LPG—柴油双燃料发动机排放特性的研究

本文对发动机燃用ＬＰＧ（液化石油气）－柴油双燃料时,进行了ＬＰＧ不同配比及负荷等因素对发动机有害排放物影响的研究。试验结果表明,随着ＬＰＧ比例的增大,发动机的 及ＮＯ减少,而ＨＣ及ＣＯ排放反而增加。     

低排放LPG发动机控制系统开发研究

开发研究了低排放液化石油气（ＬＰＧ）发动机控制系统,用试验手段研究了ＬＰＧ发动机加装该系统后的排放情况及动力性能,排放指标达到欧洲Ⅱ排放标准、动力性能仅相差５％左右的结果。     

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ＨＨ４６５Ｑ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。     

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。     

12SGT天然气发动机起动性能的探讨

１２ＳＧＴ天然气发动机起动性能的探讨王太胜，李清观，史殿义，盖永礼（上海７１１研究所）（胜利石油管理局油气集输公司）１前言天然气发动机由于使用燃料的特殊性，因此起动性能也有其自身特点。胜利油田现场使用的为美国ＣＯＯＰＥＲ公司生产的１２ＳＧＴ天然气发动...     

柴油机燃用柴油—甲醇—水复合乳化燃料的研究

本观察了３２例非何杰金淋巴瘤（ＮＨＬ）患红细胞铜锌超氧化物歧化酶（ＲＢＣ·Ｃｕ·Ｚｎ·ＳＯＤ），血清脂质过氧化物（ＬＰＯ）和维生素Ｅ（ＶＥ）值的变化，结果表明ＮＨＬ患ＲＢＣ·Ｃｕ·Ｚｎ·ＳＯＤ活力和ＶＥ水平明显降低（Ｐ＜０．０５及Ｐ＜０．０１），ＬＰＯ值明显增高（Ｐ＜０．０１）。对其中１３例患进行动态观察，除合并白血病的２例治疗无效外，其余１１例治疗后均获缓解，其ＲＢＣ·Ｃｕ·Ｚｎ·ＳＯＤ     

国外期刊内燃机论文题录

综合评述天然气斯特林发动机的现状与排放水平ＳＡＥＰａｐｅｒ９２０３８３直喷式柴油机降低ＮＯｘ的策略　ＳＡＥＰａｐｅｒ　９２０４７０ＧＭ公司发动机轴承分析方法综述ＳＡＥＰａｐｅｒ９２０４８９车用ＣＮＧ发动机与柴油机的比较ＨＳＤＤ１９９３．７～８第２０届ＣＩＭＡＣ上有关润滑剂的综述ＤＧＴＷ１９９３．９对日本小型渔船发动机现状的思考渔船机关，１９９３，３柴油机发明１００周年之回顾渔船机关，１９９３：４数值分析与模拟自动车技术，１９９３．４可视化情报拄术的展望自动车技术，１９９３．４柴油机研究的可视化技…     

CHAT装置的性能优于CC

据《ＧａｓＴｕｒｂｉｎｅＷｏｒｌｄ》2 0 0 1年 5～ 6月号报道 ,由ＤＯＥ(美国能源部 )提供资金的研究表明 ,在 30 - 15 0ＭＷ功率范围内的ＣＨＡＴ(级联加湿先进涡轮 )装置在输出功率和效率方面将胜过ＣＣ(联合循环 ) ,而装置的价格仅相当于简单循环装置的价格。基于Ｒｏｌｌｓ ＲｏｙｃｅＡｖｏｎ核心发动机的ＣＨＡＴ装置的额定输出功率为 37 6ＭＷ ,效率为 4 5 0 % ,而原型的Ａｖｏｎ燃气轮机分别为 14 6ＭＷ和 2 8 2 %。基于ＧＥＦｒ6Ｂ核心发动机的ＣＨＡＴ装置的额定输出功率为 94 3ＭＷ ,效率为 5 2 3% ,而原型的ＰＧ6 5 81Ｂ…     

燃气互换性与火焰稳定性研究

随着燃气品种增多，品质变化，燃气互换性和火焰稳定性成为燃气燃烧理论与技术中极有意义的课题。本文从火焰稳定、热负荷、排烟量３个方面来研究适合于锅炉动力及工业加热类的气互换性；推荐了ＢＦＧ＋ＣＯＧ置换ＣＯＧ的互换准则。     

3mL/m~3NO_x保证值

据《ＴｕｒｂｏｍａｃｈｉｎｅｒｙＩｎｔｅｒｎａｔｉｏｎａｌ》2 0 0 1年 7～ 8月号报道 ,ＫａｗａｓａｋｉＭｏｔｏｒＣｏｒｐ .,Ｕ .Ｓ .Ａ .,ＧａｓＴｕｒｂｉｎｅＤｉｖｉ ｓｉｏｎ(美国川崎发动机公司燃气轮机分部 )现在正提供销售ＧＰＢ/ＧＰＣ15Ｘ燃气轮发电机成套装置 ,并承诺无需对排气进行后处理就可使ＮＯｘ 排放不超过 3ｍＬ/ｍ3。该燃气轮发电机组包含 1台 1 4ＭＷ的Ｍ1Ａ - 13燃气轮机。该发动机的特点是催化燃烧 ,能保证ＮＯｘ排放不超过 3ｍＬ/ｍ3。在单罐燃烧室下面 ,Ｍ1Ａ - 13Ｘ与 1 5ＭＷ的Ｍ1Ａ - 13Ａ型燃气轮机是…     

柴油机燃用LPG的高原特性实验研究

在高原环境条件下,针对柴油机燃用LPG的经济性,动力性和排放排性进行了研究,柴油机掺烧LPG后,在一定的掺烧比下,动力性有所提高,经济性有所改善,碳煤排放降低幅放较大,但发动机振动和大,噪声和排温升高,试验结果为在高原地区推广应用PLG／柴油双燃料发动机提供了依据。     

机电联合控制LPG-柴油双燃料增压发动机的研究

对增压柴油机燃用 L PG-柴油双燃料、采用 2种机电联合控制方案进行了较为深入的研究 ,对比分析了原柴油机和机电联合控制 L PG-柴油双燃料发动机的动力性、燃料经济性和碳烟、NOx、CO、HC排放。机电联合控制方案 1的试验研究表明 :掺烧 L PG后 ,可以显著地降低柴油机的碳烟排放 ;但在小负荷范围内 ,燃料消耗率略有增加 ,HC、CO排放增加较多。机电联合控制方案 2的试验研究表明 :双燃料发动机和原柴油机外特性相比 ,转矩几乎不降低 ,燃料消耗率略有下降 ,碳烟排放显著降低 ,NOx、CO排放变化不大 ,HC排放增加 ;双燃料发动机和原柴油机负荷特性相比 ,燃料消耗率在小负荷范围内持平而在中等以上负荷略有下降 ,碳烟排放显著降低 ,NOx 排放变化不大 ,HC、CO排放在小负荷范围内基本相同而在中等以上负荷略有增加。     

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.     

LPG/柴油混合燃料在直喷式柴油机上的应用研究

采用带传统泵嘴供给系统的自然吸气、直喷柴油机，经改装燃用LPG／柴油混合燃料。通过与原柴油机的对比试验可知，LPG混合比为30％(L30)的混合燃料的滞燃期明显延长，最高燃烧压力和最大压力升高率降低，对应的曲轴转角滞后，最大燃烧放热率与原机基本相同，对应的曲轴转角滞后。在转速为2000r／min时，L30发动机的压力曲线出现双峰，近似于MK(modulated kinetics)燃烧。动力性与经济性与原机基本相同，燃烧噪声降低。碳烟和NOx排放大幅下降，CO略有降低，HC排放有所升高。     

Experimental studies on homogeneous charge CI engine fueled with LPG using DEE as an ignition enhancer

Producing and using renewable fuels for transportation is one approach for sustainable energy future for the world. A renewable fuel contributes lesser global climate change. The present work reports on the utilization of liquified petroleum gas (LPG) as a primary fuel with diethyl ether (DEE) as an ignition enhancer in a direct injection diesel engine. LPG has a simpler hydrocarbon structure than conventional fuels. DEE is recently reported as a renewable fuel and to be a low-emission high-quality diesel fuel replacement. A single cylinder, four-stroke, water-cooled naturally aspirated DI diesel engine having rated output of 3.7 kW at 1500 rpm was used for the experiments. Measurements were made to study the performance, combustion and emissions characteristics. From the results, it is observed that, the brake thermal efficiency lower by about 23% at full load with a reduction of about 65% NO emission than the diesel operation. The maximum reduction in smoke and particulate emissions is observed to be about 85% and 89%, respectively, when compared to that of diesel operation, however an increase in CO and HC emissions was observed.     

Effect of hydrogen and LPG addition on the efficiency and emissions of a dual fuel diesel engine

This paper presents some experimental investigations on dual fuel operation of a 4 cylinder (turbocharged and intercooled) 62.5 kW gen-set diesel engine with hydrogen, liquefied petroleum gas (LPG) and mixture of LPG and hydrogen as secondary fuels. Results on brake thermal efficiency and emissions, namely, un-burnt hydrocarbon (HC), carbon monoxide (CO), NO_x and smoke are presented here. The paper also includes vital information regarding performances of the engine at a wide range of load conditions with different gaseous fuel substitutions. When only hydrogen is used as secondary fuel, maximum enhancement in the brake thermal efficiency is 17% which is obtained with 30% of secondary fuel. When only LPG is used as secondary fuel, maximum enhancement in the brake thermal efficiency (of 6%) is obtained with 40% of secondary fuel. Compared to the pure diesel operation, proportion of un-burnt HC and CO increases, while, emission of NO_x and smoke reduces in both cases. On the other hand, when 40% of mixture of LPG and hydrogen is used (in the ratio 70:30) as secondary fuel, brake thermal efficiency enhances by 27% and HC emission reduces by 68%. Further, shortcoming of low efficiency at lower load condition in a dual fuel operation is removed when a mixture of hydrogen and LPG is used as the secondary fuel at higher than 10% load condition.     

R175A柴油发动机掺燃LPG的试验研究

在R175A发动机上掺烧LPG燃料,测量了不同工况下的气缸压力示功图,并进行了放热规律计算。着重分析了掺烧比、供油提前角、负荷等因素对LPG柴/油双燃料燃烧过程和烟度排放的影响,阐述了双燃料复合燃烧的特性和规律。     

LPG/柴油混合燃料发动机性能与排放的研究

研究了直喷柴油机燃用不同掺混比的LPG／柴油混合燃料时的动力性、经济性及排放特性。结果表明，掺入一定比例的LPG可以改善缸内燃烧过程，随着掺混比的增大，碳烟和NOx的排放大幅度降低，CO和HC的排放略有升高，动力性和经济性基本维持不变。     

直喷式LPG/柴油混合燃料压燃发动机的研究

基于液态LPG／柴油混合燃料在油泵前按一定比例混合和缸内直喷压燃的构想,开发了液态LPG／柴油比例混合电子控制系统。对该控制系统进行的一系列性能测试结果表明,它能根据发动机不同工况的需要,任意调节液态LPG／柴油的混合比,且调整精度较高。应用该系统,进行了直喷式LPC／柴油混合燃料压燃发动机的性能试验。试验结果表明：直喷式LPG／柴油混合燃料压燃发动机具有与柴油机相同的动力性与燃料经济性,而其烟度、NOx和HC排放均优于原柴油机。     

Investigations on the combustion parameters of a dual fuel diesel engine with hydrogen and LPG as secondary fuels

This paper presents a detailed experimental investigations on the combustion parameters of a 4 cylinder (turbocharged and intercooled) 62.5 kW gen-set duel fuel diesel engine (with hydrogen and LPG as secondary fuels). A detailed account on maximum rate of pressure rise, peak cylinder pressure, heat release rate in first phase of combustion and combustion duration at a wide range of load conditions with different gaseous fuel substitutions has been presented in the paper. When 30% of hydrogen alone is used as secondary fuel, maximum rate of pressure rise increases by 0.82 bar/deg CA as compared to pure diesel operation, while, peak cylinder pressure and combustion duration increase by 8.44 bar and 5 deg CA respectively. When 30% of LPG alone is used as secondary fuel, the enhancements in maximum rate of pressure rise, peak cylinder pressure and combustion duration are found to be 1.37 bar/deg CA, 6.95 bar and 5 deg CA respectively. It is also found that heat release rate in first phase of combustion reduces at all load conditions as compared to the pure diesel operation in both types of fuel substitutions.One important finding of the present work is significant enhancement in performances of dual fuel engine when hydrogen-LPG mixture is used as the secondary fuel. The highlight of this case is that when the mixture of LPG and hydrogen (40% in the ratio LPG: hydrogen = 70:30) is used as secondary fuel, maximum rate of pressure rise (by 0.88 bar/deg CA) and combustion duration reduces (by 4 deg CA), while, peak cylinder pressure and heat release rate in first phase of combustion increase by 5.25 bar and 35.24 J/deg CA respectively.