Carbon nanotube-supported metal catalysts for NOx reduction using hydrocarbon reductants. Part 1:catalyst preparation, characterization and NOx reduction characteristics

A dual catalyst system for the Selective Catalytic Reduction of NOx with hydrocarbons (HC-SCR), including distinct low and high temperature formulations, is proposed as a means to abate NOx emissions from diesel engines. Given that satisfactory high temperature HC-SCR catalysts are already available, this work focuses on the development of an improved low temperature formulation. Pt supported on multiwalled carbon nantubes (MWCNTs) was found to exhibit superior NOx reduction activity in comparison with Pt/Al2O3, while the MWCNT support displayed a higher resistance to oxidation than activated carbon. Refluxing the MWCNT support in a 1:1 mixture of H2SO4 and HNO3 prior to the metal deposition step proved to be beneficial for the metal dispersion and the NOx reduction performance of the resulting catalysts. This support effect is ascribed to the increased Brønsted acidity of the acid-treated MWCNTs, which in turn enhances the partial oxidation of the hydrocarbon reductant. Further improvements in the HC-SCR performance of MWCNT-based formulations were achieved using a 3:1 Pt–Rh alloy as the supported phase.

A techno-economic comparison of power production by biomass fast pyrolysis with gasification and combustion

This paper presents an assessment of the technical and economic performance of thermal processes to generate electricity from a wood chip feedstock by combustion, gasification and fast pyrolysis. The scope of the work begins with the delivery of a wood chip feedstock at a conversion plant and ends with the supply of electricity to the grid, incorporating wood chip preparation, thermal conversion, and electricity generation in dual fuel diesel engines. Net generating capacities of 1–20 MWe are evaluated. The techno-economic assessment is achieved through the development of a suite of models that are combined to give cost and performance data for the integrated system. The models include feed pretreatment, combustion, atmospheric and pressure gasification, fast pyrolysis with pyrolysis liquid storage and transport (an optional step in de-coupled systems) and diesel engine or turbine power generation. The models calculate system efficiencies, capital costs and production costs. An identical methodology is applied in the development of all the models so that all of the results are directly comparable. The electricity production costs have been calculated for 10th plant systems, indicating the costs that are achievable in the medium term after the high initial costs associated with novel technologies have reduced. The costs converge at the larger scale with the mean electricity price paid in the EU by a large consumer, and there is therefore potential for fast pyrolysis and diesel engine systems to sell electricity directly to large consumers or for on-site generation. However, competition will be fierce at all capacities since electricity production costs vary only slightly between the four biomass to electricity systems that are evaluated. Systems de-coupling is one way that the fast pyrolysis and diesel engine system can distinguish itself from the other conversion technologies. Evaluations in this work show that situations requiring several remote generators are much better served by a large fast pyrolysis plant that supplies fuel to de-coupled diesel engines than by constructing an entire close-coupled system at each generating site. Another advantage of de-coupling is that the fast pyrolysis conversion step and the diesel engine generation step can operate independently, with intermediate storage of the fast pyrolysis liquid fuel, increasing overall reliability. Peak load or seasonal power requirements would also benefit from de-coupling since a small fast pyrolysis plant could operate continuously to produce fuel that is stored for use in the engine on demand. Current electricity production costs for a fast pyrolysis and diesel engine system are 0.091/kWh at 1 MWe when learning effects are included. These systems are handicapped by the typical characteristics of a novel technology: high capital cost, high labour, and low reliability. As such the more established combustion and steam cycle produces lower cost electricity under current conditions. The fast pyrolysis and diesel engine system is a low capital cost option but it also suffers from relatively low system efficiency particularly at high capacities. This low efficiency is the result of a low conversion efficiency of feed energy into the pyrolysis liquid, because of the energy in the char by-product. A sensitivity analysis has highlighted the high impact on electricity production costs of the fast pyrolysis liquids yield. The liquids yield should be set realistically during design, and it should be maintained in practice by careful attention to plant operation and feed quality. Another problem is the high power consumption during feedstock grinding. Efficiencies may be enhanced in ablative fast pyrolysis which can tolerate a chipped feedstock. This has yet to be demonstrated at commercial scale. In summary, the fast pyrolysis and diesel engine system has great potential to generate electricity at a profit in the long term, and at a lower cost than any other biomass to electricity system at small scale. This future viability can only be achieved through the construction of early plant that could, in the short term, be more expensive than the combustion alternative. Profitability in the short term can best be achieved by exploiting niches in the market place and specific features of fast pyrolysis. These include: •countries or regions with fiscal incentives for renewable energy such as premium electricity prices or capital grants; •locations with high electricity prices so that electricity can be sold direct to large consumers or generated on-site by companies who wish to reduce their consumption from the grid; •waste disposal opportunities where feedstocks can attract a gate fee rather than incur a cost; •the ability to store fast pyrolysis liquids as a buffer against shutdowns or as a fuel for peak-load generating plant; •de-coupling opportunities where a large, single pyrolysis plant supplies fuel to several small and remote generators; •small-scale combined heat and power opportunities; •sales of the excess char, although a market has yet to be established for this by-product; and •potential co-production of speciality chemicals and fuel for power generation in fast pyrolysis systems.

Energy production from biomass and waste derived intermediate pyrolysis oils

This study investigates the use of Pyroformer intermediate pyrolysis system to produce alternative diesel engines fuels (pyrolysis oil) from various biomass and waste feedstocks and the application of these pyrolysis oils in a diesel engine generating system for Combined Heat and Power (CHP) production. The pyrolysis oils were produced in a pilot-scale (20 kg/h) intermediate pyrolysis system. Comprehensive characterisations, with a view to use as engine fuels, were carried out on the sewage sludge and de-inking sludge derived pyrolysis oils. They were both found to be able to provide sufficient heat for fuelling a diesel engine. The pyrolysis oils also presented poor combustibility and high carbon deposition, but these problems could be mitigated by means of blending the pyrolysis oils with biodiesel (derived from waste cooking oil). The blends of SSPO (sewage sludge pyrolysis oil) and biodiesel (30/70 and 50/50 in volumetric ratios) were tested in a 15 kWe Lister type stationary generating system for up to 10 hours. There was no apparent deterioration observed in engine operation. With 30% SSPO blended into biodiesel, the engine presents better overall performance (electric efficiency), fuel consumption, and overall exhaust emissions than with 50% SSPO blend. An overall system analysis was carried out on a proposed integrated Pyroformer-CHP system. Combined with real experimental results, this was used for evaluating the costs for producing heat and power and char from wood pellets and sewage sludge. It is concluded that the overall system efficiencies for both types of plant can be over 40%; however the integrated CHP system is not economically viable. This is due to extraordinary project capital investment required.

The Economic Case for Electric Mining Equipment and Technical Considerations Relating to their Implementation

Underground hardrock mining can be very energy intensive and in large part this can be attributed to the power consumption of underground ventilation systems. In general, the power consumed by a mine’s ventilation system and its overall scale are closely related to the amount of diesel power in operation. This is because diesel exhaust is a major source of underground air pollution, including diesel particulate matter (DPM), NO2 and heat, and because regulations tie air volumes to diesel engines. Furthermore, assuming the size of airways remains constant, the power consumption of the main system increases exponentially with the volume of air supplied to the mine. Therefore large diesel fleets lead to increased energy consumption and can also necessitate large capital expenditures on ventilation infrastructure in order to manage power requirements. Meeting ventilation requirements for equipment in a heading can result in a similar scenario with the biggest pieces leading to higher energy consumption and potentially necessitating larger ventilation tubing and taller drifts. Depending on the climate where the mine is located, large volumes of air can have a third impact on ventilation costs if heating or cooling the air is necessary. Annual heating and cooling costs, as well as the cost of the associated infrastructure, are directly related to the volume of air sent underground. This thesis considers electric mining equipment as a means for reducing the intensity and cost of energy consumption at underground, hardrock mines. Potentially, electric equipment could greatly reduce the volume of air needed to ventilate an entire mine as well as individual headings because they do not emit many of the contaminants found in diesel exhaust and because regulations do not connect air volumes to electric motors. Because of the exponential relationship between power consumption and air volumes, this could greatly reduce the amount of power required for mine ventilation as well as the capital cost of ventilation infrastructure. As heating and cooling costs are also directly linked to air volumes, the cost and energy intensity of heating and cooling the air would also be significantly reduced. A further incentive is that powering equipment from the grid is substantially cheaper than fuelling them with diesel and can also produce far fewer GHGs. Therefore, by eliminating diesel from the underground workers will enjoy safer working conditions and operators and society at large will gain from a smaller impact on the environment. Despite their significant potential, in order to produce a credible economic assessment of electric mining equipment their impact on underground systems must be understood and considered in their evaluation. Accordingly, a good deal of this thesis reviews technical considerations related to the use of electric mining equipment, especially ones that impact the economics of their implementation. The goal of this thesis will then be to present the economic potential of implementing the equipment, as well as to outline the key inputs which are necessary to support an evaluation and to provide a model and an approach which can be used by others if the relevant information is available and acceptable assumptions can be made.

Experimental viscosity measurements of biodiesels at high pressure

The viscosity of biodiesels of soybean and rapeseed biodiesels blended with mineral diesel fuel were measured at pressures of up to 200 MPa. Using a falling sinker-type viscometer reproducible viscosity data were obtained based on the time taken for a sinker to descend a fixed distance down an enclosed tube under the influence of gravity. Measurements were taken using pressures which correspond to those of interest in automotive common rail diesel engines, and at temperatures of between 25oC and 80oC. In all cases, the viscosity of the biodiesel blends were found to increase exponentially for which the blends were noted as being more viscous than pure mineral fuels. A pressure-freezing effect was not observed for the blends.

Determination of biodiesel quality parameters for optimization of production process conditions

According to many scientists third industrial revolution has already began and this primarily means the transition to renewable energy sources. Energy requirements are increasing rapidly due to fast industrialization and the increased number of vehicles on the roads. Massive consumption of fossil fuels leads to environmental pollution, therefore, biofuels are offered as an alternative. For example, the application of biodiesel in diesel engines instead of diesel results in the proven reduction of harmful exhaust emissions. One of the most important technologies, which has been already explored at the commercial level, is the production of a liquid biofuel applicable in compression-ignition engines (or diesel engines), from biomass rich in fats and oils. This biofuel is generically referred as biodiesel, and consists essentially of a mixture of FAME's (fatty acid methyl esters). This current work describes modern approaches of biodiesel production from vegetable oil and subsequent analysis of produced biodiesel main characteristics such as density, acidity, iodine value and FAME content.

Análise e Prevenção de avarias de um veio de manivelas de um motor Pielstick

Na engenharia mecânica há cada vez mais necessidade de utilizar e de prever o comportamento das máquinas térmicas, mais propriamente dos motores de combustão interna, em especial na área da manutenção e da prevenção de falha num dos componentes vitais de um motor a 4 tempos: o veio de manivelas. Esta situação já tem sido bastante observada na indústria mecânica naval, nomeadamente na Marinha Portuguesa e, devido ao seu elevado grau de importância no desempenho de qualquer motor, decidiu-se focar o trabalho desta tese no estudo dos motores a diesel S.E.M.T Pielstick das unidades navais da Marinha Portuguesa, mais especificamente das corvetas da classe “João Coutinho” e da classe “ Baptista de Andrade”, devido ao historial de ocorrência de falhas no veio de manivelas nesta classe de navios e em outras da Marinha Portuguesa. Para efetuar este estudo, utilizaram-se todos os dados relativos ao historial de ocorrências de falhas destes motores, bem como todos os dados disponíveis do fabricante destes motores, por forma a reproduzir da forma mais fiável possível um modelo tridimensional do veio de manivelas no programa de modelação informática CAD Solidworks®, e possibilitar a análise cinemática do veio de manivelas. Desta forma, foi possível simular as condições de funcionamento do motor, assim como analisar e determinar a causa de falha do veio de manivelas, visando prolongar a vida útil dos veios de manivelas, contribuindo não só para menores custos de manutenção mas também para o aumento da operacionalidade destes navios.

Performance characteristics of automotive engines in the United States. First series--report no. 12. 1975 Perkins diesel 247 CID (4.0 liters), F.I. Interim report.

Transportation Systems Center, Cambridge, Mass.

Performance characteristics of automotive engines in the United States. Second series--report no. 6. 1976 Nissan diesel 198 CID (3.2 liters), F.I. Interim report.

Transportation Systems Center, Cambridge, Mass.

Performance characteristics of automotive engines in the United States. Third series - report no. 11, 1978 Oldsmobile Diesel, 350 C10 (5.7 liters), F.I. Interim report.

National Highway Traffic Safety Administration, Office of Research and Development, Washington, D.C.

Performance characteristics of automotive engines in the United States. Third series - report no. 6, 1978 Volkswagen Diesel, 90 CID (1.5 liter), F.I. Interim report.

National Highway Traffic Safety Administration, Office of Research and Development, Washington, D.C.

Organizational maintenance repair parts and special tools lists : crane, wheel mounted, 20 ton at 10 foot radius, 2 engines, diesel engine driven, 4x4 air transportable, phase III, w/blade, bulldozer, earth moving, w/block,tackle, 20 ton, w/boom, crane, 30 foot, Army model M2380, NSN 3810-00-763-7728, American Hoist and Derrick model 2380 and Army model M2385 ...

Includes index.

Direct support and general support maintenance repair parts and special tools lists (including depot maintenance repair parts and special tools lists) : crane, wheel mounted, 20 ton at 10 foot radius, 2 engines, diesel engine driven, 4x4 air transportable, phase III; ...

Includes index.

Direct support and general support repair parts and special tools list (including depot maintenance repair parts and special tools list) for crane, wheel mounted, 20 ton at 10 foot radius, 2 engines, diesel engine driven, 4 x 4 air transportable, Harnischfeger Corp. model M320RT, (NSN 3810-00-275-1167).

Includes index.

Direct support and general support maintenance manual for crane, wheel mounted, 20-ton at 10-foot radius, 2 engines, diesel engine driven, 4x4 air transportable, Harnischfeger Corp. model M320RT (NSN 3810-00-275-1167).

"September 1977."