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      in Energy

      3 Questions: Daniel Cohn on the benefits of high-efficiency, flexible-fuel engines for heavy-duty trucking

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      The California Air Resources Board has adopted a regulation that requires truck and engine manufacturers to reduce the nitrogen oxide (NOx) emissions from new heavy-duty trucks by 90 percent starting in 2027. NOx from heavy-duty trucks is one of the main sources of air pollution, creating smog and threatening respiratory health. This regulation requires the largest air pollution cuts in California in more than a decade. How can manufacturers achieve this aggressive goal efficiently and affordably?

      Daniel Cohn, a research scientist at the MIT Energy Initiative, and Leslie Bromberg, a principal research scientist at the MIT Plasma Science and Fusion Center, have been working on a high-efficiency, gasoline-ethanol engine that is cleaner and more cost-effective than existing diesel engine technologies. Here, Cohn explains the flexible-fuel engine approach and why it may be the most realistic solution — in the near term — to help California meet its stringent vehicle emission reduction goals. The research was sponsored by the Arthur Samberg MIT Energy Innovation fund.

      Q. How does your high-efficiency, flexible-fuel gasoline engine technology work?

      A. Our goal is to provide an affordable solution for heavy-duty vehicle (HDV) engines to emit low levels of nitrogen oxide (NOx) emissions that would meet California’s NOx regulations, while also quick-starting gasoline-consumption reductions in a substantial fraction of the HDV fleet.

      Presently, large trucks and other HDVs generally use diesel engines. The main reason for this is because of their high efficiency, which reduces fuel cost — a key factor for commercial trucks (especially long-haul trucks) because of the large number of miles that are driven. However, the NOx emissions from these diesel-powered vehicles are around 10 times greater than those from spark-ignition engines powered by gasoline or ethanol.

      Spark-ignition gasoline engines are primarily used in cars and light trucks (light-duty vehicles), which employ a three-way catalyst exhaust treatment system (generally referred to as a catalytic converter) that reduces vehicle NOx emissions by at least 98 percent and at a modest cost. The use of this highly effective exhaust treatment system is enabled by the capability of spark-ignition engines to be operated at a stoichiometric air/fuel ratio (where the amount of air matches what is needed for complete combustion of the fuel).

      Diesel engines do not operate with stoichiometric air/fuel ratios, making it much more difficult to reduce NOx emissions. Their state-of-the-art exhaust treatment system is much more complex and expensive than catalytic converters, and even with it, vehicles produce NOx emissions around 10 times higher than spark-ignition engine vehicles. Consequently, it is very challenging for diesel engines to further reduce their NOx emissions to meet the new California regulations.

      Our approach uses spark-ignition engines that can be powered by gasoline, ethanol, or mixtures of gasoline and ethanol as a substitute for diesel engines in HDVs. Gasoline has the attractive feature of being widely available and having a comparable or lower cost than diesel fuel. In addition, presently available ethanol in the U.S. produces up to 40 percent less greenhouse gas (GHG) emissions than diesel fuel or gasoline and has a widely available distribution system.

      To make gasoline- and/or ethanol-powered spark-ignition engine HDVs attractive for widespread HDV applications, we developed ways to make spark-ignition engines more efficient, so their fuel costs are more palatable to owners of heavy-duty trucks. Our approach provides diesel-like high efficiency and high power in gasoline-powered engines by using various methods to prevent engine knock (unwanted self-ignition that can damage the engine) in spark-ignition gasoline engines. This enables greater levels of turbocharging and use of higher engine compression ratios. These features provide high efficiency, comparable to that provided by diesel engines. Plus, when the engine is powered by ethanol, the required knock resistance is provided by the intrinsic high knock resistance of the fuel itself. 

      Q. What are the major challenges to implementing your technology in California?

      A. California has always been the pioneer in air pollutant control, with states such as Washington, Oregon, and New York often following suit. As the most populous state, California has a lot of sway — it’s a trendsetter. What happens in California has an impact on the rest of the United States.

      The main challenge to implementation of our technology is the argument that a better internal combustion engine technology is not needed because battery-powered HDVs — particularly long-haul trucks — can play the required role in reducing NOx and GHG emissions by 2035. We think that substantial market penetration of battery electric vehicles (BEV) in this vehicle sector will take a considerably longer time. In contrast to light-duty vehicles, there has been very little penetration of battery power into the HDV fleet, especially in long-haul trucks, which are the largest users of diesel fuel. One reason for this is that long-haul trucks using battery power face the challenge of reduced cargo capability due to substantial battery weight. Another challenge is the substantially longer charging time for BEVs compared to that of most present HDVs.

      Hydrogen-powered trucks using fuel cells have also been proposed as an alternative to BEV trucks, which might limit interest in adopting improved internal combustion engines. However, hydrogen-powered trucks face the formidable challenges of producing zero GHG hydrogen at affordable cost, as well as the cost of storage and transportation of hydrogen. At present the high purity hydrogen needed for fuel cells is generally very expensive.

      Q. How does your idea compare overall to battery-powered and hydrogen-powered HDVs? And how will you persuade people that it is an attractive pathway to follow?

      A. Our design uses existing propulsion systems and can operate on existing liquid fuels, and for these reasons, in the near term, it will be economically attractive to the operators of long-haul trucks. In fact, it can even be a lower-cost option than diesel power because of the significantly less-expensive exhaust treatment and smaller-size engines for the same power and torque. This economic attractiveness could enable the large-scale market penetration that is needed to have a substantial impact on reducing air pollution. Alternatively, we think it could take at least 20 years longer for BEVs or hydrogen-powered vehicles to obtain the same level of market penetration.

      Our approach also uses existing corn-based ethanol, which can provide a greater near-term GHG reduction benefit than battery- or hydrogen-powered long-haul trucks. While the GHG reduction from using existing ethanol would initially be in the 20 percent to 40 percent range, the scale at which the market is penetrated in the near-term could be much greater than for BEV or hydrogen-powered vehicle technology. The overall impact in reducing GHGs could be considerably greater.

      Moreover, we see a migration path beyond 2030 where further reductions in GHG emissions from corn ethanol can be possible through carbon capture and sequestration of the carbon dioxide (CO2) that is produced during ethanol production. In this case, overall CO2 reductions could potentially be 80 percent or more. Technologies for producing ethanol (and methanol, another alcohol fuel) from waste at attractive costs are emerging, and can provide fuel with zero or negative GHG emissions. One pathway for providing a negative GHG impact is through finding alternatives to landfilling for waste disposal, as this method leads to potent methane GHG emissions. A negative GHG impact could also be obtained by converting biomass waste into clean fuel, since the biomass waste can be carbon neutral and CO2 from the production of the clean fuel can be captured and sequestered.

      In addition, our flex-fuel engine technology may be synergistically used as range extenders in plug-in hybrid HDVs, which use limited battery capacity and obviates the cargo capability reduction and fueling disadvantages of long-haul trucks powered by battery alone.

      With the growing threats from air pollution and global warming, our HDV solution is an increasingly important option for near-term reduction of air pollution and offers a faster start in reducing heavy-duty fleet GHG emissions. It also provides an attractive migration path for longer-term, larger GHG reductions from the HDV sector. More

    • 88 Shares99 Views

      in Environment

      A new approach to preventing human-induced earthquakes

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      When humans pump large volumes of fluid into the ground, they can set off potentially damaging earthquakes, depending on the underlying geology. This has been the case in certain oil- and gas-producing regions, where wastewater, often mixed with oil, is disposed of by injecting it back into the ground — a process that has triggered sizable seismic events in recent years.

      Now MIT researchers, working with an interdisciplinary team of scientists from industry and academia, have developed a method to manage such human-induced seismicity, and have demonstrated that the technique successfully reduced the number of earthquakes occurring in an active oil field.

      Their results, appearing today in Nature, could help mitigate earthquakes caused by the oil and gas industry, not just from the injection of wastewater produced with oil, but also that produced from hydraulic fracturing, or “fracking.” The team’s approach could also help prevent quakes from other human activities, such as the filling of water reservoirs and aquifers, and the sequestration of carbon dioxide in deep geologic formations.

      “Triggered seismicity is a problem that goes way beyond producing oil,” says study lead author Bradford Hager, the Cecil and Ida Green Professor of Earth Sciences in MIT’s Department of Earth, Atmospheric and Planetary Sciences. “This is a huge problem for society that will have to be confronted if we are to safely inject carbon dioxide into the subsurface. We demonstrated the kind of study that will be necessary for doing this.”

      The study’s co-authors include Ruben Juanes, professor of civil and environmental engineering at MIT, and collaborators from the University of California at Riverside, the University of Texas at Austin, Harvard University, and Eni, a multinational oil and gas company based in Italy.

      Safe injections

      Both natural and human-induced earthquakes occur along geologic faults, or fractures between two blocks of rock in the Earth’s crust. In stable periods, the rocks on either side of a fault are held in place by the pressures generated by surrounding rocks. But when a large volume of fluid is suddenly injected at high rates, it can upset a fault’s fluid stress balance. In some cases, this sudden injection can lubricate a fault and cause rocks on either side to slip and trigger an earthquake.

      The most common source of such fluid injections is from the oil and gas industry’s disposal of wastewater that is brought up along with oil. Field operators dispose of this water through injection wells that continuously pump the water back into the ground at high pressures.

      “There’s a lot of water produced with the oil, and that water is injected into the ground, which has caused a large number of quakes,” Hager notes. “So, for a while, oil-producing regions in Oklahoma had more magnitude 3 quakes than California, because of all this wastewater that was being injected.”

      In recent years, a similar problem arose in southern Italy, where injection wells on oil fields operated by Eni triggered microseisms in an area where large naturally occurring earthquakes had previously occurred. The company, looking for ways to address the problem, sought consulation from Hager and Juanes, both leading experts in seismicity and subsurface flows.

      “This was an opportunity for us to get access to high-quality seismic data about the subsurface, and learn how to do these injections safely,” Juanes says.

      Seismic blueprint

      The team made use of detailed information, accumulated by the oil company over years of operation in the Val D’Agri oil field, a region of southern Italy that lies in a tectonically active basin. The data included information about the region’s earthquake record, dating back to the 1600s, as well as the structure of rocks and faults, and the state of the subsurface corresponding to the various injection rates of each well.

      This video shows the change in stress on the geologic faults of the Val d’Agri field from 2001 to 2019, as predicted by a new MIT-derived model. Video credit: A. Plesch (Harvard University)

      This video shows small earthquakes occurring on the Costa Molina fault within the Val d’Agri field from 2004 to 2016. Each event is shown for two years fading from an initial bright color to the final dark color. Video credit: A. Plesch (Harvard University)

      The researchers integrated these data into a coupled subsurface flow and geomechanical model, which predicts how the stresses and strains of underground structures evolve as the volume of pore fluid, such as from the injection of water, changes. They connected this model to an earthquake mechanics model in order to translate the changes in underground stress and fluid pressure into a likelihood of triggering earthquakes. They then quantified the rate of earthquakes associated with various rates of water injection, and identified scenarios that were unlikely to trigger large quakes.

      When they ran the models using data from 1993 through 2016, the predictions of seismic activity matched with the earthquake record during this period, validating their approach. They then ran the models forward in time, through the year 2025, to predict the region’s seismic response to three different injection rates: 2,000, 2,500, and 3,000 cubic meters per day. The simulations showed that large earthquakes could be avoided if operators kept injection rates at 2,000 cubic meters per day — a flow rate comparable to a small public fire hydrant.

      Eni field operators implemented the team’s recommended rate at the oil field’s single water injection well over a 30-month period between January 2017 and June 2019. In this time, the team observed only a few tiny seismic events, which coincided with brief periods when operators went above the recommended injection rate.

      “The seismicity in the region has been very low in these two-and-a-half years, with around four quakes of 0.5 magnitude, as opposed to hundreds of quakes, of up to 3 magnitude, that were happening between 2006 and 2016,” Hager says. 

      The results demonstrate that operators can successfully manage earthquakes by adjusting injection rates, based on the underlying geology. Juanes says the team’s modeling approach may help to prevent earthquakes related to other processes, such as the building of water reservoirs and the sequestration of carbon dioxide — as long as there is detailed information about a region’s subsurface.

      “A lot of effort needs to go into understanding the geologic setting,” says Juanes, who notes that, if carbon sequestration were carried out on depleted oil fields, “such reservoirs could have this type of history, seismic information, and geologic interpretation that you could use to build similar models for carbon sequestration. We show it’s at least possible to manage seismicity in an operational setting. And we offer a blueprint for how to do it.”

      This research was supported, in part, by Eni. More