Browse Topic: Coal liquefaction

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Investigation of Performance of Fischer-Tropsch Coal-to-Liquid Fuel, IPK, in a Common Rail Direct Injection Compression Ignition Research Engine with Varying Injection Timing2023-01-164310/31/2023
An investigation of the performance and emissions of a Fischer-Tropsch Coal-to-Liquid (CTL) Iso-Paraffinic Kerosene (IPK) was conducted using a CRDI compression ignition research engine with ULSD as a reference. Due to the low Derived Cetane Number (DCN), of IPK, an extended Ignition Delay (ID), and Combustion Delay (CD) were found for it, through experimentation in a Constant Volume Combustion Chamber (CVCC). Neat IPK was analyzed in a research engine at 4 bar Indicated Mean Effective Pressure (IMEP) at three injection timings: 15°, 20°, and 25° BTDC. Combustion phasing (CA50) was matched with ULSD at 10.8° and 16° BTDC. The IPK DCN was found to be 26, while the ULSD DCN was significantly higher at 47 in a PAC CID 510. In the engine, IPK’s DCN combined with its short physical ignition delay and long chemical ignition delay compared to ULSD, caused extended duration in Low Temperature Heat Release (LTHR) and cool flame formation. It was found in an analysis of the Apparent Heat Release
Soloiu, Valentin, Willis, James, Weaver, Amanda, O'Brien, Brandon, Dillon, Nicholas, Davis, Zachary
Technical Paper
Declarable Substances Recommended PracticeARP9536A (Current)08/05/2022
This standard applies to the aerospace and defense industries and their supply chain
E-1 Environmental Committee
Recommended Practice
The Nozzle Flows and Atomization Characteristics of the Two-Component Surrogate Fuel of Diesel from Indirect Coal Liquefaction at Engine Conditions2018-01-169109/10/2018
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
Huang, Zhong, Zhang, Wenzheng, Xia, Jin, Ju, Dehao, Han, Dong, Lu, Xing-Cai
Technical Paper
Comparison of the Combustion and Exhaust Emissions of a Compression Ignition Engine Fuelled With Diesel From Direct Coal Liquefaction and Diesel Blends18-227-7-98607/01/2013
The purpose of this study is to compare the combustion and exhaust emissions of a four-stroke diesel engine with supercharging and a high-pressure common-rail injection system fuelled with diesel from direct coal liquefaction, with diesel and with their blends. The operating conditions are set at an engine speed of 1450 r/min, an engine torque of 112N m (low load; a brake mean effective pressure of 0.2964 MPa) and an engine torque of 224N m (medium load; a brake mean effective pressure of 0.5928 MPa). The injection pressure is set at 1000 bar, and the injection timing is set at 2.5° crank angle after top dead center and 3.5° crank angle after top dead center for the low load and the medium load respectively. The experimental results show that, for the two loads, the phases of the peak pressure and the maximum heat release rate are retarded on increasing the proportion of diesel from direct coal liquefaction; meanwhile, the ignition delay increases significantly, and the combustion
Zhuang, Jian, Qiao, Xinqi, Wang, Zhen, Bai, Jinlong, Hu, Yunjian, Jin, Huannian, Shi, Yulin
Journal Article
Hydroprocessing of Direct Coal Liquefaction Product for Diesel Engine Fuel89213109/01/1989
A contemporary coal liquefaction product from the Wilsonville pilot plant was processed to make two diesel test fuels for engine research. A naphtha fraction was separated by distillation, and the diesel fraction was upgraded by hydrogenation. Processing objective was to make two stable products with acceptable ignition quality. A trial run was made over a range of pressures and residence times to establish minimum severity to meet the objective. About 85 gallons of product was made at minimum severity and 81 gallons at slightly higher severity. The products resembled petroleum diesel fuels except for marginally high viscosity and low accelerated stability. Product characterizations included 30.1 and 35.4 cetane number
Sefer, Norman R., Erwin, Jimell
Technical Paper
Comparative Economics of Methanol and Gasoline87206111/01/1987
The world has large reserves of crude oil and gas; but they are concentrated mainly in the Middle East. Eventually, economic and political factors will force the U.S. to use new domestic feedstocks for manufacturing liquid motor fuels. Among the possible alternatives are synthesizing methanol from natural gas or coal or making gasoline from coal by direct liquefaction. Methanol synthesized from domestic natural gas in a new, plant at current gas prices using demonstrated technology would cost 30% more than gasoline for equal vehicle miles. However, a program to make large amounts of methanol would likely raise gas prices. The higher feedstock cost would make the methanol even more expensive and possibly cause the methanol industry to move overseas where gas is cheaper. Because the U.S. has large reserves of coal, making methanol from coal is not likely to disturb existing supply arrangements nor raise the cost of coal significantly. However, processing to make methanol from coal is
Wagner, T.O., Tatterson, D.F.
Technical Paper
Coal Liquefaction — Impact on the Petroleum Refiner82095802/01/1982
An examination of three coal liquefaction technologies exemplified by Fischer-Tropsch, Mobil MTG and SRC-II is made with respect to product quality, yields and their ability to produce products compatible with existing refinery requirements. Indirect liquefaction via Fischer-Tropsch and Mobil MTG were found to produce acceptable products after blending but with a yield structure incompatible with the declining gasoline to distillate ratio in today’s market. Direct liquefaction while producing a more flexible boiling range product was found to be totally unacceptable to conventional refinery processing units. This would necessitate the development of dedicated upgrading technology, after which it is expected that acceptable gasoline and jet fuel could be produced
Crowe, D., Dautzenberg, F. M.
Technical Paper
Another Look at Alternative Fuel Options77075902/01/1977
Alternatives to petroleum-derived transportation fuels can be produced from oil shale, coal, and from a variety of carbonaceous materials including both cultivated biomass and waste materials. In the long-term, hydrogen, often mentioned as an alternative fuel, may be used as an energy carrier or transfer agent; it should not, however, be considered as an energy resource. Among the alternatives, coal-derived or shale-derived fuels could become significant in the national supply within the century. The other alternatives are long-term (post-2000), or, at least without extensive resource development, they are resource-limited. Any identifiable shale-derived fuel probably will appear as conventional finished fuel--either gasoline or distillate. More likely, however, the shale-derived component of fuels will not be identifiable because any shale oil available for the manufacture of transportation fuels within the foreseeable future will be blended with natural crude and used as refinery
Hurn, R. W.
Technical Paper
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