Abstract In this study, the ABE was firstly mixed with the pure gasoline, and stored in different containers to make the different sample fuels (referred as ABE10, ABE20, and ABE30). Then, the effects of the ABE ratio, spark timing and lambda were comprehensively investigated on the performance and emissions characteristics of the high-speed SI engine. The results indicated that the high-speed SI engine fuelled with ABE30 boasted the largest power, and followed by ABE20 and ABE10, while the pure gasoline generated the lowest output power. The lean-burn limitation of the high-speed SI engine was greatly extended with increased the ABE ratio in the gasoline. Specifically, an extra 11.7% output power was obtained when the high-speed SI engine fuelled with ABE30 compared the pure gasoline. In addition, the higher ABE ratio in the ABE/gasoline blends yielded higher laminar flame speed of the ABE/gasoline, which increased the combustion rate and reduced the flame quenching distance near the cold wall, and thereby extending the lean-burn limitation. Apart from that, the NO emission formation was sensitive to the spark timing, and reached a peak value at the stoichiometric air/fuel ratio. The formation of CO and HC emissions did not show a strong relationship with the spark timing, and achieved a minimum value at the stoichiometric air/fuel ratio. Last, the NO emission formation dramatically decreased with increasing the ABE ratio in the ABE/gasoline blends, since the charge cooling effect reduced the in-cylinder peak combustion temperature.

中文翻译：

---

丙酮-丁醇-乙醇 (ABE)、火花正时和 λ 对高速 SI 发动机性能和排放特性影响的实验研究

摘要 本研究首先将ABE与纯汽油混合，并储存在不同的容器中制成不同的样品燃料（分别称为ABE10、ABE20和ABE30）。然后，综合研究了 ABE 比、火花正时和 λ 对高速 SI 发动机性能和排放特性的影响。结果表明，以ABE30为燃料的高速SI发动机功率最大，其次是ABE20和ABE10，而纯汽油的输出功率最低。随着汽油中 ABE 比的增加，高速 SI 发动机的稀薄燃烧限制大大扩展。具体而言，以ABE30为燃料的高速SI发动机与纯汽油相比，获得了额外11.7%的输出功率。此外，ABE/汽油混合物中较高的 ABE 比产生较高的 ABE/汽油层流火焰速度，这增加了燃烧速率并缩短了冷壁附近的火焰淬灭距离，从而延长了稀薄燃烧限制。除此之外，NO 排放形成对火花正时敏感，并在化学计量空燃比下达到峰值。CO 和 HC 排放的形成与点火正时没有很强的关系，并且在化学计量空燃比下达到最小值。最后，随着 ABE/汽油混合物中 ABE 比的增加，NO 排放形成显着减少，因为充气冷却效应降低了缸内峰值燃烧温度。提高了燃烧速度，缩短了冷壁附近的熄火距离，从而延长了贫燃极限。除此之外，NO 排放形成对火花正时敏感，并在化学计量空燃比下达到峰值。CO 和 HC 排放的形成与点火正时没有很强的关系，并且在化学计量空燃比下达到最小值。最后，随着 ABE/汽油混合物中 ABE 比的增加，NO 排放形成显着减少，因为充气冷却效应降低了缸内峰值燃烧温度。提高了燃烧速度，缩短了冷壁附近的熄火距离，从而延长了贫燃极限。除此之外，NO 排放形成对火花正时敏感，并在化学计量空燃比下达到峰值。CO 和 HC 排放的形成与点火正时没有很强的关系，并且在化学计量空燃比下达到最小值。最后，随着 ABE/汽油混合物中 ABE 比的增加，NO 排放形成显着减少，因为充气冷却效应降低了缸内峰值燃烧温度。并在化学计量空燃比下达到峰值。CO 和 HC 排放的形成与点火正时没有很强的关系，并且在化学计量空燃比下达到最小值。最后，随着 ABE/汽油混合物中 ABE 比的增加，NO 排放形成显着减少，因为充气冷却效应降低了缸内峰值燃烧温度。并在化学计量空燃比下达到峰值。CO 和 HC 排放的形成与点火正时没有很强的关系，并且在化学计量空燃比下达到最小值。最后，随着 ABE/汽油混合物中 ABE 比的增加，NO 排放形成显着减少，因为充气冷却效应降低了缸内峰值燃烧温度。