1. Introduction
In the first quarter of 2015, global atmospheric carbon dioxide levels have reached a record high of 400 parts per million (ppm) [
1]. In order to restrict global temperature rise to 2 °C, greenhouse gas (GHG) emissions should be maintained in the range of 445–490 ppm CO
2-equivalent [
2]. This target requires a reduction in GHG emissions from energy production by shifting from a reliance on fossil fuels to renewable energy sources such as biomass and biofuels. With a climate change mitigation strategy that maintains CO
2 levels at 450 ppm, it is projected the share of biofuels in the energy mix will rise to up to 11% by 2030 [
3].
Biomass is used as a sustainable solid fuel largely for cooking and heating [
3]. In recent years, however, energy from biomass has taken a different form. From 1990 to 2008, the use of liquid fuels from biomass increased at an average of 12.1% annually, taking biofuels’ share in the global transport fuel mix to 2% in 2008 [
3]. Furthermore, the United Nations Sustainable Energy for All Strategy aims to “double the share of renewable energy in the global energy mix” by 2030 [
4]. This demonstrates a need to develop highly-productive and cost-effective biofuel technologies not only to meet the growing energy demand, but also to support climate mitigation strategies. These imperatives provide motivation to make fuels from biomass viable for widespread use.
Converting biomass from its natural solid form to liquid fuels is not a spontaneous process. The liquid fuels that humans have harnessed on a large scale as fossil fuels took thousands of years of geochemical processing to convert biomass to crude oil and gas. Unprocessed biomass, however, has lower energy density, higher moisture content, and its physical form is not homogeneous and free-flowing [
5] making it a problem as a feedstock for reciprocating engines. These issues have been partially addressed by a number of processing technologies. For example, the controlled burning of wood in the absence of air to produce charcoal results in a solid fuel with lower moisture content and a higher energy density than wood [
5]. However, since charcoal is still a solid, it cannot be used in modern transportation applications.
In the 1940s, Berl [
6] noted that the high conversion and thermal efficiencies for converting carbohydrate-containing materials into liquid fuel justified further research with a view to overcoming declining oil reserves.
In addition to addressing climate change and energy security, it can be expected that wide use of biofuels may bring about benefits towards improving overall health. Sulphur dioxide, among other pollutants, are significantly lower when biodiesel is used instead of conventional diesel [
4]. Moreover, reduction of air pollution from fossil fuels is projected to cause a decline in mortalities and health care costs quantified in the range of US$ 1.9–4.6 per gigajoule [
7].
As of 2010, world biofuel production has been largely focused on first-generation fuels producing ethanol and biodiesel from starch, sugars, and vegetable oils. Advanced biofuels or biofuels produced from lignocellulosic materials such as wood waste and straw made up only 0.2% of total biofuel production [
8]. In recent years, research on using biomass for liquid fuels has been robust, ranging from studies of pyrolysis and hydrothermal liquefaction of lignocellulosic materials, gasification and biomass-to-liquid technologies, to upgrading processes.
Several technologies have been employed to harness the energy content of biomass and make it more available for a variety of uses [
9]. Of these, thermochemical processes are of significant importance due to their ability to transform biomass into fluids, increase heating value, and enable easier handling, distribution and storage. Pyrolysis, initially developed to produce chemicals such as methanol, acetic acid and acetone from wood [
5] has been widely researched and developed to an industrial-scale process to produce oils from biomass. Among different pyrolysis processes, fast pyrolysis has been determined to maximise liquid products [
10]. However, fast pyrolysis is limited by its requirements for low moisture content feedstocks, rapid heating and quenching rate, and high temperatures [
11]. Hydrothermal liquefaction (HTL) or solvolysis, on the other hand, is preferred over pyrolysis for processing feedstock with significant moisture content because the process does not consume energy in the removal of water, either through pre-drying or in-process evaporation. Moreover, the reaction of these substances with water or other hydrogen donor solvents facilitates separation of the oily product stream from the more polar by-product stream [
12].
Hydrothermal liquefaction (HTL) produces liquid bio-crude through treatment of biomass at high pressures of 50–200 atm and high temperatures of 250–400 °C [
13]. HTL exploits the properties of superheated fluids to reduce mass transfer resistances [
12]. The high pressure also enables higher penetration of the solvent into the biomass structure to facilitate fragmentation of biomass molecules [
14]. The nature of the process allows for feedstock with high moisture content, therefore a wide range of material can be subjected to HTL to produce bio-crude. Studies liquefying wood [
15,
16,
17,
18], forest residues [
19,
20,
21], agricultural residues [
14,
16,
17,
20,
22,
23], municipal wastes [
24,
25], sewage sludge [
26,
27], manure [
28,
29], and algae [
30,
31,
32,
33,
34,
35] have been published.
The choice of feedstock is contingent on many factors such as availability [
36] and ease of transportation; however from a processing perspective, it is important to know the composition of the material. Lignocellulosic materials such as wood, forest and agricultural residues contain varying levels of cellulose, hemicellulose and lignin [
12]. Under HTL, these complex biopolymers break into a complex mixture of chemicals consisting mostly of carbon, hydrogen and oxygen [
13]. Municipal wastes and sewage sludge contain a significant amount of nitrogen due to the protein content derived from human wastes [
25,
27]. Algae contain carbohydrates, lipids and proteins [
31,
35], which break down to various organic chemicals, some of which contain nitrogen from deamination of amino acids from proteins [
12].
HTL bio-crudes are semi-liquid [
6], viscous, dark-coloured and have a smoke-like smell [
35]. The typical viscosity of bio-crudes is 10–10,000 times higher than that of diesel and biodiesel [
16,
21,
25,
30,
32,
35]. Moreover, heating values are not comparable with conventional fuels and biodiesel. These properties make HTL bio-crude difficult to use as transportation fuels, apart from marine applications. Nabi
et al. [
37] blended wood powder HTL bio-crude with conventional diesel fuel and studied fuel properties, emissions, and engine performance. The investigation concluded that the blended fuel doesn’t cause significant changes in engine performance. It was observed that particulate matter mass (PM) and particulate number (PN) were lower while total unburnt hydrocarbon (UHC) and nitric oxide emissions were higher. While this study demonstrated the feasibility of directly using HTL bio-crudes by blending with diesel, the blend was still predominantly fossil fuel. Therefore, there is an opportunity to maximise the benefits of using a totally-renewable fuel by improving the properties of the HTL bio-crude through upgrading.
Upgrading refers to processing oils in order to improve their physical and chemical properties to values given in existing fuel standards. As shown in
Figure 1, upgrading processes follow HTL, with a general objective to produce fuel with standard properties.
Figure 1. Thermochemical process conceptual diagram and outline of the article.
Figure 1. Thermochemical process conceptual diagram and outline of the article.
Figure 1 shows the organisation of the topics discussed in this article. In the next section, physical and chemical properties of bio-crude are examined. In
Section 3, upgrading processes that have been investigated and prospective processes that can be applied to upgrade HTL bio-crude are reviewed. Finally, in
Section 4, a discussion on challenges of HTL bio-crude upgrading and considerations for prospective research are also discussed. In this article, products of pyrolysis will be referred to as bio-oil, while HTL products will be referred to as bio-crude.
2. Bio-Crude Properties
Physical properties are indicative of the characteristics and interactions of the mixture of chemicals that comprise bio-crudes. Chemical composition of bio-crude depends on HTL reaction conditions such as temperature, solvent, solvent density, reaction time, and gas used as reaction atmosphere, but the composition of the biomass fed into the liquefaction process has the most significant effect [
38]. The use of different feedstocks greatly affects bio-crude properties. A comparison of physical and chemical properties of bio-crudes obtained from various HTL studies with diesel and biodiesel standards are summarised in
Table 1, showing findings for bio-crude viscosity, density, heating value, hydrogen-carbon (H/C) and oxygen carbon (O/C) ratios.
In this review, physical properties of bio-crude will be compared with diesel or biodiesel standards, since these have been well-studied and regulated in many jurisdictions. Chemical properties, such as composition will be discussed independently or where appropriate, compared to similar chemicals or substances used as fuel.
Table 1. Bio-crude produced from various feedstock and their properties.
Table 1. Bio-crude produced from various feedstock and their properties.Feedstock Type | Feedstock | Compositiona | Viscosity, mPa·s | Density, kg/L | Heating Value, MJ/kg | H/Cb | O/Cb | References |
---|
Liquefaction bio-crudes |
Lignocellulosics | Beech wood | C: 44.2%; H: 33.5%; L: 21.8% | - | 1.1 | 35 | 1.11 | 0.16 | [16] |
Bagasse | C: 49.2%; H: 25.8%; L: 19.5% | 6.7 × 105 | - | 31 | 1.12 | 0.21 | [21] |
Bagasse/black liquor | C: 41.3%; H: 23.7%; L: 25.6%c | - | - | 28 | 1.35 | 0.39 | [39] |
Coconut husk | C: 30.6%; H: 25.9%; L: 38.8% | 1.3 × 106 | - | 30 | 1.00 | 0.21 | [21] |
Corn stalk | C: 42.4%; H: 25.8%; L: 21.7% | 1.6 × 106 | - | 30 | 1.01 | 0.21 | [21] |
Garbage | Carb: 55%; Prot: 18.4%; Fat: 5.3% | 53,000 | - | 36 | 1.48 | 0.13 | [25] |
Microalgae | Dunaliella tertiolecta | Carb: 14.7%; Prot: 63.6%; Fat: 20.5% | 15–330, 50 °C | - | 36 | 1.36 | 0.09 | [30] |
Botryococcus braunii | 98% organic content; 50% hexane soluble | 64–160, 50 °C | - | 48 | 2.42 | 0.02 | [32] |
Spirulina platensis | Carb: 30.2%; Prot: 48.4%; Fat: 13.3% | 189.80, 40 °C | 0.97 | 34 | 1.44 | 0.1 | [35] |
Scenedesmus sp. | - | 3.27–3.75, 25 °C | 0.97–1.04d | 30 | 1.60 | 0.1 | [40] |
Reference fuels |
Fuel | Diesel | 1.1–3.5, 40 °C | 0.85 | 45.1 | 1.79 | 0 | [41] |
Biodiesel | 1.7–5.3, 40 °C | 0.88 | 40.5 | 1.87 | 0.11 | [41] |
2.1. Physical Properties
2.1.1. Viscosity
Viscosity is a measure of flow behaviour of a fluid and an important quantity in many fluid flow calculations. For an organic compound its viscosity is related to its chemical structure. Boelhouwer
et al. [
42] concluded that straight chain hydrocarbons have higher viscosities than branched hydrocarbons, and alcohol or acid groups have more effect on viscosity compared to esters and ketones.
Kinematic viscosity is more commonly used for fuels. High-viscosity fuel will not be well-atomised, leading to poor combustion [
43], increased engine deposits, and higher energy requirements for fuel pumping [
44]. Moreover, higher fuel viscosity has been observed to increase carbon monoxide (CO) and UHC [
45]. In contrast, very low fuel viscosity leads to poor lubrication of fuel injection pumps, causing leaks and increased wear [
46]. This results in biodiesel standards having upper and lower limits in kinematic viscosity.
2.1.2. Density
In fuels, density is related to the energy content for a given volume. Since the engine injection system measures the fuel by volume, a higher density fuel will have a greater power output from combustion of a larger fuel mass [
44]. Density has also been correlated with increases in nitrogen oxides (NO
x) [
47,
48], PM [
48], CO, and UHC [
49] in emissions. The heating value and cetane number are also both related to density [
50]. In literature and in legislated standards, specific gravity is sometimes reported instead of density.
2.1.3. Heating Value
The fuel heating value is a common criterion for evaluating a liquefaction process. The heating value is a quantitative representation of the bio-crude’s energy content [
51], which can be used to evaluate efficiency of converting feedstock to fuel. This quantity also gives the energy density of the fuel, which dictates how much energy is released with each volume of fuel injected into the combustion chamber. Heating value can be presented as a higher heating value (HHV) or a lower heating value (LHV). The HHV takes into account the heat of vaporisation of water during combustion, while the LHV does not. In fuels, HHV has been correlated with chemical composition given by ultimate [
52] and proximate [
53] analyses. Recently, this approach has been applied for HTL bio-crudes. Correlations state that heating value is directly proportional with the elemental composition, with carbon and hydrogen increasing heating value and oxygen and nitrogen having a negative effect [
54]. However, it is the experience of the authors that traditional correlations do not closely match experimental data for HTL bio-crudes [
39,
40] and so existing correlations should be modified. While HHV quantity is not regulated, it is prudent to produce biofuels with heating values similar to conventional fuels to ensure minimal modifications to engines, particularly in injection technology.
2.2. Chemical Properties
2.2.1. Oxygen Content
Liquefaction bio-crudes have significant oxygen content resulting from the depolymerisation of biomass components (
i.e., cellulose, hemicellulose and lignin). These oxygenated compounds take the form of organic acids, alcohols, ketones, aldehydes, sugars, furans, phenols, guaiacols, syringols, and other oxygenates [
13]. In crude oil refining, oxygen is removed to prevent poisoning of catalysts in the reforming process [
55]. Studies correlating oxygen content to fuel properties, engine operation and performance have been done on biodiesel. Lower CO emissions [
56] and PM [
57] have been observed for relatively highly oxygenated fuels such as biodiesel.
2.2.2. Nitrogen Content
Nitrogen in fuel may interact with degradation products and form solid deposits [
58]. Nitrogen content is not regulated by diesel or biodiesel standards, although in crude oil refining, nitrogen content is reduced through hydrotreatment to minimise catalyst deactivation and improve diesel stability [
55].
Bio-crude from HTL of lignocellulosic materials usually has low levels of nitrogen with a maximum of 2% [
14,
16,
21,
22]. Higher levels of nitrogen have been reported for bio-crudes produced from garbage, wastewater sludge, and algae (up to 10%) due to the protein content of the feedstock [
25,
27,
30,
31,
32].
2.2.3. Sulphur Content
The sulphur content of fuel is a regulated quantity as burning sulphur in fuel produces sulphur oxides [
55] and sulphate particles that contribute to PM emissions [
59]. Moreover, sulphur can cause increased cylinder wear and deposit formation [
59]. ASTM D975 [
58] and D6751 [
60] limits sulphur content in diesel and biodiesel, respectively, to 15 ppm.
Lignocellulosic materials and algae have very minimal sulphur content. Bio-crude has been produced with only 0.1–1.3 wt % sulphur [
22,
31,
33,
35]. Biochar, on the other hand, has a higher sulphur content [
13,
61], which may mean reactions in liquefaction favour sulphur binding into compounds in the solid fraction.
2.2.4. Chemical Composition
Diesel is mainly composed of alkanes, alkenes and aromatics [
62], while biodiesel is more oxygenated, comprised of fatty acid methyl/ethyl esters [
63]. HTL bio-crude, on the other hand, is a complex mixture of oxygenated organic chemicals [
13,
64], aliphatics, sugars, oligomers, nitrogenous aliphatics, and nitrogenous aromatics [
65].
Table 2 shows the main chemical groups for bio-crude.
The chemical composition of bio-crudes is usually determined through gas chromatography-mass spectrometry (GC-MS). However, the vast amount of components and high complexity of the bio-crude prevent effective chromatographic separation, resulting in broad background signals [
66]. More recent studies have used nuclear magnetic resonance (NMR) spectroscopy [
66] and Fourier transform ion cyclotron resonance-mass spectrometry (FTICR-MS) to perform analyses with higher resolution and accuracy [
67].
Table 2. Groups of chemicals of hydrothermal liquefaction bio-crude.
Table 2. Groups of chemicals of hydrothermal liquefaction bio-crude.Main Components | Area% * Range | References |
---|
Phenolics | 6%–65% | [14,20,39] |
Esters | 2%–44% | [14,27,39] |
Aromatics and heterocyclics | 6%–35% | [14,39] |
Aldehydes | 0%–18% | [14,20] |
Carboxylic acids | 2%–40% | [20,27,35] |
Ketones | 0%–38% | [20,27,35,40] |
Alkanes | 9%–13% | [35,40] |
Nitrogenates | 12%–23% | [35,40] |
The effects of varying compositions on the physical properties of diesel and biodiesel have been studied, while for HTL bio-crudes these relationships have not been elucidated.
Table 3 shows the properties of various groups in diesel and their effect on fuel properties. In biodiesels, chain length and unsaturation of fatty acids are usually correlated to properties. Increasing chain length increases cetane number (an indication of ignition quality;
Section 3), heating value and viscosity, while increasing unsaturation in fatty acids decreases viscosity and cetane number, but increases density and volumetric heating value [
68]. Although these relationships are for diesel and biodiesel they provide an idea of the potential effects chemical composition may have on the physical properties of HTL bio-crude.
Table 3. Properties of various chemical groups and their effect on diesel properties [
62].
Table 3. Properties of various chemical groups and their effect on diesel properties [62].Group | Ignition Quality | Heating Value | Density |
---|
n-Alkanes | Good | Low | Low |
Isoalkanes | Low | Low | Low |
Alkenes | Low | Low | Low |
Cycloalkanes | Moderate | Moderate | Moderate |
Aromatics | Poor | High | High |
2.3. Key Fuel Properties
These final fuel properties may not be directly influenced by upgrading processes; however, some consideration should also be given to improving them when processing bio-crude. Brief discussions of some key fuel properties to be considered are provided here.
2.3.1. Cetane Number
The Cetane Number (CN) is related to the fuel ignition delay time. Dorn
et al. [
69] determined the relationship between fuel components and CN. Normal alkanes increase cetane number the most, followed by branched alkanes, normal alkenes, branched alkenes, cycloalkanes, and aromatics. A high CN signifies good ignition quality, good cold start properties, minimal white smoke in exhaust [
46], and low UHC [
45] and CO emissions [
45,
48]. On the other hand, a low CN is related to a longer ignition delay time, which leads to higher amounts of injected fuel mixed prior to combustion. This then causes high rates of combustion and pressure rise that manifests as diesel knock. This also brings about premixed burning that leads to high combustion temperatures and increased NO
x [
45,
70].
2.3.2. Vapour Pressure
Total vapour pressure of the fuel is dependent on the interactions of components within the mixture. Vapour pressure of a mixture can be estimated through the use of activity coefficients and thermodynamic models [
71]. These models demonstrate the dependence of vapour pressure on fuel chemical composition. As a fuel property, vapour pressure affects performance of fuels, especially during cold start conditions [
59]. However, a high vapour pressure is a concern due to higher fuel evaporation that contributes to increased hydrocarbon emissions [
71].
2.3.3. Oxidation Stability
Oxidation stability describes the resistance to oxidation of fuel during storage. Biodiesel is degraded more easily than diesel due to the presence of double bonds in ester chains [
46]. In HTL bio-crude the oxidation stability of upgraded fuels has not been investigated, however, stability of pyrolysis and HTL products has been observed. This is further discussed in
Subsection 3.2.
The physical and chemical properties dictate how appropriate the fuel is for combustion in transportation engines. A number of studies, such as those referred to earlier in this section have discussed effects of biodiesel properties to diesel engine operation. Fundamentally, molecular weight and branching of organic molecules affect intermolecular attractions and subsequently physical properties. The presence of aromatic rings, nitrogen and oxygen also affect physical properties. These properties inform the selection of pathways to upgrade bio-crude to transportation fuels.