Conversion of poplar biomass into high-energy density tricyclic sesquiterpene jet fuel blendstocks

Abstract Background In an effort to ensure future energy security, reduce greenhouse gas emissions and create domestic jobs, the US has invested in technologies to develop sustainable biofuels and bioproducts from renewable carbon sources such as lignocellulosic biomass. Bio-derived jet fuel is of particular interest as aviation is less amenable to electrification compared to other modes of transportation and synthetic biology provides the ability to tailor fuel properties to enhance performance. Specific energy and energy density are important properties in determining the attractiveness of potential bio-derived jet fuels. For example, increased energy content can give the industry options such as longer range, higher load or reduced takeoff weight. Energy-dense sesquiterpenes have been identified as potential next-generation jet fuels that can be renewably produced from lignocellulosic biomass. Results We developed a biomass deconstruction and conversion process that enabled the production of two tricyclic sesquiterpenes, epi-isozizaene and prespatane, from the woody biomass poplar using the versatile basidiomycete Rhodosporidium toruloides. We demonstrated terpene production at both bench and bioreactor scales, with prespatane titers reaching 1173.6 mg/L when grown in poplar hydrolysate in a 2 L bioreactor. Additionally, we examined the theoretical fuel properties of prespatane and epi-isozizaene in their hydrogenated states as blending options for jet fuel, and compared them to aviation fuel, Jet A. Conclusion Our findings indicate that prespatane and epi-isozizaene in their hydrogenated states would be attractive blending options in Jet A or other lower density renewable jet fuels as they would improve viscosity and increase their energy density. Saturated epi-isozizaene and saturated prespatane have energy densities that are 16.6 and 18.8% higher than Jet A, respectively. These results highlight the potential of R. toruloides as a production host for the sustainable and scalable production of bio-derived jet fuel blends, and this is the first report of prespatane as an alternative jet fuel.

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Ignition and Combustion Performances of High-Energy-Density Jet Fuels Catalyzed by Pt and Pd Nanoparticles

Energy & Fuels ◽

10.1021/acs.energyfuels.7b03342 ◽

2018 ◽

Vol 32 (2) ◽

pp. 2163-2169 ◽

Cited By ~ 7

Author(s):

Xiu-tian-feng E ◽

Xiaomin Zhi ◽

Xiangwen Zhang ◽

Li Wang ◽

Shengli Xu ◽

...

Keyword(s):

Energy Density ◽

Pd Nanoparticles ◽

High Energy ◽

High Energy Density ◽

Jet Fuels ◽

Ignition And Combustion

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Energy System Modelling Challenges for Synthetic Fuels

Johnson Matthey Technology Review ◽

10.1595/205651321x16049404388783 ◽

2020 ◽

Author(s):

Seokyoung Kim ◽

Paul E. Dodds ◽

Isabela Butnar

Keyword(s):

Energy System ◽

High Energy ◽

Jet Fuel ◽

Synthetic Jet ◽

High Energy Density ◽

Jet Fuels ◽

System Modelling ◽

Synthetic Fuels ◽

Long Distance ◽

Negative Emissions

Long-distance air travel requires fuel with a high specific energy and a high energy density. There are no viable alternatives to carbon-based fuels. Synthetic jet fuel from the Fischer-Tropsch (FT) process, employing sustainable feedstocks, is a potential low-carbon alternative. A number of synthetic fuel production routes have been developed, using a range of feedstocks including biomass, waste, hydrogen and captured CO2. We review three energy system models and find that many of these production routes are not represented. We examine the market share of synthetic fuels in each model in a scenario in which the Paris Agreement target is achieved. In 2050, it is cheaper to use conventional jet fuel coupled with a negative emissions technology than to produce sustainable synthetic fuels in the TIAM-UCL and UK TIMES models. However, the JRC-EU-TIMES model, which represents the most production routes, finds a substantial role for synthetic jet fuels, partly because underground CO2 storage is assumed limited. These scenarios demonstrate a strong link between synthetic fuels, carbon capture and storage, and negative emissions. Future model improvements include better representing blending limits for synthetic jet fuels to meet international fuel standards, reducing the costs of synthetic fuels, and ensuring production routes are sustainable.

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Computational insights into novel dicobalt polynitrogen: structure, stability, intermolecular interaction, and application

Canadian Journal of Chemistry ◽

10.1139/cjc-2016-0540 ◽

2017 ◽

Vol 95 (6) ◽

pp. 656-663

Author(s):

Tingting Zhu ◽

Ping Ning ◽

Jinhui Peng ◽

Xiuying Zhang ◽

Lihong Tang

Keyword(s):

Energy Density ◽

Intermolecular Interaction ◽

Density Functional ◽

Energy Content ◽

Energetic Material ◽

High Energy ◽

High Energy Density ◽

Structure Stability ◽

Chemical Hardness ◽

Covalent Interaction

Previous studies have suggested that polynitrogen species are significant as potential candidates for superior energetic material. In this paper, the polynitrogen species of Co2(N5)4 were reasonably designed and studied by the density functional theory (DFT), and five isomers of Co2(N5)4 were selected. These species were explored in detail, including structure, stability, intermolecular interaction, and application. The five isomers, each with its own special structure feature, were stable enough based on the analysis of bond energy, chemical hardness, and aromaticity. Furthermore, the intermolecular interactions suggested the presence of a covalent interaction in the Co–Co and N–N bonds, the electronic delocalization in cyclo-N5, and the ionic feature in the Co–N bond. In addition, all of the title species held high-energy content. Compared with the known high energy density materials of HB(N5)3Be2(N5)3BH, energetic material of nitromethane, and famous nitramine explosive HMX (1,3,5,7-tetranitro-1,3,5,7-tetrazocane), Co2(N5)4 holds a stronger advantage. The five Co2(N5)4 species were located at 27.8–35.8 kcal/mol per N2 unit, their energy densities were about 2.73 × 104 MJ/kg, and their mass densities were in the range of 2.60–2.74 g/cm3. Significantly, the 4-1 was the most stable, and its density was also the greatest among the five species. Thus, it has the most potential as a high energy density material.

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Development of High-Energy-Density Liquid Aerospace Fuel: A Perspective

Transactions of Tianjin University ◽

10.1007/s12209-021-00302-x ◽

2021 ◽

Author(s):

Jiaorong Nie ◽

Tinghao Jia ◽

Lun Pan ◽

Xiangwen Zhang ◽

Ji-Jun Zou

Keyword(s):

Energy Density ◽

Life Quality ◽

High Energy ◽

High Energy Density ◽

Jet Fuels ◽

Human Beings ◽

Flight Range ◽

And Performance ◽

Liquid Propellants

AbstractAerospace aircraft has significantly improved the life quality of human beings and extended the capability of space explosion since its appearance in 1903, in which liquid propellants or fuels provide the key power source. For jet fuels, its property of energy density plays an important role in determining the flight range, load, and performance of the aircraft. Therefore, the design and fabrication of high-energy-density (HED) fuels attract more and more attention from researchers all over the world. Herein, we briefly introduce the development of liquid jet fuels and HED fuels and demonstrate the future development of HED fuels. To further improve the energy density of fuel, the approaches of design and construction of multi-cyclic and stained molecule structures are proposed. To break through the density limit of hydrocarbon fuels, the addition of energetic nanoparticles in HED fuels to produce nanofluid or gelled fuels may provide a facile and effective method to significantly increase the energy density. This work provides the perspective for the development of HED fuels for advanced aircrafts.

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Catalytic synthesis of high-energy–density jet-fuel-range polycyclic fuel by dimerization reaction

Fuel ◽

10.1016/j.fuel.2021.122077 ◽

2022 ◽

Vol 308 ◽

pp. 122077

Author(s):

Ying Chen ◽

Chengxiang Shi ◽

Tinghao Jia ◽

Qiduan Cai ◽

Lun Pan ◽

...

Keyword(s):

Energy Density ◽

High Energy ◽

Jet Fuel ◽

Catalytic Synthesis ◽

High Energy Density ◽

Dimerization Reaction

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Jet Fuels Development and Alternatives

Proceedings of the Institution of Mechanical Engineers Part G Journal of Aerospace Engineering ◽

10.1243/pime_proc_1995_209_281_02 ◽

1995 ◽

Vol 209 (2) ◽

pp. 147-156 ◽

Cited By ~ 2

Author(s):

E M Goodger

Keyword(s):

High Performance ◽

Energy Content ◽

Flame Temperature ◽

Combustion Products ◽

High Energy ◽

Liquid Hydrogen ◽

Aviation Fuel ◽

Jet Fuels ◽

Engine Design ◽

Near Term

The jet engine group comprises aero turbines, ramjets and rockets, their level of performance increasing in that order, with fuel requirements showing both similarities and differences. The conventional fuel for aero turbine engines, for example, is aviation kerosine, several variants of which exist for specific applications. Aviation fuel specifications are invariably stringent, and variations with density are shown for typical properties. The dwindling availability of optimal crudes over the last 25 years has resulted in a general degradation in the quality of aviation kerosine, with adverse effects on combustion performance, emissions and engine life except where hardware solutions emerged in parallel. In fact, the reduction of emissions is seen to be more a matter of engine design than fuel technology. In the near term, supplies of kerosine may be supplemented from sources other than crude oil, whereas in the longer term, kerosine may be substituted by liquid methane and/or liquid hydrogen. In comparison with kerosine, liquid hydrogen produces more nitrogen in its combustion products on a fuel mass basis, but less on an energy basis, although the flame temperature is higher giving possibilities of more NOx. The fuel requirements of high energy content and storage stability apply across the board, but additional parameters of concern are heat capacity in the case of ramjets, and combustion-product chemistry with rockets, which demand a range of candidate high-performance fuels.

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Generation of H2 on Board Lng Vessels for Consumption in the Propulsion System

Polish Maritime Research ◽

10.2478/pomr-2020-0009 ◽

2020 ◽

Vol 27 (1) ◽

pp. 83-95

Author(s):

Ignacio Arias Fernández ◽

Manuel Romero Gómez ◽

Javier Romero Gómez ◽

Luis M. López-González

Keyword(s):

Energy Density ◽

Energy Efficient ◽

Storage Systems ◽

Energy Content ◽

Storage System ◽

High Energy ◽

High Energy Density ◽

Injection System ◽

Gas Combustion ◽

Safety Hazard

AbstractAt present, LNG vessels without reliquefaction plants consume the BOG (boil-off gas) in their engines and the excess is burned in the gas combustion unit without recovering any of its energy content. Excess BOG energy could be captured to produce H2, a fuel with high energy density and zero emissions, through the installation of a reforming plant. Such H2 production would, in turn, require on-board storage for its subsequent consumption in the propulsion plant when navigating in areas with stringent anti-pollution regulations, thus reducing CO2 and SOX emissions. This paper presents a review of the different H2 storage systems and the methods of burning it in propulsion engines, to demonstrate the energetic viability thereof on board LNG vessels. Following the analysis, it is identified that a pressurised and cooled H2 storage system is the best suited to an LNG vessel due to its simplicity and the fact that it does not pose a safety hazard. There are a number of methods for consuming the H2 generated in the DF engines that comprise the propulsion plant, but the use of a mixture of 70% CH4-30% H2 is the most suitable as it does not require any modifications to the injection system. Installation of an on-board reforming plant and H2 storage system generates sufficient H2 to allow for almost 3 days’ autonomy with a mixture of 70%CH4-30%H2. This reduces the engine consumption of CH4 by 11.38%, thus demonstrating that the system is not only energy-efficient, but lends greater versatility to the vessel.

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Synthesis of Bio‐Based Methylcyclopentadiene from 2,5‐Hexanedione: A Sustainable Route to High Energy Density Jet Fuels

ChemSusChem ◽

10.1002/cssc.202002209 ◽

2020 ◽

Author(s):

Josanne‐Dee Woodroffe ◽

Benjamin G. Harvey

Keyword(s):

Energy Density ◽

High Energy ◽

High Energy Density ◽

Jet Fuels

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HUBUNGAN DENSITAS ENERGI DAN ASUPAN CAIRAN DENGAN BERAT JENIS URIN PADA REMAJA

Journal of Nutrition College ◽

10.14710/jnc.v6i4.18670 ◽

2017 ◽

Vol 6 (4) ◽

pp. 326

Author(s):

Liani Setyarsih ◽

Martha Ardiaria ◽

Deny Yudi Fitranti

Keyword(s):

Physical Activity ◽

Energy Density ◽

Specific Gravity ◽

Fluid Intake ◽

Energy Content ◽

High Energy ◽

High Energy Density ◽

Observational Research ◽

Urine Specific Gravity ◽

Hydration Status

Background: Hydration status is a condition that describes total body fluid. One of the method of measuring hydration status is urine specific gravity. Energy density of food is the amount energy content of total weight food. Foods with high energy density tend to have a lower water content, which will affect fluid intake. The aim of this research was to know the correlation of energy density and fluid intake with urine specific gravity as one of the markers of hydration status. Method: This was an observational research with cross-sectional study design. The research was conducted in Senior High School 15 Semarang involving 55 subjects by Simple Random Sampling method. Food intake and fluid intake were assessed by 1x24 hours Food Recall. Urine specific gravity measured in laboratory. Body fat percentage measured by BIA (Bioelectrical Impendance Analysis) and physical activity assessed by 1x24 hours record physical activity. Data were analyzed by rank spearman.Result: Median of urine specific gravity men and women was 1,02 g/ml. Mean of energy density in men was 1,8±0,32 kcal/gram, in women was 2,1±0,59 kkal/gram. Mean of fluid intake in men was 2406,4±491,38 ml, in women was 2159,5±648,42ml. There was significant correlation of fluid intake with hydration status (p=0,027). There was no significant correlation of energy density and hydration status (p=0,218). Multivariate analysis showed that 14,6% of hydration status is affected by both fluid intake and energy intake. Conclusion: There was significant correlation of fluid intake with urine specific gravity. There was no significant correlation of energy density and urine specific gravity.

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