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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 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
DOE OSTI2021

Production, fuel properties and combustion testing of an iso-olefins blendstock for modern vehicles

With the increasing pressure to decarbonize the transportation sector, exploring strategies that can reduce emissions from light-duty vehicles (LDV) has become critical. Bioblendstocks that allow for higher engine efficiency and fuel economy could complement vehicle electrification and help reach carbon neutrality by 2050. In this context, the potential of a mixture of iso-olefins as a bioblendstock was investigated for multimode boosted spark-ignition (SI)/advanced compression ignition (ACI) engine operation designed to achieve higher overall vehicle fuel economy. By establishing the relationship between the molecular structure of iso-olefins and research octane number (RON), octane sensitivity (S) (i.e., the difference between RON and motor octane number [MON]), and phi-sensitivity a dimethyl-hexenes rich olefins mixture (DMHROM) was identified as a preferred blendstock for SI/ACI combustion engines. Here, a pathway for DMHROM production from biomass-derived ethanol was developed and scaled up. More than 1 gallon of DMHROM blendstock was produced for fuel properties assessment including engine testing. Measurements in a Cooperative Fuel Research Engine showed that the DMHROM blendstock possesses a RON of 94 and S of 13.5, and blends synergistically. Rapid compression machine tests coupled with single-cylinder gasoline direct injection engine measurements demonstrated the 20 vol.% DMHROM blend has higher phi-sensitivity than an olefin-free gasoline base fuel and a typical California Reformulated Gasoline Blendstock for Oxygenate Blending (CARBOB) gasoline fuel. These results demonstrate the potential of DMHROM for improving gasoline fuel performance and quality for operation under ACI conditions. The effectiveness of the aftertreatment system in mitigating emissions was verified and showed that the pure DMHROM blendstock and 20 vol.% blend would not increase non-methane organic gases, NO x , and carbon monoxide (CO) emissions. The DMHROM blendstock was found to slightly decrease sooting tendency when added to a gasoline-base fuel (i.e., ~6% reduction at 20 vol.% blending level). Oxidation stability and lubricant compatibility were both confirmed for the 20 vol.% blend. Overall, these results demonstrate that dimethyl-hexenes have potential for improving engine efficiency and fuel economy while meeting emissions regulations and ASTM specifications for gasoline fuel.

09 BIOMASS FUELS↗
DOE OSTI2021

The intrinsic value of bioblendstocks: Prenol as a case study

Decarbonizing the transportation sector is likely to require both electrification and increased incorporation of biofuels and/or bioblendstocks. While the social and environmental benefits of bioblendstocks are well understood, their real value for the fuel producers has not been established. As such, this work considers prenol as a bioblendstock case study to identify sources of intrinsic value to fuel blenders by studying the properties of binary mixtures with gasoline components. The considered refinery blendstocks were samples of full range naphthas from the distillation, fluidized catalytic cracking, isomerization, alkylation, and reforming units. Octane numbers, Reid vapor pressure, distillation curves, and sulfur content were evaluated. Our results indicate the need for adjusting the formulation of the base fuel, depending on the interplay among the properties of the bioblendstock and those of the base fuel. Prenol increased research octane number (RON) and octane sensitivity (OS) of the base fuel, by up to 25 and 10 octane numbers, respectively. Additionally, 10 vol% prenol reduced RVP up to 2.2 psi, for the more volatile blendstock. Thus, considering prenol as a low volatility, RON/OS boosting bioblendstock, the composition of the preferred base fuel was proposed as containing reduced olefins and aromatics, and increase light fractions. The potential impact of this new gasoline formulation on refining processes and products gives rise to direct sources of value to the refiners, such as exporting products to the chemicals market, increasing the value of intermediate refinery streams, decreasing operating severity of certain refinery units, and broadening of the product suite.

09 BIOMASS FUELS↗
DOE OSTI2023

Numerical modeling of hydrogen mixing in a direct-injection engine fueled with gaseous hydrogen

Hydrogen is considered as one of the most promising options to achieve effective decarbonization of the energy and transportation sectors. As such, it has recently been receiving increasing attention because of its promising potential as an energy carrier for advanced energy and propulsion systems. With a focus on internal combustion engines, direct injection (DI) of gaseous hydrogen during the compression stroke offers great potential for high engine efficiency and specific power while reducing the risk of backfiring and pre-ignition issues. Therefore, many experimental and numerical efforts have recently been dedicated to understanding the physical and chemical behaviors of hydrogen in engine during mixing and combustion. This study focuses on computational fluid dynamics (CFD) modeling of the hydrogen DI process in a hydrogen optical research engine. Under the conditions studied, gaseous hydrogen is injected into the combustion chamber via a centrally located single-hole injector at a pressure of 100 bar. Two configurations, namely low-and high-tumble, are investigated to understand the impact of different in-cylinder flow patterns on the fuel-air mixture preparation. Simulations are carried out using the commercial CFD software CONVERGE. Here, the in-cylinder turbulence is modeled with an unsteady Reynolds-averaged Navier-Stokes (URANS) formulation closed by the renormalization group (RNG) k-ε model. Several numerical methods and model constants, including but not limited to turbulent Schmidt number, are evaluated. The numerical results are systematically compared against experimental measurements of velocity and hydrogen concentration fields on the vertical center plane to assess the performance of the CFD model, unveil the physics of hydrogen mixing, and establish best practices for modeling hydrogen DI under relatively high injection pressure conditions.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

A chemical kinetic analysis of knock propensity of methanol-to-gasoline fuel

Production of low carbon gasoline-like fuels such as methanol-to-gasoline (MTG) is a promising approach to achieve rapid greenhouse gas emission reduction of the transportation sector. Despite the fact that gasoline that meets the ASTM D4814 standard for automotive spark-ignition engine fuel can be readily produced from these processes, it is unclear how the composition of MTG may affect engine performance and emissions. Here, in this paper, a surrogate for an MTG is used to numerically study the effects of gasoline composition on knock propensity and on the sensitivity of knock to thermal and fuel stratification, to oxygen dilution and to nitric oxide from exhaust gas recirculation of residual gases. Simulations were performed in ANSYS CHEMKIN-PRO using a comprehensive chemical kinetic mechanism for gasoline surrogates, and results of the MTG surrogate were compared against those of a petroleum-based regular E10 gasoline, termed PACE-20. A premium-grade MTG fuel was also formulated by adding ethanol to the MTG surrogate, and results were compared against those of four premium-grade, gasoline-like fuels representative of future alternative gasoline formulations. Surrogates and mechanism were evaluated by comparison against experimental engine data, and the model showed high accuracy at stoichiometric conditions (mean absolute error of ignition timing equal to 1.46 crank angle degrees) but larger deviations at lean conditions (mean absolute error of ignition timing equal to 5.52 crank angle degrees). Despite the fact that the MTG surrogate has a RON 1.1 units higher than that of PACE-20, it may show higher knock propensity at medium temperature conditions due to a less intense NTC behavior. MTG autoignition was more temperature- and equivalence ratio-sensitive than that of PACE20, suggesting that MTG can benefit more from naturally-occurring thermal stratification or from induced fuel stratification of the end gas to mitigate knock intensity. The sensitivity of autoignition reactivity to oxygen dilution and to NO concentration was higher for MTG than for regular gasoline at medium loads, but the opposite trend was observed at high loads due to the effect of pressure on the low-temperature chemistry of regular gasoline. Approximately 14 % vol ethanol content was required to upgrade the octane rating of MTG from regular grade to premium grade. Adding 13.6 % vol ethanol made the fuel autoignition less sensitive to both oxygen dilution and NO content (ignition time varies approx. 17 % and 50 % less with oxygen dilution and NO addition, respectively, when adding ethanol at high engine loads).

02 PETROLEUM↗
DOE OSTI2022

Experimental driving performance evaluation of battery-powered medium and heavy duty all-electric vehicles

As the push to reduce air pollutants and carbon dioxide for global warming continues, there is increasing interest in the development and deployment of battery electric vehicles for heavy-duty applications as one of the critical and challenging steps of a broader effort to fully electrify the transportation sector. This study evaluated and quantified the energy consumption rates and energy regeneration rates for three heavy-duty battery electric vehicles (a step van, a yard tractor, and a class 8 truck) using driving cycle tests with a heavy-duty vehicle chassis dynamometer. Information in this area is currently very limited, and yet it is critical to understanding how effective heavy-duty battery electric vehicles will be for a wide range of applications as the electrification of the heavy-duty vehicle market continues to expand. Energy consumption rates ranged from 0.37 and 2.71 kWh/km for most vehicle/cycle combinations. On a diesel liter energy-equivalent basis, the heavy-duty vehicles had approximately 3 to 6 times better energy consumption rates compared to comparable diesel vehicles, with weight normalized energy consumption rates also comparing favorably to the current and future greenhouse gas/fuel economy standards for equivalent diesel vehicles. Based on battery capacities ranging from 80 to 215 kWh, the vehicle ranges varied from 38.18 km to 171.2 km, with ranges of 115.9 km to 171.2 km for most types of driving and lower ranges of 38.18 to 42.20 km for sustained grade cycles. Overall, the advantage of improved energy consumption rates coupled with improvements that can be expected for battery technology and vehicle range, provide promise for expanded use of heavy-duty vehicles going into the future.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

Data requirements for improving the Quantitative Risk Assessment of liquid hydrogen storage systems

Quantitative Risk Assessment (QRA) supports the development of risk-informed safety codes and standards which are employed to enable the safe deployment of hydrogen technologies essential to decarbonize the transportation sector. System reliability data is a necessary input for rigorous QRA. Here, the lack of reliability data for bulk liquid hydrogen (LH 2 ) storage systems located on site at fueling stations limits the use of QRAs. In turn, this hinders the ability to develop the necessary safety codes and standards that enable worldwide deployment of these stations. Through a QRA-based analysis of a LH 2 storage system, this work focuses on identifying relevant scenario and probability data currently available and ascertaining future data collection requirements regarding risks specific to liquid hydrogen releases. The work developed consists of the analysis of a general bulk LH 2 storage system design located at a hydrogen fueling station. Failure Mode and Effect Analysis (FMEA) and traditional QRA modeling tools such as Event Sequence Diagrams (ESD) and Fault Tree Analysis (FTA) are employed to identify, rank, and model risk scenarios related to the release of LH 2 . Based on this analysis, scenario and reliability data needs to add LH 2 -related components to QRA are identified with the purpose of improving the future safety and risk assessment of these systems.

08 HYDROGEN↗
DOE OSTI2024

Multicycle large-eddy simulations of a direct-injection hydrogen-fueled optical engine

Hydrogen (H 2 ) is a carbon-free chemical energy carrier and one promising solution for achieving effective decarbonization of the transportation sector, particularly for internal combustion engines (ICEs). With a focus on ICEs, and compared to port-fuel injection, direct injection (DI) of gaseous H 2 during the compression stroke offers potential advantages, which include backfire avoidance and reduction of preignition occurrence. In these last two decades, much research, experimental and numerical, has been devoted to understanding H 2 's mixing and combustion processes in ICEs. Computational fluid dynamics modeling efforts commonly rely on unsteady Reynolds-averaged Navier Stokes (URANS) turbulence frameworks, mostly due to their computational affordability. However, many authors have pointed out the opportunity to perform large-eddy simulations (LESs) to investigate the cyclic variability of H 2 engines and assess potential advantages of using LES in place of URANS, especially for lean operation. This study addresses this knowledge gap and presents a computational fluid dynamics (CFD) study of the H 2 DI process in an optical engine operating at relatively low tumble conditions, using multicycle LESs. In conclusion, the manuscript presents a thorough validation of the results against experimental data available from the literature as well as direct comparison with URANS, demonstrating the feasibility of multicycle LESs for CFD modeling of DI H 2 -fueled ICEs.

Direct injection↗
DOE OSTI2022

Extreme fast charge aging: Correlation between electrode scale and heterogeneous degradation in Ni-rich layered cathodes

Extreme fast charging (XFC) is a key requirement for the adoption of battery-based electric vehicles by the transportation sector. However, XFC has been shown to accelerate degradation, causing the capacity, life, and safety of batteries to deteriorate. There are no systematic studies in the open literature regarding aging modes in Ni-rich Li y Ni 0.a Mn 0.b Co 0.c O 2 (NMCabc) cathodes caused by fast charging. Herein, we report the effects of cathode composition and electrode loading in pouch cells containing NMC532, 622 and 811 paired with graphite and cycled under XFC conditions. The relative anisotropic volume change in the unit cell increases with Ni content in low-loading cells, while it levels up for all three NMC cathodes in high-loading cells because of substantial Li plating. The amounts of lithium plating and heterogeneity on the anode, determined by crystallographic phase quantification, were found to be correlated with electrode loading and cathode heterogeneity. The concentrations of the transition metals deposited on the anodes depend on NMCabc composition in a complex way. More particle cracking and surface degradation was found in NMC811. Here, the findings in this work provide a new understanding of the failure mechanisms and their practical implications for compositional tuning of future high-Ni NMCabc cathode materials during fast charging.

25 ENERGY STORAGE↗
DOE OSTI2020

The role of infrastructure to enable and support electric drive vehicles: A Transportation Research Part D Special Issue

Widespread vehicle electrification appears to be necessary to achieve timely and deep reductions in greenhouse gases (GHG) and pollutant emissions as well as petroleum use in the transportation sector. The lack of a sufficient refuelling infrastructure has defeated many past efforts to promote alternatives to petroleum fuels. The papers in this special issue on the “Role of Infrastructure to Enable and Support Electric Drive Vehicles” address the diverse challenges posed by a transition from fossil-fuelled internal combustion engine vehicles to vehicles powered by electric motors and the special role of refuelling/recharging infrastructure in this transition. Electric drive vehicles are herein considered to be plug-in electric vehicles (PEVs), including plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs), and hydrogen fuel cell electric vehicles (FCEVs). BEVs and FCEVs are also known as Zero Emission Vehicles (ZEVs) because their propulsion systems produce no tailpipe emissions.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Constraining the Low-Temperature Oxidation Mechanism of n -Hexanol through the Detection and Identification of C 6 Elusive Intermediates

Alcohol-based fuels are currently considered to be viable energy carriers for the transportation sector. Consequently, a comprehensive mechanistic understanding of the low-temperature oxidation of alcohols is essential for application in advanced low-temperature compression engines. Here, in this work, a multidimensional approach involving experimental investigations, kinetic modeling, and theoretical calculations was used to provide new insights into the low-temperature oxidation mechanism of a C 6 alcohol, n -hexanol (CH 3 (CH 2 ) 5 OH), through the detection and identification of elusive C 6 intermediates. The oxidation of n-hexanol was investigated in a jet-stirred reactor under stoichiometric conditions (ϕ = 1.0), an initial fuel concentration of 2%, a residence time of 2 s, a temperature range between 500 and 660 K, and a pressure of 700 Torr. The reactants, intermediates, and final products were detected and identified by means of molecular-beam mass spectrometry coupled with single-photon ionization employing tunable synchrotron-generated vacuum ultraviolet radiation. Chemical kinetic simulations were performed using a previously published kinetic model (Togbé et al., Energy Fuels 2010, 11, 5859−5875) to predict the reactivity of n-hexanol and elucidate the predominant formation pathways of the observed low-temperature species. Experimental photoionization efficiency curves in conjunction with ab initio calculations, enabled the identification of important low-temperature species, such as C 6 unsaturated alcohols, C 6 olefinic hydroperoxides, C 6 cyclic ethers, C 6 diones, and C 6 ketohydroperoxides. The results of this study provide valuable insight into the mechanism of the low-temperature oxidation chemistry of n -hexanol, contributing to the development of kinetic models for the low-temperature oxidation of n-hexanol and other long-chain linear alcohols.

alcohols↗
DOE OSTI2025

Opportunity Assessment for Sustainable Aviation Fuel Production from Woody Biomass via Ex Situ Catalytic Fast Pyrolysis and Refinery Hydroprocessing

Biofuels have become a promising solution to reduce emissions in hard-to-electrify transportation sectors, such as aviation. However, several biofuel conversion pathways will likely be needed to scale sustainable aviation fuel (SAF) production to meet lower carbon intensity goals when biomass feedstock availability constraints are considered. This study evaluates the future potential of the catalytic fast pyrolysis (CFP) pathway to contribute to U.S. SAF production goals as outlined in the U.S. Department of Energy’s (DOE) SAF Grand Challenge, understanding that the CFP pathway is still under development toward maturity and scaleup. National forestland resource data from the DOE’s 2023 Billion Ton Study are integrated with recent experimental results demonstrating end-to-end woody biomass conversion to SAF via CFP and hydroprocessing in a novel bioeconomy optimization framework. U.S. refinery hydroprocessing capacity is also considered with repurposing and coprocessing strategies. Results indicate that the CFP process can contribute up to 4.6 billion gallons of SAF annually by 2040, meeting 13% of the 2050 SAF Grand Challenge target while reducing the carbon intensity (CI) of the U.S. jet fuel pool by 16%. The study further explores optimal processing strategies, suggesting that colocating CFP operations with existing petroleum refineries and repurposing some U.S. hydrocracking capacity may offer significant cost advantages and enhance the commercial viability of the CFP pathway. These results underscore the CFP pathway’s potential to support the global aviation industry’s lower carbon intensity objectives while producing other renewable fuels and products.

09 BIOMASS FUELS↗
DOE OSTI2021

Synthetic Methanol/Fischer–Tropsch Fuel Production Capacity, Cost, and Carbon Intensity Utilizing CO 2 from Industrial and Power Plants in the United States

Captured CO 2 is a potential feedstock to produce fuel/chemicals using renewable electricity as the energy source. In this study, we explored resource availability and synergies by region in the United States and conducted cost and environmental analysis to identify unique opportunities in each region to inform possible regional and national actions for carbon capture and utilization development. This study estimated production cost of synthetic methanol and Fischer–Tropsch (FT) fuels by using CO 2 captured from the waste streams emitted from six industrial [ethanol, ammonia, natural gas (NG) processing, hydrogen, cement, and iron/steel production plants] and two power generation (coal and NG) processes across the United States. The results showed that a total of 1594 million metric ton per year of waste CO 2 can be captured and converted into 85 and 319 billion gallons of FT fuels and methanol, respectively. FT fuels can potentially substitute for 36% of the total petroleum fuels used in the transportation sector in 2018. Technoeconomic analysis shows that the minimum selling prices for synthetic FT fuels and methanol are 1.8–2.8 times the price of petroleum fuel/chemicals, but the total CO 2 reduction potential is 935–1777 MMT/year.

54 ENVIRONMENTAL SCIENCES↗
DOE OSTI2025

Life-Cycle Emissions and Human Health Implications of Multi-Input, Multi-Output Biorefineries

To meaningfully broaden the supply of fuels for the transportation sector, biofuel production must be scaled up and this requires a wider array of biomass feedstocks, including agricultural residues and organic waste. Rather than pursuing conversion of lignocellulosic biomass to fuels and anaerobic digestion of wastes as separate pathways, there are economic and environmental advantages associated with integrating these processes in a single facility. However, existing research rarely goes beyond carbon footprints in quantifying the effects of such a shift in bioenergy production. In addition to CO2, CH4, and N2O, this study explores the life-cycle air pollution (NH3, volatile organic compounds, NOx, SO2, and PM2.5), marine eutrophication, acidification, and local external cost implications of biorefineries capable of taking in crop residues, food waste, and manure to produce liquid fuel, electricity, and/or other options such as renewable natural gas (RNG), hydrogen, bioplastics, and protein-rich livestock feed. Relative to a single-input, single-output baseline, biorefineries integrated with organic waste codigestion to coproduce electricity or RNG can reduce life-cycle CO2-equivalent emissions by 84-149%, and the monetized external impacts across all scenarios range from $1.07/gallon to -$0.75/gallon ethanol.

Air pollution↗
DOE OSTI2021

Life Cycle Assessment and Techno-Economic Assessment of Lithium Recovery from Geothermal Brine

Lithium-ion batteries (LIB) play an essential role in the electrification of the transportation sector, and battery demand for lithium compounds will see a significant increase in the coming decades. This has raised concerns on the supply of lithium, and as a result, technologies are being developed to process unconventional lithium sources. One promising technology is to extract lithium from geothermal brine using lithium-aluminum-layered double hydroxide chloride (LDH) sorbent and forward osmosis. A combined life cycle assessment (LCA) and techno-economic assessment (TEA) is conducted to evaluate the environmental and economic performance of this technology. It is assumed that the lithium extraction unit is an add-on to a 50 MW geothermal power plant located in California. The analysis is based on lab-scale experimental data and stoichiometry while considering the economy of scale for an industrial system. LCA results suggest that, compared with conventional LiOH and Li 2 CO 3 production pathways, the new technology achieves 1–95% reduction in environmental impacts. Even higher reduction can be achieved for LiOH produced via electrolysis. This add-on unit for lithium extraction could achieve a payback period of less than 1 year and reach net present values of $454M and $315M and internal rates of return of 792 and 1130% for LiOH and Li 2 CO 3 production pathways, respectively. The favorable environmental and economic performance suggests that LDH sorption coupled with forward osmosis has great potential to enable the domestic production of battery lithium compounds and that further development should be carried out.

15 GEOTHERMAL ENERGY↗
DOE OSTI2022

Direct 2,3-Butanediol Conversion to Butene-Rich C 3+ Olefins over Copper-Modified 2D Pillared MFI: Consequence of Reduced Diffusion Length

2,3-Butanediol (2,3-BDO), a critical C 4 platform chemical derived from biomass, syngas, or CO 2 , can be converted to C 3+ olefins, serving as important renewable feedstocks for producing sustainable aviation fuels to decarbonize the hard-to-electrify air transportation sector. Herein, we report a bifunctional Cu-modified diffusion-free 2D pillared MFI catalyst (Cu/PMFI) which can selectively catalyze 2,3-BDO conversion to butene-rich C 3+ olefins (95% selectivity at 97% conversion, 523 K). 2,3-BDO conversion to butenes over Cu/PMFI primarily occurs via methyl ethyl ketone intermediate while 2-methyl propanal is also observed as another minor dehydration product that leads to butene formation. In comparison with a control mesoporous Cu/ZSM-5 sample prepared by the postsynthetic approach, Cu/PMFI shows favorable C 3+ olefin selectivity (95% over Cu/PMFI vs 80% over Cu/ZSM-5 at ~5.1 h TOS). The coke formation over Cu/PMFI is dramatically suppressed by >50% in contrast to Cu/ZSM-5 in 90 h 2,3-BDO conversion due to the reduced diffusion length. Cu/PMFI also favors butene formation and minimizes nonbutene C 3+ olefins by inhibiting the downstream oligomerization and cracking reactions. This study highlights the usefulness of the diffusion-free 2D PMFI materials in catalytic conversion of biomass-derived platform molecules and the significance of diffusion impact on catalyst coke formation and product distributions.

2,3-butanediol↗
DOE OSTI2021

Ambient-Temperature Hydrogen Storage via Vanadium(II)-Dihydrogen Complexation in a Metal-Organic Framework

In this report, the widespread implementation of H 2 as a fuel is currently hindered by the high pressures or cryogenic temperatures required to achieve reasonable storage densities. In contrast, the realization of materials that strongly and reversibly adsorb hydrogen at ambient temperatures and moderate pressures could transform the transportation sector and expand adoption of fuel cells in other applications. To date, however, no adsorbent has been identified that exhibits a binding enthalpy within the optimal range of -15 to -25 kJ/mol for ambient-temperature hydrogen storage. Here, we report the hydrogen adsorption properties of the metal-organic framework (MOF) V 2 Cl 2.8 (btdd) (H 2 btdd, bis(1 H -1,2,3-triazolo[4,5- b ],[4',5'- i ])dibenzo[1,4]dioxin), which features exposed vanadium(II) sites capable of backbonding with weak π acids. Significantly, gas adsorption data reveal that this material binds H 2 with an enthalpy of -21 kJ/mol. This binding energy enables usable hydrogen capacities that exceed that of compressed storage under the same operating conditions. The Kubas-type vanadium(II)-dihydrogen complexation is characterized by a combination of techniques. From powder neutron diffraction data, a V-D 2 (centroid) distance of 1.966(8) Å is obtained, the shortest yet reported for a MOF. Using in situ infrared spectroscopy, the H-H stretch was identified, and it displays a red shift of 242 cm -1 . Electronic structure calculations show that a main contribution to bonding stems from the interaction between the vanadium d π and H 2 σ* orbital. Ultimately, the pursuit of MOFs containing high densities of weakly π-basic metal sites may enable storage capacities under ambient conditions that far surpass those accessible with compressed gas storage.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2026

Polyketide synthase-based controlled synthesis of polycyclopropanated fuel molecules

Reducing carbon emissions from aviation and long-distance transportation sectors requires the development of sustainable biofuels with suitable energy density, freezing point, and other physical properties. We previously demonstrated biological production of high energy polycyclopropanated fatty acids (POP-FAs, class I) using an iterative polyketide synthase (iPKS) pathway in a Streptomyces host. Here, we used a computational model of fuel properties to identify chain length and cyclopropanation control as critical steps to engineer this iPKS for biofuel applications. We next explored the natural diversity of POP biosynthesis by investigating homologous pathways. Then, by in vivo gene exchange, we determined cyclopropanase (CP) catalysis to be key for POP-FA engineering. Leveraging both natural and engineered pathway product diversity, we demonstrate targeted production of improved POP-FAs, namely shortened POP-FAs with predicted superior freezing point properties for aviation, as well as fully cyclopropane-saturated POP-FAs which should have superior energy-density. These precise and controllable modifications to POP-FA structure open the door for bioproduction of designer POP fuels.

Yin, Kevin↗
DOE OSTI2021

Cleaning cars, grid and air

This "news and views" article provides scientific context for an accepted article in this journal that examines the cost and air pollutant emission implications of reducing net CO2 emissions from New York City’s transportation sector.

Smith, Steven J.↗