Co-Optima: Biofuel design and production presentations/George.pdf · Fuels. Advanced Engine....
Transcript of Co-Optima: Biofuel design and production presentations/George.pdf · Fuels. Advanced Engine....
Co-Optima: Biofuel design and production predicated upon engine performance criteria
Bio4Fuels kick-off meeting
February 10th, 2017 Anthe GeorgeSandia National Laboratories
Petroleum derived fuels constrained engine design for past 150 years
Engines optimized around new bio-fuels can expand performance
Co-optima:30% per vehicle
petroleum reduction by 2030
Fuel and Engine Co-Optimization
o What fuel properties maximize engine performance?
o How do engine parameters affect efficiency?
o What fuel and engine combinations are sustainable, affordable and scalable?
o Are there fuel and engine combinations that are optimal – highest combined GHG reduction?
30% per vehicle petroleum
reduction viaefficiency and displacement
Source: EIA 2014 reference case
Co-Optimization:
9-14% GHG reduction
(beyond “business as usual”)
National goal:80%
reduction in transportation GHG by
2050
Science will be applicable to light, medium and heavy duty engines
Today’s Gasoline
New bio-blendstock
Co-optima born of US Department of Energy (DOE) National Lab System
10 national labs ~10 year program
VTO-BETOFY16 - $27m
Total ~$250m
Co-Optima Technical Challenges
Low reactivity fuel High reactivity fuelRange of fuel properties TBD
Thrust 1: Spark Ignition (SI) – NEAR TERM
Thrust 2: Advanced Compression Ignition (ACI)kinetically-controlled and compression-ignition combustion
Fundamentally different combustion dynamicsrequire different fuel properties
11 SAE 2015 Energy Saving & Emission Reduction Forum, 节能减排技术论坛
Many forms of LTC under investigation
-360 -300 -240 -180 -120 -60 0
Level of In-Cylinder Fuel Stratification at the Start of Combustion
RCCI PCCI CDC
HCCI – Homogeneous Charge Compression IgnitionGCI – Gasoline Compression IgnitionRCCI – Reactivity Controlled Compression IgnitionPCCI – Premixed Charge Compression IgnitionCDC – Conventional Diesel Combustion
NOTE: The arrows represent the approximate location of first injection for the different combustion modes
HCCI Partial Fuel Stratification
Moderate Fuel Stratification
Heavy Fuel Stratification
Full Stratification
High Performance Fuels
Advanced EngineDevelopment
MarketTransformation
Fuel Properties
Analysis of Sustainability,Scale, Economics, Risk,
and Trade - ASSERT
Modeling and Simulation Toolkit
Co-Optima: six integrated teams
Providing data for technology options
Rigorous candidate screening process
Target fuel properties to generate key data
Compatibility, performance, and production data
Establish fuel criteria
Obtain blendstocks
Test properties
Measure and validate
Establish pathway data
Feedback to ASSERT & MT
TC
BC
Purchase or produce candidates for evaluation
Create database, generate correlations
Determine blend properties, model fuel properties
Retrosynthetic analysis
High Performance Fuel team approach – FY16 results
What properties do SI engines need?
• Database of critical fuel properties of bio-derived and petroleum blendstocks ~400 molecules/mixtures (at present)
- 25 database fields for fuel properties- Includes fully blended fuels (more to come)
• Data from experiment and literature or calculated/estimated (where needed)
• Includes blending data (RON, MON, etc.)
• Now “live” and accessible to the public*
* https://fuelsdb.nrel.gov/fmi/webd#FuelEngineCoOptimization
Fuel property database
High-level screening of Thrust I fuels
18
Tier I criteriaMelting point/cloud point below -10oCBoiling point between 20oC and 165oCMeasured or estimated RON ≥ 98Meet toxicity, corrosion, solubility, and biodegradation requirements
> 40 promising bio-blendstocks from many functional group classes
Not final – this is an iterative process!
Identification of Thrust I candidates
Blendstock candidates passing Tier 1 criteria
Tier 2 and Thrust 2 are next!
• Ambitious new Department of Energy initiative
• Accelerating introduction of affordable, scalable, and sustainable fuels and high-efficiency, low-emission engines
• Engagement with industry stakeholders critical to success
Summary
Supported by USDOEEnergy Efficiency and Renewable Energy
Bioenergy Technologies OfficeVehicle Technologies Office
M
DOE Leadership:Alicia Lindauer and Borka Kostova (BETO)Kevin Stork, Gurpreet Singh, Leo Breton, and Mike Weismiller (VTO)
National Lab Leadership:John Farrell (NREL)*, John Holladay (PNNL), Robert Wagner (ORNL), Mark Musculus (SNL) Dan Gaspar (PNNL), Paul Miles (SNL), Jim Szybist (ORNL)Jennifer Dunn (ANL), Matt McNenly (LLNL), Doug Longman (ANL)
Acknowledgments
Thank You!
If we identify target values for the critical fuel properties that maximize efficiency and emissions performance for a given engine architecture, then
fuels that have properties with those values (regardless of chemical composition) will provide comparable performance
There are engine architectures and strategies that provide higher thermodynamic efficiencies than available from modern internal combustion
engines; new fuels are required to maximize efficiency and operability across a wide speed/load range
Governing Co-Optima hypotheses