船用LPG动力装置可靠性试验研究

通过对711所开发船用LPG动力装置过程中影响装置和控制系统可靠性的因素进行分析研究,提出了改进措施,并通过试验验证了其中一些措施是切实有效的。这对今后船用LPG动力装置的可靠使用具有一定的借鉴意义。     

船用LPG发动机闭环控制性能试验研究

介绍了LPG动力装置在船上用作推进主机和发电机组辅机这两种主要用途时使用λ闭环控制结合三元催化后处理对其性能的影响,以及所进行的试验验证。为LPG动力装置的船用化作了很有意义的探索。     

北京环保游船LPG动力装置的研制

本文叙述关于北京环保旅游船LPG发动机动力装置的开发研制过程试验结果表明本动力装置可满足船用动力系统及安全保护的要求其怠速排放也较好地达到了国内排放标准的要求.     

ZS1100M气体发动机的研制

介绍了将原ZS1100M型柴油机开发改造为船用LPG发动机的开发思路,针对LPG发动机特点,改进主要零部件的设计,使LPG发动机性能达到了设计要求。     

船用柴油机节能减排技术研究及未来发展趋势展望

我们介绍了船用柴油机在节能减排技术领域开展的技术研究,并重点对其未来发展趋势进行了展望。在现在及未来的较长一段时间内,柴油机依然会是民用商船领域的主流动力装置。常用于水面舰艇及高性能船舶的燃气轮机动力装置,具有较好发展前景的风能、太阳能及燃料电池等新能源动力装置目前尚无法取代船用柴油机的统治性地位。而在当前的能源及环境局势影响下,针对船用柴油机开展的节能减排研究则显得尤为重要。     

船用柴油机动力装置的抗冲击技术研究

在对国内外船用柴油机动力装置抗冲击技术论述的基础上,分析了柴油机动力装置的抗冲击评估和试验方法,提出了柴油机动力装置抗冲击设计思路和方法,研究成果可应用于船舶设备的抗冲击评估和设计中。     

船用蒸汽动力装置控制监测系统的研制

蒸汽动力装置系统复杂，设备多，需要控制的参数多，大部分被控对象的特性无法用简单的数学模型来表示，装置运行时参数间相互关联，耦合关系复杂，许多被控参数用简单的单回路控制无法满足使用要求。而船用蒸汽动力装置负荷变化频繁，且变化辐度大，其控制系统的技术难度大。本文作者介绍了某船用蒸汽动力装置集中控制监测系统的组成，功能及系统的创新点。     

漓江绿色环保游览船LPG动力装置

本文介绍了漓江绿色环保游览船的LPG船舶动力装置的组成及主要性能参数。该系统具有良好的环保特性、经济性和安全性。投入营运后将取得良好的社会经济和环保效益。     

MAN的燃油加压技术——PVU

<正>在过去的数十年,船用市场对依靠气体燃料运行(或至少气体燃料作为双燃料装置的一种燃料)的推进发动机越来越感兴趣,而环境法规对硫排放的限值日益严格是采用气体燃料的最大驱动力。MAN DieselTurbo称其ME-GI型船用推进发动机的销量不断增加。MAN在气体燃料,包括甲烷、乙烷、甲醇和LPG的运行方面积累了丰富的经验。公司还将于     

船用大功率低速柴油机燃油喷射装置

一、前 言 船用大功率低速二冲程柴油机是当代船舶推进的主要动力装置。在全世界装船动力装置中,低速机约占四分之三,在远洋船舶动力装置中,低速柴油机则占绝对优势。此外,低速机亦可以配用低速电机作为电站动力用于发电,由于低速机维修成本低,可以燃烧廉价的重油。我国的柴油电站使用低速机的也越来越多。     

Numerical simulation of the effect of LPG blending on the characteristics of a diesel engine

The present work aims to investigate numerically the effect of LPG blending on the characteristics of diesel engines subjected to variable compression ratio, injection timing, and engine speed. Three blends of LPG are used, which are 10% LPG + 90% diesel, 20% LPG + 80% diesel, and 30% LPG + 70% diesel. The numerical investigation is carried out using the simulation software Diesel-RK. Increasing the percentage of LPG in diesel starts combustion early where the lowest delay period is recorded for a blend of 30% LPG + 70% diesel 6.36 deg. The combustion pressure and heat release are decreased due to the difference in the heating values of blended fuels. Although the peak energy release for diesel is 0.05458 (1/deg.) at 375 deg. BTDC, it was 0.0542, 0.05424, and 0.0537 (1/deg.) at 375 deg. BTDC for 10%, 20%, 30% LPG, respectively. Diesel with 30% LPG has a higher spray penetration followed by 20% LPG then 10% LPG and diesel come last. The diesel with 10% LPG gives a 5.35% reduction in NOx, while diesel with 20% and 30% LPG emit less NOx emission by 9.05% and 16.5%, respectively. Increasing the percentage of LPG in diesel yields to reduce soot concentration because LPG has lower carbon to hydrogen ratio. The lowest ability to emit smoke is detected for fuel with 30% LPG where a 7.4% reduction is obtained. It is worth noting that blending LPG with diesel can fight the trade-off relation between Soot-NOx as a reduction in both of them is obtained. Based on the results obtained, the blending ratio is 30% LPG. The obtained results are validated with the results of other researchers.     

汽油—液化石油气（LPG）双燃料在Santana2000发动机上的应用

本文通过Santana2000化油器发动机改燃LPG的试验，得到了Santana2000发动机燃烧LPG和汽油的性能对比结果，这些结果对今后进一步开发LPG汽车及其零部件提供了重要的依据。     

6114LPG气体燃料发动机的排放控制

介绍了6114液化石油气(LPG)发动机的排放控制目标、采取的措施、针对不同LPG组分和控制目标的标定以及点火系统、燃气供给系统、电控系统和发动机后处理的特点。从试验结果来看,该LPG发动机完全达到欧Ⅱ排放法规的要求。     

汽油和液化石油气双燃料供给系统的开发

本文从液化石油气 (LPG)的理化特性和燃烧特点出发 ,阐述了LPG作为发动机燃料的优缺点。介绍了HH4 6 5Q汽油机双燃料 (汽油和LPG)供给系统 ,通过对两者排放性能和动力性能分析 ,展示了液化石油气的应用前景     

LPG: a secure, cleaner transport fuel? A policy recommendation for Europe

LPG should play a greater role in road-transport-fuel policy in Western Europe, because (1) it is more secure than conventional and most alternative road-transport fuels; (2) it is superior to most road-transport fuels with respect to public health and environmental impact, and (3) it is available commercially today, which most alternatives are not. Policy makers should target a 2010 market share for LPG (known as Autogas when used as an automotive fuel) at 3–5% of road-transport fuel, up from its current level of about 1%.     

LPG摩托车发动机喷射方式的研究

阐述了LPG摩托车的发展及存在的问题。在试验研究的基础上，分析了LPG摩托车进气道气态喷射、进气道液态喷射和缸内液态直接喷射对发动机动力性和排放的影响。提出采用液态喷射可以提高LPG摩托车发动机的动力性，是未来LPG摩托车的发展方向。     

Application of phase change materials to pre-heating of evaporator and pressure regulator of a gaseous sequential injection system

The vehicle engines having gaseous sequential injection systems of liquefied petroleum gas (LPG) are operated on gasoline until the engine coolant reaches the required temperature because the heat of the engine coolant passing through the evaporator and pressure regulator (E&PR) is not enough to vaporize the LPG that is at liquid phase. Therefore, the fuel economy and the decreasing pollutant emissions emitted to the environment through use of LPG cannot be completely achieved at cold start of the engines. In this study, an E&PR that can store thermal energy was designed by using of phase change material (PCM) in order to overcome cold start problem of E&PR in vehicles operated with LPG. The thermal behavior of the E&PR with PCM was determined at idle operating conditions and the effects of using the E&PR surrounded with PCM on exhaust emissions (HC, CO) were examined. It was observed from the study that the E&PR with PCM can solve the cold start problem of the LPG powered engines. The E&PR surrounded with PCM could start the engine with LPG after the 15 h cooling period of the engine and LPG usage decreased HC and CO emissions by 17.32% and 28.71%, respectively.     

基于GT-Power的LPG燃气组分对发动机排放影响的研究

通过建立单缸点火式LPG发动机在GT-Power中仿真,来研究LPG组分及其比例对发动机排放的影响.仿真实验表明,LPG组分对污染物的排放有重要的影响.随着丁烷比例的增加,CO和HC的排放增加,而NO_x减少;其中,CO、HC排放最少的是Fuel 1#,NO_x的排放最低的是Fuel 3#;考虑到综合排放性能和动力性的同时,丙烷与丁烷比例为7:3时最佳.     

Comparative analysis of performance and techno-economics for a H2O–NH3–H2 absorption refrigerator driven by different energy sources

The objectives of the present work are of two-folds. First, it evaluates the transient temperature performance of the H₂O–NH₃–H₂ absorption cooling machine system’s components under two types of energy sources, i.e. the conventional electric energy from grid (electric) and fuel energy from liquid petroleum gas (LPG). Results obtained have shown that performance of various components under different type of energy sources is almost coherent. For the evaporator, the system with electric supply has shorter starting time, around 6 min earlier than the system run with LPG. Meanwhile, the system powered by LPG produced a lower cooling temperature around −9 °C, compared to the system run with electric which produced temperature at around −7 °C. Economical study had been carried out subsequently, for three different energy sources, i.e. electric, LPG and solar energy (photovoltaic). From the techno-economical analyzes, it was found that the conventional electric from grid is still the best form of energy source for short-term application, as far as the present location and conditions are concerned. LPG is the next attractive energy source, especially at locations with constant LPG supply; the photovoltaic energy from solar is attractive for long term consideration since it has zero fuel cost and environmentally-friendly, but with the highest initial cost.