Alternative fuels for ships. What alternative fuels are there? Approximate word search

Having reached more than 30 rubles per liter of AI-92 gasoline at the overwhelming majority of gas stations. In addition, experts predict that further increases in gasoline prices are inevitable, and this naturally raises the question of what alternatives could be to gasoline (and diesel) cars.

Let's take a look at some stats on fuel prices for refined petroleum products:

Dynamics of price growth for AI-92 gasoline

The dynamics of growth in prices for diesel fuel

Gasoline price statistics in various countries

Well, as it turns out, there are many such alternatives. And many of them are on the road to creation or even in dealerships right now. While some of the alternatives will take some time before they become widespread, it is still quite interesting to know in what directions companies are working today, which care about what cars will drive in the future ... the future.

So what alternative fuels are there today?

Hydrogen

Using hydrogen to fuel your car may conjure up images of Hindenburg, but it's actually quite safe. Hydrogen can actually be present as a fuel as such in two different types of cars: cars with hydrogen fuel cells and cars that have an internal combustion engine that is designed to use hydrogen instead of gasoline.

In the first case, hydrogen is used to generate electricity, which is then used to power the electric motor. This is how a hydrogen car uses a fuel cell to generate its own electricity. V chemical process in a fuel cell, hydrogen and oxygen are combined to create electricity, and the only by-product of this process is water vapor. This technology is already being used in the Honda FCX Clarity and is currently gaining more and more ratings.

In an internal combustion engine, hydrogen is a fuel source instead of the usual gasoline or diesel fuel. Instead of the harmful CO 2 emissions that gasoline produces, again, hydrogen cars only produce water vapor. Many automakers are currently testing hydrogen cars. Currently, the BMW Hydrogen 7 is perhaps the most famous of them - the company has rented several experimental such cars in Germany and the USA, and some tests have even shown that the car actually cleans the air around it during operation.

However, hydrogen cars have not yet become widespread in large part because the necessary infrastructure for hydrogen filling stations... But the next type of alternative fuel is somewhat easier to find - and in fact, you are using it right now.

Electricity

It might seem that electric cars are a welcome breakthrough in the use of alternative fuels. But the fact is, some of the earliest cars already used electric motors. However, it is only because of recent developments, including the widespread adoption of Tesla vehicles as a result of an active PR campaign, that electric cars have become a more viable method for everyday driving.

But what is holding back technology from penetrating the general public? Battery and motor technology. Moving a car requires a lot of energy, and it takes a lot of energy to do it at high speeds and over long distances. In the past, electric cars could not travel long distances (more than a few kilometers), and once their batteries ran out, it took long hours to recharge. The fact is that the electric motor itself is quite gluttonous in terms of electricity consumption. Add to this the enormous weight of the battery itself (in a modern electric car, it can be half the mass of the entire car), and the disadvantages of this type of alternative fuel will become quite significant.

However, with new battery technology, some automakers have overcome these limitations. The new batteries (lithium-ion batteries, to be precise) are the same as those installed in your cell phone or laptop. They charge fast enough and last longer. And cars like the Tesla Model S use them not just to move in the physical sense of the word, but to get performance worthy of supercars. Other vehicles that are also gaining ground in the market, such as the Chevy Volt and Toyota Prius, for example, are using these types of batteries in combination with an internal combustion engine to create a new class of vehicle with an extended range of travel source utilization. The batteries can be charged by plugging the machine into a regular power outlet; however, when the battery starts to run out, the gasoline generator is turned on to recharge the battery and prevent the vehicle from stopping.

Biodiesel

We hope you heeded the advice that a low-fat diet with limited fried foods is good for your health. However, the same is not necessarily true for your vehicle.

Biodiesel is a type of fuel that is produced from vegetable oil. Any car with a diesel engine can work on it, but do not try to start the engine by squeezing a tissue from your last visit to McDonald's into the fuel tank. In order to propel a car, the oil must be converted to biodiesel through a specific chemical process.

The process itself can actually be done at home. In fact, many biodiesel lovers make their own fuel using vegetable oil from local restaurants. However, there is little risk associated with this process. If you do it wrong, you can do a lot of damage to your car (not to mention your home and your own safety). Before attempting to make biodiesel from any recipe you've found, make sure it's a good idea by practicing for a while with someone who's already done it successfully.

However, biodiesel enthusiasts are really happy with this idea. Not only is this fuel significantly cheaper and cleaner than fossil diesel fuel, it will also give your car exhaust the smell of fries ... No kidding!

Ethanol

Now you know that you can start a car even with vegetable oil, but what if you critically dislike driving around a city that smells of fries or you have allergies or unpleasant associations with this smell? What are the other options? In fact, there are other options to make the car run on vegetables.

Ethanol is also one of the most widely used alternative fuels. It is often added to gasoline during the summer to help cut emissions. Ethanol is actually a type of alcohol (but don't even think about trying to drink it) made from plant material. In the United States, it is usually made from corn, while in other countries, such as Brazil, it is made from sugarcane.

Today, quite a few car manufacturers offer their cars with multi-fuel engines. These engines can run on traditional gasoline or E85 ethanol in a fuel mixture where the fuel is 15 percent gasoline and 85 percent ethanol. Ethanol is widely recognized as good way to reduce the cost of gasoline in countries where oil is purchased from other countries - a vivid example of this is the United States. However, it takes quite a lot of energy to produce ethanol, so where oil is cheaper, as it is produced domestically (Russia is one of those countries), ethanol is not particularly profitable. In addition, there is an unusual view that since farmers can earn more money By growing crops for ethanol, they will stop growing those crops for food, which could sharply raise food prices.

Despite these concerns, ethanol today offers many benefits as an alternative fuel, and the network of ethanol filling stations in several countries continues to grow.

Liquefied natural gas

Continuing the culinary theme, we note the following alternative type of fuel, which, however, is not produced from food products but it can also be found in the kitchen. Unlike ethanol and biodiesel, this is not something you could eat or drink in its original substance, but this is what top chefs use to prepare food: natural gas.

Natural gas is a fossil fuel. Yes, it is not entirely environmentally friendly product, but as a result of its use in cars, slightly less harmful emissions are produced. Natural gas, which you often use to cook food and warm your home, is natural gas at a very low pressure so that it becomes liquefied to provide much more energy and take up less space. When liquefied natural gas (LNG) is burned, it releases much more energy. So, for example, instead of just heating the soup - uncompressed natural gas does it just fine - liquefied natural gas can power large equipment like a truck. In general, this is the main purpose for which it is used - to power heavy trucks traveling long distances.

Liquefied petroleum gas

If you have been to a picnic recently, then you are probably familiar with our next alternative fuel: LPG (or simply LPG). Still not sure if you've ever seen this? Well, then remember gas burners with cans of propane or cargo "gazelles" with a red propane cylinder instead of a gas tank!

Propane is a generic name for LPG, although this is not entirely true. LPG is a low pressure hydrocarbon gas. It consists mainly of propane, but it also includes other hydrocarbon gases, and most of all butane. LPG is stored under pressure in order to be in liquid form. Like liquefied natural gas, liquefied petroleum gas (LPG) provides much more energy while being dense and therefore more useful for food. passenger cars and trucks.

Liquefied gas works in an ordinary internal combustion engine after very minor modifications (it is correct to call it the installation of LPG on a car - adaptation of the car for the use of "propane"). While this type of fuel is not widely used for cars in many countries, such as the United States, for example, in a number of countries, up to 10 percent of the use of motor fuel is liquefied petroleum gas, and our country is one of the leaders in this regard. use of LPG.

Compressed natural gas

The last of three alternative fuels that have similar names and are easily confused is compressed natural gas (LNG), which is dominated by methane.

Compressed natural gas is the same fuel that can be used in your home for cooking and heating, and it works in your home. In the case of a vehicle, LNG is also stored in high pressure cylinders. And this is the next modification of gaseous fossil fuels, which is the most environmentally friendly, producing the least CO2 emissions into the atmosphere at the same performance indicators, but at the same time it is also one of the most bulky - it shrinks least of all when it is cooled under low pressure, taking up much more space. in the car than the previous two alternative fuels.

Compressed air

Air is everywhere, so why not use it as fuel for your car? And, although this seems like a crazy idea, because the air simply does not burn, cars can still run on compressed air.

In this type of machine, air is compressed in high pressure pipes. While a typical engine uses air mixed with gasoline (or diesel), which is then ignited by a spark (or high pressure in the case of a diesel) to generate power, a compressed air engine uses compressed air expansion from a high pressure pipe to generate power. drive pistons of the engine.

However, compressed air vehicles do not run entirely on this very air. Electric motors are also present on board the car to compress air, only then sending it to the high-pressure pipes of the car. However, these cars cannot be considered fully electric cars, mainly because the electric motors here do not directly power the car, propelling its wheels. Electric motors are much smaller than those used in electric cars, where the main function of the motor is to propel the car. Therefore, compressed air vehicles consume much less energy than electric vehicles.

A liquid nitrogen

Liquid nitrogen is another alternative to refined petroleum products. Like hydrogen, nitrogen is found in abundance in our atmosphere. In addition, like hydrogen, nitrogen-fueled cars emit far fewer emissions than gasoline or diesel. But, while hydrogen is used in fuel cells in cars as well as internal combustion engines, liquid nitrogen cars require a very different type of engine altogether.

Indeed, liquid nitrogen uses a motor similar to that used in a pneumatic machine. In such an engine, nitrogen is stored in a liquefied state under tremendous pressure. To power the car, nitrogen is released into the engine, where it heats up and expands to create energy. While a typical gasoline or diesel engine uses combustion to make pistons move, a liquid nitrogen engine uses nitrogen expansion to power energy turbines.

Being environmentally friendly and effective way powering a vehicle, liquid nitrogen faces the same hurdles as many other alternative fuels: the lack of a nationwide network of filling stations to deliver it to consumers.

Coal

Another alternative fuel on our list is probably a surprise, and many might think that this is a rather outdated type of fuel.

Technically, coal is a relatively new alternative fuel for cars - indirectly, one way or another, because everything new is well forgotten, although some trains are still powered by coal. However, in the 21st century, owners won't have to shovel coal from a bucket into incinerators if that's what you immediately think of.

At the same time, like an electric motor in the case of a compressed air supply to a car, coal does not directly feed the engine. Let's talk: electric vehicles (for the most part) don't generate their own electricity. They carry energy in their charged batteries. And the batteries get their charge from a standard outlet, which draws potential energy from a power plant, which in turn draws power ... from burning coal in most cases. In fact, 50 percent of the world's electricity comes from coal-fired power plants. This means that when you go all the way through the energy chain, many electrical machines are actually coal-powered machines.

While coal has similar disadvantages to gasoline, it also has some advantages. Per kilometer of travel, electricity from coal is a cheaper way to power a car than gasoline. In addition, many countries have large reserves of coal - much more than gasoline. In addition, people who get their electricity from other sources such as hydroelectric power plants or nuclear power plants, pollute the atmosphere even less.

Solar energy

Just say this beautiful name out loud: "solar car"! A solar car is essentially a conventional electric vehicle powered by solar energy derived from solar panels by car. However, solar panels cannot currently be used to directly power the engine of a car due to insufficient power, but they can be used to expand the range of power and save energy from the batteries of such electric vehicles.

Dimethyl ether

Dimethyl ether (DME) is a promising alternative fuel in diesel engines, gasoline engines and gas turbines, due to its high cetane number (analogous to the octane number of gasoline, which determines the quality of fuel combustion during compression), which is 55 units compared to 40 Diesel has 53 units. At the same time, very small changes are needed to transform diesel engine into the dimethyl ether engine. Due to the low amount of harmful emissions, DME meets the most stringent toxicity standards in Europe (Euro-5).

DME is being developed as a second generation synthetic biofuel (BioDME), which can be made from lignocellulosic biomass, and is currently the most actively used by the carmaker Volvo.

Ammonia

Ammonia gas engines have been used since World War II to power buses in Belgium. Liquid ammonia also powers a number of rocket engines around the world. Although not as powerful or highly efficient as other fuels, ammonia does not leave soot in reusable engines, and its density is roughly the same as that of an oxidizer.

Ammonia has long been proposed as a practical alternative to fossil fuels for internal combustion engines. The calorific value of ammonia is 22.5 MJ / kg, which is about half of the calorific value of diesel fuel. Ammonia can be used in existing engines with fairly minor modifications to carburetors or injectors.

However, the main disadvantage of ammonia is, of course, its high toxicity.

Water vapor

It is essentially an extinct steam car today, which has a steam engine, and it also actually runs on other fuels that form this very water vapor. Ethanol, coal and even wood are used as fuel. The fuel is burned in the boiler and the heat converts the water into steam. When water turns into steam, it expands. The expansion creates pressure that pushes the pistons, which in turn causes the propeller shaft to rotate.

Steam cars take a very long time between starting work and driving such a car, but some of them can reach enough high speed- over 160 km / h in the end. So, the most successful cars began to move after starting in about half a minute to a minute.

The steam engine uses external combustion as opposed to internal combustion engines. Gasoline powered cars are more efficient at around 25-28% efficiency. But this is all in theory, practical examples. steam engines in terms of efficiency, they are only about 5-8% compared to conventional internal combustion engines.

Human muscular strength

Oh yes, this is the most ineffective and not simply not eligible alternative fuel type! However, in very small quantities Vehicle With a rapidly declining demand, human power is being used to improve the efficiency of batteries, which are the main source of power for driving a car. Two of these commercial vehicles, which saw a short "light", were the "Sinclair C5" and "Twike".

Seaweed

Algae-derived biofuels, called third-generation biofuels, are a relatively new alternative fuel. In essence, the algae engine is based on the rotting of these algae, as a result of which methane is released, which is used as the main fuel to propel the car.

In the United States, it is estimated that about 200 hectares of ponds in which a certain type of algae will be grown, which is best suited for feeding cars, can provide up to 5% of all cars in the country with such fuel. However, in the United States, this technology did not take root due to the relatively lower cost of oil and the high growth requirements of such algae (high temperature and certain environment).

Alternative fuels: comparison

Type of fuel	pros	Minuses	Examples of famous cars	Environmental assessment	Cost versus gasoline or diesel
Hydrogen	Environmental friendliness	High combustion temperature	BMW Hydrogen 7 Chevrolet Equinox	High	High
Electricity	Environmental friendliness Small engine size Noiselessness Power supply availability (regular outlets)	Large battery mass Low mileage on one battery Long battery charging	Tesla model s Tesla roadster Chevy volt Toyota Prius	High	Low
Biodiesel	Ease of making biodiesel Environmental friendliness The possibility of using in internal combustion engines Good lubricating performance High cetane number	The need for a long warm-up of the engine in winter Low shelf life (3 months) Increase in the cost of agricultural products in the case of widespread consumption of biodiesel	-	High	Moderately high
Ethanol	Good flammability	Almost impossible to use in winter Rise in the cost of agricultural products in the case of widespread consumption of ethanol In countries where oil is not produced, it is unprofitable to use ethanol	-	Average	Low
Liquefied natural gas	Slightly better environmental friendliness than petroleum products	Difficulty transporting large volumes	Trucks	Average	Moderately low
Liquefied petroleum gas	Non-toxic High octane number Infrastructure equipment for gas stations		Any cars after modification by installing LPG	Average	Moderately low
Compressed natural gas	High efficiency Non-toxic Profitability	Danger of high pressure cylinder in vehicle Lowest compressibility when cooled	Special Edition Honda Civic GX	Average	Moderately low
Compressed air	Better economy than electric vehicles	Low efficiency	AirPod	High	Low
A liquid nitrogen	Environmental friendliness Complete engine replacement	Danger of high pressure cylinder in vehicle Lack of infrastructure with active development	Volkswagen CooLN2Car	High	Similar
Coal	-	-	-	Low	Moderately low
Solar energy	Nearly zero cost Environmental friendliness	Large area required for battery power consumption	Solar Challenge	High	Low
Dimethyl ether	High cetane number Environmental friendliness	-	Experimental cars Volvo, Nissan and KAMAZ	Moderately high	Similar
Ammonia	Environmental friendliness of exhaust	Low power performance High toxicity	Goldsworthy gurney Chevrolet Impala Special Edition	Average	Similar
Water vapor	Environmental friendliness	Long process of driving the car Large occupied space High cost of use (water heating required) Very low efficiency	Stanley Steamer	High	High
Human muscular strength	Environmental friendliness	Lowest efficiency Meaninglessness	Sinclair c5 Twike	High	High
Seaweed	Environmental friendliness	Certain growing conditions are required	-	High	High

Consumption of alternative fuels for 2011

Transcript

1 Proceedings of the MAI. Issue 87 UDC Application of alternative fuels in aviation gas turbine engines M.V.Siluyanova *, O.G. Chelebyan ** Moscow Aviation Institute (national research university), MAI, Volokolamskoe shosse, 4, Moscow, A-80, GSP-3, Russia * e-mail: ** e-mail: Abstract the device of the combustion chamber of gas turbine engines of pneumatic type. To determine the spray characteristics and study the process of crushing and mixing of alternative fuels with high viscosity, a model biofuel based on TS-1 kerosene has been developed. As a result of the work carried out, a number of dependences of the characteristics of the average diameter, velocity and concentration of fuel droplets in the flow behind the burner for kerosene and model biofuel were obtained. Summarizing the data obtained, it was found that when using viscous fuels, it is necessary to use the pneumatic spray method to ensure the specified operating parameters of the combustion chamber of gas turbine engines.

2 Key words: frontal device, spraying, biofuel, pneumatic, spray torch, nozzle, swirler, combustion chamber. Tightening of the environmental requirements of ICAO (International Civil Aviation Organization) on harmful emissions from aircraft engines, forcing the leading powers to search for alternative energy sources, in particular to expand the scope of biofuels. Alternative fuels have physical properties that are somewhat different from the usual aviation kerosene. The use of renewable biofuels derived from plants or fatty acids is very promising. Aviation currently accounts for about 2% of anthropogenic CO 2 emissions. By using biofuels, emissions of smoke, solid carbon, carbon monoxide, sulfur and carbon dioxide are generally reduced. Thus, the use of bio-kerosene in aviation, obtained from processed oils of jatropha seeds, instead of traditional kerosene, will reduce the "carbon footprint" by almost 80%. In recent years, foreign companies have been researching the possibility of using alternative fuels without changing the design of the gas turbine engine. The first flight of a biofuel aircraft took place in 2008 by British airlines Virgin Atlantic Airways Ltd, which owns the aircraft. Boeing and its

3 international partners are already working to move biofuels from testing to production. The Boeing Freighter and 787 flew the first demonstration transatlantic flights across the Pacific Ocean powered by biofuel in 2011 and 2012. In May 2014, the Netherlands airline KLM began operating weekly international flights on Airbus A between Queen Beatrix airports in Oranjestad and the airport Schiphol in Amsterdam using recycled vegetable oil as aviation fuel. There is no industrial production of biofuel in Russia yet. Nevertheless, this direction has a great future due to the presence of large cultivated areas and water surfaces in our country. 1. Statement of the problem. In this work, the influence of the parameters of combustible liquids on the characteristics of spraying behind the frontal device of the combustion chamber of a gas-turbine engine of pneumatic type was investigated. The purpose of the experiment was to determine the disperse characteristics of the aerosol, the velocity fields and the distribution of particles in the flow in the pneumatic method of spraying standard (TS-1 kerosene) and viscous (biofuel) fuels. Most fuels used in aircraft engines are liquid under normal conditions and must therefore be atomized before being fed into the combustion zone. In modern power plants

4, a variety of nozzle devices are used, differing not only in design, but also in the principles on which the fuel atomization system is based. The type of atomization is most easily divided according to the main energy expended on atomizing the liquid, i.e. use the so-called energy approach for classification. Fuel ignition, stability and efficiency of combustion, levels of emissions of harmful substances are closely related to the processes of crushing liquid fuel and its mixing with air in the atomization system. A mixture of aviation kerosene TS-1 (40%), ethanol (40%) and castor oil (20%) was chosen as an alternative type of fuel. The selected proportions of the model biofuel provide a homogeneous and well-mixed composition without stratification and precipitation. For the resulting mixture, the physical properties were determined, which in most cases affect the process of atomization and crushing of droplets. The kinematic viscosity of the liquid F was measured with a VPZh-1 viscometer with a capillary diameter of 1.52 mm. The surface tension coefficient F was calculated from the measured values of density and temperature. Table 1 shows the physical properties at a temperature of 20 C, aviation kerosene TS-1 and various biofuels, including those used in this work.

5 Type of liquid under consideration Density, kg / m 3 Kinematic viscosity 10 6, m 2 / s Kerosene TS, 3 24.3 Model 860 6.9 28 biofuel Ethyl alcohol 788 1.550 22.3 Castor oil, 4 Oil rapeseed oil, 62 33, 2 Table 1. Coefficient of surface tension 10 3, N / m The table shows that the main difference in the properties of such an indicator as viscosity, the value of which for model biofuel is more than 5 times higher than the viscosity of kerosene, and the other parameters differ by only 10 15 %. In pneumatic spraying of liquids, the determining factors are external aerodynamic forces and internal mechanisms of action on the initial shape of the jet. The value of the kinematic viscosity determines the thickness of the formed film at the exit from the fuel nozzle, and the surface tension determines the size of the particles in the flow during crushing by the high-speed air pressure. For testing, a front-line combustion chamber module with pneumatic fuel atomization was used. This frontal device consists of a central tangential swirler, in which a swirling air flow moves along an axial fuel-air channel, mixing with fuel jets, a peripheral vane swirler and an external tangential swirler. The fuel supply is designed in such a way that

6 distribute fuel in a 1/3 ratio between the peripheral and central channel. An external tangential swirler provides additional mixing of the air-fuel mixture partially prepared in the axial and peripheral channel. The use of a central tangential swirler makes it possible to increase the degree of flow swirl and to organize a stable zone of reverse currents on the axis of the device. The middle vane swirler with a large swirl angle of the flow provides atomization of the main fuel to a finely dispersed aerosol. An external tangential swirler eliminates the possibility of large droplets being thrown onto the air nozzle exit and beyond the outer boundary of the air-fuel flame. Distributed fuel injection along the central and middle air channels allows obtaining an aerosol with a more uniform distribution of the fuel concentration over the cross section of the fuel-air flame behind the nozzle exit. The developed front-line device has a collapsible design, which makes it possible to use various types of air nozzles and tangential swirlers, depending on the requirements, including for spraying viscous oil and biofuels. 2. Experimental technique. Experimental studies were carried out on the stand for laser diagnostics of the characteristics of fuel-air torches, shown in Figure 1. The stand for laser diagnostics allows obtaining the characteristics

7 (fields of spray fineness, fields of concentrations and their pulsations, torch angles, etc.) of fuel-air torches created by nozzles and front-line devices. Additionally, the stand can visualize the flow in transparent models with quartz glasses. At the stand, a closed system of fuel use is used, in which atomized fuel is deposited on a droplet separator, collected in the fuel sump, filtered and fed back to the cylinder. Rice. 1. Schematic of the laser diagnostics stand. The stand is equipped with equipment for measuring flow rates, pressures and temperatures of fuel and air. Fuel consumption G Т and fuel density are measured by KROHNE flow meter, air flow G В - by PROMASS flow meter. The pressure is measured by ADZ sensors. Digital photography is carried out with a Canon XL-H1 three-matrix color video camera. The optical part of the stand is equipped with equipment for laser measurements

8 spray quality and droplet speed based on the scattering of light by droplets. In this work, physical studies were carried out by the method of phase-Doppler anemometry (PDPA). 3. Results of experimental research. The tests were started with determining the flow rate characteristics of the front device along the fuel channel for kerosene and biofuel, as well as through the air supply channels to the module. Figures 2 and 3 show the graphs of the flow rate characteristics, where P T and P B mean the pressure drop of the fuel and air, respectively. Rice. 2. Diagram of the flow rate characteristic for the fuel channel.

Fig. 9 3. Diagram of the air flow rate through the module. To determine the characteristics of spraying, three main modes were investigated that simulate the operation of the combustion chamber in the modes of start-up, idle and cruise. The tests were carried out in an open space with a barometric pressure of P = 748 mm Hg. Art. and at an ambient temperature of 20 C. The spraying parameters were measured in cross section fuel-air torch at a distance of 30 mm from the cut of the air nozzle to the plane of the laser-optical knife with an interval of 5 mm. The experiments were carried out with the following operating parameters of the front-line module: When the TS-1 kerosene was supplied: 1. Pv = 3.0 kPa; Gw = 8.9 g / s; Gt = 1.0 g / s; Pt = 5.6 kPa; 2. Pw = 3.0 kPa; Gw = 8.9 g / s; Gt = 3.0 g / s; Pt = 23.6 kPa; 3. Pw = 20.0 kPa; Gw = 22.5 g / s; Gt = 0.25 g / s; Pt = 9.7 kPa;

10 When supplying model biofuel: 1. Pw = 3.0 kPa; Gw = 8.9 g / s; Gt = 1.0 g / s; Pt = 7.9 kPa; 2. Pw = 3.0 kPa; Gw = 8.9 g / s; Gt = 3.0 g / s; Pt = 7.9 kPa; 3. Pw = 20.0 kPa; Gw = 22.3 g / s; Gt = 0.25 g / s; Pt = 9.7 kPa; Illustrated photographs of spraying torches according to the operation modes of the front-line device for each type of fuel are shown in Figures 4 and 5. Pw = 3.0 kPa; Gt = 1 g / s Pw = 3.0 kPa; GT = 3 g / s

11 Pw = 20.0 kPa; GT = 0.25 g / s Fig. 4. Photographs of spray flares by modes for TS-1 kerosene. Pw = 3.0 kPa; Gt = 1 g / s Pw = 3.0 kPa; GT = 3 g / s

12 Pv = 20.0 kPa; GT = 0.25 g / s Fig. 5. Photographs of spray flares for biofuel modes. From the presented photographs we can say that visually the quality of kerosene spraying is much better than that of biofuels. The plume boundaries are clear, without the presence of large droplets on the periphery and a stable opening angle of the order. The distribution of droplets in the flow is fairly uniform, without the appearance of enriched zones. When a more viscous biofuel is supplied, the general appearance of the resulting aerosol, shown in the photographs, is inferior in the presence of large particles at the boundaries of the spray plume. More large drops fly along the peripheral border of the torch than for kerosene. The reason for this is the crushing process in the mixing chamber of the swirler, which cannot cope with a large volume of liquid with increased physical properties. Non-disintegrated particles in the swirling air stream are separated at the edge of the air nozzle, where a certain concentration is accumulated, and are thrown off to the border of the spray plume. However, such drops are crushed

13 already at a distance of one caliber from the swirler nozzle. This is due to the fact that the liquid stream at the outlet of the fuel nozzle forms a film that moves along the cylindrical part and begins to be crushed by the swirling high-speed air pressure, and the droplets that did not have time to disintegrate are separated and settle on large radii of the spray surfaces. A characteristic property for the presence of such droplets is an increased thickness of the formed fuel film, which for viscous biofuels exceeds more than 5 times compared to standard kerosene. Hence, the appearance of large particles at the boundaries of the flame, which are clearly observed with an increase in fuel consumption through the device. And with an increase in the pressure drop on the front part, large drops have time to be crushed in a larger volume of air. 4. Analysis of the results obtained. Let us consider the measured distribution curves of the flow characteristics behind the front module for each type of fuel. All spray characteristics were obtained under the same front module operating conditions. The main attention was paid to the influence of liquid viscosity and surface tension coefficient on the process of spraying, crushing and mixing with air. Also, with the chosen method of full pneumatic atomization of the liquid, the characteristic condition for the mixture formation efficiency is the AAFR parameter of the air flow rate to fuel, which should usually be at least 5.

14 When using more viscous fuels, the higher the value of this parameter, the more efficient the atomization process becomes, and the process of mixing fuel with air is homogenized. This method of pneumatic atomization is actively studied and used in world practice by leading aircraft engine-building corporations when developing new fronts for low-emission combustion chambers. Figures 6 and 7 show the graph of the distribution of the characteristics of the spray when the aviation kerosene TS-1 is supplied (averaging over the ensemble at a fixed point in space).

15 D10 (μm) D32 (μm) Z (mm) Z (mm) dpair = 3 kpa, Gt = 1 g / s dpair = 3 kpa, Gt = 3 g / s dpair = 20 kpa, Gt = 0.25 g / s Fig. 6. Diagrams of the distribution of the average (D 10) and average sauter (D 32) droplet diameters in the cross-section along the spray pattern for kerosene TS-1.

16 U (m / s) Cv * pow (10.5) 10 Z (mm) Z (mm) dpair = 3 kpa, Gt = 1 g / s dpair = 3 kpa, Gt = 3 g / s dpair. = 20 kPa, Gt = 0.25 g / s Fig. 7. Graphs of distribution of axial velocity (U) and fields of volumetric concentration of particle fluxes in the cross section along the diameter of the spray for kerosene TS-1.

17 The obtained distributions of aerosol dispersion show that the main difference when changing the flow rate ratios is manifested at the extreme points of the plume. In general, the spray pattern has a uniform and well-mixed structure. The droplets are uniformly distributed in the flow in size, and the Sautersky diameters D 32 averaged over the measurement plane for the modes are: 1 44.9 µm, 2 48.7 µm, 3 22.9 µm. On the axis of the device, a stable zone of reverse currents is formed in the range from 2.5 to 8.0 m / s at a pressure drop of 3 kPa, and the maximum value of the negative velocity reaches 12 m / s in the mode at Pw = 20 kPa, and the width is 20 mm. The level of parameters of such an aerosol will allow burning fuel in the combustion chamber of a gas turbine engine with high combustion efficiency and ensure a low level of harmful emissions. Now let us consider the characteristics of an aerosol when a more viscous liquid is supplied under similar conditions of the experiment being carried out. The graphs of dispersion, velocity and concentration of particles in the flow behind the burner are shown in Figures 8 and 9.

18 D10 (μm) D32 (μm) 100 Z (mm) Z (mm) dpair = 3 kpa, Gt = 1 g / s dpair = 3 kpa, Gt = 3 g / s dpair = 20 kpa, Gt = 0.25 g / s Fig. 8. Diagrams of the distribution of the average (D 10) and average sauter (D 32) diameter of droplets in the cross-section along the diameter of the spray pattern for model biofuel.

19 U (m / s) Cv * pow (10.5) 10 Z (mm) Z (mm) dpair = 3 kpa, Gt = 1 g / s dpair = 3 kpa, Gt = 3 g / s dpair. = 20 kpa, Gt = 0.25 g / s Fig. 9. Graphs of axial velocity distribution (U) and the field of volumetric concentration of particle fluxes in the cross section along the diameter of the spray pattern for model biofuel.

20 After comparative analysis from the presented graphs of the flow characteristics behind the front module, we see that when using an alternative fuel for the selected device with a pneumatic atomization method, the aerosol structure practically did not change. In terms of dispersion, the resulting aerosol is not inferior to kerosene, and in some places even better. Differences are observed in the density of droplet distribution at the flare periphery, where the bulk of large particles is concentrated. In the central zone, more small-sized particles were seeded than for TS-1. The measured average D 32 droplet size over the torch section for biofuel by modes is: 1 32 µm, 2 50 µm, 3 20 µm. The obtained average over the plane of measurement level of the dispersed characteristics of aerosol D 32 for model biofuel is 30% higher than D 32 for TC-1 in the starting mode of operation of the front module. In the other two modes with large AAFR values, the aerosol dispersion practically does not change. Since the properties of the test liquid mainly differ in viscosity, the distribution field of the particle velocity in the flow changed in the zone of reverse currents. The maximum negative speed remained only in two modes, and decreased to 5 m / s, and the separation zone width was from 6 mm to 9 mm. At high fuel flow rates (mode 2), the negative speed disappears and turns into a positive one and is 4 m / s. This is due to the deceleration of the air flow, the large droplets in it, which are larger in mass than kerosene droplets. In the zone

21 reverse currents are concentrated, mainly the smallest particles, which are in constant motion inside the cyclone. The energy of swirling air spent on crushing liquid droplets for crushing liquid droplets begins to be insufficient to generate a negative particle velocity in the zone of return currents from here and a decrease in this component for biofuel. At the same time, the maximum speed values did not change, and lie in the range from 10 m / s to 23 m / s. The droplets are uniformly distributed in the flow in size and across the spray pattern. 5. Conclusion. As a result of experimental studies on the influence of fluid parameters on the process of spraying and mixing fuel with air in a front-line pneumatic type device, the following conclusions can be drawn. 1. With the pneumatic method of spraying liquids with different properties, the viscosity has little effect on the dispersion of drops in the flow. The main parameter that affects the crushing process and droplet size is the surface tension coefficient. 2. When spraying alternative fuels of high viscosity, it is mainly reflected in the axial velocity field in the zone of reverse currents, but the general nature of the flow is not disturbed. Peak values

22, the velocities remain unchanged, but the stabilization zone narrows by half, and the maximum component of the negative velocity of particles in the flow is retained only at low liquid flow rates. 3. Pneumatic atomization of the liquid provides the required level of characteristics of the fuel-air flow, and can be used for the use of both oil and alternative fuels in the preparation of a homogeneous mixture and efficient combustion in the combustion chamber of modern and promising gas turbine engines. The experiments carried out made it possible to study the effect of the physical properties of liquid fuels on the characteristics of an aerosol in the pneumatic method of spraying a liquid. References 1. Environmental protection. Appendix 16 to the Convention on International Civil Aviation. Aircraft engine emissions, URL: y.pdf 2. Vasiliev A.Yu., Chelebyan OG, Medvedev R.S. Features of the use of biofuel mixture in combustion chambers of modern gas turbine engines // Bulletin of SSAU (41). C Liu, K., Wood, J. P., Buchanan, E. R., Martin, P., and Sanderson, V., Biodiesel as An Alternative Fuel in Siemens DLE Combustors: Atmospheric and

23 HighPressure Rig Testing, ASME Journal of Engineering for Gas Turbines and Power, Vol. 132, No. 1, Damskaya I.A., Raznoschikov V.V. Methods for determining new compositions of alternative fuels // Bulletin of the Moscow Aviation Institute T S Lefebvre A.H., Ballal D.R. Gas Turbine Combustion: Alternative Fuels and Emissions, 3rd ed., CRC Press, Siluyanova M.V., Popova T.V. Investigation of a heat exchanger for gas turbine engines of a complex cycle // Proceedings of the MAI, 2015, issue 80, URL: 7. Siluyanova MV, Popova TV. Development of a methodology for the design and calculation of a heat exchanger for gas turbine engines of a complex cycle // Proceedings of the MAI, 2016, issue 85, URL: 8. Dityakin Yu.F., Klyachko LA, Novikov BV, Yagodkin V.I. Spraying liquids. - M .: Mechanical engineering, p. 9. Laws of combustion / Under total. ed. Yu.V. Polezhaeva. - M .: Energomash, p. 10. Lefebvre A. Processes in the combustion chambers of the gas turbine engine. - M .; Mir, p. 11. Anna Maiorova, Aleksandr Vasil "ev and Oganes Chelebyan," Biofuels - Status and Perspective ", book edited by Krzysztof Biernat, ISBN, Published: September 30, 2015, ch.16, pp

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Contents INTRODUCTION ... 8 1 LITERATURE REVIEW AND ANALYSIS OF ENGINE PERFORMANCE INDICATORS WHEN USING ALTERNATIVE FUELS ... 10 1.1 Justification of the need to use alternative fuels in engines ...

UDC 66.041.45 MA Taimarov, AV Simakov DETERMINATION OF THE PARAMETERS OF THE TORCH STRUCTURE IN THE BOILER FURNACE WHEN BURNING OIL OIL Key words: igniter, direct-flow jet, swirling jet, burners. When burning

2 Using the CAE-system FlowVision to study the interaction of fluid flows in a centrifugal jet nozzle Elena Tumanova In this work, a numerical study was carried out using

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The proposed measures contribute to a decrease in the speed of movement of vehicles and its maintenance within the established limit on the investigated section (40 km / h). UDC 656 CAMERA SHAPE SELECTION

The relevance of this topic is due to the fact that a ship needs a large amount of fuel for its operation, which has a detrimental effect on the environment, since huge cargo ships annually emit millions of cubic meters of carbon dioxide into the atmosphere, causing tremendous damage to the atmosphere and bringing glaciers at the poles melting closer. Also due to unstable prices for petroleum products and limited stocks These fossils force engineers to constantly search for alternative fuels and energy sources.

Global shipping is a major source of environmental pollution, as world trade requires a huge amount of oil and other combustible materials for ships, but as more and more attention is paid to reducing CO2 emissions, it becomes clear that the time has come to make changes to the power plants, or even find a replacement for them.

Currently, within only one country, the consumption of motor fuels produced from oil can reach hundreds of millions of tons. At the same time, road and sea transport are one of the main consumers of petroleum products and will remain the main consumers of motor fuels for the period until 2040-2050.

Also a significant impetus to the development this issue is the fact that, in accordance with the requirements of the International Convention for the Prevention of Pollution from Ships, there is a systematic tightening of requirements for the content of oxides of sulfur, nitrogen and carbon, as well as particulate matter in emissions from ships. These substances cause enormous harm to the environment and are alien to any part of the biosphere.

The most stringent requirements are for Emission Control Areas (ECA). Namely:

Baltic and North Seas

Coastal waters of the USA and Canada

Caribbean Sea

· Mediterranean Sea

Coast of Japan

Strait of Malacca, etc.

Thus, the change in standards for emissions of sulfur oxide from ships in 2012 is 0% and 3.5% in special areas and worldwide, respectively. And by 2020, the norms for emissions of sulfur oxide from ships in these areas will likewise amount to 0%, and throughout the world will already be reduced to 0.5%. Hence, it is necessary to solve the problem of reducing chemical emissions of harmful substances into the atmosphere by ship power plants and to search for new, more "friendly" types of fuel or energy for the latter to be used on ships.

To address these issues, it is proposed to introduce innovations in two different directions:

1) The use of new, more environmentally friendly and economical types of fuel in the operation of ships;

2) Refusal from the fuel we are used to in favor of using the energy of the sun, water, wind.

Let's consider the first way. The main types of alternative fuels are as follows:

Biodiesel is a fossil fuel produced from oil crops.

The price of branded biodiesel is about twice the price of conventional diesel fuel. Studies carried out in 2001/2002 in the USA showed that when the fuel contains 20% biodiesel, the content of harmful substances in exhaust gases increases by 11% and only the use of pure biodiesel reduces emissions by 50%;

Alcohols are organic compounds containing one or more hydroxyl compounds directly bonded to a carbon atom. Alcohols are prohibited as low flash point fuels;

Hydrogen is the only fuel whose combustion product is not carbon dioxide;

It is used in internal combustion engines in pure form or as an additive to liquid fuel... The dangers of storing it on board and the expensive equipment for such use make given view fuel completely not promising for ships;

The water-fuel emulsion is produced on the ship in a special installation - this saves fuel, reduces nitrogen oxide emissions (up to 30% depending on the water content in the emulsion), but does not significantly affect sulfur oxide emissions;

Liquefied and compressed combustible gases make it possible to completely eliminate the emissions of sulfur and particulate matter into the atmosphere, drastically reduce emissions of nitrogen oxides by 80%, and significantly reduce emissions of carbon dioxide by 30%.

Thus, it can be argued that the only new type of fuel, the use of which significantly affects the environmental performance of marine engines, is natural gas.

Let's move on to considering the second way. Wind and sun are the most abundant energy sources on earth. Many organizations offer all kinds of projects to implement them in everyday life.

In international practice, there are already several completed and still unrealized projects of ships using wind and solar energy for their navigation.

In an effort to reduce the fuel consumption of large merchant marine vessels in the world's oceans, a group from the University of Tokyo developed the Wild Challenger project.

Using giant retractable sails that measure 50 meters high and 20 meters wide, annual expense fuel can be reduced by almost 30 percent. For maximum thrust, the sails are individually steered and each sail is telescopic with five tiers, allowing them to be folded when the weather gets rough. The sails are hollow and curved, made of aluminum or reinforced plastic, which makes them look more like wings. Computer simulations as well as wind tunnel tests have shown that the concept is capable of working even in a crosswind. Thus, the "Wind Challenger" project can really become the development of the next generation economical vessels.

Eco Marine Power has developed a project “ Aquarius", Which means" Aquarius "in translation. A feature of this project is the use of solar panels as a sail.

Such sails even received their own name "hard sail". They will become part of a major project that will allow ships to use alternative energy sources without any problems while at sea, in the roadstead and in the port. Each panel sail will automatically change position using computer control, which is being developed by a Japanese company " KEI System Pty Ltd". The panels can also be removed in adverse weather conditions.

The latest advancement in solar technology means that a combination of solar panels and sails can now be used, and this fact infers this project to the forefront in the development of modern shipbuilding.

System " Aquarius»Is designed in such a way that it does not require much attention on the part of the ship's crew and is relatively easy to install. The materials from which the rigid sail and other system components are made are recycled.

System " Aquarius»Will become attractive for investment by shipping companies and ship operators, due to the quick payback of the project.

It can be concluded that both of these paths are designed to solve the same problems. The implementation of these projects has a significant impact on global shipping, contributing to a significant reduction in environmental pollution and reducing fuel and maintenance costs. What to choose is everyone's business. An easier way for implementation is the use of economical fuel, since this technology does not require a complete replacement of the fleet, but can be used on existing ships, but still a certain level of fuel costs and emissions of harmful substances into the atmosphere remains. The choice in favor of the construction of ships that use alternative energy sources in their operation, on the one hand, requires a complete replacement of the fleet, but on the other hand, eliminates fuel costs and significantly reduces different kinds environmental pollution.

Literature

1. Sokirkin V.A. International maritime law: textbook / Sokirkin V.A.,

Shitarev V.S. - M: International relationships, 2009 .-- 384 p.

2. Shurpyak V.K. The use of alternative types of energy and alternative

fuels on sea vessels [Electronic resource]. - Document access mode:

http://www.korabel.ru/filemanager

3. Ships of the future [electronic resource]. - Document access mode:

http://korabley.net/news/korabli_budushhego/2010-04-05-526

4. Economical ships are possible [electronic resource]. - Access mode to

document: http: //korabley.net/news/ehkonomichnye_suda_vozmozhny/2014-01-06-

5. Alternative system "Aquarius" can change sea transportation

[electronic resource]. - Document access mode: http://shipwiki.ru/sovremennye_korabli/na_ostrie_progressa/alternativnaya_sistema_emp_aquarius.html

Over the past twenty years, the automotive industry has made tremendous strides in reducing pollutants in exhaust gases. The ban on the use of leaded gasoline, the use of catalytic converters for exhaust gases and modern internal combustion engine power systems, have significantly reduced the harmful effects of road transport on the environment and human health.
During the operation of automobile internal combustion engines, not only toxic gases are emitted into the atmosphere, but also carbon dioxide (CO 2).
The engines of modern cars have become more fuel efficient, and this has led to a decrease in carbon dioxide emissions. The use of alternative fuels also contributes to both the reduction of pollutants in the exhaust gases and the reduction in the amount of carbon dioxide.
Liquefied petroleum gases(LPG - Liquefied Petroleum Gas) make it possible to reduce the content of harmful substances in the exhaust gases and at the same time to reduce the amount of СО 2 released during the operation of the internal combustion engine by about 10%.
Compressed natural gas(CNG - Compressed Natural Gas) is an alternative fuel that can be used in spark-ignited internal combustion engines and diesels. To be used as fuel in an internal combustion engine, it must be compressed to a high pressure in order to occupy a smaller volume. This gas can be transported in high pressure cylinders. When used as a fuel, it provides a reduction in emissions of harmful substances into the atmosphere.
Methanol(Methanol) is an alcoholic fuel obtained in the process of refining petroleum or coal. When methanol is used as a fuel for an internal combustion engine, the level of carbon dioxide in the exhaust gases is reduced by 5% compared to gasoline. However, to obtain the same power, it takes twice as much fuel as when using gasoline.
Ethanol(Ethanol) - alcoholic fuel obtained from plants such as corn, sugarcane, etc., has about the same properties as methanol and produces less nitrogen oxides when burned and 4% less carbon dioxide than gasoline. The exhaust gases of an internal combustion engine running on ethanol contain harmful aldehydes that have an unpleasant odor, irritate the mucous membranes of the human body and cannot be eliminated using catalytic converters.
Hydrogen(H2) is a combustible gas that, when burned, combines with oxygen to form water. Hydrogen is the most promising alternative to hydrocarbon fuels. Hydrogen is also a promising fuel for use in fuel cell propulsion systems.
The listed alternative fuels can, in some cases, be used for automobile engines. Many car manufacturers have in their program the production of vehicles that can use alternative fuels. The most common cars are those that can use LPG or natural compressed gas along with gasoline.

Mini Cooper, Hydrogen Powered

The engines of the BMW 750hL and Mini Cooper Hydrogen test vehicles are equipped with an injection system of liquid and cooled hydrogen, which is mixed with air in the intake manifold. This approach makes it possible to improve the filling of ICE cylinders with a fuel-air mixture and to minimize environmental pollution.
The use of alternative types of automotive fuels may somewhat slow down the prospect of depleting world oil reserves, but does not completely solve this problem. Therefore, most of the world's leading car manufacturers are now closely engaged in the development of power plants where alternative energy sources are used.

Due to the presence on a large ship of several power plants, for example, a main engine, a diesel generator for generating electricity, a boiler for producing hot water and steam, marine fuel can be presented in several types at once.

Moreover, the main engine of a sea vessel is often powered by not one, but two or more types of fuel alternately. This is due to the fact that there are zones of special control of sulfur emissions in the ocean - the North and Baltic Seas, the Atlantic and Pacific coasts of the USA and Canada.

When approaching them, the engines are switched to diesel fuel with a low sulfur content. The same technique is used before performing maneuvers in which you have to frequently change engine modes. After leaving the port, diesel fuel is replaced with fuel oil, on which the ship passes the main part of the route.

Fuel types for shipping

The main types of fuel for ships today are:

diesel fuel;
high-viscosity marine fuels;
other types (KST - a component of marine fuel from gas condensate, oil gas turbine TG and TGVK, LNG - liquefied natural gas, etc.)

Diesel and low-viscosity fuels are classified as light oil products. They differ from each other in cost (SMT is much cheaper), as well as in technical characteristics.

CMT contains more sulfur (from 0.5 to 1.5% versus 0.01%), has a lower cetane number (40 versus 45). The main benefit when replacing diesel fuel with low-viscosity is the low cost of the latter, as well as the fact that, in the absence of sulfur, special expensive additives must be introduced into diesel fuel to maintain lubricating properties.

High-viscosity types of marine diesel fuel belong to the dark grades of petroleum products. They are cheaper than light ones, therefore they are widely used for shipping. They are subdivided into light, heavy and super heavy. These types include naval fuel oils F-5 and F-12, heating oils M-40 and M-100, marine fuel IFO-30, IFO-180, IFO-380. They are produced by mixing residual oil products with diesel fractions. Dark grades are used in low-speed and medium-speed engines.

On storage and preparation of marine fuel

For storage of fuel on board, fuel bunkers are used, located next to the engine room. A large ship can consume up to 40 tons of fuel per day, but excess fuel, with the exception of an emergency supply in case of storms, is not taken on the voyage, since it creates ballast and reduces the vessel's payload. The dead fuel supply on the ship is also referred to ballast - the remains in the bunkers below the intake pipes.

Before use, fuel oils are often subjected to special preparation operations. They consist of:

In heating the fuel mass of cold fuel oil, which has lost its fluidity, by adding hot fuel oil to the tank. Heating is carried out in tanks equipped with special heating systems.
Cleaning by settling or separation in special ship installations; these processes separate dirt, solids and water. The cleaned fuel will wear out the engines less, so the cleaning units pay off with interest.

Today, there are many grades of diesel and other types of fuel used for the ship. To avoid mistakes in purchases, try to purchase fuel and lubricants only from trusted suppliers.

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