航空生物燃料制备技术及其应用研究进展

随着各国对温室气体排放要求的日益严格,以及化石能源的日益枯竭,近些年来航空生物燃料得到了快速发展.文中综述了航空生物燃料的发展背景、制备工艺、实际应用现状及存在的问题,重点介绍了合成气经费托合成、生物质油经催化加氢和催化裂解制备航空生物燃料的工艺路线,以及航空生物燃料的试飞和商业运营状况,论述了航空生物燃料存在的问题,并对发展航空生物燃料提出了建议.     

国内外生物航煤产业回顾与展望

回顾了近年来国内外生物航煤产业进展,重点综述了通过ASTM D7566(美国材料与试验协会标准)认可的生物航煤生产路线及相应航煤产品性质、油脂原料来源及"十二五"期间国内外生物航煤产业现状,结合笔者自身的研究工作,对未来生物航煤产业发展进行了展望并提出发展建议。     

分子筛膜在生物燃料乙醇生产中的应用

近年来,全球都在寻求建立新的低碳、高效、环保的能源供应体系,生物质燃料得到了普遍重视。其中,生物乙醇得到了多国政府的大力推广。2017年,国家发展改革委、国家能源局、财政部等十五部门联合印发了《关于扩大生物燃料乙醇生产和推广使用车用乙醇汽油的实施方案》。在今后的若干年内,生物燃料乙醇将得到迅猛发展。分子筛膜作为一种高效节能的新型分离技术有望在生物乙醇的生产中发挥重要作用。首先对疏水型和亲水型分子筛膜材料在乙醇富集和乙醇脱水中的研究现状进行综述,然后对发酵法制备生物乙醇过程中分子筛膜的可行性工艺、经济性评估以及工业应用现状进行分析和论述,最后做了总结和展望。     

高含游离脂肪酸的香果树籽油制备生物柴油的方法

目前生物柴油因其环保和可再生利用资源的特性备受关注。多数生物柴油是通过甲醇和碱催化食用油得到的,而大量非食用油也可以制备生物柴油。本文报道用高含游离酸脂肪油快速高效低成本制备成其单酯的二步法工艺。先用1% H2SO4以少于1.5%量对甲醇和云南特产香果树（Lindera communis）籽的粗原料油以10∶1摩尔比组成的混合液酸催化酯化游离脂肪酸;之后再对醇和得到的油脂产品按摩尔比15∶1的混合液碱催化转化为单甲酯和甘油。本方法是一个直接甲脂化制备生物柴油的工艺简洁、降低成本的新技术。文中还讨论了该工艺影响转化效率的主要因素,如摩尔比,催化量,温度,反应时间和酸度。香果树生物柴油不重蒸,而其生物柴油的主要特性,如粘度、热值、比重、闪点、冷滤点等与生物柴油标准的匹配度,也做了报道,研究结果将为香果树生物柴油以非重蒸油料制备生物柴油产品,作为潜在的柴油燃料替代产品提供技术支撑。     

加快推动生物制造创新研究

<正>生物制造作为生物产业的重要组成部分,是生物基产品实现产业化的基础平台,也是合成生物学等基础科学创新在具体过程中的应用。生物质是自然界唯一含碳的可再生能源,发展绿色生物制造生产燃料乙醇、生物柴油、生物航煤、生物甲烷以及各种化学品和可降解生物材料是其最佳利用途径。生物制造将从原料源头上降低碳排放、通过工业生物技术实现绿色清洁的生产工艺,将从根本上改变我国经济社会发展"高能耗、高排放"的现有模式。重大化工产品(化学品、能     

微生物发酵法制备生物燃料的研究现状

随着石油资源的日渐枯竭,生物燃料作为一种新型替代燃料已成为各国研究的重点.综述了微生物发酵法制备乙醇、甲烷、氢和类异戊二烯的发展状况及关键问题,并展望了微生物发酵法制备生物燃料的发展前景.     

生物油选择性温和加氢制备含氧液体燃料

生物质热化学转化制备生物油作为化石燃料的替代品具有重要的研究价值。与生物质相比,生物油具有更高的能量密度和热值,而且便于运输和储存。但生物油作为高品质燃料使用前的改质过程也存在耗氢量大、改质油产率低和催化剂失活快等共性问题。介绍了生物油选择性温和加氢制备含氧液体燃料的工艺,结合生物油不同化学组成的理化特性及含氧量高的特点,提出首先将生物油分成重质组分和轻质组分,对重质组分采用化学链制氢提供"氢源",对轻质组分进行分级加氢,实现了"氢源自给"和生物油全组分利用模式,并对其今后的发展进行了展望。     

燃料乙醇发酵技术研究进展

在分析木质纤维素类生物质制备燃料乙醇原理基础上,重点对燃料乙醇转化过程的发酵工艺进行了论述。目前乙醇发酵工艺主要包括直接发酵、分步糖化发酵、同步糖化发酵、同步糖化共发酵和联合生物加工技术等,对这几种技术的研究现状进行了分析并对其发展趋势进行了展望,通过基因工程构建高效发酵菌种的联合生物加工技术将是未来高效发酵工艺的发展趋势,旨在为有效提高发酵菌株的底物代谢能力,获得高的乙醇产量提供重要参考。     

生物燃料最新发展态势分析

第一代生物燃料的生产工艺已经较为成熟,美国、欧盟和巴西等一些国家已经形成了较完善的产业链。以纤维素乙醇为代表的第二代生物燃料是更有希望的替代燃料,但目前还未获得关键性的技术突破,其大规模的商业化生产还有待时日。目前生物燃料正处于由第一代向第二代发展过渡的初期。各国纷纷将发展第二代生物燃料定为国策,为此制订了长期的发展规划与目标,并为生物燃料发展提供了良好的政策环境和大力的经费支持。各相关研究机构与企业也积极行动,力图解决生物燃料发展的各个关键问题。在此过程中,一些与生物燃料可持续发展有关的重要问题也引起了人们的关注。     

巴西生物燃料政策及对我国的启示

巴西是世界上最早推行生物燃料政策的国家之一,目前已成为世界上第二大乙醇生产国和最大的乙醇出口国。本文简介了巴西推行生物燃料政策的背景、发展生物燃料的优势,详述了其生物燃料的政策特点和政策收益,以及对我国发展生物燃料的启示。     

Environmental and techno-economic analyses of bio-jet fuel produced from jatropha and castor oilseeds in China

Purpose

Bio-jet fuel derived from energy crops has been promoted by governments around the world through policies such as the Carbon Offsetting and Reduction Scheme for International Aviation. The environmental impact and techno-economic analysis of bio-jet fuel are particularly pertinent to China because China is under huge pressure to reduce emissions, endeavouring to meet bio-economic goals.

Methods

An LCA study was conducted on the production of bio-jet fuel from jatropha and castor by estimating the well-to-wake emissions and its economic impact. The functional unit was 1 MJ of bio-jet fuel, and field survey data was used in inventory analysis. A scenario analysis was performed to measure diverse conditions, including the planting conditions, planting regions, allocation methods, and hydrogen sources. A techno-economic analysis that combined the production costs and co-product credits was performed to calculate the minimum bio-jet fuel selling price (MJSP) based on a plant capacity of 2400 metric tonnes of feedstock per day.

Results and discussion

Compared to the environmental impacts to the fossil jet fuel, the use of biofuel would reduce the majority environmental impacts by 36–85%, when a 1:1 displacement of fossil jet fuel is considered, though the human toxicity potential impact was 100% higher. The scenario analysis indicated that (i) planting castor in harsh and unevenly distributed conditions and jatropha in stable or fertile conditions can leverage their respective advantage; (ii) the global warming potential (GWP) from castor planting in the region of north-east China ranges from 34 to 48 g CO₂ eq/MJ; (iii) the GWP produced through the steam methane reforming process can be reduced by 16–17%, using advances in technological processes. The MJSP for fuel produced from jatropha and castor under the basic scenario is estimated to be 5.68 and 4.66 CNY/kg, respectively, which falls within the current market price range of 4.5–7.5 CNY/kg.

Conclusions

Bio-jet fuel from jatropha and castor oilseeds offers potential environmental benefits if they can reduce fossil jet fuel on an energy-equivalent basis. However, these benefits are likely to be reduced by the rebound effect of the fuel market. Future research is needed to better understand the magnitude of the rebound effect in China and what policy interventions can be implemented to alleviate it. Scenario analysis demonstrated the feasibility and potential of bio-jet fuel development from multiple perspectives and technological progress are conducive to the realization of environmental protection policies.

     

Exploring the emergence of a biojet fuel supply chain in Brazil: An agent‐based modeling approach

The aviation industry accounts for more than 2% of global CO₂ emissions. Biojet fuel is expected to make an essential contribution to the decarbonization of the aviation sector. Brazil is seen as a key player in developing sustainable aviation biofuels owing to its long‐standing experience with biofuels. Nevertheless, a clear understanding of what policies may be conducive to the emergence of a biojet fuel supply chain is lacking. We extended a spatially explicit agent‐based model to explore the emergence of a biojet fuel supply chain from the existing sugarcane–ethanol supply chain. The model accounts for new policies (feed‐in tariff and capital investment subsidy) and new considerations into the decision making about production and investment in processing capacity. We found that in a tax‐free gasoline regime, a feed‐in tariff above 3 R$/L stimulates the production of biojet fuel. At higher levels of gasoline taxation (i.e., 2.46 R$/L), however, any feed‐in tariff is insufficient to ensure the production of biojet fuel. Thus, at these levels of gasoline taxation, it is needed to introduce regulations on the production of biojet fuel to ensure its production. Given the current debate about the future direction of the biofuel policy in Brazil, we recommend further research into the effect of market mechanisms based on greenhouse gas emissions on the emergence of a Brazilian biojet fuel supply chain.     

Candida keroseneae sp. nov., a novel contaminant of aviation kerosene

Aims: To characterize and identify a novel contaminant of aviation fuel. Methods and Results: Micro‐organisms (yeasts and bacteria) were isolated from samples of aviation fuel. A yeast that proved to have been unrecorded previously was isolated from more than one fuel sample. This novel yeast proved to be a new species of Candida and is described here. Ribosomal RNA gene sequence analyses of internal transcribed spacer (ITS) regions (including 5·8S subunit) plus the 26S D1/D2 domains showed the strains to cluster within the Candida membranifaciens clade nearest to, but distinct from, Candida tumulicola. Phenotypic tests were identical for both isolates. Physiological and biochemical tests supported their position as a separate taxon. The yeast was assessed for its effect on the main constituent hydrocarbons of aviation fuel. Conclusions: Two strains (IMI 395605^T and IMI 395606) belonging to the novel yeast species, Candida keroseneae, were isolated from samples of aircraft fuel (kerosene), characterized and described herein with reference to their potential as contaminants of aviation fuel. Significance and Impact of the Study: As a result of isolating a novel yeast from aviation fuel, the implications for microbial contamination of such fuel should be considered more widely than previously thought.     

Winter oilseed production for biofuel in the US Corn Belt: opportunities and limitations

Interest from the US commercial aviation industry and commitments established by the US Navy and Air Force to use renewable fuels has spurred interest in identifying and developing crops for renewable aviation fuel. Concern regarding greenhouse gas emissions associated with land‐use change and shifting land grown for food to feedstock production for fuel has encouraged the concept of intensifying current prominent cropping systems through various double cropping strategies. Camelina (Camelina sativa L.) and field pennycress (Thlaspi arvense L.) are two winter oilseed crops that could potentially be integrated into the corn (Zea mays L.)–soybean [(Glycine max (L.) Merr.] cropping system, which is the prominent cropping system in the US Corn Belt. In addition to providing a feedstock for renewable aviation fuel production, integrating these crops into corn–soybean cropping systems could also potentially provide a range of ecosystem services. Some of these include soil protection from wind and water erosion, soil organic C (SOC) sequestration, water quality improvement through nitrate reduction, and a food source for pollinators. However, integration of these crops into corn–soybean cropping systems also carries possible limitations, such as potential yield reductions of the subsequent soybean crop. This review identifies and discusses some of the key benefits and constraints of integrating camelina or field pennycress into corn–soybean cropping systems and identifies generalized areas for potential adoption in the US Corn Belt.     

Microbial alkane production for jet fuel industry: motivation,state of the art and perspectives

Bio‐jet fuel has attracted a lot of interest in recent years and has become a focus for aircraft and engine manufacturers, oil companies, governments and researchers. Given the global concern about environmental issues and the instability of oil market, bio‐jet fuel has been identified as a promising way to reduce the greenhouse gas emissions from the aviation industry, while also promoting energy security. Although a number of bio‐jet fuel sources have been approved for manufacture, their commercialization and entry into the market is still a far way away. In this review, we provide an overview of the drivers for intensified research into bio‐jet fuel technologies, the type of chemical compounds found in bio‐jet fuel preparations and the current state of related pre‐commercial technologies. The biosynthesis of hydrocarbons is one of the most promising approaches for bio‐jet fuel production, and thus we provide a detailed analysis of recent advances in the microbial biosynthesis of hydrocarbons (with a focus on alkanes). Finally, we explore the latest developments and their implications for the future of research into bio‐jet fuel technologies.     

Characterization of microbial contamination in United States Air Force aviation fuel tanks

Bacteria and fungi, isolated from United States Air Force (USAF) aviation fuel samples, were identified by gas chromatograph fatty acid methyl ester (GC-FAME) profiling and 16S or 18S rRNA gene sequencing. Thirty-six samples from 11 geographically separated USAF bases were collected. At each base, an above-ground storage tank, a refueling truck, and an aircraft wing tank were sampled at the lowest sample point, or sump, to investigate microbial diversity and dispersion within the fuel distribution chain. Twelve genera, including four Bacillus species and two Staphylococcus species, were isolated and identified. Bacillus licheniformis, the most prevalent organism isolated, was found at seven of the 11 bases. Of the organisms identified, Bacillus sp., Micrococcus luteus, Sphinogmonas sp., Staphylococcus sp., and the fungus Aureobasidium pullulans have previously been isolated from aviation fuel samples. The bacteria Pantoea ananatis, Arthrobacter sp., Alcaligenes sp., Kocuria rhizophilia, Leucobacter komagatae, Dietza sp., and the fungus Discophaerina fagi have not been previously reported in USAF aviation fuel. Only at two bases were the same organisms isolated from all three sample points in the fuel supply distribution chain. Isolation of previously undocumented organisms suggests either, changes in aviation fuel microbial community in response to changes in aviation fuel composition, additives and biocide use, or simply, improvements in isolation and identification techniques.     

The Use of LNG as a Marine Fuel: The International Regulatory Framework

While shipping is a carbon efficient transport mode, given that roughly 90% of the world trade is carried by ships, the negative impact of shipping on human health and the natural environment is significant. One of the attempts being made by the shipping industry to reduce its environmental impact is to use liquefied natural gas (LNG) as a marine fuel. This article examines the regulatory legal regime in relation to the use of LNG as marine fuel and highlights the areas where further development is necessary.     

Strategies for efficient and economical 2,3-butanediol production: new trends in this field

2,3-Butanediol (2,3-BD) is a promising bulk chemical with a potentially wide range of applications e.g., in the manufacture of printing inks, perfumes, synthetic rubber, fumigants, antifreeze agents, fuel additives, foodstuffs and pharmaceuticals. Its high heating value and ability to increase the octane number of fuels make 2,3-BD a promising drop-in fuel. It can also be converted to methyl-ethyl ketone (MEK), which is considered an effective liquid fuel additive. After combination with MEK and hydrogenation reaction, 2,3-BD can be converted to octane, which is used to produce high-quality aviation fuel. Currently 2,3-BD is mainly produced on an industrial scale by chemical methods. However, microbiological production of 2,3-BD offers a less expensive and more environmentally friendly alternative to traditional synthesis. This alcohol is generated from hexoses and pentoses mainly by bacterial strains of the genera Klebsiella, Bacillus, Serratia, and Enterobacter, which can convert waste products (such as glycerol and agricultural residues) and excess biomass (such as wood hydrolysates) to 2,3-BD. Recently, a significant improvement in microbial production has been achieved by the screening of efficient natural microbial strains, the application of alternative cost-effective substrates, and the genetic improvement of microbial producers. Furthermore, Klebsiella strains, which are regarded the most efficient natural 2,3-BD producers, have been subjected to genetic modifications aiming at the removal of pathogenic factors and the development of avirulent strains that could be used for the safe production of the diol. This review summarizes existing knowledge and experience concerning various strategies for efficient and economical microbial production of 2,3-BD.