Cool Combustion technology

At present, one catalytic combustion system has been implemented at a full scale the XONON Cool Combustion technology, developed by Catalytica Energy Systems 157,158). The system is operated as follows Fuel from a lean-mix prebumer and the main fuel stream together with compressed air pass through the catalyst module (palladium oxide catalyst deposited on corrugated metal foil) in which the gas reaches a temperature up to 1623 K. The UHC and CO are combusted to essentially full conversion, downstream of the catalyst in the homogenous combustion zone. The guaranteed emission levels are as follows NOj < 3 ppm. 

Xonon Cool Combustion A catalytic technology that combusts fuel flamelessly. Incorporated inside a gas turbine engine, it reduces the production of oxides of nitrogen to < 3 ppm by volume. Developed by Catalytica Energy Systems, CA. First demonstrated in 2002 in cooperation with Kawasaki Gas Turbines-Americas in Sonoma. The development was abandoned in 2006 because of unfavorable gas-turbine market conditions. 

Usually after the carbon black synthesis a cooling step is apphed to stop the growth of the particles. Various types of oils are used as raw materials in the different industrial processes. Some processes apply natural gas as fuel to produce the required energy for the cracking reaction. The carbon black types, which are produced based on the particle combustion technology, are lamp black, furnace black, the Super /ENS ACO products, and the carbon black produced as by-products of the shell gasification process. ... 

By the late 1980s six principal commercial CEBC technologies were available (42). In 1993 the largest CEBC ia operation is expected to be the Pyropower Corporation s 165 MWe reheat coal-fired unit, under constmction siace 1991 at the Poiat Aconi Station of Nova Scotia Power Corp. (43). Combustion and SO2 control ia this unit is to be carried out ia the water-cooled riser. The unit is expected to operate at 870°C to optimize sulfur capture. The cyclone separators are refractory-lined and are supported approximately 30 m above grade. 

For this purpose, in addition to the continuous evolution of CR and exhaust gas recirculation (EGR), novel primary measures are under study, including the long route EGR to cool the recirculated exhaust gas, the use of premixed combustion [which implies, however, higher GO and unburned hydrocarbon (U HG) emissions], the reduction of the compression ratio, the shaping of the injection rate and so on. Still, the after-treatment catalytic technologies for O, removal and for CO/hydro-carbon (HG) and particulate matter (PM) reduction in passenger cars must be improved significantly. 

As an example, if the hot temperature is 1273 K (1000 °C) and the cold temperature 373 K (100 °C) then the efficiency is approximately 70%. In practice the operation of a real engine does not follow the Carnot cycle and the efficiency is considerably lower. For a medium sized motor car with an internal combustion engine the fuel efficiency is about 12%, much of the wasted 88% demanding water cooling. There are continuous improvements made in petrol and diesel engine technologies and in the fuels and projections suggest that thermal efficiencies a little over 50% will eventually be achieved. 

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