氨氢融合燃料内燃机排放特性与近零排放控制

doi:10.3969/j.issn.1674-8484.2025.03.001

摘要/Abstract

摘要：

在全球化石能源消耗与气候变化引发的碳减排需求和能源低碳化与零碳化转型的背景下，氨氢融合燃料内燃机(ICEs)因其零碳排放潜力成为交通运输领域的关注热点和重要研究方向之一。氨燃料具有高携氢能量密度、易储运和高抗爆性等优势，但其燃烧速度低，燃料含氮特性使其污染物排放具有高氮氧化物（NO_x）、未燃氨（NH₃）和氧化亚氮（N₂O）的特点，在内燃机领域的氨氢融合燃料燃烧优化与近零排放控制是一项全新研究，面临艰巨的挑战。本文综述了氨氢融合燃料内燃机的排放特性及近零排放控制技术的最新研究进展。首先，在排放机理方面，氨燃料燃烧过程中NO_x的生成路径复杂，受当量比、压力和温度等因素影响，早期的机理研究主要聚焦在低压和中高温范围，但与内燃机高压高温差距较大，是当前研究的重点。其次，缸内污染物生成与控制是降低排放的重要措施，通过优化燃料喷射策略、点火时刻和进气条件，能够有效平衡污染物排放与热效率关系。研究表明，氨氢融合，即氢气助燃可提升燃烧效率，减少未燃氨和N₂O排放，但会增加NO_x生成。最后，缸外后处理技术是实现近零排放的关键。由于氨氢燃料燃烧排放的特殊性，需要开发全新的专用后处理系统，包括选择性催化还原（SCR）技术处理NO_x，氨泄漏氧化催化器（ASC）和针对高温室效应的N₂O抑制生成与还原的新型催化剂。此外，氢气选择性催化还原（H₂-SCR）技术为处理氨氢发动机中的氢气排放提供了新思路。未来研究需进一步优化缸内燃烧与后处理系统的协同控制，开发低温高效催化剂，并探索组合式后处理方案，以满足日益严格的排放法规和近零排放。氨氢融合燃料内燃机在实现碳中和目标中具有广阔应用前景，但其广泛应用仍需解决包括排放控制等技术瓶颈问题。

关键词: 氨氢燃料, 内燃机（ICEs）, 排放特性, 近零排放控制, 缸内燃烧控制, 专用后处理系统

Abstract:

Facing to the background of global efforts to reduce carbon emissions and transition toward low- and zero-carbon energy systems in response to climate change, ammonia-hydrogen internal combustion engines have emerged as a promising and increasingly studied solution in the transportation sector due to their potential for zero carbon emissions. Ammonia offers several advantages as a fuel, including high hydrogen energy density, ease of storage and transport, and excellent anti-knock properties. However, its inherently slow combustion characteristics and nitrogen-containing nature bring significant challenges, particularly in terms of high nitrogen oxide (NO_x), unburned ammonia (NH₃), and nitrous oxide (N₂O) emissions. Optimizing the combustion process of ammonia-hydrogen fuels and achieving near-zero emissions in internal combustion engines (ICEs) are relatively new research areas that presents formidable technical challenges.

This paper reviews the latest research developments in the emission characteristics and near-zero emission control strategies for ammonia-hydrogen fueled ICEs. First, in terms of emission mechanisms, NO_x formation during ammonia combustion is governed by complex pathways and is highly sensitive to equivalence ratio, pressure, and temperature. Earlier mechanistic studies focused primarily on low-pressure and medium-to-high temperature conditions, which differ significantly from the high-pressure, high-temperature environments of modern engines, highlighting a current gap in research. Second, in-cylinder pollutant formation and control remain key to emission reduction. In-cylinder control techniques, including optimization of fuel injection strategies, ignition timing, and intake conditions can effectively balance the relationship between emissions and thermal efficiency. Studies have shown that hydrogen enrichment can improve combustion efficiency and reduce NH₃ and N₂O emissions, though it may increase NO_x formation. Lastly, aftertreatment technologies are critical to achieving near-zero emissions. Due to the unique characteristic of emissions from ammonia-hydrogen combustion, new dedicated aftertreatment systems are required. These include selective catalytic reduction (SCR) for NO_x, ammonia slip catalysts (ASC), and strategies for addressing high global warming potential gases such as N₂O. Additionally, hydrogen-selective catalytic reduction (H₂-SCR) offers a novel pathway for mitigating hydrogen-related emissions in such engines. Future researches should focus on the synergistic optimization of in-cylinder combustion and specific aftertreatment systems, the development of low-temperature, high-efficiency catalysts, and the exploration of integrated aftertreatment solutions to meet increasingly stringent emission regulations and approach near-zero emissions. While ammonia-hydrogen dual-fuel ICEs hold significant promise in achieving carbon neutrality, their widespread adoption will require overcoming several technical challenges, particularly in emission control.

Key words: ammonia/hydrogen fuel, internal combustion engines (ICEs), emission characteristics, near-zero emission control, in-cylinder combustion control, specific after-treatment system

中图分类号:

TK467.1+4

李理光, 商权波, 唐泳健, 邓俊. 氨氢融合燃料内燃机排放特性与近零排放控制[J]. 汽车安全与节能学报, 2025, 16(3): 345-366.

LI Liguang, SHANG Quanbo, TANG Yongjian, DENG Jun. Review on the emission characteristics and near-zero emission control for ammonia-hydrogen internal combustion engines[J]. Journal of Automotive Safety and Energy, 2025, 16(3): 345-366.

图/表 20

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燃料种类	燃烧影响	排放影响
氢气	提高循环热效率以及功率	无碳排放，NO_x排放与化石燃料相近
天然气	减小峰值压力	增大NO_x、NH₃排放，减小CO₂排放
汽油	提升功率，减小峰值压力	增大NO_x、NH₃排放，减小CO₂排放
柴油	显著提升扭矩	减小HC、CO₂，减小NO_x(氨的掺混比例小于70%)
DME	扩大发动机载荷限制	增大HC、CO、NO_x排放

燃料种类	燃烧影响	排放影响
氢气	提高循环热效率以及功率	无碳排放，NO_x排放与化石燃料相近
天然气	减小峰值压力	增大NO_x、NH₃排放，减小CO₂排放
汽油	提升功率，减小峰值压力	增大NO_x、NH₃排放，减小CO₂排放
柴油	显著提升扭矩	减小HC、CO₂，减小NO_x(氨的掺混比例小于70%)
DME	扩大发动机载荷限制	增大HC、CO、NO_x排放

作者	催化剂	测试条件	NO转化效率
WANG Fei等^[71]	Pt-Fe/ZSM-5	500×10^-6 NO，500×10^-6 NH₃，10% O₂，5% H₂O，SV = 140 000 h^-1	> 90% (190~300 ℃)
WANG Yuhang等^[72]	Ce/Fe/WUiO-66-derived	500×10^-6 NH₃，500×10^-6 NO，200×10^-6 SO₂， 30 000 h^-1	> 80% (250~450 ℃)
QIN Guozhen等^[73]	MIL-101(Fe)-derived	500×10^-6 NH₃，500×10^-6 NO，30 000 h^-1	80% @210 ℃
SONG Kunli等^[74]	Mn-Fe-BTC	500×10^-6 NH₃，500×10^-6 NO，36 000 h^-1	60~270 ℃，> 80%
SONG Kunli等^[75]	TEOS&Mn-BTC	500×10^-6 NH₃，500×10^-6 NO，72 000 h^-1	60~330 ℃，> 80%，提升N₂的选择敏感性
SONG Kunli等^[76]	IPA-Mn-BTC	500×10^-6 NH₃，500×10^-6 NO，36 000 h^-1，6% H₂O	60~230 ℃，> 80 %，提升了水热老化性能
JIA Yang等^[77]	Cu-BTC-derived	500×10^-6 NH₃，500×10^-6 NO，40 000 h^-1	270~390 ℃，> 80%
S. Katarzyna等^[78]	Mn-HKUST-1	1 000×10^-6 NH₃，1 000×10^-6 NO，13 360 h^-1	185 ℃，60%

作者	催化剂	测试条件	NO转化效率
WANG Fei等^[71]	Pt-Fe/ZSM-5	500×10^-6 NO，500×10^-6 NH₃，10% O₂，5% H₂O，SV = 140 000 h^-1	> 90% (190~300 ℃)
WANG Yuhang等^[72]	Ce/Fe/WUiO-66-derived	500×10^-6 NH₃，500×10^-6 NO，200×10^-6 SO₂， 30 000 h^-1	> 80% (250~450 ℃)
QIN Guozhen等^[73]	MIL-101(Fe)-derived	500×10^-6 NH₃，500×10^-6 NO，30 000 h^-1	80% @210 ℃
SONG Kunli等^[74]	Mn-Fe-BTC	500×10^-6 NH₃，500×10^-6 NO，36 000 h^-1	60~270 ℃，> 80%
SONG Kunli等^[75]	TEOS&Mn-BTC	500×10^-6 NH₃，500×10^-6 NO，72 000 h^-1	60~330 ℃，> 80%，提升N₂的选择敏感性
SONG Kunli等^[76]	IPA-Mn-BTC	500×10^-6 NH₃，500×10^-6 NO，36 000 h^-1，6% H₂O	60~230 ℃，> 80 %，提升了水热老化性能
JIA Yang等^[77]	Cu-BTC-derived	500×10^-6 NH₃，500×10^-6 NO，40 000 h^-1	270~390 ℃，> 80%
S. Katarzyna等^[78]	Mn-HKUST-1	1 000×10^-6 NH₃，1 000×10^-6 NO，13 360 h^-1	185 ℃，60%

作者	催化剂	T₉₀ / ℃	N₂选择性/ %	反应条件
WANG Zhong等^[82]	Ag / ZSM-5	110	75	1000×10^-6 NH₃，10 vol% O₂，35 000 h^-1空速
SUN Mengmeng等^[83]	Pt Cu / ZSM-5	245	77	180×10^-6 NH₃，8 vol% O₂，100 000 h^-1空速
孙萌萌等^[84]	FeCu / ZSM-5	350	>90	2×10^-8 NH₃，10% O₂，8% CO₂，100 000 h^-1
G-K. King等^[85]	Fe-ZSM-5	500	98	0.5 vol% NH₃，2.5 vol% O₂，40 ml/min总流速，0.1 g催化剂
ZHANG Tao等^[86]	Cu-SSZ-13	200	95	500×10^-6 NH₃，5 vol% O₂，200 ml/min总流速，160 000 h^-1空速
M. Rutkowska等^[87]	FeCr / Beta	400	>90	0.5 vol% NH₃，2.5vol% O₂，40 ml/min 总流速，空速24 L·(h·g)^-1
LIN Mingyue等^[88]	Au / Nb₂O₅	245	95	50×10^-6 NH₃，20% O₂，总流量100 ml/min
S. Sachi等^[89]	Pt / Al₂O₃	250	50	0.5% NH₃，5% O₂，66 000 h^-1