Use of Neat Alcohol Fuels and Fuel Blends in Transportation

1. USDA Teleseminar—November 30, 2010 Use of Neat Alcohol Fuels and Fuel Blends in Transportation Matthew Brusstar Advanced Technology Division Office of Transportation and Air Quality U.S. Environmental Protection Agency

2. Oil Production: Hitting a Wall?

3. The High Cost of Transportation U.S. Trade Balance – Goods: 1960-2005

4. Climate Change: A Gathering Storm • Toward the end of the 21st century, assuming moderate emissions growth, the United States will be much warmer and dryer. • All economic sectors can be expected to participate in GHG reduction strategies, led by transportation SOURCE: 2008 Draft Technical Support Document on Climate Change (EPAHQOAR-2008-0318-0082)

5. Historic CO2 Reductions EPA GHG Regulations for Light-Duty Transportation Source: U.S. EPA Report 420-F-10051

6. Growing volumes of Ethanol Projected Ethanol Volumes under RFS2 Source: U.S. EPA Source: U. S. EPA Report 420-R-10006

7. Upstream GHG Emissions Not all ethanol is created equal… Source: U.S. EPA Source: U. S. EPA Report 420-R-10006

8. Primary Biomass-to-Alcohol Fuel Conversion Pathways Feedstock economics, logistics & sustainability Fuel Conversion Technology • Biochemical (ethanol) Fuel Transport, Distribution and End Use Enzymatic hydrolysis Fermentation Feedstock Types Energy crops Crop waste Wood Forest residue MSW Algae Distillation Fuels Ethanol Methanol • Thermochemical (gasification) Feedstock-specific preparation/feed Clean H2 Syngas • Gasifier • Entrained Flow • Fluidized Bed • Fixed/Moving Bed Electricity

9. Efficient Options for Alcohol End UseReducing Greenhouse Gases and Petroleum Consumption Engine Technology • Dedicated Alcohol SI • Flex-Fuel Miller Cycle • Glow-Plug Assisted CI • HCCI • Exhaust Heat Recovery • Fuel Cells Engine Technology • Dedicated Alcohol SI • Flex-Fuel Miller Cycle • Glow-Plug Assisted CI • HCCI • Exhaust Heat Recovery • Fuel Cells PowertrainTechnology • Advanced Transmissions • Hydraulic Hybrid • Electric Hybrid PowertrainTechnology • Advanced Transmissions • Hydraulic Hybrid • Electric Hybrid

10. EPA’s Advanced Technology Division: What We Do • Bringing together light- and medium-duty engine technologies and advanced hybrids • Joint development with industry through CRADAs • Vehicle demonstration partnerships • Center of excellence for Hydraulic Hybrid Vehicles • Advanced hybrid technology: >2X fuel economy at low cost • Series hybrids enable unique high-efficiency engines • ATD is putting advanced engines into “real world” Hydraulic Hybrid vehicle demonstrations

11. EPA’s Alternative Fuels Engine ProgramEconomical, High-Efficiency Engine Technologies • Supports national policy/renewable fuel initiatives • Vehicle demonstration program • High efficiency hybrid (hydraulic) • Heavy-duty Class 6 delivery truck • Captive fleet • High efficiency engine program (neat alcohol fuels and blends with gasoline) • Ethanol or Methanol engines with high efficiency (>40% peak) • Lends itself to exhaust thermal energy recovery in the form of chemical and mechanical energy • Combined system yields fuel cell efficiency (>55% peak) at a significantly lower cost

12. Combustion PropertiesNeat Methanol and Ethanol—Efficiency Advantages Burning Velocity = rate of fuel heat release in a spark engine Faster burn velocity enables more dilution, less throttling Octane = knock resistance Enables high compression ratio Heat of Vaporization = charge cooling Reduces compression work

13. Properties of Alcohol Fuel BlendsBlends with Gasoline Energy density = energy per gallon of fuel, relative to gasoline Higher injector flow required Engine improvements can compensate for as much as 25-30% loss in energy density (see box above) RVP = vapor pressure; measure of fuel volatility Major factor in evaporative emissions and cold starting

14. Engine DescriptionLight-duty and Medium-duty test programs

15. Modifications to Base EngineRetrofit or redesign?

16. Engine Efficiency: 1.9L EngineOver 25% better than best gasoline engines • E100 Brake Efficiency • Peak over 41% • Diesel-like efficiency • M100 Brake Efficiency • Over 42% peak; better than baseline diesel • Broad range over 40%

17. Engine Efficiency with Alcohol BlendsPreserving high efficiency with less alcohol • Ethanol blends • Highest efficiency with neat blends • Peak efficiency with E30 exceeds best gasoline engines • Methanol Blends • Increasing efficiency with higher methanol content • 38% peak efficiency with M50

18. Engine Efficiency: E30 BlendEfficiency enhancement using a mid-level blend • E30 (30% ethanol) • High efficiency over a broad range • Demonstrates efficiency benefits of dedicated fuel vehicles, even with as little as 30% alcohol • High-load efficiency gain exceeds loss in fuel energy density

19. Advanced Hybrids: Opportunities for High-Efficiency Engines Mid-size car example • Advanced Hybrid engine characteristics • High peak efficiency, wide range of efficient power: less need for low-load efficiency • High power density • Low cost • Series Hybrids advantages • Narrower load-speed envelope • Less aggressive transients, more load averaging • No low-power operation

20. Medium-Duty (4.5L) E85 map Hydraulic Hybrid Operating Line 140 kW

21. In-Vehicle Results: Dedicated E85 Engine, Hydraulic Hybrid Medium-duty delivery truck application Uses cooled EGR, cycle optimized for higher octane fuel No bottoming cycle Peak Eff ~41% Minimum engine power (50-55 kW) Brake Efficiency: %

22. Medium-Duty M85/M100 map Hydraulic Hybrid Operating Line 140 kW

23. Remaining Technical Challenges • Proving the concept out in the field • Durability • Fuel system • Intake valve seats • Cylinder liners and piston rings • Ignition system • Wear surfaces (effect of oil dilution) • Hot- and cold-weather performance • Spark authority at high ambient temperature • Cold starting at very low temperatures • Ultra-low tailpipe emissions • Demonstrating scaleability to larger-displacement engines

24. Technology Demonstration Opportunities • E85 engine on Hydraulic Hybrid UPS truck • Demonstrating roughly 75% improvement in diesel-equivalent fuel economy • Around 15% better actual miles-per-gallon of fuel than the baseline diesel truck • Engine is demonstrating around 5% better fuel efficiency compared to the diesel • Road demonstration • Current plans are to run package delivery routes starting March/April 2011

25. Recoverable Energy from ICE’s Exhaust Power 30-32 kW Fuel Energy in 100 kW Engine Shaft Power 38-42 kW Power to Coolant 28 - 30 kW Advantage obtained using adiabatic coatings/insulation Radiator • Peak Thermal Efficiencies • Spark ignition ~ 34 - 38% BTE • Compression Ignition ~ 38 - 42% BTE • Approximate Proportions of Energy from a CI Engine

26. Exhaust Heat Recovery Systems • Enabled by load-averaging with series hybrids • Engine + reformer achieves brake efficiency of 55-60% • Recovers exhaust energy in two forms: • Chemical: superheats methanol under high pressure and dissociates it into H2 and CO, which is burned in the engine • Endothermic dissociation reaction increases the LHV of the fuel by ~ 19.5% Reaction: CH3OH ---> 2H2 + CO Energy Balance: 638.1 ---> 2(239.8) + 282.8 kJ/mol 762.4/638.1 =>+19.5% • Mechanical: expands the reformed H2 and CO prior to injection in the engine, providing useful shaft work

27. 60 55 50 Engine Only Brake Thermal Efficiency (%) Engine + HyTEC 45 40 35 30 1500 2000 2500 3000 3500 Engine Speed (RPM) Brake Thermal Efficiency with Exhaust Heat Recovery Modeling projections based on results of component-level testing of the reforming catalyst and fuel/exhaust heat exchanger

28. Choices for the Future…Creating opportunities for dedicated fuel vehicles • U.S. is striving for dramatic petroleum consumption and GHG reductions in transportation to 2016 and beyond • Light-duty and heavy-duty standards • Renewable fuel standard (RFS2) • EPA is developing unique high efficiency alcohol engines, enabled by series hybrid technology • Opportunities for dedicated alcohol with exhaust heat recovery • Technology demonstrations in captive fleet applications

29. THANK YOU!!! For more information: Contact: Matthew Brusstar, U.S. EPA E-mail: brusstar.matt@epa.gov Web: http://www.epa.gov/otaq/technology