Browse Topic: Coal
The path toward carbon-neutral mobility represents one of the greatest cultural transformations in recent human history. Positioned between industrial heritage, emerging mobility technologies, and the energy supply sector are the users of 1.5 billion motor vehicles worldwide. Conflicting publications on raw material availability, energy efficiency, and the climate neutrality of propulsion systems have led to widespread uncertainty. This Illustrated Energy Primer provides a new foundation for orientation. It begins with a visual explanation of the basic concepts of energy and power, followed by illustrative comparisons of typical energy demands in vehicles and households. The focus then shifts to common types of energy generation systems. Using regional examples—from coal-fired power plants to wind farms, solar installations, and balcony solar panels—the guide provides clear and accessible performance benchmarks for energy production. Next, nine individual experience profiles highlight how people across different life stages manage their vehicles responsibly and resource-efficiently. These range from a 16-year-old driver of a light electric vehicle, to a 55-year-old electric sport utility vehicle (SUV) user, to a 91-year-old woman using an electric mobility aid limited to walking speed. A broad range of drive technologies is covered in the Energy Primer, including comparisons with alternatives such as electric microcars, pedal-assist electric bicycles (pedelecs), and walking. Each user narrative outlines annual personal financial savings as well as the potential reduction in CO₂ emissions. These individual results are also scaled up to reflect the commuter mobility patterns of the Federal Republic of Germany (BRD). In this way, the Energy Primer builds a bridge between technical experts and everyday users. It aims to strengthen awareness of the value of energy in mobility and to encourage deeper engagement with the sometimes complex calculations behind energy balances. This is the first time such a compact and illustrated educational resource on energy and mobility is made freely available.
A joint research effort led by the University of Illinois Urbana-Champaign has shown how coal can play a vital role in next-generation electronic devices.
This research investigates the potential of salt gradient solar ponds (SGSPs) as a sustainable and effective solution for thermal energy storage. The study examines the design, construction, and performance of SGSP systems that incorporate coal cinder, comparing their performance with traditional SGSPs without coal cinder. A combination of experimental and numerical approaches is used to evaluate the thermal characteristics and energy efficiency of these systems. The findings indicate that the salt gradient solar pond with coal cinder (SGSP-CC) achieves notably higher temperatures across the Upper Convective Zone (UCZ), Non-Convective Zone (NCZ), and Lower Convective Zone (LCZ), with measured temperatures of 42.57°C, 56.8°C, and 69.86°C, respectively. These represent increases of 7.53%, 12.01%, and 15.49% over those in the conventional SGSP (SGSP-C). Additionally, the energy efficiency gains in the UCZ, NCZ, and LCZ for the SGSP-CC are noteworthy, with increases of 38.06%, 39.61%, and 42.73%, respectively, compared to the SGSP-C. The numerical simulations align closely with the experimental data, showing deviations of less than 5% in both temperature distribution and energy efficiency across all zones. This research highlights the potential of SGSPs with reflectors for improved thermal storage efficiency.
This standard applies to the aerospace and defense industries and their supply chain.
Rotorcraft operations in arid environments can result in the ingestion of large quantities of dust particles into turboshaft engines, where they can melt and deposit on high pressure turbine nozzle guide vanes. This can result in reduced engine life-span and in worst case scenarios, in-flight engine failure. Predicting the extent and rate at which this damage occurs has proven difficult owing to the wide range of variables relating to the dust cloud, engine and most importantly, the properties of the particulate encountered. Whilst significant work has been carried out to model the particle deposition process for both volcanic ash and coal fly-ash, there is scarce similar work for the different types of mineral dusts rotorcraft encounter. In this contribution, we assess the suitability of two opposing numerical approaches for use in a generalised, reduced-order deposition model of individual mineral particles depositing on a vane. Both models are seen to be heavily reliant upon empirical inputs, be this the thermo-mechanical properties of the particles such as their yield strength, or currently unknown experimentally determined constants. An alternative approach is therefore proposed whereby the particle yield strength is correlated using existing relationships to the Vickers hardness of the grain, a property more amenable to empirical determination. The results obtained represent the current applicability limits of the two models based upon existing empirical data and thus highlight the need for further experimentation relating to both the thermo-mechanical properties and probabilities of adhesion for both individual mineral grains and mineral dust blends.
Recently, all world countries facing the stringent emission regulations have been encouraged to explore the clean fuel. The diesel from indirect coal liquefaction (DICL) has been verified that can reduce the soot and NOx emissions of compression-ignition engine. However, the atomization characteristics of DICL are rarely studied. The aim of this work is to numerically analyze the inner nozzle flow and the atomization characteristics of the DICL and compare the global and local flow characteristics of the DICL with the NO.2 diesel (D2) at engine conditions. A surrogate fuel of the DICL (a mixture of 72.4% n-dodecane and 27.6% methylcyclohexane by mass) was built according to its components to simulate the atomization characteristics of the DICL under the high-temperature and high-pressure environment (non-reacting) by the Large Eddy Simulation (LES). The simulation results show that the DICL is more likely to form cavitation compared with D2, and the turbulence level at the orifice exit is larger for DICL. The liquid penetration of DICL is shorter than that of D2, while the vapor penetrations between DICL and D2 have no obvious difference. The spray cone angle of DICL is larger than that of D2. In addition, the gas-phase axial velocity of the DICL along the spray center line is slightly larger than that of D2 in the upstream of the spray. Moreover, the SMD of the DICL is larger than that of D2. Generally, this study is helpful to understand the differences in the inner nozzle flow features and the atomization characteristics between DICL and D2.
The nature of internal diesel injector deposits (IDID) continues to be of importance to the industry, with field problems such as injector sticking, loss of power, increased emissions and fuel consumption being found. The deposits have their origins in the changes in emission regulations that have seen increasingly severe conditions experienced by fuels because of high temperatures and high pressures of modern common rail systems and the introduction of low sulphur fuels. Furthermore, the effect of these deposits is amplified by the tight engineering tolerances of the moving parts of such systems. The nature and thus understanding of such deposits is necessary to both minimising their formation and the development of effective diesel deposit control additives (DCA). The focused ion beam technique coupled with time of flight secondary -ion mass spectrometry (ToF-SIMS) has the ability to provide information on diesel engine injector deposits as a function of depth for both organic and inorganic constituents. Our previous work with this novel technique is unique in that it has shown layering effects in deposits which may be due to the residual fuel either evaporating and leaving residues or being unable to keep insoluble residues in solution during the injection process. As part of our on-going work to understand the nature of field deposits, the aromatic compounds present have been investigated. To help interpret the results for the aromatic structures present, spectra of a model polycyclic aromatic hydrocarbon (PAH), coronene (C24H12), and coal tar pitch (CTP) have been used as a basis to determine the ring structure of internal diesel; deposits. This work confirms the presence of aromatic ring structures of greater than six rings in composition in injector needle carbonaceous deposits.
We present a parametric analysis of electric vehicle (EV) adoption rates and the corresponding contribution to greenhouse gas (GHG) reduction in the US light-duty vehicle (LDV) fleet through 2050. The analysis is performed with a system dynamics based model of the supply-demand interactions among the fleet, its fuels, and the corresponding primary energy sources. The differentiating feature of the model is the ability to conduct global sensitivity and parametric trade-space analyses. We find that many factors impact the adoption rates of EVs. These include, in particular, policy initiatives that encourage consumers to consider lifetime ownership costs, the price of oil, battery performance, as well as the pace of technological development for all powertrains (conventional internal combustion engines included). Widespread EV adoption can have noticeable impact on petroleum consumption and GHG emissions by the LDV fleet. However, EVs alone cannot drive compliance with the most aggressive GHG emission reduction targets, even as the electricity source mix shifts away from coal and towards natural gas. Since vehicles with traditional internal combustion engines (ICEs) will comprise the majority of the LDV fleet for up to forty years, conventional vehicle efficiency improvements have the greatest potential for reductions in LDV GHG emissions over this time.
Simulation enables engineers to predict particulate formation early in the design process. Researchers can now model in detail the average size and number of soot particles that an internal-combustion engine will produce as it operates, a feat that was previously impossible. Such a new simulation capability will provide a boost to the engineers and fuel chemists who are now working to ensure that next-generation passenger car engines-in particular, diesels-can meet strict new European and U.S. regulatory limits on particulate emissions. The key modeling advance is the result of six years of cooperative research and experimental validation work by the Model Fuels Consortium (MFC), a collaboration of engine manufacturers, energy companies, universities, and national laboratories that was established in 2005 to speed the development of software tools and databases that could streamline the design of cleaner-burning transportation engines and fuels.
Air traffic has been steadily increasing for the last years. Moreover, fuel availability at a reasonable cost seems more and more uncertain. Climate change implies that greenhouse gases emissions should be reduced. In this context, the search for new alternative fuels for aircraft seems to be a promising solution. Nevertheless, aeronautic represents a very specific transportation mode, due to its usage (short range, middle range, long range with the same fuel, worldwide distribution of the fuel…) and its compulsory security constraints. In the first part of the European project ALFA-BIRD (Alternative Fuels and Biofuels for Aircraft development - FP7), a selection of the best candidates to become the fuels for the future of aircraft has been done. The selection process was very complex, due to multiple criteria (physical properties, economical issued, environmental issues…). A first matrix of 12 blends has been defined including: FSJF (Fully Synthetic Jet Fuel), FT-SPK (Fischer-Tropsch Synthetic Paraffinic Kerosene), Naphthenic cut, HVO (Hydrotreated Vegetable Oils), hexanol, furane and FAE (Fatty Acid Esters) in different amounts. The FSJF consists of 50% FT-SPK and 50% of severely hydrogenated coal tar kerosene. FT-SPK and HVO are paraffinic compounds. FT-SPK fuels are well known products and a huge work has already been done to certify this product, leading to ASTM D7566. Moreover, there is a strong potential in term of availability due to multiple sources (Biomass, Coal, Gas, Waste). HVO displays chemical composition and physical properties close to FT-SPK ones, but their certification for aircraft use is still under discussion in May 2011 and could lead to a standardization before the end of the year. The naphthenic compounds represent products that come from direct liquefaction/pyrolysis of coal or biomass. Concerning the oxygenated compounds, the study of their potential use in aeronautics is very original and can be considered as a long-term view. This first fuel matrix of 12 blends were evaluated following the standard jet fuel characterization. Thanks to this first study, 4 fuels were pointed out : FSJF, FT-SPK, a blend of FT-SPK and 50% naphthenic cut, and a blend of FT-SPK and 20% hexanol. This fuel matrix allows evaluating the potential of several chemical families: paraffinic, naphthenic and oxygenated compounds. This is also representative of a short, middle, and long term views. These 4 fuels will be deeply evaluated in term of combustion, material compatibility, stability during the second part of the ALFA-BIRD project.
This study provides an LCA of coal derived DME vehicle fuel cycle. Two DME production systems were evaluated, one is single DME production system, and the other is DME/IGCC cogeneration (polygeneration) system. The effects of CCS technology on energy use and GHG emissions were analyzed. For single DME production design, WTW total energy use and fossil energy is about 80% larger than that for petroleum diesel production, and increases life-cycle GHG emissions by more 200% relative to petroleum diesel. Results for DME/IGCC production design pathway from displacement method are almost the same with the petroleum diesel pathway. CCS incurs an energy penalty of 7-16%.
Energy generation and its use affect the surrounding environment. About sixty five percent of the energy comprises of global anthropogenic green house gas emissions which are renewable. Reduction of this emission must necessarily begin with action targeted shift of energy sources that are renewable. Out of the various sources of renewable energy biomass and specifically agro-biomass has a lot of potential as it can be utilized in the existing energy conversion systems with minor modification. Biomass can be utilized in energy conversion system by co-firing in a modern coal fired power plant with biomass content up to 10% by weight. The combustion efficiency of biomass feedstock can be about 10% lower than that for coal. Biomass can also be combusted in a dedicated power and combined-heat and power (CHP) plant that is typically smaller in size and of lower efficiency of up to 35%. In cogeneration mode the efficiency may go up to 90%. Biomass integrated gasification has yet to be commercialized. However integrated gasification combined cycle (IGCC) burning black liquor a by-product of the pulp and paper industry is presently in use. Depending on type of biomass feedstock e.g. agriculture waste, animal manure, forestry waste, industry waste, municipal waste, sewage, etc. suitable processes like direct combustion, gasification, pyrolysis, extraction, fermentation, etc. can be used to produce energy in various forms. As per estimates global electricity generation from biomass is likely to increase from its current share of 1.3% to about 4% by 2050. Among agro-biomass rice-husk can be effectively burned in an externally fired gas turbine based combined cycle power plant which has been mathematically modeled. The proposed cycle exhibits plant efficiency in the range of 35-45% depending on the cycle operating parameters.
This standard applies to the aerospace and defense industries and their supply chain.
Pellets made of a high-surface-area composite of silica and titania have shown promise as means of removing elemental mercury from flue gases. With further technical development and commercialization, this material could become economically attractive as a more-effective, less-expensive alternative to activated carbons for removing mercury from exhaust streams of coal-burning power plants, which are the sources of more than 90 percent of all anthropogenic airborne mercury.
Research conducted at the Pittsburgh Research Center (formerly U.S. Bureau of Mines) developed technology that will allow computer-assisted operation of mechanized equipment normally used in underground room-and-pillar coal mining, while permitting workers to be located away from the hazardous coal extraction area (the face). Advanced navigation and control technologies developed for underground room-and-pillar and highwall coal mining can be applied to commercially available mining equipment. The technology being developed uses off-the-shelf components, minimizing the effort required to adapt it to mining equipment. Because the new developments are completely modular, only the modules required in a particular application need be used on the system.
RITE and three national institutes of Ministry of International Trade and Industry (MITI) have been jointly developing a CO2 mitigation system in “Project of Chemical CO2 Fixation and Utilization Using Catalytic Hydrogenation” since 1990. A conceptual total system of the project is composed of the separation/recovery via membrane separation of a large amounts of CO2 emitted from stationary sources such as power plant, iron-making plants, chemical plans and so on, H2 production by water electrolysis, methanol synthesis from CO2 and H2, and of the transportation of the methanol produced to the sites for energy consumption and/or chemical production. An application of the system to a 1,000 MW coal fired power plant could recover 470 ton/h of CO2 and produce 323 ton/h of methanol. If the methanol produced is used for a power plant in Japan, the energy efficiency and the CO2 reduction rate of the system could be estimated to be around 30%, 36% respectively. RITE and NIRE previously developed Cu/ZnO-based multicomponent catalysts containing two or three metal oxides for methanol synthesis from CO2 and H2 1,2,3). In the present study, our group has examined the long term stability of the catalyst in methanol synthesis. Furthermore, we have investigated the methanol synthesis over the multicomponent catalysts by using a reactor with a recycling equipment for unreacted gases. The present investigations made clear that the catalyst developed are highly active (>600 g-MeOH/kg-cat h) and selective (> 99.9%) and that the purity of the refined methanol is 99.9% or more. The methanol produced has been used tentatively for a methanol fuel test car.
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