Search Results (22)

This experimental study examines the particle-level combustion behavior of high-volatile bituminous coal and walnut shell particles in oxyfuel environments, with a particular focus on the gas-phase ignition characteristics and the structural development of volatile flames. Particles with similar size and shape distributions (a median diameter of about 126 µm and an aspect ratio of around 1.5) are combusted in hot flows generated using lean, flat flames, where the oxygen mole fraction is systematically varied in both CO₂/O₂ and N₂/O₂ atmospheres while maintaining comparable gas temperatures and particle heating rates. The investigation employs a high-speed multi-camera diagnostic system combining laser-induced fluorescence of OH, diffuse backlight-illumination, and Mie scattering to simultaneously measure the particle size, shape, and velocity; the ignition delay time; and the volatile flame dynamics during early-stage volatile combustion. Advanced detection algorithms enable the extraction of these multiple parameters from spatiotemporally synchronized measurements. The results reveal that the ignition delay time decreases with an increasing oxygen mole fraction up to 30 vol%, beyond which point further oxygen enrichment no longer accelerates the ignition, as the process becomes limited by the volatile release rate. In contrast, the reactivity of volatile flames shows continuous enhancement with an increasing oxygen mole fraction, indicating non-premixed flame behavior governed by the diffusion of oxygen toward the particles. The analysis of the flame stand-off distance demonstrates that volatile flames burn closer to the particles at higher oxygen mole fractions, consistent with the expected scaling of O₂ diffusion with its partial pressure. Notably, walnut shell and coal particles exhibit remarkably similar ignition delay times, volatile flame sizes, and OH-LIF intensities. The substitution of N₂ with CO₂ produces minimal differences, suggesting that for 126 µm particles under high-heating-rate conditions, the relatively small variations in the heat capacity and O₂ diffusivity between these diluents have negligible effects on the homogeneous combustion phenomena observed. Full article

Supercritical oxy-fuel combustion, which allows for the high efficiency of power generation with near-zero CO₂ emissions, is considered a promising method to reduce the carbon footprint in the power energy sector. One of the problems in the widespread use of oxy-fuel combustion is a lack of comparative studies on the existing oxy-fuel combustion kinetic mechanisms depending on mixture composition, which complicates the choice of a kinetic mechanism for modeling oxy-fuel combustion. In this paper, a comparative verification of the kinetic mechanisms of GRI-Mech 3.0, UoS sCO₂ 2.0, OXY-NG, and Skeletal was performed using published experimental data on the ignition delay time of methane under conditions of oxy-fuel combustion. A comparative numerical study of the kinetic mechanisms in the wide range of pressures, CO₂ mass fractions in oxidizer (γ), and excess oxidizer ratios (α) by the ignition delay time is also carried out. It was found that the limits of applicability of all of the mechanisms studied are absent when modeling the ignition delay time, the most accurate mechanism to model the IDT of methane in oxy-fuel conditions being UoS sCO₂ 2.0, while the other three mechanisms are overall much inferior to it in terms of accuracy. However, Skeletal and GRI-Mech 3.0 mechanisms can be used to model the IDT during the oxy-fuel combustion of methane under both atmospheric and supercritical conditions, although only in a narrow range of γ. Full article

Oxygen present in the High Velocity Air-Fuel (HVAF) process can react with the in-flight metallic particles and cause their oxidation. A grown brittle oxide shell on metallic micro-size particles can reduce their deposition efficiency and impair the coating’s final deposited properties/microstructure. In the current study, the oxide growth of MCrAlY particles, where M stands for Nickel (Ni) and Cobalt (Co), during their flight in the HVAF process has been numerically modeled and validated with experimental single-particle depositions. A thorough theoretical oxide layer growth background is also presented. The utilized oxidation development follows the Mott–Cabrera theory for very thin films, which uses the particle surrounding temperature and oxygen partial pressure to track and describe the oxide growth. The obtained results provide a good correlation between the HVAF system design, the operating conditions, and surface oxidation phenomena observed using focus ion beam scanning electron microscope (FIB/SEM) analysis on collected particles. Furthermore, the particle’s degree of oxidation in HVAF is compared to High Velocity Oxy-Fuel (HVOF) to demonstrate the influence of combustion processes on oxidation level. Full article

Oxy-fuel combustion technology replaces air with a mixture of pure O₂ and recycled flue gas for coal combustion, which leads to difficulties in the waste heat recovery of flue gas in the boiler tail of coal-fired power plants. This paper proposes a new integration scheme for waste heat recovery of flue gas in coal-fired power plants with oxy-fuel combustion CO₂ capture. By introducing an oxygen preheater, a recycled flue gas preheater, and a low-pressure economizer, the waste heat of flue gas is fully recovered to preheat oxygen, recycled flue gas, and feed water, respectively. The proposed scheme simultaneously ensures the safe operation of the recycled fan and improves the thermal performance of the coal-fired power plants. Compared to the air combustion configuration, the boiler’s efficiency and gross power efficiency in the oxy-fuel combustion configuration are increased by 0.42% and 1.29%, respectively. Due to power consumption for the added equipment, the net power efficiency is reduced by 10.41%. A techno-economic analysis shows that the cost of electricity for oxy-fuel combustion in coal-fired power plants has increased from USD 46.45/MWh to USD 80.18/MWh, and the cost of the CO₂ avoided reaches USD 43.24/t CO₂. Full article

Dual-fuel low-temperature combustion is a possible solution for alleviating the tradeoff between oxides of nitrogen and soot emissions in conventional diesel combustion, albeit with poor combustion stability, high carbon monoxide, and unburned hydrocarbon emissions at low engine loads. The present work compares emissions and combustion (heat release and other metrics) of both diesel and poly-oxy methylene dimethyl ether as high-reactivity fuels to ignite natural gas while leveraging spray-targeted reactivity stratification, which involved multiple injections of the high-reactivity fuels. The experiments included six parametric sweeps of: (1) start of first injection, (2) start of second injection, (3) percentage of energy substitution of natural gas, (4) commanded injection duration ratio, (5) rail pressure, and (6) intake pressure. The experiments were performed on a 1.8 L heavy-duty single-cylinder research engine operating at a medium speed of 1339 rev/min. Not-to-exceed limits for the indicated oxides of nitrogen emissions, maximum pressure rise rate, and the coefficient of variation of the indicated mean effective pressure were set to 1 g/kWh, 10 bar/CAD, and 10%, respectively. The indicated emissions decreased and combustion improved significantly for both fueling combinations when the experimental procedure was applied. Full article

Considering the concerns for emissions reduction in the maritime sector, the present paper evaluates, through modeling and simulation, oxy-fuel combustion in a two-stroke ship engine (2SE) and the best production system configuration to obtain the required oxygen (O₂). An initial model of a ship engine is calibrated with the engine manufacturer’s data and then adapted to work with O₂ as the oxidant to eliminate nitrogen oxide (NO_x) emissions and with exhaust gas recirculation (EGR) to control the in-cylinder combustion temperature. Mixed Ionic–Electronic Conducting (MIEC) membranes produce the necessary O₂ from the ambient air, which is heated up and pressurized by a heat exchanger and turbocharging coupled system to provide the air conditions required for the proper operation of the MIEC. Several layouts of this system are evaluated for the full load engine operating point to find the optimum O₂ production system configuration. Results reveal that the engine operating under oxy-fuel combustion conditions avoids NO_x emissions at the expense of higher brake-specific fuel consumption (BSFC) to obtain the original brake torque, and also expels a stream composed exclusively of CO₂ and H₂O, which facilitates the separation of CO₂ from exhaust gases. Full article

Poly(methyl methacrylate) (PMMA) is characterized by high CO₂ capture yield under mild pressures and temperatures. A morphological modification of powdery amorphous PMMA (pPMMA) is carried out by electrospinning to increase the surface/volume ratio of the resulting electrospun PMMAs (ePMMAs). This modification improves the kinetics and the capture yields. The rate constants observed for ePMMAs are two to three times higher than those for pPMMA, reaching 90% saturation values within 5–7 s. The amount of sorbed CO₂ is up to eleven times higher for ePMMAs at 1 °C, and the highest difference in captured CO₂ amount is observed at the lowest tested pressure of 1 MPa. The operating life of the ePMMAs shows a 5% yield loss after ten consecutive runs, indicating good durability. Spent electrospun PMMAs after several cycles of CO₂ sorption-desorption can be regenerated by melting and again electrospinning the molten mass, resulting in a CO₂ capture performance that is undistinguishable from that observed with fresh ePMMA. Scanning electron and atomic force microscopies show a reduction in surface roughness after gas exposure, possibly due to the plasticization effect of CO₂. This study shows the potential of electrospun PMMAs as solid sorbents for carbon capture from natural gas or pre-combustion and oxyfuel combustion processes. Full article

Comparative tests in air and oxy-fuel combustion were conducted in a 30 kW_th circulating fluidized bed (CFB) pilot plant for waste sludge combustion. General combustion characteristics of the CFB, such as pressure profiles, temperatures along the bed, and flue gas composition, were different under the air and oxy-fuel conditions. At the bottom and in the fly ash, alkali and heavy metals had different distributions under the air and oxy-fuel combustion conditions. The particle size distribution in fly ash from air combustion was dominated by coarse particles, over 2.5 μm in size, whereas with oxy-fuel combustion, most particles were submicron in size, approximately 0.1 μm, and a smaller quantity of coarse particles, over 2.5 μm in size, formed than with air combustion. Mass fractions of Al, Ca, and K, below 2.5 μm in size, were found in the ashes from oxy-fuel combustion and in higher quantity than those found in air combustion. Submicron particle formation from Cr, Ni, Cu, and Zn in the fly ash occurred more during oxy-fuel combustion than it did in air combustion. Full article

The atmosphere carbon dioxide content grows subsequently due to anthropogenic factors. It may be considerably mitigated by the development of thermal power plants with near zero emissions. A promising way is the transition to the semi-closed oxy-fuel combustion power cycles with carbon dioxide and water vapor mixture as a working fluid. However, their wide implementation requires reduction of the metal consumption for the highly efficient regeneration system. This paper discloses the results of feasibility study for the regeneration system of the prospective oxy-fuel combustion power plant. The effect of operating parameters on the cycle energy efficiency, overall dimensions, and the cost of the regenerator was determined. Underheating increase in the regenerator by 1 °C leads to the net efficiency factor drop of the oxy-fuel combustion power cycle by 0.13% at average and increases fuel costs by 0.28%. Increase of pressure drop in the hot channel by 1% leads to efficiency drop by 0.14%. The optimum set of design and operating parameters of the feed heating system has been determined, which ensures the best technical and economic indicators of electrical power generation: the minimum cumulative costs are achieved when underheating in the regenerator is 20 °C and pressure drop in the hot channel is 4%, under the use of S-shaped fins channels. Full article

This study uses an optimization approach for developing a combustion system in a compression–ignition engine that is able to operate under oxy-fuel conditions, and produces mainly CO${}_2$ and H${}_2$O as exhaust gases. This is achieved because the combustion concept uses pure oxygen as an oxidizer, instead of air, avoiding the presence of nitrogen. The O${}_2$ for the combustion system can be obtained by using a mixed ionic–electronic conducting membrane (MIEC), which separates the oxygen from the air onboard. The optimization method employed maximizes the energy conversion of the system, reducing pollutant emissions (C${}_x$H${}_y$, particulate matter, and carbon monoxides) to levels near zero. The methodology follows a novel approach that couples computational fluid dynamics (CFD) and particle swarm optimization (PSO) algorithms to optimize the complete combustion system in terms of engine performance and pollutant generation. The study involves the evaluation of several inputs that govern the combustion system design in order to fulfill the thermo-mechanical constraints. The parameters analyzed are the piston bowl geometry, fuel injector characteristics, air motion, and engine settings variables. Results evince the relevance of the optimization procedure, achieving very low levels of gaseous pollutants (C${}_x$H${}_y$ and CO) in the optimum configuration. The emissions of CO were reduced by more than 10% while maintaining the maximum in-cylinder pressure within the limit imposed for the engine. However, indicated efficiency levels are compromised if they are compared with an equivalent condition operating under conventional diesel combustion. Full article

Oxy-fuel combustion technology is an effective way to reduce CO₂ emissions. An ionic liquid [emim][Tf₂N] was used to capture the CO₂ in flue gas from oxy-fuel combustion plant. The process of the CO₂ capture was simulated using Aspen Plus. The results show that when the liquid–gas ratio is 1.55, the volume fraction of CO₂ in the exhaust gas is controlled to about 2%. When the desorption pressure is 0.01 MPa, desorption efficiency is 98.2%. Additionally, based on the designability of ionic liquids, a hypothesis on the physical properties of ionic liquids is proposed to evaluate their influence on the absorption process and heat exchanger design. The process evaluation results show that an ionic liquid having a large density, a large thermal conductivity, and a high heat capacity at constant pressure is advantageous. This paper shows that from capture energy consumption and lean circulation, oxy-fuel combustion is a more economical method. Furthermore, it provides a feasible path for the treatment of CO₂ in the waste gas of oxy-fuel combustion. Meanwhile, Aspen simulation helps speed up the application of ionic liquids and oxy-fuel combustion. Process evaluation helps in equipment design and selection. Full article

Pressurized oxy-fuel combustion technology is the second generation of oxy-fuel combustion technology and has low energy consumption and low cost. In this research, a visual pressurized flat-flame reaction system was designed. A particle-tracking image pyrometer (PTIP) system based on a high-speed camera and an SLR camera was proposed. Combining the experimental system and data-processing method developed, the ignition and combustion characteristics of a single coal particle between 69 and 133 μm in size were investigated. The results indicated that at atmospheric pressure, the ignition delay time of ShanXi (SX) anthracite coal was longer than that of ShenHua (SH) bituminous coal, while that of PRB sub-bituminous coal was the shortest. As the pressure rose, the ignition delay time of the PRB sub-bituminous coal and SX anthracite coal showed a continuous increasing trend, while the ignition delay time of SH bituminous coal showed a trend of first increasing and then decreasing. Moreover, pressure also affects the pyrolysis process of coal. As the pressure increases, it became more difficult to release the volatiles produced by coal pyrolysis, which reduced the release rate of volatiles during the ignition stage, and prolonged the release time and burning duration time of volatiles. Full article

Currently, global warming has been a serious issue, which is closely related to anthropogenic emission of Greenhouse Gas (GHG) in the atmosphere, particularly Carbon Dioxide (CO₂). To help achieve carbon neutrality by decreasing CO₂ emissions, Oxy-Fuel Combustion (OFC) technology is becoming a hot topic in recent years. However, few findings have been reported about the implementation of OFC in dual-injection Spark Ignition (SI) engines. This work numerically explores the effects of Water Injection (WI) strategies on OFC characteristics in a practical dual-injection engine, including GDI (only using GDI), P₅₀-G₅₀ (50% PFI and 50% GDI) and PFI (only using PFI). The findings will help build a conceptual and theoretical foundation for the implementation of OFC technology in dual-injection SI engines, as well as exploring a solution to increase engine efficiency. The results show that compared to Conventional Air Combustion (CAC), there is a significant increase in BSFC under OFC. Ignition delay (${\theta }_F$) is significantly prolonged, and the spark timing is obviously advanced. Combustion duration (${\theta }_C$) of PFI is a bit shorter than that of GDI and P₅₀-G₅₀. There is a small benefit to BSFC under a low water-fuel mass ratio ($R_{wf}$). However, with the further increase of $R_{wf}$ from 0.2 to 0.9, there is an increment of 4.29%, 3.6% and 3.77% in BSFC for GDI, P₅₀-G₅₀ and PFI, respectively. As WI timing ($t_{WI}$) postpones to around −30 °CA under the conditions of $R_{wf}$ ≥ 0.8, BSFC has a sharp decrease of more than 6 g/kWh, and this decline is more evident under GDI injection strategy. The variation of maximum cylinder pressure ($P_{max}$) and combustion phasing is less affected by WI temperature ($T_{WI}$) compared to the effects of $R_{wf}$ or $t_{WI}$. BSFC just has a small decline with the increase of $T_{WI}$ from 298 K to 368 K regardless of the injection strategy. Consequently, appropriate WI strategies are beneficial to OFC combustion in a dual-injection SI engine, but the benefit in fuel economy is limited. Full article

An effective approach for reducing CO₂ emissions from marine exhaust is adopting oxyfuel combustion technology. A series of B-site doped BaCo_0.8B_0.2O_3−δ (B=Ce, Al, Fe, Cu) perovskites as novel oxygen carrier applications were prepared by the sol-gel method. The oxygen desorption characteristics of the B-site doped BaCo_0.8B_0.2O_3−δ perovskites and the effects of adsorption/desorption temperature, CO₂ volume flow rate, CO₂ partial pressures, and adsorption time were researched in the fixed bed reactor. The surface morphology and size of the oxygen carrier was observed by scanning electron microscope (SEM). Results showed that BaCo_0.8Al_0.2O_3−δ and BaCo_0.8Ce_0.2O_3−δ have comparable performance, considering the cost of the raw materials. BaCo_0.8Al_0.2O_3−δ was selected as candidate for further study_. The optimal adsorption/desorption temperature, CO₂ volume flow rate, CO₂ partial pressure and adsorption time for BaCo_0.8Al_0.2O_3−δ were studied in detail. Results showed that the best operating parameters were determined to be 850 °C/850 °C for adsorption/desorption temperature, 200 mL/min for CO₂ volume flow rate, 100% CO₂ partial pressure, and 30 min for absorption time, respectively. Furthermore, multiple cycle results indicate that BaCo_0.8Al_0.2O_3−δ sorbent has high reactivity and cyclic stability. Full article

Structures of both gaseous and liquid ethanol flames in different oxidizing gas environments in the axisymmetric counterflow configuration at atmospheric pressure are studied. Initially, ethanol/air gas flames are considered where pure ethanol is directed against air at initial temperatures of 400 K, and N₂ is successively removed to obtain structures of ethanol/O₂ gas flames. Furthermore, the addition of CO₂ to the oxidizer side is carried out. Then, an ethanol spray is carried by air and directed against an air stream, and the same procedure is performed as described for the gas flames. The gas strain rate at the fuel side of the configuration is increased from low values of 55/s up to extinction, and the initial droplet diameter is varied. For the combustion of gaseous ethanol in air and in pure oxygen, the nitrogen removal results in an increase in the maximum flame temperature from 2010 K to 2920 K at a gas strain rate of 55/s on the fuel side of the configuration, and the extinction strain rates are 630/s and 26,000/s, respectively. It is confirmed that ethanol spray flames in air show two reaction zones at low strain whereas the lean ethanol spray flames in pure oxygen exhibit a single reaction zone in all situations studied. For increased liquid fuel mass flow rate to a global equivalence ratio of unity, two reaction zones are retrieved. An analysis regarding the addition of CO₂ in both the ethanol/oxygen gas and spray flames is also discussed and is found that CO₂ dilution of the carrier gas the spray is much more efficient than diluting the opposed gas stream in the counterflow configuration for the generation of MILD combustion conditions in oxy-fuel flames. Full article