Biodiesel Production from Food Industrial Waste of Soybean Oil using a Lipase-nanoparticle Bio-composite Catalyst

Modeling and optimization of performance and emission parameters of a diesel engine: A comparative evaluation between date seed oil biodiesel produced via three different heating systems

Analysis of combustion and emissions characteristics of a DI diesel engine fuelled with diesel/biodiesel/glycerol tert-butyl ethers mixture by altering compression ratio and injection timing

This study analyzes the performance of biodiesel blended with diesel for fuelling a diesel engine. Biodiesel was produced from crude Jatropha oil with a high acid value (15.99 mgKOH/g) by using a two-step alkaline (base) catalyst process. The engine performance and emissions characteristics of Jatropha biodiesel blends of B5, B10 and B20 were studied and compared to those with conventional diesel at an engine speed range between 1100 to 2500 rpm. The results show that engine power output is less for all biodiesel blends tested when compared to 100% diesel, while the brake specific fuel consumption increases as the percentage of biodiesel increases. The torque obtained from the diesel engine for all Jatropha-biodiesel blends tested is lower than with 100% diesel at all engine speeds except for B5 that show higher engine torque in the speed range of 1100 to 2100 rpm. For the Jatropha biodiesel blends tested, there is lower emission of CO2 and unburned hydrocarbons, but there is increase in NOx emissions, compared to conventional diesel across the entire range of engine speeds examined.

Continuous biodiesel production under subcritical condition of methanol – Design of pilot plant and packed bed reactor with MnCO3/Na-silicate catalyst

The overall objective of this proposal is to enable Iowa State University to establish a Center that enjoys world-class stature and eventually enhances the economy through the transfer of innovation from the laboratory to the marketplace. The funds have been used to support experimental proposals from interdisciplinary research teams in areas related to catalysis and green chemistry. Specific focus areas included: • Catalytic conversion of renewable natural resources to industrial materials • Development of new catalysts for the oxidation or reduction of commodity chemicals • Use of enzymes and microorganisms in biocatalysis • Development of new, environmentally friendly reactions of industrial importance These focus areas intersect with barriers from the MYTP draft document. Specifically, section 2.4.3.1 Processing and Conversion has a list of bulleted items under Improved Chemical Conversions that includes new hydrogenation catalysts, milder oxidation catalysts, new catalysts for dehydration and selective bond cleavage catalysts. Specifically, the four sections are: 1. Catalyst development (7.4.12.A) 2. Conversion of glycerol (7.4.12.B) 3. Conversion of biodiesel (7.4.12.C) 4. Glucose from starch (7.4.12.D) All funded projects are part of a soybean or corn biorefinery. Two funded projects that have made significant progress toward goals of the MYTP draft document are: Catalysts to convert feedstocks with high fatty acid content to biodiesel (Kraus, Lin, Verkade) and Conversion of Glycerol into 1,3-Propanediol (Lin, Kraus). Currently, biodiesel is prepared using homogeneous base catalysis. However, as producers look for feedstocks other than soybean oil, such as waste restaurant oils and rendered animal fats, they have observed a large amount of free fatty acids contained in the feedstocks. Free fatty acids cannot be converted into biodiesel using homogeneous base-mediated processes. The CCAT catalyst system offers an integrated and cooperative catalytic system that performs both esterification (of free fatty acids) and transesterification (of soybean oil) in a one-pot fashion. This will allow the biodiesel producers to use the aforementioned cheap feedstocks without any pretreatment. In addition, the catalyst system is heterogeneous and is highly recyclable and reusable. Although markets currently exist for glycerin, concern is mounting that the price of glycerin may plummet to $.05 - $.10 per pound if future production exceeds demand. Developing a system to make high value chemicals such as 1,3-propanediol from the glycerin stream will add value for biodiesel producers who implement the new technology. Given the fact that both DuPont and Shell chemicals have announced the commercialization of two new PDO-based polymers, a rapid increase of market demand for a cheaper PDO source is very likely. 4. Comparison of actual accomplishments with goals and objectives From our progress reports, the four areas are: 1. Catalyst development (7.4.12.A) 2. Conversion of glycerol (7.4.12.B) 3. Conversion of biodiesel (7.4.12.C) 4. Glucose from starch (7.4.12.D)

Recent increases in petroleum fuel costs, CAFE standards, and environmental concerns about CO2 emissions from petroleum based fuels have created an increased opportunity for diesel engines and renewable alternative fuels such as biodiesel. Additionally, the Environmental Protection Agencies Tier II heavy duty and light duty emissions regulations require significant reductions in NOx and diesel particulate matter emissions for diesel engines. As a result, the diesel engine and aftertreatment system is a highly calibrated system that is sensitive to changing fuel characteristics. This study focuses on the impact of soy methyl ester biodiesel blends on combustion performance, carbonaceous soot matter and NOX emissions. Tests were completed with an I4 1.9L, turbocharged, high speed, direct injection diesel engine using commercially available 15 ppm ultra low sulfur diesel, a soy methyl ester B20 (20% biodiesel and 80% ultra low sulfur diesel) biodiesel blend and a pure soy methyl ester biodiesel. Results show a reduction in NOx and carbonaceous soot matter emissions and an increase in brake specific fuel consumption with the use of biodiesel. Further, traditional methodology assumes that diesel fuels with a high cetane number have a reduced ignition delay. However, results from this study show the cetane number is not the only parameter effecting ignition delay.

P-3-311 - Autologous nerve grafts inregeneration of motoaxons after C7 ventral root avulsion

A project to demonstrate a near-zero NOx, catalytic combustion technology for natural gas-fired, industrial gas turbines is described. In a cooperative effort between Solar Turbines Incorporated and Precision Combustion Incorporated (PCI), proof-of-concept rig testing of PCI's fuel-rich catalytic combustion technology has been completed successfully. The primary technical goal of the project was to demonstrate NOx and CO emissions below 5ppm and 10 ppm, respectively, (corrected to 15% O{sub 2}) at realistic gas turbine operating conditions. The program consisted of two tasks. In the first task, a single prototype RCL{trademark} (Rich Catalytic Lean Burn) module was demonstrated at Taurus 70 (7.5 Mw) operating conditions (1.6 MPa, 16 atm) in a test rig. For a Taurus 70 engine, eight to twelve RCL modules will be required, depending on the final system design. In the second task, four modules of a similar design were adapted to a Saturn engine (1 Mw) test rig (600 kPa, 6 atm) to demonstrate gas turbine light-off and operation with an RCL combustion system. This project was initially focused on combustion technology for the Mercury 50 engine. However, early in the program, the Taurus 70 replaced the Mercury. This substitution was motivated by the larger commercial market for an ultra-low NOx Taurus 70 in the near-term. Rig tests using a single prototype RCL module at Taurus 70 conditions achieved NOx emissions as low as 0.75 ppm. A combustor turndown of approximately 110C (200F) was achieved with NOx and CO emissions below 3 ppm and 10 ppm, respectively. Catalyst light-off occurred at an inlet temperature of 310C (590F). Once lit the module remained active at inlet air temperatures as low as 204C (400F). Combustor pressure oscillations were acceptably low during module testing. Single module rig tests were also conducted with the Taurus 70 module reconfigured with a central pilot fuel injector. Such a pilot will be required in a commercial RCL system for turbine light-off and transient operation. At and near simulated full load engine conditions, the pilot operated at low pilot fueling rates without degrading overall system emissions. In the second project task, a set of four Taurus 70 modules was tested in an existing Saturn engine rig. The combustion system allowed smooth engine startup and load variation. At steady state conditions (between 82% and 89.7% engine speed; 32% and 61% load), NOx and CO emissions were below 3ppm and 10ppm, respectively. Rig limitations unrelated to the RCL technology prevented low emissions operation outside of this speed range. Combustor pressure oscillations were low, below 0.25 % (peak-to-peak) of the mean combustor pressure.

Heavy-duty diesel vehicle idling consumes fuel and reduces atmospheric quality, but its restriction cannot simply be proscribed, because cab heat or air-conditioning provides essential driver comfort. A comprehensive tailpipe emissions database to describe idling impacts is not yet available. This paper presents a substantial data set that incorporates results from the West Virginia University transient engine test cell, the E-55/59 Study and the Gasoline/Diesel PM Split Study. It covered 75 heavy-duty diesel engines and trucks, which were divided into two groups: vehicles with mechanical fuel injection (MFI) and vehicles with electronic fuel injection (EFI). Idle emissions of CO, hydrocarbon (HC), oxides of nitrogen (NOx), particulate matter (PM), and carbon dioxide (CO2) have been reported. Idle CO2 emissions allowed the projection of fuel consumption during idling. Test-to-test variations were observed for repeat idle tests on the same vehicle because of measurement variation, accessory loads, and ambient conditions. Vehicles fitted with EFI, on average, emitted [~20 g/hr of CO, 6 g/hr of HC, 86 g/hr of NOx, 1 g/hr of PM, and 4636 g/hr of CO2 during idle. MFI equipped vehicles emitted ~35 g/hr of CO, 23 g/hr of HC, 48 g/hr of NOx, 4 g/hr of PM, and 4484 g/hr of CO2, on average, during idle. Vehicles with EFI emitted less idleCO, HC, and PM, which could be attributed to the efficient combustion and superior fuel atomization in EFI systems. Idle NOx, however, increased with EFI, which corresponds with the advancing of timing to improve idle combustion. Fuel injection management did not have any effect on CO2 and, hence, fuel consumption. Use of air conditioning without increasing engine speed increased idle CO2, NOx, PM, HC, and fuel consumption by 25% on average. When the engine speed was elevated from 600 to 1100 revolutions per minute, CO2 and NOx emissions and fuel consumption increased by >150%, whereas PM and HC emissions increased by ~100% and 70%, respectively. Six Detroit Diesel Corp. (DDC) Series 60 engines in engine test cell were found to emit less CO, NOx, and PM emissions and consumed fuel at only 75%of the level found in the chassis dynamometer data. This is because fan and compressor loads were absent in the engine test cell.

Effects of isobutanol fraction in diesel–biodiesel blends on combustion, injection, performance and emission parameters

Hydrogen addition to tea seed oil biodiesel: Performance and emission characteristics

Impacts of NOx reducing antioxidant additive on performance and emissions of a multi-cylinder diesel engine fueled with Jatropha biodiesel blends

Biodiesel Production from Soybean Oil Catalyzed by K2SiO3/C

Biodiesel is considered to be a promising alternative option to diesel fuel. The main contribution of the current work is to improve compression ignition engine performance, fueled by several biodiesel blends. Three metrics were used to evaluate the output performance of the compression ignition engine, as follows: brake torque (BT), brake specific fuel consumption (BSFC), and brake thermal efficiency (BTE), by varying two input parameters (engine speed and fuel type). The engine speeds were in the 1200–2400 rpm range. Three biodiesel blends, containing 20 vol.% of vegetable oil and 80 vol.% of pure diesel fuel, were prepared and tested. In all the experiments, pure diesel fuel was employed as a reference for all biodiesel blends. The experimental results revealed the following findings: although all types of biodiesel blends have low calorific value and slightly high viscosity, as compared to pure diesel fuel, there was an improvement in both BT and brake power (BP) outputs. An increase in BSFC by 7.4%, 4.9%, and 2.5% was obtained for palm, sunflower, and corn biodiesel blends, respectively, as compared to that of pure diesel. The BTE of the palm oil biodiesel blend was the lowest among other biodiesel blends. The suggested work strategy includes two stages (modeling and parameter optimization). In the first stage, a robust fuzzy model is created, depending on the experimental results, to simulate the output performance of the compression ignition engine. The particle swarm optimization (PSO) algorithm is used in the second stage to determine the optimal operating parameters. To confirm the distinction of the proposed strategy, the obtained outcomes were compared to those attained by response surface methodology (RSM). The coefficient of determination (R2) and the root-mean-square-error (RMSE) were used as comparison metrics. The average R2 was increased by 27.7% and 29.3% for training and testing, respectively, based on the fuzzy model. Using the proposed strategy in this work (integration between fuzzy logic and PSO) may increase the overall performance of the compression ignition engine by 2.065% and 8.256%, as concluded from the experimental tests and RSM.

Interpretation of federal emissions regulations by a local regulatory agency resulted in the requirement to develop a special water control system for stationary gas turbines to meet stringent NOx and CO emissions limits. Extensive field testing of two 7-MW industrial gas turbines burning natural gas was performed to establish the effects of ambient air temperature, humidity and water injection on NOx and CO emissions. The predictions from a proven NOx model were shown to be within the uncertainty of the field measurements and were used to determine the water flow rates required when burning No. 2 distillate oil. Over the ambient temperature range considered, the analytical model predicted a linear increase in NOx emissions as ambient temperature increases. This was supported by the data gathered and the thermal NOx rate equation. Subsequently, a water injection system was successfully developed to control NOx and CO emissions from the 7-MW dual fuel gas turbine as a function of ambient temperature and turbine load.