Comparison of the renewable transportation fuels, hydrogen and methanol formed from hydrogen, with gasoline – Engine efficiency study
Comparison of the renewable transportation fuels, hydrogen and methanol formed from hydrogen, with gasoline – Engine efficiency study
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DOI：
10.1016/j.ijhydene.2012.03.145
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发表时间：
2012-06
影响因子：
7.2
通讯作者：
Jeroen Vancoillie;J. Demuynck;Louis Sileghem;M. V. D. Ginste;S. Verhelst
中科院分区：
文献类型：
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作者：
Jeroen Vancoillie;J. Demuynck;Louis Sileghem;M. V. D. Ginste;S. Verhelst
在火花点火发动机中使用氢衍生的甲醇形成了一种有前途的方法，以脱碳运输和确保国内能源供应。甲醇可以由氢气与生物质或来自大气和烟道气的CO2结合可再生地生产。从油井到储罐的研究表明，氢衍生甲醇在生产成本和能源效率方面都优于液态氢或压缩氢。由于现有的井到轮的研究是基于过时的技术，本文试图提供最先进的氢和甲醇发动机的效率数字使用公布的数据和测量我们自己的弹性燃料发动机。这两种燃料提供了一个很大的潜力，提高效率相比，汽油发动机由于各种有利的性质。然而，有一个明确的区别发动机专门设计用于氢或甲醇操作和灵活的燃料发动机，也应该运行在汽油。对于专用发动机，文献表明，峰值制动热效率高达45%和42%是可能的氢和甲醇分别。采用定性负载控制而不是节流的能力使得与汽油相比，由于部分负载中的泵送损失减少，相对效率提高10%至20%。在我们的灵活燃料发动机上，使用定性负载控制的氢气运行实现了最高效率，特别是在低负载时，相对于汽油，效率可提高40%。在高负荷下，氮氧化物排放量的增加需要切换到节流化学计量操作，从而使效率与汽油相当。甲醇的效率效益更适中（相对于汽油为5-10%），但可以在整个负荷范围内保持。这些改进主要是由于减少了泵送损失，增加了燃烧速度和冷却损失略有减少。未来的井到轮研究应考虑到这种相当大的效率提高潜力，并应区分专用和灵活燃料发动机。
The use of hydrogen derived methanol in spark-ignition engines forms a promising approach to decarbonizing transport and securing domestic energy supply. Methanol can be renewably produced from hydrogen in combination with biomass or CO2from the atmosphere and flue gases. From well to tank studies it appears that hydrogen derived methanol compares favourably with liquid or compressed hydrogen both in terms of production cost and energy efficiency. Since existing well to wheel studies are based on outdated technology, this paper tries to provide efficiency figures for state-of-the-art hydrogen and methanol engines using published data and measurements on our own flex-fuel engine. Both fuels offer a great potential for efficiency improvements compared to gasoline engines thanks to a variety of favourable properties. However, there is a clear distinction between engines specifically designed for hydrogen or methanol operation and flex-fuel engines, which should also run on gasoline. For dedicated engines, the literature indicates that peak brake thermal efficiencies up to 45% and 42% are possible on hydrogen and methanol respectively. The ability to employ qualitative load control instead of throttling enables relative efficiency improvements compared to gasoline between 10 and 20% due to reduced pumping losses in part load. On our flex-fuel engine, operation on hydrogen using qualitative load control enabled the highest efficiencies, especially at low loads, where improvements up to 40% relative to gasoline were possible. At elevated loads, rising NOxemissions necessitated a switch to throttled stoichiometric operation, resulting in efficiencies comparable to those on gasoline. The efficiency benefit of methanol is more modest (5–10% relative to gasoline), but can be retained over the entire load range. These improvements are mostly due to reduced pumping losses, increased burning velocities and a slight decrease in cooling losses. Future well-to-wheel studies should take this considerable potential for efficiency improvements into consideration and should also distinguish between dedicated and flex-fuel engines.