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首页> 外文会议>2001 Fall Technical Conference of the Asme Internal Combustion Engine Division, 2001, Sep 23-26, 2001, Argonne, Illinois >HIGH EFFICIENCY AND LOW NOX GAS ENGINES FOR CO-GENERATION MARKETS
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HIGH EFFICIENCY AND LOW NOX GAS ENGINES FOR CO-GENERATION MARKETS

机译：联产市场的高效率和低NOx气体发动机

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Lean-burn gas engines are operating worldwide because of having an advantage of lower NO_x emission and higher thermal efficiency than those of stoichiometric gas engines. The modern lean-burn gas engines, especially medium and large size, have the pre-combustion chamber technology. On the contrary, there are some problems that originate in the spark plug. Particularly near the ignition plug located in the center, the fuel gas density is lean, affected by the lean-gas mixture coming from the main combustion chamber during the compression stroke and the fuel gas density near the wall is rich. The lifetime of ignition plug is likely to be shorter than those used in the conventional theoretical mixture gas combustion engine, because the required voltage for the plug is high, which reaches 20-25 kV or more. The authors and their colleagues have studied a combustion method of using micro-pilot fuel oil instead of spark plug as an ignition source in recent four years to provide a solution for the above mentioned technical problems. The energy of micro-pilot fuel oil is equivalent to 1% of the total thermal input, but the energy of the pilot fuel oil is several thousands times of the spark ignition. According to the author's study, NO_x emission level is defined by the amount of pilot fuel oil. But only about 1% fuel can meet the NO_x target. NO_x emission level meets TA-Luft of 500 mg/m~3_N @ 5% O_2. Even the regulation of 200 ppm @ 0% O_2 in the Japanese large cities can be achieved, this level is almost corresponding to the half TA-Luft. This paper describes the performance being desired for gas engines through the service-experience in co-generation fields and also describes the newly developed gas engine corresponding to a 1000 kW class, which has micro-pilot fuel oil ignition method. This engine has the same performance of a diesel engine, BMEP of 2.3 MPa and brake thermal efficiency of 43%.
机译：稀燃燃气发动机在世界范围内运行，因为它具有比化学计量燃气发动机更低的NO_x排放量和更高的热效率的优势。现代的稀薄燃烧发动机，特别是中型和大型发动机，具有预燃烧室技术。相反，火花塞存在一些问题。特别是在位于中心的火花塞附近，燃料气体密度稀薄，受压缩冲程期间来自主燃烧室的稀薄气体混合物的影响，并且壁附近的燃料气体密度浓。火花塞的寿命可能会比常规理论混合气体内燃机中所用的寿命短，因为火花塞所需的电压很高，达到20-25 kV或更高。作者和他们的同事最近四年研究了一种使用微飞行员燃料油代替火花塞作为点火源的燃烧方法，以为上述技术问题提供解决方案。微型先导燃料油的能量相当于总热输入的1％，但先导燃料油的能量是火花点火的数千倍。根据作者的研究，NO_x排放水平由引燃燃料油的量定义。但是只有大约1％的燃料可以达到NO_x目标。 NO_x排放水平在5％O_2时达到500 mg / m〜3_N的TA-Luft。即使在日本大城市中，也可以达到200 ppm @ 0％O_2的调节，该水平几乎相当于一半的TA-Luft。本文通过在热电联产领域的服务经验描述了燃气发动机所需的性能，并且还介绍了对应于1000 kW级，具有微飞行员燃油点火方法的最新开发的燃气发动机。该发动机的性能与柴油发动机相同，BMEP为2.3 MPa，制动热效率为43％。

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