Search Results (44)

Hydrogen enrichment of compression ignition (CI) engines has emerged as a promising strategy to simultaneously enhance thermal efficiency and reduce carbon-based emissions. This study numerically investigates how hydrogen enrichment affects engine performance and emissions in methanol–diesel dual-fuel CI engines, a combustion mode gaining increasing attention for replacing fossil diesel with sustainable fuels, particularly in hard-to-abate sectors such as maritime transport. The simulations are based on the Unsteady Reynolds-Averaged Navier–Stokes (URANS) equations, incorporating the RNG k-ε turbulence model, the Eddy Dissipation Concept (EDC) for turbulence–chemistry interaction, and the G-equation for turbulent premixed flame propagation. The numerical model is validated against experimental data for in-cylinder pressure and heat release rate at 45% methanol substitution ratio (by energy). The results indicate that increasing the hydrogen enrichment ratio (HER, defined on an energy basis) from 5% to 20% raises the Sauter mean diameter (SMD) of the diesel fuel from 20.2 µm to 28.0 µm (+38%), driven by reduced aerodynamic breakup intensity associated with modified gas-phase properties under hydrogen enrichment. Furthermore, hydrogen’s elevated adiabatic flame temperature and superior mass diffusivity intensify combustion, raising peak in-cylinder pressure from 75.2 to 79.1 bar (+5.2%), amplifying the peak heat release rate from 129 to 211 J/°CA (+63.6%), and elevating maximum in-cylinder temperature from 1542 to 1735 K (+193 K). Under the investigated CFD operating conditions, these thermodynamic gains translate into an engine-level 6% improvement in indicated thermal efficiency and a 14% reduction in indicated specific fuel consumption (accounting for hydrogen, methanol, and diesel) at HER 20%. On the emissions front, CO₂ declines by 24% in direct proportion to the carbon-containing fuel mass displaced by hydrogen substitution, while NO_x increases approximately twofold from 0.10 g/kWh at HER 0 to 0.21 g/kWh at HER 20, driven by peak temperature elevation. These findings establish hydrogen-enriched methanol–diesel dual-fuel combustion as a viable pathway toward high-efficiency, low-carbon CI engine operation for heavy-duty transport applications. Full article

Efficiency improvements in gas turbines have been realized in recent decades by raising the turbine inlet temperature. This work devotes attention to pressure-gain combustion (PGC), which is a technology capable of yielding the same time-averaged combustor outlet temperature as conventional Brayton–Joule cycles but at a higher pressure. Here, PGC is implemented in a thermodynamic cycle wherein the compression system operates at a lower pressure ratio compared to the reference Brayton–Joule cycle. Focusing on E-, F- and H-class gas turbines, representative of three different technologies, the possible PGC advantages in both simple- and combined-cycle modes are investigated by means of in-house simulation code. Specifically, this work includes the energy penalty related to the PGC system cooling in the cycle analysis. In detail, the effects of different coolant amounts on the PGC system, as well as the lower efficiency at the first expansion stage compared to conventional gas turbine systems, are analyzed. Among the three classes of gas turbines, E is the one wherein the advantages are more significant, with ultimate efficiency values in simple-cycle mode calculated in the range of 38% to 41%. The higher the gas turbine technology and power class, the lower the benefit, and current H-class gas turbines already start from a higher efficiency level. Anyway, focusing on the latter, performance improvements for the PGC combined cycle seem to be possible, with efficiency greater than 65%, exceeding the current state-of-the-art systems. Full article

Lignite particles generate considerable dust during drying due to structural damage, which increases the dust removal costs of the drying system, pollutes the environment, and raises the risk of combustion and explosion, thereby posing a threat to the safety of the drying system. Moisture plays a crucial role in the structural damage of lignite particles during drying. In this study, lignite samples with moisture contents of 60%, 36%, and 18% were prepared and dried in hot air at 200 °C. The transfer behavior of moisture in the pore structure was investigated, and the evolution of the pore structure was observed. The relationship between pore structure evolution and moisture transfer behavior was correlated, and the mechanism of structural damage under the action of moisture during the drying process was proposed. The results demonstrated that the moisture in large pores was transported rapidly in the form of a gas–liquid mixture; the liquid moisture in the pores boiled into water vapor, and the water vapor pressure was the main reason for the destruction of the pore structure. For raw lignite, the total pore volume decreased sharply from 0.92 to 0.37 mL/g within the first 360 s of drying, and the fractal dimension dropped from 2.701 to 2.545, indicating severe pore collapse. However, the moisture in small pores migrated by molecular diffusion, which is nondestructive to the lignite structure. Full article

Utah State University has developed a high-performance “green” hybrid propulsion technology based on the unique electrical breakdown properties of 3D-printed acrylonitrile butadiene styrene. Using 3D-printed ABS as fuel, typical startup sequences require approximately 5–15 joules and, once started, the system can be sequentially fired with no additional energy inputs required. The number of possible ignitions is limited only by the amount of fuel. The most technologically mature version uses gaseous oxygen (GOX) as oxidizer and 3D-printed ABS as fuel. While GOX is mass-efficient, it lacks volumetric efficiency unless highly pressurized. Nytrox, a blend of GOX and nitrous oxide, improves propellant density and volumetric efficiency, while maintaining acceptable levels of mass efficiency (specific impulse). Nytrox can safely self-pressurize, eliminating the need for a separate oxidizer pressurization system and reducing overall complexity. However, employing Nytrox as a direct substitute for GOX results in reduced ignition reliability and considerably increases cold-start ignition latency. This paper quantifies the latency, explores its sources, and analyzes expected behaviors. Solutions include raising combustion and storage pressures to boost oxygen content in Nitrox’s liquid phase and increasing combustion chamber pressure to reduce ignition delays. Full article

Globally, the transport sector accounts for almost a quarter of CO₂ emissions from fuel combustion and generates large amounts of pollutants, placing significant pressure on the environment and human health. By 2050, the European Green Deal requires a 90% reduction in transport-related emissions, making sustainability necessary across all modes of transport. Based on the relevant literature, this study examines the role and potential of railways in decarbonising the EU transport sector. Railway is highly efficient, consuming just 1.9% of transport sector energy while handling 16.9% of freight and 5.1% of passenger transport in the EU, yet is responsible for only 0.4% of total emissions. According to studies, greenhouse gas emissions can be reduced by improving energy efficiency, using low-carbon or renewable energy, and expanding train electrification. The greatest potential for decarbonisation lies in a modal shift to rail. However, this requires significant infrastructure investment: raising line speeds to at least 160 km/h, expanding networks, building terminals, digitalisation, and alignment with TEN-T standards. Although the EU supports the modal shift with funding programmes, the transition is not progressing as expected—the share of road freight transport increased from 74% in 2013 to 78% in 2023. Stronger investment is needed in Member States’ national policies for the development and modernisation of railways. The authors developed a Path Evaluation Matrix (PEM), a quantitative decision framework integrating the fields of energy, transport, politics, and economics. The PEM results indicate that BEMU (battery electric multiple units) is optimal for 68% of secondary lines in south-eastern Europe. Full article

This study explores the viability of condensate petroleum, an ultra-light hydrocarbon derived from natural gas production, as an alternative diesel engine fuel. The researchers tested six different fuel blends, increasing the condensate volume by 10% increments, in a compression ignition engine under three distinct load conditions (25%, 50%, and 75%) to evaluate both combustion characteristics and emission performance. The results demonstrate that condensate blends significantly enhance key combustion parameters. The heat release rate, in-cylinder pressure, and in-cylinder temperature all increased, with the highest heat release rate improvement of 35.6% observed at a 75% load using a 60% condensate petroleum blend. However, increasing the condensate ratio also extended ignition delay times and raised the ringing intensity, which peaked with a 34.7% increase at a 25% load. Brake thermal efficiency improved at lower and medium loads—achieving a maximum 11.2% increase with the 50% condensate petroleum blend at 50% load—but decreased when the engine reached 75% load. In terms of environmental impact, the condensate blends proved largely beneficial. Carbon monoxide emissions dropped by 57.9% (at 75% load, 60% condensate petroleum), smoke opacity decreased by 72.6% (at 25% load, 40% condensate petroleum), and hydrocarbons fell by 34.4% (at 50% load, 60% condensate petroleum). The primary drawback was that nitrogen oxide emissions worsened, increasing by 20.4% at 75% load with the 50% condensate petroleum blend. Overall, the study concludes that the effects of condensate petroleum are highly acceptable, making it a promising alternative fuel and additive for diesel engines. Full article

Growing pressure to decarbonize aviation has accelerated the search for alternative fuels to replace conventional Jet A-1 kerosene, with renewable biofuels attracting significant interest. While early demonstrations of kerosene–biofuel blends have been successful, they also introduce new operational challenges. This study examines the influence of low temperatures on blends of Jet A-1 and FAME (fatty acid methyl ester), focusing on clear point, cloud point, and density—parameters critical for maintaining reliable fuel flow in cold environments. The measurements demonstrate a consistent trend in which greater FAME fractions raise the clear point from 0.5 °C (0% FAME) to 5.8 °C (40% FAME) and the cloud point from −29.3 °C to −23.4 °C over the same range. Mixture density also increases with higher FAME content, from 810 kg·m⁻³ for pure Jet A-1 to 883 kg·m⁻³ for 100% FAME. Additionally, density rises as temperature decreases, with an increase of 6–16 kg·m⁻³ when the temperature drops from 8 °C to −8 °C. These shifts may impair stable fuel delivery to aircraft engine combustion chambers at low temperatures. The findings confirm that higher FAME content elevates clear and cloud point temperatures and increases density, indicating that such blends may be unsuitable for aviation use in polar and subpolar regions. Full article

Ammonia (NH₃) is a zero-carbon fuel and an attractive hydrogen (H₂) carrier for gas turbine power generation due to its high energy density, ease of storage, and transportation. This study numerically investigates NH₃/air combustion using a hybrid Well-Stirred Reactor (WSR) and Plug Flow Reactor (PFR) model in Cantera at pressures of 1–20 atm, temperatures of 1850–2150 K, and equivalence ratios (ϕ) of 0.7–1.2. The effects of pressure, equivalence ratio, and temperature on NH₃ conversion and NO formation are examined. Results show that NH₃ exhibits a non-monotonic conversion curve with pressure after the WSR, reaching a minimum near 5 atm, whereas NO formation decreases monotonically from 1 to 20 atm. Equivalence ratio sweeps show that NO decreases steeply as ϕ increases from 0.7 to ~1.1 as nitrogen is redirected toward N₂ and oxidizer availability declines; residual NH₃ increases rapidly for ϕ > 1.0, especially at high pressure. Increasing temperature accelerates NH₃ oxidation and raises NO formation, most strongly at low pressure where thermal and NH/OH pathways are least inhibited. These results indicate that co-tuning pressure and equivalence ratio near rich operation enables low-NO_x ammonia combustion suitable for advanced gas turbine applications. Full article

Spontaneous coal combustion accounts for more than 90% of mine fires, and at the same time, the ‘dual carbon’ strategy requires fire prevention and extinguishing materials to have both low-carbon and environmentally friendly functions. To meet on-site application needs, a composite gel with fast injection, flame retardant, and CO₂ adsorption functions was developed. PVA-PEI-PAC materials were selected as the gel raw materials, and an orthogonal test with three factors and three levels was used to optimize the gelation time parameters to identify the optimal formulation. The microstructure of the gel, CO₂ adsorption performance, as well as its inhibition rate of CO, a marker gas of coal spontaneous combustion, and its effect on activation energy were systematically characterized through SEM, isothermal/temperature-programmed/cyclic adsorption experiments, and temperature-programmed gas chromatography. The results show that the optimal gel formulation is 14% PVA, 7% PEI, and 5.5% PAC. The gel microstructure is continuous, dense, and rich in pores, with a CO₂ adsorption capacity at 30 °C and atmospheric pressure of 0.86 cm³/g, maintaining over 76% efficiency after five cycles. Compared with raw coal, a 10% gel addition reduces CO release at 170 °C by 25.97%, and the temperature-programmed experiment shows an average CO inhibition rate of 25% throughout, with apparent activation energy increased by 14.96%. The gel prepared exhibited controllable gelation time, can deeply encapsulate coal, and can efficiently adsorb CO₂, significantly raising the coal–oxygen reaction energy barrier, providing an integrated technical solution for mine fire prevention and extinguishing with both safety and carbon reduction functions. Full article

Cycle-to-cycle variation (CCV) is an inherent phenomenon in internal combustion engines that poses significant limitations on thermal efficiency in energy conversion. This variation can also cause structural damage. Other negative effects include increased noise and elevated emissions. This research employs large eddy simulation (LES) coupled with the G-equation model and detailed SAGE chemistry to investigate the impact of varying engine speeds on cyclic variability and energy conversion, which focuses specifically on CCV phenomena. Unlike previous studies that focus primarily on statistical pressure variations, this work uncovers the causal link between the initial flame kernel morphology and the propensity for end-gas auto-ignition. The results demonstrate that increasing engine speed significantly enhances in-cylinder turbulence intensity. Specifically, the maximum turbulence energy at 5000 rpm is about 85% higher than that at 4000 rpm. The maximum turbulence energy at 4000 rpm is about 103% higher than that at 3000 rpm. Speed alterations also change the initial conditions of temperature and fuel distribution that have a major impact on CCV characteristics. As engine speed increases from 3000 rpm to 5000 rpm, the coefficient of variation in the maximum peak pressure decreases from 14.9% to 9.48%. The coefficient of variation follows a decreasing then increasing trend with the values ranging from 7.8% to 8.1%. While a moderate increase in engine speed can reduce peak pressure fluctuation and improve combustion stability, excessively high speeds may induce delayed flame propagation and instability in kernel development, which can exacerbate the combustion phasing variations. The propensity for exhaust gas auto-ignition near the intake valve increases to raise the risk of engine knocking. Our research findings underscore the critical balancing role of engine speed in optimizing energy conversion and provide a basis for mitigating engine knock. Full article

Based on the low-carbon transition needs of coal-fired boilers, this study conducted industrial trials of direct biomass co-firing on a 620 t/h high-temperature, high-pressure circulating fluidized bed (CFB) boiler, gradually increasing the co-firing ratio. It used compressed biomass pellets, achieving stable 20 wt% (weight percent) operation. By analyzing boiler parameters and post-shutdown samples, the comprehensive impact of biomass co-firing on the boiler system was assessed. The results indicate that biomass pellets were blended with coal at the last conveyor belt section before the furnace, successfully ensuring operational continuity during co-firing. Further, co-firing biomass up rates of to 20 wt% do not significantly impact the fuel combustion efficiency (gaseous and solid phases) or boiler thermal efficiency and also have positive effects in reducing the bottom ash and SO_x and NO_x emissions and lowering the risk of low-temperature corrosion. The biomass co-firing slightly increases the combustion share in the dense phase zone and raises the bed temperature. The strong ash adhesion characteristics of the biomass were observed, which were overcome by increasing the ash blowing frequency. Under 20 wt% co-firing, the annual CO₂ emissions reductions can reach 130,000 tons. This study provides technical references and practical experience for the engineering application of direct biomass co-firing in industrial-scale CFB boilers. Full article

This study aims to investigate the impact of combustion chamber geometry and biodiesel on the performance of diesel engines under various load conditions. Simulations were conducted using AVL FIRE software, followed by experimental validation to compare the performance of the prototype Omega combustion chamber with the optimized TCD combustion chamber (T for turbocharger, C for charger air cooling, and D for diesel particle filter). This study utilized four types of fuels: D100, B10, B20, and B50, and was conducted under different load conditions at a rated speed of 1800 revolutions per minute (rpm). The results demonstrate that the TCD combustion chamber outperforms the Omega chamber in terms of indicated thermal efficiency (ITE), in-cylinder pressure, and temperature, and also exhibits a lower indicated specific fuel consumption (ISFC). Additionally, the TCD chamber shows lower soot and carbon monoxide (CO) emissions compared to the Omega chamber, with further reductions as the load increases and the biodiesel blend ratio is raised. The high oxygen content in biodiesel helps to reduce soot and CO formation, while its lower sulfur content and heating value contribute to a decrease in combustion temperature and a reduction in nitrogen oxide (NOx) production. However, the NOx emissions from the TCD chamber are still higher than those from the Omega chamber, possibly due to the increased in-cylinder temperature resulting from its combustion chamber structure. The findings provide valuable insights into diesel engine system design and the application of oxygenated fuels, promoting the development of clean combustion technologies. Full article

To increase the jet momentum and improve the environmental adaptability, a combustion-driven SparkJet actuator with a Laval-configured outlet is proposed to improve the performance of the actuator. Numerical simulation results show that, compared to straight outlet combustion-driven actuators with outlet diameters of 2 mm and 2.8 mm, the maximum jet velocity of the Laval-configured actuator increases by approximately 100 m/s and 350 m/s, separately. while the peak times decrease by about 50% and 12%, respectively. The work frequency of the Laval-structured combustion-driven actuator is 1333 Hz, which is higher than the 1176 Hz of the straight-tube-structured combustion-driven actuator with an outlet diameter of 2 mm. The Laval configuration effectively improves the working performance of the actuator. As the equivalence ratio increases from 0.6 to 1, the actuator’s jet velocity increases by approximately 65 m/s and 311 m/s, respectively, and its maximum combustion temperature is raised from 2700 K to 3000 K. The saturation work frequency is nearly the same. The pressure and jet mass flow rate in the actuator drop as the atmospheric pressure declines, while the combustion-driven actuator still exhibits high working performance when the atmospheric pressure is low. The maximum outlet velocity, Mach number, pressure, and temperature increase by about 20%, 13%, 25%, and 6%, while the peak time increases by about 40% as the ignition position moves from the middle position to a 2.8 mm displacement toward the outlet. Full article

Methane–hydrogen–air mixtures present a viable alternative to conventional fuels, reducing CO₂ emissions while maintaining high energy density. This study numerically investigates their combustion characteristics in millimeter-scale reactors, focusing on flame stabilisation and combustion dynamics in confined spaces. A species transport model with volumetric reactions incorporated a detailed kinetic mechanism with 16 species and 41 reactions. The simulations employed a laminar flow model, second-order upwind discretisation, and SIMPLE algorithm for pressure–velocity coupling. The key parameters analysed include equivalence ratio, hydrogen volume fraction, inlet velocity, and gas pressure and their impact on fuel conversion efficiency and heat release was evaluated. The results indicate that hydrogen enrichment enhances flame stability and combustion efficiency, with optimal performance over 40% hydrogen content. Additionally, increased outlet pressure raises flame temperature by 15%, while larger reactor diameters reduce heat losses, improving combustion efficiency by 20%. Emissions of CO decrease significantly at higher hydrogen fractions, demonstrating the potential for cleaner combustion. These findings support the integration of methane–hydrogen mixtures into sustainable energy systems, providing insights for designing efficient, low-emission micro-combustors. Full article

The growth of the civil aviation industry has raised concerns about the impact of airport emissions on human health and the environment. The aim of this study was to quantify the emissions of sulfur dioxide (SO₂), nitrogen oxides (NO_X), and carbon monoxide (CO) from in-service aircraft via open-path Fourier-transform infrared (OP-FTIR) spectroscopy at Tianjin Binhai International Airport. The results suggest that the CO and NO_X emission indices (EIs) for five common aircraft/engine combinations exhibited substantial discrepancies from those reported in the International Civil Aviation Organization (ICAO) databank. Notably, during the idling, approach, and take-off phases, the CO EIs exceeded the ICAO’s standard values by (11.04 ± 10.34)%, (56.37 ± 18.54)%, and roughly 2–5 times, respectively. By contrast, the NO_X EIs were below the standard values by (39.15 ± 5.80)%, (13.57 ± 3.67)%, and (21.22 ± 4.03)% in the same phases, respectively. The CO and NO_X EIs increased by 31–41% and decreased by 23–24%, respectively, as the ambient temperature decreased from −3 °C to −13 °C. This was attributed to lower temperatures reducing fuel evaporation, leading to inefficient combustion and increased CO emissions and lowering the combustion temperature and pressure, resulting in reduced NO_X emissions. The CO EIs had a positive correlation with humidity (adjusted R²: 0.715–0.837), while the NO_X EIs were negatively correlated with humidity (adjusted R²: 0.758–0.859). This study’s findings indicate that humidity is a crucial factor impacting aircraft exhaust emissions. Overall, this research will contribute to the development of scientifically informed emission standards and enhanced environmental management practices in the aviation sector. Full article