can be achieved with lower soot emissions for the same NOx level as diesel combustion. In this paper, the key control and fueling technologies that enable this multiple mode combustion are introduced, and the resultant analysis on engine test and CFD simulation at LTC and GCI operating conditions are presented in detail.

Gasoline compression ignition, low temperature com↗
DOE OSTI2022

Transient mixing behavior of a supercritical fluid injected into supercritical and subcritical environments

Transient, near-field mixing of a supercritical fluid injected into supercritical and subcritical environments is investigated experimentally. Fuel (propane) from a 100 μm diameter Bosch diesel injector is injected into a high-pressure test rig with a steady flow of heated, low-velocity nitrogen to control the ambient pressure and temperature. The fuel supply pressure is approximately 190 bar, allowing short injections lasting 3–4 ms to be performed in quick succession to acquire statistically significant datasets to represent the unsteady fuel–air mixing. Two test cases with the same ambient density and injector inlet pressure and temperature were chosen in an attempt to isolate effects of mixture phase behavior. Microscopic rainbow Schlieren deflectometry (RSD) is used for visualization and quantitative data acquisition. In the case of the supercritical ambient, the injector inlet and exit and ambient conditions are all supercritical. The RSD analysis reveals a mixing process similar to the single phase fluid mixing, though condensation is also observed locally, and can be explained by the adiabatic mixing theory presented in the paper. For the subcritical ambient case, the injector inlet is supercritical, but the injector exit and ambient conditions are both subcritical. The results show a rapid expansion in the near-field promoting mixing between propane and nitrogen. At downstream locations, significant condensation is also observed as predicted by the adiabatic mixing theory. As a result, the supercritical ambient case exhibited longer and narrower jet penetration compared to the subcritical ambient case.

02 PETROLEUM↗
DOE OSTI2026

Simulating competition in the US bioeconomy to produce hard‐to‐electrify transportation fuels using limited biomass resources

This study presents a novel bioeconomy optimization framework, BiOpt, designed to address critical questions regarding the strategic use of limited US biomass resources for biofuel production. By integrating detailed techno-economic analyses, life cycle assessments, and resource assessment data, BiOpt optimizes resource distributions across competing technologies to maximize economic performance and/or minimize greenhouse gas emissions. Using feedstock scenarios from the 2023 Billion Ton Study, the analysis explores optimal biomass allocations across sustainable aviation fuel, diesel, and marine biofuel conversion pathways given varying production targets and policy incentives. Results demonstrate distinct feedstock preferences and pathway utilizations when prioritizing economic returns vs. emissions reductions. For instance, fats, oils, and greases were highly favored in cost-optimized scenarios, while low-carbon feedstocks such as wet waste dominated greenhouse gas-minimized strategies. The findings underscore the pivotal role of policy incentives and technological advances in shaping biofuel supply chains and provide actionable insights for scaling sustainable biofuel production to decarbonize hard-to-electrify sectors. This framework offers a robust tool for policymakers and stakeholders to evaluate biofuel strategies that balance energy output, economic viability, and environmental impact.

09 BIOMASS FUELS↗
DOE OSTI2022

Reaction chemistry of ethanol oligomerization to distillate-range molecules using low loading Cu/Mg x AlO y catalysts

We study ethanol oligomerization to higher alcohols and other oxygenates with a 0.3 wt. %Cu/Mg 2.9 AlO catalyst. This reaction involves more than 130 products in a complicated reaction network. The selectivity towards diesel fuel precursor compounds (hereafter ‘DFPC’) increased with conversion until reaching a plateau at an ethanol conversion of ~70 %. Alcohol selectivity was found to follow Schultz-Flory distribution at all studied conversions. Larger sized alcohols then are formed mostly by chain-growth mechanisms via surface reactions of adsorbed oligomers with ethanol-based monomers. Higher esters are formed from alcohols and aldehydes in a series reaction mechanism. Moreover, C 6+ ester and C 4+ ketones selectivities increase as conversion increases. We also found that C 4+ alcohols most likely undergo Guerbet coupling with the studied catalyst to form even higher alcohols once, and that the oxygen of these alcohols is active as a nucleophile, resulting in the selective formation of esters if the starting alcohol is branched. Finally, we performed several cofeed studies varying ethanol-to-H 2 inlet partial pressures, and adding acetaldehyde and ethyl acetate as cofeeds to ethanol at different concentrations. Here, we conclude from these experiments that acetaldehyde concentration controls reaction chemistry, with conditions favoring larger concentrations of the molecule promoting both alcohol coupling and ester formation, and conditions leading to lower concentrations of acetaldehyde resulting in higher alcohol selectivity at the expense of esters and higher aldehydes.

10 SYNTHETIC FUELS↗
DOE OSTI2023

Spectroscopic determination of metal redox and segregation effects during CO and CO/NO oxidation over silica-supported Pd and PdCu catalysts

Here, we report the effects of alloying Cu into silica supported Pd nanoparticles on the catalytic activity, surface composition, and particle structure during CO oxidation Pd is highly active for CO oxidation but is inhibited by relevant competitive reagents (e.g. NO) at low temperatures (< 150 °C). By alloying Cu into Pd nanoparticles, NO inhibition is suppressed without any CO oxidation activity loss. Infrared spectroscopy illustrates the formation of surface nitrosyl (NO-Pd) is eliminated in the PdCu alloy catalyst, preventing CO oxidation inhibition by NO. X-ray absorption spectroscopy studies show that Pd in the monometallic catalyst forms a surface oxide after light-off. Conversely, in the PdCu catalyst, Pd remains metallic during reaction, independent of temperature, whereas the Cu oxidizes when the catalyst becomes active, after light-off. Furthermore, DRIFTS studies show that the Cu segregates to the surface as the catalyst becomes active for diesel oxidation, presumably becoming the O 2 adsorption site.

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

The value of adding black carbon to community monitoring of particulate matter

Low-cost particulate matter (PM) sensors are increasingly used by researchers, public health agencies, and the public to measure spatial and temporal variations in air pollution, which can inform strategies for community air pollution reduction. While low-cost PM sensors provide a valuable measure of harmful fine particulate matter (PM 2.5 ), a significant portion of ambient PM 2.5 is typically the secondary product of air pollution emitted by varied sources outside of community boundaries. In contrast, concentrations of black carbon (BC), a component of PM 2.5 , are directly emitted by a few specific sources, such as diesel engines within communities. Motivated by community organizations seeking to understand persistent sources of local pollution, this study deployed a suite of custom-built BC sensors alongside a network of low-cost PM sensors for four weeks in two seasons at 50 stationary locations in the adjacent cities of Richmond, North Richmond, and San Pablo, California, east of the San Francisco Bay. Concentrations of BC varied more than PM 2.5 both temporally and spatially. Monthly network-average BC was 3×higher in winter than late spring, while PM 2.5 was only 10% lower. In both seasons, average PM 2.5 concentrations at two-thirds of sites were within ±10% of the network average, whereas two-thirds of sites had BC levels outside of ±10% of the network-average concentration. The most and least polluted locations were more persistent across seasons for BC than PM 2.5 , and the temporal dynamics of BC at these sites were similar, signifying that they are impacted by the same emission sources. Together, these spatiotemporal trends show that BC is a better indicator of the proximity and activity of local pollution sources than PM 2.5 . Thus, including BC in addition to PM 2.5 in community monitoring networks can provide additional insights about local sources of air pollution.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2024

Reactivity of net-zero carbon alcohol fuels and their corresponding aldehyde intermediates on PGM-based commercial oxidation catalysts for lean-burn emissions control

Alcohol net-zero carbon fuels will play a significant role in decarbonization of the hard-to-electrify transportation sectors. However, the combustion process in alcohol-fueled engines generate toxic aldehydes. For commercialization of net-zero carbon fuels on engines, compliance with the stringent U.S. EPA regulations is necessary. Here, this contribution focuses on reactivity of alcohols and aldehydes on commercial diesel oxidation catalysts (DOC) to inform selection of future net-zero carbon fuels. Alcohol (and aldehyde) light-off temperatures were measured on aged DOCs under full synthetic engine-exhaust conditions. Methanol was the most reactive, while ethanol completely oxidized at higher temperatures. Alcohols typically formed less reactive aldehyde intermediates. DRIFTS revealed strongly adsorbing surface formates and acetates during methanol and ethanol oxidation, respectively, resulting in inhibition effects. Preliminary alcohol oxidation mechanisms combining flow reactor and DRIFTS observations are presented. Aldehydes inhibited CO oxidation. Minimal N 2 O formation was observed for the alcohols investigated.

Alcohol oxidation↗
DOE OSTI2024

Estimated attribution of the RFS program on soybean biodiesel in the U.S. using the bioenergy scenario model

Biofuels are supported by various governmental policies in the U.S. and globally as an alternative transportation fuel for environmental, geopolitical, and economic reasons. Much debate surrounds the effectiveness of these policies as well as the overall net environmental effect of increased biofuels use. In the U.S., recent studies have shown that the Renewable Fuels Standard (RFS) Program, overall, may not have been the leading driver of the ethanol industry from 2005 to 2020, contrary to common perception. Similar scrutiny has not been applied to biodiesel. Here, this study uses the Bioenergy Scenario Model, a well-vetted system dynamics model, to retrospectively apportion historical biodiesel production between the RFS Program and other potentially influential drivers, such as the economics of biodiesel vs. diesel, the Biodiesel Tax Credit (BTC), California's Low Carbon Fuel Standard, and other factors. From 2002 to 2020 about 36% of biodiesel production can be attributed to the RFS Program, 35% to the BTC, and the rest to other factors. Thus, the overall effect of the RFS Program appears much larger on biodiesel than on corn ethanol. The finding that the same policy may have very disparate effects on different biofuels helps inform the design of future policies on biofuels.

09 BIOMASS FUELS↗
DOE OSTI2022

Combustion dynamics of crude and upgraded Thermal DeOxygenation oils in a compression ignition engine

Thermal DeOxygenation (TDO) is a robust thermochemical conversion scheme to produce hydrocarbons from biomass feedstock. The process targets the carbohydrate fraction of biomass to yield a broad mixture of primarily aromatic hydrocarbons within a boiling point range of 348–798 K with low oxygen content (<4 wt%). The resulting materials are amenable to traditional hydrotreating and distillation processes with approximately 70% by mass in the distillate fuel range. The simple conversion scheme combined with commercially viable upgrading routes makes TDO oils a feasible alternative fuel for transportation applications. Here this paper is the first systematic treatment of fit-for-purpose testing of TDO oils in a compression ignition engine. Blends of partially upgraded TDO oils (e.g. whole oil, distilled oil, hydrotreated oil and hydrotreated-distilled oil) are prepared with certified ultra-low sulfur diesel at 5%, 10%, 15% and 20% by volume. The resulting fuels are analyzed for fuel characteristics and combustion dynamics in an instrumented single-cylinder compression ignition engine. All fuel blends at 10% blend level by volume exhibited adequate engine performance. Hydrotreating of the oils is a necessary step to meet cetane number and EPA soot emissions requirements at 20% blend volume. Combined distillation and hydrotreatment meet or exceed all fuel specification and engine performance benchmarks. Partially upgraded TDO oils are suitable fuel options for compression ignition applications.

42 ENGINEERING↗
DOE OSTI2022

Biorefinery upgrading of herbaceous biomass to renewable hydrocarbon fuels, Part 1: Process modeling and mass balance analysis

Process simulation has long been a well-established tool to track key operational, design, and mass and energy balance metrics for pre-commercial technologies such as advanced lignocellulosic biofuels. While tools such as this are well-documented in the public literature around 2nd-generation cellulosic ethanol technologies (which have been scaled up to commercial deployment to some degree over the past decade), such models and analysis information remain more sparse for more complex biorefinery pathways focused on producing drop-in hydrocarbon fuels and blend-stocks, particularly regarding information required to support air emissions or other environmental analysis. In this work, we summarize key details for an established "design case" modeling the conversion of herbaceous lignocellulosic biomass into a renewable diesel hydrocarbon blend-stock based on a representative lipid pathway from oleaginous yeast. The process is based on a biochemical deconstruction and upgrading approach utilizing deacetylation and dilute acid pretreatment, followed by enzymatic hydrolysis, fermentation, and catalytic upgrading of hydrolysate sugars to fuels. We provide key mass and energy balance outputs from the process models, with accompanying stream tables and component-level flowrates. A total of 12 model scenarios are presented spanning two feedstocks, three biorefinery scales, and two processing approaches for the lignin/residual solids waste streams. This "Part 1" manuscript presents the resulting impacts across the 12 cases on fuel yields and key output streams, focused here on direct biorefinery air emissions for selected components including CO 2 as well as sulfur (SOx) and nitrogen oxides (NOx). In the context of cleaner production, the latter focus on selected biorefinery air emission outputs establishes an initial baseline estimate and accompanying framework of the model cases, upon which an accompanying "Part 2" study will build to refine the values for these and other air pollutants across these scenarios, also considering mitigation options to comply with applicable regulatory standards. We also highlight further optimization opportunities based on potential tradeoffs identified here between air emissions versus life-cycle greenhouse gas profiles attributed to the disposition of lignin/residual solids.

09 BIOMASS FUELS↗
DOE OSTI2023

Interfacial microstructure and mechanical properties of rotary inertia friction welded dissimilar 422 martensitic stainless steel to 4140 low alloy steel joints

In this work, dissimilar rotary inertia friction welds between 422 martensitic stainless steel and 4140 martensitic low-alloy steel were made to fabricate prototype heavy-duty diesel engine pistons. The influence of the inertia friction welding process and post weld heat treatment (PWHT) temperature on the interfacial microstructure evolutions and corresponding effects on mechanical properties of the 422/4140 welds were evaluated in detail. Carbon diffused from the 4140 side to the 422 side during PWHT at 650 °C for 1.5 h, causing the formation of a hard carbide-rich layer on the 422 side, and a softer but discontinuous C-depleted layer the 4140 side. PWHT at 700 °C for 1.5 h greatly accelerated C diffusion across the interface relative to 650 °C, resulting in a thicker hard carbide-rich layer and a relatively thick and continuous layer of coarse C-depleted grains (ferrite) on the 4140 side. In addition, the PWHT temperature greatly influenced the tensile properties and fracture behavior of the welds, with the 650 °C PWHT-ed samples failing predominately in a ductile manner in the 4140 heat affected zone during tensile testing. Conversely, the 700 °C PWHT specimens exhibited a strength reduction compared with the 650 °C PWHT specimens because of additional coarsening of the interfacial ferrite layer and softening of the base materials during PWHT, with brittle fracture between the hard and soft layers the predominate failure mechanism. Based on the findings, a reduced PWHT temperature and/or time, minimizing the hardness differential of the base metals, and pre-heating the 422 steel prior to welding are the potential pathways to achieve a more optimal balance between desirable tempering and stress relief of the weld microstructure and undesirable C migration across the weld interface, and to reduce the strength mismatch across the weld.

36 MATERIALS SCIENCE↗
DOE OSTI2025

Life cycle greenhouse gas emissions and carbon intensity of U.S. fuel use and projection for the next 10 years-based on built capacity and expansion plans

The U.S. Inflation Reduction Act of 2022 supports biofuel production expansion through the 45Z clean fuel production tax credit, replacing previous 40A and 40B credits. This follows on the Renewable Fuel Standard from the Energy Policy Act of 2005 and its expansion in 2007. States like California, Oregon, and Washington also offer clean fuel credits. Meanwhile, federal agencies, including the U.S. Department of Energy, have advanced alternative fuel technologies through research and development funding. The surging interest in the biofuel industry has spurred the demand for biofuel supplies in the markets, although achieving profitability for advanced biofuels and low-carbon e-fuels remains challenging. This study aims to track U.S. alternative fuel production capacity expansion plans over the next 10 years and estimate impacts on greenhouse gas (GHG) emissions. By tracking built capacity and industry announcements of planned expansion, this study complements other studies which use models to predict changes in energy technologies and the associated GHG implications. Modeled projections of future technologies are often criticized for over or underestimating the cost and potential role of new technologies. The study focuses on sustainable aviation fuel, renewable diesel, ethanol, biodiesel, and renewable natural gas. Using facility-level data, we conducted a bottom-up analysis linking biofuel production pathways with corresponding pathways and parameterizations in the Argonne R&D GREET model. Results indicate that biofuel capacity could reach 3.8 exajoules in 2035, potentially reducing U.S. GHG emissions by 179 million tonnes, including the full life cycle. This corresponds to a 20% reduction in transportation and 5% in industry sector emissions by 2035, or a 3.6% reduction in economy-wide emissions. Overall, this study shows that while biofuel production capacity in the U.S. is expanding, the capacities remain limited compared to fuel demand. Uncertainty regarding the durability and extension of incentives may be dampening the pace of growth. Meanwhile, demonstrating the commercial potential for alternative fuels and climbing the learning curve for new technologies could lead to an increased pace of expansion in later years. This study offers insights for bioenergy stakeholders, highlighting biofuel technologies' contribution to U.S. energy system and emissions reduction over time based on producers' plans.

Biofuel Producers↗
DOE OSTI2022

Robust two-colour pyrometry uncertainty analysis to acquire spatially-resolved measurements

Two-colour pyrometry (2CP) has been used over several decades to study engine-relevant combustion processes, but results are generally regarded as qualitative or semi-quantitative. In many current 2CP systems, large measurement errors are introduced by parallax because the two measured wavelengths are not from the same line of sight. Here this work presents a spatially-resolved 2CP system with the objective of quantifying and reducing measurement uncertainty. An optical setup that eliminates parallax in 2CP is used together with pixel-by-pixel calibration of the camera sensor to increase measurement accuracy. Primary uncertainty terms are identified, and an error propagation analysis is performed to compute uncertainties in the final results of soot temperature, soot concentration parameter, KL, and soot mass. These methodologies are applied to investigate an auto-igniting fuel spray in a constant pressure flow rig at diesel-like conditions of high ambient pressure and temperature. Results show bias uncertainty of around 200 K (≈10%) for temperature and about 40%–60% for KL. High uncertainty was found to occur on the diffusion flame front where both optical thickness and soot concentrations are small. However, these uncertain measurement zones with relatively low soot concentrations contribute minimally to the total soot mass present in the reacting jet during the temporal evolution of the flame.

42 ENGINEERING↗
DOE OSTI2025

Meeting liquid biofuel and bioproduct goals: biotechnological design of the intermediate oilseeds pennycress and camelina, and beyond

The European Union and the United States have set ambitious goals to produce biofuels as part of broader decarbonization and energy security initiatives. One of the more feasible routes to liquid biofuels production is the conversion of seed oils [triacylglycerols (TAGs)] to renewable diesel, biodiesel, and sustainable aviation fuel (SAF) using the hydrotreated ester and fatty acids (HEFA) process. Camelina and pennycress are attractive oilseed feedstocks in that they can be grown in the offseason as intermediate crops on tens of millions of hectares of farmland annually, providing ecosystem benefits and not competing with established food crops. Considerably more TAG could be produced by engineering vegetative portions of crops such as sorghum and miscanthus to accumulate economically-viable amounts. Here, this review highlights recent advances in developing pennycress and camelina as intermediate oilseed crops not only for biofuels production but for making higher value oils such as those enriched in astaxanthin, vitamin E, and medium-chain fatty acids. Given the magnitude of renewable liquid fuel demands, we also describe how advances in oil production from vegetative parts of biomass crops can complement intermediate oilseed cropping systems to meet biofuel and bioproduct targets.

biomass crops↗