成都市典型非道路工程机械排气烟度分析

采用不透光烟度计采集了成都市典型工程机械(挖掘机、装载机、叉车和压路机)排气烟度,研究了机械功率对其活动水平(燃油消耗量和年均工作时间)的影响,同时也研究了机械发动机构造和机械排放标准对其排气烟度的影响;同时,采用氮硫测定仪分析了机械油品硫含量,研究了硫含量对其排气烟度的影响.试验结果表明:机械功率越大的工程机械,燃油消耗量和年均工作时间数越高.成都典型工程机械排气烟度排放水平最低的为装载机,最高的为压路机;同时,超高排放装载机与叉车的占比较高.工程机械排气烟度受机械发动机排量、机械发动机构造、机械发动机排放标准和机械用油的综合影响,通过对工程机械装配电控发动机、提高原机排放标准和使用低硫燃油均能直观反映出机械排气烟度不同程度的改善.此外,油品中硫含量越高,机械排气烟度越大.     

Emission of intermediate volatility organic compounds from a ship main engine burning heavy fuel oil

Intermediate volatility organic compounds (IVOCs) are crucial precursors of secondary organic aerosol (SOA). In this study, gaseous IVOCs emitted from a ship main engine burning heavy fuel oil (HFO) were investigated on a test bench, which could simulate the real-world operations and emissions of ocean-going ships. The chemical compositions, emission factors (EFs) and volatility distributions of IVOC emissions were investigated. The results showed that the main engine burning HFO emitted a large amount of IVOCs, with average IVOC EFs of 20.2–201?mg/kg-fuel. The IVOCs were mainly comprised of unspeciated compounds. The chemical compositions of exhaust IVOCs were different from that of HFO fuel, especially for polycyclic aromatic compounds and alkylcyclohexanes. The volatility distributions of IVOCs were also different between HFO exhausts and HFO fuel. The distinctions in IVOC emission characteristics between HFO exhausts and HFO fuel should be considered when assessing the IVOC emission and related SOA formation potentials from ocean-going ships burning HFO, especially when using fuel-surrogate models.     

排气制动下汽车制动失效的坡长临界值计算

针对连续长下坡汽车王制动器失效的现象,研究了在排气制动下汽车下坡制动失效的坡长临界值问题.根据汽车主制动器制动毂温升模型,推导出在山区不同长纵坡路段,排气制动下汽车主制动器制动失效的坡长临界值,提出r伍5%、6%坡道上,采取Ⅳ档排气制动时,维持40km/h的安全稳定车速,主制动器制动失效的坡长临界值分别为3072m和1929 m,为长下坡路段交通安全设施的设计提供了理论依据.     

Effects of EGR on performance and emissions of a diesel engine fuelled with balanites aegyptiaca/diesel blends

In this study, balanites Aegyptiaca (L.) Del biodiesel was blended in proportions of 10% and 20% on the volume basis with diesel fuel and tested in a single cylinder, VCR diesel engine under measured load conditions with varied EGR rates (0, 10 and 20%). The results showed that B10 and B20 blends shown a significant reduction rate in terms of NO_x emissions that were familiar with biodiesel blends. At peak load conditions, BTE increased slightly for test fuel blends compared with pure diesel fuel while the BSFC rate and EGT suffered from increasing and decreasing nature with respect to blending percentage. From the emissions point of view, with the increase in blends percentage, a significant reduction rate is observed in terms of CO and HC concentrations (up to 12.34 and 17.5%, respectively) while NOx emissions decreased at peak load conditions (up to 24.34%). HC and CO emissions decreased with increase in blends percentage. However, lower levels of NO_x and EGT (up to 21.37 and 8.47%, respectively) and the average increase in terms of BTE and BSFC (up to 2.83 and 2.9%, respectively) can be realised with B20 test fuel blend under 20% EGR rate.     

汽油机冷启动时燃油蒸发多参数影响研究

采用CFD商用软件STAR-CD对汽油机冷启动过程中燃油蒸发进行三维数值模拟,研究了油滴初直径、油滴初速度、进气温度、燃油温度、喷射定时和转速对燃油蒸发率的影响规律.计算结果表明,进气温度、燃油温度和转速对燃油蒸发有重要影响.进气门开时,在进气温度为-7℃和90℃时,蒸发率分别为5.7%和25.0%;相应地,在燃油温度为0℃和60℃时,燃油蒸发率分别为5.7%和22.0%.油滴初直径和喷射定时对燃油蒸发率有一定影响,油滴初速度对燃油蒸发率影响很小.     

混燃甲醇和乙醇改善柴油机碳烟排放

以柴油机为基础，以乙醇或甲醇作为预混合燃料，与喷入的柴油组成部分预混的复合燃烧，大幅度降低了发动机排气烟度，同时使氮氧化物排放得到一定改善，发动机的燃油消耗率优于原柴油机，而HC排放，尤其是在低负荷时有所增加，甲醇比乙醇具有降低烟度效果更好、氮氧化物降低更多和HC及CO排入增加较少的优越性。     

满足国五排放标准的柴油甲醇双燃料发动机非常规排放研究

在一台装备有电控单体泵增压中冷系统柴油机的进气管上,加装甲醇喷射装置并向进气道喷入定量的纯甲醇,结合废气再循环(EGR)技术并使用氧化催化转化器(DOC)组合微粒氧化催化器(POC)后处理系统,使其常规排放能满足国五排放法规基础上,全面研究了柴油甲醇双燃料(Diesel Methanol Dual Fuel,DMDF)发动机的非常规排放特性.在采用国五排放法规标准规定的ESC(稳态13点工况)测试方法条件下,利用FTIR(傅里叶变换红外检测法)对DMDF发动机的检测结果表明:该机非常规排放物主要为甲醇、甲醛、1,3-丁二烯、苯、甲苯和SO2,非常规排放物的全工况加权比排放为19.532 g·kW~(-1)·h~(-1),其中,甲醇的全工况加权比排放为11.395 g·kW~(-1)·h~(-1),甲醛的全工况加权比排放为5.927g·kW~(-1)·h~(-1),SO2的全工况加权比排放为0.053 g·kW~(-1)·h~(-1),其余排放物为痕量水平.在催化氧化装置处理后非常规排放物全工况加权比排放为0.115 g·kW~(-1)·h~(-1),降幅为99.41%.催化氧化装置对甲醇、1,3-丁二烯、苯和甲苯的消除率为100%,对甲醛的消除率为99.04%.     

BED含氧燃料在不同海拔下对柴油机PM和NOx排放的影响

为研究生物柴油-乙醇-柴油(简称为BED)含氧燃料在不同海拔下对柴油机微粒(PM)和氮氧化物(NO_x)排放的影响,在一台高压共轨柴油机上分别燃用纯柴油和BED含氧燃料,在两种大气压力(81和100 k Pa)下进行了排放试验研究.结果表明,燃用纯柴油和B15E5(15%生物柴油+5%乙醇+80%柴油,体积比)燃料后,在中、低负荷时的PM排放在高气压下基本高于低气压下,最高增幅分别达到26.2%和19.0%;在全负荷时的PM排放在高气压下降低,最高降幅分别达到6.1%和17.0%.燃用B25E5(25%生物柴油+5%乙醇+70%柴油,体积比)燃料后,PM排放在高气压下降低.燃用纯柴油后,柴油机在高气压下的NO_x排放低于低气压下;燃用B15E5和B25E5含氧燃料后,在中、低负荷下的NO_x排放在高气压下降低,在全负荷下的NO_x排放在高气压下升高.在中、低负荷下NO_x排放最高降幅分别达到12.1%和15.3%;在全负荷下,NO_x排放最高增幅分别达到6.5%和5.8%.在不同大气压力下,柴油机燃用纯柴油和BED含氧燃料后,PM与NO_x排放均呈现明显的trade-off关系.相比于在低气压下,随负荷增加引起的PM排放降幅和NO_x排放增幅在高气压下增加.     

La1-xCexFe0.7Co0.3O3-δ网状多层纳米纤维对碳烟催化燃烧性能研究

采用静电纺丝法制备了一系列钙钛矿催化剂La_(1-x)Ce_xFe_(0.7)Co_(0.3)O_(3-δ)(x=0、0.1、0.2、0.3和0.4),并采用XRD、SEM、FT-IR、H2-TPR和O_2-TPD等技术分析了Ce掺杂量对催化剂结构、微观形貌及理化特性的影响.同时,采用程序升温氧化(TPO)技术评价了催化剂对碳烟的催化燃烧活性,探讨了催化剂对碳烟的催化燃烧机理.结果表明:在La_(1-x)Ce_xFe_(0.7)Co_(0.3)O_(3-δ)中掺杂适宜的Ce有助于提高催化剂活性,改善催化剂比表面积和孔容积.在催化剂与碳烟松散接触条件下,当Ce掺杂量(质量百分比)为0.3时,所制备的La_(0.7)Ce_(0.3)Fe_(0.7)Co_(0.3)O_(3-δ)对碳烟的起燃温度(T_(ig))、最大燃烧温度(T_m)和燃尽温度(T_f)分别为329.5、409.8和421.1℃,呈现良好的催化氧化活性.碳烟最大转化效率为98.7%,平均活化能为123 kJ·mol~(-1),CO_2选择率为98.2%,实现了对柴油机碳烟排放污染物有效"过滤+催化燃烧"的双重目标.     

异质结型SnO2-TiO2纳米纤维光催化降解柴油机多环芳烃

采用同轴静电纺丝法制备了SnO_2-TiO_2纳米纤维,用X射线衍射仪(XRD)、扫描电子显微镜(SEM)、红外光谱仪(FTIR)和紫外-可见光谱能谱仪(UV-Vis),表征了SnO_2-TiO_2纳米纤维相组成和微观形貌,评价了催化剂表面化学形态和吸光特性,研究了SnO_2含量、光源条件、温度和催化稳定性对降解萘污染物的影响规律.结果表明,催化剂Sn25对萘降解效率最高.在暗光、可见光和紫外光条件下,萘降解效率分别为13.8%、37%和98%.Sn25对萘降解稳定率(标准差率)为0.36%.利用催化剂Sn25对柴油机尾气中多环芳烃(PAHs)排放污染物光催化降解应用发现,Sn25对低苯环PAHs、中苯环PAHs和高苯环PAHs的平均催化降解效率分别为80.2%、75.4%和60.2%.表明SnO_2-TiO_2纳米纤维具有较强光催化降解多环芳烃污染物能力.