用液化石油气估汽车燃料

国外已广泛应用液化石油气代替汽油做汽车的燃料并显示出很多优点，作者介绍了液化石油及汽油的性能以及用液化石油气做汽车燃料的实现方法。     

液化石油气作汽车燃料浅议

液化石油气作汽车燃料浅议哈尔滨市燃气安全管理处鲍靖宇１问题的提出随着世界各国汽车工业迅速发展，汽车数量不断增加，燃料需求矛盾越来越大，世界性能源日益紧张，汽车尾气排放已成为公害。据国家环保部门测定，城市主要道路的一氧化碳、氮氢化物等对人体有毒气体都处...     

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。     

液化石油气—柴油双燃料发动机的试验研究

液化石油气比其它气体燃料热值高又便于储存运输。它是一种优良的民用燃料,也是点燃式发动机理想的代用燃料。由于各种原因,我国在车辆上使用液化石油气的工作开展不广。为了更合理有效地利用液化石油气资源,作者探索在柴油发电机组上燃用液化石油气,将柴油机改装成液化石油气-柴油双燃料发动机。本文介绍了这种发动机双燃料供给系统的方案以及在2135柴油发电机组上进行试验的情况。     

用液化石油气做汽车燃料

国外已广泛应用液化石油气代替汽油做汽车的燃料并显示出很多优点。作者介绍了液化石油气及汽油的性能以及用液化石油气做汽车燃料的实现方法。     

关于提高EQ6100发动机燃用液化石油气动力性能的试验研究

对EQ6100发动机燃用LPG做外特性试验,发动机动力性有所降低,造成的原因有多个方面,通过科学的调整是可以补偿其动力性能的。     

汽油—液化石油气（LPG）两用燃料发动机的研究

介绍了汽油－液化石油气（LPG）两用燃料发动机空燃比的调节和作者研制成功的无混合器式双蒸发器LPG供气系统,该供气系统取消了LPG发动机惯用的混合器,在原机双腔化油器的主、副腔喉管处钻孔,接入LPG主供气系和LPG加浓系,从而取消了混合器,解决了全负荷时动力性与部分负荷时燃料经济性、排放之间的矛盾,取得了良好的效果。用该系统改装的汽油－LPG两用燃料发动机,在燃用汽油时性能无任何变化,燃用LPG时取得了动力性、燃料经济性和排放指标俱佳的效果。     

车用液化石油气（LPG）的研究与开发

综述了液化石油气（ＬＰＧ）汽车的环保优势,在发动机台架上评价了不同起配比的液化石油气与市售车用汽油在不同转速和负荷时的排放和动力性能指标等。车用ＬＰＧ对油气而言有２０％～３０％的价格优势,无论从经济效率还是社会效益看,在我国大中城市推ＬＰＧ车的条件已经成熟。     

汽油/液化石油气两用燃料摩托车的性能与排放研究

介绍了在国内率先开发成功的汽油/液化石油气（LPG）两用燃料摩托车的结构与性能，对该摩托车进行了转鼓试验，道路噪声试验和百公里燃料消耗率的测试。其结果表明：新开发的两用燃料摩托车在燃用LPG燃料时，其动力性能与原车相当，燃料经济性比燃用汽油时有所改善，其十五工况的排放，燃用汽油时接近欧Ⅱ限值，燃用LPG时优于欧Ⅱ限值，摩托车整车噪声达到2005年以后国家对摩托车的噪声限值。     

混合器式液化石油气小型发动机排放性能的研究

对液化石油气发动机的排放性能进行了台架试验研究 ,分析了影响液化石油气发动机排放指标的最敏感参数——过量空气系数与发动机排放之间的关系。开发了一种易于控制空燃比从而使排放性能优良的液化石油气混合器。利用该混合器可以使液化石油气发动机在动力性达到汽油机 95 %的条件下 ,HC和 CO排放指标优于汽油机 ,并且整车排放达到欧 标准。     

沼气与液化石油气热电联产试验对比研究

通过搭建小型实验平台,对基于燃气内燃机的热电联产系统在不同燃料下的机组性能和系统性能进行了探究。通过测得的发电功率和燃气流量计算出燃气发电机在不同负荷下的发电效率和燃烧功率,进而计算出不同燃料下热电联产系统的系统总效率并加以比较。试验结果表明,燃气内燃机组的发电效率和系统总效率随着电负荷的增大而增大;使用沼气作为燃料时,系统总效率最高可达到46.96%,高于使用液化石油气作为燃料时的系统总效率;用电负荷是影响系统各种效率的主要因素之一。     

Catalyst light-off behavior of a spark-ignition LPG (liquefied petroleum gas) engine during cold start

The effects of the length of the gas flow path from the exhaust outlet in the cylinder head to the catalyst inlet in the exhaust line, the ignition timing and the engine idle speed on the three-way catalyst light-off behavior in an electronically controlled inlet port LPG (liquefied petroleum gas) injection SI (spark-ignition) engine during cold start were investigated experimentally. The results showed that these factors affect the catalyst light-off behavior significantly during cold start. The reduction of the gas flow path length upstream the catalyst reduces the heat loss from the exhaust gases, increases the temperature of the catalyst, and results in faster catalyst light-off. Retarding the ignition timing from 0 to 15°CA ATDC decreases 22 and 8 s catalyst light-off time for HC and CO respectively. Increasing the engine idle speed from 1400 to 1800 rpm decreases 19 and 15 s the light-off time for HC and CO respectively.     

液化石油气发动机燃油喷射过程的数值模拟及其试验研究

针对采用普通泵-管-嘴燃油系统的液化石油气(LPG)直喷式发动机,建立了考虑高压油泵柱塞偶件燃油泄漏量影响的燃油系统数学模型,并对燃油喷射过程进行了模拟计算及其计算结果的试验验证,揭示了LPG发动机燃油喷射过程的基本规律与工作特征。研究表明:由于LPG具有较高的饱和蒸汽压和可压缩性,致使其压力上升和下降都比较缓慢,供油持续期加长,油管内燃油残余压力较高,压力波动较大,容易发生二次喷射;通过增大出油阀卸载容积的办法,可以消除LPG的二次喷射等异常喷射现象。     

Estimating the agricultural demand for natural gas and liquefied petroleum gas in the presence of measurement error in the data

The paper begins by discussing the importance of accurate estimates of the price elasticity of demand and some of the problems frequently encountered in obtaining these estimates. To these problems is added that associated with inaccuracy in the measurement of the dependent variable and one or more of the independent variables that affect the quantity demanded. Two diagnostics, i.e. the regression coefficient bounds and the bias correction factor, have been introduced to assess the effect that such measurement error has on the estimated coefficients of demand relationships. The use of these diagnostics will aid in assessing the integrity of the estimates obtained. In considering the demand for natural gas and the demand for liquefied petroleum gas by farmers in the USA, both the quantity demanded and the price data available for demand model estimation purposes contain measurement error. The regression coefficient bounds diagnostic was used to indicate a range over which the true price responsiveness of farmers to changes in energy prices lies. The results suggest that each 1% increase (decrease) in the price of energy will result in a decrease (increase) of between 0.41 and 0.17% in the quantity of natural gas demanded and a decrease (increase) of between 0.48 and 0.07% in the quantity of liquefied petroleum gas demanded. The bias correction factor was computed to evaluate the magnitude of the underestimation of the responsiveness of the quantity of natural gas and liquefied petroleum gas demanded to a change in the number of acres irrigated. For natural gas, the under-estimation was 26.5%, whereas, for liquefied petroleum gas, it was 9.5%.     

Pre-reforming of liquefied petroleum gas over nickel catalysts supported on magnesium aluminum mixed oxides

A series of Ni/Mg_xAl catalysts with different Mg/Al molar ratios were prepared by impregnating Mg-Al mixed oxides with nickel nitrate aqueous solution and used for the pre-reforming of LPG in the temperature range of 400-500 °C. XRD and H₂-TPR results showed that the Ni/Mg_xAl catalysts calcined at 800 °C mainly consisted of γ-Al₂O₃, Mg(Ni)Al₂O₄ and Mg(Ni)O phases varying with Mg/Al molar ratio without free NiO species observed. The effects of Mg/Al molar ratio, S/C molar ratio and reaction temperature on the catalytic behavior of the Ni/Mg_xAl catalysts were investigated in detail. The results revealed that the catalyst with Mg/Al molar ratio of 1.25 had the highest catalytic activity and stability. The increase in S/C molar ratio promoted both the steam reforming of LPG and the methanation of carbon oxides and hydrogen. The stability tests of 15%Ni/Mg_1.25Al catalyst showed that the catalyst was stable for the pre-reforming of LPG, and the stability decreased with elevating the reaction temperature due to more coke deposition.     

LPG预燃式发动机燃烧系统的开发研究

针对液化石油气(LPG)的气质特点将小型2100柴油机改进设计为独具特色的预燃式LPC发动机。其结构简单，改装方便。试验结果表明：改装后，该燃烧系统可大大加快燃烧速度，提高燃烧效率，并且具有较好的动力性和排放特性，有实用推广价值。     

液化天然气汽车技术及存在问题探讨

推广和应用液化天然气汽车（LNGV）是降低汽车排放污染的有效途径，文章介绍了LNG的理化特性，安全性，LNGV车载燃料系统和LNGV加气站技术，对LNGV在实际应用中存在的问题作了一些探讨。     

Development of highly effective supported nickel catalysts for pre-reforming of liquefied petroleum gas under low steam to carbon molar ratios

The pre-reforming of commercial liquefied petroleum gas (LPG) was investigated over Ni–CeO₂ catalysts at low steam to carbon (S/C) molar ratios less than 1.0. It was found that the catalytic activity and selectivity depended strongly on the nature of the support and the interaction between Ni and CeO₂. The Ni–CeO₂/Al₂O₃ catalysts, which were prepared by impregnating boehmite (AlOOH) with an aqueous solution of cerium and nickel nitrates, exhibited the optimal catalytic activity and remarkable stability for the steam reforming of LPG in the temperature range of 275–375 °C. The effects of CeO₂ loading, reaction temperature and S/C ratio on the catalytic behavior of the Ni–CeO₂/Al₂O₃ catalysts were discussed in detail. The results showed that the catalysts with 10 wt.% CeO₂ had the highest catalytic activity, and higher S/C ratios contributed to LPG reforming and the methanation of carbon oxides and hydrogen. The XRD and H₂-TPR analyses revealed that the strong interaction between Ni and CeO₂ resulted in the formation of CeAlO₃ in the Ni–CeO₂/Al₂O₃ catalysts reduced. The stability tests of 15Ni–10CeO₂/Al₂O₃ catalyst at 350 °C indicated that the catalyst was stable, and the stability could be enhanced by increasing S/C ratio.     

天然气液化工艺的相平衡计算

天然气液化流程广泛采用的是丙烷预冷混合制冷剂液化流程.为了进一步优化流程,减少能源的消耗,需要对整个流程进行模拟,而模拟过程中热力学参数的计算便是整个流程计算的基础.使用两种状态方程（SRK和PR方程）对热力学参数进行相平衡计算,为后续计算焓、熵等参数提供相应的解决办法,并判断选择的状态方程是否符合要求.     

以Dieterici气体为工质的两类热机循环性能分析

对Dieterici实际气体作了简要分析,并以Dieterici实际气体为工质,分别导出卡诺热机和斯特林热机的输出功和效率的一般表达式.最后通过数值计算,讨论了卡诺热机及斯特林热机的输出功和效率分别与体积和温度之间的关系.所得结论可为热机的运行条件和优化设计提供理论参考.