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Giannelli R, Stevens J, Kinsey JS, Kittelson D, Zelenyuk A, Howard R, Forde M, Hoffman B, Leggett C, Maeroff B, Bies N, Swanson J, Suski K, Payne G, Manin J, Frazee R, Onasch TB, Freedman A, Khalek I, Badshah H, Preece D, Premnath V, Agnew S. Evaluation of methods for characterizing the fine particulate matter emissions from aircraft and other diffusion flame combustion aerosol sources. JOURNAL OF AEROSOL SCIENCE 2024; 178:1-20. [PMID: 38751612 PMCID: PMC11095129 DOI: 10.1016/j.jaerosci.2024.106352] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [Grants] [Track Full Text] [Figures] [Subscribe] [Scholar Register] [Indexed: 05/18/2024]
Abstract
The U. S. Environmental Protection Agency in collaboration with the U. S. Air Force Arnold Engineering Development Complex conducted the VAriable Response In Aircraft nvPM Testing (VARIAnT) 3 and 4 test campaigns to compare nonvolatile particulate matter (nvPM) emissions measurements from a variety of diffusion flame combustion aerosol sources (DFCASs), including a Cummins diesel engine, a diesel powered generator, two gas turbine start carts, a J85-GE-5 turbojet engine burning multiple fuels, and a Mini-CAST soot generator. The VARIAnT research program was devised to understand reported variability in the ARP6320A sampling system nvPM measurements. The VARIAnT research program has conducted four test campaigns to date with the VARIAnT 3 and 4 campaigns devoted to: (1) assessing the response of three different black carbon mass analyzers to particles of different size, morphology, and chemical composition; (2) characterizing the particles generated by 6 different combustion sources according to morphology, effective density, and chemical composition; and (3) assessing any significant difference between black carbon as determined by the 3 mass analyzers and the total PM determined via other techniques. Results from VARIAnT 3 and 4 campaigns revealed agreement of about 20% between the Micro-Soot Sensor, the Cavity Attenuated Phase Shift (CAPS PMSSA) monitor and the thermal-optical reference method for elemental carbon (EC) mass, independent of the calibration source used. For the LII-300, the measured mass concentrations in VARIAnT 3 fall within 18% and in VARIAnT 4 fall within 27% of the reference EC mass concentration when calibrated on a combustor rig in VARIAnT 3 and on an LGT-60 start cart in VARIAnT 4, respectively. It was also found that the three mass instrument types (MSS, CAPS PMSSA, and LII-300) can exhibit different BC to reference EC ratios depending on the emission source that appear to correlate to particle geometric mean mobility diameter, morphology, or some other parameter associated with particle geometric mean diameter (GMD) with the LII-300 showing a slightly stronger apparent trend with GMD. Systematic differences in LII-300 measured mass concentrations have been reduced by calibrating with a turbine combustion as a particle source (combustor or turbine engine). With respect to the particle size measurements, the sizing instruments (TSI SMPS, TSI EEPS, and Cambustion DMS 500) were found to be in general agreement in terms of size distributions and concentrations with some exceptions. Gravimetric measurements of the total aerosol mass produced by the various DFCAs differed from the reference EC, BC and integrated particle size distribution measured aerosol masses. The measurements of particle size distributions and single particle analysis performed using the miniSPLAT indicated the presence of larger particles (≳150 nm) having more compact morphologies, higher effective density, and a composition dominated by OC and containing ash. This increased large particle fraction is also associated with higher values of single scattering albedo measured by the CAPS PMSSA instrument and higher OC measurements. These measurements indicate gas turbine engine emissions can be a more heterogeneous mix of particle types beyond the original E-31 assumption that engine exit exhaust particles are mainly composed of black carbon.
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Affiliation(s)
- Robert Giannelli
- U. S. Environmental Protection Agency, Office of Transportation and Air Quality, National Vehicle and Fuels Emissions Laboratory, Ann Arbor, MI, 48105, USA
| | - Jeffrey Stevens
- U. S. Environmental Protection Agency, Office of Transportation and Air Quality, National Vehicle and Fuels Emissions Laboratory, Ann Arbor, MI, 48105, USA
| | - John S. Kinsey
- Shu Research LLC, Mebane, NC 27302, Formerly U. S. Environmental Protection Agency, Office of Research and Development, Research Triangle Park, NC, 27711, USA
| | - David Kittelson
- University of Minnesota, Department of Mechanical Engineering, Minneapolis, MN, 55455, USA
| | - Alla Zelenyuk
- U.S. Department of Energy, Pacific Northwest National Laboratory (PNNL), Richland, WA, 99352, USA
| | - Robert Howard
- Arnold Engineering Development Complex, Arnold Air Force Base, TN, 37389, USA
| | - Mary Forde
- Arnold Engineering Development Complex, Arnold Air Force Base, TN, 37389, USA
| | - Brandon Hoffman
- U.S. Air Force, Wright Patterson Air Force Base, OH (Formerly Arnold Engineering Development Complex, Arnold Air Force Base, TN, 37389, USA
| | - Cullen Leggett
- U. S. Environmental Protection Agency, Office of Transportation and Air Quality, National Vehicle and Fuels Emissions Laboratory, Ann Arbor, MI, 48105, USA
| | - Bruce Maeroff
- U. S. Environmental Protection Agency, Office of Transportation and Air Quality, National Vehicle and Fuels Emissions Laboratory, Ann Arbor, MI, 48105, USA
| | - Nick Bies
- U. S. Environmental Protection Agency, Office of Transportation and Air Quality, National Vehicle and Fuels Emissions Laboratory, Ann Arbor, MI, 48105, USA
| | - Jacob Swanson
- Minnesota State University, Bloomington, MN, 55431, USA
| | - Kaitlyn Suski
- U.S. Department of Energy, Pacific Northwest National Laboratory (PNNL), Richland, WA, 99352, USA
| | | | - Julien Manin
- Artium Technologies Inc., Sunnyvale, CA, 94085, USA
| | - Richard Frazee
- Singularity Scientific Consulting Services, LLC, Whitmore Lake, MI, 48189, USA
| | | | | | - Imad Khalek
- Southwest Research Institute, San Antonio, TX, 78238, USA
| | | | - Daniel Preece
- Southwest Research Institute, San Antonio, TX, 78238, USA
| | - Vinay Premnath
- Southwest Research Institute, San Antonio, TX, 78238, USA
| | - Scott Agnew
- U. S. Environmental Protection Agency, Office of Transportation and Air Quality, National Vehicle and Fuels Emissions Laboratory, Ann Arbor, MI, 48105, USA
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Gharpure A, Vander Wal RL. Enhancing Graphitic Carbon Precursors from Coal Pyrolysis: A Comparative Analysis of Microwave Plasma and Conventional Thermal Upgradation Methods. ACS OMEGA 2023; 8:40587-40599. [PMID: 37929106 PMCID: PMC10620900 DOI: 10.1021/acsomega.3c05382] [Citation(s) in RCA: 2] [Impact Index Per Article: 2.0] [Reference Citation Analysis] [Abstract] [Grants] [Track Full Text] [Download PDF] [Figures] [Subscribe] [Scholar Register] [Received: 07/24/2023] [Accepted: 09/14/2023] [Indexed: 11/07/2023]
Abstract
This study investigates and compares the efficacy of conventional thermal pyrolysis and microwave (MW) plasma pyrolysis in upgrading coal-derived precursors. Coal samples presenting a range of ranks were pyrolyzed under various reactive and nonreactive atmospheres using a pyroprobe, with the pyrolyzates analyzed by gas chromatography-mass spectrometry (GC-MS). Comparative MW plasma tests were conducted using a modified countertop MW unit, with condensed products similarly analyzed by GC-MS. A predominant coal devolatilization product-benzene was selected for analyzing the reactive MW plasma upgradation. Results demonstrate that conventional thermal pyrolysis lacks effectiveness in upgrading the precursors. To gain insight into the underlying reasons, chemical kinetic simulations were conducted. Oppositely, reactive MW plasma pyrolysis demonstrated remarkable precursor upgradation. These condensed MW plasma pyrolysis products were then subjected to a carbonization and graphitization heat-treatment with a comprehensive graphitic quality assessment conducted using X-ray diffraction and transmission electron microscopy. After graphitization, the MW plasma-upgraded precursor produced a carbon with a crystallite size several times greater than that of the initial benzene. By MW plasma processing, the poorly graphitizable benzene precursor was transformed into a highly graphitizable precursor comparable to coal tar pitch. The underlying reasons for this significant improvement were investigated by analyzing the compositional changes in the precursor under various reactive environments.
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Affiliation(s)
- Akshay Gharpure
- John and Willie Leone Family
Deptartment of Energy and Mineral Engineering and the EMS Energy Institute, Penn State University, University Park, Pennsylvania 16802, United States
| | - Randy L. Vander Wal
- John and Willie Leone Family
Deptartment of Energy and Mineral Engineering and the EMS Energy Institute, Penn State University, University Park, Pennsylvania 16802, United States
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Hong TD, Reksowardojo IK, Soerawidjaja TH, Fujita O. Investigation of Combustion of the Gas Turbine Engine from Kerosene and Biokerosene and Their Soot Characteristics in Diffusion Flames. ACS OMEGA 2022; 7:37085-37094. [PMID: 36312352 PMCID: PMC9609064 DOI: 10.1021/acsomega.2c02703] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Grants] [Track Full Text] [Download PDF] [Figures] [Subscribe] [Scholar Register] [Received: 05/01/2022] [Accepted: 09/28/2022] [Indexed: 06/16/2023]
Abstract
Performances, emissions from the gas turbine engine, and soot formations in diffusion flames of kerosene (Jet A1) and its mixture with 5% by volume bioparaffins (known as BK-5) are reported in the present study. A Rover 1S/60 gas turbine engine was used for recording performance parameters and emissions. Soot characteristics were investigated in smoke-free coannular wick-fed diffusion flames. This study is the next step that must be performed in the certification process of a new aviation biofuel before it is tested in the aircraft. The results show that BK-5 produced a similar performance against Jet A1. Throughout the whole power range under investigation, BK-5 emitted 3.4% NOx higher than Jet A1, while Jet A1 released CO and HC at the rates that are, respectively, 1.8 and 4.5% greater than its counterpart. The soot emissions from the BK-5 and Jet A1 were comparable across the measured flame height range. The results encouraged future studies to carry out the modern engine and flight tests. The production process for bioparaffins employed in this work has been demonstrated to be viable and appropriate for tropical developing nations. The current process should also continue to be improved by eliminating high-distillation temperature components in bioparaffins.
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Affiliation(s)
- Thong D. Hong
- Faculty
of Transportation Engineering, Ho Chi Minh
City University of Technology (HCMUT), 268 Ly Thuong Kiet Street, District 10, Ho Chi Minh City 700000, Vietnam
- Vietnam
National University Ho Chi Minh City (VNU-HCM), Linh Trung Ward, Thu Duc City, Ho Chi Minh City 700000, Vietnam
| | - Iman K. Reksowardojo
- Combustion
Engines and Propulsion Systems Laboratory, Faculty of Mechanical and
Aerospace Engineering, Institut Teknologi
Bandung, Bandung 40132, Indonesia
| | - Tatang H. Soerawidjaja
- Department
of Chemical Engineering, Faculty of Industrial Technology, Institut Teknologi Bandung, Bandung 40132, Indonesia
| | - Osamu Fujita
- Division
of Mechanical and Space Engineering, Hokkaido
University, Sapporo 060-8628, Japan
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