As fossil fuels continue to be extracted and used, issues such as environmental pollution and energy scarcity are surfacing. For the transportation industry, the best way to achieve the goal of “carbon neutrality” is to research efficient power systems and develop new alternative fuels. As the world’s largest product of chemicals, ammonia is a new renewable fuel with good combustion energy. It can be used as an alternative fuel to reduce carbon emissions because of its proven production process, low production and transportation costs, safe storage, the absence of carbon-containing compounds in its emissions, and its future recyclability. This paper firstly introduces the characteristics of ammonia fuel engine and its problems; then it summarizes the effects of various ammonia-blended fuels on the combustion and emission characteristics of the engine from the combustion problem of ammonia-blended engine; then the fuel storage of ammonia-blended hydrogen is discussed, the feasibility of hydrogen production instead of hydrogen storage is introduced.

There are still many unsolved mysteries in the thermal decomposition process of urea. This paper studied the thermal decomposition process of urea at constant temperatures by the thermal gravimetric–mass spectrometry analysis method. The results show that there are three obvious stages of mass loss during the thermal decomposition process of urea, which is closely related to the temperature. When the temperature was below 160 °C, urea decomposition almost did not occur, and molten urea evaporated slowly. When the temperature was between 180 and 200 °C, the content of biuret, one of the by-products in the thermal decomposition of urea, reached a maximum. When the temperature was higher than 200 °C, the first stage of mass loss was completed quickly, and urea and biuret rapidly broke down. When the temperature was about 240 °C, there were rarely urea and biuret in residual substance; however, the content of cyanuric acid was still rising. When the temperature was higher than 280°C, there was a second stage of mass loss. In the second stage of mass loss, when the temperature was higher than 330 °C, mass decreased rapidly, which was mainly due to the decomposition of cyanuric acid. When the temperature was higher than 380 °C, the third stage of mass loss occurred. However, when the temperature was higher than 400 °C, and after continuous heating was applied for a sufficiently long time, the residual mass was reduced to almost zero eventually.

Compared to diesel, liquefied natural gas (LNG), often used as an alternative fuel for marine engines, comes with significant advantages in reducing emissions of particulate matter (PM), SO_x, CO₂, and other pollutants. Promoting the use of LNG is of great significance for achieving carbon peaking and neutrality worldwide, as well as improving the energy structure. However, compared to diesel engines, medium- and high-speed marine LNG engines may produce higher methane (CH₄) emissions and also have nitrogen oxide (NO_x) emission issues. For the removal of CH₄ and NO_x from the exhaust of marine LNG engines, the traditional technical route of combining a methane oxidation catalyst (MOC) and an HN₃ selective catalytic reduction system (NH₃-SCR) will face problems, such as low conversion efficiency and high operation cost. In view of this, the technology of non-thermal plasma (NTP) combined with CH₄-SCR is proposed. However, the synergistic mechanism between NTP and catalysts is still unclear, which limits the optimization of an NTP-CH₄-SCR system. This article summarizes the synergistic mechanism of NTP and catalysts in the integrated treatment process of CH₄ and NO_x, including experimental analysis and numerical simulation. And the relevant impact parameters (such as electrode diameter, electrode shape, electrode material, and barrier material, etc.) of NTP reactor energy optimization are discussed. The work of this paper is of great significance for guiding the high-efficiency removal of CH₄ and NO_x for an NTP-CH₄-SCR system.

For spark ignition and compression ignition ammonia engines, a typical approach to ensure stable operation involves the blending of ammonia with hydrogen and diesel, respectively. For the ammonia/hydrogen fuel, in this study a comprehensive comparison was conducted firstly for the differences among existing chemical mechanisms according to the experimental data of ignition, oxidation, and flame propagation. The result indicates that the current reaction mechanisms for ammonia/hydrogen fuel exhibit high prediction accuracy only within limited condition ranges. Subsequently, considering the completeness of combustion reaction pathways for ammonia/hydrogen fuel, a chemical mechanism of ammonia and ammonia/hydrogen fuel was developed and optimized in this study, and the comprehensive validation demonstrates the accuracy of the developed mechanism. On this basis, the ammonia mechanism was integrated with the detailed n-heptane mechanism to derive a mechanism for ammonia/diesel fuel that includes 1351 species and 6227 reactions. The good performance of this mechanism was demonstrated in terms of the experimental data of ignition and oxidation. In addition, the ignition sensitivity and reaction pathways of ammonia/hydrogen fuel were investigated based on the constructed mechanism, and the significance of C₃–C₇/N reactions was also analyzed for the ammonia/diesel fuel ignition process.

Driven by dual-carbon targets, marine engines are accelerating their transition towards low-carbon and zero-carbon. Ammonium–hydrogen fusion fuel is considered to be one of the most promising fuels for ship decarbonization. Using non-thermal plasma (NTP) catalytic ammonia on-line hydrogen production technology to achieve hydrogen supply is one of the most important means to guarantee the safety and effectiveness of hydrogen energy in the storage and transportation process. However, the efficiency of ammonia catalytic hydrogen production can be influenced to some extent by the presence of several factors, and the reaction mechanism is complex under the conditions of ship engine temperature emissions. This makes it difficult to realize the precise control of plasma catalytic hydrogen production from ammonia technology under temperature emission conditions, thus restricting an improvement in the ammonia conversion rate. In this study, a kinetic model of hydrogen production from ammonia catalyzed by NTP was established. The influencing factors (reaction temperature, pressure, N₂/NH₃ ratio in the feed gas) and mechanism path of hydrogen production from ammonia decomposition were explored. The results show that the increase in reaction temperature will lead to an increase in the ammonia conversion rate, while the ammonia conversion rate will decrease with the increase in reaction pressure and N₂/NH₃ ratio. When the reaction temperature is 300 K, the pressure is 1 bar, the feed gas is 98%N₂/2%NH₃, and the ammonia conversion rate is 16.7%. The reason why the addition of N₂ is conducive to the hydrogen production from NH₃ decomposition is that the reaction N₂(A3) + NH₃ => N₂ + NH₂ + H, triggered by the electron excited-state N₂(A3), is the main reaction for NH₃ decomposition.

1-Methylnaphthalene is a critical component for constructing fuel surrogates of diesel and aviation kerosene. However, the reaction pathways of 1-methylnaphthalene included in existing detailed chemical kinetic models vary from each other, leading to discrepancies in the simulation of ignition and oxidation processes. In the present study, reaction classes and pathways involved in the combustion of 1-methylnaphthalene were analyzed, and effects of rate constants of reactions related to 1-methylnaphthalene and its significant intermediates on ignition delay times and species concentration profiles were discussed, involving hydrogen abstraction and substitution reactions of 1-methylnaphthalene, oxidation, isomerization, and addition reactions of 1-naphthylmethyl, hydrogen abstraction and oxidation reactions of indene, as well as the oxidation of indenyl and naphthalene. On this basis, a new detailed chemical kinetic model for 1-methylnaphthalene was developed, which includes 1389 species and 7185 reactions. The validation of this mechanism shows that it can predict accurately the available experimental ignition delay times, species concentration profiles, and laminar flame speeds of 1-methylnaphthalene. Finally, reaction paths and sensitivity analysis of ignition delay times were performed using the proposed reaction mechanism, and the result shows that the conversion of 1-methylnaphthalene to 1-naphthaldehyde plays an important role in its ignition.