CN102027225B - 燃烧方法及设备 - Google Patents

燃烧方法及设备 Download PDF

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CN102027225B
CN102027225B CN200980117655.4A CN200980117655A CN102027225B CN 102027225 B CN102027225 B CN 102027225B CN 200980117655 A CN200980117655 A CN 200980117655A CN 102027225 B CN102027225 B CN 102027225B
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约翰·麦克尼尔
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Abstract

本发明一方面提供了燃烧十六烷值非常低的物质的方法，该方法包括将所述物质注入非均质充量压燃式发动机的燃烧气缸中，并在发动机运转的基本全部时间内向所述气缸的进料口供应温度显著高于环境温度的助燃空气或工作流体。本发明其它方面提供了在该方法中使用的压燃式发动机和使用该发动机燃烧燃料的方法。

Description

燃烧方法及设备
技术领域
本发明涉及燃烧方法，特别是非均质充量压燃式内燃机中的燃烧方法，本发明还涉及用于所述方法的发动机。
背景技术
本文使用的术语“柴油发动机”是指注入燃料时发动机中的压缩引发燃烧的压燃式内燃机。燃烧室内非均质充量的燃料和空气由于快速压缩过程中产生热而被点燃。这与奥托循环发动机不同，在奥托循环发动机中燃料和空气在通过火花塞点燃之前被混合在一起。
柴油发动机与均质充量压燃式(HCCI)发动机不同，后者使用预混合的燃料和空气的压缩点火产生均质充量。当燃料/空气混合物被充分压缩时，其自发点燃。HCCI适合稀燃运转并由此可具有比传统奥托循环发动机更高的效率，且峰温度较低，从而减少了NOx的形成。然而，HCCI比传统发动机中的燃烧更难以控制，从而可能引起定时问题(timingproblem)。与由向压缩空气中注入燃料的时间控制点火的柴油发动机，或者由产生火花的时间控制点火的奥托循环发动机相比，HCCI没有可被直接控制的明确的引燃物(combustioninitiator)。此外，为了实现具有可变功率输出的动力运转，控制系统必须能够改变运转条件，例如压缩比、引入气体的温度和压力以及燃料-空气比，这样可能增加复杂性和成本。为了确保点火并避免燃料小滴冷凝而弄湿气缸壁，HCCI中使用的燃料的沸点应相对地低。
US5,117,800公开了柴油发动机或火花点火发动机的操作方法，其包括使所供应的助燃空气富含氧气，同时调整发动机的燃料注入或点火正时，以弥补由于助燃空气中的氧含量增加而引起的提前燃烧(advancedcombustion)。该方法使用涡轮增压器作为泵，通过氧气产生膜分离空气。与常规涡轮增压的助燃空气相比，富含氧的空气处于较低压力，并因此比常规涡轮增压的助燃空气冷，从而降低或消除了对中冷器的需求。
US3,794,007公开了使用来自发动机的燃料供应源的燃料加热用于冷启动的助燃空气。当使用可燃性差的燃料(例如汽油)时，在荷载发动机的启动运转中通过燃烧火焰吸入空气加热器(flame-suction-air-heater)中的燃料来加热吸入管路(suctionline)或吸入歧管(intakemanifold)中的空气。该发动机的压缩比相对较低。以这种方式燃烧燃料降低了燃料的效率，而吸入空气密度的下降降低了发动机的整体效率。
US4,333,424公开了燃烧过程需要最少两个气缸的等温发动机。该发动机具有压缩空气的压缩气缸，该压缩空气经过热交换器递送至膨胀气缸。膨胀气缸接收该压缩空气和燃料，在动力冲程(powerstroke)过程发生燃烧的同时，膨胀气缸中的气压降低至大气压，膨胀气缸推动曲轴。该过程是等温的，而非绝热的，从而使膨胀气缸的内部温度在动力冲程的膨胀阶段保持恒定或仅有少量上升。额外的气缸提高摩擦损失。
柴油发动机燃料的燃烧品质特性用十六烷值(CN)表示，其中，将十六烷值定义为正常十六烷和1-甲基萘的混合物中正常十六烷(正十六烷)的体积百分比，在特定测试条件下的标准发动机内进行燃烧时，该混合物与测试燃料具有相同的点火性质(点火延迟)。CN值高的燃料的点火延迟低，适合用于柴油发动机中。商业化柴油发动机燃料的CN值通常在40-55的范围内。CN值高的燃料通常不适合用于需要具有自动点火阻性的奥托循环发动机。
用辛烷值(ON)表示奥托循环发动机燃料的燃烧品质性能，高ON的燃料是合适的。通常，高CN的燃料的ON值低，反之低CN的燃料的ON值高，因此向汽油发动机中加入柴油发动机燃料(或向柴油发动机中加入汽油)可能是个高代价的错误。
十六烷值低或为零的燃料包括芳香烃(例如甲苯)和醇(例如甘油)。例如，乙醇的十六烷值约为8，甲醇的十六烷值约为3(M.Murphy，J.Taylor，andR.McCormick.CompendiumofExperimentalCetaneNumbersData，NationalRenewableEnergyLaboratory，2004，NREL/SR-540-36805)。本文使用的术语“CN非常低的物质”是指十六烷值在0-30之间的物质。可以使用等同于十六烷值的其它点火性质代替十六烷值。低十六烷值物质理解为在标准的狄塞尔循环模式下不能点火或不能维持稳定运转的易燃物质。CN非常低的物质被认为不适合用于柴油发动机中，除非通过与十六烷值较高的燃料进行混合或通过加入十六烷值增进剂(例如聚硝酸酯和胺)对其进行改良。参见，例如US4,746,326和WO85/002194。十六烷值增进剂价格昂贵，而聚硝酸酯具有易爆炸的缺点。
甘油作为用于柴油发动机的生物燃料制造中的副产物而在工业中的形成量逐渐增加。能够利用甘油和其它CN非常低的物质作为柴油发动机用燃料是有利的。然而，利用重醇(heavieralcohol)作为柴油发动机燃料存在问题。最近的一篇综述MarioPagliaro，RosariaCihminna，HoroshiKimura，MicheleRossiandCristinaDeliaPina：FromGlyceroltoValue-AddedProducts，Angew.Chem.Int.Ed.2007，46，4434-4440指出，甘油“不能直接加入到燃料中，原因是甘油在高温下聚合，并由此阻塞发动机，并且甘油被部分氧化成有毒的丙烯醛”。在最近的一篇综述ThomasStenhede：WartsilaGreenSolutions-RunningLargeEnginesonAlternativeFuels，InternationalSeminaronGasification，Malmo，Sweden，10October2008中，作者总结得出以下技术状况：“甘油的点火和燃烧性质非常差，[并且]不能在柴油发动机中点火”。获得甘油的高粘度需要加热至约130℃，从而使其与用于常规柴油发动机燃料的良好雾化的粘度相匹配。然而，这妨碍了十六烷改性添加剂或者点火改性添加剂(在该温度以下通常分解或不稳定)的使用。例如，主要的十六烷值增进剂2-乙基己基硝酸酯在120℃分解，从而阻碍了粘度调节和十六烷改良的必要步骤的组合。因此，到目前为止，将甘油用作柴油发动机燃料的尝试并不令人满意。
发明概述
在独立权利要求中阐述了本发明的各方面。在从属权利要求中阐述了本发明的优选特征。
本发明人惊讶地发现，通过向发动机供应温度显著(substantially)高于环境温度的助燃空气，CN非常低的物质能够在压燃式发动机中有效燃烧，而不需要进行化学改良或者使用添加剂。汽油能够燃烧，甚至十六烷值定义为零的1-甲基萘也能够燃烧。
点火所需的最小温度和稳定运转所需的最小温度将根据所述物质的性质和发动机的结构而变化。采用多因素(multiple)，其与绝热效率、γ因子(气体在恒定体积下的比热与在恒定压力下的比热的比值)和压缩比有关。压缩比是与发动机的总热力学效率有关的尤其重要的因数，然而由于结构约束、物质封装和摩擦损失，可使用的最大压缩比有实际限度。非增压式(nonpressurecharged)狄塞尔循环发动机通常被限定为～22∶1，而增压式发动机通常被限定为～16∶1。奥托循环发动机由于充量爆炸(chargedetonation)而通常使用～8∶1-10∶1范围内的压缩比，其远低于狄塞尔循环发动机。较高的压缩比将在助燃空气的绝热压缩后产生更多的温度增加。然而，每单位压缩比增加获得的终气体温度相对较低，例如，为了获得与通过将进气温度提高～65℃而产生的相同的终气体温度，给定测试发动机的压缩比必须从22∶1提高至～36∶1。通过计算表明，助燃空气入口温度提高1℃可在压缩后使温度提高大约3℃或更高的温度。与冷启动系统不同，助燃空气在发动机运转的基本全部时间内(即，基本在发动机运转期间)维持在高温和优选经过调节的压力下。
虽然为了获得适合注入发动机气缸的粘度需要对一些高粘度物质进行加热，但可以在注入即将进行前将其加热，从而使该物质在燃烧之前不长时间保持在高温下。本发明人发现在甘油的情况下，使用本发明的方法能够进行干净且高效的燃烧，而不产生阻塞发动机的聚合产物。
在本发明中，优选在将助燃空气供应至发动机气缸前对其进行压缩。这样可以提高质量流量，并提高效率。提高质量流量还具有降低峰温度和压力的作用，这样往往可以减少NOx气体的产生。当然，助燃空气在气缸中进一步压缩，在该气缸中发生压燃式燃烧。
所述压缩可以容易地由以废气推动的涡轮增压器产生。可以利用来自废气的废热、由涡轮压缩器的固有低效率产生的热或其它任何加热空气的方法或者热源的组合将助燃空气加热。这种利用加热的压缩助燃空气的方法与传统的涡轮增压系统相反，在传统的涡轮增压系统中经过涡轮加压的空气被冷却(中冷或后冷)，以提高质量流量。
在一个实施方式中，可以提高助燃空气的含氧量以有助于燃烧。任选地，氧富集可以与助燃空气的压缩组合使用。
广义上，本发明涉及将助燃空气或工作流体加热至一个温度，所述温度能够实现和/或优化燃料的性质和条件不平衡的燃料燃烧和本领域通常已知的燃烧。本发明能够使迄今不被用作压燃式发动机燃料的CN非常低的物质在压燃式发动机中燃烧。
本发明使用的术语“工作流体”是指用作将系统的一部分的能量转移至系统的另一部分的媒介的流体(气体或液体)。所述工作流体可以包括混合有可燃烧或支持燃烧的气体或蒸汽的空气。
原则上可以利用固态、液态或气态物质实施本发明，然而由于易于注入，优选流体物质。
试验结果
使多种CN非常低的物质在试验设备(包括Lister-Petter直接注入两缸柴油发动机和Lister-Petter四缸直接注入涡轮增压发动机)中燃烧。发动机在恒定功率和速度(典型的功率产生条件)下运转。自然吸气式发动机(normallyaspiratedengine)的压缩比为22∶1，涡轮增压发动机的压缩比为16∶1。
利用瓦斯油(gasoil)作为燃料引发燃烧，一旦发动机加热后，转换成测试物质。最初使用二甲醚(DME)单独引入测试物质，以允许进气温度变化，而不在研究阶段出现发动机停转(stalling)；然后停止DME流，并使发动机单独依赖测试物质运转。
加热进气(助燃空气)并改变该空气的温度，以确定稳定燃烧的最小值，可以观察到降低进气温度对提高质量流动的作用。该测试利用自然吸气两缸发动机进行。燃烧变得不稳定，且在低于90℃时完全不能燃烧。甘油(购自SigmaAldrich的纯度为98.0％的特纯级甘油)的结果示于表1。
在表1中：Ex.T＝废气温度；Th％＝燃料齿条(节气门)设置；KW＝产生的电输出功率；NOx＝氮的氧化物(ppm)；CO＝一氧化碳(ppm)；烟道中的O2＝废气中氧水平的体积％；Inj.T＝注入器的“过热”温度；空气T＝进料口空气温度。
表1
利用相同的设备对多种其它CN非常低的物质进行类似实验，其临界点火温度的结果示于表2。
表2
测试物质 临界温度/℃
甘油 90
甲醇 115
乙醇 150
丁醇 115
无铅汽油98辛烷 100
甲苯 178
1-甲基萘 185
表2给出的临界温度值为大约的助燃空气温度，在实验发动机内，燃烧在低于该温度时停止。在1-甲基萘的情况下，临界输入空气温度可能比所列出的185℃稍低。所述发动机在该温度下稳定运转，但在低于该温度的温度下开始运转不良(失火)。
必须强调的是，所列出的临界温度是助燃空气即将输入发动机气缸前的温度。气缸中的助燃空气在压缩后、点火前的实际温度显著较高。
表3给出了本发明实施方式的瓦斯油与甘油(纯度为98.0％)的燃烧比较结果。这些实验是利用四缸涡轮增压发动机在匹配了发动机速度和输出功率的情况下进行的。对于燃烧甘油的发动机类型，进气温度优化为约144℃。通过调整递送至进气歧管的压力，对空气质量流量进行调节，使废气中的氧体积水平在两种评价中相等。还可以看出，当发动机利用甘油运转时，由于峰燃烧温度较低，NOx的水平显著低于利用正常燃烧的瓦斯油运转时的水平。
为了说明该发动机类型，可以看出，利用温度为大约144℃且具有体积匹配的废气氧水平的进口空气，本发明实施方式的甘油燃烧比瓦斯油燃烧更有效。利用定时质量样品并通过各燃料的净热值计算能量转换，计算效率。
表3
Ex.TTh％RPMKWNOxppmCOppm烟道中的O2空气T
表4给出了废轮胎蒸馏物(UTD，另一种低CN物质)的燃烧结果。符号与表1相同。增加的Barg(BoostBarg)＝在压力计(Bargauge)中测定的进口歧管压力。可以看出，当发动机利用UTD运转时，关闭进气加热器导致发动机停转。在本发明实施方式的条件下，废气中的CO水平急剧下降，燃烧平稳进行。在空气温度为约86℃时点火失败，在该温度下排放非常高。降低排放的最佳温度为约145℃。
表4
可将本发明应用于多种燃料的燃烧。此类燃料包括烃燃料，例如重质燃料和残渣燃料，以及基于植物的再生燃料或副产物，例如妥尔油或动物脂肪。
气体燃料包括石化燃气(fossilgases)(例如天然气)、和发生炉煤气(producergas)(例如精炼废气(refineryoffgases))，生物气(来自填埋气或生物分解器)、裂解气、煤层气和氢。
由于可以使所述多种物质有效燃烧，本发明还可适合于废溶剂的燃烧，例如醇、酮、二醇、酯和芳族溶剂。使用任选加压和/或提高氧分压的高温助燃空气有助于确保完全燃烧。
本发明适合应用于内燃机，例如发电用发动机、船用发动机、航空发动机和汽车发动机，燃气轮机，外燃发动机和/或锅炉。可以预知，本发明可特别应用于双燃料发动机，在该双燃料发动机中利用常规柴油发动机燃料引发燃烧，直至发动机和助燃空气被充分加热，之后可以将燃料供应转换为CN非常低的物质。由于用于提高进气温度的大多数能量通过发动机废气被回收至热回收系统，本发明还非常适合发动机驱动的发电系统和发动机驱动的热电联产系统。本发明具有优于传统CHP技术的益处。例如，使用含有十六烷增进剂的甘油启动点火产生的废气的温度非常低，从而限制了可回收的热量并降低了CHP效率。通过在进口添加热，可以在维持高CHP效率的同时使所述物质有效燃烧。
为了帮助加热发动机，热废气可以回流至助燃空气歧管。已知此废气回流(EGR)本身是用于降低助燃空气的含氧量并减少NOx的排放。然而，本发明进行废气回流的主要目的是加热发动机进料。
发动机的操作者可以手动调整运行条件，以针对正在燃烧的具体燃料对这些条件进行优化。然而，在优选实施方式中，发动机系统会识别所使用的燃料类型，并自动调整该燃料类型的燃烧条件。
虽然助燃空气的优选最小温度随不同发动机类型和压缩比以及不同燃料而不同，但可以预测，该最小温度将不小于60℃，且对于许多CN非常低的物质将显著高于该最小温度。温度上限将更基于理论而非实际，温度越高，获得并维持该温度的费用越高。组件，例如废气阀和涡轮进口可以仅额定至特定温度，将所述温度保持在这些组件的工作范围内会形成实际上限值。然而，可以自然使用的多种燃料类型固有的汽化潜热降低了峰燃烧温度，并使这些组件的最大额定运转功率在特定范围内。(参见甘油燃烧废气温度)。并非出于限定本发明的范围的目的，但可以预期，250℃的上限值应足以满足实际应用。
除非另有说明，在本发明中使用的单数表示“至少一个”。
可以理解，为清楚起见而在各单独的实施方式中描述的本发明的某些特征也可以在单个实施方式中组合提供。反之，为简要起见在单个实施方式中描述的本发明的多个特征也可以单独提供或者以任何合适的组合的形式提供。
虽然出于说明目的已经参考具体实施例对本发明进行了描述，但应当理解，本发明并不限于这些实施例。在不偏离权利要求阐明的本发明的范围的情况下，可以向上述结构和配置中引入多种变化、修饰和/或添加。

Claims (10)

1.点燃并燃烧甘油的方法，所述方法包括将所述甘油注入非均质充量压燃式发动机的燃烧气缸中，和在发动机运转的基本全部时间内向气缸进料口供应温度为至少90℃的助燃空气。
2.如权利要求1所述的方法，其中，所述助燃空气供应至所述气缸进料口的温度为90-250℃。
3.如权利要求1或2所述的方法，其中，在压力下向所述气缸进料口供应助燃空气，所述压力为使得经过所述进料口进入所述气缸的质量流量被调节使基本等于在标准运转条件下进入气缸的质量流量。
4.如权利要求1或2所述的方法，其进一步包括在将所述甘油注入燃烧室之前对其进行加热。
5.如权利要求1或2所述的方法，其中，利用来自所述发动机的废热对至少一些所述助燃空气进行加热。
6.如前述权利要求1或2所述的方法，其中，利用由来自所述发动机的废气流驱动的涡轮增压器对所述助燃空气加压。
7.如权利要求6所述的方法，其中，通过由来自所述发动机的废气流驱动的涡轮增压器的固有低效率对至少部分所述助燃空气进行加热。
8.如权利要求1或2所述的方法，其中，所述助燃空气富含氧。
9.如权利要求4所述的方法，其中将所述甘油加热，并在60-160℃范围内的温度下将其注入气缸进料口。
10.热电联产的方法，所述方法包括根据前述权利要求任一项所述的方法燃烧甘油，并利用回收自进料空气的热维持或提高用于回收的可用的废气废热能。
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