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Lean burn versus stoichiometric operation with EGR and 3-way catalyst of an engine fueled with natural gas and hydrogen enriched natural gas

机译：使用EGR和使用天然气和富含氢的天然气作为燃料的发动机的三元催化剂进行稀薄燃烧与化学计量操作

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Engine tests have been performed on a 9.6 liter spark-ignited engine fueled by natural gas and a mixture of 25/75 hydrogen/natural gas by volume. The scope of the work was to test two strategies for low emissions of harmful gases; lean burn operation and stoichiometric operation with EGR and a three-way catalyst. Most gas engines today, used in city buses, utilize the lean burn approach to achieve low NOx formation and high thermal efficiency. However, the lean burn approach may not be sufficient for future emissions legislation. One way to improve the lean burn strategy is to add hydrogen to the fuel to increase the lean limit and thus reduce the NOx formation without increasing the emissions of HC. Even so, the best commercially available technology for low emissions of NOx, HC and CO today is stoichiometric operation with a three-way catalyst as used in passenger cars. The drawbacks of stoichiometric operation are low thermal efficiency because of the high pumping work, low possible compression ratio and large heat losses. The recirculation of exhaust gas is one way to reduce these drawbacks and achieve efficiencies that are not much lower than the lean burn technology. The experiments revealed that even with the 25 vol% hydrogen mixture, NOx levels are much higher for the lean burn approach than that of the EGR and catalyst approach for this engine. However, a penalty in brake thermal efficiency has to be accepted for the EGR approach as the thermodynamic conditions are less ideal.
机译：发动机测试是在以天然气和25/75氢气/天然气的体积比为燃料的9.6升火花点火式发动机上进行的。工作范围是测试两种降低有害气体排放的策略。稀薄燃烧操作和具有EGR和三元催化器的化学计量操作。当今，大多数用于城市客车的燃气发动机都采用稀薄燃烧的方法来实现低NOx生成和高热效率。但是，稀薄燃烧方法可能不足以用于未来的排放法规。改善稀薄燃烧策略的一种方法是向燃料中添加氢气以增加稀薄极限，从而在不增加HC排放的情况下减少NOx的形成。即便如此，当今用于降低NOx，HC和CO排放量的最好的商用技术是化学计量运行，并在乘用车中使用了三效催化剂。化学计量运行的缺点是，由于高的泵功，低的压缩比和大的热损失而导致热效率低。排气的再循环是减少这些缺点并获得不比稀薄燃烧技术低很多的效率的一种方法。实验表明，即使使用25％（体积）的氢气混合物，稀薄燃烧方法的NOx水平也比该发动机的EGR和催化剂方法的NOx水平高得多。但是，由于热力学条件不太理想，因此对于EGR方法必须接受制动热效率的损失。

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