Effect of Fluid Properties on Contact Angles in the Eagle Ford Shale Measured with Spontaneous Imbibition
Not Available
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
SEARCH · Search NASA
Results for “Ford”
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.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Bulk and position-specific isotope geochemistry of natural gases from the Late Cretaceous Eagle Ford Shale, south Texas
Here, a dataset of bulk and position-specific isotope compositions of shale gases from the Late Cretaceous Eagle Ford Shale, south Texas is reported. The chemical and bulk isotopic compositions of the seven samples in this study and those available from the literature show that across the play, produced natural gas from the Eagle Ford Shale preserves a wide range of gas compositions (wetness, ~5 to >90%) and δ 13 C values of C 1 –C 3 . The depth profiles of the isotopic compositions suggest that the western region of the Eagle Ford Shale deposit had experienced as much as 700–800 m of uplift-erosion or gas migration. The timing of and lost-gas fractions by gas expulsion events very likely affected their gas compositions and bulk isotope compositions. Some deep (>3000–3500 m), matured (%Ro > 1.5) gases with heavy δ 13 C(C 1 –C 3 ) values indicate significant loss (>50%) of the early-stage gases. For the position-specific isotope deviations of propane, the ΔC 2-1 values of the five samples show small decrease with well depths, while the ΔH 2-1 values have a general increasing trend. Although some samples fall very close to the equilibrium model trajectories with reasonable calculated temperatures (138–148 °C), the position-specific isotope compositions of propane from the Eagle Ford Shale gases are likely results of thermal cracking of various organic molecules within the source rocks, which have different activation energy for cracking and non-statistical distributions of C/H isotope within them.
58 GEOSCIENCES↗
Initial Laboratory Measurements Probing Hydrogen Interactions with Eagle Ford Shale and Pyrite: Potential Implications for Subsurface Hydrogen Storage
Hydrogen (H 2 ) has the potential to be a transformative technology as an enabler to a low-carbon future and promoter of renewable energy. When H 2 is injected and stored in the subsurface, it has the potential to interact with the caprock (usually shale) which overlies and seals the storage reservoir. Here, this study examines geochemical reactions or changes in surface morphology to Eagle Ford Shale, a proxy for caprock, upon exposure to H 2 at 50°C and 10.3 MPa. Reactions were also performed with N 2 to provide an experimental control. Scanning Electron Microscopy with Energy Dispersive Spectroscopy (SEM-EDS), Atomic Force Microscopy (AFM), and Optical Photothermal-Infrared (O-PTIR) Spectroscopy were applied to quantify changes on the microscale and nanoscale level. Fluid chemistry changes were monitored with Ion Chromatography (IC) and Inductively Coupled Plasma Mass Spectrometry (ICP-MS). Exposure of Eagle Ford Shale to H 2 gas alone did not result in any alterations to the shale chemically or any changes in the surface morphology. Exposure of Eagle Ford Shale to both H 2 and water as well as N 2 and water resulted in changes to the surface morphology because of gypsum dissolution and reprecipitation, thus indicating that H 2 is not necessary to promote changes. Pure pyrite was the most reactive with H 2 possibly resulting in a reduction to pyrrhotite. These initial studies suggest that the extent of reactions activated by hydrogen with caprock are minor under the temperature and pressure conditions that would represent underground hydrogen storage.
08 HYDROGEN↗
Micro- to nano-scale areal heterogeneity in pore structure and mineral compositions of a sub-decimeter-sized Eagle Ford Shale
Mineral and organic matter compositions & pore structures of fine-grained shale influence reservoir properties. To improve the understanding of spatial heterogeneity in core-sized samples, methods of microscale X-ray fluorescence (μXRF) mapping, (ultra-) small-angle x-ray scattering [(U)SAXS] and wide-angle X-ray scattering (WAXS) have been used to determine elemental, pore-structure variations at scales up to ~10 cm on two samples prepared at circular and rectangular orientations from a piece of Eagle Ford Shale outcrop in South Texas, USA. In addition, thin section petrography and field emission-scanning electron microscopy observations, X-ray diffraction (XRD), total organic carbon, and pyrolysis were utilized to investigate the potential spatial heterogeneity of pore types, mineral and organic matter compositions for cm-sized samples at both orientations. Overall, the siliceous-carbonate mineral contents in these two samples (8 cm×8 cm×0.08 cm and 5 cm × 8 cm × 0.08 cm, in terms of width×length×thickness) of carbonate-rich Eagle Ford Shale vary between laminations at mm scales. For the circular sample, porosity and specific surface area (SSA) variations range from 0.82 to 3.04% and 1.51 to 14.1 m 2 /g, respectively. For the rectangular sample, values for porosity and SSA vary from 0.93 to 2.50% and 3.95 to 10.8 m 2 /g. By analyzing six selected sub-samples on each of two samples with (U)SAXS and XRD techniques, nm-sized pores are mainly interparticle ones in the higher calcite regions, where the porosity is also relatively lower, while the lower calcite regions consist of both interparticle and intraparticle pore types with higher porosity. Lastly, the μXRF and (U)SAXS mappings are combined to generate porosity distribution maps to provide more insights about sample heterogeneity related to the laminations and fractures at our observational scales.
58 GEOSCIENCES↗
The Austin Chalk/Eagle Ford Field Laboratory (ACEFFL)
This project, led by Texas A&M University, developed a science-based field laboratory in the Austin Chalk/Eagle Ford Shale Formation to determine the stimulated reservoir volume created by the fracturing of multiple wells. Utilizing newly developed monitoring solutions, the team delivered comprehensive high-quality field data on the extent and morphologies of productive fractures created from these wells. Advanced field monitoring was complemented by laboratory testing on cores and drill cuttings, and coupled modeling for design, prediction, calibration, and code validation. The Austin Chalk/Eagle Ford Field Laboratory (ACEFFL) was hosted by SM Energy, which provided access to the wells of opportunity.
02 PETROLEUM↗
Microfracture-pore structure characterization and water-rock interaction in three lithofacies of the Lower Eagle Ford Formation
The microfracture-pore structures and water-rock interactions of eight samples of three typical lithofacies (three limestone, three wackestone, and two mudstone) from the Lower Eagle Ford Formation have been investigated using an integrated methodology. The methods used were X-ray diffraction (XRD), total organic carbon (TOC) content, pyrolysis, thin-section petrography, scanning electron microscopy (SEM), mercury intrusion porosimetry (MIP), spontaneous water imbibition, and water vapor & nitrogen physisorption. Petrophysical properties such as organic richness, maturity, mineral composition, types and patterns of microfractures and pores, porosity, pore-throat size distribution, pore size distribution, pore connectivity, water adsorption and desorption behavior were determined from these methods, and the results compared among the three lithofacies. For example, the three limestone EAS samples and three wackestone DM samples show a low porosity range from 2.02–3.35%, whereas the two mudstone VRU samples exhibit a much large average porosity of 11.7% by MIP results. Nitrogen physisorption results show that pore size distributions have a good similarity in N2 adsorption volume for the samples with similar lithology. Microfractures are morphologically divided into seven types, with their definitions & pictorial examples presented and possible formation mechanisms proposed. In addition, the water vapor physisorption behavior and their controlling factors are discussed. Here, the water adsorption capacity shows a positive relationship (R 2 = 0.90) with clay content and a negative relationship (R 2 = 0.99) with carbonate content. In general, this integrated study of microfracture-pore structure characterization and water-rock interaction provides some insights of water vapor adsorption behavior in different lithofacies and whether microfractures could be an important pathway for fluid flow.
58 GEOSCIENCES↗
Analysis of gas storage and transport in Eagle Ford shale using pressure pulse decay measurements with He, Kr and CO 2
Detailed characterization of gas transport and storage in low-permeability and organic-rich shales is associated with an array of challenges due to the complex morphology of the pore space, representing a broad range of pore sizes, combined with the heterogeneous fabric of the shale matrix. These factors, and their interplay during gas transport and sorption, complicate a) the analysis of shale samples at the laboratory scale (~ up to a ft. In length), and b) the prediction of natural gas production and carbon sequestration potential at larger scales. Here, in this work, tandem experiments with inert (helium – He) and adsorbing (krypton - Kr and carbon dioxide - CO 2 ) gases were performed and analyzed to develop an efficient workflow for characterizing and modeling transport and sorption at the laboratory scale. In particular, pressure pulse-decay (PPD) measurements were conducted on an Eagle Ford shale core sample at room temperature using He, Kr, and CO 2 . PPD measurements with He (a non-sorbing gas) were employed to probe the overall porosity, including natural fractures, microcracks, mesopores, and micropores. A triple-porosity model (TPM) was adopted to interpret the gas transport in the shale sample: The pore space is represented by three interacting continua, including macropores (larger fractures), mesopores (including microcracks), and micropores. To facilitate the application of the TPM, a modified analytical approach is introduced to extract effective transport parameters (in terms of the characteristic time for transport at relevant porosity levels) directly from the PPD measurements with He. To validate the modeling approach, model parameters extracted from two He PPD measurements are demonstrated to provide excellent agreement with a 3rd He PPD measurement performed at a higher pressure. The effective transport parameters, extracted from the He experiments, were subsequently converted for application to the Kr and CO 2 PPD experiments, by accounting for relevant transport modes and differences in fluid properties. Excess adsorption isotherms were extracted from the equilibrium pressures of the Kr and CO 2 PPD experiments using the He pore volume as a baseline. These adsorption isotherms were then integrated into the TPM to predict combined gas transport and sorption for Kr and CO 2 , with transport coefficients translated from the He measurements. The predictions for Kr and CO 2 are demonstrated to be in excellent agreement with the experimental observations. This, in turn, demonstrates that the proposed analytical approach provides for an effective characterization of mass transfer rates in shales, that can be applied directly in a TPM representation of mass transfer and sorption.
58 GEOSCIENCES↗
Characterizing Pore-Scale Geochemical Alterations in Eagle Ford and Barnett Shale from Exposure to Hydraulic Fracturing Fluid and CO 2 /H 2 O
As demand increases for an affordable energy source that is tied to an environmental obligation to reduce greenhouse gas emissions and water usage, there is a growing consideration in shale production utilizing processes such as 1) enhancing hydrocarbon recovery via carbon dioxide (CO 2 ) flooding, 2) using CO 2 as a fracturing agent to minimize water use, and 3) storing CO 2 in depleted shale formations to mitigate emissions to the atmosphere. Understanding the geochemical reactions and alterations that occur as shale is exposed to fluids and CO 2 is necessary to develop and optimize each of these processes for field applications. While the majority of shale formations are stimulated using traditional fracturing fluid, some may be fractured using CO 2 or other non-traditional means. We examine the effect fracturing fluid has on shale and how it behaves with secondary exposure to dry CO 2 or CO 2 -saturated water using in situ Fourier Transform infrared spectroscopy (FTIR), feature relocation scanning electron microscopy (SEM), and surface area and pore size analysis using volumetric gas sorption. These techniques were performed on Eagle Ford and Barnett shale samples that were exposed to fracturing fluid and unexposed (as received). Shales that have been exposed to traditional fracturing fluid experienced two reaction fronts. The first reaction front was formed during exposure to the fracturing fluid (pH of ~1.4). A secondary reaction front was formed as a result of CO 2 -saturated fluid exposure in the form of carbonic acid (pH ~5.6). These two different reaction mechanisms drove multiple dissolution and precipitation cycles which altered petrophysical properties of the shale and could lead to a significant impact on flow pathways. FTIR showed that equilibration of carbonate dissolution and precipitation cycles could take as long as 35 days. Samples exposed to fracturing fluid showed significantly less carbonate reactivity compared to those exposed to water. Pore size analysis results indicate exposure to fracturing fluid blocked small nanopores (10-15 nm) reducing BET surface area and total pore volume. SEM results show barite precipitated heavily during exposure to fracturing fluid. It appeared that carbonic acid was able to extract sulfur from organic matter to form gypsum evaporites. The mineralogical (barite precipitation and calcite dissolution/precipitation) and pore-scale alterations observed in these samples may lead to enhancement of flow pathways for injected CO 2 or produced hydrocarbons.
04 OIL SHALES AND TAR SANDS↗
Reactivity of CO 2 with Utica, Marcellus, Barnett, and Eagle Ford Shales and Impact on Permeability
We report that in order to reduce greenhouse gas emissions while recovering hydrocarbons from unconventional shale formations, processes that make use of carbon dioxide to enhance oil recovery while storing carbon dioxide (CO 2 ) should be considered. Here, we examine samples from three shale basins across the United States (Utica and Marcellus Shales in the Appalachian Basin, Barnett Shale in the Bend Arch-Ft. Worth Basin, and Eagle Ford in the Western Gulf Basin) to address the following questions: (1) do changes from reaction with CO 2 and fluids at the micrometer and nanometer scale alter flow pathways and, in turn, impact hydrocarbon production, CO 2 storage, and seal integrity and (2) can CO 2 or fluid reactivity be predicted based on physical or chemical properties of shale formations? Experiments were conducted at 40 °C and 10.3 MPa to characterize the interaction between CO 2 and shale using X-ray diffraction (XRD), carbon and sulfur analysis, in situ Fourier transform infrared spectroscopy (FT-IR), feature relocation scanning electron microscopy coupled with energy-dispersive spectroscopy (SEM-EDS), mercury (Hg) intrusion porosimetry, and Brunauer-Emmett-Teller (BET) surface area and pore size analysis coupled with density functional theory (DFT) methods. Changes in mechanical, physical, and flow properties of shale cores due to CO 2 exposure were addressed using a New England Research Autolab 1500 and Xenon X-ray computed tomography (CT) scanning. Results showed that CO 2 did not promote significant reactivity with the shale if water was not present; only shales with swelling clays or residual interstitial pore water reacted with dry CO 2 to promote reactivity in shale. When water was added as a reactant, CO 2 formed carbonic acid and reacted with the shale to dissolve carbonate pockets, etched and pitted the shale matrix surfaces, and increased the microporosity and decreased nanoporosity. Porosity and permeability increased appreciably in core shale samples after exposure to CO 2 saturated fluid due to dissolution of carbonate. Shale mechanical properties were not altered. Trends were not observed that could tie CO 2 or fluid reactivity to physical or chemical properties of the shale formations at the basin scale from the samples we examined. However, if the shale contained significant amounts of carbonate and water was available to react with the CO 2 , pore sizes were altered in the matrix and permeability and porosity increased.
04 OIL SHALES AND TAR SANDS↗
Ford AZTECS Vehicle - Thermal Testing (CRADA CRD-09-340 Final Report)
Investigation of a parked car ventilation strategy using the duct system that is part of a thermoelectric Heating, Ventilation and Air Conditioning (HVAC) system.
33 ADVANCED PROPULSION SYSTEMS↗
PERSONNEL RISK REDUCTION AND PROGRAM INTEGRATION IN FORD BUILDING D&D AT DOE SRS
Explore the source record for details and available documents.
CONNER, STEVEN P↗
Optimized Carbon Fiber Intermediate Development to Enable High-Volume Manufacturing of Lightweight Automotive Composites
The ongoing pursuit of improved fuel economy and reduced greenhouse gas emissions has resulted in sustained interest for lightweight materials technologies. In this context, carbon fiber composites have captured the imagination of automotive engineers due to the potential to achieve substantial mass reduction when compared to traditional steel construction. That stated, the use of carbon fiber composites in automotive has been limited for the most part to premium supercars and other derivative platforms. In these cases, manufacturing costs are less of an obstacle to implementation, and the performance benefits of carbon fiber have enabled production of structures offering more than 50% weight savings. In practice, translating these low-volume demonstrations onto high-volume vehicle platforms has remained challenging. This can be attributed to several factors, with the absence of suitable high throughput production methodologies being a key impediment. To date, structural, crash critical components have relied upon manufacturing techniques born out of the aerospace industry. This has created a disconnect between automotive production systems that are accustomed to manufacturing multiple parts per minute and the aerospace technologies that have cycle times in the order of hours. Consequently, the focus of this project is the development of manufacturing process technology for carbon fiber composites that can support a mainstream vehicle program at an assumed throughput of 100,000 vehicles per year. In practice, this translates to a part-to-part cycle time of less than 3 minutes. Project participation included contributions from a broad range of academic, industrial and national lab partners. The primary scope of work, being the development of new carbon fiber epoxy compounds that are stable at room temperature and suited to high throughput automated processing. For project management, the work streams were divided into six key areas, with the lead organization in parentheses. • Carbon fiber/epoxy materials formulation development and scale up (Dow) • Simulation of discontinuous near isotropic meso-structure intermediates (Purdue) • Simulation of mechanical performance of compression molded components (Purdue) • Meso-Scale morphological analysis and correlation with structural performance (UTK) • Paint and adhesion durability analysis (MSU) • Demonstrator part design, prototype production, and validation testing (Ford). The primary goal at the commencement of the project was development of a chopped carbon fiber sheet molding compound (SMC) that offered a three times improvement in tensile modulus over a comparable glass-based SMC. In addition to meeting mechanical performance targets, the resin kinetics were modified to achieve a processing cycle time of less than 3 minutes. Other critical-to-quality (CTQ) specifications were also stipulated to account for a broad range of materials and processing characteristics. To achieve the above, staff scientists at Dow Chemical created an extensive series of new epoxy blends for testing and validation. Throughout this development, a key challenge was attaining material performance goals without impacting processing behavior and paintability of finished components. The latter required a new internal mold release system being developed by Dow that was designed to complement the kinetics of the rapid cure epoxy. As a complement to work studies at the industrial partners, the teams from academia executed a series of analytical and experimental studies to investigate potential factors influencing CF-SMC performance. Unit cell models were developed to capture the meso-scale representations of the fiber matrix architecture. Results of this analysis and subsequent morphological investigations led to the design of a novel composite derivative comprising carbon fiber platelets embedded in an epoxy matrix; the platelet size and aspect ratio playing significant role in final composite properties. This approach was a departure from previous research in CF-SMC development whereby bulk filamentization or disassembly of the carbon fiber rovings had been considered the most effective means of achieving both fiber wet through and wet-out. As the course of the academia studies progressed, the aspect ratio of the fiber constituents was further optimized before finalizing material attributes and processing conditions. For the purposes of technology validation, the Ford team led a work stream devoted to the design, fabrication and testing of demonstration components. The carbon fiber SMC material has the potential to displace numerous stampings and castings on an automotive structure but ultimately vehicle closure applications were selected to showcase the abilities of the CF-SMC to achieve both mass reduction and business case for large complex structures. Using target properties established by the Dow staff scientists, the complete closure system for a full-size sedan decklid and a mid-size wagon liftgate were engineered. Prototypes for both applications were fabricated using production representative processing methods to allow for physical testing and performance validation of the CF-SMC structures. Following completion of a testing program that concluded with a FMVSS301 55 mph offset rear crash, the CF-SMC formulation was declared by the Ford team to have met all engineering requirements. To summarize, the joint development activities during this project led to significant technical breakthroughs and achievement of all milestones. The result was the development of a novel, tack-free carbon fiber molding compound that is suited to automated processing. This combined room temperature stability, fast cure kinetics, and internal mold release system facilitates cycle times that are conducive to high-volume production. The VORAFUSE M6400 successfully passed technology validation at Ford and is now eligible for consideration on future production commercial vehicle programs.
36 MATERIALS SCIENCE↗
Develop a new integrated macro→micro←nano (MMN) multiscale modeling framework to optimize high strength aluminum alloys and processes for vehicle light-weighting
Bending tests provide a means to study plane strain fracture performance of 6000 series aluminum alloys. Metrics from bending tests have been correlated with self-pierce riveting (SPR) performance of a high strength AA6111 automotive aluminum alloy in previous works. Using the ORNL HPC resources, this project developed an innovative macro→micro←nano (MMN) multiscale microstructure-based finite element (FE) code to further understanding of the relationship between microstructure and fracture properties of high-strength 6000-series alloys. This work started with microstructural characterization in both mesoscale and nanoscale and bending performance characterization of AA6111 HS2-T6 alloy at Ford, the MMN framework was applied to this alloy to simulate 3-point VDA bending. From the results of the macro-modeling of 3-point VDA bending, the critical region of fracture was identified, and the region geometry was used to construct the micro-model. The fracture criterion of micron-scale precipitates and aluminum matrix which contains submicron and nano particles (AL-SMP-NP) in the micro-model was calibrated and validated by comparing simulated and measured bending results. With the AL-SMP-NP fracture strain obtained, the fracture strain of Al-matrix containing nano particles (ALNP) will similarly be determined by a submicron scale-model using an edge-constrained FE modeling approach developed by Hu et al. With the ALNP fracture strain obtained, the fracture strain of Al-matrix containing no particles will similarly be determined by a nano scale-model using an edge-constrained FE modeling approach. After the MMN framework is built and fracture criterion calibrated, nano-model FE simulations with virtual microstructures was performed to obtain a reduced order model (ROM) of the fracture criterion of the ALNP as a function of volume fraction, size, and distribution of the nanoparticle. This nano→submicron→micro modeling part allows exploration of the influence of different material nanostructures from different process conditions on the bending properties within the multiscale bending simulation framework and the ROM of material bendability as a function of nanoparticle size and shape was established. This obtained reduced order model (ROM) could help guide the design and selection of materials to improve existing SPR process models that could replace trial-and-error rivet/die selection and help to design new rivet/die combinations capable of robustly joining new higher strength 6000 5 series alloys in automotive body structures. This would enable lightweighting of Ford vehicles leading to greater fuel efficiency and reduce manufacturing time and energy.
36 MATERIALS SCIENCE↗
Aftershocks of a Chemical Explosion in Granite from the Source Physics Experiment Phase I
The Source Physics Experiment (SPE) is a multiphase experiment to better understand explosion source physics and thereby improve explosion monitoring. The rst phase (Phase I) examined the explosion source in a hard-rock medium and took place in a granite outcrop called the Climax Stock section of the Nevada National Security Site (NNSS). This series of chemical explosions are called the Wet Granite Geology (WGG) events, but are usually referred to simply as the SPE events (i.e., SPE-1, SPE-2, etc.). Event information for the chemical explosions is given in Table 1. The study of explosion aftershocks can aid in understanding of in-situ stresses and be used as a discriminant for earthquakes [Ford and Walter, 2010]. Sweeney and Harben reported no observed aftershocks for SPE-1 and -2, respectively. They calculated a minimum magnitude of observation based on the noise oor of the seismic array and predicted at least one or two events in the week after the events using the hard-rock aftershock model from Ford and Labak. Possible explanations for the null observation ranged from instrumental - poor seismometer coupling, to physical - the shallow depth of burial was unable to access the deep tectonic stress that causes some explosion aftershocks. We extend the analysis of Sweeney and Harben to the largest of the SPE Phase I chemical explosions, SPE-5, which was approximately a 5 tonne TNT-equivalent shot at 76.5 m depth. This event registered as an M L 2 on the University of Nevada, Reno seismic network and should produce a measurable aftershock sequence.
58 GEOSCIENCES↗
A Novel Manufacturing Process of Lightweight Automotive Seats (Integration of Additive Manufacturing and Reinforced Polymer Composite)
Lightweight automotive seats offer multiple benefits to original equipment manufacturers in terms of cost savings from various aspects, including less material usage, more integrated processes, and compliance with Corporate Average Fuel Economy Standards. Original equipment manufacturers have been focusing on innovative ways to produce light weight automotive seats. The commercially available automotive seats are currently made of multiple metal components combined through welding and fasteners. The use of additive manufacturing and composite structures is particularly useful for light weighting the automotive components. Additive manufacturing (AM) offers multiple advantages over traditional manufacturing processes such as freedom of design thereby enabling complex structural geometries, mass customization and waste minimization, and control over the fiber alignment through deposition in a predetermined pattern. Combining metal inserts with polymer composites through a novel manufacturing process allows design of lightweight and high-performance materials for automotive components. However, fabricating these metal polymer composite structures through traditional manufacturing processes limits their mechanical properties due to limited design freedom, lack of control over fiber orientation in composite parts, and poor interfacial bonding between the constituent materials. It is essential to develop a novel manufacturing process to enable high throughput production of lightweight automotive seats using metal and polymer composites. As such it is important to design the automotive seat suitable for manufacturing via this process and perform mechanical characterization on various subcomponents of the seat to ensure that the design and performance requirements provided by the auto manufacturer are met. The aim of this project is to develop a novel manufacturing technique to produce lightweight automotive seat by combining AM with conventional manufacturing processes. The car seat back panel will be designed via topology optimization and numerical simulations to minimize the overall weight while ensuring it meets all the performance requirements. The optimization of the seat back structure will be based on computational stress analysis to maximize the stiffness and minimize the weight. Materials currently used by Ford Motor Company will be adopted for a few subcomponents while the in-house composite materials will be used for the rest of the seat back. The composite and metallic materials will be tested to determine their mechanical properties as these are necessary for simulations. A novel manufacturing process will be developed to integrate AM metal inserts with discontinuous reinforced composite through large scale additive manufacturing and compression overmolding processes. The developed manufacturing technique will be used to fabricated various subcomponents suitable for the seat back design and mechanically tested to determine their properties. The manufacturing of the lightweight seat back design through this process involves integrated AM metal inserts with the composite structure for recliner connection. The manufacturing of the entire seat back which is lightweight through the novel manufacturing process will be discussed. The performance of the designed seat back will be investigated through numerical simulations and shown to meet all the requirements provided by the auto manufacturer. The final goal of developing a novel manufacturing process for lightweight automotive seats is met through design optimization of seat back, manufacturing of subcomponents, mechanical characterization, and validation through numerical simulations. The routes to achieve the final goal of the project and the depth in which they were investigated changed throughout the project due to personnel changes and the COVID-19 pandemic. The project resulted in the development of a novel manufacturing process to integrate metal inserts with tailored polymer composite preforms through overmolding. Leveraging this proven manufacturing process, a lightweight seat back was designed through topology optimization and numerical simulations. The designed seat back uses AM metal inserts and compression overmolding of tailored polymer composite preforms obtained via large scale additive manufacturing. The metal polymer composite structures fabricated through this process exhibited enhancement in stiffness and improved ductility upon testing. Overall, the project provided an alternative design and manufacturing technique for automotive seat back that enables weight saving while meeting the safety and performance requirements.
32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
Splitting tensile strength of shale cores: intact versus fractured and sealed with ureolysis-induced calcium carbonate precipitation (UICP)
Ureolysis-induced calcium carbonate precipitation (UICP) is a biomineral solution where the urease enzyme converts urea and calcium into calcium carbonate. The resulting biomineral can bridge gaps in fractured shale, reduce undesired fluid flow, limit fracture propagation, better store carbon dioxide, and potentially enhance well efficiency. The mechanical properties of shale cores were investigated using a modified Brazilian indirect tensile strength test. An investigation of intact shale using Eagle Ford and Wolfcamp cores was conducted at varying temperatures. Results show no significant difference between shale types (average tensile strength = 6.19 MPa). Eagle Ford displayed higher strength at elevated temperature, but temperature did not influence Wolfcamp. Comparatively, cores with a single, lengthwise heterogeneous fracture were sealed with UICP and further tested for tensile strength. UICP was delivered via a flow-through method which injected 20–30 sequential patterns of ureolytic microorganisms and UICP-promoting fluids into the fracture until permeability reduced by three orders of magnitude or with an immersion method which placed cores treated with guar gum and UICP-promoting fluids into a batch reactor, demonstrating that guar gum is a suitable inclusion and may reduce the number of flow-through injections required. Tensile results for both delivery methods were variable (0.15–8 MPa), and in some cores the biomineralized fracture split apart, possibly due to insufficient sealing and/or heterogeneity in the composite UICP-shale cores. Notably in other cores the biomineralized fracture remained intact, demonstrating more cohesion than the surrounding shale, indicating that UICP may produce a strong seal for subsurface application.
58 GEOSCIENCES↗
Dissolving Nonionic Surfactants in CO 2 to Improve Oil Recovery in Unconventional Reservoirs via Wettability Alteration
CO 2 injection is a promising method for enhanced oil recovery (EOR) in unconventional shale reservoirs. Here, in this work, we postulate that CO 2 EOR may be improved by the dissolution of surfactants into CO 2 . Although CO 2 is a relatively good solvent for oil, we show that CO 2 and Eagle Ford oil are immiscible at compositions above 70 wt % CO 2 , even at pressures as high as 62 MPa. The presence of a CO 2 –oil interface at reservoir conditions indicates that the addition of a surfactant has the potential to improve oil recovery–via wettability alteration from oil-wet to CO 2 -wet, CO 2 –oil interfacial tension (IFT) reduction, or both. Three nonionic surfactants (branched tridecyl ethoxylate Indorama SURFONIC TDA-9, branched nonylphenol ethoxylate Indorama SURFONIC N-100, and linear dodecyl ethoxylate Indorama SURFONIC L12-6) were evaluated for CO 2 -solubility, shale wettability alteration, effect on CO 2 –oil IFT, ability to generate CO 2 –oil foams, and ability to increase oil extraction from Eagle Ford, Mancos, and Bakken shale cores. Each surfactant dissolved in CO 2 up to 1 wt % at pressures and temperatures commensurate with CO 2 EOR. CO 2 -dissolved surfactants did not significantly affect CO 2 –oil IFT or generate CO2–oil foams, but they did induce a dramatic change in the contact angle of an oil droplet on an oil-aged shale chip in CO 2 from strongly oil-wet (11°) toward intermediate CO 2 –oil wettability (82°) (at 80 °C, 27.6 MPa). The branched tridecyl ethoxylated surfactant, SURFONIC TDA-9, afforded the highest oil recovery in core soaking experiments–75%, compared to 71% by pure CO 2 . Analysis of oil extracts by gas chromatography revealed that heavier oil components were produced when the surfactant was added to CO 2 . These results indicate that CO 2 -dissolved surfactants may increase oil recovery from shale by wettability alteration from oil-wet toward CO 2 -wet.
04 OIL SHALES AND TAR SANDS↗
Closing the Loop on Automotive Carbon Fiber Prepreg Manufacturing Scrap
The project demonstrated how to “close the loop” on carbon fiber by integrating industrial carbon fiber scrap into new functional components in an automotive lightweighting application. The project serves as a validation of discontinuous recycled carbon fiber in a commercial context, while generating comprehensive material data throughout the production chain. To this end, the project exhibited increasing complexity as material evaluation progressed from benchtop to commercial scale through full-scale part production, with key material properties thoroughly characterized throughout the process. Of particular focus was the form of the fiber that was fed into compounding, as recycled fiber has historically been problematic to feed at commercial-scale. Carbon fiber is energy-intensive to manufacture, so reuse of existing fiber material can reduce costs and increase sustainability. Additionally, by integrating recovered short fiber into a thermoplastic, regrind processes can be used to provide feedstock for later generations of product. While regrind plastics are not “infinitely recyclable”, reusing the manufacturing scrap over several generations of products can greatly increase material sustainability and lower the fractional embodied energy of each successive product. As such, this project supports the IACMI technical goals of (1) 25% lower carbon fiber-reinforced polymer (CFRP) cost, (2) 50% reduction in CFRP embodied energy, and (3) 80% composite recyclability into useful products. The initial stage of the project involved down selecting surface treatment (sizing) chemistries. Sizing evaluations were performed on Vartega’s chemically recycled intermediate modulus fiber along with standard modulus dry scrap which was oversized with sizing provided by Michelman. More dramatic improvements from sizing were found on the standard rather than the intermediate modulus fibers. The strength of the chemically recycled individual fibers were evaluated by Michelman and ORNL through single fiber testing and found to be comparable to similarly evaluated virgin fibers. UDRI’s mechanical testing on injection molded test specimens identified similar mechanical properties and fiber distribution relative to benchmark specimens. Additional surface chemistry tests and visualizations were performed by the Colorado School of Mines to confirm close conformance between the benchmark and recycled-fiber specimens. As the mechanical test results exceeded the 80% threshold established as the go/no-go(GNG), the project scale was increased to use commercial-scale equipment that would both better characterize the manufacturing utility of the target product format and allow qualitative assessment of a complex commercial part. An upscaled compounding evaluation was performed with a 27 mm twin-screw compounding extruding using oversized standard modulus fibers that were formatted to improve bulk solids transfer. The project team anticipated that milestone mechanical benchmarks could be achieved given the favorable performance of the sized standard modulus material identified in the initial micro-compounding trials. While the mechanical performance did meet the milestone target for that phase of the project, mechanical properties for this standard modulus-based compound were still less than those of the Ford specification. To compare the performance, the project team oversized intermediate modulus dry fibers and compounded them with the project resin at BASF using a 40 mm compounder. Test specimen mechanical performance exceeded the targets laid out in both the project milestone and the Ford specification. A series of prototype parts were successfully molded, albeit with instances of short shot components due to the high thermal conductivity of the carbon fiber compared to glass fiber for which the prototype tool was designed for. The project demonstrated that recycled carbon fiber is a viable option in fiber reinforced compound, providing greatly increased strength and modulus for applications that require them. The “agglomerated” format that facilitated effective bulk solids transfer of recovered fiber showed promise for industrial application.
36 MATERIALS SCIENCE↗