柴油机排气后处理技术的研究进展及存在的问题

简要介绍了国内外柴油机排气后处理最新技术及其应用现状 ,阐述了它们各自的特点以及有待改进的方面 ,并对满足未来超低排放法规的柴油机排气后处理技术进行了展望。     

满足美国EPATier4排放要求的非道路动力技术研究

首先以现有非道路机型4B2系列柴油发动机为基础机型,通过本体的优化设计后,将燃油系统从机械泵升级为电控高压共轨系统,并同时采用废气再循环(EGR)技术以及尾气后处理装置(氧化催化转化器(DOC)+颗粒氧化还原转化器(POC)),以满足美国环保局非道路车辆用柴油机排放标准第4阶段(EPA Tier4)排放限值的要求。     

欧Ⅳ排放要求的钢质薄壁镀铬缸套研究

本文在简要分析了柴油发动机实现欧Ⅳ排放标准的有效途径的基础上,对影响发动机尾气排放的关键零部件气缸套的主要技术参数进行了创新性的研究,并将该新型技术应用于薄壁钢质镀铬缸套,满足了柴油发动机达到欧Ⅳ排放标准的要求。     

柴油机排放控制技术发展综述

文章阐述了车用柴油机尾气的组分和生成机理;简要介绍了当前的机前和机内排放处理技术;重点对后处理技术进行了探讨,给出了后处理技术的净化原理和技术路线.     

柴油机排气后处理技术最新进展与发展趋势

柴油机在节能和降低CO2方面具有突出的优势,但如何在不牺牲经济性的前提下有效地降低颗粒物(PM)和氮氧化物(NOx)排放,以满足未来愈来愈严的排放法规,是柴油机未来发展面临的主要挑战。本文在分析柴油机后处理技术路线的基础上,回顾了柴油机PM和NOx排放后处理控制技术的最新进展,综述了不同技术存在的问题和进一步的发展方向,总结了PM和NOx控制的整合技术。     

国产非道路用小型汽油机产品排放现状和应对欧美最新排放法规的技术对策

本文首先介绍了美国加州最新颁布的尾气排放法规、蒸发排放法规,进而结合国产通机的排放现状统计资料,指出了国产通机产品排放存在的差距及面临的挑战以及应对的技术方案。     

派格丽，对2013年“国IV”信心十足

【本刊讯】作为国内为数不多的专注于商用车柴油发动机尾气后处理市场的系统供应商。派格丽从成立起，秉承高标准、技术领先的设计理念，确保产品的质量和可靠性，对2013年“国IV”信心十足。     

柴油机排放控制技术研究现状与发展趋势

阐述了柴油机尾气的主要组分和生成机理,简要介绍了柴油机机前预处理和机内净化措施,重点对柴油机PM和NOx排放后处理技术进行了探讨,评述了不同技术存在的问题和未来的发展趋势。     

车用汽油机排气污染控制技术

本文从燃料处理,燃烧系统改进和尾气后处理等方面,提出了改进车用汽油机排气污染所采用的主要技术措施,为车用汽油机节能和改善排放性能指明了方向。     

排气后处理专利(一)

<正>专利名称:ART-Ⅴ型柴油发动机尾气后处理装置申请号:CN201520520360公开号:CN204961032申请人:贵州黄帝车辆净化器有限公司发明人:黄黎敏,黄利锦文摘:本实用新型涉及一种能够对柴油车尾气中CO、HC、PM、NO_x等有害污染物同时进行净化     

柴油机排气低温等离子体净化技术

低温等离子体技术是一项全新的柴油机排气后处理净化技术，它能同时对柴油机的多种排放有害物进行净化。本文介绍NTP净化排气的机理，并对NTP柴油机排气净化应用研究的关键技术进行了详细阐述。     

On the emissions from internal-combustion engines: a review

The urban air pollution is a very complicated problem. The exhaust emissions from internal-combustion engines account for a major portion of this problem. It is realized that the content and concentrations of the exhaust emissions depend on various parameters. These parameters include engine design parameters, operational parameters, exhaust gas aftertreatment, fuel types, fuel additives and lubricants. The present review paper discusses the effect of some parameters on the emission level and characteristics from internal-combustion engines. The paper begins with an introduction of general information on the nature of emissions of exhaust gases, including the toxicity and causes of emissions for both spark-ignition and diesel engines. The paper then shifts to an up-to-date information of the published research work on the subject matter. © 1998 John Wiley & Sons, Ltd.     

The influence of hydrogen-enriched gas on the performance of lean NOx trap catalyst for a light-duty diesel engine

Modern diesel engines have improved engine fuel economy and significantly reduced nitrogen oxides (NO_x) and particulate matter (PM) emissions achieved by advances in both combustion and exhaust aftertreatment technologies. Recently, it has been shown that the vehicle emissions can be further improved by several catalytic systems including fuel reformers and aftertreatment systems, such as the Lean NO_x Trap (LNT). This NO_x removal system, called LNT, absorbs NO_x under lean exhaust gas conditions and releases NO_x under rich conditions. This technology can provide high NO_x conversion efficiency, but the right amount of reducing agent should be supplied into the catalytic converter under appropriate conditions.     

高喷射压力与涡流强度对直喷式柴油机性能的影响

在不采用废气后处理装置的前提下，研究了柴油机采用直列系统是否能够是严格的排放和低燃消耗量的要求。报告了在一台模拟增压中冷的单上气门直喷式柴油机上采用高喷射压力的旰列泵，改变涡流强度，喷孔尺寸、喷孔数与燃烧室形等参数时，对柴油机性能影响的试验研究结果。     

Reduction in greenhouse gas and other emissions from ship engines: Current trends and future options

The impact of ship emission reductions can be maximised by considering climate, health and environmental effects simultaneously and using solutions fitting into existing marine engines and infrastructure. Several options available enable selecting optimum solutions for different ships, routes and regions. Carbon-neutral fuels, including low-carbon and carbon-negative fuels, from biogenic or non-biogenic origin (biomass, waste, renewable hydrogen) could resemble current marine fuels (diesel-type, methane and methanol). The carbon-neutrality of fuels depends on their Well-to-Wake (WtW) emissions of greenhouse gases (GHG) including carbon dioxide (CO₂), methane (CH₄), and nitrous oxide emissions (N₂O). Additionally, non-gaseous black carbon (BC) emissions have high global warming potential (GWP). Exhaust emissions which are harmful to health or the environment need to be equally removed using emission control achieved by fuel, engine or exhaust aftertreatment technologies. Harmful emission species include nitrogen oxides (NO_x), sulphur oxides (SO_x), ammonia (NH₃), formaldehyde, particle mass (PM) and number emissions (PN). Particles may carry polyaromatic hydrocarbons (PAHs) and heavy metals, which cause serious adverse health issues. Carbon-neutral fuels are typically sulphur-free enabling negligible SO_x emissions and efficient exhaust aftertreatment technologies, such as particle filtration. The combinations of carbon-neutral drop-in fuels and efficient emission control technologies would enable (near-)zero-emission shipping and these could be adaptable in the short- to mid-term. Substantial savings in external costs on society caused by ship emissions give arguments for regulations, policies and investments needed to support this development.     

Analysis of reformed EGR on the performance of a diesel particulate filter

The use of a diesel particulate filter (DPF) in combination with an upstream diesel oxidation catalyst (DOC) has been successfully implemented and shown to reduce carbon monoxide (CO), hydrocarbon (HC) and Particulate Matter (PM) diesel exhaust gas emissions. However issues including cost, size and uncontrolled active regeneration under a low temperature window still require attention. This study therefore primarily focuses on the potential benefits of using a single catalytic coated DPF (cDPF) and a combined DOC-cDPF instead of the DOC-DPF aftertreatment system utilising a passive, low temperature regeneration method. Comparisons were made through monitoring exhaust gas compositions from an experimental single cylinder diesel engine as well as measuring the pressure drop across the filters to analyse the accumulation of soot particles. The influence of reformed EGR (REGR), enriched simulated hydrogen (H₂) and CO, on DPF and cDPF soot loading was of interest as H₂ promotes the NO to NO₂ oxidation. Similarly the addition of simulated reformate (added either directly into the engine intake or exhaust manifold) for optimal performance of the aftertreatment systems was examined.The effects of adding REGR resulted in a significant decrease in total engine-out NO_x emissions, as well as an increase in both NO₂ concentration and NO₂/NO_x ratio. This resulted in improved filter efficiency and overall loading, especially under a DOC-cDPF aftertreatment configuration system. As a whole, a simultaneous NO_x and PM reduction was achieved.     

Drive cycle simulation of light duty mild hybrid vehicles powered by hydrogen engine

In the ongoing efforts to reduce CO2 and pollutant emissions, hydrogen combustion engine can provide immediately available mature technology for carbon-free transportation. Hydrogen combustion does not produce on-site CO2 emissions, the principal pollutant is NOx (which can be minimized using appropriate combustion control and aftertreatment), and the available ICE technology can be readily modified to accommodate for hydrogen use. The paper provides a prediction of the performance of a hydrogen combustion engine in passenger vehicles, aiming at extending or updating the available research with the current powertrain trends, namely downsizing, turbocharging, and hybridization. Data gathered from a single-cylinder engine fueled by a lean hydrogen mixture are used as input into a mild hybrid vehicle model, which is used for quasi-static drive cycle simulations. The results show NOx emission around the EURO VI limit without the use of any aftertreatment and fuel consumption as low as 1.1 kgH2/100 km in WLTC.