2026-10-19T00:27:50Zhttps://ebyu-rdlopen.rawdatalibrary.net/oai/request

oai:ebyu-rdlopen.rawdatalibrary.net:ebyu/101832026-10-18T20:34:01Zopenairedrivercom_ebyu_10000col_ebyu_10001

Model-Based Exergy and Partial Techno-Economic Screening of Hydrogen, Ammonia, E-Diesel, and Waste Cooking Oil Biodiesel Pathways for Heavy-Duty Internal Combustion EnginesDemirci, Oğuz Kürşatammoniae-dieselheavy-duty enginehydrogenLatin hypercube samplingpartial techno-economic screeningreduced-order exergy modelreproducibilityVECTOwaste cooking oil biodieselBrakesCost reductionDiesel enginesEconomic analysisExergyFleet operationsHydrogen fuelsTaxationWaste incinerationCalculation toolsConsumption calculationExergy modelingHeavy duty enginesReduced orderReproducibilitiesTechno-economicsVehicle energy consumptionVehicle energy consumption calculation toolWaste cooking oilFive pathways—diesel, renewable hydrogen, green ammonia, Fischer–Tropsch e-diesel, and B100 waste cooking oil fatty acid methyl ester (WCO-FAME)—were compared on a common service basis using a reduced-order engine exergy model, a partial techno-economic cost model, and 10,000 Latin hypercube simulation samples; each alternative was paired with diesel by sample index. The results were normalised to 1 kWh of net brake work (kWhb) and 1000 tonne-kilometres of freight work (1000 tkm). A carbon balance back-calculation from European Commission Vehicle Energy Consumption Calculation Tool (VECTO) monitoring data for subgroup 5-Long Haul (5-LH; a 4 × 2 tractor–semitrailer) yielded 89.31 kWhb/1000 tkm; first-order payload penalties increased this requirement to 94.79 kWhb/1000 tkm for hydrogen and 91.97 kWhb/1000 tkm for ammonia. Deterministic central-case exergy efficiencies were 43.02% for hydrogen, 39.67% for e-diesel, 39.35% for diesel, 37.56% for B100, and 33.81% for ammonia. The study-specific partial cost was expressed in 2025 EUR per 1000 tkm and included delivered fuel, maintenance, and annualised incremental vehicle capital; common fleet costs, including driver, tyre, toll, insurance, and tax costs, and externalities were excluded. Therefore, this metric was not a full freight cost or tariff. Deterministic central-case costs were EUR 25.85/1000 tkm for diesel, EUR 26.72/1000 tkm for B100, EUR 58.64/1000 tkm for hydrogen, EUR 59.84/1000 tkm for ammonia, and EUR 67.44/1000 tkm for e-diesel. Hydrogen exceeded diesel in exergy efficiency in 96.50% of the paired simulation samples; all three electrofuel pathways were costlier than diesel in every paired simulation sample, whereas B100 was cheaper than diesel in 35.62% of the paired simulation samples. Thus, hydrogen led in exergy efficiency, diesel in cost under the defined partial economic boundary, and B100 was the closest cost competitor. These are conditional model-screening results rather than a completed comparative life-cycle assessment: no quantitative life-cycle impact assessment (LCIA), environmental ranking or marginal abatement cost result is reported. © 2026 by the author.Multidisciplinary Digital Publishing Institute (MDPI)2026Articlehttps://rdlopen.rawdatalibrary.net/r/ebyu/10183https://doi.org/10.3390/pr141727642227-9717enProcessesinfo:eu-repo/semantics/openAccessinfo:eu-repo/semantics/articlehttps://ebyu-rdlopen.rawdatalibrary.net/tr/items/ebyu/10183