Evaluation of ammonia-gasoline co-combustion in a modern spark ignition research engine
Evaluation of ammonia-gasoline co-combustion in a modern spark ignition research engine
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现代火花点火研究发动机中氨-汽油混合燃烧的评估
DOI：
10.1007/s43979-023-00075-3
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发表时间：
2023
期刊：
影响因子：
--
通讯作者：
Ambalakatte A
中科院分区：
文献类型：
--
作者：
Ambalakatte A
氨（NH3）正在成为长距离脱碳重型运输的潜在首选燃料，特别是在海洋领域，主要是由于作为有效氢载体的高度有利特性。尽管一般来说，这是不利的燃烧和毒性属性，限制了最终用途的应用程序，其中强大的健康和安全协议可以始终坚持。在目前报道的工作中，一个火花点火的热力学单缸研究发动机配备汽油直接喷射升级，包括气态氨端口喷射燃料，目的是了解最大可行的氨替代率在整个速度-负荷运行图。这项工作是在不同的有效压缩比下进行的总化学计量条件下，与火花正时重新优化的最大制动扭矩在所有稳定的记录网站。这些实验包括燃烧、性能和发动机排放（包括NH3“泄漏”）的行业标准测量。在几何压缩比为11.2：1的情况下，发现可以在低发动机速度（1000-1800 rpm）和12巴净IMEP的负载下以纯氨运行发动机。当逐渐下降到低于此负荷极限时，需要增加汽油混合燃烧量以避免发动机失火。当在1800 rpm和12 bar净IMEP下运行时，当切换到更高的NH3替代比时，碳（CO2、CO、未燃烧的碳氢化合物）和NOx的所有排放量都显著降低，当从纯汽油切换到纯NH3（与更长和更冷的燃烧相关）时，NOx在1800 rpm/12 bar下降低约45%。通过进一步将几何压缩比增加到12.4并减少用于最大有效压缩比的进气凸轮轴持续时间，可以在完全预热状态下以低得多的负载在纯氨上操作发动机（例如，从1000 rpm/6 bar净IMEP到1800 rpm/9 bar净IMEP的线性低负荷极限线）。在所有条件下，发动机的指示热效率等于或略高于仅使用汽油获得的热效率，这是由于NH3具有良好的抗爆震等级。正在进行的工作涉及单个NOx物质的详细分解，以及测量整个运行图中氢富集的影响。
Ammonia (NH3) is emerging as a potential favoured fuel for longer range decarbonised heavy transport, particularly in the marine sector, predominantly due to highly favourable characteristics as an effective hydrogen carrier. This is despite generally unfavourable combustion and toxicity attributes, restricting end use to applications where robust health and safety protocols can always be upheld. In the currently reported work, a spark ignited thermodynamic single cylinder research engine equipped with gasoline direct injection was upgraded to include gaseous ammonia port injection fuelling, with the aim of understanding maximum viable ammonia substitution ratios across the speed-load operating map. The work was conducted at varied effective compression ratios under overall stoichiometric conditions, with the spark timing re-optimised for maximum brake torque at all stable logged sites. The experiments included industry standard measurements of combustion, performance, and engine-out emissions (including NH3“slip”). With a geometric compression ratio of 11.2:1, it was found possible to run the engine on pure ammonia at low engine speeds (1000-1800 rpm) and loads of 12 bar net IMEP. When progressively dropping down below this load limit an increasing amount of gasoline co-firing was required to avoid engine misfire. When operating at 1800 rpm and 12 bar net IMEP, all emissions of carbon (CO2, CO, unburned hydrocarbons) and NOx decreased considerably when switching to higher NH3substitution ratios, with NOx reduced by ~ 45% at 1800 rpm/12 bar when switching from pure gasoline to pure NH3(associated with longer and cooler combustion). By further increasing the geometric compression ratio to 12.4 and reducing the intake camshaft duration for maximum effective compression ratio, it was possible to operate the engine on pure ammonia at much lower loads in a fully warmed up state (e.g., linear low load limit line from 1000 rpm/6 bar net IMEP to 1800 rpm/9 bar net IMEP). Under all conditions, the indicated thermal efficiency of the engine was either equivalent to or slightly higher than that obtained using gasoline-only due to the favourable anti-knock rating of NH3. Ongoing work is concerned with detailed breakdown of individual NOx species together with measuring the impact of hydrogen enrichment across the operating map.
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DOI：
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发表时间：
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期刊：
SAE technical paper series
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