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All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Materials Data on Al3P3C4NO13 by Materials Project

C2N(AlPO4)3C2O is Low Tridymite-derived structured and crystallizes in the orthorhombic P2_12_12 space group. The structure is three-dimensional and consists of four dimethyl ether molecules, four n-methyl methanimine molecules, and one AlPO4 framework. In the AlPO4 framework, there are three inequivalent Al3+ sites. In the first Al3+ site, Al3+ is bonded to four O2- atoms to form AlO4 tetrahedra that share corners with four PO4 tetrahedra. There is two shorter (1.75 Å) and two longer (1.76 Å) Al–O bond length. In the second Al3+ site, Al3+ is bonded to four O2- atoms to form AlO4 tetrahedra that share corners with four PO4 tetrahedra. There is two shorter (1.75 Å) and two longer (1.76 Å) Al–O bond length. In the third Al3+ site, Al3+ is bonded to four O2- atoms to form AlO4 tetrahedra that share corners with four PO4 tetrahedra. There are a spread of Al–O bond distances ranging from 1.74–1.76 Å. There are three inequivalent P5+ sites. In the first P5+ site, P5+ is bonded to four O2- atoms to form PO4 tetrahedra that share corners with four AlO4 tetrahedra. There is two shorter (1.53 Å) and two longer (1.54 Å) P–O bond length. In the second P5+ site, P5+ is bonded to four O2- atoms to form PO4 tetrahedra that share corners with four AlO4 tetrahedra. There are a spread of P–O bond distances ranging from 1.53–1.55 Å. In the third P5+ site, P5+ is bonded to four O2- atoms to form PO4 tetrahedra that share corners with four AlO4 tetrahedra. All P–O bond lengths are 1.54 Å. There are twelve inequivalent O2- sites. In the first O2- site, O2- is bonded in a bent 150 degrees geometry to one Al3+ and one P5+ atom. In the second O2- site, O2- is bonded in a bent 150 degrees geometry to one Al3+ and one P5+ atom. In the third O2- site, O2- is bonded in a bent 150 degrees geometry to one Al3+ and one P5+ atom. In the fourth O2- site, O2- is bonded in a bent 150 degrees geometry to one Al3+ and one P5+ atom. In the fifth O2- site, O2- is bonded in a bent 150 degrees geometry to one Al3+ and one P5+ atom. In the sixth O2- site, O2- is bonded in a bent 150 degrees geometry to one Al3+ and one P5+ atom. In the seventh O2- site, O2- is bonded in a bent 150 degrees geometry to one Al3+ and one P5+ atom. In the eighth O2- site, O2- is bonded in a bent 150 degrees geometry to one Al3+ and one P5+ atom. In the ninth O2- site, O2- is bonded in a bent 150 degrees geometry to one Al3+ and one P5+ atom. In the tenth O2- site, O2- is bonded in a bent 150 degrees geometry to one Al3+ and one P5+ atom. In the eleventh O2- site, O2- is bonded in a bent 150 degrees geometry to one Al3+ and one P5+ atom. In the twelfth O2- site, O2- is bonded in a linear geometry to one Al3+ and one P5+ atom.

36 MATERIALS SCIENCE↗
DOE OSTI2020

Materials Data on Zn2H24C12Br7O6 by Materials Project

Zn2C10H20O5Br7CH3CHO crystallizes in the triclinic P-1 space group. The structure is zero-dimensional and consists of two dimethyl ether molecules and one Zn2C10H20O5Br7 cluster. In the Zn2C10H20O5Br7 cluster, there are two inequivalent Zn2+ sites. In the first Zn2+ site, Zn2+ is bonded to four O2- and two Br1- atoms to form corner-sharing ZnBr2O4 pentagonal pyramids. There are a spread of Zn–O bond distances ranging from 2.22–2.37 Å. There are one shorter (2.44 Å) and one longer (2.50 Å) Zn–Br bond lengths. In the second Zn2+ site, Zn2+ is bonded to one O2- and three Br1- atoms to form corner-sharing ZnBr3O tetrahedra. The Zn–O bond length is 2.13 Å. There are a spread of Zn–Br bond distances ranging from 2.36–2.45 Å. There are ten inequivalent C+0.75- sites. In the first C+0.75- site, C+0.75- is bonded in a distorted trigonal non-coplanar geometry to two H1+ and one O2- atom. Both C–H bond lengths are 1.10 Å. The C–O bond length is 1.44 Å. In the second C+0.75- site, C+0.75- is bonded in a distorted trigonal non-coplanar geometry to two H1+ and one O2- atom. Both C–H bond lengths are 1.10 Å. The C–O bond length is 1.44 Å. In the third C+0.75- site, C+0.75- is bonded in a distorted trigonal non-coplanar geometry to two H1+ and one O2- atom. Both C–H bond lengths are 1.10 Å. The C–O bond length is 1.44 Å. In the fourth C+0.75- site, C+0.75- is bonded in a distorted trigonal non-coplanar geometry to two H1+ and one O2- atom. Both C–H bond lengths are 1.10 Å. The C–O bond length is 1.45 Å. In the fifth C+0.75- site, C+0.75- is bonded in a distorted trigonal non-coplanar geometry to two H1+ and one O2- atom. Both C–H bond lengths are 1.10 Å. The C–O bond length is 1.44 Å. In the sixth C+0.75- site, C+0.75- is bonded in a distorted trigonal non-coplanar geometry to two H1+ and one O2- atom. Both C–H bond lengths are 1.10 Å. The C–O bond length is 1.44 Å. In the seventh C+0.75- site, C+0.75- is bonded in a distorted trigonal non-coplanar geometry to two H1+ and one O2- atom. Both C–H bond lengths are 1.10 Å. The C–O bond length is 1.45 Å. In the eighth C+0.75- site, C+0.75- is bonded in a distorted trigonal non-coplanar geometry to two H1+ and one O2- atom. Both C–H bond lengths are 1.10 Å. The C–O bond length is 1.45 Å. In the ninth C+0.75- site, C+0.75- is bonded in a distorted trigonal non-coplanar geometry to two H1+ and one O2- atom. Both C–H bond lengths are 1.10 Å. The C–O bond length is 1.45 Å. In the tenth C+0.75- site, C+0.75- is bonded in a distorted trigonal non-coplanar geometry to two H1+ and one O2- atom. Both C–H bond lengths are 1.10 Å. The C–O bond length is 1.44 Å. There are twenty inequivalent H1+ sites. In the first H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the second H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the third H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the fourth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the fifth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the sixth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the seventh H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the eighth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the ninth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the tenth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the eleventh H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the twelfth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the thirteenth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the fourteenth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the fifteenth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the sixteenth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the seventeenth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the eighteenth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the nineteenth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. In the twentieth H1+ site, H1+ is bonded in a single-bond geometry to one C+0.75- atom. There are five inequivalent O2- sites. In the first O2- site, O2- is bonded in a 2-coordinate geometry to one Zn2+ and two C+0.75- atoms. In the second O2- site, O2- is bonded in a distorted trigonal non-coplanar geometry to one Zn2+ and two C+0.75- atoms. In the third O2- site, O2- is bonded in a distorted trigonal non-coplanar geometry to one Zn2+ and two C+0.75- atoms. In the fourth O2- site, O2- is bonded in a 3-coordinate geometry to one Zn2+ and two C+0.75- atoms. In the fifth O2- site, O2- is bonded in a trigonal planar geometry to one Zn2+ and two C+0.75- atoms. There are seven inequivalent Br1- sites. In the first Br1- site, Br1- is bonded in a single-bond geometry to one Zn2+ and one Br1- atom. The Br–Br bond length is 3.11 Å. In the second Br1- site, Br1- is bonded in a water-like geometry to two Zn2+ atoms. In the third Br1- site, Br1- is bonded in a single-bond geometry to one Zn2+ atom. In the fourth Br1- site, Br1- is bonded in a single-bond geometry to one Zn2+ and one Br1- atom. The Br–Br bond length is 2.99 Å. In the fifth Br1- site, Br1- is bonded in a distorted linear geometry to two Br1- atoms. The Br–Br bond length is 2.42 Å. In the sixth Br1- site, Br1- is bonded in a distorted single-bond geometry to one Br1- atom. In the seventh Br1- site, Br1- is bonded in a distorted linear geometry to two Br1- atoms. The Br–Br bond length is 2.43 Å.

36 MATERIALS SCIENCE↗
DOE OSTI2020

Rapid Assessment of Autoignition Propensity in Novel Fuels and Blends

We developed a computational strategy to correlate bulk combustion metrics of novel fuels and blends in the low-temperature autoignition regime with measurements of key combustion intermediates in a small-volume, dilute, high-pressure reactor. We used neural net analysis of a large simulation dataset to obtain an approximate correlation and proposed experimental and computational steps needed to refine such a predictive correlation. We also designed and constructed a high-pressure laboratory apparatus to conduct the proposed measurements and demonstrated its performance on three canonical fuels: n-heptane, i-octane, and dimethyl ether.

10 SYNTHETIC FUELS↗
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 OSTI2023

Direct conversion of syngas to lower olefins precursors of jet fuel and chemicals

This study investigates the direct conversion of syngas to olefins as a pathway to produce sustainable aviation fuels. This approach combines methanol/ dimethyl ether synthesis with methanol-to-olefins into one unit operation to avoid the equilibrium limitation of methanol synthesis and the Anderson–Schulz–Flory distribution limitations from the Fischer Tropsch process. The ability to combine reactor functionalities into a single step are also projected to significantly lower capital costs over current synthesis approaches for the syngas to olefins process.

10 SYNTHETIC FUELS↗
DOE OSTI2021

Spill Behavior, Detection, and Mitigation for Emerging Nontraditional Marine Fuels

In this report, we describe the predicted impact of large spills or releases of alternative marine fuels. The fuels covered in this report are those that have been identified as potential future fuels for the marine shipping sector by industry experts and government agencies overseeing the development of renewable and low-carbon fuels. Several of these fuels are already in use, such as liquified natural gas, renewable diesel, ethanol, methanol, and biodiesel. Other fuels are hydrogen, dimethyl ether, ammonia, and bio-intermediates, such as catalytic fast pyrolysis biooils and hydrothermal liquefaction bio-crudes. The property databases of these fuels are extensive enough to form predictive assessments. Other potential marine fuels, such as lignin ethanol, have not been extensively evaluated and are therefore not included is this study. For each fuel chemistry, we have surmised the spill profiles and environmental impacts based on existing studies and relevant properties. The technologies used to detect spills (especially those for crude oil detection) are also reviewed for their applicability with alternative fuels, and in some instances, recommendations to improve these technologies for use with a particular fuel chemistry are put forward. Finally, current containment and remediation technologies are reviewed and assessed for their efficacy at handling these alternative fuels.

04 OIL SHALES AND TAR SANDS↗
DOE OSTI2025

Low-cost buffer storage for solar industrial steam applications

Motivation and importance: Many industrial process heat consumers operate throughout the day, and deep decarbonization with solar energy requires thermal energy storage. Thermal energy storage provides an additional operational benefit of firm delivery of steam – essential to reducing the risk of costly production interruptions. The group of process heat consumers that use steam for biofuels production for the California transportation fuels market is incentivized through the Low Carbon Fuel Standard (LCFS) to reduce their carbon intensity through the use of solar steam. Examples include ethanol and dimethyl ether production. The production of these and other fuels involves distillation driven by steam reboilers with steam pressures in the range 100-280 psig. These pressures can be delivered from the type of thermal energy storage that has been the focus of this project – a steam accumulator Sunvapor, Inc. (SVI) calls a “Bullet Steam Accumulator” or “BSA TM ”. Our project adds to the understanding of the design and integration of steam accumulators charged by solar thermal energy in a biofuels production facility, and similar facilities that consume process steam. The fuel application requires a demanding level of Process Safety Management not found in other steam applications. The type of steam accumulator SVI engineered and built integrates steam generation and storage in one vessel to reduce cost. Achieving a first of a kind permit to operate such a first device has also added to the understanding of the industrial application of such systems. Goals: The overall goal of the project has been to demonstrate the advantages that a “Bullet Steam Accumulator” (BSA™) can provide to solar steam integration with a manufacturing process. The industrial host has already been convinced of the potential of the available solar steam to lower than carbon intensity score. They have been interviewed for a number of publications such as that tout the advantages SVI’s system brings to their operations. Accomplishments: At the end of 2023 Sunvapor placed in service the country’s first industrial solar boiler with thermal energy storage. At the same time, this placement in service represents the first pilot commercial system to decarbonize biofuels production through the use of solar thermal energy. While the full technical effectiveness will be shown as soon as the customer’s plant is able to consume the available steam, the economic feasibility was indicated early in the project when the combination of costs and steam pricing required to meet investor expectations was determined. The project represents a reference pilot from which a full-scale commercial system may be expanded. This pilot is a necessary first step in providing the full potential benefits to the public, including decarbonization of transportation fuels. The decarbonization of the separation steps in fuels production may be the most cost-effective and nearest term solar fuel. Co-benefits include a reduction of air pollutants such as NOx and particulate matter, and job creation for the construction, operation and maintenance of industrial solar facilities.

14 SOLAR ENERGY↗
DOE OSTI2025

Catalyst Development to Overcome Barriers for Commercialization of Synthetic High-Octane Hydrocarbons: Cooperative Research and Development (Final Report)

In recent years, researchers at the National Renewable Energy Laboratory (NREL) and the University of California Berkeley (UC Berkeley) have independently developed catalysts that convert methanol and dimethyl ether into alkylate-like hydrocarbons with a high-octane value, and both have developed intellectual property around these chemical transformations. Both UC Berkeley and NREL wish to see their technologies commercialized to address a number of domestic and international energy challenges. The technologies developed by NREL and UC Berkeley are complimentary but neither have moved beyond the laboratory scale due to remaining challenges with the catalyst activity and selectivity, and/or with the reaction engineering associated with maximizing the yield of the high-value product. NREL and UC Berkeley wish to collaboratively through a shared resources CRADA to solve issues related to the scale-up and process integration of their high-octane hydrocarbon technologies, thus enabling future licensing of the technology to an industry partner.

10 SYNTHETIC FUELS↗
DOE OSTI2024

DME-Propane Autoignition Measurements inside a Shock Tube

Dimethyl ether (DME) is a biofuel that has the potential to replace diesel in heavy-duty engines. A blend of propane (C3H8) and DME could reduce emissions when compared to diesel at heavy-duty compression engine-relevant conditions. Testing a potential new mixture in a compression engine requires a high-fidelity chemical kinetics model that accurately predicts autoignition delay times, which is especially necessary for a compression engine. In this work, autoignition data has been gathered at an equivalence ratio of 2.0 for pressures of 60 and 80 bar. DME and propane were combusted in synthetic air while excited hydroxyl (OH*) chemiluminescence was used to gather ignition delay times. Data was compared to recent chemical kinetic mechanisms for the two different pressures. Using the mechanism with the best fit of autoignition data, a sensitivity analysis was conducted to analyze the chemical kinetics of the DME/C3H8 combustion at elevated pressures.

Mohammed, Zuhayr Pasha↗
DOE OSTI2025

DME-Propane Blends Ignition Experiments and Modeling for Heavy-Duty Mixing Controlled Compression Engines

A blend of dimethyl ether (DME) and propane (C3H8) is being studied in a shock tube at heavy-duty engine conditions at 110 bar. Due to its intrinsic combustion properties, DME/propane blend can potentially replace diesel in mixing controlled compression ignition engines. A blend of DME/propane can reduce emissions in mixing controlled compression ignition in heavy-duty engines through modifications, which require simulations using a high-fidelity chemical kinetics model that can accurately predict the chemistry of the blend. An essential aspect of testing the chemical kinetics model is doing baseline fundamental chemistry studies on neat DME and propane, which include ignition delay time measurements. In this work, using a high-pressure shock tube, ignition delay times were gathered for DME/Propane blends at 110 bar diluted with AR to test chemical kinetic models published in the literature. These models include Aramco 3.0, NUIG V1.1, C3mech V3.3, and Dames et al. Comparisons with the experimental IDTs and models were conducted, and general agreement was observed. A sensitivity analysis was conducted, and important reactions were outlined.

Mohammed, Zuhayr Pasha [University of Central Flor↗
DOE OSTI2022

Numerical and Experimental Investigations on the Ignition Behavior of OME

On the path towards climate-neutral future mobility, the usage of synthetic fuels derived from renewable power sources, so-called e-fuels, will be necessary. Oxygenated e-fuels, which contain oxygen in their chemical structure, not only have the potential to realize a climate-neutral powertrain, but also to burn more cleanly in terms of soot formation. Polyoxymethylene dimethyl ethers (PODE or OMEs) are a frequently discussed representative of such combustibles. However, to operate compression ignition engines with these fuels achieving maximum efficiency and minimum emissions, the physical-chemical behavior of OMEs needs to be understood and quantified. Especially the detailed characterization of physical and chemical properties of the spray is of utmost importance for the optimization of the injection and the mixture formation process. The presented work aimed to develop a comprehensive CFD model to specify the differences between OMEs and dodecane, which served as a reference diesel-like fuel, with regards to spray atomization, mixing and auto-ignition for single- and multi-injection patterns. The simulation results were validated against experimental data from a high-temperature and high-pressure combustion vessel. The sprays’ liquid and vapor phase penetration were measured with Mie-scattering and schlieren-imaging as well as diffuse back illumination and Rayleigh-scattering for both fuels. To characterize the ignition process and the flame propagation, measurements of the OH* chemiluminescence of the flame were carried out. Significant differences in the ignition behavior between OMEs and dodecane could be identified in both experiments and CFD simulations. Liquid penetration as well as flame lift-off length are shown to be consistently longer for OMEs. Zones of high reaction activity differ substantially for the two fuels: Along the spray center axis for OMEs and at the shear boundary layers of fuel and ambient air for dodecane. Additionally, the transient behavior of high temperature reactions for OME is predicted to be much faster.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

LES and RANS Spray Combustion Analysis of OME 3-5 and n-Dodecane

Clean-burning oxygenated and synthetic fuels derived from renewable power, so-called e-fuels, are a promising pathway to decarbonize compression–ignition engines. Polyoxymethylene dimethyl ethers (PODEs or OMEs) are one candidate of such fuels with good prospects. Their lack of carbon-to-carbon bonds and high concentration of chemically bound oxygen effectively negate the emergence of polycyclic aromatic hydrocarbons (PAHs) and even their precursors like acetylene (C 2 H 2 ), enabling soot-free combustion without the soot-NO x trade-off common for diesel engines. The differences in the spray combustion process for OMEs and diesel-like reference fuels like n-dodecane and their potential implications on engine applications include discrepancies in the observed ignition delay, the stabilized flame lift-off location, and significant deviations in high-temperature flame morphology. For CFD simulations, the accurate modeling and prediction of these differences between OMEs and n-dodecane proved challenging. This study investigates the spray combustion process of an OME 3 − 5 mixture and n-dodecane with advanced optical diagnostics, Reynolds-Averaged Navier–Stokes (RANS), and Large-Eddy Simulations (LESs) within a constant-volume vessel. Cool-flame and high-temperature combustion were measured simultaneously via high-speed (50 kHz) imaging with formaldehyde (CH 2 O) planar laser-induced fluorescence (PLIF) representing the former and line-of-sight OH* chemiluminescence the latter. Both RANS and LES simulations accurately describe the cool-flame development process with the formation of CH 2 O. However, CH 2 O consumption and the onset of high-temperature reactions, signaled by the rise of OH* levels, show significant deviations between RANS, LES, and experiments as well as between n-dodecane and OME. A focus is set on the quality of the simulated results compared to the experimentally observed spatial distribution of OH*, especially in OME fuel-rich regions. The influence of the turbulence modeling is investigated for the two distinct ambient temperatures of 900 K and 1200 K within the Engine Combustion Network Spray A setup. The capabilities and limitations of the RANS simulations are demonstrated with the initial cool-flame propagation and periodic oscillations of CH 2 O formation/consumption during the quasi-steady combustion period captured by the LES.

CFD↗
DOE OSTI2025

DME-to-Propane Mixture Effects on a Light Duty Compression Ignition Engine

Fuels that can be produced in a sustainable manner are of high interest because they can provide an essential step toward net zero emissions vehicles. This study examines the combustion of two such fuels, Dimethyl Ether (DME) and propane, in a compression ignition, 4-cylinder, 2.2L engine running with mixtures of DME-to-Propane ranging of 100%-0%, 85%-15%, 75%-25%, and 65%-35% by weight. Testing was conducted at 2000rpm - 100Nm, an important representative point in the FTP certification cycle. For each fuel mixture, conditions tested include sweeps of boost, EGR and injection pressure. Here, tests are mainly conducted at a constant combustion timing with CA10 of -1 deg with respect to TDC, with an engine controller combustion feedback system based on in-cylinder sampling of pressure. Trends of NOx, HC, and CO are similar for the range of DME-to-propane, from 100%-0% to 75%-25%. Boost and injection pressures had the most notable impact on the heat release traces. Higher boost, from stoichiometric to lean resulted in approximately a 3-5% increase on cycle efficiency. Fuel injection pressures resulted in about 1% gain per 200bar. Results also illustrated that EGR is effective in reducing NOx but causes notable degradation of cycle efficiency. The emissions for DME-propane mixtures with 65%-35% had a different trend, with CO and HC exceeding the runs with lower propane content by 2 to 3-fold. As propane content increases, the pressure rise rates become higher, and with 65%-35% mixtures, rates easily exceed 12bar/deg. The increased rise rates correlate with early injection timings but the rates can be reduced, with higher boost and lower injection pressures. The result of the approach, however, leads to lower thermal efficiencies, decreasing efficiency by over 5% between neat DME and the highest propane ratios.

Combustion and combustion processes↗
DOE OSTI2021

BETO 2021 Peer Review - Advanced Catalyst Synthesis and Characterization (ACSC) Project WBS 2.5.4.304; 303; 305

The Advanced Catalyst Synthesis and Characterization (ACSC) project, in close collaboration with the Chemical Catalysis for Bioenergy (ChemCatBio) Consortium enabling projects, CatCost, and the Engineering of Catalyst Scale-Up project, (1) provides fundamental insight into working catalysts leading to actionable recommendations for all of the ChemCatBio catalysis projects, (2) addresses overarching catalysis challenges central to the ChemCatBio Consortium, and (3) adapts and applies new synthesis methodologies and in situ/operando characterization capabilities to meet the evolving needs of the catalysis projects. The outcome is a transition from empirical catalyst development to rational design through the prediction of materials with targeted properties based on advanced characterization combined with computational modeling, and the synthesis of next generation catalysts with predicted structures that yield demonstrated improvements in catalytic performance. In FY18, the ACSC helped to demonstrate the utility of the complete catalyst and process development cycle for dimethyl ether to high-octane gasoline over metal-modified zeolite catalysts for the Upgrading of C1 Building Blocks project, and in FY21 will leverage capabilities, expertise, and computational models established for this effort to target next-generation catalysts for ethanol to distillates for the Upgrading of C2 Intermediates project with enhanced performance in half the time.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2024

SHOCK TUBE IGNITION STUDIES OF RENEWABLE DIESEL FUELS FOR MEDIUM AND HEAVY-DUTY TRANSPORTATION

Currently extensive research on alternative fuels is being conducted due to their increasing demand to reduce greenhouse emissions. One renewable fuel studied in this work is dimethyl ether (DME) blended with propane(C3H8) as a potential mixture for heavy-duty engines used in semi-trucks. The blend has the potential to drastically reduce particulate and greenhouse gas emissions compared to a conventional diesel engine operating under similar conditions. To develop the use of mixture, one must conduct detailed conceptual and simulation studies before progressing to detail studies in CFD, engine modifications, and live testing. For simulations, accurate high-fidelity chemical kinetic models are necessary. However, the validity of the chemical kinetic mechanism for operating conditions of a heavy-duty mixing-controlled compression (MCCI) engine was widely unknown until recent work presented here and published. In this work, we studied the ignition of DME and propane blends in a shock tube under MCCI engine conditions. Ignition delay time (IDT) gathered behind the reflected shock for DME-propane mixtures for heavy-duty compression ignition (CI) engine parameters. Testing was conducted for undiluted varieties spanning from temperatures of 700 to 1100 K at pressures ranging from 55 to 84 bar for various blends (100% CH3OCH3, 100% C3H8, 60% CH3OCH3/ 40% C3H8) of DME and propane were combusted in synthetic air (21% O2/ 79% N2). Several experiments were conducted at higher pressures (90-120 bar) to improve the model performance and accuracy. The ignition delay times (IDTs) were compared to recent mechanisms, including Aramco3.0, NUIG, and Dames et al. A common trend among the mechanisms was overpredicted experimental IDTs. Further studies were conducted by a sensitivity analysis using the Dames et al. model, and critical reactions sensitive to IDTs of DME-propane mixture near 60 bar are outlined. Chemical analysis was conducted on the NTC region to explain chemical kinetics which is critical for developing MCCI heavy duty engines.

Mohammed, Zuhayr Pasha↗
DOE OSTI2025

High Pressure DME-Driven Fractional Crystallizations

Rare Earth Elements (REEs), include the 15 lanthanides plus yttrium and scandium and are crucial for various technologies and applications. Their low concentrations in the earth's crust require alternative sources. This study explores antisolvent fractional crystallization (FC) using dimethyl ether (DME) under high pressures to extract REEs from secondary sources such as mining waste, coal byproducts, and e-waste. DME's properties, including its solubility in water, small molecular size, and high vapor pressure, make it an effective antisolvent that can be easily recovered and reused. The method involves pressurizing DME to 1000-2000 psi in a reaction chamber with the test solution, followed by sample collection and analysis using ICP-MS and ICP-OES. This approach aims to address the limitations of current extraction methods, such as high energy consumption, chemical usage, and waste production, offering a potentially more efficient and sustainable solution for REE extraction.

37 - INORGANIC, ORGANIC, PHYSICAL AND ANALYTICAL C↗
DOE OSTI2026

Effect of NO on DME-Methanol HCCI Combustion Using a Reduced Chemical Kinetics Mechanism

Methanol is an attractive fuel for the maritime sector due to its wide availability. Its direct use as a fuel, however, is accompanied by challenges such as high latent heat of vaporization and low cetane number. A potential solution to overcome the ignition properties of methanol could be through on-board generation of dimethyl ether (DME) via catalytic dehydration of methanol. The resulting mixture from dehydration can be mixed in with the intake air to generate a homogenous charge compression ignition (HCCI) preburn for subsequent direct injection (DI) mixing controlled compression ignition (MCCI) of neat methanol. Within that context, complementary experimental work found that the influence of combustion residuals on the heat release rate (HRR) was significant, specifically for residual NO. This finding motivated the present computational and kinetic evaluation of the effects of NO on the low (LTHR) and high (HTHR) temperature heat release rates. The strong influence of small quantities of NO on the combustion process of a DME/methanol/H2O mixture (low catalyst or reactor efficiency) necessitated a kinetics-based investigation into this phenomenon. A mechanism sourced from the existing literature with NO had 172 species and 1375 reactions, making it computationally expensive for use. Hence, a mechanism reduction effort was implemented, and a rate constant (k) tuning effort based on sensitivity analysis was needed to validate experimental results using a zero-dimensional engine model in Cantera. The reduced mechanism was able to successfully capture the negligible influence of NO addition on DME HCCI combustion, whereas an advancement in LTHR and HTHR for a DME/methanol/H2O mixture was kinetically confirmed. Reaction pathway analysis showed that addition of NO chemically counteracted the OH sink created by alcohols like methanol, increasing the effectiveness of DME ignition.

Tyrewala, Daanish [ORNL] (ORCID:0000000208599324)↗
DOE OSTI2026

Effect of NO on DME-Methanol HCCI Experimental Observations

Methanol is an attractive fuel for the maritime sector due to its wide availability. Its direct use as a fuel, however, is accompanied by challenges such as high latent heat of vaporization and low cetane number. A potential solution to overcome the ignition properties of methanol could be through on-board generation of dimethyl ether (DME) via catalytic dehydration of methanol. The resulting mixture from dehydration can be mixed in with the intake air to generate a homogenous charge compression ignition (HCCI) preburn for subsequent direct injection (DI) and successful ignition methanol at diesel–like timescales. However, if the preburn species are treated separately from the complete methanol MCCI approach the preburn heat release rate (HRR) phasing and behavior do not replicate the preburn behavior of the complete approach. Thus, the presence of the main methanol mixing controlled compression ignition (MCCI) combustion event influences the DME/methanol preburn kinetics. Specifically, it was found that trapped residual temperature alone was insufficient alone to be responsible for the observed differences, and that trace species concentrations of NO in the trapped residual gas also influenced DME/methanol kinetics increasing low temperature heat release (LTHR) magnitude and advancing high temperature heat release (HTHR) phasing. NO is not present in HCCI combustion of neat DME or DME/methanol blends nor is elevated gas temperature in the trapped residuals; both of which result in failure to accurately predict the HCCI combustion of DME/methanol blends when coupled with subsequent DI methanol MCCI. This work experimentally explores the effect of trapped residual temperature and NO on DME and DME/methanol HCCI combustion.

Jatana, Gurneesh [ORNL] (ORCID:0000000288903225)↗