Kinds Of Fuels Research Articles

Structural and thermo-physical properties of sol-gel derived yttria stabilized zirconia microspheres: A viable inert matrix for minor actinide incineration

To embark upon the challenges in the field of nuclear industry including proliferation and waste management, the utilization of U-free fuel matrix (Inert Matrix Fuel) are proposed to be utilized to burn and transmute various minor actinides including Pu, Am etc. Thus in this direction, yttria stabilized zirconia (YSZ) microsphere matrix co-doped with different mol% of Ce and Nd were synthesized using internal gelation method. Different metal concentrations [M] and hexamthylnetetramine+urea (HMTA-urea) concentrations ([HMTA-urea]/[M]= [R]) were used in order to prepare crack free YSZ microspheres. The conventional sol gel method used led to the formation of anisotropic tetragonal phase due to the leaching of constituent elements. Thus a modified scheme was developed as elaborated in detail in the manuscript which resulted into an isotropic cubic phase for all compositions. The thermo-physical properties like thermal expansion, heat capacity and thermal conductivity of the samples were evaluated in the temperature range 298–1473 K and are at par with the values reported for other matrices. The thermal conductivity data showed that the conduction in these materials mainly occurs through phonon conduction and the presence of enhanced oxygen vacancies in them due to Ce and Nd doping, diminishes the thermal conductivity significantly. Further, the local structure was probed using EXAFS which confirmed them to be homogenous and coordination number 8 for all the samples. Thus with the development of such kind of fuels, the risk of proliferation can be avoided with additional advantage of energy generation.

Comparative Life Cycle Assessments and Economic Analyses of Alternative Marine Fuels: Insights for Practical Strategies

The growth of the global shipping industry has increased the interest in the environmental impact of this sector. The International Maritime Organization adopted the initial Greenhouse Gas strategy for reducing GHG emissions from ships at the 72nd Marine Environment Protection Committee in April 2018. In this study, we carried out a life cycle assessment of nine production pathways of alternative fuels, including LNG, ammonia, methanol, and biofuels, and conducted an economic analysis considering the life cycle carbon pricing of each fuel pathway. Our results indicate that biomass-based FT-diesel, e-methanol, and e-ammonia are the most environmentally friendly, with GHG reductions of 92%, 88.2%, and 86.6%, respectively. However, our net present value analysis of ship life cycle cost considering carbon price indicated that using those fuels would not be cost-effective during the target period of study. Sensitivity analysis was performed by changing the life cycle carbon pricing from the baseline scenario, and we investigated the approximate years for when these alternative fuels will become more cost-effective compared to conventional fossil fuels. Further, to provide practical implications for shipping stakeholders, we analysed the effect of blending the same kinds of fuels with different production pathways.

Diesel-natural gas dual fuel injection strategy effects on engine ignition delay and cylinder pressure evolution

Diesel pilot high-pressure direct injection (HPDI) natural gas technology has been noticed and applied in medium and heavy-duty engines due to its outstanding economy and power performance. However, the combustion of two kinds of fuels will involve more injection parameters, which increases the difficulty of designing injection strategy and calibrating injection parameters. This paper investigates comprehensively the effects of three key engine injection parameters (injection timing, injection duration of the pilot diesel, interval of injection between diesel and natural gas) on the engine ignition delay and cylinder pressure evolution using the experimentation method, which are utilized to guide the design of injection strategy and optimize injection parameters. Results show that the maximum in-cylinder pressure and its position are determined by the injection timing of natural gas, but little affected by the injection parameters of diesel. As the injection timing advances and the duration of diesel injection shortens, the ignition delay increases. To avoid rough combustion in the cylinder, it is necessary to optimize the injection timing, injection interval, and ignition diesel injection duration to ensure that the pressure rise rate does not exceed the threshold.

Determination and validation of polarization losses parameters to predict current/voltage-characteristics for SOFC button cell

Solid Oxide Fuel Cell represents a valid and clean alternative to conventional combined heat and power systems. These devices can convert different kinds of fuels into electricity with high efficiencies (up to 75–80 %) and low CO2 or hazardous emissions. In order to understand and validate Solid Oxide Fuel Cell behavior at different operating conditions, investigations are currently focusing their attention on modeling. In this work, an experimental-based model to study the effect of different hydrogen and temperature conditions on both the polarization processes and its effect on Solid Oxide Fuel Cell performance is presented. Experimental parametric campaigns were carried out using a button anode supported Solid Oxide Fuel Cell with an active area of about 2 cm2. A practical zero-dimensional mathematical model based on low and high voltage approximations of the Butler-Volmer equations was used starting from an experimental current–voltage dataset to obtain polarization curve parameters representing different physical phenomena associated with the cell. To validate the obtained results and gain additional information, electrochemical impedance spectroscopy measurements and distribution of relaxation times analysis were performed both in open circuit voltage and underload at 0.5 A/cm2. Finally, from the fitted parameters, it was possible to derive dimensionless charge transfer coefficients related to the most probable reaction mechanisms occurring in the cell, equal to 2 for the anodic process and 3.5 for the cathodic process. Moreover, from the results the obtained exchange current densities range from 0.024 A/cm2 to 0.048 A/cm2 for O2 reduction and from 0.012 A/cm2 to 0.073 A/cm2 for H2 oxidation and subsequently, the activation energies equal to 100 kJ/mol and 66 kJ/mol for anodic and cathodic electrochemical processes, respectively.

Numerical Modeling of Ammonia-Fueled Protonic-Ion Conducting Electrolyte-Supported Solid Oxide Fuel Cell (H-SOFC): A Brief Review

Solid oxide fuel cells with protonic ion conducting electrolytes (H-SOFCs) are recognized and anticipated as eco-friendly electrochemical devices fueled with several kinds of fuels. One distinct feature of SOFCs that makes them different from others is fuel flexibility. Ammonia is a colorless gas with a compound of nitrogen and hydrogen with a distinct strong smell at room temperature. It is easily dissolved in water and is a great absorbent. Ammonia plays a vital role as a caustic for its alkaline characteristics. Nowadays, ammonia is being used as a hydrogen carrier because it has carbon-free molecules and prosperous physical properties with transportation characteristics, distribution options, and storage capacity. Using ammonia as a fuel in H-SOFCs has the advantage of its ammonia cracking attributes and quality of being easily separated from generated steam. Moreover, toxic NOx gases are not formed in the anode while using ammonia as fuel in H-SOFCs. Recently, various numerical studies have been performed to comprehend the electrochemical and physical phenomena of H-SOFCs in order to develop a feasible and optimized design under different operating conditions rather than doing costlier experimentation. The aim of this concisely reviewed article is to present the current status of ammonia-fueled H-SOFC numerical modeling and the application of numerical modeling in ammonia-fueled H-SOFC geometrical shape optimization, which is still more desirable than traditional SOFCs.

Experimental study on turbulent burning velocities of premixed flames for natural gas/air mixtures

Experiments on the spherical expanding flame of turbulent premixed natural gas/air mixtures were conducted in a fan-stirred turbulent combustor for the first time. As the belief that the methane burning velocity data can be obtained for natural gas is not justified, natural gas constitutes of 90% CH4, 7% C2H6 and 3% C3H8 by volume fraction was used. The operation conditions are equivalence ratio of 0.7–1.3, initial temperature of 300–400 K, initial pressure of 0.1–0.3 MPa, turbulence intensity of 1.0–2.7 m/s, oxygen volume fraction of 15–21% and carbon dioxide volume fraction of 0–20%. A self-developed program and post-processing procedure was developed to highly restore the real information of flame front without ignoring small local information. It was concluded that methane cannot be taken as a representative of natural gas for studying turbulent burning velocities. The increase of flame propagation speed with initial pressure is not as significant as that with initial temperature and turbulence intensity under low-intermediate pressure range. Dispersions exists for previous correlations relating to turbulent flame Reynolds number, Karlovitz number, Damköhler number, respectively, and a new correlation were proposed based on the ratio of Karlovitz number and Damköhler number. The new correlation was validated by both current and previous experimental data and its advantage and applicability were summarized. It will be validated by turbulent flames of various kinds of fuels over a wide range of working conditions in the further study.

Composite Liquid Biofuels for Power Plants and Engines: Review

The problems of environmental pollution caused by the operation of power plants and engines motivate researchers to develop new biofuels. The environmental aspect of composite biofuels appears to have great potential because of the carbon neutrality of plant raw materials. This study analyzes recent advances in the production of biofuels and their application. The research findings on the properties of promising plant raw materials and their derivatives have been systematized. The most important stages (spraying, ignition, and combustion) of using biofuels and mixtures based on them in internal combustion engines have been analyzed. A separate section reviews the findings on the environmental aspect of using new fuel compositions. Most studies show great prospects for involving bio-components in the development of composite fuels. The real issue is to adjust existing engines and plants to non-conventional fuel mixtures. Another big problem is the increased viscosity and density of biofuels and oils, as well as the ambiguous effect of additives on burnout completeness and emissions. The impact of the new kinds of fuels on the condition of components and parts of engines, corrosion, and wear remains understudied. The interrelation of industrial process stages (from feedstock to an engine and a plant) has not been closely examined for composite liquid fuels. It is important to organize the available data and develop unified and adaptive technologies. Within the framework of this review work, scientific approaches to solving the above problems were considered and systematized.

Characteristics and Secondary Organic Aerosol Formation of Volatile Organic Compounds from Vehicle and Cooking Emissions

In the present work, volatile organic compounds (VOCs) from vehicle exhaust and cooking fumes were investigated via simulation experiments, which covered engine emissions produced during gasoline direct injection (GDI) using two kinds of fuels and cooking emissions produced by preparing three domestic dishes. The distinct characteristics of VOCs emitted during the two processes were identified. Alkanes (73% mass fraction on average) and aromatics (15% on average) dominated the vehicle VOCs, while oxygenated VOCs (49%) and alkanes (29%) dominated the cooking VOCs. Isopentane (22%) was the most abundant species among the vehicle VOCs. N-hexanal (20%) dominated the cooking VOCs. The n-hexanal-to-n-pentanal ratio (3.68 ± 0.64) was utilized to identify cooking VOCs in ambient air. The ozone formation potential produced by cooking VOCs was from 1.39 to 1.93 times higher than that produced by vehicle VOCs, which indicates the significant potential contribution of cooking VOCs to atmospheric ozone. With the equivalent photochemical age increasing from 0 h to 72 h, the secondary organic aerosol formation by vehicle VOCs was from 3% to 38% higher than that of cooking VOCs. Controlling cooking emissions can reduce SOA pollution in a short time due to its higher SOA formation rate than that of vehicle VOCs within the first 30 h. However, after 30 h of oxidation, the amount of SOAs formed by vehicle exhaust emissions exceeded the amount of SOAs produced by cooking activities, implying that reducing vehicle emissions will benefit particle pollution for a longer time. Our results highlight the importance of VOCs produced by cooking fumes, which has not been given much attention before. Further, our study suggested that more research on semi-volatile organic compounds produced by cooking emissions should be conducted in the future.

Lignocellulosic biomass for sustainable energy: Some neglected issues and misconceptions

Lignocellulosic biomass (LB) is widely used in the field of renewable energy production because of its low price and easy availability. Many kinds of fuels from LB have been developed and are being used in our daily lives. The LB energy has become an indispensable part in the energy mix on account of its steady and sustainable supply. However, there are some neglected issues and misconceptions regarding its development and utilization, although it has numerous advantages over other energy sources. Firstly, its development and utilization can change the living environment of organisms and decrease biodiversity to some extent, relative to using other sources of energy. Secondly, it is not a completely carbon-neutralized fuel as has been claimed in some literature. Finally, its excessive exploitation can seriously damage the environment and biosystems. This editorial will give a brief discussion on some neglected issues and misconceptions during its development and utilization for its suitable exploitation.

Simulated behaviour of wildland fire spreading through idealised heterogeneous fuels

Homogeneous vegetation is widely used in wildland fire behaviour models, although real vegetation is heterogeneous in nature and composed of different kinds of fuels and non-combustible parts. Many features of fires can arise from this heterogeneity. For land management and firefighting, creating heterogeneous fuel areas may be useful to reduce fire intensity and rate of spread (ROS), and alter fire geometry. Recently, an empirical model for fire spread in spinifex grasslands was developed and validated against experimental measurements. In this study, physics-based grassland fire behaviour simulations were conducted with varying percentages of fuel cover and alternating square and rectangular patches of burnable and non-burnable material. The environmental conditions and thermophysical properties of the grassland were kept constant throughout the simulation to separate the effects of fuel heterogeneities from other parameters. For three sets of nominal wind velocities, 3, 5.6 and 10 m s−1, we identified ‘go’ and ‘no go’ fires. Reasonable agreement between the non-dimensionalised simulated ROS and observed ROS in spinifex was found. There is a significant reduction of fire intensity, ROS, flame length, fire width and fire line length due to the heterogeneous effect of vegetation.

Technical analysis of blending fusel to reduce carbon emission and pollution emission of diesel engine

Replacing fossil energy with renewable resources is an important means of reducing carbon emissions. As a by-product of fermentation to produce ethanol, fusel oil is a renewable organic liquid with a wide range of sources. It has high environmental benefits when used as a partial substitute for diesel. The characteristics of fusel alcohols were studied by analyzing the water-holding capacity of the main components in the fusel alcohols mixed with diesel. Three kinds of fuels (20% fusel with 0% water content, 20% fusel with 6% water content, and pure diesel) were selected for their combustion and emission characteristics in a diesel engine. The results demonstrate that the absorption of moisture from the air has no visible effect on the stability of the fuel, and the fuel continues to remain single phase. Adding 20% fusel oil with 6% water content will increase brake thermal efficiency by about 0.7%. The soot emission can be reduced by up to 47.5%, and the NOx emitted by the water-containing fuel can be reduced by about 6.4%. In all, incorporating fusel oil into diesel at a ratio of 20% will not adversely affect the fuel, and it can be directly used in existing diesel engines.

Experimental observation on the end-gas autoignition and detonation affected by chemical reactivity in confined space

The deflagration-to-detonation transition remains one of the most interesting and mysterious physical phenomena in the combustion of energetic materials, which contains substantial complicated and nonlinear characteristics. In the present work, the effect of the chemical reactivity of different fuels and diluent gases on the end-gas autoignition and detonation development in a confined space was investigated. Five fuels (hydrogen, methane, iso-octane, n-heptane, and PRF50) and three diluent gases (argon, nitrogen, and carbon dioxide) were used to change the chemical reactivity. The results showed that both the chemical reactivity and shock wave had a significant influence on the end-gas autoignition and detonation development. For mixtures with different diluent gases, it was observed that the transition thresholds (denoted by critical oxygen fraction) increased in the order of argon, nitrogen, and carbon dioxide. Different detonation modes with varying shock compressions were observed under different diluents for n-heptane. Although the flame propagation of different fuels differs at 21% oxygen fraction, end-gas autoignition and detonation development processes can still be observed in all kinds of fuels when the oxygen fraction was elevated to a certain value. The transition thresholds increased in the order of hydrogen, n-heptane, PRF50, iso-octane, and methane. Further analysis revealed that the fuel with a shorter ignition delay usually required a lower flame tip velocity, accomplished with a delayed occurrence of detonation. In addition, the transition threshold was determined by the chemical reactivity and flame speed.

Diffusion and hygroscopicity of particles from diesel and biodiesel combustion in an environmental chamber

High humidity promotes the growth and agglomeration of particles, which accelerates particle deposition. The particles emitted from the natural combustion of diesel (B0), palm oil methyl ester (PME), soybean oil methyl ester (SME) and waste oil methyl ester (WME) in an environmental chamber were investigated. The particle size distributions of the four kinds of fuels were measured in the chamber at 50% and 75% relative humidity. In addition, the four kinds of combustion particles were microscopically analyzed, including SEM, contact angle and XPS to explain the hygroscopicity of particle surface. The results show that high humidity accelerates particle deposition, and coarse particles are easier to deposit than fine particles in most cases. The particle number density of the four fuels is mainly in the range of 0.3–1μm at different humidities. The peaks of the number density of 0.3-1μm particles corresponding to B0, PME, SME and WME are 3.79 × 106, 1.57 × 106, 1.20 × 106 and 0.76 × 106 #/m3, respectively. The number density of particles decreases with the increase of the humidity in most cases. It is noted that the particle number from B0 with the size of 0.3–0.5μm shows a secondary increase at about 330 min and the particle number with the size of 0.3μm at 75% humidity is higher than that at 50% humidity. The four kinds of particles possess superhydrophobic characteristics with contact angles of over 150°. The ratios of hydrophobic/hydrophilic functional groups of particles are PME, B0, SME and WME in descending order. It is found that the sulfur content and functional groups in the particles have an obvious influence on the hygroscopicity.

The Research on Characteristics of CI Engine Supplied with Biodiesels from Brown and Yellow Grease

The effect of three kinds of fuels used to supply a diesel engine on its characteristics, fuel consumption, and emissions was studied. The fuels comprised pure diesel, a blend of diesel with 6% of methyl ester of yellow grease in the form of rapeseed oil, and a blend of diesel with methyl ester of brown grease in the form of goose fat. The chromatographic analysis was conducted for these fuels, and the results are presented. Two tests, comprising measurement of fuel consumption and engine emissions, were conducted on a vehicle with a diesel engine operating under zero load and under full load. The engine’s characteristics, including both power and torque versus speed, were determined under full engine load. The results of these tests are presented in this paper. The results indicated that the use of different methyl ester-based biodiesel blends with the same content of diesel to supply the diesel engine resulted in different fuel consumption and emissions of the engine not only in comparison to the supply of pure diesel but between biodiesels analyzed.

Fission Gas Behaviors and Relevant Phenomena in Different Nuclear Fuels: A Review of Models and Experiments

Reactor structural integrity and nuclear safety are seriously affected by the fission gas behaviors and relevant physical phenomena in nuclear fuels. In this review, the fission gas behavior and relevant phenomena in different fuels for both models and experiments have been comprehensively overviewed, including fission gas release, gap/plenum pressure, grain growth, swelling, fission gas diffusion coefficients, and fuel cladding mechanical and chemical interactions under irradiations. The fission gas behaviors can be classified into single fission gas behavior and combined fission gas behavior with more interacting physics together. In addition, fission gas behaviors are also profoundly influenced by fuel performance, which is different in different kinds of fuels. The data of different nuclear fuels are collected, for example, UO2, MOX, metallic, U3Si2, UN, UC, and TRISO fuels. The models and experiments on fission gas behaviors are summarized into figures and tables for better comparisons. The fission gas behaviors are mainly subjected to burnup, time, and temperature, which profoundly impact these behaviors. The burnup will motivate the fission gas release and other fission gas behaviors. With the fuel temperature increase, the extent of some fission gas behaviors will be more strengthened, including fission gas release, gap/plenum pressure, grain growth, swelling, and fuel cladding mechanical and chemical interactions. The predicted data are consistent with the measured data, and the modeling results generally agree well with the experimental data. In addition, the observation of enhanced gas release at high burnups is unexpected. However, the modeling approaches on fission gas release behaviors still have certain uncertainties. Therefore, it still has considerable space to be improved and is worth studying in future work.

Review on Various Application Bio Fuels

Biofuels are renewables derived from microorganisms, plants or animals Are energy sources. Examples of biofuels are ethanol (mostly in the United States) Cane is also produced in Brazil), biodiesel (from vegetable oils and liquid animal fats) Derived), green diesel (derived from algae and other plant sources) and biogas (Derived from animals) (fertilizers and other digestive products). Biofuels can be solid, liquid or May be gaseous. They are most effective in the last two forms because it is transport, Facilitates distribution and clean combustion. Biofuels from organisms Are defined as derived fuels, otherwise known as organic substances. This includes any plant or moss material (including wood) and animal waste. This kind of Fuels are considered renewable energy sources because they are sustainable for life Are naturally filled by rotation. Fossils such as coal, oil and natural gas It is an attractive alternative to fuels. These products have been around for thousands of years Developed and costly and environmentally harmful processes Should be extracted from deep ground using. They are much faster than they are produced Are consumed in proportion, i.e. sooner or later the entire distribution of the planet's fossil fuels Will be reduced - especially if they are reduced to the current rate. Simply put, life Fuels are one of all fuel sources made from organic materials Say c-by. However, not all biofuels are created equal. In fact, There is a clear difference between primarybiofuels and secondary biofuels, they are differentiated based on how they are produced, but they are It also affects how they are commonly used. Biofuels are from an organism Obtained fuels - i.e. plant or algae material or animal waste. Petroleum, Coal Unlike fossil fuels such as and natural gas, biofuels are renewable energy sources. Areconsidered as evidence because they can be filled immediately.

Comprehensive Analysis of the Pollutant Characteristics of Gasoline Vehicle Emissions under Different Engine, Fuel, and Test Cycles

Vehicle exhaust emissions have seriously affected air quality and human health, and understanding the emission characteristics of vehicle pollutants can promote emission reductions. In this study, a chassis dynamometer was used to study the emission characteristics of the pollutants of two gasoline vehicles (Euro 5 and Euro 6) when using six kinds of fuels. The results show that the two tested vehicles had different engine performance under the same test conditions, which led to a significant difference in their emission characteristics. The fuel consumption and pollutant emission factors of the WLTC cycle were higher than those of the NEDC. The research octane number (RON) and ethanol content of fuels have significant effects on pollutant emissions. For the Euro 5 vehicle, CO and particle number (PN) emissions decreased under the WLTC cycle, and NOx emissions decreased with increasing RONs. For the Euro 6 vehicle, CO and NOx emissions decreased and PN emissions increased with increasing RONs. Compared with traditional gasoline, ethanol gasoline (E10) led to decreases in NOx and PN emissions, and increased CO emissions for the Euro 5 vehicle, while it led to higher PN and NOx emissions and lower CO emissions for the Euro 6 vehicle. In addition, the particulate matter emitted was mainly nucleation-mode particulate matter, accounting for more than 70%. There were two peaks in the particle size distribution, which were about 18 nm and 40 nm, respectively. Finally, compared with ethanol–gasoline, gasoline vehicles with high emission standards (Euro 6) are more suitable for the use of traditional gasoline with a high RON.

A new approach in the one-step synthesis of α-MnO2 via a modified solution combustion procedure.

Manganese oxides were synthesized systematically via the solution combustion procedure using two kinds of fuels, namely glycine and urea. The influences of the type of fuel and the fuel ratio were deeply investigated to explain the phase evolution and morphology of the product. The synthesized nanostructured powder was characterized by X-ray diffraction, particle size analysis, and FESEM. Furthermore, the thermodynamic aspects of all the synthesis reactions were studied by the calculation of the adiabatic temperature. Various manganese oxides, such as MnO, Mn3O4, Mn2O3, and MnO2, were obtained by varying the fuel ratio from 0.15 to 2. It was found that decreasing the fuel ratio promoted the formation of MnO2 by declining the combustion temperature and reductive conditions of the system. However, α-MnO2 could be simply achieved by adding KNO3 in a modified solution combustion process under fuel-lean conditions. Further heat treatment of the product was found to increase the crystallinity of the α-MnO2 nanoparticles.

ICE Relevant Physical-chemical Properties and Air Pollutant Emission of Renewable Transport Fuels from Different Generations – An Overview

The fuel demand in transport sector seems to be raised on a short and also on a long term base in the European Union and worldwide as well. A constantly growing trend is foreseen through 2050 worldwide as for using bio-based energy or fuels. Questions can arise before using these kinds of fuels in connection with the use of clean water or in terms of soil degradation, plant nutrients. It is also questionable whether they can be useful regarding their usage. First-, and second generation liquid as well as third generation gaseous bio-based fuels will be in focus in this article. They will be analyzed from physical-chemical properties and pollutant emission points of view.

A review on morphological studies of phosphors by combustion route synthesis: The role of fuels

There are several methods are developed for the synthesis of phosphor materials with different advantages like short reaction time and crystal lattice parameters. Solution combustion synthesis is one of the novel method for the synthesis of phosphor materials. In past few years, Solution combustion method has been used to develop novel nanostructured phosphor materials although there is special attention has been given to the morphological studies of the luminescent phosphors. Different kinds of fuels were employed for the synthesis of luminescent phosphor using fues like triethylamine, analine, urea, citric acid and hydrazine. This review focuses on the recent work on the phosphors prepared by solution combustion using different types of fuels.