High-Octane Mid-Level Ethanol Blend Market Assessment PDF Download
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Author: Publisher: ISBN: Category : Languages : en Pages : 0
Book Description
The United States government has been promoting increased use of biofuels, including ethanol from non-food feedstocks, through policies contained in the Energy Independence and Security Act of 2007. The objective is to enhance energy security, reduce greenhouse gas (GHG) emissions, and provide economic benefits. However, the United States has reached the ethanol blend wall, where more ethanol is produced domestically than can be blended into standard gasoline. Nearly all ethanol is blended at 10 volume percent (vol%) in gasoline. At the same time, the introduction of more stringent standards for fuel economy and GHG tailpipe emissions is driving research to increase the efficiency of spark ignition (SI) engines. Advanced strategies for increasing SI engine efficiency are enabled by higher octane number (more highly knock-resistant) fuels. Ethanol has a research octane number (RON) of 109, compared to typical U.S. regular gasoline at 91-93. Accordingly, high RON ethanol blends containing 20 vol% to 40 vol% ethanol are being extensively studied as fuels that enable design of more efficient engines. These blends are referred to as high-octane fuel (HOF) in this report. HOF could enable dramatic growth in the U.S. ethanol industry, with consequent energy security and GHG emission benefits, while also supporting introduction of more efficient vehicles. HOF could provide the additional ethanol demand necessary for more widespread deployment of cellulosic ethanol. However, the potential of HOF can be realized only if it is adopted by the motor fuel marketplace. This study assesses the feasibility, economics, and logistics of this adoption by the four required participants--drivers, vehicle manufacturers, fuel retailers, and fuel producers. It first assesses the benefits that could motivate these participants to adopt HOF. Then it focuses on the drawbacks and barriers that these participants could face when adopting HOF and proposes strategies--including incentives and policies--to curtail these barriers. These curtailment strategies are grouped into scenarios that are then modeled to investigate their feasibility and explore the dynamics involved in HOF deployment. This report does not advocate for or against incentives or policies, but presents simulations of their effects.
Author: Publisher: ISBN: Category : Languages : en Pages : 0
Book Description
The United States government has been promoting increased use of biofuels, including ethanol from non-food feedstocks, through policies contained in the Energy Independence and Security Act of 2007. The objective is to enhance energy security, reduce greenhouse gas (GHG) emissions, and provide economic benefits. However, the United States has reached the ethanol blend wall, where more ethanol is produced domestically than can be blended into standard gasoline. Nearly all ethanol is blended at 10 volume percent (vol%) in gasoline. At the same time, the introduction of more stringent standards for fuel economy and GHG tailpipe emissions is driving research to increase the efficiency of spark ignition (SI) engines. Advanced strategies for increasing SI engine efficiency are enabled by higher octane number (more highly knock-resistant) fuels. Ethanol has a research octane number (RON) of 109, compared to typical U.S. regular gasoline at 91-93. Accordingly, high RON ethanol blends containing 20 vol% to 40 vol% ethanol are being extensively studied as fuels that enable design of more efficient engines. These blends are referred to as high-octane fuel (HOF) in this report. HOF could enable dramatic growth in the U.S. ethanol industry, with consequent energy security and GHG emission benefits, while also supporting introduction of more efficient vehicles. HOF could provide the additional ethanol demand necessary for more widespread deployment of cellulosic ethanol. However, the potential of HOF can be realized only if it is adopted by the motor fuel marketplace. This study assesses the feasibility, economics, and logistics of this adoption by the four required participants--drivers, vehicle manufacturers, fuel retailers, and fuel producers. It first assesses the benefits that could motivate these participants to adopt HOF. Then it focuses on the drawbacks and barriers that these participants could face when adopting HOF and proposes strategies--including incentives and policies--to curtail these barriers. These curtailment strategies are grouped into scenarios that are then modeled to investigate their feasibility and explore the dynamics involved in HOF deployment. This report does not advocate for or against incentives or policies, but presents simulations of their effects.
Author: Publisher: ISBN: Category : Languages : en Pages : 29
Book Description
Original equipment manufacturers (OEMs) of light-duty vehicles are pursuing a broad portfolio of technologies to reduce CO2 emissions and improve fuel economy. Central to this effort is higher efficiency spark ignition (SI) engines, including technologies reliant on higher compression ratios and fuels with improved anti-knock properties, such as gasoline with significantly increased octane numbers. Ethanol has an inherently high octane number and would be an ideal octane booster for lower-octane petroleum blendstocks. In fact, recently published data from Department of Energy (DOE) national laboratories (Splitter and Szybist, 2014a, 2014b; Szybist, 2010; Szybist and West, 2013) and OEMs (Anderson, 2013) and discussions with the U.S. Environmental Protection Agency (EPA) suggest the potential of a new high octane fuel (HOF) with 25-40 vol % of ethanol to assist in reaching Renewable Fuel Standard (RFS2) and greenhouse gas (GHG) emissions goals. This mid-level ethanol content fuel, with a research octane number (RON) of about 100, appears to enable efficiency improvements in a suitably calibrated and designed engine/vehicle system that are sufficient to offset its lower energy density (Jung, 2013; Thomas, et al, 2015). This efficiency improvement would offset the tank mileage (range) loss typically seen for ethanol blends in conventional gasoline and flexible-fuel vehicles (FFVs). The prospects for such a fuel are additionally attractive because it can be used legally in over 18 million FFVs currently on the road. Thus the legacy FFV fleet can serve as a bridge by providing a market for the new fuel immediately, so that future vehicles will have improved efficiency as the new fuel becomes widespread. In this way, HOF can simultaneously help improve fuel economy while expanding the ethanol market in the United States via a growing market for an ethanol blend higher than E10. The DOE Bioenergy Technologies Office initiated a collaborative research program between Oak Ridge National Laboratory (ORNL), the National Renewable Energy Laboratory (NREL), and Argonne National Laboratory (ANL) to investigate HOF in late 2013. The program objective was to provide a quantitative picture of the barriers to adoption of HOF and the highly efficient vehicles it enables, and to quantify the potential environmental and economic benefits of the technology.
Author: Brent D. Yacobucci Publisher: DIANE Publishing ISBN: 1437942172 Category : Languages : en Pages : 15
Book Description
This report discusses the growing interest in the potential for ethanol to displace petroleum as a transportation fuel, as well as related issues, including current Clean Air Act (CAA) limitation on ethanol content in gasoline; the requests of ethanol producers for an increase of this limitation; and the effects the limitation has upon vehicle and engine warranties and the infrastructures of the automobile and fuel industries.
Author: Publisher: ISBN: Category : Languages : en Pages : 33
Book Description
The U.S. Department of Energy (DOE) is supporting engine and vehicle research to investigate the potential of high-octane fuels to improve fuel economy. Ethanol has very high research octane number (RON) and heat of vaporization (HoV), properties that make it an excellent spark ignition engine fuel. The prospects of increasing both the ethanol content and the octane number of the gasoline pool has the potential to enable improved fuel economy in future vehicles with downsized, downsped engines. This report describes a small study to explore the potential performance benefits of high octane ethanol blends in the legacy fleet. There are over 17 million flex-fuel vehicles (FFVs) on the road today in the United States, vehicles capable of using any fuel from E0 to E85. If a future high-octane blend for dedicated vehicles is on the horizon, the nation is faced with the classic chicken-and-egg dilemma. If today's FFVs can see a performance advantage with a high octane ethanol blend such as E25 or E30, then perhaps consumer demand for this fuel can serve as a bridge to future dedicated vehicles. Experiments were performed with four FFVs using a 10% ethanol fuel (E10) with 88 pump octane, and a market gasoline blended with ethanol to make a 30% by volume ethanol fuel (E30) with 94 pump octane. The research octane numbers were 92.4 for the E10 fuel and 100.7 for the E30 fuel. Two vehicles had gasoline direct injected (GDI) engines, and two featured port fuel injection (PFI). Significant wide open throttle (WOT) performance improvements were measured for three of the four FFVs, with one vehicle showing no change. Additionally, a conventional (non-FFV) vehicle with a small turbocharged direct-injected engine was tested with a regular grade of gasoline with no ethanol (E0) and a splash blend of this same fuel with 15% ethanol by volume (E15). RON was increased from 90.7 for the E0 to 97.8 for the E15 blend. Significant wide open throttle and thermal efficiency performance improvement was measured for this vehicle, which achieved near volumetric fuel economy parity on the aggressive US06 drive cycle, demonstrating the potential for improved fuel economy in forthcoming downsized, downsped engines with high-octane fuels.
Author: Publisher: ISBN: Category : Languages : en Pages : 87
Book Description
Higher-octane gasoline can enable increases in an internal combustion engine's energy efficiency and a vehicle's fuel economy by allowing an increase in the engine compression ratio and/or by enabling downspeeding and downsizing. Producing high-octane fuel (HOF) with the current level of ethanol blending (E10) could increase the energy and greenhouse gas (GHG) emissions intensity of the fuel product from refinery operations. Alternatively, increasing the ethanol blending level in final gasoline products could be a promising solution to HOF production because of the high octane rating and potentially low blended Reid vapor pressure (RVP) of ethanol at 25% and higher of the ethanol blending level by volume. In our previous HOF well-to-wheels (WTW) report (the so-called phase I report of the HOF WTW analysis), we conducted WTW analysis of HOF with different ethanol blending levels (i.e., E10, E25, and E40) and a range of vehicle efficiency gains with detailed petroleum refinery linear programming (LP) modeling by Jacobs Consultancy and showed that the overall WTW GHG emission changes associated with HOFVs were dominated by the positive impact associated with vehicle efficiency gains and ethanol blending levels, while the refining operations to produce gasoline blendstock for oxygenate blending (BOB) for various HOF blend levels had a much smaller impact on WTW GHG emissions (Han et al. 2015). The scope of the previous phase I study, however, was limited to evaluating PADDs 2 and 3 operation changes with various HOF market share scenarios and ethanol blending levels. Also, the study used three typical configuration models of refineries (cracking, light coking, and heavy coking) in each PADD, which may not be representative of the aggregate response of all refineries in each PADD to various ethanol blending levels and HOF market scenarios. Lastly, the phase I study assumed no new refinery expansion in the existing refineries, which limited E10 HOF production to the volume achievable by the cracking refinery configuration. To be able to satisfy large market demands of E10 HOF, that study arbitrarily relaxed the RVP requirements by replacing reformulated gasoline (RFG) RVP requirement of 7 psi in summer with conventional gasoline (CG) RVP requirement of 9 psi in summer. To examine the response by all refineries in major refinery regions, this phase II of the HOF WTW analysis employed regionally aggregated refinery models for the following six regions: PADDs 1, 2, 3, 4, and 5 excluding California (CA) and CA separately. Using aggregate refinery models, this phase II study examined the impacts of ethanol blending and HOF market shares on the refinery operations in these six regions. Also, this study included refinery expansion to produce a pre-determined HOF volume with 10% ethanol blending. In particular, this study examined several refinery expansion options using refinery configuration models to investigate a practical refinery response to the increase in E10 HOF market demand.
Author: United States. Congress. House. Committee on Science, Space, and Technology (2011) Publisher: ISBN: Category : Ethanol Languages : en Pages : 48
Author: United States. Congress Publisher: Createspace Independent Publishing Platform ISBN: 9781981744640 Category : Languages : en Pages : 122
Book Description
Mid-level ethanol blends : consumer and technical research needs : hearing before the Subcommittee on Environment, Committee on Science, Space, and Technology, House of Representatives, One Hundred Thirteenth Congress, first session, Tuesday, February 26, 2013.
Author: United States. Congress Publisher: Createspace Independent Publishing Platform ISBN: 9781977880963 Category : Languages : en Pages : 122
Book Description
Mid-level ethanol blends : consumer and technical research needs : hearing before the Subcommittee on Environment, Committee on Science, Space, and Technology, House of Representatives, One Hundred Thirteenth Congress, first session, Tuesday, February 26, 2013.
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Author: Brent D. Yacobucci
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Author: United States. Congress. House. Committee on Science, Space, and Technology (2011)
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Author: Michael R. LeBlanc
Author: United States. Congress