Aqueous ethylenediamine (EDA) has been investigated as a solvent for CO(2) capture from flue gas. EDA can be used at 12 M (mol kg(-1) H(2)O) with an acceptable viscosity of 16 cP (1 cP=10(-3) Pa s) with 0.48 mol CO(2) per equivalent of EDA. Similar to monoethanolamine (MEA), EDA can be used up to 120 degrees C in a stripper without significant thermal degradation. Inhibitor A will effectively eliminate oxidative degradation. Above 120 degrees C, loaded EDA degrades with the production of its cyclic urea and other related compounds. Unlike piperazine, when exposed to oxidative degradation, EDA does not result in excessive foaming. Over much of the loading range, the CO(2) absorption rate with 12 M EDA is comparable to 7 M MEA. However, at typical rich loading, 12 M EDA absorbs CO(2) 2 times slower than 7 M MEA. The capacity of 12 M EDA is 0.72 mol CO(2)/(kg H(2)O+EDA) (for P(CO(2) )=0.5 to 5 kPa at 40 degrees C), which is about double that of MEA. The apparent heat of CO(2) desorption in EDA solution is 84 kJ mol(-1) CO(2); greater than most other amine systems.
CitationAlabbad M, Issayev G, Badra J, Voice AK, Giri BR, et al. (2018) Autoignition of straight-run naphtha: A promising fuel for advanced compression ignition engines. Combustion and Flame 189: 337-346. Available: http://dx.
AbstractNaphtha, a low-octane distillate fuel, has been proposed as a promising low-cost fuel for advanced compression ignition engine technologies. Experimental and modelling studies have been conducted in this work to assess autoignition characteristics of naphtha for use in advanced engines. Ignition delay times of a certified straight-run naphtha fuel, supplied by Haltermann Solutions, were measured in a shock tube and a rapid comparison machine over wide ranges of experimental conditions (20 and 60 bar, 620 -1223 K, = 0.5, 1 and 2). The Haltermann straight-run naphtha (HSRN) has research octane number (RON) of 60 and motor octane number (MON) of 58.3, with carbon range spanning C3 -C9. Reactivity of HSRN was compared, via experiments and simulations, with three suitably formulated surrogates: a two-component PRF (n-heptane/iso-octane) surrogate, a threecomponent TPRF (toluene/n-heptane/iso-octane) surrogate, and a six-component surrogate. All surrogates reasonably captured the ignition delays of HSRN at high and intermediate temperatures. However, at low temperatures (T < 750 K), the six-component surrogate performed the best in emulating the reactivity of naphtha fuel. Temperature sensitivity and rate of production analyses revealed that the presence of cyclo-alkanes in naphtha inhibits the overall fuel reactivity. Zero-dimensional engine simulations showed that PRF is a good autoignition surrogate for naphtha at high engine loads, however, the six-component surrogate is needed to match the combustion phasing of naphtha at low engine loads.
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