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

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At least 127 records · Page 7
All sourcesNASA NTRSDOE OSTI
DOE OSTI2020

Design of additively manufactured methanol conversion reactor for high throughput production

Additively manufactured methanol conversion reactor was designed and fabricated for high throughput fuel production while capturing carbon dioxide. Here, the reactor designed is part of large effort in integrating electrolyzer and catalytic reactor system. Processing in fabricating the steel, titanium, and nickel alloy reactors were optimized to improve the catalyst deposition process and reaction efficiency. Microstructure of the additively manufactured reactors were characterized. General design is utilized to improve the performance of the reactor while exploring the benefit of freeform in additive manufacturing.

08 HYDROGEN↗
DOE OSTI2024

Insight into premixed diethoxymethane flames: Laminar burning velocities, temperatures, and emissions behaviour

Diethoxymethane ((CH 3 CH 2 O) 2 CH 2 , DEM) is a promising carbon-neutral fuel. DEM is a diether or acetal with a molecular structure similar to oxymethylene ethers (CH 3 O–(CH 2 O)n–CH 3 , OME n ). Thus, DEM can be expected to have a similar combustion behavior to OMEs, reducing harmful emissions such as NO x and particulate matter (PM) in internal combustion engines. From both experimental and kinetic modeling, fundamental studies on DEM are scarce in the literature. More studies are required to gain a detailed insight into the oxidation kinetics of DEM. Laminar burning velocity (LBV) is a critical property that allows a detailed assessment of the potential application of DEM in combustion devices. Unfortunately, the literature on the LBV of DEM is limited. Therefore, in this study we have investigated the LBV of DEM using two reactors for the first time, namely a heat flux burner and a combustion chamber. The experimental data is reported for equivalence ratio between 0.7 and 1.7, initial temperatures of 368–423 K, and initial pressure of 1–5 bar. In addition, we developed a detailed kinetic model extending our recent work of Shrestha et al. (Combust. Flame. 246 (2022) 112,426) to characterize the combustion behavior of DEM utilizing the new experimental data from this work and the literature data. Our model performs remarkably well in capturing the newly measured LBV experimental data over various experimental conditions. We found that DEM and dimethoxy methane (DMM) have similar values of LBVs (within ±1.5 cm/s) for a given condition, which indicates that intermediate chemistry governs the flame chemistry. Despite DEM being a larger molecule that is expected to have slightly lower LBVs than DMM, its effect on the measured values of LBVs is negligible. Finally, we experimentally measured NO x formation in DEM flame for the first time. The stochiometric flame has the highest NO x formation. The proposed model predicted the equivalence ratio dependence of NO x nicely. However, it overestimates the NO x formation for stoichiometric DEM/air mixtures by ~30 %. The model suggests that the thermal NO formation route is favored at lean and stochiometric conditions. In contrast, the prompt NO formation route is enhanced for rich mixtures.

10 SYNTHETIC FUELS↗
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 OSTI2020

Synthetic methylotrophy to liquid fuels and chemicals

A non-naturally occurring microbe capable of growing in a medium comprising methanol is provided. The methanol contributes to a significant percentage (e.g., at least 40%) of the carbon source for the non-naturally occurring microbe, which expresses heterologous methanol dehydrogenase (MDH) and heterologous ribulose monophosphate (RuMP) pathway enzymes. Methods for producing liquid fuels and chemicals by the non-naturally occurring microbe and methods for preparing the non-naturally occurring microbe are also provided.

09 BIOMASS FUELS↗
DOE OSTI2026

The Chemistry of CO 2 Conversion: A Review

For much of the past century, carbon dioxide (CO 2 ) has received little attention scientifically outside of its role as a byproduct in the industrialization of the global economy. This trend has recently been upended where, due to mounting environmental concerns, CO 2 has been brought squarely into the public consciousness. This surge in activity has contributed to a once unimaginable idea now pervading the scientific community: could CO 2 , a highly stable byproduct of hydrocarbon combustion, be recycled and converted back into useful chemicals and fuels? Owing to its ubiquitous nature and availability at truly massive quantities, it is thought that CO 2 -based products could offer a meaningful pathway toward lowering the environmental impact of many of the top industrial products while also enhancing supply chain diversification and resilience. In this manuscript we provide a holistic review of the pathways for CO 2 conversion, the underlying chemistry and challenges involved in the transformation to products, and considerations for commercialization.

09 BIOMASS FUELS↗
DOE OSTI2026

Simulated moving bed-inspired method for continuous adsorptive denitrogenation of model fuel

Efficient, continuous routes for removing nitrogen-containing compounds from hydrothermal liquefaction-derived synthetic aviation fuel are needed to enable direct blending with conventional jet fuels. Here, we report a simulated moving bed-inspired process for adsorptive denitrogenation of a model fuel. Unlike conventional simulated moving bed systems, which are designed for sharp separations between similar solutes, this approach was run deliberately outside the classical separation region so that both pyridine and indole were removed together from the hydrocarbon stream. Alcohol solvents were used to regenerate the silica adsorbent, maintaining performance over extended operation and avoiding the downtime and energy demand associated with calcination. Under these conditions, the system demonstrates removal of more than 98% of nitrogen while cutting solvent use by 28% compared to batch operation. Classical modeling tools predicted column concentration profiles even in this nontraditional regime, suggesting a straightforward path to scaling. Together, these results motivate solvent-efficient, continuous denitrogenation strategies that could be integrated with biorefinery processes.

Adsorption↗
DOE OSTI2026

Admissible Powertrain Alternatives for Heavy-Duty Fleets: A Case Study on Resiliency and Efficiency

Heavy-duty vehicles dominate global freight movement and primarily rely on fossil-derived diesel fuel. However, fluctuations in crude oil prices and evolving emissions regulations have prompted interest in alternative powertrains to enhance fleet energy resiliency. This study paired real-world operational data from a large commercial fleet with high-fidelity vehicle models to evaluate the potential for replacing diesel internal combustion engine (ICE) trucks with alternative powertrain architectures. The baseline vehicle for this analysis is a diesel-powered ICE truck. Alternatives include ICE trucks fueled by bio- and renewable diesel, compressed natural gas (CNG) or hydrogen (H 2 ), as well as plug-in hybrid (PHEV), fuel cell electric (FCEV), and battery electric vehicles (BEV). While most alternative powertrains resulted in some payload capacity loss, the overall fleetwide impact was negligible due to underutilized payload capacity for the specific fleet considered in this study. For sleeper cab trucks, CNG-powered trucks achieved the highest replacement potential, covering 85% of the fleet. In contrast, H 2 and BEV architectures could replace fewer than 10% and 1% of trucks, respectively. Day cab trucks, with shorter daily routes, showed higher replacement potential: 98% for CNG, 78% for H 2 , and 34% for BEVs. However, achieving full fleet replacement would still require significant operational changes such as route reassignment and enroute refueling, along with considerable improvements to onboard energy storage capacity. Additionally, the higher total cost of ownership (TCO) for alternative powertrains remains a key challenge. This study also evaluated lifecycle impacts across various fuel sources, both fossil and bio-derived. Bio-derived synthetic diesel fuels emerged as a practical option for diesel displacement without disrupting operations. Conversely, H 2 and electrified powertrains provide limited lifecycle impacts under the current energy scenario. This analysis highlights the complexity of replacing diesel ICE trucks with admissible alternatives while balancing fleet resiliency, operational demands, and emissions goals. These results reflect a US-based fleet’s duty cycles, payloads, GVWR allowances, and an assumption of depot-only refueling/recharging. Applicability to other fleets and regions may differ based on differing routing practices or technical features such as battery swapping.

BEV↗
DOE OSTI2024

Independent Fuel Property Effects of Fuel Volatility on Low Temperature Heat Release and Fuel Autoignition (Final Report)

This Cooperative Research and Development Agreement (CRADA) project between Argonne National Laboratory (ANL), Oak Ridge National Laboratory (ORNL), and Shell Global Solutions (Shell) was initiated as part of a Directed Funding Opportunity (DFO) call for proposals from the Co-Optimization of Fuels and Engines (Co-Optima) initiative. Shell had observed that volatile fuels suppress low temperature heat release (LTHR) more than expected based on conventional gasoline autoignition metrics: research octane number (RON) and motor octane number (MON). The role of LTHR contributes to autoignition phenomena for both boosted spark ignition (BSI) and advanced compression ignition (ACI) combustion modes. ACI combustion modes are applicable to large engines in the hard-to-electrify applications such as off-road, rail, and marine. Thus, having a reliable understanding of autoignition phenomena, including being able to accurately account for the effects of fuel volatility, is particularly important as new synthetic and bio-fuel compositions are considered.This CRADA project aimed to test the hypothesis that the decreased LTHR is due to preferential evaporation of multicomponent fuels when using direct injection (DI) fueling technology, creating composition and reactivity stratification. A custom set of fuels was designed and blended to test this hypothesis by Shell, with experimental engine studies at ORNL and engine combustion modeling by ANL. However, the initial experimental findings did not show the expected effect of fuel volatility suppressing LTHR. Instead, the LTHR propensity observed was independent of the fuel volatility. Due to the unexpected experimental result, the remainder of the experimental effort was redirected to study the effect of fuel volatility on emissions under spark-ignited cold-start conditions. However, as with the LTHR experiments, the cold start effort did not show a meaningful effect of fuel volatility on cold start emissions. Meanwhile, improved engine CFD models have been developed for both LTHR and cold start operations for the Shell fuels with different volatilities. While the simulation efforts were not pursued further due to the insignificant effects of fuel volatility as shown in experiments, the models developed can be easily retooled for off-road, rail, and marine applications.

09 BIOMASS FUELS↗
DOE OSTI2026

Powders and pellets – Extrusion engineering for a Cu/BEA syngas-to-hydrocarbons catalyst

Converting high-performing powder catalysts from the laboratory reactor scale into effective extruded catalysts at the industrial scale remains a hurdle for advancing sustainable catalytic processes, such as the conversion of biogenic syngas into high octane gasoline. Recently, a process-intensified syngas-to-hydrocarbons (STH) reaction in a single reactor under relatively mild conditions (220–250 ºC, 0.75–2.0 MPa) was reported, enabled by the development of a dimethyl ether (DME) homologation catalyst, Cu-modified H-BEA (Cu/BEA) zeolite. In this study, we explore approaches for synthesizing engineered Cu/BEA catalysts for use in the STH reaction to retain the high performance observed with the powder catalyst. We demonstrate that changes to the order of manufacturing steps (i.e., Cu deposition, alumina binder addition, and extrusion) result in observable changes to key active sites (Brønsted acid sites and zeolitic Cu + species), and ultimately, catalyst performance. When the Cu precursor was added directly to BEA before extrusion, both types of active sites were stabilized, preserving the activity of the powder catalyst. However, when the Cu precursor was added after extrusion, the resulting Cu species were mobile, destabilizing Brønsted acid sites and leading to near-zero activity.

09 BIOMASS FUELS↗
DOE OSTI2020

NREL's Biochemical Conversion Pilot Plant Capabilities

NREL's biochemical conversion plant is a flexible pilot plant for testing a wide range of bio-based technologies for producing renewable fuels and byproducts. The biochemical conversion pilot plant is housed in the Integrated Biorefinery Research Facility located on the National Renewable Energy Laboratory's (NREL's) main campus. The facility provides industry partners the opportunity to test and develop their own biorefining technology using NREL equipment or rental equipment that can be brought into the plant. The pilot plant can process materials up to one dry ton per day in an integrated fashion using a variety of operating modes including batch, fed-batch, and continuous processing.

biochemical↗
DOE OSTI2020

NREL's Capabilities in Algae-Based Chemicals, Polymers, and Fuels

NREL is advancing research and development (R&D) to maximize photosynthetic carbon capture into biomass for conversion to a broad portfolio of valuable products. Areas of focus include: (1) Carbon capture improvement through photosynthesis engineering; (2) Biotechnology and genetic toolbox development for broad species portfolio; (3) Conversion and fractionation of algal biomass to create high-value products and fuels; (4) Biological seaweed conversion to volatile fatty acids as fuel and product feedstocks; (5) Novel polyurethane production synthesis from fully renewable algae-based feedstocks; (6) Advanced analytical characterization of biomass feedstocks; and (7) Process techno-economic and life cycle modeling.

algae↗
DOE OSTI2024

Dual-pump Coherent anti-Stokes Raman scattering measurements in H 2 /CH 4 Counterflow Flames

Temperature and major species concentration measurements are reported in a Williams Seshadri counterflow burner using dual-pump coherent anti-Stokes Raman scattering (DPCARS). Hencken burner H2/Air flames with equivalence ratio of 0.8-1.4 were used to characterize the accuracy of the system. The mean errors for temperature, XH2/XN2 mole fraction ratio, and XO2/XN2 mole fraction ratio are 1.0%, 14.7%, and 5.5%, respectively. The counterflow burner uses a CH4, H2, and N2 mixture as fuel and synthetic air as oxidizer. Measurements were performed along the counterflow burner central axis for two different fuel compositions: 4% H2/86% CH4/10% N2 and 87%H2/3% CH4/10% N2. The measured temperature and species mole fractions agree well with the 1-D opposed-flow diffusion flame simulation. One observation is that the fuel inlet temperature is higher than 300 K, which suggests the possibility of the stagnation plane residing closer to the fuel side. Lastly, these measurements provide valuable data for testing and validation of advanced 2-D flame models.

Murdock, Benjamin K.↗
DOE OSTI2022

CO 2 to Fuels Through Novel Electrochemical Catalysis (Final Report)

Electrochemical upgrading of CO 2 into hydrocarbon fuels via CO 2 –H 2 O co-electrolysis using solid oxide electrolysis cells (SOECs) presents an encouraging approach to cost-effective storage of renewable power. In this study, we harness the unique property of protonic ceramic electrolysis cells (PCEC) and demonstrate direct electro-catalytic production of CH 4 from CO 2 –H 2 O in a unit-cell stack configuration. The unit-cell stack was developed to evaluate the scalability and the applicability of PCECs from a broader system-level viewpoint. Tradeoffs between operating conditions and performance metrics were explored and thoroughly characterized. An exceptional CH 4 -yield ratio of 34.6% from only CO 2 –H 2 O reactants was achieved under an electrolysis current of 1 A cm –2 at 450 °C. With exhaust-H 2 recycle, this value was boosted to greater than 70%. In addition, the electrochemical co-conversion of CO 2 –H 2 O offers a higher CH 4 -yield ratio compared to traditional thermo-catalytic conversion of CO 2 –H 2 under certain operating conditions, indicating possible electrochemical promotion of catalytic CO 2 methanation. The demonstrated good performance is a promising result for further scale-up and for the practical utilization of electrochemical CO 2 upgrade using PCECs. Techno-economic analyses reveal operating conditions that yield cost-competitive levelized cost of fuel production.

01 COAL, LIGNITE, AND PEAT↗
DOE OSTI2026

Fleet-Level Fuel Impact of Hybrid-Electric Aircraft in United States

Here, this paper examines the impact of two potential solutions for increasing fuel efficiency and reducing emissions in commercial aviation: hybrid-electric propulsion and the use of drop-in synthetic aviation fuels (SAFs). The authors modeled three representative aircraft employed in the U.S. domestic market: a 70-seat regional turboprop, a 100-seat airliner, and a 180-seat airliner. These aircraft were retrofitted with hybrid-electric propulsion systems that integrate batteries and electric motors to provide additional torque to the propeller or fan. The authors explored various technological scenarios involving different battery specific energies, electric motor specific powers, and other relevant parameters. Flight performance models were used to analyze the range–payload capabilities of these new hybrid-electric aircraft and to compare them with their conventional counterparts. Subsequently, the authors virtually deployed the hybrid-electric aircraft on 2019 U.S. domestic commercial flights to assess the types and lengths of flights that could be serviced by this new fleet. We then compared the resulting fuel consumption, energy use, and emissions with those of a conventional fleet using a combination of jet fuel and SAF.

SAF↗
DOE OSTI2023

Dynamic Species Reduction for Multi-Cycle CFD Simulations (Final Technical Report)

This project primarily sought to address some of the computational cost concerns of detailed simulations by developing improved methods of handling species transport, and chemical kinetics evaluation in a commercial 3D Computational Fluid Dynamics (CFD) environment. Secondary goals were to apply these techniques to fuels and conditions of interest to better understand the key species and reactions required to adequately capture cycle to cycle coupling. Improved modeling will lead to better understanding of these combustion modes and their dependence on fuel composition, which can then enable more clean and efficient engines, ultimately benefiting the consumer as well as the general public. Two approaches were used to address the computational cost. A “Dynamic Species Reduction” (DSR) procedure was developed to remove chemical species from the simulation during periods when chemical reactions were not expected to be important, particularly during gas exchange when temperatures are low and little fuel remains. This modelling procedure automatically detects relevant species to retain in the simulation domain based on their local concentration, removes species below a specified concentration threshold, and then adjusts the remaining species mass to conserve not only the number of H, C, and O atoms in each cell, but also the relative proportions between species and the heating value of the mixture in every cell. The second procedure was a “Product Directed Remapping” (PDR) updates the algorithm used to group individual computational cells for chemical kinetics evaluation to account for non-uniform temperature distributions and the CO to CO 2 ratio in the cells. The model techniques developed in this work successfully demonstrated computational performance improvements for a range of conditions relevant for Highly Dilute SI and HCCI engine operation. Runtime reductions of 10% were observed for small mechanisms, with further reductions of up to 36% observed for larger mechanisms. Improvements were primarily related to reducing the number of chemical species tracked during the gas exchange process using the Dynamic Species Reduction method. With smaller benefits observed from changes to the kinetics binning and evaluation strategy in the post combustion region using the PDR method. The results of this work show the potential for improved computational runtime for complicated simulations. They can and should be extended to additional conditions and new bio-derived and renewable fuels as they are developed and new kinetic mechanisms become available.

10 SYNTHETIC FUELS↗