空气旋流强度对气泡雾化喷雾流场及火焰的影响

对不同空气旋流强度下气泡雾化喷嘴出口下游喷雾流场特性及燃烧特行进行了诊断与分析.随着空气旋流强度的增加,喷雾锥角明显增大,颗粒的轴向平均速度有所降低,而速度分布趋势则由单峰分布逐渐转变为双峰分布.同时,径向和切向的平均速度都有所提高,速度脉动加强,气、液两相之间的混合趋于强烈.空气旋流强度对油雾的燃烧过程影响显著,随着旋流数S的增大,油雾火焰的湍乱程度加强,火焰长度缩短,火焰表面皱褶和旋涡的尺度有所减小.空气旋流强度过小或过大,都将导致燃烧状况恶化;在S=1.2时,燃烧产物中的cxHy、CO和NO 的体积含量均达到较低的水平.     

烟气再循环燃气燃烧器的试验分析

介绍了一种新型烟气再循环燃气燃烧器的热态试验情况,它是一种利用燃烧学的基本原理和技术为燃气锅炉开发的高效节能低污染的新型燃气燃烧器,实践证明该燃烧器燃烧稳定,具有极低的回火率以及低NOx特性.     

烟气再循环实现低NOx排放的实验研究

实现高温空气燃烧技术的关键是控制燃烧区内的含氧体积浓度.建立了一套小型高温空气燃烧系统.采用炉外烟气再循环实现高温空气燃烧所需要的低氧环境.对烟气再循环对高温空气燃烧NOx排放特性的影响进行了实验研究,并分析了燃烧室的温度分布情况,总结了NOx及燃烧特性随烟气再循环率的变化的规律.     

旋流对同轴富氧扩散燃烧NOx排放的影响

对30%～40%的氧浓度下甲烷富氧空气同轴扩散燃烧的火焰形态、可见火焰高度、燃烧特性以及NOx排放进行了实验测量,研究了旋流数对NOx排放控制的影响.结果显示,随着旋流数的增加,火焰高度略有升高,火焰发光由白色逐渐变为橙黄色;最高火焰温度逐渐降低,温度分布也变得平坦;NOx排放指数随旋流数的增加而降低,氧浓度越高,其下降幅度越大.保持其他条件不变,增加氧化剂流速可以增强旋流对燃烧特性及NOx排放的影响.     

烟气再循环技术研究现状及发展趋势

烟气再循环技术是实现高温空气燃烧、富氧燃烧、无焰燃烧等新型燃烧方式的重要手段。通过对烟气再循环实现形式、循环温度、循环量的合理设计可有效改善燃烧,起到降低污染物排放和提高燃烧效率的作用,是未来节能减排的重要方法。综述了烟气再循环技术在工业燃烧器、锅炉、内燃机、燃气轮机和斯特林发动机上的研究与应用。国内外研究表明:可以通过不同的方式来实现烟气的再循环;烟气回流量的控制是烟气再循环燃烧的技术难点。     

湿法烟气脱硫旋流喷嘴雾化特性研究

1引言石灰石/石灰-石膏湿法脱硫是目前的主流烟气脱硫工艺,其核心设备是脱硫吸收塔,较常用的塔型是喷淋塔[1]。雾化喷嘴是喷淋塔内的关键部件,雾化的优劣直接影响脱硫效率和脱硫剂的利用率。通常多用旋流压力式喷嘴,其中空心锥旋流喷嘴最为常见,系统地研究旋流喷嘴雾化特性对湿     

空气分离/烟气再循环技术研究进展

温室气体CO2 的大量排放而引起的全球变暖、温室效应问题越来越引起世人的关注。在众多的CO2 分离回收技术中 ,空气分离 /烟气再循环技术具有明显的优势和较强的应用潜力。分析了空气分离 /烟气再循环技术的提出背景及研究现状 ,探讨了空气分离 /烟气再循环技术的燃烧特性和污染物排放特性 ,提出了一些有待深化的研究内容     

空气分离/烟气再循环技术基础研究进展

分离回收矿物燃料燃烧产生CO2的技术被认为是近期内减缓CO2排放的较为可行的措施。在众多CO2分离回收技术中,空气分离/烟气再循环技术(O2/CO2燃烧技术)具有明显的优势和较强的应用前景。本文介绍了全球CO2的排放情况,总结了空气分离/烟气再循环技术的提出背景和研究现状,并重点阐述了O2/CO2气氛下煤粉燃烧及各种污染物(SO2、NOx及超细颗粒物)的排放特性,指出了目前研究的不足之处和存在的问题。O2/CO2气氛下煤粉燃烧速率低,火焰发暗且燃烧不稳定,污染物生成及钙基脱硫剂的脱硫规律与传统方式存在明显差异,研究O2/CO2气氛下煤粉的燃烧特性及多种污染物的协同控制机理,将是今后工作的重点。     

气液质量流量比对气泡雾化喷嘴燃烧特性的影响

利用Dual PDA对气泡雾化喷嘴出口下游的喷雾两相流场进行了诊断与分析,发现气液质量流量比对液雾颗粒群速度分布的影响不大,只是轻微地改变了雾化锥角,但是随着气液质量流量比的减小,雾化颗粒平均直径却有所增大.通过对液雾火焰的照片进行分析后发现,气液质量流量比对火焰长度影响显著,在小气液质量流量比下,液雾颗粒需要更长的时间、更大的空间才能燃尽,因此火焰明显被拉伸.利用TESTO350烟气分析仪对烟气成分测定的结果显示,气液质量流量比对一氧化碳、碳氢化合物等不完全燃烧产物具有显著的影响,在小气液质量流量比下,存在明显的不完全燃烧现象,同时氮氧化合物与二氧化硫的生成量有一定程度的增加.     

稀燃和EGR对汽油发动机性能影响研究

基于一台带有低压废气再循环系统的1.5 L涡轮增压直喷汽油发动机进行了稀燃和废气再循环(EGR)影响发动机燃烧性能的试验研究。结果表明,随着稀释率的上升,EGR和稀燃均导致发动机滞燃期、燃烧持续期延长,燃烧重心提前,有效燃油消耗率下降,排气温度下降,平均绝热指数上升。相同稀释率下,相比稀燃,EGR的滞燃期长,燃烧重心提前,两者燃烧持续期基本相等,稀释极限低,绝热指数小,排气温度低。在稀释率分别为20%、35.9%时,最大可减小有效燃油消耗率4.7%、7.2%。热容对燃油经济性的影响占主导地位,相同稀释率下,循环变动系数小于3%时,相比稀燃,EGR具有更好的燃油经济性。     

Comparison of self-humidification effect on polymer electrolyte membrane fuel cell with anodic and cathodic exhaust gas recirculation

Self-humidification with anode/cathode recirculation was found to be an alternative in the place of external humidifier according to the previous studies in the last decade, however, there is still a lack of quantitative experimental and theoretical comparison between them. In this study, the dynamic PEM fuel cell system model with anodic and cathodic exhaust gas recirculation is proposed and related model calibration and verification are carried out by measured output voltage, gaseous pressure and mole concentration during the dynamic process. The model simulation shows quite good agreement with the experimental result and source of error is discussed. Based on developed model, it is simulated that the humidification effect is much better for cathode recirculation compared with anode recirculation, resulting in performance improvement, especially under the condition of low inlet RH. However, this improved humidification effect is weakened, considering the structure limit of recirculation pump and gas channel in this case. Besides, the power consumption of cathode recirculation pump is found to be much higher than that of anode recirculation. As a result, the anode recirculation is found to be a better solution considering the energy efficiency and mechanical structure limit. In contrast, cathode recirculation conducts better humidification effect, which is more suitable for the short-time low-inlet-humidity working conditions.     

废气再循环在柴油机中的应用

本文回顾了废气再循环（EGR）在减少排放，特别是减少NOx排放上的潜力以及限定这一技术的应用范围。详细分析了RGR装置对柴油机的排放和性能的影响，通过深入分析，发现在柴油机进气中引入废气再循环（EGR），相当如置换了部分吸入的空气，这种方式能充分减少NOx的排放。因此，废气再循环的使用是最有效改善尾气排放的技术措施之一。     

Effects of reformed exhaust gas recirculation on the HC and CO emissions of a spark-ignition engine fueled with LNG

Reformed exhaust gas recirculation (REGR), which can generate onboard hydrogen-rich gas (i.e., the reformate including H₂, CO, unreformed hydrocarbon, etc.) via catalytic reforming of fuel and engine exhaust gas, is an attractive way to improve the performance and emissions characteristics of the engine fueled with liquefied natural gas (i.e., NG engine). However, the leakage during the valve overlap period and incomplete burning of the added reformate may lead to extra HC and CO emissions from the engine with REGR. In the present study, a multi-dimensional computation fluid dynamics model coupled with a detailed chemical kinetic mechanism was developed to investigate the effects of the ratio of reformate addition (R_ref) and exhaust valve closed (EVC) timing on the total emissions characteristics as well as the sources of HC and CO emissions from the engine. The emissions from the combustion and the leaking were included to calculate the total emissions. Moreover, the unburned CO from the added reformate was distinguished from the total CO emissions by adding marked-species. Results show that the unburned CH₄ in the cylinder is the main component of the total CH₄ emissions. Due to the increase of the concentrations of OH, O and H radicals during the combustion process, the oxidization of CH₄ is promoted with the increase of R_ref at high load, and therefore the total CH₄ emissions decrease. However, the total CO emissions increase with the increase of R_ref, and it is demonstrated that the unburned CO from the added reformate increases and turns to be the main sources of the total CO emissions. At R_ref of 10%, the total CH₄ and CO emissions firstly remain nearly constant and then increase dramatically with the delay of EVC timing. Therefore, low concentration of CO in the reformate and short valve duration are recommended to achieve low HC and CO emissions for the NG engine with REGR.     

Hydrogen rich exhaust gas recirculation (H2EGR) for performance improvement and emissions reduction of a compression ignition engine

Hydrogen (H₂), being carbon free energy carrier, is best suitable for compression ignition (CI) engines with better performance and lower carbon derived emissions. Novelty of present study is the employment of low-cost catalyst (alumina) for production of H₂ reformate (hydrogen rich exhaust gas recirculation: H2EGR) in an indigenous catalytic reactor. Experimental tests were carried out on a CI engine under three conditions; base diesel, exhaust gas recirculation (EGR), and H2EGR. Results indicated that brake thermal efficiency of the engine with H2EGR was higher than EGR and comparable with base diesel operation. All carbon-based emissions including smoke emission decreased significantly with H2EGR than diesel and EGR operations. In addition, oxides of nitrogen emission (NO_x) also decreased by about 46% with H2EGR than base diesel operation. It is concluded that H2EGR is a promising option for CI engines for simultaneous reduction of both NO_x and smoke emissions along with the additional benefit of higher efficiency.     

Increasing the power output of hydrogen internal combustion engines by means of supercharging and exhaust gas recirculation

Spark ignition engines can be relatively easily converted to hydrogen using port fuel injection (PFI). However, because of the lower volumetric energy density of a hydrogen–air mixture and the occurrence of abnormal combustion phenomena such as backfire, hydrogen-fueled PFI engines suffer from a power deficit in comparison with gasoline engines. This paper reports measurements on a single-cylinder hydrogen engine equipped with a supercharger and an exhaust gas recirculation (EGR) system. Using EGR combined with supercharging and a three-way catalyst (TWC) is shown to significantly increase the power output while limiting tailpipe emissions of oxides of nitrogen (NO_x).     

Natural gas combined cycle with exhaust gas recirculation and CO2 capture at part-load operation

This paper aims to evaluate part-load operation of a natural gas combined cycle (NGCC) power plant with exhaust gas recirculation (EGR) and a CO₂ capture plant. Several studies have demonstrated the feasibility and the advantages of EGR at full load, but operation at part load is also important because it is a common condition when NGCC power plants are being used as backup for renewables. The results of this study show that the number of absorber trains is reduced from 4 to 3 with EGR. The efficiency of the NGCC plant with EGR was 0.5% points higher than a conventional NGCC at full load as a result of a higher CO₂ concentration in the flue gas. However, this efficiency advantage decreased as the load was reduced from 100% to 50%, with both cases presenting the same efficiency at 50% load. This means that there was no benefit from the effect of EGR at lower loads. The efficiency of a NGCC plant with EGR and CO₂ capture configuration decreased from 52.6% to 45.9% when the load was reduced from 100% to 50% compared with a conventional NGCC where the efficiency changed from 52.1% to 45.9%. It was concluded that a NGCC plant with EGR and CO₂ capture is viable, results in lower capital costs due to the smaller number of absorber trains and yields slightly higher efficiencies, for operation at part-load down to 50%.     

Performance and emission characteristics of a diesel engine with Diesel Premixed Compression Ignition and exhaust gas recirculation

In the present work, diesel was used as a premixed fuel along with the conventional injection of diesel with a premixed ratio of 0.25. The premixed charge was burned in the cylinder along with the fuel directly injected into the cylinder by a conventional injection system. To control nitrogen oxide(s) (NO_x) emissions, Exhaust Gas Recirculation (EGR) was adopted and the exhaust gas was varied from 10% to 30% in steps of 10%. The performance and emission characteristics were compared with conventional 100% diesel injection in the main chamber. Based on the experiments conducted on a Compression Ignition Direct Injection (CIDI) engine, it was found that unburnt hydrocarbons, carbon monoxide, and soot emissions increase. Soot emission decreases with up to 20% EGR and increases when EGR was increased beyond 20%. Hence 20% EGR was found to be the optimum use for DPMCI mode with a premixed ratio of 0.25. Due to the lean operation, significant reduction in NO_x was achieved with the DPMCI combustion mode. Brake thermal efficiency was marginally decreased compared to CIDI mode.     

气泡雾化喷嘴燃烧产物成分的实验研究

构建了用于研究气泡雾化喷嘴燃烧特性的圆柱形燃烧室．利用旋流配风器产生旋流数为1．3的空气旋流、并装设稳焰器来稳定火焰;利用热电偶测量燃烧室内温度、利用Testo350烟气分析仪对烟气成分进行测定．实验结果表明,当过量空气系数为1．16时,产物中CO_2含量接近理论计算值;在过量空气系数为1．22附近时,烟气中不完全燃烧产物CO体积分数低于200×10~(-6),C_m H_n低于500×10~(-6);H_2低于100×10~(-6);而主要污染物氮氧化合物(NO_x)低于70×10~(-6),SO_2低于60×10~(-6);随着烟气含氧量的增加,除NO_x之外的所有成分都呈现递减趋势,温度型NO_x却呈现小幅上升．