Das Forschungsvorhaben sollte dazu beitragen, die Datenlage hinsichtlich der Emission von klimarelevanten Gasen wie Lachgas (N2O), Methan (CH4) und fossiles Kohlendioxid bei der Verbrennung von Abfällen in den dafür zugelassenen Anlagen zu verbessern. Darüber hinaus sollten die Zusammenhänge zwischen der Bildung von Lachgas in Abhängigkeit vom Stickstoffgehalt des Abfalls, von der Verbrennungstemperatur und dem Sauerstoffgehalt in der Verbrennung insbesondere bei der Verbrennung von Klärschlämmen untersucht werden. Dazu wurden Messungen an unterschiedlichen Verbrennungsanlagen mit unterschiedlichen Abfällen durchgeführt, um die Bildung und Freisetzung klimaschädlicher Gase zu ermitteln. Veröffentlicht in Texte | 102/2018.
technologyComment of carbon black production (GLO): The most important production process used nowadays is the oil-furnace process – other processes like e.g. thermal or acetylene carbon black processes are only of minor interests and therefore not further examined within this study here. The oil-furnace process is, according to Voll and Kleinschmit (2010) and Dannenberg and Paquin (2000) a partial combustion process of liquid aromatic residual hydrocarbons. The principle is to atomize the feedstock into the reactor, where it is decomposed into carbon black and hydrogen due to the fact that the oxygen available is not sufficient for a combustion of all the input. The reactor temperature is in the order of 1200 to 1900 °C, achieved through the combustion of natural gas and of the unreacted feedstock. After the decomposition, a fast quenching has to be done to avoid the loss by reaction of carbon black with carbon dioxide and water. The further processing consists mainly of drying and separation from other substances like tail gases, through a filter system. This dataset describes the production of carbon black with the oil-furnace process, using natural gas as further energy input. The inventory is based on literature information about two different types of carbon black, as well as estimations based on industrial data. The emission amount is estimated while the composition is based on literature. References: Voll, M. and Kleinschmit, P. 2010. Carbon, 6. Carbon Black. Ullmann's Encyclopedia of Industrial Chemistry. Dannenberg E. M. and Paquin L. (2000) Carbon Black. In: Kirk-Othmer Encyclopedia of Chemical Technology, Fourth Edition, Electronic Release, 4 th Electronic Release Edition. Wiley InterScience, New York, Online-Version under: http://www.mrw.interscience.wiley.com/kirk.
Das Projekt "Gas-fuelled rapid heating furnace" wird vom Umweltbundesamt gefördert und von Gaswärme-Institut e.V. durchgeführt. Objective: To demonstrate the feasibility of reducing energy consumption in the reheating of forgings and to improve forging quality by the replacement of electric and conventional gas-fired furnaces, by a new gas-fuelled rapid heating furnace incorporating and combining known technical features: these will considerably reduce energy consumption and advance the engineering design of conventional gas-fired reheating furnaces. General Information: Rapid heating furnaces are often installed in forging shops to treat small forgings. It is important to heat the forging rapidly and evenly and to minimize scale formation. The object of this research is to produce a micro-structure to eliminate the need for further heat treatment. The advantage of an inductive, over a conventional gas-fuelled furnace is the low level of scale formation due to the brief furnace dwell time. On the other hand, inductive furnaces are operated by a secondary source of energy (electricity) and are therefore expensive to operate. In addition, temperature distribution in a charge heated by a conventional furnace is unsatisfactory. The furnace to be designed, installed and operated for the project is a gas fuelled rapid heating installation using natural gas as the primary energy source. Charge heating will be in 3 zones (soaking, heating-up and preheating) to reheat the charge. As in the case of pusher type furnaces, charge and atmosphere movement will be counter current. In order to minimize scale formation, the soaking zone will be fired in the fuel-rich mode, while the heating-up zone will be fuelled by a fuel-lean gas and air mixture, burning uncombusted gases from the soaking zone. Staged combustion minimizes NO output and environmental impact. Fuel-rich soaking zone operation necessitates tests to establish combustion air preheat temperature, the acceptability of the fuel/air system with respect to sooting and safety aspects associated with CO formation. Forgings will be charged in transverse mode and a recuperator incorporated in the furnace for combustion air preheating: the furnace control system will feature high precision fuel/air ration controllers for heating-up and soaking zones. Each controller is capable of maintaining an air factor of between 0.5 and 1.5 to allow exact adjustment of the fuel/air ratio and to minimize scaling. An optical control system monitors the temperature of the charge leaving the furnace. Fuel gas flow is adjusted by temperature controller as a function of the difference between temperature as measured by the optical system and set point temperature. When fuel gas flow is adjusted, combustion air flow will also be adjusted by the fuel/air ratio control system. A shop function is also incorporated in the furnace control system: this is capable of lowering gas flow to between to 10-30 per cent of rated flow. For this purpose the control system will immediately reduce gas flow if furnace operation is switched to idle mode. Simultaneously...
Das Projekt "Development of continuous catalytic NOX reduction for lean burn cars" wird vom Umweltbundesamt gefördert und von ACA Institut für Angewandte Chemie Berlin-Adlershof durchgeführt. Decreased fuel consumption for vehicles is found when operating with large excess of oxygen, lean-burn. The main drawback is that it will increase the combustion temperature in the engine, enhancing the formation of nitrogen oxides (NOx): mainly nitrogen monoxide (NO) and nitrogen dioxide (NO2). This project will develop catalytic systems for continuous NOx reduction for Lean Burn cars through basic and applied research. Prime Contractor: AB Volvo Technology Corporation, Energy Conversion and Physics; Goeteborg; Sweden.
Das Projekt "330 MWE power plant with pressurized fluidized bed combustion and combined cycle gas and steam turbine (Design Stage)" wird vom Umweltbundesamt gefördert und von Dawid-Saar durchgeführt. Objective: To design a 330 MWe demonstration power plant with pressurised fluidised bed combustion and combined cycle of gas and steam turbine. General Information: The project involves the complete design of a demonstration power plant, characterized by: - the combination of a pressurized fluidised bed firing system with a steam generator directly connected, a multi-shaft gas turbine plant and waste heat utilisation systems arranged downstream and integrated into the steam circuit for an electric power output of a total of approximately 330 MW. - very compact construction by means of a high pressure stage (16 bar) and housing of particularly critical heat-exposed components such as firing system, dust separator etc. in a spherical pressure containment. In addition to the recognized advantages of the fluidised bed firing system, such as: - considerable improvement of the emission characteristics due to the binding of noxious matter to a large extent - especially of SO2 - by the addition of absorbent directly into the fluidised bed, - drastically reduced nitrogen oxide and carbon monoxide formation as a result of low combustion temperatures and controlled combustion reaction. Further considerable advantages can be expected because of the complete plant design conceived in this case compared with conventional technology due to: - a marked increase in the degree of conversion of primary energy into electrical energy as compared with the usual hard coal fired power station with flue gas desulphurization plants from previously 38,6 per cent to 41,2 per cent, related to plant net power. - a reduction of the investment costs by 10-15 per cent with a simultaneously considerably reduced space requirement, a fact which is due in particular to the absence of flue gas desulphurization. - a considerable expansion of the fuel spectrum to include qualities containing large amounts of inerts and noxious matters (i.e. especially sulphur). - simple construction for flexible separation of heat. - significantly more compact design than AFBC. The total cost of the design phase, represented by this project, amounts to DM 10 million for which a 40 per cent subsidy has been granted.
Das Projekt "Energy savings by improvement of combustion air preheating by means of an upstream heat exchanger" wird vom Umweltbundesamt gefördert und von ThyssenKrupp Stahl AG durchgeführt. Objective: Use of low temperature waste heat for additional preheating of the combustion air and for prevention of low temperature corrosion. This technique yields an increase of the plant availability and a longer life of the recuperator by preventing the temperature from falling below the dew point to prevent corrosion. Innovative aspects: concept first realization. Long testing and measurement period to assess energy saving and efficiency and payback time. General Information: In industrial furnaces a part of the heat from the flue gas is used to pre-heat the combustion air. When intensive use is made of the heat from the flue gas, there is frequently a great drop in temperature to below the dew point. When the fuel gases are loaded with aggressive materials, the passing of the dew point causes low temperature corrosion on heat exchanger components. As a result of this, the heat exchanger is increasingly destroyed which entails constant worsening of efficiency very rare (once to twice per year) with some plants, i.e. reheating furnaces in the steel industry, so that more fuel is consumed over a long period because of defective air pre-heating insulation and the environment is thus burdened more than is required with an intact installation. A heat exchanger for a thermal capacity of 1.0 MW is to be erected upstream of the reheating furnace of a rolling mill fired by sulphur bearing coke oven gas. The energy for a pre-heating is taken from the skid rail cooling circuit which has a temperature level of maximum 90 deg. C
Das Projekt "Higher-Efficiency Engine With Ultra - Low Emissions For Ships (HERCULES-b)" wird vom Umweltbundesamt gefördert und von ULEME E.E.I.G. durchgeführt. The project HERCULES-B is the Phase II of the HERCULES programme, conceived in 2002 as a 7-year strategic R&D Plan, to develop the future generation of optimally efficient and clean marine diesel powerplants. The project is the outcome of a joint vision by the two major European engine manufacturer Groups, MAN Diesel and WARTSILA, which together hold 90Prozent of the worlds marine engine market. The research objectives in HERCULES-B focus on the drastic reduction of CO2 emissions from maritime transport, considering the existing and foreseen composition of the world fleet and fuel infrastructure. The principal aim in HERCULES-B is to reduce fuel consumption of marine diesel engines by 10 percent, to improve efficiency of marine diesel propulsion systems to a level of more than 60 percent, and thus reduce CO2 emissions substantially. An additional concurrent aim is towards ultra low exhaust emissions (70 percent Reduction of NOx, 50 percent Reduction of Particulates) from marine engines by the year 2020. Today diesel propulsion systems power 99Prozent of the world fleet. HERCULES-B targets the development of engines with extreme operational pressure and temperature parameters, considering the thermo-fluid-dynamic and structural design issues, including friction and wear as well as combustion, air charging, electronics and control, so as to achieve the efficiency / CO2 target. To achieve the emissions target, combustion and advanced aftertreatment methods will be concurrently developed. To improve the whole powertrain, the interaction of engine with the ship, as well as the use of combined cycles in overall system optimization, will be considered. The project HERCULES-B structure of work comprises 54 subprojects, grouped into 13 Tasks and 7 Workpackages, spanning the complete spectrum of marine diesel engine technology. The project HERCULES-B has a total budget of 25M€, a duration of 36 months and a Consortium with 32 participants.
Das Projekt "Brenner mit niedrigem Nox- und Flox-Ausstoss fuer Hochleistungsgasturbinen" wird vom Umweltbundesamt gefördert und von Technische Hochschule Aachen, Fachbereich 4, Lehrstuhl und Institut für Dampf- und Gasturbinen durchgeführt. Objective: The objectives of the project are to develop an innovative multiple fuel combustor for small-scale gas turbines, suitable for operating at high temperatures while maintaining low NOx levels. Operating conditions with turbine inlet temperatures above 1600K (and 15 bars) are required to boost the thermal efficiency above the value of 35 per cent. A similar concept could be extended to larger gas turbines in combined cycle to exceed efficient energy conversion of 60 per cent. Another objective is to improve the internal reactive aerodynamics in order to obtain more uniform wall temperatures for lower thermal stresses, and lower values of the exhaust gases pattern factor for more circumferential uniformity at the combustor exit. Both parameters are crucial for increased reliability and availability of the turbine. The aim of the project is also to gain advanced engineering expertise in combustion, including modelling of combustion chemistry and aerodynamics, wall cooling and high momentum fuel stream injection. Finally the project should prove the performance of a pilot flameless oxidation combustor. Description of Work: The work is equally divided between theoretical studies and experimental tests. It starts with basic studies required to improve the understanding of turbulence-combustion coupling and utilises well-defined and controlled laboratory experiments. Basic studies are also to be performed on an innovative fuel atomisation method that will serve as the momentum accelerator for the main vortex, which has a major role in the new combustor operation, while maintaining circumferential uniformity. Additional investigations will be conducted to develop wall-cooling methods where the jets are optimised for maximising the effect of vortex momentum augmentation and wall temperature reduction and unification. Wall cooling and fuel injection effects on the vortex characteristics will be quantitatively visualised using Particle Image Velocimetry. The results of these investigations will be integrated within Computational Fluid Dynamics (CFD) codes capable of predicting the complete combustor performance. These predictions will be used to optimise the combustor geometry for minimum emission and maximum combustion stability and uniform wall temperatures and circumferential distribution of exhaust gas temperature profiles. A combustor sector will be produced for detailed point measurements of velocities, temperatures and species concentration under reactive and pressurised conditions. These will be used for further adjustments of the different models and for comparison with the CFD predictions. A complete combustor prototype will be produced and tested under realistic pressure and temperature conditions... Prime Contractor: Technion - Israel Institute of Technology, Faculty of Aerospace Engineering/Electrical Engineering; Haifa/Israel.
Das Projekt "Application of advanced chemistry and CFD to pollutant reduction in diesel engines" wird vom Umweltbundesamt gefördert und von Mercedes-Benz Group AG durchgeführt. General Information/Objectives: The objective of this research project is to solve the pressing NO and particulate matter (PM) emission problem of Diesel engines in trucks by applying the most recent advances in modelling of detailed chemistry and fluid dynamics as well as laser diagnostics to practical Diesel combustion. This will be achieved by validating appropriate sub models for generation and depletion of the pollutants NO and PM and integrating them into an established multidimensional engine code. This dedicated code will be used to investigate numerically and experimentally the potential for simultaneous reduction of NOx and particulates in DI engines until the entrance point of possible exhaust after treatment system. Technical Approach The pollutant production of diffusion flames in Diesel engines is controlled to a large extent by turbulence. Therefore, the adverse effect of a temperature decrease may be compensated by an appropriate increase in turbulence level to maintain optimum combustion rates. Hence, it should be possible to lower the NO and PM levels while maintaining the extraordinary fuel consumption advantages of the Diesel engine. There is a window from 1800 K down to a charge temperature of around 1400 K where combustion with low final NOx and soot levels appears feasible. Therefore, a dedicated pragmatic code will be compiled from existing knowledge - taking advantage of simplifications whenever possible without losing the required chemical and physical relevance - and applied to real practical problems in a joint experimental and numerical approach of experts in their fields. The key issues worked upon in the project are: 1. set-up of a predictive 3D Diesel combustion code with a realistic, complex chemistry (ILDM) for NO (prompt, thermal, fuel) and a phenomenological soot burn-out for real engine geometries by adapting, upgrading and validating available sub models; 2. combining numerical and experimental engine studies for identifying strategies to implement dedicated turbulent engine flow fields to tailor the late phase of Diesel combustion for reduced temperatures but strongly enhanced turbulence. This will provide simultaneously low NO and low soot levels without fuel penalties; (3. verifying the available sub models for spray formation and mixing by applying advanced laser diagnostics to ensure accurate simulation results for modern production type Diesel engines; (4. validating the diesel combustion code predictions and extract the still unused potential for pollutant reduction by real engine data from an optically accessible Diesel engine for realistic geometries and operating conditions. Expected Achievements and Exploitation ... Prime Contractor: Daimler Benz AG, Forschungsinstitut Mercedes Benz; Stuttgart; Germany.
Das Projekt "Zero Emission Eingine - ZEE" wird vom Umweltbundesamt gefördert und von Technologiezentrum Emissionsfreie Antriebe durchgeführt. Der Dampfmotor ZEE ist in seinem Aufbau einem konventionellen Fahrzeugmotor sehr ähnlich, mit dem einzigen Unterschied, dass, wie der Name bereits verrät, als Arbeitsmedium Dampf verwendet wird. Der Dampfmotor funktioniert mit 'äußerer, kontinuierlicher' Verbrennung. Der Porenbrenner erzeugt hierbei die erforderliche Wärmeenergie, um energiereichen, heißen Dampf zu produzieren. Dieser Dampf wird in den Motor geleitet, wo er unter Kraftwirkung auf den Kolben isotherm expandiert und Arbeit verrichtet. Durch die isotherme Prozessführung wird eine wesentliche Erhöhung des Wirkungsgrades gegenüber einem Dampfmotor herkömmlicher Bauart erzielt. Am unteren Totpunkt des Kolbens strömt der abgekühlte Dampf aus dem Zylinder und wird in einem Kondensator erneut zu Wasser verflüssigt. Es handelt sich somit um ein Zweitaktprinzip. Je mehr Dampf eingelassen wird, desto größer ist die Leistung des Motors. Die variable Einlasssteuerung durch Ventile oder so genannte Dampfinjektoren ermöglicht die Regelung des Motors. Im Gegensatz zu konventionellen Dampfmaschinen wird der 'Restdampf', nachdem er seine Arbeit verrichtet hat, nicht ausgestoßen, sondern im Kondensator verflüssigt und steht dem geschlossenen Prozess erneut zur Verfügung. Kernstück der Energieerzeugung ist der Porenbrenner, eine völlig neue Brennertechnologie, mit der das Unterschreiten der härtesten Abgasgrenze ermöglicht wird. Der Porenbrenner ist ein thermischer Reaktor, der aufgrund der vollständigen Verbrennung und der kontrollierten Verbrennungstemperatur kaum noch messbare Abgase erzeugt. Das Kraftstoff-Luft-Gemisch wird in eine keramische Porenstruktur geleitet und verbrennt dort nahezu schadstofffrei. Dabei ist der Porenbrenner vielstofffähig: Benzin, Diesel, Erdgas oder Wasserstoff kommen als Kraftstoff in Betracht, ebenso wie gasförmige oder flüssige Biokraftstoffe. Bei einem Einsatz von Wasserstoff als Energieträger entfallen zusätzlich die Kohlendioxidemissionen, die mit jeder Verbrennung fossiler Kraftstoffe unabänderlich verbunden sind. Die Porenbrennertechnik erlaubt also tatsächlich eine emissionsfreie Energieerzeugung.