The reaction of CO 2 with porous particles of CaO in CaO (cr) + CO 2(g) f CaCO 3(cr) was studied, along with its reverse reaction, for chicken eggshells, mussel shells, and limestone. Reaction I is a promising way of removing CO 2 , e.g., from the exhaust of a power station, so that a pure stream of CO 2 can subsequently be produced for sequestration by calcining (roasting) the solid CaCO 3 from reaction I. The reverse of reaction I regenerates the sorbent, which can thus be used cyclically. The forward and reverse steps of reaction I were investigated using a small electrically heated bed of sand at ∼750 °C, fluidized by N 2 . Typically, a sample (∼2 g) of cleaned calcareous material (sieved to ∼600 µm) was added to the hot bed, and the CO 2 produced was measured, while the material was fully calcined. Next, enough CO 2 was added to the fluidizing N 2 to raise [CO 2 ] to above the value for equilibrium; thus, the CaO was carbonated. This forward step of reaction I is shown to exhibit an apparent final conversion, the carrying capacity of the sorbent, below unity. This carrying capacity reduces after several cycles of calcination and carbonation, because blockage of pores denies access of CO 2 to part of the CaO. After several such cycles, particles were removed from the reactor, either in their partially carbonated or fully calcined states, for studies using gas adsorption analysis, X-ray diffraction, and mercury porosimetry. Interestingly, it was found for all three sorbents that the carrying capacity of CaO for CO 2 degraded at a similar rate. The carrying capacity was roughly proportional to the volume of pores narrower than ∼100 nm, as measured by Barrett-Joyner-Halenda (BJH) gas adsorption analysis. Evidently, these narrow pores contain both the surface area for CO 2 to absorb and the empty volume to accommodate the product, CaCO 3 . The resistance of eggshells to attrition was broadly comparable to that of Purbeck (U.K.) limestone.

With the advancement of spark ignition engines, lean or diluted in-cylinder charge is often used to improve the engine performance. Enhanced in-cylinder charge motion is widely applied under such conditions to promote the flame propagation, which raise challenges for the spark ignition system. In this work, the spark discharging process is investigated under different flow conditions via both optical diagnosis and electrical measurement. Results show that the spark plasma channel is stretched under flow conditions. A higher discharge current can maintain the stretched spark plasma for a longer duration. Re-strikes are observed when the spark plasma is stretched to a certain extent. The frequency of re-strikes increases with increased flow velocity and decreased discharge current level. The discharge duration reduces with the increased flow velocity. The effects of gas flow on the ignition and flame kernel development are studied in a constant volume optical combustion chamber with premixed lean and stoichiometric methane air mixture. Two spark strategies with low and high discharge current are used for the ignition. The flame propagation speed of both lean and stoichiometric mixtures increases with the increased gas flow velocity. A higher discharge current level retains a more stable spark channel and improves the flame kernel development for both lean and stoichiometric conditions, especially under the higher gas flow velocity of 20 m/s.

No abstract

Homogeneous charge compression ignition (HCCI) has been considered as an ideal combustion mode for compression ignition (CI) engines due to its superb thermal efficiency and low emissions of nitrogen oxides (NOx) and particulate matter. However, a challenge that limits practical applications of HCCI is the lack of control over the combustion rate. Fuel stratification and partially premixed combustion (PPC) have considerably improved the control over the heat release profile with modulations of the ratio between premixed fuel and directly injected fuel, as well as injection timing for ignition initiation. It leverages the advantages of both conventional direct injection compression ignition and HCCI. In this study, neat n-butanol is employed to generate the fuel stratification and PPC in a single cylinder CI engine. A fuel such as n-butanol can provide additional benefits of even lower emissions and can potentially lead to a reduced carbon footprint and improved energy security if produced appropriately from biomass sources. Intake port fuel injection (PFI) of neat n-butanol is used for the delivery of the premixed fuel, while the direct injection (DI) of neat n-butanol is applied to generate the fuel stratification. Effects of PFI-DI fuel ratio, DI timing, and intake pressure on the combustion are studied in detail. Different conditions are identified at which clean and efficient combustion can be achieved at a baseline load of 6 bar IMEP. An extended load of 14 bar IMEP is demonstrated using stratified combustion with combustion phasing control.

No abstract

No abstract

Homogeneous Charge Compression Ignition (HCCI) has been considered as an ideal combustion mode for compression ignition engines due to its superb thermal efficiency and low emissions of nitrogen oxides (NOx) and particulate matter (PM). However, a challenge that limits practical applications of HCCI is the lack of control over the combustion rate, which either deteriorates thermal efficiency at low engine load, or produces excessive pressure rise rate and combustion noise at high engine load. Fuel stratification and partially premixed combustion (PPC) have considerably improved the control over the heat release profile with modulations of the ratio between premixed fuel and directly injected fuel, as well as injection timing for ignition initiation. It leverages the advantages of both conventional direct injection compression ignition and HCCI. Compared with those of HCCI, the ignition ability and combustion efficiency of PPC are significantly enhanced at low engine load, and the low emissions of NOx and PM are maintained with lower pressure rise rate. In this study, neat n-butanol is employed to generate the fuel stratification and partially premixed combustion in a single cylinder compression ignition engine. A fuel such as n-butanol can provide additional benefits of even lower emissions, and can potentially lead to a reduced carbon footprint and improved energy security if produced appropriately from biomass sources. Intake port fuel injection (PFI) of neat n-butanol is used for the delivery of the premixed fuel, while the direct injection (DI) of neat n-butanol is applied to generate the fuel stratification. Effects of PFI-DI fuel ratio, DI timing, and intake pressure, on the combustion, are studied in detail. Different conditions are identified at which clean and efficient combustion can be achieved at a baseline load of 6 bar IMEP. An extended load of 14 bar IMEP is demonstrated using stratified combustion with combustion phasing control.