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At least 1,027 records · Page 57
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

MULTI-DIMENSIONAL MODELING OF THE CFR ENGINE FOR THE INVESTIGATION OF SI NATURAL GAS COMBUSTION AND CONTROLLED END-GAS AUTOIGNITION

Engine knock and misfire are barriers to pathways leading to high-efficiency Spark-Ignited (SI) Natural Gas engines. The general tendency to knock is highly dependent on engine operating conditions and the fuel reactivity. The problem is further complicated by low emission limits and the wide range of chemical reactivity in pipeline quality natural gas. Depending on the region and the source of the natural gas, its reactivity, described by its methane number (analogous to the octane number for liquid SI fuels) can span from 65 - 95. In order to realize diesel-like efficiencies, SI natural gas engines must be designed to operate at high BMEP near knock limits over a wide range of fuel reactivity. This requires a deep understanding regarding the combustion-engine interactions pertaining to flame propagation and end-gas autoignition (EGAI). However, EGAI, if controlled, provides an opportunity to increase SI natural gas engine efficiency by increasing combustion rate and the total burned fuel, mitigating the effects of the slow flame speeds of natural gas fuels which generally reduce BMEP and increase unburned hydrocarbon emissions. For this reason, in order to study EGAI phenomenon, the present work highlights multi-dimensional computational fluid dynamics (CFD) models of the Cooperative Fuel Research (CFR) engine. The CFR engine models are used to investigate fuel-engine interactions that lead to EGAI with natural gas, including effects of fuel reactivity, engine operating parameters, and exhaust gas recirculation (EGR). A Three-Pressure Analysis, performed with GT-Power, was used to estimate initial and boundary conditions for the three-dimensional CFD model. CONVERGE CFD v2.4 was used for the three-dimensional CFD modeling where the level set G-Equation model and SAGE detailed chemical kinetics solver were used. An assessment of the different modeling approaches is also provided to evaluate their limitations, advantages and disadvantages, and for which situations they are most applicable. Model validation was performed with experimental data taken with a CFR engine over varying compression ratio, CA50, EGR fraction, and IMEP and shows good agreement in Peak Cylinder Pressure (PCP), PCP crank angle, and the location of the 10%, 50%, and 90% mass fraction burned (CA10, CA50, and CA90, respectively). The models can predict the onset crank angle and pressure rise rate for light, medium, and heavy EGAI under a variety of fuel reactivities and engine operating conditions.

Bestel, Diego↗
NASA NTRS2006

New Propellants and Cryofuels

The proposed research will investigate the stability and cryogenic properties of solid propellants that are critical to NASA s goal of realizing practical propellant designs for future spacecraft. We will determine the stability and thermal properties of a solid hydrogen-liquid helium stabilizer in a laboratory environment in order to design a practical propellant. In particular, we will explore methods of embedding atomic species and metallic nano-particulates in hydrogen matrices suspended in liquid helium. We will also measure the characteristic lifetimes and diffusion of atomic species in these candidate cryofuels. The most promising large-scale advance in rocket propulsion is the use of atomic propellants; most notably atomic hydrogen stabilized in cryogenic environments, and metallized-gelled liquid hydrogen (MGH) or densified gelled hydrogen (DGH). The new propellants offer very significant improvements over classic liquid oxygen/hydrogen fuels because of two factors: (1) the high energy-release, and (ii) the density increase per unit energy release. These two changes can lead to significant reduced mission costs and increased payload to orbit weight ratios. An achievable 5 to 10 percent improvement in specific impulse for the atomic propellants or MGH fuels can result in a doubling or tripling of system payloads. The high-energy atomic propellants must be stored in a stabilizing medium such as solid hydrogen to inhibit or delay their recombination into molecules. The goal of the proposed research is to determine the stability and thermal properties of the solid hydrogen-liquid helium stabilizer. Magnetic resonance techniques will be used to measure the thermal lifetimes and the diffusive motions of atomic species stored in solid hydrogen grains. The properties of metallic nano-particulates embedded in hydrogen matrices will also be studied and analyzed. Dynamic polarization techniques will be developed to enhance signal/noise ratios in order to be able to detect low concentrations of the introduced species. The required lifetimes for atomic hydrogen and other species can only be realized at low temperatures to avoid recombination of atoms before use as a fuel.

Palasezski, Bryan↗
NASA NTRS1992

Diffusion Of Mass In Evaporating Multicomponent Drops

Report summarizes study of diffusion of mass and related phenomena occurring in evaporation of dense and dilute clusters of drops of multicomponent liquids intended to represent fuels as oil, kerosene, and gasoline. Cluster represented by simplified mathematical model, including global conservation equations for entire cluster and conditions on boundary between cluster and ambient gas. Differential equations of model integrated numerically. One of series of reports by same authors discussing evaporation and combustion of sprayed liquid fuels.

Bellan, Josette↗
NASA NTRS2002

Hypersonic Propulsion at Pratt and Whitney: Overview

Pratt & Whitney (P&W) is developing the technology for hypersonic components and engines. A supersonic combustion ramjet (scramjet) database was developed during the National Aero Space Plane (NASP) program using hydrogen fueled propulsion systems for space access vehicles and serves as a point of departure for the current emphasis on hydrocarbon scramjets. The Air Force Hypersonic Technology (HyTech) Office has put programs in place to develop the technologies necessary to demonstrate the operability, performance and structural durability of a liquid hydrocarbon fueled scramjet system that operates from Mach 4 to 8. Fuel-cooled superalloys and lightweight structures are being developed to improve thermal protection and durability and to reduce propulsion system weight. The application of scramjet engine technology as part of combined cycle propulsion systems is also being pursued under NASA and U.S. Air Force sponsorship. The combination of scramjet power and solid rocket booster acceleration is applicable to hypersonic cruise missiles. Scramjets that use gas turbines for low speed acceleration and scramjets using rocket power for low speed acceleration are being studied for application to reusable launch systems and hypersonic cruise vehicles. P&W's recent activities and future plans for hypersonic propulsion will be described.

Kazmar, Richard R.↗
DOE OSTI2022

MODELING AND PARAMETRIC STUDY OF END-GAS AUTOIGNITION TO ALLOW THE REALIZATION OF ULTRA-LOW EMISSIONS, HIGH-EFFICIENCY HEAVY-DUTY SPARK-IGNITED NATURAL GAS ENGINES

Engine knock and misfire are barriers to pathways leading to high-efficiency Spark-Ignited (SI) Natural Gas (NG) engines. The general tendency to knock is highly dependent on engine operating conditions and the fuel reactivity. The problem is further complicated by the low emission limits and the wide range of chemical reactivity in pipeline-quality natural gas. Depending on the region and the source of the natural gas, its reactivity, described by its Methane Number (MN), which is analogous to the Octane Number for liquid SI fuels, can span from 65 to 95. In order to realize diesel-like efficiencies, SI NG engines must be designed to operate at high Brake Mean Effective Pressures (BMEP), near or beyond knock limits, over a wide range of fuel reactivity. This requires a deep understanding of the combustion-engine interactions pertaining to flame propagation and End-Gas Autoignition (EGAI), i.e., the autoignition of the unburned gas (end gas) ahead of the flame front. However, EGAI, if controlled, provides an opportunity to increase SI NG engine efficiency by increasing the combustion rate and the total fraction of burned fuel, mitigating the effects of the slow flame speeds characteristic of natural gas fuels, which generally reduce BMEP and increase unburned hydrocarbon emissions. For this reason, to realize diesel-like efficiencies and ultra-low emissions on SI NG engines, this work proposes the study of the main parameters influencing the modeling and prediction of NG EGAI to allow for its control. In this work, a novel EGAI detection and onset determination method was developed to reliably quantify EGAI for data analysis and engine control. The new method allowed the prediction of EGAI on SI NG engines without the need to use engine- and operating-condition-dependent thresholds and reduced the error in quantifying the fraction of the total energy released by the EGAI event by up to 40%pts. One- and three-dimensional engine models were then developed to study the engine/fuel interactions that lead to NG EGAI and its performance benefits. These models, although having decent agreement with experimental data, showed the need to account for NOx chemistry when predicting NG EGAI due to a consistently later prediction of the EGAI onset (~1.65 crank-angle degrees) and thus, a new reduced chemical mechanism for real NG fuels was developed containing NOx chemistry. The new reduced mechanism improved the EGAI onset prediction agreement to within ±0.5 crank-angle degrees and decreased simulation time during combustion by nearly 50% when using the further reduced AREIS50NOx chemical mechanism. These models were then used to study the role of NG composition on EGAI, evaluate the engine/fuel interactions leading to NG EGAI, and perform engine optimization while leveraging EGAI to increase thermal efficiency. Piston design optimization combined with a Controlled EGAI (C-EGAI) combustion mode allowed a Heavy-Duty (HD) SI NG engine to operate at diesel-like efficiencies, i.e., Brake Thermal Efficiency (BTE) ≥44%. Experimental and modeling data analysis revealed that earlier and faster heat release increases combustion efficiency by an average of 1%pts, increases work transferred to the piston resulting in a decrease in exhaust losses by 50% depending on the engine operating condition while slightly increasing heat losses. Finally, the simulation results revealed an opportunity to further enhance the BTE (up to 50%) by enabling C-EGAI combustion at leaner conditions, λ=1.4-1.6.

Bestel, Diego Bernardi↗
NASA NTRS1997

Evaluation of an Ejector Ramjet Based Propulsion System for Air-Breathing Hypersonic Flight

A Rocket Based Combined Cycle (RBCC) engine system is designed to combine the high thrust to weight ratio of a rocket along with the high specific impulse of a ramjet in a single, integrated propulsion system. This integrated, combined cycle propulsion system is designed to provide higher vehicle performance than that achievable with a separate rocket and ramjet. The RBCC engine system studied in the current program is the Aerojet strutjet engine concept, which is being developed jointly by a government-industry team as part of the Air Force HyTech program pre-PRDA activity. The strutjet is an ejector-ramjet engine in which small rocket chambers are embedded into the trailing edges of the inlet compression struts. The engine operates as an ejector-ramjet from take-off to slightly above Mach 3. Above Mach 3 the engine operates as a ramjet and transitions to a scramjet at high Mach numbers. For space launch applications the rockets would be re-ignited at a Mach number or altitude beyond which air-breathing propulsion alone becomes impractical. The focus of the present study is to develop and demonstrate a strutjet flowpath using hydrocarbon fuel at up to Mach 7 conditions. Freejet tests of a candidate flowpath for this RBCC engine were conducted at the NASA Lewis Research Center's Hypersonic Tunnel Facility between July and September 1996. This paper describes the engine flowpath and installation, outlines the primary objectives of the program, and describes the overall results of this activity. Through this program 15 full duration tests, including 13 fueled tests were made. The first major achievement was the further demonstration of the HTF capability. The facility operated at conditions up to 1950 K and 7.34 MPa, simulating approximately Mach 6.6 flight. The initial tests were unfueled and focused on verifying both facility and engine starting. During these runs additional aerodynamic appliances were incorporated onto the facility diffuser to enhance starting. Both facility and engine starting were achieved. Further, the static pressure distributions compared well with the results previously obtained in a 40% subscale flowpath study conducted in the LERC 1X1 supersonic wind tunnel (SWT), as well as the results of CFD analysis. Fueled performance results were obtained for the engine at both simulated Mach 6 (1670 K) and Mach 6.6 (1950 K) conditions. For all these tests the primary fuel was liquid JP-10 with gaseous silane (a mixture of 20% SiH4 and 80% H2 by volume) as an ignitor/pilot. These tests verified performance of this engine flowpath in a freejet mode. High combustor pressures were reached and significant changes in axial force were achieved due to combustion. Future test plans include redistributing the fuel to improve mixing, and consequently performance, at higher equivalence ratios.

Thomas, Scott R.↗
NASA NTRS2009

Testing and Functions of the J2X Gas Generator

The Ares I, NASA s new solid rocket based crew launch vehicle, is a two stage in line rocket that has made its waytothe forefront of NASA s endeavors. The Ares I s Upper Stage (US) will be propelled by a J-2X engine which is fueled by liquid hydrogen and liquid oxygen. The J-2X is a variation based on two of its predecessor s, the J-2 and J-2S engines. ET50 is providing the design support for hardware required to run tests on the J-2X Gas Generator (GG) that increases the delivery pressure of the supplied combustion fuels that the engine burns. The test area will be running a series of tests using different lengths and curved segments of pipe and different sized nozzles to determine the configuration that best satisfies the thrust, heat, and stability requirements for the engine. I have had to research the configurations that are being tested and gain an understanding of the purpose of the tests. I then had to research the parts that would be used in the test configurations. I was taken to see parts similar to the ones used in the test configurations and was allowed to review drawings and dimensions used for those parts. My job over this summer has been to use the knowledge I have gained to design, model, and create drawings for the un-fabricated parts that are necessary for the J-2X Workhorse Gas Generator Phase IIcTest.

Miller, Nicholas↗
NASA NTRS2004

Taming Liquid Hydrogen: The Centaur Upper Stage Rocket, 1958-2002

During its maiden voyage in May 1962, a Centaur upper stage rocket, mated to an Atlas booster, exploded 54 seconds after launch, engulfing the rocket in a huge fireball. Investigation revealed that Centaur's light, stainless-steel tank had split open, spilling its liquid-hydrogen fuel down its sides, where the flame of the rocket exhaust immediately ignited it. Coming less than a year after President Kennedy had made landing human beings on the Moon a national priority, the loss of Centaur was regarded as a serious setback for the National Aeronautics and Space Administration (NASA). During the failure investigation, Homer Newell, Director of Space Sciences, ruefully declared: "Taming liquid hydrogen to the point where expensive operational space missions can be committed to it has turned out to be more difficult than anyone supposed at the outset." After this failure, Centaur critics, led by Wernher von Braun, mounted a campaign to cancel the program. In addition to the unknowns associated with liquid hydrogen, he objected to the unusual design of Centaur. Like the Atlas rocket, Centaur depended on pressure to keep its paper-thin, stainless-steel shell from collapsing. It was literally inflated with its propellants like a football or balloon and needed no internal structure to give it added strength and stability. The so-called "pressure-stabilized structure" of Centaur, coupled with the light weight of its high- energy cryogenic propellants, made Centaur lighter and more powerful than upper stages that used conventional fuel. But, the critics argued, it would never become the reliable rocket that the United States needed.

Dawson, Virginia P.↗
DOE OSTI2022

Demonstration of low-level biogenic fuel content using quench curve and direct liquid scintillation counting (LSC) methods

In this work, an investigation into the direct method for liquid scintillation counting (LSC) quantification of biogenic fuel content in fuel blendstock is presented. This method development intentionally used a colored matrix (~99 wt%), fossil diesel fraction, and low-level biogenic fractions (~1 wt%) to determine the applicability of the LSC technique in colored blend mixtures. LSC procedures for quench correction, including the use of an instrument internal standard (Quantulus SQP values), color quench curves, and an internal 14 C standard spike on samples containing low-level amounts of biogenic gasoline, jet, and diesel mixed with fossil fuel, were compared. Samples were analyzed on both Perkin-Elmer Quantulus and Tri-Carb instruments, and the 14 C contents were compared with those determined by accelerator mass spectrometry (AMS). Results from the Tri-Carb instrument showed that percent differences of <10 % compared to AMS-reported values are achievable at 5-hour count times despite colored samples. A comparison between the impact of chemical and color quenching in the fuel samples showed that color quenching in highly colored samples reduces efficiency significantly more than chemical quenching, indicating that chemical quench curves are not appropriate for highly colored biofuel/fossil-fuel blended samples. Results indicate that both the direct method with internal spike quench correction and the use of a color-quench curve provide accurate results for 1 % biogenic fuel blends. Additionally, we have explored the use of Fourier transform infrared (FTIR) spectroscopy in measuring the biogenic content of the colored blended fuel samples. Preliminary results show the presence of biogenic carbon-derived fingerprints that are absent in fossil-derived sample. However, further work is needed to develop an FTIR-based quantitative method.

09 BIOMASS FUELS↗
NASA NTRS2012

Development and Testing of a Green-Propellant Micro-Hybrid Thruster with Electrostatic Ignition

As early as 1937 German scientists at Peenemunde experimented with highly unstable fuel blends of nitrous oxide (N2O) and ethanol. These early tests mostly resulted in explosions and destroyed rocket engines. More recently several companies have developed experimental nitrous oxide fuel blends (NOFB) with Isp exceeding 300 sec. Although NOFBx has recently been cleared for tests on the International Space Station, this propellant remains highly experimental and has not been cleared for commercial transport by the US DOT. Recent work by Karabeyoglu et al. has raised concerns about the safety risks of mixing hydrocarbons with N2O. Liquid oxidizer/fuel blends are highly explosive and require extreme care in transport and servicing. By adding small amounts of a liquid organic fuel such as alcohol or a hydrocarbon, the odds of an explosive decomposition event are significantly increased.iv The proposed solution mitigates the explosion hazards of NOFB by separating the oxidizer from the hydrocarbon fuel formed as of a small cylindrical section of ABS thermoplastic. As N2O vapor flows across the grain segment, current enters a 1000 VDC high-tension lead in the ABS fuel grain and produces an inductive spark that vaporizes a small amount of the material. The ablated fuel vapor plus residual energy from the spark seed a localized exothermic N2O dissociation that produces sufficient heat to initiate combustion. The process is also effective when gaseous oxygen is used. A low TRL (2-3) prototype demonstrating the feasibility of controlled hydrocarbon-seeding was recently tested at Utah State University.v The unit features a miniature 2.5 cm ABS fuel grain fabricated using a Stratasys Dimension 3-D printer. The 9-N thruster was pulse-fired up to 27 consecutive times on a single ABS grain segment. Ignition was achieved by as little as 12-15 Joules energy input. This value is contrasted with the typical 30-minute pre-heat requirement for the ECAPS LMP-103S ADN-based monopropellant, requiring an energy input of 14,850 Joules for catalytic dissociation. The hydrocarbon-seeded micro-hybrid was also adapted as a non-pyrotechnic ignitor for a 900 N (200-lbf) thrust hybrid motor. The motor was successfully ignited 4 consecutive times with no hardware swaps or propellant additions. The amount of ABS seed material that can be fit into the injector cap is the only limit to the number of available repeat firings. This series of tests marks the first time a hybrid motor was ever ignited by other than a solid-propellant pyrotechnic charge or bi-propellant flame ignitor. Nitrous oxide hybrid motors are typically difficult to ignite and usually require multiple solid-propellant charges to initiate combustion, so this nonpyrotechnic ignition is a significant accomplishment. The controlled hydrocarbon-seeding approach is fundamentally different from all other green propellant solutions offered by the aerospace industry. Although the proposed system is more correctly a hybrid technology; the system retains all the simple features of a monopropellant design. To date no optimization study has been performed to identify the best grain geometry for electrostatic ignition. Fortunately, because the grain segments are fabricated using rapid-prototyping technology, changing the grain geometry is as simple as modifying the 3-D printer CAD-file. Vacuum Isp exceeding 270 seconds has been demonstrated (Ref v), a value significantly higher than those offered by competing green monopropellant options. The propellants of choice, N2O/GOX and ABS are 100% non-toxic, non-explosive, and environmentally benign. Because the inert oxidizer and fuel components are mixed only within the combustion chamber, the system retains the inherent safety of a hybrid rocket and can be piggy-backed as a secondary payload with no overall mission risk increase to the primary payload, an excellent characteristic for secondary launch systems.

Whitmore, Stephen A.↗
NASA NTRS1985

An experimental investigation of rubbing interaction in labyrinth seals at cryogenic temperature

An experimental program was carried out to address issues related to the observed cracking of the titanium knife edges on the labyrinth seals of the high pressure fuel pump (HPFP) in the Space Shuttle main engine (SSME). Thermal shock experiments were carried out using a jet specimen with geometry similar to the knife edge geometry. These tests demonstrate that cracking of the titanium alloy is possible in a situation involving repeated thermal cycles over a wide temperature range, as might be realized during a rub in the liquid hydrogen fuel pump. High speed rub interaction tests were conducted using a representative knife edge and seal geometry over a broad range of interaction rates. Alternative materials were also experimentally evaluated. These tests provide information which can be used to design improved labyrinth seals for the HPFP of the SSME. In particular, plasma-sprayed aluminum-graphite was found to be significantly better than aluminum alloy seals used at present from the standpoint of rub performance. Ion nitriding of the titanium alloy knife edges was also found to improve rub performance compared with the untreated baseline knife edge material.

Dolan, F. X.↗
NASA NTRS2010

Project M: An Assessment of Mission Assumptions

Project M is a mission Johnson Space Center is working on to send an autonomous humanoid robot to the moon (also known as Robonaut 2) in l000 days. The robot will be in a lander, fueled by liquid oxygen and liquid methane, and land on the moon, avoiding any hazardous obstacles. It will perform tasks like maintenance, construction, and simple student experiments. This mission is also being used as inspiration for new advancements in technology. I am considering three of the design assumptions that contribute to determining the mission feasibility: maturity of robotic technology, launch vehicle determination, and the LOX/Methane fueled spacecraft

Edwards, Alycia↗
NASA NTRS1972

A fuel conservation study for transport aircraft utilizing advanced technology and hydrogen fuel

The conservation of fossil fuels in commercial aviation was investigated. Four categories of aircraft were selected for investigation: (1) conventional, medium range, low take-off gross weight; (2) conventional, long range, high take-off gross weights; (3) large take-off gross weight aircraft that might find future applications using both conventional and advanced technology; and (4) advanced technology aircraft of the future powered with liquid hydrogen fuel. It is concluded that the hydrogen fueled aircraft can perform at reduced size and gross weight the same payload/range mission as conventionally fueled aircraft.

Berry, W.↗
NASA NTRS2002

Exobiological Exploration of Europa (E3) Europa Lander

The search for life outside Earth's protected atmosphere is a compelling testament to the quest by mankind to determine if "we" are alone in the universe. The phenomenal success of the NASA Galileo spacecraft has indicated that the moons of Jupiter, and most notably Europa, may indeed contain subsurface liquid under an icy surface. This speculation of a salty liquid subsurface fuels expert opinions that biological products may exist. The Revolutionary Aerospace Systems Concepts (RASC) effort at Langley Research Center, initiated by NASA Headquarters, pushes NASA and the Aerospace/Science community to target advanced evolutionary technology usage to provide a Europa Lander concept targeted for completion within the next 50 years. The study effort indicates the use of certain advanced technologies to achieve a subsurface penetrator and liquid explorer in the approximately 2040 timeframe.

Stillwagen, F. H.↗
NASA NTRS1975

Study of active cooling for supersonic transports

The potential benefits of using the fuel heat sink of hydrogen fueled supersonic transports for cooling large portions of the aircraft wing and fuselage are examined. The heat transfer would be accomplished by using an intermediate fluid such as an ethylene glycol-water solution. Some of the advantages of the system are: (1) reduced costs by using aluminum in place of titanium, (2) reduced cabin heat loads, and (3) more favorable environmental conditions for the aircraft systems. A liquid hydrogen fueled, Mach 2.7 supersonic transport aircraft design was used for the reference uncooled vehicle. The cooled aircraft designs were analyzed to determine their heat sink capability, the extent and location of feasible cooled surfaces, and the coolant passage size and spacing.

Brewer, G. D.↗
DOE OSTI2020

Thermodynamic properties of Ca–Pb electrodes determined by electromotive force measurements

Thermodynamic properties of Ca–Pb alloys are investigated by electromotive force (emf) measurements to determine equilibrium cell potentials and phase properties for their application in energy storage systems such as liquid metal batteries. Using the electrochemical cell Ca(s) | CaF 2 (s) | Ca(in Pb) at 700–1060 K, cell emf is measured for thirteen Ca–Pb alloys at mole fractions, x Ca = 0.06–0.80. At 873 K, the equilibrium potentials of liquid Ca–Pb alloys are 0.57–0.62 V versus Ca and the activity values are as low as a Ca = 6.2 × 10 -8 at x Ca = 0.06. In addition, the emf values as a function of temperature provide partial molar quantities (entropy and enthalpy) as well as phase transitions which are corroborated by determining transition temperatures and phase constituents using differential scanning calorimetry (DSC) and powder X-ray diffraction (XRD). This study establishes the fundamental data necessary for the design of Pb-containing liquid metal electrodes through the integration of electrochemical, thermal, and structural properties of Ca–Pb electrodes.

25 ENERGY STORAGE↗
DOE OSTI2023

A Systems Approach to Increasing Carbon Flux to Seed Oil for Biofuels and Bioproducts Production in Camelina sativa (Final Report)

To combat climate change and alleviate the dependency of the United States on fossil fuels, the transition to biofuel crops has long been proposed as a crucial part of the long-term solution. Camelina sativa has emerged as one of the leading commercially viable options for biofuel and bioproduct production for the U.S. Camelina has the advantages of low agronomic inputs and natural resistance to diverse biotic and abiotic stresses relative to other oilseed crops, and Camelina oil-based blends have been tested and approved as liquid transportation fuels. A major limitation in the widespread adoption of Camelina as a viable industrial oilseed crop is its modest oil yields. This project directly investigated possible paths towards increasing oil, by employing tissue-specific and whole plant systems approaches to identify major regulatory bottlenecks. We developed a new high-throughput method for the identification of multi-gene transformants in polyploid species like Camelina sativa and used this to determine that, contrary to what mathematical models suggested, introduction of the microbial Entner-Doudoroff (ED) pathway into Camelina sativa did not result in significant seed oil increases. We developed flux maps providing accurate and statistically robust models of central carbon metabolism in Camelina, including of cultured Camelina embryos. This knowledge was used in the capacitation of a number of junior researchers in gaining knowledge on approaches used for quantitative flux map analyses. We identified several novel Camelina transcription factor genes regulating fatty acid biosynthesis that showed variable effects on seed oil accumulation in transgenic plants. Among a number of community resources, we also developed a knowledge base web resource (CamRegBase) to integrate Camelina gene regulatory information. Together, research outcomes from this project have contributed to a much better understanding of the regulation and bottlenecks to engineer seed oil production in Camelina.

09 BIOMASS FUELS↗
DOE OSTI2025

A Systems Framework to Enhance the Potential of Camelina as Oilseed Crop (Final Report)

To alleviate the dependency of the United States on fossil fuels, particularly from foreign sources, the transition to biofuel crops has long been proposed as a crucial part of the long-term solution. Camelina sativa has emerged as one of the most promising oilseed crops for domestic biofuel and bioproduct production due to its low agronomic input requirements, natural resilience to a wide range of biotic and abiotic stresses, and the successful testing and approval of its oil-based blends for use in liquid transportation fuels.

09 BIOMASS FUELS↗