Development of a Pilot Scale Apparatus for Control of Solid Waste Using Low Temperature Oxidation

<div class="section abstract"><div class="htmlview paragraph">Spark knock suppression with hydrogen addition was investigated at two engine speeds (2000 rpm and 4800 rpm). The experimental results showed that the spark knock is strongly suppressed with increasing hydrogen fraction at 2000 rpm while the effect is much smaller at 4800 rpm. To explain these results, chemical kinetic analyses with a two-zone combustion model were performed. The calculated results showed that the heat release in the end gas zone rises in two stages with a remarkable appearance of low temperature oxidation (LTO) at 2000 rpm, while a single stage heat release without apparent LTO process is presented at 4800 rpm due to the shorter residence time in the low temperature region. The mechanism of the spark knock suppression with hydrogen addition can be explained by inhibition of the LTO reactions and H<sub>2</sub>O<sub>2</sub> loop reactions by the OH radical consuming reaction with hydrogen, leading to a reduction in the heat release from hydrocarbon fuel at the initial stage of the ignition process. However, the OH radical is simultaneously produced from H radical with hydrogen addition at the later stage of the ignition process. The reduction in the heat release with hydrogen addition can only be obtained at the initial stage of the ignition process, and the differences in spark knock suppression with hydrogen addition under low and high engine speeds are due to absence or appearance of LTO at the initial stage of the ignition process.</div></div>

<div class="section abstract"><div class="htmlview paragraph">The interaction between spark discharge and low-temperature oxidation (LTO) was investigated using an optical compression and expansion machine fueled with <i>n</i>-C<sub>7</sub>H<sub>16</sub> or <i>i</i>-C<sub>8</sub>H<sub>18</sub> for an equivalence ratio of 0.33. Charge pressure was adjusted so that the compression stoke could induce LTO for <i>n</i>-C<sub>7</sub>H<sub>16</sub>, but could not lead to high-temperature reactions. A spark was discharged in the field before, during, or after the LTO for <i>n</i>-C<sub>7</sub>H<sub>16</sub> or in the field without LTO for <i>i</i>-C<sub>8</sub>H<sub>18</sub>. Reaction zones were induced in the field after the LTO, whereas no reaction zones were induced in the fields before the LTO and without LTO. Local ignitions were induced in the areas surrounding the propagating reaction zones. The reaction zone propagation with the low equivalence ratio must be a different phenomenon from conventional flame propagation. The reaction zones can compress or heat the surrounding areas containing H<sub>2</sub>O<sub>2</sub> and CH<sub>2</sub>O, and accelerate an H<sub>2</sub>O<sub>2</sub> regeneration loop in the pre-reaction zones. The reaction zone induction and propagation can be supported thermally by the H<sub>2</sub>O<sub>2</sub> regeneration loop or chemically by OH generated from H<sub>2</sub>O<sub>2</sub>. The local ignitions also can be induced by the H<sub>2</sub>O<sub>2</sub> regeneration loop in the surrounding areas.</div><div class="htmlview paragraph">The interaction between flame propagation and LTO also was investigated with an equivalence ratio of 0.52. Flame propagation was induced for both <i>n</i>-C<sub>7</sub>H<sub>16</sub> and <i>i</i>-C<sub>8</sub>H<sub>18</sub>. Local ignitions were induced in the end gas for <i>n</i>-C<sub>7</sub>H<sub>16</sub>. The flame propagation in the field after the LTO was considerably faster than that in the field without LTO. The flame propagation can be accelerated in the field during the LTO and remarkably in the field after the LTO.</div></div>

<div class="htmlview paragraph">Significant changes are occurring in the development of automatic transmission fluids (ATF) which impact the selection of both additive components and lubricant base oils. In particular, the need for improved viscometrics at high and low temperatures, combined with the need for increased oxidation performance and shear stability are moving formulators towards use of higher quality API Group II (100 - 120 VI) and/or Group III base oils.</div> <div class="htmlview paragraph">Several benefits are apparent with the use of API Group III base oils in ATF. Their naturally high Viscosity Index of >120 provides opportunities to use a higher base oil viscosity compared to API Group I and in many instances Group II base oils. This reduces the amount of Viscosity Modifier in the finished ATF and improves overall shear stability. Higher kinematic viscosity also improves volatility which leads to improved oxidation resistance.</div> <div class="htmlview paragraph">Low temperature fluidity can be improved by modifying the amount and type of residual wax in the base oil. This is achieved through two main factors, namely: (i) feed selection and (ii) the type of dewaxing process, isodewaxing being preferred to conventional solvent dewaxing. Finally, the higher concentration of saturated versus aromatic molecules in an API Group II and Group III base oil provide enhanced antioxidant response.</div> <div class="htmlview paragraph">The relationship between base oil composition and ATF performance will be discussed in terms of low temperature Brookfield viscosity, shear stability and oxidation performance. Particular emphasis will be given to API Group II+ and Group III base oils produced by severe hydro-treating and isodewaxing.</div>

Low temperature ozone oxidation of solid waste surrogates

Exploring low temperature oxidation of iso-octane under atmospheric pressure

<div class="htmlview paragraph">In NASA's Vision for Space Exploration, humans will once again travel beyond the confines of earth's gravity, this time to remain there for extended periods. These forays will place unprecedented demands on launch systems. They must not only blast out of earth's gravity well as during the Apollo moon missions, but also launch the supplies needed to sustain a larger crew over much longer periods. Thus all spacecraft systems, including those for the separation of metabolic carbon dioxide and water from a crewed vehicle, must be minimized with respect to mass, power, and volume. Emphasis is also placed on system robustness both to minimize replacement parts and ensure crew safety when a quick return to earth is not possible.</div> <div class="htmlview paragraph">This paper describes efforts to improve on typical packed beds of sorbent pellets by making use of structured sorbents and alternate bed configurations to improve system efficiency and reliability. The development efforts described offer a complimentary approach combining testing of subscale systems and multiphysics computer simulations to characterize the regenerative heating substrates and evaluation of engineered structured sorbent geometries. Mass transfer, heat transfer, and fluid dynamics are included in the transient simulations.</div>

<div class="htmlview paragraph">The trend towards higher proportions of cracked components and heavier streams in the production of middle distillates to meet the growing market demand for transportation fuels, is having a significant effect on the fuel quality. This has become an issue among engine manufacturers and government organizations concerned with vehicle performance, fuel economy and emissions. Additive technology is being used to help upgrade fuel quality in the areas of low temperature operability, oxidation stability and combustion to assure satisfactory performance of diesel fuels while allowing refiners to optimize production.</div> <div class="htmlview paragraph">This technical paper reviews the challenges in the automotive diesel area concentrating in ignition quality, emissions and fuel economy. The combustion benefits of higher cetane number and cleanliness characteristics of diesel fuels to prevent injector coking have been demonstrated with the use of Performance fuel additives.</div>

The low temperature oxidation process in an Alberta hv bituminous coal as monitored using the 9GHz CW-EPR Mn 2+ hfs spectral parameter

Comprehensive analysis of the transition metal oxide nanomaterials role as catalysts in the low-temperature oxidation of adsorbed nC7-asphaltenes

<div class="htmlview paragraph">The development of virtual environment technology at NASA Ames Research Center and other research institutions has created opportunities for enhancing human performance. The application of this technology to training astronaut flight crews planning to go onboard the International Space Station has already begun at the NASA Johnson Space Center. A unique application of virtual environments to crew training is envisioned at NASA Ames Research Center which combines state of the art technology with haptic feedback to create a method for training crewmembers on critical life sciences operations which require fine motor skills. This paper describes such a concept, known as the Virtual Glovebox, as well as surveys other applications of virtual environments to astronaut crew training.</div>

<div class="section abstract"><div class="htmlview paragraph">During this study, the conceptual design of a 19 passenger turbofan transport aimed primarily at the regional/ commuter market was synthesised. Final configuration selection was based on a method conceived by the author which incorporates a hybrid of the conventional intuitive conceptual design process with overtones of a non-hierarchic multi-disciplinary optimisation philosophy. To ensure validity of the aforementioned design and optimisation algorithms, the General Aviation Synthesis Program (GASP) software developed by NASA-Ames Research Centre and subsequently refined by Williams- Rolls Inc. was used. In addition, attention was paid during the design sequence to minimise the alterations necessary for variants of the basic design, i.e. future extended range and stretched versions. The final proposal ended with a vehicle that displays marketing flexibility, competitive field performance, superior climb capability with significant increases in block speed, and more poignantly, higher potential for profit upon comparison to contemporary turboprops.</div></div>

<div class="section abstract"><div class="htmlview paragraph">Port injection of ethanol addition as an ignition inhibitor was implemented to control ignition timing and expand the operating range in DME fueled HCCI combustion. The ethanol reduced the rate of low-temperature oxidation and consequently delayed the onset of the high-temperature reaction with ultra-low NOx over a wide operating range. Along with the ethanol addition, changes in intake temperature, overall equivalence ratio, and engine speed are investigated and shown to be effective in HCCI combustion control and to enable an extension of operation range. A chemical reaction analysis was performed to elucidate details of the ignition inhibition on low-temperature oxidation of DME-HCCI combustion.</div></div>

<div class="htmlview paragraph">The new concept catalyst for diesel engine has been developed. When the exhaust temperature is low, SOF and HC are temporarily adsorbed by the adsorbent within the catalyst and are oxidized as the temperature rise. This is a different that the low-temperature oxidation activity is appeared by the noble metal loading of the catalyst. The process of this development have manifested as follows.</div> <div class="htmlview paragraph"> <ol class="list nostyle"> <li class="list-item"> <span class="li-label">1.</span> <div class="htmlview paragraph">The coating material is important factor to govern the oxidation activity.</div> </li> <li class="list-item"> <span class="li-label">2.</span> <div class="htmlview paragraph">SOF is reduced by the coating material in low temperature less than 200</div> </li> <li class="list-item"> <span class="li-label">3.</span> <div class="htmlview paragraph">The coating material, which has low SO2 adsorbing rate suppress the sulfate formation at high temperature.</div> </li> <li class="list-item"> <span class="li-label">4.</span> <div class="htmlview paragraph">To reduce NOx in the diesel engine exhaust gas is possibility by utilizing adsorptive characteristics of the catalyst.</div> </li> </ol> </div>

ABSTRACTIn this research, the low-temperature oxidation (LTO) behavior of light oil was evaluated via isothermal oxidation tube experiments. Also, the core model together with nuclear magnetic resonance (NMR) analyzer was implemented to explore the effect of LTO of light oil on oil recovery during high pressure air injection (HPAI). The results indicated that the polycondensation reaction of light components (C5-C6) and intermediate ones (C7-C17) for light oil was the preferred reaction path during LTO process. The oxygen addition was the primary oxidation reaction in LTO, but the LTO reaction presented a more favorable trend for the bond scission with the oxidation degree. Because of the gas flow steering resulting from property variation of light oil and heat release determined by LTO, the total oil recovery yielded by air flooding was 8.82% higher than nitrogen flooding.

<div class="htmlview paragraph">A urea SCR deNOx system for heavy-duty diesel engines was developed comprising a SCR catalytic converter combined with a low sulfate formation oxidation catalyst. Urea is injected upstream the SCR catalyst system by means of an open-loop controlled injection system.</div> <div class="htmlview paragraph">Test bed investigations with the urea deNOx system applied to a 315 kW EURO 2 baseline heavy-duty diesel engine demonstrated a NOx emission reduction potential down to a level of less than 3 g/kWh. Heavy-duty diesel engines equipped with such a deNOx converter are able to comply with the expected EURO 4 NOx emission limits, independent from the ultimately effective test cycle. The particulate emission level of the EURO 2 engine was found not to be influenced by the SCR catalyst. The combination of SCR and oxidation catalyst results in a particulate increase of up to 25%, depending on the utilized test cycle.</div> <div class="htmlview paragraph">Over the FIGE transient cycle the influence of the oxidation catalyst stage on ammonia and N<sub>2</sub>O emissions was investigated. It was found that a reduction of the already low ammonia slip after the SCR stage down to a level of less than 3 ppm is achieved. However, the N<sub>2</sub>O emission increases over the oxidation catalyst to levels comparable to current passenger cars. Besides that, CO, HC including unregulated emissions, and irritating exhaust odor are considerably reduced.</div>