Search NASA⌕ Search

SEARCH · Search NASA

Results for “diesel hydrotreating”

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.

At least 19 records
All sourcesNASA NTRSDOE OSTI
DOE OSTI2022

Detailed Compositional Comparison of Hydrogenated Vegetable Oil with Several Diesel Fuels and Their Effects on Engine-Out Emissions

The Coordinating Research Council (CRC) is actively involved in developing and applying advanced analytical techniques to the chemical characterization of transportation fuels. Here, this article complements a 2017 CRC project to quantify and compare the effects of a commercially available renewable diesel fuel (hydrotreated vegetable oil [HVO]) and an ultralow sulfur diesel (ULSD) fuel on engine-out gaseous and particulate matter (PM) emissions from a light-duty vehicle. Results showed that the combustion of HVO fuel had an advantage over ULSD in terms of lowering engine-out emissions (THC, CO, NO x , etc.). Furthermore, this advantage is strongly related to the fuel composition. This article summarizes the results of advanced and comprehensive analytical tests on the same ULSD and HVO fuels and attempts to connect some of the engine-out emissions results to fuel composition and specific chemical structures. A variety of test methods, generally unavailable in combination, were employed, such as one-dimensional (1D) and two-dimensional (2D) gas chromatography (GC), nuclear magnetic resonance spectroscopy (NMR), and high-pressure solid-liquid phase transition experiments. In summary, the ULSD sample was found to have representation across the expected set of hydrocarbon classes typical for the sample type. Interestingly, a high content of cycloparaffins (>50 wt%) and a very low content of diaromatics (~2 wt%) were present. While not without precedent, these are higher and lower, respectively, than typically found for commercial ULSD compositions. In contrast, HVO was found to consist of only two hydrocarbon classes: n-paraffins (~10 wt%) and iso-paraffins (~90 wt%), both predominantly in a narrow carbon atom number range (i.e., C14–C18). HVO engine-out emissions results for the LA-92 and steady-state testing can be tracked to the narrow carbon atom number range of the n-paraffins and iso-paraffins, which result in a high cetane number fuel having a narrow distillation range. Previously, the low-temperature operability of HVO has been a concern, but that appears not be the case for this particular HVO. HVO and ULSD were evaluated at pressures up to ~275 MPa and found to have comparable solid-liquid equilibria despite significant compositional differences.

09 BIOMASS FUELS↗
DOE OSTI2023

Integration of Experimental Hydroprocessing and FCC Data with Process (Aspen Plus) and Refinery Optimization (Aspen PIMS) Models

NREL's Economic, Sustainability, and Market Analysis (ESMA) team develops process models in Aspen Plus to support techno-economic analysis (TEA) and life-cycle assessment (LCA) of conversion pathways from renewable and circular resources to fuels and chemicals. These tools are being applied to assess probable operational constraints or bottlenecks associated with refinery co-processing and repurposing opportunities. The team also utilizes optimizable refinery models to quantify opportunities for biofuel and bioproduct pathways through integration with existing refining infrastructure. The goals of analysis are to model the transition of refineries to renewable and circular feedstocks and quantify the costs production and CO2 abatement through utilization of existing refineries. At the core of the ESMA team's work is the process data derived from conversion experiments on hydroprocessing and fluid catalytic cracking performed at NREL. The objective of this presentation is to highlight new analysis approaches and capabilities in pathway analysis and refinery optimization modeling with specific emphasis on integration of experimental data.

BIOMASS FUELS,ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2022

Co-Hydrotreating of Catalytic Fast Pyrolysis Oils with Straight-Run Diesel

Catalytic Fast Pyrolysis (CFP) of biomass provides an opportunity for producing stabilized bio-oils (CFP oils) that can be further processed into hydrocarbon transportation fuels via hydroprocessing. Standalone hydrotreating of CFP oils has been pursued and has been shown to be able to produce hydrocarbon products with low oxygen contents of <1wt%, but the process is costly due to the high requirements of hydrogen and high capital costs. The costs can be reduced by co-processing in refineries, which takes advantage of the existing refinery infrastructure and the economies of the larger scale of petroleum processing operations. In this contribution, we evaluated co-hydrotreating of CFP oil with straight-run diesel in a laboratory continuous hydrotreating reactor. The CFP oil had been produced over a bi-functional metal-acid catalyst (Pt/TiO2) and contained 17 wt% oxygen on dry basis, and it was fed to the reactor together with straight-run diesel in the proportion of 20 vol%:80 vol%. The co-hydrotreated diesel products had acceptable cetane numbers (>40), and the calculated carbon efficiencies were high (~95%) for the CFP portion of the feed mixtures. Biogenic carbon incorporation in the product was confirmed by C-14 analysis. Sulfided NiMo catalyst gave better performance with respect to the diesel product quality than CoMo did due to the higher hydrogenation activity of NiMo. A comparison of standalone hydrotreating of the CFP oil and the straight-run diesel to co-hydrotreating showed good correspondence. Major challenges and risks associated with co-hydrotreating are discussed in this presentation.

biomass↗
DOE OSTI2023

Renewable Diesel Production through Stand-Alone and Co-Hydrotreating of Catalytic Fast Pyrolysis Oil

Catalytic Fast Pyrolysis (CFP) of biomass followed by hydrotreating can be used for the production of renewable transportation fuels, such as sustainable aviation fuel and renewable diesel, which can reduce the dependence on fossil fuels and help achieve greenhouse gas reduction goals. Stand-alone hydrotreating of CFP oil and co-hydrotreating of the CFP oil with straight-run diesel (SRD) showed potential to produce high-quality diesel products in this study. Stand-alone hydrotreating of CFP oil produced a diesel fraction with oxygen content < 0.1 wt.% and an indicated cetane number (ICN) of 45. Co-hydrotreating of CFP oil and SRD using a 1:4 volumetric ratio produced diesel products with 0.1 wt.% of oxygen and ICNs of 42-45. Compared to CoMo/Al2O3, NiMo/Al2O3 was a more attractive catalyst for co-hydrotreating of two streams, leading to a higher carbon efficiency, a higher selectivity of cycloalkanes, a higher ICN, and enhanced desulfurization. Compared to stand-alone hydrotreating of CFP oil, co-hydrotreating with SRD could be achieved at a less severe operating condition and it produced hydrotreated products with a higher carbon efficiency. Synergy between CFP oil and SRD during co-hydrotreating process was suggested by the better experimental results in comparison with theoretical interpolation results. Co-hydrotreating gave high biogenic carbon incorporations of 91%-97% as determined by C-14 analysis.

biomass↗
DOE OSTI2021

SCALEABLE HYDROTREATING OF HTL BIOCRUDE TO PRODUCE FUEL BLENDSTOCKS

Hydrothermal liquefaction (HTL) offers an attractive route to produce fuel blendstocks from wet wastes. Scaleable hydrotreating data for the conversion of HTL biocrude to fuels is critical to the commercialization of HTL. Herein, we demonstrate pore diffusion limitations for the hydrotreating of HTL biocrudes. We demonstrate scale-able hydrotreating of HTL biocrude to produce a high cetane diesel fuel and demonstrate the hydrotreating limitations.

Biofuel, hydrotreating, HTL biocrude, hydrothermal↗
DOE OSTI2022

Determination of Biogenic Content by 14 C in fuels using Liquid Scintillation Analysis Laboratory Analytical Procedure (Laboratory Analytical Procedure)

This procedure covers the determination of the percent 14 C in biogenic gasoline, jet fuel, and diesel range hydrocarbons prepared from distillation of hydrotreated pyrolysis oils and blended with fossil derived hydrocarbons (e.g. fossil diesel, gasoline, jet, or toluene). Either an internal 14C standard or a color quench curve is used to correct for potential signal quenching effects. Recent publications provide some background of direct LSC methods used for determination of biogenic fuel content.

02 PETROLEUM↗
DOE OSTI2024

Opening pathways for the conversion of woody biomass into sustainable aviation fuel via catalytic fast pyrolysis and hydrotreating

Meeting aggressive decarbonization targets set by the International Civil Aviation Organization (ICAO) will require the rapid development of technologies to produce sustainable aviation fuel (SAF). Catalytic fast pyrolysis (CFP) can support these efforts by opening pathways for the conversion of woody biomass into an upgraded biogenic oil that can be further processed to SAF and other fuels. However, the absence of end-to-end experimental data for the process leads to uncertainty in the yield, product quality, costs, and sustainability of the pathway. The research presented here serves to address these needs through a series of integrated experimental campaigns in which real biomass feedstocks are converted to a final SAF product using large bench-scale continuous reactor systems. For these campaigns, the degree of catalytic upgrading during CFP was varied to produce CFP-oils with oxygen contents of 17 and 20 wt% on a dry basis. The CFP-oils were then hydrotreated and distilled into gasoline, diesel, and SAF fractions. Detailed yield and compositional data were obtained for each step of the process to inform technoeconomic and lifecycle analyses, and the fuel properties of the SAF fraction were evaluated to provide first-of-its-kind insight into the quality of the final product. This research reveals opportunities to optimize process carbon efficiency by tuning the degree of catalytic upgrading during the CFP step and highlights routes to produce a high-quality cycloalkane-rich SAF with 85–92% reduction in greenhouse gas emissions compared to fossil-based pathways.

09 BIOMASS FUELS↗
DOE OSTI2025

Reducing Coke and Increasing Bio-Oil Yield during Catalytic Fast Pyrolysis of Biomass Using Phosphorus-Modified Zeolite Catalysts

Catalytic fast pyrolysis (CFP) is a promising strategy for producing hydrocarbon transportation fuels from biomass feedstocks. However, catalyst development is needed to increase bio-oil yields and enhance process economics. In this work, we demonstrate how post synthetic modification of formed ZSM-5 with phosphorus shifts CFP selectivity from coke and light gases toward the desired bio-oil product. Microscale experiments demonstrated reduced coke production relative to unmodified ZSM-5 and identified an optimal P loading. Extensive catalyst characterization revealed that P interacted with Al sites to reduce the acid site density, with preferential binding to the strongest acid sites. Insights from the microscale experiments were leveraged to produce kilogram quantities of formed P-ZSM-5 for evaluation in a larger semi-integrated process. These experiments generated liters of bio-oil that was hydrotreated and fractionated into gasoline, diesel, and jet cuts. The phosphorus-modified ZSM-5 improved CFP bio-oil yield, resulting in an 11% relative increase in the carbon yield from biomass to aviation fuel and a 14% decrease in the minimum fuel selling price. These results highlight the impact targeted changes in catalyst acidity, achieved by adding 2.5 wt % P, can have on the carbon efficiency and feasibility of fuel production from biomass feedstocks.

09 BIOMASS FUELS↗
DOE OSTI2025

Robust engineered catalyst for the conversion of brown grease to renewable diesel via decarboxylation/decarbonylation

A novel engineered Ni–Cu/Al 2 O 3 decarboxylation/decarbonylation catalyst achieved quantitative conversion of brown grease, excellent yield of diesel-like hydrocarbons, effective heteroatom removal, and remarkable resistance to deactivation for hundreds of hours on stream. This offers an industrial alternative to hydrotreating for transforming waste oleaginous feedstocks into renewable diesel and sustainable aviation fuel.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2024

Cycloalkane-rich sustainable aviation fuel production via hydrotreating lignocellulosic biomass-derived catalytic fast pyrolysis oils

Sustainable aviation fuel (SAF) produced from lignocellulosic biomass is emerging as an ideal alternative to conventional jet fuel for aviation sector decarbonization. Catalytic fast pyrolysis (CFP) can convert lignocellulosic biomass into relatively stable bio-oil that can be selectively transformed to various transportation fuels through hydroprocessing under conditions of different severities. In this contribution, two CFP oils produced from pine-based feedstocks over different types of catalysts (i.e., ZSM-5 and Pt/TiO 2 catalysts) were hydrotreated at 125 bar in a non-isothermal process with a maximum temperature of 385 °C over a sulfided NiMo/Al 2 O 3 catalyst to produce SAF with high cycloalkane concentrations of 89–92 wt%. Cycloalkanes are an important component of jet fuel with advantageous fuel properties, such as high energy density, low sooting, and potential for replacing aromatic hydrocarbons to provide good seal swelling properties. The hydrotreating process successfully converted 91–92% of the biogenic carbon in the CFP oil intermediates to liquid-phase hydrotreated products. Through distillation, 39–40 wt% of the hydrotreated oils were collected in the jet-fuel range as SAF fractions. The rest of the hydrotreated product could be valorized as fuels (e.g., diesel) or chemicals. The SAF fractions with oxygen contents below the detection limit (<0.01 wt%) met ASTM D7566 finished fuel blend and D4054 Tier 1 specifications with respect to density, lower heating value (LHV), volatility, flash point, and freeze point. These results indicate hydrotreating lignocellulosic biomass-derived CFP oil as a promising pathway to produce high-quality SAF rich in cycloalkanes. Continued research is required to increase the SAF yield by process improvements, such as increased CFP oil yields, and an enhanced production of SAF-range molecules via e.g., cracking of high-molecular weight compounds either during CFP or hydrotreating, as well as evaluation of a broader range of jet fuel properties and performance requirements.

09 BIOMASS FUELS↗
DOE OSTI2026

Opportunities and Challenges for Hydrotreating of Catalytic Fast Pyrolysis Oil to Fuels

Catalytic fast pyrolysis (CFP) provides a versatile platform for producing fuels to combat climate change and meet decarbonizing targets. In this contribution, we will discuss the hydroprocessing of CFP oils to a variety of fuels, including sustainable aviation fuel (SAF), diesel, and marine fuel. Both standalone and co-hydroprocessing with petroleum streams will be covered. Hydrotreating CFP oil at temperatures around 400 Degrees Celsius can produce a highly deoxygenated product with oxygen contents below the detection limit. However, the quality of fuel fractions produced has been a problem, manifesting as low octane numbers for the gasoline-range fraction and low cetane numbers for the diesel-range fraction. Incorporating an initial transition zone for hydrogenation during hydrotreating was shown to dramatically increase the diesel fraction cetane number from 24 to 45. A similar approach enabled the production of a cycloalkane-rich SAF fraction meeting key ASTM 4054 guidelines with respect to density, viscosity, heating value, volatility, freeze and flash point. Over 400 hours of hydrotreating for SAF was demonstrated with no signs of catalyst bed fouling, measured by pressure drop over the catalyst bed. Compared to other fuels, marine fuel is unique in that it does not require complete deoxygenation. We investigated the minimum hydrotreating requirements to produce fuel compatible with very low sulfur fuel oil, and the results suggested 30% reduction in hydrotreating costs for this approach. Co-hydroprocessing offers an opportunity to take advantage of refinery infrastructure and economies of scale although the operation is less flexible with respect to operating conditions. Co-hydroprocessing CFP oil with petroleum streams gave efficient deoxygenation at milder conditions (e.g. at temperatures of 320 Degrees Celsius) than required for standalone hydrotreating. Over 90% incorporation of biogenic carbon in the CFP oil was confirmed by carbon-14 analysis. Hydrotreating of CFP oil, whether by standalone or co-processing, can produce a variety of fuel cuts, whose quality can be tailored by changing process conditions. Challenges remain, including long-term catalyst performance and determining CFP oil quality requirements.

09 BIOMASS FUELS↗
DOE OSTI2024

Co-hydrotreatment of Bio-oil and Waste Cooking Oil to Produce Transportation Fuels

This paper reports the co-hydrotreatment of the heavy bio-oil fraction with waste cooking oil (WCO) using NiMo/γ-Al 2 O 3 catalyst, followed by the distillation of resulting deoxygenated oil and the characterization of resulting fuel cuts. The heavy BTG bio-oil fraction was obtained by removing the very reactive light-oxygenated compounds via rotary evaporation, subsequently mixed with 1-butanol. The resulting oil was blended with WCO and subjected to a two-step co-hydrotreatment process. The first step, called “stabilization,” is aimed at saturating highly reactive hydrogen-deficient compounds. The second step, called “deoxygenation,” aimed to remove bio-oil oxygen, primarily as H 2 O. This study examined the impact of varying bio-oil concentrations (0, 10, 20, 30, 40 wt.% of WCO) on the upgraded oil's yield, composition, and fuel properties. The resulting hydrotreated oil was distilled into gasoline-range, kerosene-range, and diesel-range hydrocarbons at <150 °C, 150 to 250 °C, and 250 to 350 °C, respectively. The yield of the hydrotreated oil indicates that as the bio-oil concentration increases, the amounts of coke (0.7 to 2.4 %) and water (2 to 10 wt. %) increase while the organic layer yields decrease (80 to 63 %). The coke yield was comparable to the coke yield obtained when co-processing the pyrolytic lignin fraction. This suggests that coke is formed from both the sugar oligomers and the lignin-derived oligomers. The UV-fluorescence analysis on the hydrotreated oil shows that more polycondensed and conjugated ring compounds formed as the bio-oil concentration is increased. These compounds are precursors of coke. FTIR results showed that most raw materials were converted to biofuels after the hydrotreatment. To achieve less than 1 wt. % of coke yield, blends with up to 20 wt. % pyrolysis oil should be used. An increase in bio-oil concentration leads to a slight increase in gasoline yield and a decrease in kerosene and diesel yields. The identified carbon species found in the fuel cuts include n-paraffin, iso-paraffin, cycloparaffin, and aromatics. Further, the jet fuel cut (kerosene) was characterized by density, surface tension, and viscosity. Our product conforms to the standard specifications for sustainable aviation fuels (Jet A-1). Further research is suggested to fine-tune the operating parameters for achieving reduced coke yield and enhanced kerosene yield.

09 BIOMASS FUELS↗
DOE OSTI2022

Combustion dynamics of crude and upgraded Thermal DeOxygenation oils in a compression ignition engine

Thermal DeOxygenation (TDO) is a robust thermochemical conversion scheme to produce hydrocarbons from biomass feedstock. The process targets the carbohydrate fraction of biomass to yield a broad mixture of primarily aromatic hydrocarbons within a boiling point range of 348–798 K with low oxygen content (<4 wt%). The resulting materials are amenable to traditional hydrotreating and distillation processes with approximately 70% by mass in the distillate fuel range. The simple conversion scheme combined with commercially viable upgrading routes makes TDO oils a feasible alternative fuel for transportation applications. Here this paper is the first systematic treatment of fit-for-purpose testing of TDO oils in a compression ignition engine. Blends of partially upgraded TDO oils (e.g. whole oil, distilled oil, hydrotreated oil and hydrotreated-distilled oil) are prepared with certified ultra-low sulfur diesel at 5%, 10%, 15% and 20% by volume. The resulting fuels are analyzed for fuel characteristics and combustion dynamics in an instrumented single-cylinder compression ignition engine. All fuel blends at 10% blend level by volume exhibited adequate engine performance. Hydrotreating of the oils is a necessary step to meet cetane number and EPA soot emissions requirements at 20% blend volume. Combined distillation and hydrotreatment meet or exceed all fuel specification and engine performance benchmarks. Partially upgraded TDO oils are suitable fuel options for compression ignition applications.

42 ENGINEERING↗
DOE OSTI2025

Meeting liquid biofuel and bioproduct goals: biotechnological design of the intermediate oilseeds pennycress and camelina, and beyond

The European Union and the United States have set ambitious goals to produce biofuels as part of broader decarbonization and energy security initiatives. One of the more feasible routes to liquid biofuels production is the conversion of seed oils [triacylglycerols (TAGs)] to renewable diesel, biodiesel, and sustainable aviation fuel (SAF) using the hydrotreated ester and fatty acids (HEFA) process. Camelina and pennycress are attractive oilseed feedstocks in that they can be grown in the offseason as intermediate crops on tens of millions of hectares of farmland annually, providing ecosystem benefits and not competing with established food crops. Considerably more TAG could be produced by engineering vegetative portions of crops such as sorghum and miscanthus to accumulate economically-viable amounts. Here, this review highlights recent advances in developing pennycress and camelina as intermediate oilseed crops not only for biofuels production but for making higher value oils such as those enriched in astaxanthin, vitamin E, and medium-chain fatty acids. Given the magnitude of renewable liquid fuel demands, we also describe how advances in oil production from vegetative parts of biomass crops can complement intermediate oilseed cropping systems to meet biofuel and bioproduct targets.

biomass crops↗
DOE OSTI2021

Ex Situ Catalytic Fast Pyrolysis of Lignocellulosic Biomass to Hydrocarbon Fuels: 2020 State of Technology

Biomass catalytic fast pyrolysis (CFP) research was funded by the Bioenergy Technologies Office (BETO) of the U.S. Department of Energy (DOE) to enable technical breakthroughs to help reduce the cost of conversion of biomass to liquid hydrocarbon fuels. The key goals were to achieve a mature plant modeled Minimum Fuel Selling Price of $3/GGE, with greater than 60% greenhouse gas (GHG) reduction over petroleum derived gasoline by 2022. Experimental results at NREL and PNNL, along with lifecycle analysis by ANL show that we achieved these goals based on performance at the bench scale. A Pt/TiO2 catalyst was used in a fixed bed reactor for upgrading pyrolysis vapors from an upstream fast pyrolysis reactor (ex-situ configuration) to produce CFP oil with 16.5% oxygen content. Subsequent co-hydrotreating of 10 vol% of CFP oil with 90 vol% straight run diesel (SRD) at the bench scale yielded greater than 95% carbon efficiency for the CFP oil portion of the feed. Light oxygenated coproducts were recovered from the off gases from the CFP process via adsorption and subsequent desorption. Aspen Plus modeling of purification of the desorbed stream using the UNIFAC property method showed that acetone and methyl-ethyl-ketone can be purified to chemicals grade and sold as coproducts to benefit the economics and reduce GHG emissions attributed to the fuel product. Some of the key risks and uncertainties associated with this process, and potential future work are mentioned in this report.

09 BIOMASS FUELS↗
DOE OSTI2024

Online characterization of primary and secondary emissions of particulate matter and acidic molecules from a modern fleet of city buses

The potential impact of transitioning from conventional fossil fuel to a non-fossil-fuel vehicle fleet was investigated by measuring primary emissions via extractive sampling of bus plumes and assessing secondary mass formation using the Gothenburg Potential Aerosol Mass (Go:PAM) reactor from 76 in-use transit buses. Online chemical characterization of gaseous and particulate emissions from these buses was conducted using chemical ionization mass spectrometry (CIMS) with acetate as the reagent ion, coupled with the Filter Inlet for Gases and AEROsols (FIGAERO). Acetate reagent ion chemistry selectively ionizes acidic compounds, including organic and inorganic acids, as well as nitrated and sulfated organics. A significant reduction (48 %–98 %) in fresh particle emissions was observed in buses utilizing compressed natural gas (CNG), biodiesels like rapeseed methyl ester (RME) and hydrotreated vegetable oil (HVO), and hybrid-electric HVO (HVO HEV ) compared to diesel (DSL). However, secondary particle formation from photooxidation of emissions was substantial across all the fuel types. The median ratio of particle mass emission factors of aged to fresh emissions increased in the following order: DSL buses at 4.0, HVO buses at 6.7, HVO HEV buses at 10.5, RME buses at 10.8, and CNG buses at 84. Of the compounds that can be identified by CIMS, fresh gaseous emissions from all Euro V/EEV (Enhanced Environmentally friendly Vehicle) buses, regardless of fuel type, were dominated by nitrogen-containing compounds such as nitrous acid (HONO), nitric acid (HNO 3 ), and isocyanic acid (HNCO), alongside small monoacids (C 1 –C 3 ). Notably, the emission of nitrogen-containing compounds was lower in Euro VI buses equipped with more advanced emission control technologies. Secondary gaseous organic acids correlated strongly with gaseous HNO 3 signals (R 2 =0.85–0.99) in Go:PAM, but their moderate to weak correlations with post-photooxidation secondary particle mass suggest that they are not reliable tracers of secondary organic aerosol formation from bus exhaust. Our study highlights that non-regulated compounds and secondary pollutant formation, not currently addressed in legislation, are crucial considerations in the evaluation of environmental impacts of future fuel and engine technology shifts.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗