柴油-生物质油乳化燃料最佳HLB值及理化性质研究

采用超声波乳化法制备柴油-生物质油乳化燃料,并研究了乳化燃料所需乳化剂的最佳亲水亲油平衡（HLB）值以及乳化条件对乳化燃料稳定性的影响,测定了乳化燃料的密度、黏度、闭口闪点、烟点、凝点和总热值等理化性质。结果表明,柴油-生物质油乳化燃料乳化剂的最佳HLB值为5.5~6.2;当乳化温度为50℃~60℃、单位容积输入功为180J/mL~300J/mL时,乳化燃料的稳定性最好;乳化燃料的密度、黏度、闪点和烟点随生物质油比例的增加而增大,而凝点和总热值则随生物质油比例的增加而降低。     

超声强化过氧化氢/三氯乙酸催化氧化柴油深度脱硫研究

选择H₂O₂一三氯乙酸作为催化氧化脱硫反应体系,砜类氧化产物用极性溶剂从柴油中萃取分离,研究了剂油体积比、有机酸用量、氧化反应温度、氧化反应时间等工艺参数对脱硫率的影响。在此基础上,引入功率超声为反应提供能量,并考察了超声频率、超声功率、超声时间等因素对脱硫效果的影响,从而确定最佳操作条件为,反应温度70℃,反应时间60min,三氯乙酸与过氧化氢体积比为1∶1,氧化剂与柴油体积比为1∶10,超声频率40kHz,超声功率200W,超声时间30min。萃取后柴油脱硫率可达97.5%,脱硫油收率94.0%。     

生物质快速热解油水相溶液超声乳化特性

使用生物油水相溶液与0# 柴油乳化,筛选了四种常用乳化剂和一种助乳化剂进行复配乳化实验,考察了复配乳化剂型号、乳化剂用量、超声作用时间对乳化效果的影响。结果表明,六种乳化液超过30d不破乳,与0# 柴油相比,密度和热值相差不大,含水量3%以下,黏度增大约40%,pH值降低一半。因素分析法表明,水相溶液与柴油质量比和不同的水相溶液对乳化效果影响较大。探讨了乳化机理,认为生物油水相溶液中水、醛、酸、酮等极性组分化合物稳定地被乳化剂包裹在W/O型乳化液液滴中,生物油水相溶液中少量的乙酸乙酯、芳香类化合物等则增溶于非离子乳化剂胶束中。热力学分析表明,超声乳化作用比静置作用具有更大的熵增,乳化液更趋于稳定平衡状态。     

V2O5-Sb2O3-TiO2催化剂 低温NH3还原NO及其抗H2O和SO2毒化性能

浸渍法制备了催化剂V₂O₅-Sb₂O₃-TiO₂,考察了V₂O₅、Sb₂O₃负载量、pH值和焙烧温度对催化剂V₂O₅- Sb₂O₃-TiO₂低温氨选择性催化还原(SCR)NO活性的影响;同时,考察了催化剂V₂O₅-Sb₂O₃-TiO₂抗H₂O和SO₂毒化性能。结果表明,V₂O₅和Sb₂O₃负载量分别为5%和2%、焙烧温度为400℃、pH值为4时,催化剂SCR活性最好,反应温度220℃时,可达97%。Sb₂O₃的加入不仅能增强V₂O₅/TiO₂的催化活性,而且能明显提高催化剂的抗H₂O和SO₂毒化性能。SO₂、NO吸附暂态反应和TG-DTG测试表明,Sb₂O₃的促进机制主要是促进了催化剂在SO₂存在条件下对NO的吸附,同时,减弱了硫酸铵盐与催化剂之间的相互作用,硫酸铵盐更容易分解。     

柱层析硅胶固载K2CO3催化合成生物柴油的研究

研究了柱层析硅胶-K₂CO₃固体碱催化剂的制备条件,并对其进行XRD、FT-IR和SEM表征分析。结果表明,部分K₂CO₃吸收空气中的CO₂生成KHCO₃,K₂CO₃与 KHCO₃分散到硅胶表面,增强了催化效果。并考查了催化剂用量、醇油摩尔比、反应时间对生物柴油制备的影响。研究表明,催化剂的制备温度为120℃,催化剂用量为原料油质量的5%,醇油摩尔比为12∶1,反应温度70℃,反应时间2h,生物柴油收率可达95.2%。     

五氧化二钒空心球制备及其作为镁二次电池正极材料

利用碳球作为模板,通过与异丙醇氧钒的溶剂热反应制备了五氧化二钒(V₂O₅)空心球。 采用扫描电子显微镜(SEM)和透射电子显微镜(TEM)等技术手段对V₂O₅空心球进行了表征。 实验结果表明,V₂O₅空心球的直径约为1.5 μm,壁厚约100 nm。 将V₂O₅空心球作为镁二次电池的正极,在0.2 C充放电条件下,材料的首次放电比容量达140 mA·h/g,经20次循环后容量为110 mA·h/g。     

生物质快速热解制备液体燃料

本文回顾了生物质快速热解液化技术的国内外研究现状,重点叙述了初级生物油的化学组成和燃料性质,指出生物油是一种复杂的含氧有机混合物,具有水分含量高、氧含量高、热值低、酸含量高、安定性差和化石燃油不互溶等独特的性质;针对这些性质,介绍了几种常用的生物油精制提炼方法,包括催化裂解、催化加氢、高温热解气过滤、添加助剂、催化酯化、柴油乳化以及制备富氢合成气与费托合成,并分析了各种精制技术发展的关键问题.     

生物质快速热解制备液体燃料

本文回顾了生物质快速热解液化技术的国内外研究现状,重点叙述了初级生物油的化学组成和燃料性质,指出生物油是一种复杂的含氧有机混合物,具有水分含量高、氧含量高、热值低、酸含量高、安定性差和化石燃油不互溶等独特的性质;针对这些性质,介绍了几种常用的生物油精制提炼方法,包括催化裂解、催化加氢、高温热解气过滤、添加助剂、催化酯化、柴油乳化以及制备富氢合成气与费托合成,并分析了各种精制技术发展的关键问题.     

生物质快速热解制备液体燃料

本文回顾了生物质快速热解液化技术的国内外研究现状,重点叙述了初级生物油的化学组成和燃料性质,指出生物油是一种复杂的含氧有机混合物,具有水分含量高、氧含量高、热值低、酸含量高、安定性差和化石燃油不互溶等独特的性质;针对这些性质,介绍了几种常用的生物油精制提炼方法,包括催化裂解、催化加氢、高温热解气过滤、添加助剂、催化酯化、柴油乳化以及制备富氢合成气与费托合成,并分析了各种精制技术发展的关键问题。     

锌离子电池正极材料V2O5的储能机理和容量衰减原因

采用水热法结合热处理制备了具有高结晶性的V₂O₅,利用X射线衍射仪、球差校正扫描透射电子显微镜和扫描电子显微镜对V₂O₅的物相和形貌进行了表征,发现制备的V₂O₅择优取向生长并且具有良好的结晶性.电化学测试结果表明,以V₂O₅为正极材料的电池在电流密度为0.5 A/g下首次放电比容量约为340 mA·h/g.在电流密度为5 A/g下电池的首次放电比容量为170 mA·h/g,并且循环100次后衰减为50 mA·h/g.对不同放电态的V₂O₅正极材料的物相进行了分析,得出了V₂O₅正极材料在充放电过程中发生了锌离子和质子共嵌入（脱出）的反应机理;V₂O₅正极材料在充放电过程中发生的非晶化和副产物碱式硫酸锌的生成是导致以V₂O₅作为水系锌离子电池正极材料的电池系统发生容量衰减的主要原因.     

超声波处理对渣油加氢过程的影响

对四种减压渣油的超声波处理前后渣油加氢反应产物分布研究表明,超声波处理后渣油加氢反应的焦炭和>500℃残渣油收率降低,气体、汽油、柴油和VGO收率提高,轻油产率提高6~10个百分点,渣油转化率增大,轻质化性能明显增强;不同渣油经超声波处理后的加氢反应性能改变不同;利用超声波处理后渣油加氢的虹吸作用模型,从宏观层次解释了超声波改善渣油加氢效果的原因;超声波处理后杂原子的脱除效果均有不同程度的提高,尤其是对金属钒的脱除影响最为明显。超声波处理后加氢残渣油的饱和分和沥青质含量增加,芳香分和胶质的含量减少。     

Production of Tung Oil Biodiesel and Variation of Fuel Properties During Storage

The crude Tung oil with 4.72?mg KOH/g of acid value (AV) was converted by direct transesterification, and the reaction mixture was quantified. The phase distribution data showed that 38.24% of excess methanol, 11.76% of KOH, 10.13% of soap and 4.36% of glycerol were in the biodiesel phase; 0.35% of biodiesel dissolved in the glycerol phase. Tung oil biodiesel as well as its blends with 0(#) diesel was investigated under different storage conditions. The results indicated that higher temperature greatly influenced the storage stability, especially when the volume fraction of Tung oil biodiesel is increased in the blends.     

Quality assurance of recycled engineering plastics using blend technology

The automotive, electrical and electronic sectors account for over 12% of all plastics consumed. A large fraction of these polymers are engineering plastics representing a value considerably higher than that of commodity thermoplastics; hence, mechanical recycling including upgrading efforts appears economically attractive. This paper shows some methods of upgrading the property profile of ABS from dismantled automobiles using polymer blend technology. The results for blends of ABS with PC or PA are reported. The aim of blending of the waste materials is twofold: to reduce the number of plastic materials to be recycled in car dismantling plants, and to improve properties of the ABS scrap, which is the main engineering plastic in the waste stream from automobiles.     

Phase Transitions in Emulsions Formed by Aqueous Emulsifier and its Action on Improving Mobility in Oil Recovery

Transition from oil-in-water (O/W) emulsions to water-in-oil (W/O) emulsions and its action on enhanced oil recovery was investigated by viscosity, morphology, and simulated flooding experiments. This transition can be realized by increasing the volume ratio of oil to water or decreasing the emulsifier concentration. At a mass concentration of 0.3 wt%, the self-developed emulsifier FJ-1 mainly forms O/W emulsions at a volume ratio (oil to water) of 1:1. The emulsions behave as O/W emulsions with a low viscosity when the volume ratio of oil to water is below 2:1. Above 2:1, increasing volume ratio leads to the O/W emulsions transferring into W/O emulsions with high viscosity. For example, at a volume fraction of 4:1, the viscosity of W/O emulsions reaches 229.1 mPa · s, and separated water can hardly be detected. Transition from O/W emulsions to W/O emulsions with high viscosity can also be realized by decreasing the concentration of emulsifier to 0.05 wt% or lower at a volume ratio of 1:1. These may be the critical factors leading to transition from O/W emulsions to W/O emulsions at core conditions. Simulated flooding experiments show that emulsifier fluids can act as an in situ mobility improver and make an improvement of oil recovery even by 20.4%. The results indicate that the water-in-crude-oil emulsions possess great potential in enhancing oil recovery.     

掺混含氧燃料的柴油替代物部分预混火焰中多环芳香烃的荧光光谱和碳烟浓度

为研究不同含氧燃料与柴油掺混后碳烟降低机理, 本文在自行设计的燃烧器上构建部分预混层流火焰, 采用甲苯和正庚烷混合物(T20, 20%(体积分数)甲苯、80%正庚烷)作为柴油替代物,并分别添加甲醇、乙醇、正丁醇、丁酸甲酯和2,5-二甲基呋喃(DMF), 且保证混合燃料的含氧量均为4%. 进而应用激光诱导荧光法和激光诱导炽光法分别测量不同混合燃料的火焰中多环芳香烃(PAHs)的荧光光谱和碳烟浓度. 结果表明: 通过PAHs的荧光光谱可测量不同燃料火焰中PAHs的生成和增长历程. 四环芳香烃(A4)的生成氧化规律和碳烟基本一致, 说明通过分析A4变化可以预测碳烟变化. 添加含氧燃料后, T20燃料中甲苯含量降低是导致PAHs的荧光光谱强度降低和碳烟生成量减少的主要原因; 同时不同含氧燃料本身对多环芳香烃的生成贡献能力也是影响PAHs的荧光强度和碳烟生成的重要原因. 含氧量相当时, 掺混正丁醇后PAHs的荧光光谱强度和碳烟浓度比添加甲醇、乙醇、丁酸甲酯和DMF这四种含氧燃料的更低. 因此从含氧燃料结构来讲, 正丁醇掺混入T20燃料中降低PAHs和碳烟作用最显著.     

Cetane number and thermal properties of vegetable oil,biodiesel, 1-butanol and diesel blends

Vegetable oil derived fuels for diesel engines are becoming important as alternative to petroleum diesel fuels due to their environmental friendliness and availability. Ignition quality in compression ignition (CI) engines is influenced by thermal characteristics and fuel properties. In this study, the effects of vegetable oil transesterification and vegetable oil–1-butanol-diesel blends on fuel properties, cetane number (CN) and thermal characteristics were experimentally investigated. Methyl esters (biodiesel) and 10% vegetable oil–10% 1-butanol–80% diesel blends were prepared from croton oil (CRO), coconut oil (COO) and jatropha oil (JAO). CN was measured in a CFR F-5 engine, and a thermogravimetric analysis (TG), as well as the determination of fuel properties of vegetable oils, biodiesels and blends was carried out. It can be observed for vegetable oils that they possess low volatility characteristics, low CN and high viscosity different from those of biodiesels, blends and diesel fuel. It was observed that biodiesels and blends exhibit similarities with diesel in the fuel characteristics, CN and TG curves.     

The Effects of the Modified Starches on the Melting Flow and Biodegradation of the Starch/Glycerol Blend

Summary: The purpose of this study was to improve the melting flow of starch/glycerol(GA) blends by modified starches. A variety of modified starches, which was treated by hydrolysis and acid hydrolysis, with and without ultrasonic treatment were used. The MFI (melt flow index) of blends increased from 0.5g/10min to 300g/10min when the addition of acid hydrolysis starch (0.3M CA-starch) was 70wt%. Their crystalline behaviors were analyzed by XRD results. The ultrasonic treatment has been proved to have the effect of hydrolysis without acids and synergistic effect on recrystalline. The SEM micrographs of the blend with the ultrasonic treatment starch gave the cleaving surface with comparison to the other blends. The weight loss of the blends with acid hydrolysis starches reached to 60∼80% after one week biodegradation as the ultrasonic treatment was used.     

Thermal investigation of biodiesel blends derived from rapeseed oil

Over the last few years, the production of biodiesel from vegetable oil has significantly increased in Romania due to its obligatory use in the composition of diesel fuel. In this study, biodiesel from rapeseed oil was produced using methanol and a base catalyst. Four samples of biodiesel/diesel blends were prepared for analysis to determine the main thermal decomposition processes and calorimetric events. The thermal profiles were compared to reference diesel. The data obtained on the Thermogravimetry/Differential thermogravimetry and DTA curves show the quality of biodiesel/diesel blends and the possibility that the fuel be used in diesel engines. It was found that biodiesel blends with higher percentage of biodiesel in their compositions were more thermally stable than diesel fuel.     

Determination of the alternative butanol/gasoline and butanol/diesel fuel blends heats of combustion by a heat-loss compensated semi-microcalorimeter

The heat of combustion (HOC) of butanol/gasoline and butanol/diesel fuel blends was systematically determined in a Parr 6725/6772 heat-loss compensated semi-microcalorimeter under controlled temperature and pressure conditions. A set of blends containing 15 and 30% of butanol, in mass fraction, was tested, and the results were compared to those obtained for pure ethanol, pure gasoline, pure diesel, and Brazilian commercial gasoline. In view of the high volatility of samples, the use of gelatin capsules was necessary to avoid evaporation losses during the critical step of sampling. Results evidenced that despite a slight energy reduction observed for all blends, HOC values remained quite close to those measured for gasoline and diesel, even when considering blends with 30% of butanol in mass fraction, which reduction does not exceed 8.5%. Compared to ethanol, a HOC up to 14.7% higher was achieved for butanol. The present work confirms that in mass fractions up to 30%, butanol can be satisfactorily blended with gasoline and diesel without causing major impacts on the fuel energy density and, more than that, can offer energy advantage compared to ethanol.