Emissions characterization tests for hydrotreated renewable jet fuel from used cooking oil and its blends

Buffi, Marco; Valera‐Medina, Agustin; Marsh, Richard; Pugh, D.; Giles, Anthony; Runyon, Jon; Chiaramonti, David

doi:10.1016/j.apenergy.2017.05.104

Cited by 49 publications

(11 citation statements)

References 43 publications

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“…However, if it was to be blended conventional jet fuels, the minimum requirement of aromatics could be met and at the same time it could help to lower the high aromatics content of conventional jet fuels. This would later result in cleaner combustion 33,54 …”

Section: Resultsmentioning

confidence: 99%

“…This would later result in cleaner combustion. 33,54 Fuel flash point is related to its safety, when the flash point is high, the fuel vapor will be hard to be ignited. The flash point of this HRJ was 56 C, which showed compliance to the ASTM D7566 standard of above 38 C. 55 On the other hand, derived cetane number (DCN) was related to fuel reactivity and the DCN value of HRJ was 55.9, which was higher than that of Jet-A1 (45.4) and JP-5 (37.1).…”

Section: Hrj Analysismentioning

confidence: 99%

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Production of hydro‐processed renewable jet fuel over SAPO ‐11‐based catalyst

Halim

Lee

Wang

et al. 2021

Intl J of Energy Research

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The role of single-metal-loaded on SAPO-11-based hydro-processing catalyst to produce renewable jet fuel was investigated in this work. First, three metals, nickel, cobalt, and molybdenum, were selected to be loaded on SAPO-11 separately and their activities were tested over the model feedstock, n-hexadecane. Among the three catalysts, nickel SAPO-11 shows the highest conversion of 70%. Second, the performance of Ni/SAPO-11, synthesized with (Ni/SAPO-11(CA)), and without (Ni/SAPO-11) citric acid was investigated with the hydro-processed alkanes derived from palm oil for the production of hydro-processed renewable jet fuel (HRJ). Catalyst metal particle size, structure, textural properties, acidity, and reduction degree were detected through transmission electron microscope (TEM), X-ray diffraction (XRD), N 2 adsorption/desorption, pyridine-adsorbed infrared spectroscopy (Py-IR), and temperature programmed reduction (TPR). The product compositions over the Ni/SAPO-11(CA) catalyst show higher selectivity toward the carbon chain length of jet fuel (C 8 -C 14 ) for 48% compared to the Ni/SAPO-11. Through the Taguchi method, the optimal operating conditions were found to be: temperature of 380 C, pressure of 52 bar, liquid hourly space velocity of 0.5 h À1 , and H 2 -to-feedstock ratio of 1250, which yielded in 73% conversion to HRJ with 6.1 isomer-to-normal (I-to-N) alkane ratio. The derived cetane number (DCN) and the flash point of HRJ were also obtained to be 56 and 56 C to confirm the compatibility of HRJ with conventional jet fuel.

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Section: Resultsmentioning

confidence: 99%

Section: Hrj Analysismentioning

confidence: 99%

Production of hydro‐processed renewable jet fuel over SAPO ‐11‐based catalyst

Halim

Lee

Wang

et al. 2021

Intl J of Energy Research

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“…At lean-burning conditions, NOx emissions appeared to be lower in biodiesel than in diesel. The emission profile and heat release of hydrotreated renewable jet fuel (HRJ), Jet A-1, and their blends have been investigated by Buffi et al 20 using an optical swirl burner. They reported reduced emissions for HRJ at lean condition (φ < 1).…”

Section: Introductionmentioning

confidence: 99%

Combustion characteristics of butanol‐ Jet A‐1 fuel blends in a swirl‐stabilized combustor under the influence of preheated swirling air

Kumar

Chong

Karmakar

2021

Intl J of Energy Research

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Biofuels are carbon-neutral alternative fuels, which have emerged as an important source of energy for the aviation industry to reduce greenhouse gas emissions. Butanol is considered an emerging biofuel with properties that are suited for application in gas turbine engines. It is traditionally produced through the fermentation process of biomass (acetone-butanol-ethanol fermentation). To examine the feasibility of butanol as operating fuel, the combustion characteristics of butanol and butanol/Jet A-1 blends are examined in a labscale swirl stabilized burner, with emphasis on the effect of preheating because of the variation of inlet air temperature during flight operation. To rich the constant air temperature to 150 C, the incoming air (main air) is preheated and investigated for various equivalence ratios. Compared to neat Jet A-1, the flames of the butanol/Jet A-1 blends have shown a better effect on global emission characteristics with comparable temperature distribution on adding butanol to Jet A-1. A 50% butanol-loaded blends show a reduction of 29% CO and 24% NOx compared to neat Jet A-1 whereas 30% loading follows a similar trend, and the pollutant emission is slightly higher than the 50% blend case.Additionally, both 30% and 50% butanol blends show a comparable flame temperature distribution, which is higher than neat Jet A-1.

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“…In the literature on aviation, there are numerous publications (Bergthorson and Thomson, 2015; Buffi et al , 2017; Chiong et al , 2018; Gawron et al , 2016; Gawron et al , 2018; Gawron and Białecki, 2018; Janicka et al , 2018; Lobo et al , 2012; Yu et al , 2017) on the combustion products emitted from the gas turbine engine. Such works are on emissions research of the exhaust components, i.e.…”

Section: Introductionmentioning

confidence: 99%

Exhaust toxicity evaluation in a gas turbine engine fueled by aviation fuel containing synthesized hydrocarbons

Gawron

Białecki

Janicka

et al. 2020

AEAT

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Purpose The purpose of this paper is to examine the toxicological impacts of exhaust generated during the combustion process of aviation fuel containing synthesized hydrocarbons. Design/methodology/approach Tests on aircraft turbine engines in full scale are complex and expensive. Therefore, a miniature turbojet engine was used in this paper as a source of exhaust gases. Toxicity was tested using innovative BAT–CELL Bio–Ambient Cell method, which consists of determination of real toxic impact of the exhaust gases on the human lung A549 and mouse L929 cells. The research was of a comparative nature. The engine was powered by a conventional jet fuel and a blend of conventional jet fuel with synthesized hydrocarbons. Findings The results show that the BAT–CELL method allows determination of the real exhaust toxicity during the combustion process in a turbine engine. The addition of a synthetic component to conventional jet fuel affected the reduction of toxicity of exhaust gases. It was confirmed for both tested cell lines. Originality/value In the literature related to the area of aviation, numerous publications in the field of testing the emission of exhaust gaseous components, particulates or volatile organic compounds can be found. However, there is a lack of research related to the evaluation of the real exhaust toxicity. In addition, it appears that the data given in aviation sector, mainly related to the emission levels of gaseous exhaust components (CO, Nox and HC) and particulate matters, might be insufficient. To fully describe the engine exhaust emissions, they should be supplemented with additional tests, i.e. in terms of toxicity.

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Emissions characterization tests for hydrotreated renewable jet fuel from used cooking oil and its blends

Cited by 49 publications

References 43 publications

Production of hydro‐processed renewable jet fuel over SAPO ‐11‐based catalyst

Production of hydro‐processed renewable jet fuel over SAPO ‐11‐based catalyst

Combustion characteristics of butanol‐ Jet A‐1 fuel blends in a swirl‐stabilized combustor under the influence of preheated swirling air

Exhaust toxicity evaluation in a gas turbine engine fueled by aviation fuel containing synthesized hydrocarbons

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