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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 343 records · Page 19
All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

Diesel Oxidation Catalyst Performance with Biodiesel Formulations

Biodiesel (i.e., mono-alkyl esters of long chain fatty acids derived from vegetable oils and animal fats) is a renewable diesel fuel providing life-cycle greenhouse gas emission reductions relative to petroleum-derived diesel. With the expectation that there would be widespread use of biodiesel as a substitute for ultra-low sulfur diesel (ULSD), there have been many studies looking into the effects of biodiesel on engine and aftertreatment, particularly its compatibility to the current aftertreatment technologies. The objective of this study was to generate experimental data to measure the effectiveness of a current technology diesel oxidation catalysts (DOC) to oxidize soy-based biodiesel at various blend levels with ULSD. Biodiesel blends from 0 to 100% were evaluated on an engine using a conventional DOC. In the steady-state performance test where fuel dosing rate was increased at fixed DOC inlet temperature, B20 performed similarly to ULSD at the lowest flow rate or exhaust temperature over 340 degrees C for medium and high flows. B50 blends performed nearly as well under most conditions. Higher blends exhibited reduced thermal efficiency and DOC outlet temperature with increasing dosing rate under most conditions and required exhaust temperatures over 400 degrees C to achieve or nearly achieve performance similar to ULSD. In the steady-state light of test where fuel dosing rate is fixed but exhaust temperature is increased incrementally, B20 generally performed similarly to ULSD at the highest inlet temperature, with only minor deficiencies at lower temperatures. Higher blends exhibited lower thermal efficiency and did not achieve as high DOC outlet temperatures. In the transient light-off test light-off temperature for ULSD was typically less than 225 degrees C, while for B100 it ranged from 290 degrees C to 330 degrees C. Based on the data set, it can be concluded that biodiesel fuels have a higher light-off temperature primarily because of their higher boiling points, with a minor secondary impact of their lower energy content.

ADVANCED PROPULSION SYSTEMS,BIOMASS FUELS↗
NASA NTRS1976

Alternative aircraft fuels technology

NASA is studying the characteristics of future aircraft fuels produced from either petroleum or nonpetroleum sources such as oil shale or coal. These future hydrocarbon based fuels may have chemical and physical properties that are different from present aviation turbine fuels. This research is aimed at determining what those characteristics may be, how present aircraft and engine components and materials would be affected by fuel specification changes, and what changes in both aircraft and engine design would be required to utilize these future fuels without sacrificing performance, reliability, or safety. This fuels technology program was organized to include both in-house and contract research on the synthesis and characterization of fuels, component evaluations of combustors, turbines, and fuel systems, and, eventually, full-scale engine demonstrations. A review of the various elements of the program and significant results obtained so far are presented.

Grobman, J.↗
NASA NTRS1975

Effect of fuel properties on performance of a single aircraft turbojet combustor

The performance of a single-can JT8D combustor was investigated with a number of fuels exhibiting wide variations in chemical composition and volatility. Performance parameters investigated were combustion efficiency, emissions of CO, unburned hydrocarbons and NOx, as well as liner temperatures and smoke. At the simulated idle condition no significant differences in performance were observed. At cruise, liner temperatures and smoke increased sharply with decreasing hydrogen content of the fuel. No significant differences were observed in the performance of an oil-shale derived JP-5 and a petroleum-based Jet A fuel except for emissions of NOx which were higher with the oil-shale JP-5. The difference is attributed to the higher concentration of fuel-bound nitrogen in the oil-shale JP-5.

Butze, H. F.↗
NASA NTRS1975

Effect of fuel properties on performance of a single aircraft turbojet combustor

The performance of a single-can JT8D combustor was investigated with a number of fuels exhibiting wide variations in chemical composition and volatility. Performance parameters investigated were combustion efficiency, emissions of CO, unburned hydrocarbons and NOx, as well as liner temperatures and smoke. At the simulated idle condition no significant differences in performance were observed. At cruise, liner temperatures and smoke increased sharply with decreasing hydrogen content of the fuel. No significant differences were observed in the performance of an oil-shale derived JP-5 and a petroleum-based Jet A fuel except for emissions of NOx which were higher with the oil-shale JP-5. The difference is attributed to the higher concentration of fuel-bound nitrogen in the oil-shale JP-5.

Butze, H. F.↗
DOE OSTI2021

Corrosion of Ferrous Structural Alloys in Biomass Derived Fuels and Organic Acids

This work investigated the corrosivity of biomass-derived liquid fuels and organic acids associated with bio-oils and conducted a corrosion compatibility evaluation of several structural ferrous alloys in the fuels and acids. Here, the acidity parameters and solution conductivity values were higher in raw pyrolysis bio-oils than postprocessed oils with significant corrosion attack for carbon steel and Fe-2.25Cr-1Mo. However, higher-grade stainless steels, ferritic Fe-15Cr (15Cb) and austenitic types 304L and 316L, showed negligible corrosion loss, whereas lower-Cr ferritic grades 409, 410, and 416 were attacked. Metal leaching tests and electrochemical impedance spectroscopy measurements revealed superior corrosion resistance of 316 over 410 stainless steels in solutions of formic and oxalic acids that can be present in bio-oils. The corrosion evaluation methods utilized in this work provide effective screening tools to identify the compatible structural alloys for bio-oils.

09 BIOMASS FUELS↗
DOE OSTI2020

In Situ Catalytic Fast Pyrolysis using Red Mud Catalyst: Impact of catalytic fast pyrolysis temperature and biomass feedstocks

Catalytic fast pyrolysis (CFP) has been considered as a very promising approach for converting lignocellulosic biomass into higher-quality bio-oils followed by hydrotreating to produce fuelrange products. A reactive, robust, and low-cost catalyst is required to drive the CFP process. Red mud, a side-product produced during the refining of bauxite to alumina, appears to be an effective catalyst for in situ CFP of biomass. In this paper, we report the impact of CFP reaction temperature on the conversion of a pinyon juniper feedstock to bio-oils using red mud as the catalyst and then to fuel-range hydrocarbons by hydrotreating of the produced bio-oil. The yield and quality of the CFP bio-oil produced and the yield and quality of hydrotreated final products were determined. When the CFP process temperature was lowered from 450 to 400ºC, the bio-oil yield increased with minimal differences in the oxygen content, hydrogen-to-carbon ratio, water content, etc. In addition, CFP bio-oils at both temperatures were processed in a single-stage continuous hydrotreater without reactor plugging during the testing period (i.e., ~100 hours on stream). The yield of CFP bio-oil produced at 400ºC was lower than the yield at 450ºC. However, the overall yield, from biomass to hydrocarbon fuel, was still higher for CFP processing at 400ºC than for processing at 450ºC. This indicates the potential for enhancing overall carbon efficiency, including CFP processing and hydrotreating, by employing red mud catalysts for biomass pyrolysis and tuning the CFP parameters. Detailed analysis of bio-oil and hydrotreated products showed a lower content of lignin-derived species in both samples. Furthermore, CFP processing of three different biomass feedstocks corroborated red mud catalyst development for producing improved quality bio-oil and, when combined with hydrotreating, for the production of fuel range hydrocarbons.

Santosa, Daniel M.↗
DOE OSTI2021

Determination of Carbon Functional Groups in Pyrolysis Bio-Oils using 13 C NMR: Laboratory Analytical Procedure (LAP)

Pyrolysis is a process that can be used to convert biomass to solid, liquid and gaseous products for use as renewable chemicals and fuels. The liquid fraction, known as “bio-oil” is complex and challenging to characterize, particularly by means of GC/MS, GPC, LC and FT-IR. NMR is capable of analyzing whole bio-oil samples and can provide quantitative results to characterize different functional groups or types of carbon present in bio-oil. This Laboratory Analytical Procedure (LAP) quantifies different carbon functional groups in whole bio-oil samples. This information can be used for comparisons between different pyrolysis experimental conditions or different upgrading processes and catalysts, and also allow for comparisons between bio-oils produced at different facilities.

09 BIOMASS FUELS↗
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↗
NASA NTRS1978

Benefits of solar/fossil hybrid gas turbine systems

The potential benefits of solar/fossil hybrid gas turbine power systems were assessed. Both retrofit and new systems were considered from the aspects of; cost of electricity, fuel conservation, operational mode, technology requirements, and fuels flexibility. Hybrid retrofit (repowering) of existing combustion (simple Brayton cycle) turbines can provide near-term fuel savings and solar experience, while new and advanced recuperated or combined cycle systems may be an attractive fuel saving and economically competitive vehicle to transition from today's gas and oil-fired powerplants to other more abundant fuels.

Bloomfield, H. S.↗
NASA NTRS1979

Benefits of solar/fossil hybrid gas turbine systems

The potential benefits of solar/fossil hybrid gas turbine power systems were assessed. Both retrofit and new systems were considered from the aspects of cost of electricity, fuel conservation, operational mode, technology requirements, and fuels flexibility. Hybrid retrofit (repowering) of existing combustion (simple Brayton cycle) turbines can provide near-term fuel savings and solar experience, while new and advanced recuperated or combined cycle systems may be an attractive fuel saving and economically competitive vehicle to transition from today's gas and oil-fired powerplants to other more abundant fuels.

Bloomfield, H. S.↗
NASA NTRS1982

A carbon-13 and proton nuclear magnetic resonance study of some experimental referee broadened-specification /ERBS/ turbine fuels

Preliminary results of a nuclear magnetic resonance (NMR) spectroscopy study of alternative jet fuels are presented. A referee broadened-specification (ERBS) aviation turbine fuel, a mixture of 65 percent traditional kerosene with 35 percent hydrotreated catalytic gas oil (HCGO) containing 12.8 percent hydrogen, and fuels of lower hydrogen content created by blending the latter with a mixture of HCGO and xylene bottoms were studied. The various samples were examined by carbon-13 and proton NMR at high field strength, and the resulting spectra are shown. In the proton spectrum of the 12.8 percent hydrogen fuel, no prominent single species is seen while for the blending stock, many individual lines are apparent. The ERBS fuels were fractionated by high-performance liquid chromatography and the resulting fractions analyzed by NMR. The species found are identified.

Dalling, D. K.↗
DOE OSTI2020

Renewable Energy Technology and Systems Integration for the Oil and Gas Industry

Introduction to the mission and research of the National Renewable Energy Laboratory (NREL) and the Joint Institute for Strategic Energy Analysis (JISEA). JISEA is co-sponsored by industries, governments, and partnered with several academic institutions (see https://www.jisea.org). Presentation will review statistics about the growth of renewable energy and also discuss potential future trends. It will review several specific case studies relevant to the oil and gas industry, including renewable energy for industrial operations and clean technologies and fuels that would be most relevant to oil and gas technologies and capabilities.

ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2021

Recent Advancements in Catalytic Fast Pyrolysis for the Production of Fuels and Chemicals from Biomass

Catalytic fast pyrolysis (CFP) is a promising biorefinery technology platform for generating both fuel blendstocks and chemical co-products. The versatility of this platform is afforded by (1) the coupling of a thermochemical deconstruction step to a catalytic step that enables tuning of the product slate and (2) the diversity of accessible products across gaseous, liquid, and solid streams. However, there are a number of challenges impeding commercial viability for this CFP platform, including high process costs caused by low carbon efficiency to bio-oil due to coking and light gas formation, the quality and properties of the bio-oil dictate processability for downstream operations, and the heterogeneity of the bio-oil limits quality of resulting fuel blendstocks. This presentation will discuss our efforts to address these challenges through a combined experimental-computational approach to catalyst design and process development, with a specific focus on (1) modifying product composition through catalyst design and (2) generating olefinic and oxygenated chemical co-products.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2023

What is the long-term demand for liquid hydrocarbon fuels and feedstocks?

Liquid hydrocarbons made from crude oil serve many functions: (1) a dense, easy-to-store, easy-to-transport energy source, (2) a method for daily-to-seasonal energy storage, (3) a chemical feedstock, (4) a chemical reducing agent and (5) a method to enhance high-temperature heat transfer in many furnaces and industrial processes. Liquid hydrocarbons can be produced and used without increasing atmospheric carbon dioxide levels if made from non-fossil feedstocks such as carbon dioxide or biomass. Understanding future liquid hydrocarbon demand is the starting point in assessing the viability of such options. Our assessment is that U.S. demand for liquid hydrocarbons is unlikely to go below the equivalent of 10 million barrels per day of crude oil but could be as high as 20 million barrels per day. The costs to replace liquid hydrocarbons increases rapidly at lower liquid hydrocarbon consumption rates. Hydrocarbon biofuels from cellulosic feedstocks can meet such demands if produced with large external inputs of heat and hydrogen. Options based on more limited feedstocks (starches, plant oils, sugars, etc.) can’t meet such demands.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Identification of engine oil-derived ash nanoparticles and ash formation process for a gasoline direct-injection engine

Engine oil-derived ash particles emitted from internal combustion (IC) engines are unwanted by-products, after oil is involved in in-cylinder combustion process. Since they typically come out together with particulate emissions, no detail has been reported about their early-stage particles other than agglomerated particles loaded on aftertreatment catalysts and filters. To better understand ash formation process during the combustion process, here differently formulated engine oils were dosed into a fuel system of a gasoline direct injection (GDI) engine that produces low soot mass emissions at normal operating conditions to increase the chances to find stand-alone ash particles separated from soot aggregates in the sub-20-nm size range. In addition to them, ash/soot aggregates in the larger size range were examined using scanning transmission electron microscopy (STEM)-X-ray electron dispersive spectroscopy (XEDS) to present elemental information at different sizes of particles from various oil formulations. The STEM-XEDS results showed that regardless of formulated oil type and particle size, Ca, P and C were always contained, while Zn was occasionally found on relatively large particles, suggesting that these elements get together from an early stage of particle formation. The S, Ca and P K-edge X-ray absorption near edge structure (XANES) analyses were performed for bulk soot containing raw ash. The linear combination approach & cross-checking among XANES results proposed that Ca 5 (OH)(PO 4 ) 2 , Ca 3 (PO 4 ) 2 and Zn 3 (PO 4 ) 2 are potentially major chemical compounds in raw ash particles, when combined with the STEM-XEDS results. Despite many reports that CaSO 4 is a major ash chemical when ash found in DPF/GFP systems was examined, it was observed to be rarely present in raw ashes using the S K-edge XANES analysis, suggesting ash transformation.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
NASA NTRS1980

Impact of changing fuel characteristics on supersonic cruise airplane

The question of an advanced supersonic cruise research airplane is related to future oil supplies and prices. Technical data on the impact of changing fuel characteristics on the SCR airplane were developed. Projections of crude oil characteristics typical of the 1985 to 2000 time period were made with the help of consultants to the oil industry. Refineries for the future were modeled to establish jet fuel of engine and aircraft systems for future airplanes, with emphasis on supersonic cruise airplanes. Study results do not show a need for broadening the fuel specification. Hypothetical study fuels with broader specifications were defined, however, as was the impact of their properties on the SCR airplane and systems.

Hadaller, O. J.↗
DOE OSTI2023

Assessment of Potential Pennycress Availability and Suitable Sites for Sustainable Aviation Fuel Refineries in Ohio

Pennycress grain has a relatively high oil content (25–36%) and it is considered a desirable feedstock to produce sustainable aviation fuel (SAF). Pennycress crop can be integrated into the corn–soybean rotation as a winter cover crop in the midwestern U.S. to provide both ecosystem services and economic benefits for the farmers, while serving as a promising feedstock for SAF production. For pennycress-based SAF biorefineries to be established at the commercial scale, a sustainable design of the supply system is required to provide reliable information on feedstock availability and optimal facility locations. The objectives of this research were to assess the pennycress production potential in Ohio, and to identify the best locations to establish the SAF biorefineries. To estimate the pennycress production potential in Ohio, a geographic information system (GIS)-based model was developed using the spatially explicit six-year historical data on areas that were planted in the corn–soybean rotation for the period of 2013 through 2018, pennycress yield estimates from field-based experiments reported in the literature, and the soil productivity index for the region of study. Optimal SAF biorefinery locations were identified using a GIS-based location-allocation model. Annual land potentially available for pennycress production in Ohio was estimated to be ~0.6 million ha, which could produce ~1.1 million metric tons of pennycress grain as feedstock to produce ~210 million liters of SAF, depending on the pennycress yield level, oil content, and conversion efficiencies. In addition, the optimum locations for 12 biorefineries, each at an annual capacity of 18.9 million liters of SAF, were identified, and the average transportation distance was estimated to be 35 and 58 km for maximizing attendance and coverage conditions, respectively. The outcomes of this research would help minimize the risks associated with feedstock supply and cost variabilities for pennycress-based SAF production in the region.

Mousavi-Avval, Seyed Hashem↗