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Thermo-catalytic decomposition (TCD) activity and stability depend upon the initial carbon catalyst structure. However, further transitions in the carbon structure depend on the carbon material (structure and composition) originating from the TCD process. In this article, reaction data are presented that illustrates the time-dependent TCD activity as TCD-formed carbon contributes and then dominates conversion. A variety of initial carbon catalysts are compared, including sugar char, a conductive carbon black (AkzoNobel Ketjenblack), a rubber-grade carbon black (Cabot R250), and its graphitized analogue as formed and partially oxidized. Regeneration of carbon catalysts by partial oxidation is evaluated using nascent carbon black as a model, coupled with subsequent comparative TCD performance relative to the nascent, non-oxidized carbon black. Activation energies for TCD with nascent and oxidized carbons are evaluated by a leading-edge analysis method applied to TCD. Given the correlation between nanostructure and active sites, two additional carbons, engine soots, are evaluated for regeneration and dependence upon nanostructure. Active sites are quantified by oxygen chemisorption, followed by X-ray photoelectron spectroscopy (XPS). The structure of carbon catalysts is assessed pre- and post-TCD by high-resolution transmission electron microscopy (HRTEM). Last, energy dispersive X-ray analysis mapping (EDS) is carried out for its potential to visualize oxygen chemisorption.
Thermo-catalytic decomposition (TCD) activity and stability depend upon the initial carbon catalyst structure. However, further transitions in the carbon structure depend on the carbon material (structure and composition) originating from the TCD process. In this article, reaction data are presented that illustrates the time-dependent TCD activity as TCD-formed carbon contributes and then dominates conversion. A variety of initial carbon catalysts are compared, including sugar char, a conductive carbon black (AkzoNobel Ketjenblack), a rubber-grade carbon black (Cabot R250), and its graphitized analogue as formed and partially oxidized. Regeneration of carbon catalysts by partial oxidation is evaluated using nascent carbon black as a model, coupled with subsequent comparative TCD performance relative to the nascent, non-oxidized carbon black. Activation energies for TCD with nascent and oxidized carbons are evaluated by a leading-edge analysis method applied to TCD. Given the correlation between nanostructure and active sites, two additional carbons, engine soots, are evaluated for regeneration and dependence upon nanostructure. Active sites are quantified by oxygen chemisorption, followed by X-ray photoelectron spectroscopy (XPS). The structure of carbon catalysts is assessed pre- and post-TCD by high-resolution transmission electron microscopy (HRTEM). Last, energy dispersive X-ray analysis mapping (EDS) is carried out for its potential to visualize oxygen chemisorption.
Abstract. The radiative characteristics and lifetimes of contrails are dependent on the number concentration of ice-forming particles in the engine exhaust plume. Aircraft gas turbine engines produce a variety of particles, yet it is understood that non-volatile black carbon aggregates are the dominant source of ice-forming particles with typical, fossil-derived jet fuel. However, with cleaner combustion technologies and the adoption of alternative fuels (e.g. hydrogen or synthetic aviation fuel), non-volatile black carbon particle emissions are expected to decrease or even be eliminated. Under these conditions, contrail properties will depend upon the concentration and characteristics of particles other than black carbon. Ultrafine (< 100 nm) jet lubrication oil droplets constitute a significant fraction of the total organic particulate matter released by aircraft; however, their ability to form contrail ice crystals has hitherto been unexplored. In this work, we experimentally investigate the activation and freezing behaviour of lubrication oil droplets using an expansion chamber, assessing their potential as ice-forming particles. We generate lubrication oil droplets with a geometric mean mobility diameter of (100.9 ± 0.6) nm and show that these activate to form water droplets, which subsequently freeze when the temperature is below ∼ 235 K. We find that nucleation on lubrication oil droplets should be considered in future computational studies – particularly under soot-poor conditions – and that these studies would benefit from particle size distribution measurements at cruise altitude. Overall, taking steps to reduce lubrication oil number emissions would help reduce the climate impact of contrail cirrus.
Abstract. Ice-nucleating particles catalyze ice formation in clouds, affecting climate through radiative forcing from aerosol–cloud interactions. Aviation directly emits particles into the upper troposphere where ice formation conditions are favorable. Previous studies have used proxies of aviation soot to estimate their ice nucleation activity; however, investigations with commercial aircraft soot from modern in-use aircraft engines have not been quantified. In this work, we sample aviation soot particles at ground level from different commercial aircraft engines to test their ice nucleation ability at temperatures ≤228 K as a function of engine thrust and soot particle size. Additionally, soot particles were catalytically stripped to reveal the impact of mixing state on their ice nucleation ability. Particle physical and chemical properties were further characterized and related to the ice nucleation properties. The results show that aviation soot nucleates ice at or above relative humidity conditions required for homogeneous freezing of solution droplets (RHhom). We attribute this to a mesopore paucity inhibiting pore condensation and the sulfur content which suppresses freezing. Only large soot aggregates (400 nm) emitted under 30 %–100 % thrust conditions for a subset of engines (2 out of 10) nucleate ice via pore condensation and freezing. For those specific engines, the presence of hydrophilic chemical groups facilitates the nucleation. Aviation soot emitted at thrust ≥ 100 % (sea level thrust) nucleates ice at or above RHhom. Overall, our results suggest that aviation soot will not contribute to natural cirrus formation and can be used in models to update impacts of soot–cirrus clouds.
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