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首页> 外文会议>SAE World Congress and Exhibition >Combustion and Emissions Characteristics of Dual Fuel Premixed Charge Compression Ignition with Direct Injection of Synthetic FT Kerosene Produced from Natural Gas and Port Fuel Injection of n-Butanol
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Combustion and Emissions Characteristics of Dual Fuel Premixed Charge Compression Ignition with Direct Injection of Synthetic FT Kerosene Produced from Natural Gas and Port Fuel Injection of n-Butanol

机译：双燃料直接注射天然气和燃料燃料注射二丁醇的二元燃料预混电荷压缩点火燃烧和排放特性

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In this study, Premixed Charge Compression Ignition (PCCI) was investigated with alternative fuels, S8 and n-butanol. The S8 fuel is a Fischer Tropsch (FT) synthetic paraffinic kerosene (SPK) produced from natural gas. PCCI was achieved with a dual-fuel combustion incorporating 65% (by mass) port fuel injection (PFI) of n-butanol and 35% (by mass) direct injection (DI) of S8 with 35% exhaust gas recirculation. The experiments were conducted at 1500 rpm and varied loads of 1-5 bar brake mean effective pressure (BMEP). The PCCI tests were compared to an ultra-low sulfur diesel no. 2 (ULSD#2) baseline in order to determine how the alternative fuels effects combustion, emissions, and efficiencies. At 3 and 5 bar BMEP, the heat release in the PCCI mode exhibited two regions of high temperature heat release, one occurring near top dead center (TDC) and corresponds to the ignition of S8 (CN 62), and a second stage occurring ATDC from n-butanol combustion (CN 28). At 1 bar BMEP, S8 PCCI displayed a single high temperature heat release with an extended diffusion burn phase. Each PCCI experiment exhibited a drastic decrease in NOx emissions up to 95%. However, at 5 bar BMEP with EGR, the smoke limit was reached and as a result, the soot increased by over 500% and that can be attributed to the near stoichiometric combustion. At the lower loads, a simultaneous reduction in soot and NOx was observed for the PCCI case when compared to ULSD#2. At 3 bar BMEP, the soot decreased by 18% and NOx decreased by 92%. At 1 bar BMEP, soot decreased by 46% and NOx by 82%. A spike in carbon monoxide and unburned hydrocarbon emissions was observed for all PCCI cases. This increase can be attributed to wall wetting and crevice phenomenon coupled with cold EGR during the port fuel injection of n-butanol. The alternative dual-fuels used in this study proved to be capable of achieving PCCI combustion at lower engine loads. Future studies include the use of a supercharger to increase the intake pressure and restore the relative air/fuel ratio and mitigate the soot emissions at higher loads with high EGR.
机译：在该研究中，用替代燃料，S8和正丁醇研究预混合电荷压缩点火（PCCI）。 S8燃料是由天然气制成的Fischer Tropsch（FT）合成链烷烃酮烯（SPK）。通过双燃料燃烧实现了掺入了丁醇的65％（质量）端口燃料喷射（PFI）的双燃料燃烧，35％（按质量）直接注射（DI）的S8，具有35％的废气再循环。该实验以1500rpm进行，多种载荷为1-5巴制动器平均有效压力（BMEP）。将PCCI测试与超低硫柴油没有。 2（ULSD＃2）基线，以确定替代燃料如何影响燃烧，排放和效率。在3和5巴BMEP中，PCCI模式中的热释放在顶部死点（TDC）附近发生了两个高温热释放区域，并且对应于S8（CN 62）的点火和第二级发生ATDC由正丁醇燃烧（CN 28）。在1巴BMEP，S8 PCCI显示出单一的高温热释放，延长扩散燃烧相。每个PCCI实验表现出低至95％的NOx排放的急剧下降。然而，在5巴BMEP与EGR中，达到烟雾限制，结果，烟灰增加超过500％，可归因于近化学计量燃烧。在与ULSD＃2相比时，在PCCI案例中观察到烟灰和NOx同时降低。在3巴BMEP，烟灰减少18％，NOx降低92％。在1巴BMEP，烟灰减少46％，NOx减少82％。对于所有PCCI病例，观察到一氧化碳和未燃烧的烃排放中的尖峰。这种增加可以归因于壁润湿和缝隙现象与冷EGR在燃料喷射中燃料注射正丁醇期间。本研究中使用的替代双燃料证明能够在较低发动机负载下实现PCCI燃烧。未来的研究包括使用增压器来增加进气压力并恢复相对空气/燃料比，并利用高EGR在更高负载下减轻烟灰排放。

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