Combustion emission experiment system and method for sustainable aviation fuel
By designing a standardized experimental system for sustainable aviation fuel combustion emissions, the problem of inaccurate data acquisition in existing technologies has been solved, providing a scientific basis and promoting improved combustion efficiency and reduced pollutant emissions.
Patent Information
- Application Number
- CN202511615673.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-06
- Publication Date
- 2026-01-27
AI Technical Summary
The lack of standardized and high-precision experimental systems for sustainable aviation fuel combustion emissions makes it difficult to accurately obtain combustion product data, which affects the improvement of combustion efficiency of new sustainable aviation fuels and breakthroughs in pollutant emission reduction technologies.
A combustion emission test system was designed, comprising an experimental platform, an oil storage tank, an aero-engine, an exhaust gas measuring instrument, a weight detection component, and a timing component. By simulating actual combustion conditions, the system detects combustion product data and provides scientific evidence.
It has achieved high-precision acquisition of combustion product data, providing a scientific basis for improving the combustion efficiency of sustainable aviation fuels and reducing pollutant emissions.
Smart Images
Figure CN121410177A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of experimental equipment technology and relates to an experimental system and method for combustion emissions of sustainable aviation fuel. Background Technology
[0002] Sustainable aviation fuel (SAF) is an alternative fuel developed to reduce carbon emissions in the aviation industry. Produced from renewable resources or waste, it has similar chemical properties to traditional aviation kerosene and can be used directly or in blends with existing engines (including micro turbojet engines used in drones) without modification or with only minor adjustments. Sustainable aviation fuel is primarily derived from biomass (such as waste oils, agricultural residues, and algae) or synthetic fuels (such as electric fuel synthesized from green hydrogen and CO2). However, sustainable aviation fuel also has drawbacks. First, its price is 2-5 times that of traditional aviation fuel due to immature production technology and insufficient economies of scale. Second, waste raw materials are limited, and large-scale production may trigger land disputes (such as the deforestation controversy caused by palm oil-derived SAF). Third, electric fuel relies on green hydrogen, requiring large amounts of renewable energy, resulting in high costs and technological barriers. Therefore, there is an urgent need to develop new sustainable aviation fuels that combine low cost, high immediate availability, simple production processes, and long endurance.
[0003] Currently, existing research mainly focuses on the raw material sources, production processes, and engine compatibility of sustainable aviation fuels. Systematic research on the emission characteristics and pollutant generation mechanisms during the combustion process of sustainable aviation fuels is relatively lacking. In particular, for experimental systems for sustainable aviation fuel combustion emissions, the lack of standardized and high-precision testing platforms makes it difficult to accurately obtain combustion product data for sustainable aviation fuels. This results in a lack of scientific basis for breakthroughs in key technologies such as improving combustion efficiency and reducing pollutant emissions, which affects the development of new sustainable aviation fuels. Summary of the Invention
[0004] The purpose of this invention is to provide a combustion emission test system and method for sustainable aviation fuel, which can provide a standardized and high-precision test platform to obtain combustion product data of sustainable aviation fuel, and provide scientific basis for breakthroughs in key technologies such as improving combustion efficiency and reducing pollutant emissions for sustainable aviation fuel.
[0005] To achieve the above objectives, the technical solution provided by the present invention is as follows: A combustion emission testing system for sustainable aviation fuel, including a test bench, and further comprising: An oil storage tank is located on the upper part of the experimental platform, and the tank contains experimental aviation fuel.
[0006] The aircraft engine is located on the upper part of the test bench. The fuel inlet of the aircraft engine is connected to the fuel storage tank. The aircraft engine is used to provide a combustion environment for the experimental aviation fuel in order to simulate actual combustion conditions.
[0007] The exhaust gas measuring instrument is connected to the exhaust port of the aircraft engine. It is used to detect the concentration of various components in the exhaust gas produced by the combustion of experimental aviation fuel.
[0008] The weight detection component, connected to the fuel tank, is used to detect the real-time weight of the experimental aviation fuel inside the fuel tank.
[0009] Timing components are used to record the running time of aircraft engines.
[0010] By detecting the real-time weight of the experimental aviation fuel in the storage tank, the consumption of the experimental aviation fuel is calculated. Combined with the operating time of the aircraft engine and the concentration of each component in the exhaust gas produced by the combustion of the experimental aviation fuel, the combustion product data of the experimental aviation fuel is obtained.
[0011] The invention is further characterized by: The weight detection component includes: An electronic scale, located at the bottom of the oil storage tank, is used to measure the real-time weight of the experimental aviation fuel inside the tank.
[0012] The timing components include: A timer, located on the upper part of the experimental platform, is used to record the running time of the aircraft engine.
[0013] An exhaust gas collection pipe is installed between the exhaust gas measuring instrument and the aircraft engine. The two ends of the exhaust gas collection pipe are connected to the inlet of the exhaust gas measuring instrument and the exhaust port of the aircraft engine, respectively.
[0014] An electric heating element is installed on the exhaust gas collection pipe to heat the exhaust gas collection pipe.
[0015] The aircraft engine is a micro turbojet engine.
[0016] The upper part of the experimental platform is equipped with a mounting frame, and the lower part of the mounting frame is fixedly connected to the upper part of the experimental platform. The aircraft engine is installed inside the mounting frame and is detachably connected to the mounting frame.
[0017] The upper part of the experimental platform is equipped with a camera module, which is used to record the real-time weight of the experimental aviation fuel in the oil storage tank detected by the weight detection module and the running time of the aircraft engine recorded by the timing module.
[0018] This also includes a force measurement component, which is used to detect the thrust generated by the aero-engine. The force measurement component includes: The strain gauge is installed inside the aero-engine. The main axis of the strain gauge is aligned with the thrust vector of the aero-engine. The strain gauge is rigidly connected to the aero-engine. The strain gauge signal is connected to a display. The display has a built-in processing module. The processing module feeds back the thrust signal collected by the strain gauge to the display. After processing by the processing module, the signal is displayed, realizing the acquisition and visualization of thrust data.
[0019] Experimental methods for combustion emissions of sustainable aviation fuel include the following steps: Connect the aircraft engine to the power source, start the exhaust gas measuring instrument, use the electric heating component to heat the exhaust gas collection pipe, and use the weight detection component to detect the real-time weight of the experimental aviation fuel in the fuel tank.
[0020] Start the aircraft engine and set the aircraft engine speed to the first speed. After the exhaust gas measuring instrument has fully collected the exhaust gas generated by the aircraft engine at the first speed, start timing using the timing component. The exhaust gas measuring instrument starts measuring the exhaust gas and stops after the set time is reached. Save the concentration of each component in the exhaust gas generated by the combustion of the experimental aviation fuel detected by the exhaust gas measuring instrument, and calculate the consumption of the experimental aviation fuel by detecting the real-time weight of the experimental aviation fuel before and after. The speed of the aircraft engine is increased to reach the second speed. After the speed of the aircraft engine stabilizes at the second speed, the timing component is used to start timing. The exhaust gas measuring instrument starts to measure the exhaust gas and stops after the set time is reached. The concentration of each component in the exhaust gas produced by the combustion of the experimental aviation fuel detected by the exhaust gas measuring instrument is saved. The consumption of the experimental aviation fuel is calculated by detecting the real-time weight of the experimental aviation fuel before and after. The speed of the aircraft engine is increased again to reach the third speed. After the speed of the aircraft engine stabilizes at the third speed, the timing component is used to start timing. The exhaust gas measuring instrument starts to measure the exhaust gas and stops after the set time is reached. The concentration of each component in the exhaust gas produced by the combustion of the experimental aviation fuel detected by the exhaust gas measuring instrument is saved. The consumption of the experimental aviation fuel is calculated by detecting the real-time weight of the experimental aviation fuel before and after. The speed of the aircraft engine was reduced from the third speed to the first speed until it stopped. The running time of the aircraft engine at different speeds, the concentration of each component in the exhaust gas, and the consumption of experimental aviation fuel were obtained. The above steps were repeated, and multiple experiments were conducted using different experimental aviation fuels.
[0021] The combustion emission testing system and method for sustainable aviation fuel of the present invention have the following advantages: This invention, through the cooperation of an experimental platform, fuel tank, aircraft engine, exhaust gas measuring instrument, weight detection component, and timing component, can provide a combustion environment for experimental aviation fuel using an aircraft engine to simulate actual combustion conditions. The exhaust gas measuring instrument detects the concentration of each component in the exhaust gas produced by the combustion of experimental aviation fuel, and then obtains the consumption of experimental aviation fuel and the experimental duration, thereby obtaining data on the combustion products of experimental aviation fuel. This provides a scientific basis for breakthroughs in key technologies such as improving combustion efficiency and reducing pollutant emissions for sustainable aviation fuel. Attached Figure Description
[0022] Figure 1 This is a schematic diagram of the overall structure of the present invention.
[0023] Figure 2 This is a schematic diagram of the rear view structure of the present invention.
[0024] Figure label: 1. Experimental bench, 2. Electronic scale, 3. Oil storage tank, 4. Exhaust gas collection pipe, 5. Aircraft engine, 6. Placement area, 7. Exhaust gas measuring instrument, 8. Generator, 9. Timer, 10. Mounting rack. Detailed Implementation
[0025] The technical solutions of the present invention will now be described clearly and in detail with reference to the accompanying drawings. In the description of the embodiments of the present invention, unless otherwise stated, " / " indicates "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone. Furthermore, in the description of the embodiments of the present invention, "multiple" refers to two or more. The terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature.
[0026] like Figure 1 , Figure 2As shown, this invention provides an experimental system for the combustion emissions of sustainable aviation fuel, including an experimental platform 1, a fuel tank 3, an aircraft engine 5, an exhaust gas measuring instrument 7, a weight detection component, and a timing component. The fuel tank 3 is located on the upper part of the experimental platform 1 and stores experimental aviation fuel inside. The aircraft engine 5 is located on the upper part of the experimental platform 1, and its fuel inlet is connected to the fuel tank 3. The aircraft engine 5 is used to provide a combustion environment for the experimental aviation fuel to simulate actual combustion conditions. The inlet of the exhaust gas measuring instrument 7 is connected to the exhaust port of the aircraft engine 5 and is used to detect the concentration of each component in the exhaust gas produced by the combustion of the experimental aviation fuel. The weight detection component is connected to the fuel tank 3 and is used to detect the real-time weight of the experimental aviation fuel in the fuel tank 3. The timing component is used to record the running time of the aircraft engine 5. By detecting the real-time weight of the experimental aviation fuel in the fuel tank 3, the consumption of the experimental aviation fuel is calculated. By combining the running time of the aircraft engine 5 with the concentration of each component in the exhaust gas produced by the combustion of the experimental aviation fuel, the combustion product data of the experimental aviation fuel is obtained. This invention, through the cooperation of an experimental platform 1, an oil storage tank 3, an aero-engine 5, an exhaust gas measuring instrument 7, a weight detection component, and a timing component, can provide a combustion environment for experimental aviation fuel using an aero-engine to simulate actual combustion conditions. The exhaust gas measuring instrument 7 detects the concentration of each component in the exhaust gas produced by the combustion of the experimental aviation fuel, and then calculates the consumption of the experimental aviation fuel and the operating time of the aero-engine 5, thereby obtaining data on the combustion products of the experimental aviation fuel. This provides a scientific basis for breakthroughs in key technologies such as improving combustion efficiency and reducing pollutant emissions for sustainable aviation fuel.
[0027] Among them, an exhaust gas collection pipe 4 is provided between the exhaust gas measuring instrument 7 and the aircraft engine 5. The two ends of the exhaust gas collection pipe 4 are connected to the inlet of the exhaust gas measuring instrument 7 and the exhaust port of the aircraft engine 5, respectively. Multiple sampling probes electrically connected to the exhaust gas measuring instrument 7 are provided inside the exhaust gas measuring instrument 7. The exhaust gas collection pipe 4 is connected to the exhaust port of the aircraft engine 5. The multiple sampling probes are evenly arranged at the exhaust port of the aircraft engine 5 and are inclined. The distance between two adjacent sampling probes is 1 cm.
[0028] like Figure 1 , Figure 2 As shown, the weight detection component includes an electronic scale 2, which is located at the bottom of the oil storage tank 3. The electronic scale 2 is used to actually detect the real-time weight of the experimental aviation fuel in the oil storage tank 3.
[0029] like Figure 1 , Figure 2 As shown, the timing component includes a timer 9, which is set on the upper part of the test bench 1. The timer 9 accurately records the running time of the aircraft engine 5.
[0030] like Figure 1 , Figure 2 As shown, an imaging component is installed on the upper part of the experimental platform 1. The imaging component is used to record the real-time weight of the experimental aviation fuel in the oil storage tank 3 detected by the weight detection component, the running time of the aircraft engine 5 recorded by the timing component, and the entire experimental process. The imaging component is a video recorder.
[0031] Among them, aircraft engine 5 is a micro turbojet engine, and the preferred micro turbojet engine is the P160-RXi-B produced by Xuanyun.
[0032] Among them, the exhaust gas measuring instrument 7 is the MRU multi-functional flue gas analyzer NOVA PLUS, which detects the concentration of each component in the exhaust gas produced by the combustion of aviation fuel in the experiment, and at the same time detects the exhaust temperature, that is, the temperature of the exhaust gas.
[0033] like Figure 1 , Figure 2 As shown, the upper part of the experimental platform 1 is provided with a mounting frame 10, and the lower part of the mounting frame 10 is fixedly connected to the upper part of the experimental platform 1. The aero-engine 5 is installed in the mounting frame 10 and is detachably connected to the mounting frame 10. The mounting frame 10 makes the aero-engine 5 more stable during operation.
[0034] like Figure 1 , Figure 2 As shown, the experimental platform 1 has a placement area 6 inside, which is used to store the oil storage tank 3.
[0035] like Figure 1 , Figure 2 As shown, the experimental platform 1 is equipped with a generator 8, and the exhaust gas collection pipe 4 is equipped with an electric heating component. The generator 8 is electrically connected to the aircraft engine 5, the exhaust gas measuring instrument 7, and the electric heating component. The generator 8 is used to supply power to the aircraft engine 5, the exhaust gas measuring instrument 7, and the electric heating component, and the electric heating component is used to heat the exhaust gas collection pipe 4.
[0036] The invention also includes a force measuring component for detecting the thrust generated by the aero-engine 5. The force measuring component includes a strain gauge, which is installed inside the aero-engine 5. The main axis of the strain gauge is aligned with the thrust vector of the aero-engine 5. The strain gauge is rigidly connected to the aero-engine 5. The strain gauge signal is connected to a display. The display has a built-in processing module. The processing module feeds back the thrust signal collected by the strain gauge to the display. After processing by the processing module, the signal is displayed, thereby realizing the acquisition and visualization of thrust data.
[0037] The present invention also provides an experimental method for combustion emissions of sustainable aviation fuel, comprising the following steps: connecting the aircraft engine 5 to a power source, starting the exhaust gas measuring instrument 7, heating the exhaust gas collection pipe 4 using an electric heating component, and using a weight detection component to detect the real-time weight of the experimental aviation fuel in the fuel storage tank 3.
[0038] Start the aircraft engine 5 and set the speed of the aircraft engine 5 to the first speed. After the exhaust gas measuring instrument 7 has fully collected the exhaust gas generated by the aircraft engine 5 at the first speed, start timing using the timing component. The exhaust gas measuring instrument 7 starts measuring the exhaust gas and stops after the set time is reached. Save the concentration of each component in the exhaust gas generated by the combustion of the experimental aviation fuel detected by the exhaust gas measuring instrument 7, and calculate the consumption of the experimental aviation fuel by detecting the real-time weight of the experimental aviation fuel before and after.
[0039] The speed of the aircraft engine 5 is increased to reach the second speed. After the speed of the aircraft engine 5 stabilizes at the second speed, the timing component is used to start timing. The exhaust gas measuring instrument 7 starts to measure the exhaust gas and stops after the set time is reached. The concentration of each component in the exhaust gas produced by the combustion of the experimental aviation fuel detected by the exhaust gas measuring instrument 7 is saved. The consumption of the experimental aviation fuel is calculated by detecting the real-time weight of the experimental aviation fuel before and after.
[0040] The speed of the aircraft engine 5 is increased again to reach the third speed. After the speed of the aircraft engine 5 stabilizes at the third speed, the timing component is used to start timing. The exhaust gas measuring instrument 7 starts to measure the exhaust gas and stops after the set time is reached. The concentration of each component in the exhaust gas produced by the combustion of the experimental aviation fuel detected by the exhaust gas measuring instrument 7 is saved, and the consumption of the experimental aviation fuel is calculated by detecting the real-time weight of the experimental aviation fuel before and after.
[0041] The speed of the aircraft engine 5 was reduced from the third speed to the first speed until it stopped. The running time of the aircraft engine 5 at different speeds, the concentration of each component in the exhaust gas, and the consumption of experimental aviation fuel were obtained. The above steps were repeated, and multiple experiments were conducted using different experimental aviation fuels.
[0042] The first speed is 38,000 rpm, which is the idle speed; the second speed is 80,000 rpm, which is the high speed; and the third speed is 120,000 rpm, which is the maximum speed.
[0043] Example 1 Ethanol and No. 0 diesel fuel were selected as the experimental aviation fuel. Ethanol and diesel were mixed in proportions of 0%, 5%, 10%, 15%, 20%, and 30% to prepare six fuels (E0, E5, E10, E15, E20, and E30) using a physical mixing method. Then, using precision instruments and formula calculations, the physicochemical properties of the fuels, such as density, viscosity, C / H ratio, lower calorific value, and elemental content, were systematically measured. Emission predictions were then made based on theoretical formulas. The experimental tests covered three operating conditions: 38,000 rpm simulating UAV idling, 80,000 rpm simulating cruise, and 120,000 rpm simulating takeoff. Because E20 fuel caused low-frequency vibrations in the aircraft engine 5 during the 120,000 rpm test, the high-speed tests of E20 and E30 fuels were terminated. Finally, 16 sets of valid data were obtained. Data analysis shows that the ethanol-No. 0 diesel fuel mixture can significantly reduce CO2 emissions from the micro turbojet engine, and the experimental data highly agrees with the theoretically calculated emission predictions.
[0044] First, prepare E5 fuel. Pour 950ml of No. 0 diesel fuel into a large beaker, then add 50ml of 99% pure industrial ethanol. Next, add 50ml of Pegasus No. 2 lubricating oil. Place the beaker on a magnetic stirrer at 200rpm and stir for 10 minutes. After letting it stand at room temperature for 48 hours, no ethanol-oil separation was observed, indicating that the carbon-reducing fuel has physical stability and is suitable for micro turbojet engines. Next, measure the density and viscosity of the E5 fuel and calculate its calorific value using the Duron formula, as shown below:
[0045] .
[0046] In the formula, LHV It is a low-grade heat generation. M C Let C be the molar mass. M H Let H be the molar mass. M O Let O be the molar mass.
[0047] Next, elemental analysis was used to determine the mass percentages of C, H, and O in the fuel. Then, theoretical calculations were performed using the derived formulas, as shown below: .
[0048] In the formula, The molar mass of O2 The molar mass of air, The molar mass of CO2 is the molar mass of H2O.
[0049] Calculations show that, compared to E0, E5 fuels reduce both CO2 emissions and the amount of air required for combustion; CO2 emissions are reduced by 0.06 kg, and the required air mass is reduced by 0.3 kg. The specific experimental steps are as follows:
[0050] 1) Connect the wiring to the power source to supply power to the aircraft engine 5.
[0051] 2) Connect the exhaust gas measuring instrument 7 to the computer and perform zero-point calibration on it (30 min).
[0052] 3) Move the experimental platform 1 to a spacious and flat location and lock the wheels of the experimental platform 1.
[0053] 4) The camera assembly is fixed in a position that can simultaneously photograph the electronic scale 2, the timer 9, and the aircraft engine 5.
[0054] 5) Insert the exhaust gas collection pipe 4 into the exhaust port of the aircraft engine 5.
[0055] 6) Start the exhaust gas measuring instrument 7 and use the electric heating component to heat the exhaust gas collection pipe 4 (5 min).
[0056] 7) Preheat the aircraft engine at idle speed (2 minutes).
[0057] 8) Begin the formal experiment.
[0058] After the aircraft engine 5 starts, the speed is set to the idle speed of 38,000 rpm. After reaching the idle speed, wait for 2 minutes to allow the exhaust gas collection pipe 4 to fully collect the exhaust gas generated by the aircraft engine 5 at the idle speed. After 2 minutes, video recording begins, and timing starts simultaneously. The exhaust gas measuring instrument 7 starts working and begins measuring the exhaust gas. After 30 seconds, stop. Then, slowly increase the speed to 80,000 rpm, stabilize the speed for 1 minute, and start measuring the exhaust gas for 30 seconds. After 30 seconds, pause the exhaust gas measuring instrument 7 to save the data, and then slowly increase the speed to the maximum speed of 120,000 rpm. After stabilizing the speed for 1 minute, measure the exhaust gas for 30 seconds. After the measurement is completed, slowly decrease the speed to the idle speed of 38,000 rpm, and stop the engine after 2 minutes. Repeat the above experiment 3 times, and record the average of the three data as shown in Table 1 below.
[0059] Table 1 The operation method is as described above. The experimental data for E0, E10, E15, E20 and E30 are shown in Table 2 below.
[0060] Table 2 As shown in Tables 1 and 2, the thrust of engine 5 remains almost constant. When engine 5 is at idle speed (38,000 rpm), CO emissions decrease from 14.00 ppm at E0. 4 / min increased to 17.72ppm*10 of E20 4 / min, then from E20 17.72ppm*10 4 / min decreased to 17.22ppm*10 of E30 4 CO emissions increased by 7.64% to 26.57% from E0 to E30 per minute. CO2 emissions increased from 182.86 ppm at E0 to 10 ppm per minute. 4 / min increased to 188.40ppm*10 for E10 4 / min, then from E10 188.40ppm*10 4 / min decreased to 185.86ppm*10 4 From E0 to E30, CO2 emissions increased by 1.49% to 3.03%. NO emissions increased from 892.66 ppm / min in E0 to 943.33 ppm / min in E5, then decreased to 824.00 ppm / min in E30. The change in NO emissions from E0 to E30 was +5.68% to -7.69%. NO2 emissions decreased from 193.33 ppm / min in E0 to 177.33 ppm / min in E5, then increased to 231.33 ppm / min in E10, then decreased to 152.00 ppm / min in E30. The change in NO2 emissions from E0 to E30 was +19.66% to -21.38%. XThe NO2 emissions increased from 1080.66 ppm / min in E0 to 1120.66 ppm / min in E5, and then decreased from 1120.66 ppm / min in E5 to 988.00 ppm / min in E30. The change in NO2 emissions from E0 to E30 was +3.70% to -8.57%. Fuel consumption increased from 75.52 g / min in E0 to 101.81 g / min in E30, an increase of 6.97% to 34.81%. Exhaust temperature decreased from 575.33℃ in E0 to 546.00℃ in E30, a decrease of 1.68% to 5.10%. The reasons for the changes in emissions, fuel consumption, and exhaust temperature of aircraft engine 5 at idle speed (38000 rpm) can be analyzed from the interaction between fuel characteristics and the combustion process. CO emissions initially increase from E0 to E20 because E20 fuel has a high ethanol oxygen content, but insufficient intake air at idle speeds and slow ethanol evaporation lead to locally rich mixtures and incomplete combustion. From E20 to E30, emissions decrease slightly because E30 has a higher ethanol content, lowering the fuel's calorific value. Increased fuel injection in aircraft engines brings the excess air coefficient closer to the stoichiometric ratio, improving combustion efficiency. However, overall, CO emissions still show an upward trend due to the high latent heat of ethanol, low cylinder temperature, and poor fuel atomization. CO2 emissions initially increase and then decrease. From E0 to E10, emissions increase due to increased ethanol combustion producing more CO2 and a longer combustion duration. From E10 to E30, decreased fuel energy density, increased fuel injection leading to a lower excess air coefficient and reduced combustion efficiency result in less CO2 production. The interaction between these two factors limits the overall increase. NO emissions initially increase due to the increased combustion temperature and enhanced NO formation caused by E5 ethanol, then decrease due to the higher ethanol content in E30, which leads to a lower fuel calorific value, reduced in-cylinder temperature, and lower oxygen concentration. NO2 emissions fluctuate because the intensity of turbulence at idle speed affects the NO to NO2 conversion efficiency. E10, with its near-ideal air-fuel ratio, increases localized oxygen-rich regions and improves the conversion rate, while E30, with its lower temperature and oxygen concentration, reduces NO formation. X The total fuel consumption initially increases and then decreases. The increase in fuel consumption from E0 to E30 is due to the lower calorific value of ethanol compared to gasoline, requiring increased fuel injection to maintain power. The decrease in exhaust temperature is due to the heat absorbed during ethanol vaporization, leading to a reduction in in-cylinder energy release.
[0061] When the aircraft engine 5 is running at medium speed (80,000 rpm), the CO emissions decrease from 13.03 ppm * 10⁻⁶ for E0. 4 / min increased to 18.76ppm*10 for E30 4 / min, with an increase of 12.74%~43.98%. CO2 emissions increased from 157.53ppm*10 in E0. 4 / min decreased to 149.00ppm*10 of E30 4The NO emission rate decreased by 2.71% to 5.41% from 332.66 ppm / min in E0 to 349.33 ppm / min in E5, then decreased to 337.33 ppm / min in E10, then increased to 344.00 ppm / min in E15, and finally decreased to 270.66 ppm / min in E30. From E0 to E30, the NO emission rate changed by +5.01% to -18.64%. The NO2 emission rate decreased from 288.66 ppm / min in E0 to 210.00 ppm / min in E30, a decrease of 9.01% to 27.25%. X Emissions decreased from 614.66 ppm / min in E0 to 480.66 ppm / min in E30, a reduction of 0.4% to 21.80%. Fuel consumption increased from 159.77 g / min in E0 to 202.12 g / min in E30, an increase of 3.23% to 26.51%. Exhaust temperature decreased from 618.00℃ in E0 to 595.66℃ in E30, a reduction of 0.65% to 3.61%. At the five engine speeds (80,000 rpm), the changes in fuel characteristics with different ethanol ratios (E0 to E30) are the main reason for the fluctuations in these parameters. The increase in CO emissions is related to the higher oxygen content of ethanol fuel, which promotes combustion, but fluctuations in combustion efficiency at low engine speeds or changes in the fuel-air ratio lead to an increase in incomplete combustion products. The decrease in CO2 emissions is due to the relatively low carbon content of ethanol itself, resulting in a decrease in the total amount of CO2 generated during combustion. NO emissions initially increased and then decreased because the initial ethanol evaporation and heat absorption caused a brief increase in combustion temperature and NO formation, while the high proportion of ethanol diluted the mixture in the later stage, changing the combustion rate and causing the temperature to drop, thus inhibiting NO formation. The decrease in NO2 emissions is related to changes in the nitrogen oxide conversion pathway or a weakening of the oxidation reaction during combustion. X The decrease in total volume further confirms the inhibitory effect of changes in combustion temperature or reaction conditions on the formation of nitrogen oxides; the increase in fuel consumption is due to the fact that the calorific value of ethanol is lower than that of gasoline, and more fuel needs to be injected to maintain the same power; the decrease in exhaust temperature may be due to the heat absorbed by ethanol evaporation, which reduces the combustion temperature.
[0062] When the aircraft engine 5 is running at high speed (120,000 rpm), the CO emissions increase from 8.86 ppm * 10⁻⁶ for E0. 4 / min decreased to 7.97ppm*10 of E15 4 / min, a decrease of 5.30%~10.04%. CO2 emissions decreased from 216.93ppm*10 in E0. 4 / min decreased to 206.86ppm*10 of E154 The NO emission rate decreased from 1115.33 ppm / min in E0 to 933.33 ppm / min in E15, a decrease of 4.72% to 16.32%. The NO2 emission rate also decreased from 1115.33 ppm / min in E0 to 933.33 ppm / min in E15, a decrease of 4.72% to 16.32%. Fuel consumption increased from 360.62 g / min in E0 to 402.06 g / min in E15, an increase of 4.00% to 11.49%. Exhaust temperature decreased from 710.00℃ in E0 to 692.33℃ in E15, a decrease of 0.52% to 2.49%. At high engine speeds (120,000 rpm) in aircraft engines, the decrease in CO emissions with increasing ethanol content (E0 to E15) is likely due to increased intake air volume and improved combustion efficiency at high speeds. Furthermore, the high oxygen content of ethanol promotes more complete fuel combustion, reducing incomplete combustion products. The decrease in CO2 emissions is related to the lower carbon content of ethanol compared to gasoline, resulting in a reduction in the total amount of CO2 generated during combustion. The simultaneous decrease in NO and NO2 emissions is mainly due to the heat absorption during ethanol evaporation lowering the combustion chamber temperature. Since nitrogen oxide formation is closely related to temperature, the reduction in the high-temperature region directly inhibits NOx formation. The increase in fuel consumption is because ethanol has a lower calorific value than gasoline; to maintain power output at high speeds, more fuel needs to be injected to compensate for the energy shortfall. The decrease in exhaust temperature is due to the low-temperature evaporation characteristics of ethanol lowering the initial combustion temperature. Simultaneously, the shorter combustion time at high speeds means that some heat is not fully converted into exhaust energy, leading to a lower exhaust temperature.
[0063] It is understood that this invention has been described through some embodiments, and those skilled in the art will recognize that various changes or equivalent substitutions can be made to these features and embodiments without departing from the spirit and scope of this invention. Furthermore, under the teachings of this invention, these features and embodiments can be modified to adapt to specific situations and materials without departing from the spirit and scope of this invention. Therefore, this invention is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this invention are within the protection scope of this invention.
Claims
1. A combustion emission experimental system for sustainable aviation fuel, comprising an experimental platform (1), characterized in that, Also includes: An oil storage tank (3) is set on the upper part of the experimental platform (1), and the oil storage tank (3) contains experimental aviation fuel. An aircraft engine (5) is installed on the upper part of the test bench (1). The oil inlet of the aircraft engine (5) is connected to the oil storage tank (3). The aircraft engine (5) is used to provide a combustion environment for experimental aviation fuel to simulate actual combustion conditions. The exhaust gas measuring instrument (7) is connected to the exhaust port of the aircraft engine (5) and is used to detect the concentration of each component in the exhaust gas generated by the combustion of experimental aviation fuel. The weight detection component is connected to the oil storage tank (3) and is used to detect the real-time weight of the experimental aviation fuel in the oil storage tank (3); A timing component for recording the running time of the aircraft engine (5); By detecting the real-time weight of the experimental aviation fuel in the oil storage tank (3), the consumption of the experimental aviation fuel is calculated. Combined with the running time of the aircraft engine (5) and the concentration of each component in the exhaust gas produced by the combustion of the experimental aviation fuel, the combustion product data of the experimental aviation fuel is obtained.
2. The experimental system for combustion emissions of sustainable aviation fuel according to claim 1, characterized in that, The weight detection component includes: An electronic scale (2) is installed at the bottom of the oil storage tank (3) to detect the real-time weight of the experimental aviation fuel in the oil storage tank (3).
3. The experimental system for combustion emissions of sustainable aviation fuel according to claim 1, characterized in that, The timing component includes: A timer (9) is set on the upper part of the experimental platform (1) to record the running time of the aircraft engine (5).
4. The experimental system for combustion emissions of sustainable aviation fuel according to claim 1, characterized in that, An exhaust gas collection pipe (4) is provided between the exhaust gas measuring instrument (7) and the aircraft engine (5). The two ends of the exhaust gas collection pipe (4) are respectively connected to the inlet of the exhaust gas measuring instrument (7) and the exhaust port of the aircraft engine (5).
5. The experimental system for combustion emissions of sustainable aviation fuel according to claim 4, characterized in that, An electric heating component is provided on the exhaust gas collection pipe (4), which is used to heat the exhaust gas collection pipe (4).
6. The experimental system for combustion emissions of sustainable aviation fuel according to claim 1, characterized in that, The aircraft engine (5) is a micro turbojet engine.
7. The experimental system for combustion emissions of sustainable aviation fuel according to claim 1, characterized in that, The upper part of the experimental platform (1) is provided with a mounting frame (10), the lower part of the mounting frame (10) is fixedly connected to the upper part of the experimental platform (1), and the aircraft engine (5) is installed in the mounting frame (10) and is detachably connected to the mounting frame (10).
8. The experimental system for combustion emissions of sustainable aviation fuel according to claim 1, characterized in that, The upper part of the experimental platform (1) is equipped with a camera component, which is used to record the real-time weight of the experimental aviation fuel in the oil storage tank (3) detected by the weight detection component and the running time of the aircraft engine (5) recorded by the timing component.
9. The experimental system for combustion emissions of sustainable aviation fuel according to claim 1, characterized in that, It also includes a force measurement component, which is used to detect the thrust generated by the aero-engine (5). The force measurement component includes: The strain gauge is installed inside the aero-engine (5). The main axis of the strain gauge is aligned with the thrust vector of the aero-engine (5). The strain gauge is rigidly connected to the aero-engine (5). The strain gauge signal is connected to a display. The display has a built-in processing module. The processing module feeds back the thrust signal collected by the strain gauge to the display. After processing by the processing module, the signal is displayed, thus realizing the acquisition and visualization of thrust data.
10. A test method for combustion emissions of sustainable aviation fuel, characterized in that, The system described in claim 5 includes the following steps: Connect the aircraft engine (5) to the power supply, start the exhaust gas measuring instrument (7), use the electric heating component to heat the exhaust gas collection pipe (4), and use the weight detection component to detect the real-time weight of the experimental aviation fuel in the oil storage tank (3); Start the aircraft engine (5), set the speed of the aircraft engine (5) to the first speed, and after the exhaust gas measuring instrument (7) has fully collected the exhaust gas generated by the aircraft engine (5) at the first speed, start timing with the timing component, start measuring the exhaust gas and stop after the set time is reached, save the concentration of each component in the exhaust gas generated by the combustion of the experimental aviation fuel detected by the exhaust gas measuring instrument (7), and calculate the consumption of the experimental aviation fuel by detecting the real-time weight of the experimental aviation fuel before and after. Increase the speed of the aircraft engine (5) to reach the second speed. After the speed of the aircraft engine (5) stabilizes at the second speed, start timing using the timing component. The exhaust gas measuring instrument (7) starts measuring the exhaust gas and stops after the set time is reached. Save the concentration of each component in the exhaust gas produced by the combustion of the experimental aviation fuel detected by the exhaust gas measuring instrument (7), and calculate the consumption of the experimental aviation fuel by detecting the real-time weight of the experimental aviation fuel before and after. The speed of the aircraft engine (5) is increased again to reach the third speed. After the speed of the aircraft engine (5) stabilizes at the third speed, the timing component is used to start timing. The exhaust gas measuring instrument (7) starts to measure the exhaust gas and stops after the set time is reached. The concentration of each component in the exhaust gas produced by the combustion of the experimental aviation fuel detected by the exhaust gas measuring instrument (7) is saved, and the consumption of the experimental aviation fuel is calculated by detecting the real-time weight of the experimental aviation fuel before and after. The speed of the aircraft engine (5) was reduced from the third speed to the first speed until it stopped. The running time of the aircraft engine (5) at different speeds, the concentration of each component in the exhaust gas and the consumption of experimental aviation fuel were obtained. The above steps were repeated, and multiple experiments were conducted using different experimental aviation fuels.