ABSTRACT

The purpose of this study is to investigate lifecycle-based environmental pollution cost analyses of a spark ignition engine fueled with a methanol-gasoline blend. In this respect, the experiments are performed at partial loads such as 25 Nm, 50 Nm, 75 Nm, 100 Nm, and full load, whereas lambda and engine speed values are constant at λ = 1 and 2000 rpm, respectively. According to calculated results, lifecycle-based environmental pollution cost analyses are considerably varying from each other. The lowest specific environmental pollution cost and total environmental pollution cost values are 3.893 US cent/kWh and $17,903.89 for methanol-gasoline test fuel at 50 Nm, respectively. In contrast to these, the lowest lifecycle specific environmental pollution cost and the lifecycle-based on total environmental pollution cost values are found to be 5.161 US cent/kWh and $13,786 for gasoline at 100 Nm and full engine load, respectively. The methanol-gasoline test fuel has higher values than gasoline in lifecycle-based specific and total environmental pollution cost at all engine loads. For instance, the average value of lifecycle-based specific and total environmental pollution cost for five loads increased by 11.63% and 11.54% because of methanol addition, respectively. Furthermore, the methanol-gasoline test fuel has longer payback, environmental payback and lifecycle-based environmental payback period values than gasoline at all engine loads. In this respect, the average value of payback, environmental payback, and lifecycle-based environmental payback period values increased by 6.65%, 6.70%, and 19.05% with the addition of methanol. The lowest system total payback period, environmental payback period and lifecycle-based environmental payback period periods are 11.66, 4.646, and 6.15 years for gasoline at full load, 50 Nm, and 100 Nm, respectively. In addition, the optimum engine load, lifecycle-based environmental pollution cost and payback period values found to be 56.48 Nm, $27,850.55, 6.42 year, for gasoline, while 54.95 Nm, $30,138.12, 7.71 year for the MG20, respectively. Interestingly, considering all the results, gasoline usually emerges as a more promising fuel in the lifecycle-based environmental pollution costs than the methanol-gasoline test fuel at all engine loads.

摘要

本研究的目的是调查以甲醇-汽油混合物为燃料的火花点火发动机的基于生命周期的环境污染成本分析。在这方面，实验是在部分负载（例如 25 Nm、50 Nm、75 Nm、100 Nm 和全负载）下进行的，而 lambda 和发动机速度值分别在 λ = 1 和 2000 rpm 时保持不变。根据计算结果，基于生命周期的环境污染成本分析彼此差异很大。最低的特定环境污染成本和总环境污染成本值分别为 3.893 美分/千瓦时和 17,903.89 美元，分别为 50 Nm 的甲醇-汽油测试燃料。与这些相比，最低的生命周期特定环境污染成本和基于生命周期的总环境污染成本值为 5。汽油在 100 Nm 和发动机满载时分别为 161 美分/千瓦时和 13,786 美元。在所有发动机负载下，甲醇汽油测试燃料在基于生命周期的特定和总环境污染成本方面比汽油具有更高的价值。例如，由于甲醇的加入，5 个负荷的基于生命周期的特定环境污染成本和总环境污染成本的平均值分别增加了 11.63% 和 11.54%。此外，在所有发动机负载下，甲醇-汽油测试燃料比汽油具有更长的回收期、环境回收期和基于生命周期的环境回收期值。在这方面，加入甲醇后，回收率、环境回收率和基于生命周期的环境回收期值的平均值分别增加了 6.65%、6.70% 和 19.05%。最低的系统总投资回收期，汽油满负荷、50 Nm 和100 Nm 的环境回收期和基于生命周期的环境回收期分别为11.66、4.646 和6.15 年。此外，最佳发动机负载、基于生命周期的环境污染成本和投资回收期值发现，汽油分别为 56.48 牛米、27,850.55 美元、6.42 年，而 MG20 分别为 54.95 牛米、30,138.12 美元和 7.71 年。有趣的是，考虑到所有结果，在所有发动机负载下，汽油通常比甲醇汽油测试燃料在基于生命周期的环境污染成本中成为更有前途的燃料。基于生命周期的环境污染成本和回收期价值发现，汽油为 56.48 牛顿米、27,850.55 美元、6.42 年，而 MG20 分别为 54.95 牛顿米、30,138.12 美元和 7.71 年。有趣的是，考虑到所有结果，在所有发动机负载下，汽油通常比甲醇汽油测试燃料在基于生命周期的环境污染成本中成为更有前途的燃料。基于生命周期的环境污染成本和回收期价值发现，汽油为 56.48 牛顿米、27,850.55 美元、6.42 年，而 MG20 分别为 54.95 牛顿米、30,138.12 美元和 7.71 年。有趣的是，考虑到所有结果，在所有发动机负载下，汽油通常比甲醇汽油测试燃料在基于生命周期的环境污染成本中成为更有前途的燃料。