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Artykuły w czasopismach na temat "HYDROTREATED FUEL"
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Aliyeva, F. Kh, S. G. Aliyeva, G. F. Mamedova, E. M. Kulieva i S. F. Jabbarly. "Influence of malonik acid monoamides on the thermal-oxidating stability of dieseln fuel". Azerbaijan Oil Industry, nr 12 (15.12.2023): 31–34. http://dx.doi.org/10.37474/0365-8554/2023-12-31-34.
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To improve environmental standards from diesel fuels (DF), it is necessary to remove sulfur and nitrogen-containing heterocyclic compounds, which leads to a decrease in oxidative stability, since sulfur and nitrogen compounds are natural antioxidants and help to inhibit the oxidation process of diesel fuel. This article discusses the effective and promising antioxidants synthesized by us for hydrotreated diesel fuel. For this purpose, monoamides of malonic acid (MA) were synthesized; malonic acid and aliphatic amines (from butyl to nonylamine) of various structures were taken as starting compounds. Their structures were studied by IR spectroscopy. Their physicochemical properties have also been studied. With the addition of 0.004 % of the synthesized malonic acid monoamides to hydrotreated diesel fuel, compositions were prepared that were oxidized at 120 oC for 4 hours on an LSART apparatus. It has been established that, compared with the hydrotreated diesel fuel itself, monoamides of MA reduce precipitation by 2–45 times, and compared with the known ionol, MA monoamides have better performance, for example, with the addition of MA monobutylamide, precipitation decreases from 4.5 mg/100 ml to 0.5 mg/100 ml, and monoisobutylamide reduces to 0.1 mg/100 ml. Thus, monoamides of MA can be proposed as antioxidants for hydrotreated diesel fuel due to their high antioxidant properties.
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Nikonorov, V. M. "Estimating Quality (Density) of Hydrotreated Straight-Run Winter Diesel Fuel". Materials Science Forum 1086 (27.04.2023): 147–54. http://dx.doi.org/10.4028/p-t766tk.
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The research objective is to simplify the method for estimating the density of straight-run hydrotreated winter diesel fuel (HTDFWs). The density of straight-run hydrotreated winter diesel fuel is one of the quality indicators ultimately determining the density of winter diesel fuel and therefore, the quality of winter diesel fuel in terms of density. Problems: to describe the current methodology for estimating the HTDFWs’ density, isolate the cycles, and express the cycles by formulas. Research methods – analysis, synthesis, comparison, mathematical analysis. As a result, simplified density calculation with expressing cycles by formulas has been proposed. A mathematical model has been obtained to estimate the density of straight-run hydrotreated winter diesel fuel.
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Tilli, Aki, Tuomo Hulkkonen, Ossi Kaario, Martti Larmi, Teemu Sarjovaara i Kalle Lehto. "Biofuel blend late post-injection effects on oil dilution and diesel oxidation catalyst performance". International Journal of Engine Research 19, nr 9 (24.10.2017): 941–51. http://dx.doi.org/10.1177/1468087417736466.
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In this article, the effects of different biofuel–diesel blends on engine oil dilution and diesel oxidation catalyst performance during late post-injections were investigated. The engine tests were made with an off-road diesel engine under low load conditions at 1200 r/min engine speed. During the experiments, oil samples were periodically taken from the engine oil and later analyzed. Emissions and temperatures before and after the diesel oxidation catalyst were also measured. The fuels studied were fossil EN590:2013 diesel fuel, 30 vol.% biodiesel (fatty acid methyl ester) and 30 vol.% hydrotreated vegetable oil, which is a paraffinic diesel fuel fulfilling the EN15940 specification. The novelty of the study is based on two parts. First, similar late post-injection tests were run with blends of both hydrotreated vegetable oil and fatty acid methyl ester, giving a rare comparison with the fuels. Second, oil dilution and the fuel exit rates during normal mode without the late post-injections were measured. The results showed the oil dilution and the diesel oxidation catalyst performance to be very similar with regular diesel and hydrotreated vegetable oil blend. With the fatty acid methyl ester blend, increased oil dilution, smaller temperature rise in the diesel oxidation catalyst and higher emissions were measured. This indicates that during diesel particulate filter regeneration by late post-injections, fatty acid methyl ester blends increase fuel consumption and require shorter oil change intervals, while hydrotreated vegetable oil blends require no parameter changes.
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Mulyono, Ary Budi, Bambang Sugiarto, Muchammad Taufiq Suryantoro, Hari Setiapraja, Siti Yubaidah, Mochammad Ilham Attharik, Muhamad Raihan Ariestiawan i Andro Cohen. "Effect of hydrotreating in biodiesel on the growth of deposits in the combustion chamber as a solution for the deposits reduction in the usage of biodiesel". E3S Web of Conferences 67 (2018): 02014. http://dx.doi.org/10.1051/e3sconf/20186702014.
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The usage of biodiesel has been encouraged by government based on the issuance of The Regulation of Minister of Energy and Mineral Resources No. 12/2015 on the supply, utilization, and administration of biofuels as other alternative fuels. This regulation sets mandatory biodiesel mixture by 30 percent for national energy consumption by 2025. But the usage of biodiesel with a larger percentage in diesel engines still leaves some problems with the decline of biodiesel fuel quality and the formation of deposits in combustion chamber and injectors. The purpose of this study is to compare biodiesel fuel (B20) with Hydrotreated Biodiesel (HBD) in an experiment by using fuel droplet method on a plate to observe the characteristics and mechanism of deposit formation. Plates are heated in few temperature variations in a sealed test rig so that the conditions are similar to the engine real conditions. Deposit growth of Hydrotreated Biodiesel as known as Hydrotreated Vegetable Oil (HVO) less better than Fatty Acid Methyl Ester (FAME). It may occurred because the lubricity of HVO is very low due to the absence of sulfur and oxygen compounds in the fuel, that causes oxidation that can lead to deposits in the combustion chamber.
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Tarusov, D. V., V. K. Slakaev, G. S. Mutovkin, V. E. Znaemov, A. N. Karpov, N. Y. Bashkirtseva, A. V. Tarasov i D. V. Borisanov. "Changing the properties of narrow fractions in the process of hydrotreating light coking gas oil". World of petroleum products 04 (2022): 36–41. http://dx.doi.org/10.32758/2782-3040-2022-0-4-36-41.
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Currently, the main products of the delayed coking plant in the Russian Federation (after hydrotreating) are gasoline and diesel fuel summer. The paper presents the results of a study of the properties of narrow fractions of coking gas oil and hydrotreated coking gas oil, which showed the prospect of organizing production based on the coking process of more marginal aviation kerosene and winter diesel fuel. The separation of products into narrow 20 degree fractions was carried out on an automatic distillation unit AUTOMAXX 9100. The dependences of nitrogen, sulfur, aromatics, density, and low-temperature properties on the boiling temperatures of narrow fractions of the composition of light coking gas oil and hydrotreated light coking gas oil have been studied. Analysis of the properties of narrow fractions of hydrotreated light coking gas oil has shown the theoretical possibility of obtaining fractions of jet fuel and winter diesel fuel on its basis, instead of summer diesel fuel.
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Zeman, Petr, Vladimír Hönig, Martin Kotek, Jan Táborský, Michal Obergruber, Jakub Mařík, Veronika Hartová i Martin Pechout. "Hydrotreated Vegetable Oil as a Fuel from Waste Materials". Catalysts 9, nr 4 (4.04.2019): 337. http://dx.doi.org/10.3390/catal9040337.
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Biofuels have become an integral part of everyday life in modern society. Bioethanol and fatty acid methyl esters are a common part of both the production of gasoline and diesel fuels. Also, pressure on replacing fossil fuels with bio-components is constantly growing. Waste vegetable fats can replace biodiesel. Hydrotreated vegetable oil (HVO) seems to be a better alternative. This fuel has a higher oxidation stability for storage purposes, a lower temperature of loss of filterability for the winter time, a lower boiling point for cold starts, and more. Viscosity, density, cold filter plugging point of fuel blend, and flash point have been measured to confirm that a fuel from HVO is so close to a fuel standard that it is possible to use it in engines without modification. The objective of this article is to show the properties of different fuels with and without HVO admixtures and to prove the suitability of using HVO compared to FAME. HVO can also be prepared from waste materials, and no major modifications of existing refinery facilities are required. No technology in either investment or engine adaptation of fuel oils is needed in fuel processing.
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Sharipov, A. Kh, i V. R. Nigmatullin. "Removal of Sulfur from Hydrotreated Diesel Fuel". Chemistry and Technology of Fuels and Oils 41, nr 3 (maj 2005): 225–29. http://dx.doi.org/10.1007/s10553-005-0054-z.
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Yu, Guo Xian, Qian Zhong, Mei Jin, Jin Huang Wang i Ping Lu. "Deep Desulfurization of Diesel Fuel Oxidized with TBHP Coupled with Solvent Extraction Intensified by Ultrasound". Advanced Materials Research 910 (marzec 2014): 57–60. http://dx.doi.org/10.4028/www.scientific.net/amr.910.57.
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Deep desulfurization of a hydrotreated diesel fuel was investigated with TBHP oxidation coupled with solvent extraction intensified by ultrasound. The process parameters for the oxidation desulfurization of diesel fuel, such as the type and dosage of catalyst, co-solvent, ultrasound time, molar ratio of TBHP and sulfur were investigated. The results showed that sulfur content of the hydrotreated diesel fuel was reduced from 140 ppm to 12 ppm with using 1%wt of sodium tungstate as catalyst, 20%wt of methanol as co-solvent during the reaction, reaction temperature at 90°C, ultrasound time for 15 min and TBHP/Sulfur molar ratio of 32, and ultrasound irradiation had the obvious reinforcement in oxidative desulfurization of diesel fuel.
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Yu, Guo Xian, Qian Zhong, Mei Jin, Jin Huang Wang i Ping Lu. "Deep Desulfurization of Diesel Fuel Oxidized with H2O2 Coupled with Solvent Extraction Intensified by Ultrasound". Advanced Materials Research 953-954 (czerwiec 2014): 1135–38. http://dx.doi.org/10.4028/www.scientific.net/amr.953-954.1135.
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Deep desulfurization of a hydrotreated diesel fuel was investigated with H2O2oxidation coupled with solvent extraction intensified by ultrasound. The process parameters for the oxidation desulfurization of diesel fuel, such as the type and dosage of catalyst, co-solvent, ultrasound time, molar ratio of H2O2and sulfur were investigated. The results showed that sulfur content of the hydrotreated diesel fuel was reduced from 140 ppm to 10 ppm with using 2%wt of phosphotungstic acid as catalyst, 20%wt of methanol as co-solvent during the reaction, reaction temperature at 90°C, ultrasound time for 10 min and H2O2/S molar ratio of 16, and ultrasound irradiation had the obvious reinforcement in oxidative desulfurization of diesel fuel.
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Zahos-Siagos, Iraklis, i Dimitrios Karonis. "Exhaust Emissions and Physicochemical Properties of Hydrotreated Used Cooking Oils in Blends with Diesel Fuel". International Journal of Chemical Engineering 2018 (1.08.2018): 1–10. http://dx.doi.org/10.1155/2018/4308178.
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Hydroprocessing of liquid biomass is a promising technology for the production of “second generation” renewable fuels to be used in transportation. Its products, normal paraffins, can be further hydrotreated for isomerization in order to improve their cold flow properties. The final product, usually referred to as “paraffinic diesel,” is a high cetane number, clean burning biofuel which is rapidly gaining popularity among researchers and the industry. Nevertheless, the costly isomerization step can be omitted if normal paraffins are to be directly mixed with conventional diesel in low concentrations. In this work, nonisomerized paraffinic diesel produced through hydrotreating of used cooking oil (hydrotreated used cooking oil (HUCO)) has been used in 4 blends (up to 40% v/v) with conventional diesel fuel. The blends’ properties have been assessed comparatively to European EN 590 and EN 15940 standards (concerning conventional automotive diesel fuels and paraffinic diesel fuels from synthesis or hydrotreatment, resp.). Furthermore, the HUCO blends have been used in a standard stationary diesel engine-generator set. The blends have been considered as “drop-in replacements” for standard diesel fuel. As such, no engine modifications took place whatsoever. The engine performance and exhaust emissions of steady-state operation have been examined in comparison with engine operation with the baseline conventional diesel fuel.
Rozprawy doktorskie na temat "HYDROTREATED FUEL"
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Carr, M. Aaron. "The Comparison of Hydrotreated Vegetable Oils With respect to Petroleum Derived Fuels and the Effects of Transient Plasma Ignition in a Compression-Ignition Engine". Thesis, Monterey, California. Naval Postgraduate School, 2012. http://hdl.handle.net/10945/17333.
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Approved for public release; distribution is unlimitedThis thesis presents the results of an experimental study of the combustion characteristics of algae and camelina derived biofuels as well as the effects of Transient Plasma Ignition in a Compression-Ignition Engine. Testing was conducted for Hydrotreated Renewable Diesel, algae, and benchmarked against F-76 and Diesel #2 fuels as well as Hydrotreated Renewable Jet, camelina, benchmarked against JP-5 across a matrix of constant engine speeds and engine loads in a Detroit Diesel 3-53 legacy engine. A heat release rate analysis and a cycle analysis were performed at each matrix point. The algae and camelina fuels averaged 1.4 Crank Angle Degrees earlier ignition, 2 Crank Angle Degrees longer burn duration, 2.25 atmospheres decrease in Peak Pressure, 1.4 Crank Angle Degrees delay in Angle of Peak Pressure, 0.5 per cent increase in Indicated Mean Effective Pressure, and 6 per cent decrease in Break Specific Fuel Consumption than their petroleum counterpart. A comparison between Diesel #2 at idle was performed between Transient Plasma Ignition Assisted Compression-Ignition and conventional Compression-Ignition. Transient Plasma Ignition averaged a Crank Angle Degree earlier start of combustion, faster pressure rise, but lower Peak Pressures than Compression-Ignition. However, due to failure of the plasma electrode it was not ascertained if this phenomenon is repeatable.
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Arias, Quintero Sergio. "Thermal Stability Characteristics of Fisher-Tropsch and Hydroprocessed Alternative Aviation Fuels in a Fixed Bed Reactor". Master's thesis, University of Central Florida, 2012. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/5117.
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Growing prices, limited supply, and public concern about greenhouse gases associated with crude-derived jet fuels have led to development of renewable alternatives which must be compatible with the worldwide civilian and military aviation infrastructure, which were designed for operation with Jet-A/JP-8. Any alternative fuel should not have negative effects on the aircraft engines and fuel systems, especially from a thermal stability perspective, since any adverse effect of the physical properties, and chemical composition, including existence of trace elements, of those fuels may only be revealed after extensive operation, resulting in higher life-cycle maintenance and operation costs. This study considered four types of alternative fuels: two derived by Fischer-Tropsch (FT) process, and two types of Hydro-processing Esters and Fatty acids (HEFA). For each of these types, both raw and 50:50 blends in volume with Jet-A samples have been prepared, thus resulting in eight different fuel blends. Fit-for-purpose ability of these alternative fuels is first investigated by studying the effects of the fuel properties and composition effects on elastomer materials, and micro-turbine performance. When elastomer o-rings, similar to those used in aircraft fuel systems were immersed in renewable fuels, smaller volume change or swelling was detected (lower than 2%), contrary to a 14% swelling observed for baseline Jet-A. Lower swelling may result into leaks during aircraft operation. This trend was reversed when renewable fuels were blended with aromatics containing Jet-A. Lower energetic content per unit volume of the renewable fuels, resulted in a thrust reduction around 10% when compared to baseline Jet-A at full throttle settings, but other than this, no other significant effect on the engine combustion temperature or other parameters were found for short duration testing. On the other hand at the end of the alternative fuel testing an injector issue was detected, which caused a localized heat zone at the turbine stator, and subsequent damage. The investigation of the causes of this nozzle fouling, which may be related to fuel contamination, turbine manufacture defects, or operation conditions is left for future studies. Primary focus of this study is coking behavior of 8 different alternative fuel blends over 4 different metallic surfaces, as compared against baseline Jet-A. A specialized single tube heat exchanger apparatus was used where each fuel sample was allowed to flow through a metal tube placed inside a tube furnace. Thermal stresses caused by the break-down of hydrocarbon molecules and the catalytic effects of the tube surfaces affect thermal stability of the fuel, leading to coking deposits under the auto-oxidation and pyrolysis mechanisms. In the results reported in this study, physical methods such as gravimetric measurements were used to obtain the deposits, while UV/VIS absorption, and GC/MS were used to study chemical changes in fuel composition and their relation with coking deposits. Thermal depositions between 16 and 46 ?g/cm2 were measured at the tubes after 3 hours of testing, finding no significant differences between the baseline Jet-A and the renewable fuels blends, even when sulfur levels, which are linked to deposits formation, were lower for the renewable fuels. Fuel bulk constituents, such as paraffins and cycloalkanes, under thermal stressing and catalytic influence of the tube metals cracked into reactive intermediates leading to surface deposits formation, like aromatic compounds. These compounds were identified by the shift towards longer excitation wavelengths of the UV-Vis absorption measurements on stressed fuels.M.S.A.E.
Masters
Mechanical and Aerospace Engineering
Engineering and Computer Science
Aerospace Engineering; Thermofluid Aerodynamic Systems
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SONTHALIA, ANKIT. "PERFORMANCE, EMISSION AND COMBUSTION STUDIES OF A MODIFIED VEGETABLE OIL IN A COMPRESSION IGNITION ENGINE". Thesis, 2020. http://dspace.dtu.ac.in:8080/jspui/handle/repository/18080.
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The Indian transportation sector relies heavily on the diesel operated compression
ignition engines. However, the combustion of diesel produces greenhouses gases which
are a major threat to the environment as well as the humans. Alternatives to diesel are
gaining importance for operating the engine as they can curb the greenhouse gases and
are a key for addressing the energy security. One such alternative is used cooking oil,
which the world, India in particular is generating in large quantities. The government
of India is now emphasizing on the conversion of the used cooking oil into biodiesel.
However, many studies show that the biodiesel cannot completely replace diesel due to
its inherent issues. The biodiesel is produced from the used cooking oil by the
transesterification method. Another method, namely hydroprocessing can also convert
the used cooking oil into a fuel with properties closer to diesel.
In the present research, the used cooking oil was converted to diesel like fuel by
using the hydrotreating method and experiments were carried out on an engine to study
the effect of the fuel on its performance and emission. The research was carried out in
four phases.
In the first phase, the hydrotreated oil was produced from the used cooking oil in
the presence of a ruthenium based catalyst in a batch reactor. The reaction parameters
namely reaction temperature, hydrogen pressure and reaction time were varied. Design
of experiments were used for optimizing the process parameters. The Taguchi method
was selected as it reduces the number of experiments which saves time and money. The
aim was to increase the conversion percentage and diesel like fuel selectivity and reduce
the naphtha selectivity. Since multi-objective optimization was required, Fuzzy logic
was incorporated. The optimized parameters were 360°C reaction temperature, 40bar
initial reaction pressure and 200min reaction time. Confirmation experiment was
Performance, Emission and Combustion Studies of a Modified Vegetable Oil
in a Compression Ignition Engine
vii
carried out using these parameters and the conversion efficiency and diesel like fuel
selectivity was 89.7% and 88.2%, respectively.
The physico-chemical properties, evaporation temperature, ignition probability
and Sauter mean diameter of the blends of the hydrotreated oil and diesel were studied
in the second phase. The GC-MS profile of the pure hydrotreated oil shows that the fuel
has straight carbon atoms in the range of C11 to C20 and heptadecane is the predominant
hydrocarbon. Properties like viscosity, density, calorific value, flash point, etc. were
measured and found to be within the limits of ASTM standards. The fuels were also
stored for a period of one year to study their stability in terms of density, viscosity and
calorific value. The properties of the stored fuel changed slightly with time and their
rate of change was also low.
The hydrotreated fuel was mixed with diesel in various proportions and engine
tests were carried out in the third phase. The results show that the brake thermal
efficiency decreases with increase in the hydrotreated fuel share in the blend. The heat
release for the blends starts earlier than diesel due to higher cetane number and the peak
heat release is also lower than diesel. The HC, CO and smoke emissions for the test
blends decreases up to 30% blend, further increase in the blending of hydrotreated oil
resulted in increase in the emissions. The NO emissions were lower than diesel for all
the test samples. The maximum reduction in NO (neat), HC (30% blend), CO (30%
blend) and smoke emissions (30% blend) is 23.2%, 14.4%, 13.83%, and 13.3%,
respectively.
It the third phase of testing, it was observed that 30% blend of hydrotreated oil
resulted in lowest emissions but the thermal efficiency was low. The thermal efficiency
with 20% blend of hydrotreated oil was higher than 30% blend but the emissions with
20% blend were higher. To improve the shortcomings of the two samples addition of
Performance, Emission and Combustion Studies of a Modified Vegetable Oil
in a Compression Ignition Engine
viii
waste cooking oil biodiesel to the two samples was explored. Therefore, in the last
phase, experiments were carried out by blending waste cooking oil biodiesel (5%, 10%
and 15% on volume basis) in 20% and 30% blend of the hydrotreated oil. The results
show that the heat released increases with the biodiesel addition on account of higher
ignition delay but its starts earlier than diesel and its maximum value is still lower than
diesel. The brake thermal efficiency of the biodiesel blended fuels increases and as the
percentage of biodiesel increases the thermal efficiency increases. Among the blended
fuels, the maximum thermal efficiency was observed to be 30.96% with 15% biodiesel
mixed in 20% hydrotreated oil and 65% diesel. The lowest HC, CO and smoke
emissions at full load were observed to be 1.73g/kWh, 24.02g/kWh and 49.2%
respectively with 15% of biodiesel mixed in 30% hydrotreated oil. Among the biodiesel
blends, the lowest NO emission is observed to be 3.61g/kWh with 5% of biodiesel
mixed in 30% hydrotreated oil, whereas highest NO emission (3.98g/kWh) is observed
with 15% of biodiesel mixed in 20% hydrotreated oil.
Części książek na temat "HYDROTREATED FUEL"
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Janarthanam, Hemanandh, S. Ganesan, B. R. S. Aravind i N. Aman. "Emission and Performance Characteristics of Hydrotreated Vegetable Oil and Kerosene as Fuel for Diesel Engines". W Lecture Notes in Mechanical Engineering, 907–16. Singapore: Springer Singapore, 2020. http://dx.doi.org/10.1007/978-981-15-4739-3_79.
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Tyagi, Uplabdhi, Mohammad Aslam i Anil Kumar Sarma. "Transportation Biofuels: Green Gasoline, Bioethanol, Biodiesel and Green Diesel – A Comparison". W Green Gasoline, 196–217. Royal Society of Chemistry, 2023. http://dx.doi.org/10.1039/bk9781837670079-00196.
Pełny tekst źródłaStreszczenie:
Green gasoline is basically a biomass-derived combustible liquid fuel that matches the broad volatility range of petroleum gasoline, viz. 40–140 °C, having a reasonable calorific value and other fuel properties with ultralow sulfur content and excellent octane rating. It should be readily miscible with petroleum. Scientists are attracted to biodiesel and hydrotreated vegetable oil or green (renewable) diesel to meet the need for renewable, sustainable and cleaner fuels in the diesel range. Approximately 20% of global energy is consumed by the transportation sector, making it the world’s largest oil consumer. Primary fuel sources have different chemical characteristics, which affect the behavior of liquid fuels. Transportation contributes significantly to global CO2 emissions through combustion of oil-derived fuels. Fuel sources are characterized by the presence or absence of certain oxygen, carbon, nitrogen and hydrogen atoms in their molecules. Liquid fuel can be produced from hydrogen, petroleum, ammonia, natural gas, biofuels, alcohols or even coal. The consumption of liquid fuels in the transportation sector is growing by 36 quadrillion Btu (diesel including biodiesel), the largest contributor being 13 quadrillion Btu by jet fuel and 9 quadrillion Btu by motor gasoline (including ethanol blends) annually. The market share of diesel fuel (including biodiesel) is likely to decline from 36% to 33% from 2012 to 2040, while the jet fuel market share will increase from 12% to 14%. This chapter discusses current statistics and advances in the transportation sector to provide detailed insights into the properties and mechanisms of various liquid fuels including green gasoline, bioethanol, biodiesel and green diesel.
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Ogunlaja, Adeniyi S., i Zenixole R. Tshentu. "Molecularly Imprinted Polymer Nanofibers for Adsorptive Desulfurization". W Applying Nanotechnology to the Desulfurization Process in Petroleum Engineering, 281–336. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-4666-9545-0.ch010.
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Desulfurization of fuel oils is an essential process employed in petroleum refineries to reduce the sulfur concentration in fossil fuels in order to meet the mandated environmental protection limit of 10 ppm sulfur. The hydrodesulfurization (HDS) process, which is currently being employed for desulfurization, is limited in treating refractory organosulfur compounds as it only reduces sulfur content in fuels to a range of 200-500 ppm sulfur. Oxidative desulfurization (ODS) is considered a new technology for desulfurization of fuel oils as the process is capable of desulfurizing fuels to reach the ultra-low sulfur levels and can serve as a complementary step to HDS. The chapter discusses, briefly, the oxidation of refractory sulfur compounds found in fuels using vanadium as a catalyst to form organosulfones, a first step in ODS process. The chapter also discusses, in detail, the chemistry involved in molecular imprinting of organosulfones on functional polymers, and the electrospinning of the polymeric matrix to produce molecularly imprinted nanofibers employed for selective adsorption of organosulfones from the oxidized mildly hydrotreated fuels, a second step in the ODS process. Chemical interactions, apart from the imprinting effect, that can be exploited in molecularly imprinted polymers for selective extraction of organosulfones, such as hydrogen bonding, p-p interactions, van der Waals forces and electrostatic interactions, were discussed by employing density functional theory calculations. The possibilities of electrospinning on a large scale as well as prospects for future industrial applications of functional molecularly imprinted nanofibers in desulfurization are also discussed.
Streszczenia konferencji na temat "HYDROTREATED FUEL"
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Hamilton, Leonard J., Sherry A. Williams, Richard A. Kamin, Matthew A. Carr, Patrick A. Caton i Jim S. Cowart. "Renewable Fuel Performance in a Legacy Military Diesel Engine". W ASME 2011 5th International Conference on Energy Sustainability. ASMEDC, 2011. http://dx.doi.org/10.1115/es2011-54101.
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A new Hydrotreated Vegetable Oil (HVO) from the camelina plant has been processed into a Hydrotreated Renewable Jet (HRJ) fuel. This HRJ fuel was tested in an extensively instrumented legacy military diesel engine along with conventional Navy jet fuel JP-5. Both fuels performed well across the speed-load range of this HMMWV engine. The high cetane value of the HRJ leads to modestly shorter ignition delay. The longer ignition delay of JP-5 delivers shorter overall combustion durations, with associated higher indicated engine torque levels. Both brake torque and brake fuel consumption are better with conventional JP-5 by up to ten percent, due to more ideal combustion characteristics.
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Caton, Patrick A., Sherry A. Williams, Richard A. Kamin, Dianne Luning-Prak, Leonard J. Hamilton i Jim S. Cowart. "Hydrotreated Algae Renewable Fuel Performance in a Military Diesel Engine". W ASME 2012 Internal Combustion Engine Division Spring Technical Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/ices2012-81048.
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A vegetable oil from algae has been processed into a Hydrotreated Renewable Diesel (HRD) fuel. This HRD fuel was tested in an extensively instrumented legacy military diesel engine along with conventional Navy diesel fuel. Both fuels performed well across the speed-load range of this HMMWV engine. The high cetane value of the HRD (77 v. 43) leads to significantly shorter ignition delays with associated longer combustion durations and modestly lower peak cylinder pressures as compared to diesel fuel operation. Both brake torque and brake fuel consumption are better (5–10%) with HRD due to the cumulative IMEP effect with moderatly longer combustion durations. Carbon dioxide emmisions are considerably lower with HRD due to the improved engine efficiency as well the more advantageous hydrogen-carbon ratio of this HRD fuel.
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Kuronen, Markku, Seppo Mikkonen, Päivi Aakko i Timo Murtonen. "Hydrotreated Vegetable Oil as Fuel for Heavy Duty Diesel Engines". W Powertrain & Fluid Systems Conference and Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2007. http://dx.doi.org/10.4271/2007-01-4031.
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Runyon, Jon, Stuart James, Tanmay Kadam, Barak Ofir i David Graham. "Performance, Emissions, and Decarbonization of an Industrial Gas Turbine Operated With Hydrotreated Vegetable Oil". W ASME Turbo Expo 2023: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2023. http://dx.doi.org/10.1115/gt2023-101972.
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Abstract As part of Uniper’s plans for its 22.5 GW of installed power-generating capacity in Europe to be carbon neutral by 2035, a Kraftwerk Union/Siemens V93.0 gas turbine (GT) in Malmö, Sweden was operated with hydrotreated vegetable oil (HVO) as a low-carbon replacement for gas oil in July 2021. An extensive feasibility study was first undertaken to understand the potential impacts of replacing gas oil with HVO in this GT. This included a fuel analysis, flame temperature modelling to predict the impact on NOx emissions, and a detailed hazard identification study for the short-duration trial. During the two-day demonstration, baseline GT performance and accredited emissions were first measured using the existing gas oil. HVO was subsequently used in all operating conditions including start-up, full load, part load, and shut-down. Accredited emissions of NOx, CO, SO2, and dust were measured to allow direct comparison between fuels. When operating with HVO, all required performance targets were achieved, including an onload fuel switch from HVO to gas oil. Direct flame imaging through a silo combustor sight-glass was used to observe the HVO start-up ignition process and to allow for a flame intensity comparison between fuels. NOx emissions were measured for each fuel, and no significant difference was identified across all operating conditions. As a result, no changes to the water injection rate for NOx control were required when switching fuels, which confirmed the predictions of the preliminary flame temperature modelling. Measurable reductions in dust, CO, and SO2 emissions were observed during HVO operation. These emissions reductions are respectively attributed to the low ash and aromatic contents of HVO, the increased hydrogen content of HVO relative to gas oil, and that HVO is essentially sulfur-free. HVO also enables significant lifecycle CO2 emissions reductions of over 90% compared with fossil diesel. In this trial, ∼163 tCO2 emissions were avoided by using HVO. The success of this demonstration provides evidence for future site conversion and has led to successful HVO demonstrations on other liquid fuel and dual-fuel GTs in the Uniper fleet. Long-duration testing and monitoring is required to build the evidence base regarding the impact of HVO operation on fuel storage, fuel delivery, and hot gas path components. To the authors’ knowledge, this field trial is the first successful demonstration of HVO use in an industrial gas turbine in the world.
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Dittrich, Ales, Radek Prochazka, Josef Popelka i Dong Nguyen Phu. "Effect of HVO CNG dual-fuel operation mode on emissions and performance of CI engine". W 22nd International Scientific Conference Engineering for Rural Development. Latvia University of Life Sciences and Technologies, Faculty of Engineering, 2023. http://dx.doi.org/10.22616/erdev.2023.22.tf010.
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The presented paper aimed to investigate the base effect of the application of HVO (hydrotreated vegetable oil) and CNG (compressed natural gas) and their mixtures as a fuel in the CI (compression ignition) engine. Both fuels were then used in the dual-fuel operating mode (HVO-CNG). Dual-fuel applications are usually made with a liquid fuel (diesel) pilot dose and gaseous fuel (LPG, CNG etc.) main dose. In times of reducing greenhouse emission gases and reducing the dependency on Russian gas and oil, it should be possible and technically possible to reduce both of them in several engine machine applications. As an ecological substitute for diesel oil hydrotreated vegetable oil is used and as an ecological substitute for compressed natural gas biomethane should be used. All experiments were done on a four-stroke direct injection turbocharged CI engine with an installed AC STAG electronic control unit and system for the dual-fuel operating mode. The whole setup was installed on a test bed equipped with ac dyno (which also allows running transient tests) and with other external measurement devices. For the high-pressure indicating parameters, AVL X-ion was used (with an Indicom SW). Horiba mexa-one device was used for gaseous emission measurement. For particulate matter measuring, Horiba SPCS counter was used and Horiba MDLT-One dilution tunnel and TSI EEPS as the particle sizer. As a base level, parameters were set and used for performance and other parameters (emissions, burning, knocking etc.) from the diesel operating mode. All other operating modes were then compared to the base level.
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Ludziak, Krzysztof. "Hydrotreated vegetable oil (HVO) – new fuel with low carbon footprint and emission reduction potential". W 2nd International PhD Student’s Conference at the University of Life Sciences in Lublin, Poland: ENVIRONMENT – PLANT – ANIMAL – PRODUCT. Publishing House of The University of Life Sciences in Lublin, 2023. http://dx.doi.org/10.24326/icdsupl2.e019.
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Bortel, Ivan, Jiří Vávra i Michal Takáts. "The Extension of Opportunities of Dual Fuel Diesel-Hydrogen Engine by Usage of Hydrotreated Vegetable Oil". W FISITA World Congress 2021. FISITA, 2021. http://dx.doi.org/10.46720/f2020-epv-026.
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"This paper investigates further development of a diesel-hydrogen dual fuel concept of engine of passenger car size via hydrotreated vegetable oil (HVO). The diesel-hydrogen concept significantly decreases tailpipe emission of CO2 and allows utilization of hydrogen, which has a great potential for temporary storage of excess of energy from renewable sources with fluctuating power. Moreover, benefits of hydrogen combustion as a main or supplementary fuel might initiate a gradual development of hydrogen infrastructure. An option of a diesel fuel only operation of the dual fuel engine might overcome one-sided dependence on the hydrogen infrastructure, as it is in case of a fuel cell or mono fuel vehicles. Furthermore H2 purity requirements is lower than that for fuel cells. The analysis consists of experimental and simulation parts. Experimental results were obtained on a single cylinder research compression ignition engine with a bore of 85 mm and piston stroke of 90 mm with optimized compression ratio. The engine is equipped with a diesel fuel direct injection common rail system and port fuel injection of hydrogen. The maximum observed hydrogen share reaching 98% by energy. Based on experimental results a steady state performance and emissions maps of a turbocharged four cylinder hydrogen – diesel dual fueled engine were compiled. Peak of performance achieves 83 kW at 4000 rpm. A particular implementation of a dual fuel hydrogen – diesel engine in a passenger van in a WLTP driving cycle was simulated. Simulations showed a potential of almost 70 percent driving cycle CO2 emissions reduction for the hydrogen-diesel dual fuel concept, compared to the pure diesel operation. Vehicle range with a reasonable hydrogen storage exceeds 460 km. The level of hydrogen share in dual fuel diesel-hydrogen engine is mostly limited at low loads and speeds by the low chemical efficiency of combustion and retardation of combustion. Low loads and speeds are typical operation modes of engine of passenger cars, therefore improving the parameters at these operation modes highlights the effects of dual fuel operation. HVO enables an increase of hydrogen share and further decrease of CO2 emission, while other energetic and emission parameters can be improved or unchanged. The analysis was based on experiments performed on the single cylinder engine mentioned above. HVO provides better ignitibility, which is more pronounced at cold conditions, higher cetane number and zero aromatic content. These parameters lead to the higher possible share of hydrogen at low loads, while the chemical efficiency of combustion is not worsened in comparison with the use of the regular diesel fuel. Another benefits of-hydrogen dual fuel operation compared to the pure diesel one are decreasing of CO, unburned hydrocarbon and significant reduction of particle emissions (expressed as PN). HVO highlights these advantages of dual fuel hydrogen operation. Combination of HVO and hydrogen has a potential to reduce the tail pipe emission of CO2 from combustion engines to the levels below the future regulations requirements. Furthermore, well to wheel emission of CO2 is reduced by production of both HVO and hydrogen from renewable sources."
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Kuek, Chui Ming, Yie Hua Tan, Inn Shi Tan, Bridgid Lai Fui Chin, N. M. Mubarak i Peter Nai Yuh Yek. "Energy Analysis of Hydrotreated Vegetable Oil as Renewable Fuel Using Chlorella Vulgaris Using Aspen Energy Analyzer". W 2023 International Conference on Digital Applications, Transformation & Economy (ICDATE). IEEE, 2023. http://dx.doi.org/10.1109/icdate58146.2023.10248740.
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Cowart, Jim S., Warren Fischer, Len J. Hamilton, Patrick A. Caton, S. Mani Sarathy i William J. Pitz. "Hydrotreated Renewable Jet Fuel Ignition Delay Performance in a Military Diesel Engine: An Experimental and Modeling Study". W ASME 2012 Internal Combustion Engine Division Fall Technical Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/icef2012-92117.
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In an effort towards predicting the combustion behavior of a new fuel in a conventional diesel engine, Hydrotreated Renewable Jet (HRJ) fuel was first run in a military diesel engine across the entire speed-load operating range. Ignition delay was characterized for this fuel at each operating condition. Next, a HRJ surrogate fuel was developed in order to predict the combustion performance of this new renewable fuel. A chemical ignition delay was then predicted across the speed-load range using a detailed chemical kinetic mechanism model based on an 8-component surrogate representative of HRJ. The modeling suggests that rich fuel-air parcels developed from the diesel spray are the first to ignite. The chemical ignition delay results also show decreasing ignition delays with increasing engine load and speed just as shown by the empirical data. A moderate difference between the total and chemical ignition delays was then characterized as a physical delay period which scales inversely with engine speed. The approach used in this study suggests that the ignition delay and thus start of combustion may be predicted with reasonable accuracy allowing for the analytical assessment of the acceptability of a new fuel in a conventional engine.
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Ghosh, Sujit, Tom Risley, David Sobolewski, William Welch i Sherry Williams. "Marine Alternative Fuel Performance Testing". W ASME 2012 Internal Combustion Engine Division Spring Technical Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/ices2012-81239.
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As part of the U.S. Maritime Administration (MARAD) marine application of alternative fuel initiative, the U.S. Navy provided neat hydrotreated renewable diesel (HRD), derived from the hydroprocessing of algal oils, for operational and exhaust emission testing onboard the T/S STATE OF MICHIGAN. This vessel has diesel-electric propulsion with four caterpillar D-398 compression ignition engines; one of these ship service diesel engines was selected as the test engine. The diesel generator sets power both the propulsion motors propelling the ship and provide the electrical power for the hotel loads of the ship. Ultra-low sulfur diesel (ULSD) was blended with the neat HRD fuel in a 50/50-by-volume blend and tested for over 440 hours on the vessel. Exhaust emissions testing was performed while underway on Lake Michigan using the baseline ULSD assessed earlier. A similar profile was run using the blended test fuel. Emission testing was conducted using the ISO 8178 (D2) test cycle. When emissions testing was completed a series of underway and pierside test runs were conducted to accumulate the remaining engine hours, After all testing, the engine conditions were assessed again using a combination of visual inspection and oil analysis. The remainder of the test fuel will be used to conduct a long-term stability test. The setup, test, and results of this testing, currently underway, are reported here with a discussion of MARAD’s alternative fuels test initiative.
Raporty organizacyjne na temat "HYDROTREATED FUEL"
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Wilson, George. Commercial Approval Plan for Synthetic Jet Fuel from Hydrotreated Fats and Oils. Fort Belvoir, VA: Defense Technical Information Center, luty 2009. http://dx.doi.org/10.21236/ada501088.
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