直喷式柴油机颗粒排放控制研究

简要分析了柴油机颗粒排放的形成机理，并评述了有关颗粒控制技术的前处理、机内控制和后处理方法。最后，指出有效降低颗粒排放的方向。     

柴油机污染物排放后处理技术的研究进展

国内外柴油机主要排放物NOx和微粒的后处理技术的研究现状和最新技术发展动态表明，机内、机外处理技术的组合，是达到未来柴油机排放标准、实现大幅度降低柴油机污染物排放的趋势。分析了各种机外净化技术的特点和存在问题，阐述了燃油含硫量对柴油机排放后处理的影响。     

清洁汽车燃料-LPG在化油器发动机上的应用研究

减少汽车尾气对环境造成的污染已是全球性的关注热点，本文通过发动机台架试验，研究了清洁汽车燃料－LPG在化油器发动机上的使用情况，试验结果表明，含炳烷75％的LPG在所采用的试验燃料中不但具有良好的动力性能，而且具有良好的消耗性能和排放性能。     

加油站的烃类VOCs污染及其治理技术

加油站因储运轻质油品而产生的烃类VOCs对健康、环境、安全以及油品质量等带来了一系列负面影响.发达国家的常规治理措施主要是进行密闭卸油和密闭发油,对加油站的设备安装、管线布置、运营管理等都有一些具体要求;进入21世纪后美国又提出了强化加油站油气回收处理的观点,相应的技术、设备及法规也都日益健全.国内目前对加油站烃类VOCs污染的治理工作与发达国家相比差距很大,应该尽快从烃类VOCs回收处理的专用膜分离装置入手进行相关研究和产品开发.     

车船用内燃发动机噪声污染及其控制

分析内燃机的噪声源和传统的无源降噪方法，结合作者的研究工作介绍了一种随计算机技术和现代控制理论发展起来的主动消声新技术一有源降噪。     

汽油发动机生命周期能源消耗和环境影响评价

本研究应用生命周期评价方法,依据ISO 14040和ISO 14044等国际标准,通过中国某汽车生产企业的实地调研,核算了汽油发动机的累积能源需求(CED)、全球增温潜势(GWP 100 a)、酸化潜势(AP)、光化学氧化剂形成潜势(POCP)和富营养化潜势(EP)这5个方面的环境影响.结果表明,各类型的环境影响指标中,均是使用阶段的贡献最大,占贡献总量的48%~94%;其次是原材料的获取阶段,原材料的获取阶段对于AP与EP的贡献大于44%,而对于其他类别的环境影响的贡献在9%~27%之间;生产阶段对各种环境影响的贡献小于8%.本研究辨识了汽油发动机全生命周期重大环境影响过程和关键贡献因素,为绿色发动机的设计研发及政府政策的制定提供决策支持.     

基于PEMS试验的混合动力轿车与传统汽油轿车的排放对比研究

利用车载测试系统(PEMS),对混合动力轿车及传统汽油轿车进行城市典型道路工况下的排放测试试验,对比分析试验车辆速度和比功率区间下的排放特性。试验结果表明,混合动力轿车CO、HC和NOx排放速率及其排放因子呈现相似的变化规律,车速低于20 km/h时,发动机处于关闭状态尾气排放为零;低于50 km/h时,发动机排气温度过低,三元催化器不工作,排放速率及排放因子随车速的升高而显著增大;车速达到50~55 km/h后,三元催化器开始工作,污染物浓度急剧下降;传统车与混动动力车的3种污染物的排放速率随VSP的变化规律相似;混合动力轿车CO、HC和NOx的平均排放因子相比传统汽油轿车有明显的优势,分别为传统汽油车的23.3%、2.92%和66.9%。     

Analysis of emission characteristics of gas turbine engines with some alternative fuels

The paper concerns the comparative analysis of combustion characteristics of different alternative fuels such as Fischer-Tropsch Synthetic Paraffinic Kerosene (FT-SPK), cryogenic methane, bioethanol, biomethanol, biobutanol, dimethyl ether, biodiesel and conventional aviation kerosene Jet-A as well as analysis of emissions of NO_x, CO, CO₂, H₂O, HNO_y (y = 2,3) and organics for gas turbine engine operating on these fuels. The analysis has shown that the usage of all considered alternative fuels results in the increase of H₂O emission, compared to kerosene-fueled combustor, and, as consequence, in the growth of water vapor supersaturation that can increase the rate of the H₂O vapor condensation and enhance the formation of contrails and cirrus clouds in the atmosphere. The usage of all considered alternative fuels except FT-SPK, cryogenic methane and dimethyl can increase the CO₂ emission compared to using of kerosene. Emission of N-containing species can be reduced upon the usage of considered alternative fuels, except dimethyl ether, for which one can expect the increase in the emissions of HNO₂ and HNO₃ approximately by 10%. The emission of CO decreases for all fuels except biodiesel. The major decrease can be achieved upon the replacement of kerosene to bioethanol.     

A Parametric Study of a Piston-Prop Aircraft Engine Using Exergy and Exergoeconomic Analysis Methods

In this study, exergetic and exergoeconomic analysis methods are applied to a four-cylinder, spark ignition (SI), naturally aspirated and air-cooled piston-prop aircraft engine in the cruise phase of flight operations. The duration of cruise is selected to be 1 h. Three parameters, altitude, rated power setting (PS), and air-to-fuel ratio (AF), are varied by the calculation of the max–min values of exergy analysis. Based on the results of energy analysis, the values for the maximum energy efficiency and fuel consumption flow rate are calculated to be 21.73% and 28.02 kg/h, respectively, at 1000-m altitude and 75% PS. The results of exergy analysis indicate that all exergetic values vary from 65% to 75% PS, while this increase is not seen in exergoeconomic analysis. While the maximum exergy input rate is obtained to be 405.60 kW, exergy efficiency has the minimum value with 14.43% and exergy destruction rate has the maximum value with 168.48 kW. These values are achieved at 3000-m altitude and 18 AFs. The maximum average exergy cost of the fuel is calculated to be 130.77 $/GJ at 1000-m altitude, 13 AF ratios, and 65% PS. At this point, while the minimum cost rate associated with the exergy destruction is obtained to be 40.29 $/h, the maximum exergoeconomic factor is found to be 19.98%.     

The Thermodynamic Performance of a Double-Acting Traveling-Wave Thermoacoustic Engine with Liquid-Water Piston

A double-acting traveling-wave thermoacoustic engine with liquid-water piston (DTTELP) was proposed by the authors. This article conducted numerical simulation on its performance for the cases of with and without acoustical loads. The effects of mean working pressure and water-piston mass on its non-load performance were firstly discussed. Then, the output performance of this novel thermoacoustic engine under fixed heating temperature was analyzed. Also, influences of different heating temperatures on the performance of this engine were discussed. According to the simulation, the novel double-acting thermoacoustic heat engine (TTHE) is very efficient and a maximum thermal efficiency can reach about 51% when the heating temperature is 1500 K.