车用柴油机排放控制技术进展

简要介绍了车用柴油机排气污染的特点。针对目前国内外的研究状况，从燃料、燃烧和排气后处理三方面概述了控制柴油机排放的技术进展。     

车用柴油机排放控制现状与技术进展

本文简要介绍了车用柴油机排气污染的特点，分析了我国车用柴油机排放控制现状和存在的主要问题。针对目前国内外的研究状况，从燃料、燃烧和排气后处理三方面概述了控制柴油机排放的技术措施，并总结了车用柴油机达到欧一Ⅲ排放标准所需采取的技术对策。     

车用柴油机排放控制的研究现状及前景分析

随着柴油机排放标准的日益严格，柴油机排气污染治理措施愈来愈受到重视，针对目前国内外的研究状况，从机前处理、机内净化和机外处理三方面叙述了国内外柴油机排放控制的最新技术及其应用现状，并就柴油机排放控制的发展前景进行了展望。     

稀土催化剂对柴油机排气净化的实验研究

稀土催化剂对柴油机排气净化的实验研究宋崇林，刘巽俊，刘仪，张华（吉林工业大学）随着柴油机使用量的增加，其排气污染日益引起人们的重视，尤其是狭小作业空间，如仓库作业、隧道开掘、矿山采掘等情况下危害更大。近年来世界各国除了努力改善柴油机工作过程、大力开发...     

以流化床换热回收柴油机排气废热的研究

传统的对流式柴油机余热锅炉存在受热面容易污染和传热系数低的缺点。为解决这个问题，本文讨论了利用流化床换热回收柴油机排气热的可行性和优越性，并介绍了在３０ＫＷ柴油机上所作的试验研究。     

K16E柴油机排气消声坑的设计和试验

本文论述了高速大功率增压柴油机试验室排气系统中的三节抗阻抗式消声坑的设计和试验结果。消声坑的设计在力求降低排气噪声和污染危害方面采用了多种措施。通过实机500多小时试验后,测得经消声坑后柴油机的排气噪声的衰减相当明显;基本消除了废气中的烟灰、油粒等有害排放物,解决了柴油机排气噪声及污染物对环境的严重危害。     

车用柴油机排放物有害成分的分析与控制

分析了车用柴油机排放物中有害成分的构成及其形成机理，探讨了各种减少排放污染的策略与措施。试验表明，通过对车用柴油机采取排气净化措施：前处理、机内净化和后处理，可大大降低碳烟的排量及NOx的生成量。     

柴油机燃用乳化油的试验研究

本文以试验研究为基础,对柴油机燃用乳化油的节能效果,以及对柴油机起动性能、振动、噪声、排气成份和烟度等做了试验研究,并对乳化油生成及节能机理进行了论述。试验结果表明,柴油机燃用乳化油节油率在2％～3％;对降低排气烟度和排气温度有显著作用;减少了废气污染;振动噪声也有所降低。     

降低车用柴油机NOx排放的研究

由于柴油机排放标准的日益严格,故柴油机排气污染治理措施愈来愈受到重视。本文综述了降低车用柴油机NOx排放的各种方法。     

柴油机排气后处理技术及发展方向

本文介绍了柴油机排气后处理技术的现状和发展方向，针对柴油机中NOx和碳烟微粒处理间的固有矛盾，概述目前柴油机排气控制技术所采取的一系列措施，探讨了等离子体技术是未来柴油机排气后处理的发展趋势。     

柴油车尾气微粒捕集器技术研究现状及发展趋势

柴油车微粒排放物严重地污染环境并危害人类健康,其净化技术一直是人们研究的热点问题.微粒捕集器(DPF)技术是满足未来车用柴油机严格排放法规的重要措施.本文首先介绍了DPF净化机理及其常用的过滤体材料;然后综述了DPF再生技术的研究现状,对各种再生技术进行了分析;最后展望了微粒捕集器再生技术的发展趋势,提出微米木长纤维碳化木DPF过滤效率高,排气背压小,使用寿命长,可为柴油机尾气净化开辟一个新的方向.     

排气再循环中CO2对车用直喷式柴油机排气排放的影响

本文从排气再循环（ＥＧＲ）的稀释效应、化学效应与热效应等方面通过实验、研究、分析了ＣＯ２对车用直喷式柴油机燃烧与排气排放的影响。     

Advantages of the direct injection of both diesel and hydrogen in dual fuel H2ICE

The turbocharged Diesel engine is the most efficient engine now in production for transport applications with full load brake engine thermal efficiencies up to 40-45% and reduced penalties in brake engine thermal efficiencies reducing the load. The secrets of the turbocharged Diesel engine performances are the high compression ratio and the lean bulk combustion mostly diffusion controlled in addition to the better use of the exhaust energy. Despite these advantages and the further complications of hydrogen in terms of abnormal combustion phenomena and displacement effect, the most part of the dual fuel Diesel-hydrogen engines has been developed so far injecting hydrogen in the intake manifold or in the intake port, and then injecting the Diesel fuel in the cylinder to ignite there a homogeneous mixture. This paper shows how a latest production common-rail Diesel engine could be modified replacing the Diesel injector by a double injector as those proposed by Westport since more than two decades for CNG first and then for CNG and hydrogen to provide much better performances. A model is first developed and validated versus extensive high quality dynamometer data for the Diesel engine only covering with almost 200 points the load and speed range. This model replaces the multiple injection strategy with a single equivalent injection for the purposes of the brake efficiency results still providing satisfactory accuracy. The model is then used to simulate the dual fuel operation with a pilot Diesel followed by a main hydrogen injection replacing the Diesel fuel with the hydrogen fuel and using the same parameters for start and duration of the equivalent injection at same percentage load and speed. While the top load air-to-fuel ratio of the Diesel is a lean 1.55, the top air-to-fuel ratio of the hydrogen is assumed to be a stoichiometric 1. Within the validity of these assumptions it is shown that the novel engine has better than Diesel fuel conversion efficiencies and higher than Diesel power outputs. These results clearly indicate the development of the direct injection system as the key factor where to focus research and development for this kind of engines.     

A highly efficient six-stroke internal combustion engine cycle with water injection for in-cylinder exhaust heat recovery

A concept adding two strokes to the Otto or Diesel engine cycle to increase fuel efficiency is presented here. It can be thought of as a four-stroke Otto or Diesel cycle followed by a two-stroke heat recovery steam cycle. A partial exhaust event coupled with water injection adds an additional power stroke. Waste heat from two sources is effectively converted into usable work: engine coolant and exhaust gas. An ideal thermodynamics model of the exhaust gas compression, water injection and expansion was used to investigate this modification. By changing the exhaust valve closing timing during the exhaust stroke, the optimum amount of exhaust can be recompressed, maximizing the net mean effective pressure of the steam expansion stroke (MEP_steam). The valve closing timing for maximum MEP_steam is limited by either 1 bar or the dew point temperature of the expansion gas/moisture mixture when the exhaust valve opens. The range of MEP_steam calculated for the geometry of a conventional gasoline engine and is from 0.75 to 2.5 bars. Typical combustion mean effective pressures (MEP_combustion) of naturally aspirated gasoline engines are up to 10 bar, thus this concept has the potential to significantly increase the engine efficiency and fuel economy.     

生物制气-柴油双燃料发动机燃烧及排放分析

采用气化炉热解气化各种农林废弃的生物质,得到可燃生物制气。将柴油机改制成双燃料发动机,用生物制气作为主要燃料,由柴油引燃。测量生物制气-柴油双燃料发动机在最大扭矩转速时的气缸压力及废气排放,分析燃烧特性及对排放物生成的影响,并对比分析柴油机与双燃料发动机的差别。     

Engine and winter road test performances of used cooking oil originated biodiesel

Biodiesel is a renewable and environmentally friendly alternative fuel that can be used in Diesel engines with little or no modification. Low cost feedstocks, such as waste oils, used cooking oil and animal fats, are important for low cost biodiesel production. The objective of this study was to investigate the engine performance and the road performance of biodiesel fuel originated from used cooking oil in a Renault Mégane automobile and four stroke, four cylinder, F9Q732 code and 75 kW Renault Mégane Diesel engine in winter conditions for 7500 km road tests in urban and long distance traffic. The results were compared to those of No. 2 Diesel fuel. The results indicated that the torque and brake power output obtained during the used cooking oil originated biodiesel application were 3–5% less then those of No. 2 Diesel fuel. The engine exhaust gas temperature at each engine speed of biodiesel was less than that of No. 2 Diesel fuel. The injection pressures of both fuels were similar. Higher values of exhaust pressures were found for No. 2 Diesel fuel at each engine speed. As a result of the No. 2 Diesel fuel application, the engine injectors were normally carbonized. After the first period, as a result of winter conditions and insufficient combustion, carbonization of the injectors was observed with biodiesel usage. As a result of the second period, since the viscosity of the biodiesel was decreased, the injectors were observed to be cleaner. Also, no carbonization was observed on the surface of the cylinders and piston heads. The catalytic converter was plugged because of the viscosity in the first period. At the second period, no problem was observed with the catalytic converter.     

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.     

L23/30船用柴油机节能减排技术研究

为了满足国际海事组织通过的MARPOL协定VI排放要求,实现Tier III限值,对当前船用柴油机节能减排技术进行了总结,提出了引擎排放内部技术、排气后的处理技术和集成能源综合利用技术,采取燃油-水乳化、加压空气加湿、废气再循环、SCR选择性催化、DOC氧化催化与PDF过滤器组合等方法,经验证表明,NOx、CO等废气排放量满足MOTier III要求,可有效降低柴油机的污染排放。     

D683系列船用柴油机的研制开发

Ｄ６８３系列船用柴油机是在Ｄ６１１４车用型柴油机基础上,借鉴９０年代中后期国际先进船用柴油机的设计经验,由上海柴油机股份有限公司研制开发的新一代高速、轻型、低排放、节能型船用柴油机,功率范围为１５４～２０５ｋＷ,主要用作高速船艇主机,也可作为舰船辅机、发电机组动力等。本文主要介绍了该系列船用柴油机的性能研究、结构设计和研制开发的情况。     

A review of hydrogen usage in internal combustion engines (gasoline-Lpg-diesel) from combustion performance aspect

Demand for fossil fuels is increasing day by day with the increase in industrialization and energy demand in the world. For this reason, many countries are looking for alternative energy sources against this increasing energy demand. Hydrogen is an alternative fuel with high efficiency and superior properties. The development of hydrogen-powered vehicles in the transport sector is expected to reduce fuel consumption and air pollution from exhaust emissions. In this study, the use of hydrogen as a fuel in vehicles and the current experimental studies in the literature are examined and the results of using hydrogen as an additional fuel are investigated. The effects of hydrogen usage on engine performance and exhaust emissions as an additional fuel to internal combustion gasoline, diesel and LPG engines are explained. Depending on the amount of hydrogen added to the fuel system, the engine power and torque are increased at most on petrol engines, while they are decreased on LPG and diesel engines. In terms of chemical products, the emissions of harmful exhaust gases in gasoline and LPG engines are reduced, while some diesel engines increase nitrogen oxide levels. In addition, it is understood that there will be a positive effect on the environment, due to hydrogen usage in all engine types.