SAE technical papers on CD-ROM/SAE technical paper series,
Год журнала:
2024,
Номер
1
Опубликована: Ноя. 5, 2024
<div
class="section
abstract"><div
class="htmlview
paragraph">Because
it
can
be
produced
in
a
green
form
methanol
is
envisioned
as
potential
fuel
replacing
conventional
Diesel
to
directly
reduce
greenhouse
gases
(GHG)
impact
of
maritime
transportation.
For
these
reasons,
Original
Equipment
Manufacturers
(OEMs)
are
working
make
easier
use
Compression
Ignition
(CI)
engines.
While
an
easy
substance
with
manageable
energy
content,
has
few
drawbacks,
such
as:
high
latent
heat
vaporization,
auto-ignition
temperature.
These
drawbacks
have
on
the
quality
combustion
and
therefore
solutions
found
still
being
studied
give
like
behavior.
One
solution
pilot
for
ignition
quantities
that
remain
(>
20
%).
A
previous
study
carried
out
at
PRISME
laboratory
highlighted
possibility
using
Combustion
Enhancer
based
Nitrates
(CEN)
additive
levels.
Here
CEN
through
New
One-Shot
Engine
(NOSE),
pressure,
temperature
(HPHT),
optically
accessible
vessel.
Many
parameters
explored:
Delay
Time
(IDT)
by
UV
analysis
photomultiplier
(PM)
which
allow
verification,
vapor
liquid
penetration
shadowgraphy
technique
Diffused
Back-Illumination
(DBI)
Lift-Off
Length
(LOL)
also
Ultra-Violet
analysis.
As
much
possible,
spray
conditions
(60
bar,
900
K,
injection
parameters)
recommended
Network
(ECN)
were
observed.
However,
more
representative
engine,
compression
was
increased
close
950-1000
K.
This
shows
addition
(5
%
volume)
blended
allows
reduction
IDT,
LOL
stabilization
flame
along
jet
penetration.
fundamental
order
start
understanding
effect
methanol.</div></div>
Energies,
Год журнала:
2024,
Номер
17(16), С. 3936 - 3936
Опубликована: Авг. 8, 2024
As
the
country
that
emits
most
carbon
in
world,
China
needs
significant
and
urgent
changes
emission
control
transportation
sector
order
to
achieve
goals
of
reaching
peak
emissions
before
2030
achieving
neutrality
by
2060.
Therefore,
promotion
new
energy
vehicles
has
become
key
factor
these
two
objectives.
For
reason
comprehensive
cost
directly
affects
end
customer’s
choice
heavy
truck
models,
this
work
compares
advantages,
disadvantages,
economic
feasibility
diesel,
liquefied
natural
gas
(LNG),
electric,
hydrogen,
methanol
trucks
from
a
total
life
cycle
end-user
perspective
under
various
scenarios.
The
study
results
show
when
prices
LNG,
electricity,
fuels
are
at
their
highest,
price
hydrogen
is
35
CNY/kg,
five
types
highest
lowest
(HHT),
(MHT),
diesel
(DHT),
electric
(EHT),
LNG
(LNGHT),
ignoring
adverse
effects
cold
environments
on
car
batteries.
When
average
or
levels,
30
CNY/kg
25
HHT,
DHT,
MHT,
EHT,
LNGHT.
considering
impact
environments,
even
with
lower
electricity
prices,
EHT
struggle
be
economical
low.
If
above
1
CNY/kWh,
regardless
viability
than
HHT
purchase
500,000
CNY
CNY/kg.
Simultaneously,
an
exhaustive
competitiveness
analysis
powered
diverse
sources
highlights
specific
categories
ought
prioritized
for
development
during
periods
challenges
they
confront.
Finally,
based
future
trends,
corresponding
policy
recommendations
proposed
facilitate
high
decarbonization
sector.
SAE technical papers on CD-ROM/SAE technical paper series,
Год журнала:
2025,
Номер
1
Опубликована: Апрель 1, 2025
<div
class="section
abstract"><div
class="htmlview
paragraph">Methanol
can
be
produced
renewably
and
used
in
compression
ignition
(CI)
engines
as
a
replacement
for
fossil
diesel.
However,
methanol
is
low
cetane
fuel,
creating
challenges
achieving
stable
operation,
particularly
at
load.
One
potential
solution
through
surface
via
glow
plug.
In
this
work,
experiments
were
conducted
on
methanol-fueled
2.1
L
single
cylinder
engine
instrumented
with
The
was
designed
alcohol
combustion
an
elevated
ratio
(26:1)
narrow
injector
umbrella
angle
(120
degrees)
compared
to
standard
diesel
hardware.
As
such,
no
plume
directly
intercepted
by
the
A
representative
load
case
of
two
conventional
mixing
controlled
(MCCI)
strategies
(single
injection
pilot-main)
three
kinetically
advanced
CI
(homogenous
charge
ignition,
split
injection,
partially
premixed
combustion)
tested
without
plug
active.
It
found
that
had
significant
impact
either
MCCI
strategy
because
strategies,
phasing
several
degrees,
due
apparent
combination
heating
small
amounts
exothermic
reactions
from
fuel
located
near
during
stroke.
When
heavily
stratified,
it
hypothesized
flames
could
propagate
start
advance
substantially.
significantly
decreased
stability
cyclic
variability
local
conditions
resulted
high
flame
propagation
subsequent
autoignition
charge.
This
work
highlights
incompatibility
between
angled
injectors
plugs,
well
ineffectiveness
plugs
fueled
strategies.</div></div>
SAE technical papers on CD-ROM/SAE technical paper series,
Год журнала:
2025,
Номер
1
Опубликована: Апрель 1, 2025
<div
class="section
abstract"><div
class="htmlview
paragraph">This
paper
explores
the
potential
of
leveraging
methanol's
knock-resistant
properties
to
facilitate
both
dual
fuel
(DF)
and
spark
ignition
(SI)
operation
in
retrofitted
heavy-duty
(HD),
high-speed
marine
engines.
The
study
involves
retrofitting
an
original
6-cylinder
7.15L
CI
diesel
engine
with
port
injection
(PFI)
methanol
enable
DF
operation.
Later,
injectors
were
replaced
six
plugs
allowing
SI
Notably,
efforts
made
minimize
adaptations
existing
engine,
maintaining
compression
ratio
(CR)
at
17.6:1
retaining
same
turbocharging
pressure.
This
research
aims
assess
feasibility
conventional
HD
engines
(high
CR,
large
bore)
for
dual-fuel
on
methanol,
a
focus
optimizing
performance,
while
preserving
key
characteristics
applications,
e.g.
high
torque
power
density.
CR
required
retarding
prevent
knock
higher
loads
Despite
this,
efficiencies
comparable
obtained
diesel-methanol
as
100%
although
differences
noticeable
depending
load.
Tests
performed
1500
rpm
BMEP
3.5,
7.1
10.6
bar,
respectively
22,
44
66%
maximum
load
achievable
stoichiometric
was
12.3
bar
BMEP,
corresponding
77%
CI.
At
this
load,
brake
thermal
efficiency
38.5%
conditions
attained.
lean
(λ=1.25)
40.1%
reached,
no
significant
difference
compared
40.3%
attained
diesel-only
operation.</div></div>
Materials,
Год журнала:
2025,
Номер
18(9), С. 1966 - 1966
Опубликована: Апрель 25, 2025
With
the
global
shift
in
energy
structure
and
advancement
of
"double
carbon"
strategy,
methanol
has
gained
attention
as
a
clean
low-carbon
fuel
engine
sector.
However,
corrosion-wear
coupling
failure
caused
by
acidic
byproducts,
such
methanoic
acid
formaldehyde,
generated
during
combustion
severely
limits
durability
engines.
In
this
study,
we
employed
systematic
approach
combining
construction
corrosion
liquid
concentration
gradient
experiment
with
full-load
full-speed
bench
test
to
elucidate
synergistic
mechanism
core
friction
pairs
(cylinder
liner,
piston,
piston
ring)
methanol-fueled
The
corrosion-resistant
gray
cast
iron
(CRGCI),
high
chromium
(HCCI),
nodular
(NCI)
cylinder
liners,
along
F38MnVS
steel
ZL109
aluminum
alloy
pistons.
Piston
rings
DLC,
PVD,
CKS
coatings
were
also
tested.
Corrosion
kinetic
analysis
was
conducted
formaldehyde/methanoic
solution,
range
0.5-2.5%
for
formaldehyde
0.01-0.10%
acid,
simulating
products
methanol.
results
showed
that
depth
CRGCI
lowest
low-concentration
solutions,
measuring
0.042
0.055
μm.
presence
microalloyed
Cr/Sn/Cu
within
its
pearlite
matrix,
directional
distribution
flake
graphite,
effectively
inhibited
micro-cell
effect.
high-concentration
solutions
(#3),
HCCI
reduced
60.7%,
resulting
measurement
0.232
μm,
attributed
dynamic
reconstruction
Cr2O3-Fe2O3
composite
passive
film.
Conversely,
galvanic
action
between
spherical
graphite
surrounding
matrix
significant
NCI,
reaching
1.241
DLC
coating
obstructed
permeation
pathway
formate
ions
due
amorphous
carbon
structure.
solution
#3,
recorded
weight
loss
0.982
mg,
which
accounted
only
11.7%
observed
coating.
Following
1500
h
test,
combination
liner
DLC-coated
ring
significantly
wear
depth.
average
amounts
at
top
bottom
dead
centers
5.537
1.337
respectively,
representing
reduction
67.7%
compared
CRGCI,
where
17.152
4.244
This
research
confirmed
ferrite-Cr
carbide
eliminated
electrochemical
heterogeneity,
while
abrasive
wear.
Together,
these
components
amount
center
on
push
side
80.1%.
Furthermore,
mismatches
thermal
expansion
coefficients
(12-14
×
10-6/°C)
(11
resulted
tolerance
exceeding
0.105
mm
fitting
gap
after
3500
testing.
Notably,
successfully
maintained
required
50-95
