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首页> 外文会议>Proceedings of the 2009 spring technical conference of the ASME Internal Combustion Engine Division >LOW NO_X AND LOW SMOKE OPERATION OF A DIESEL ENGINE USING GASOLINE-LIKE FUELS
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LOW NO_X AND LOW SMOKE OPERATION OF A DIESEL ENGINE USING GASOLINE-LIKE FUELS

机译：使用汽油样燃料的柴油机低NO_x和低烟气操作

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Much of the technology in advanced diesel engines, such as high injection pressures, is aimed at overcoming the short ignition delay of conventional diesel fuels to promote premixed combustion in order to reduce NO_x and smoke. Previous work in a 2 litre single cylinder diesel engine with a compression ratio of 14 has demonstrated that gasoline fuel, because of its high ignition delay, is very beneficial for premixed compression ignition compared to a conventional diesel fuel. We have now done similar studies in a smaller - 0.537 litre - single cylinder diesel engine with a compression ratio of 15.8. The engine was run on three fuels of very different auto-ignition quality - a typical European diesel fuel with a cetane number (CN) of 56, a typical European gasoline of 95 RON and 85 MON with an estimated CN of 16 and another gasoline of 84 RON and 78 MON (estimated CN of 21). The previous results with gasoline were obtained only at 1200 rpm - here we compare the fuels also at 2000 rpm and 3000 rpm. At 1200 rpm, at low loads (~4 bar IMEP) when smoke is negligible, NO_x levels below 0.4 g/kWh can be easily attained with gasoline without using EGR while this is not possible with the 56 CN European diesel. At these loads, the maximum pressure rise rate is also significantly lower for gasoline. At 2000 rpm, with 2 bar absolute intake pressure, NO_x can be reduced below 0.4 g/kWh with negligible smoke (FSN <0.1) with gasoline between 10 and 12 bar IMEP using sufficient EGR while this is not possible with the diesel fuel. At 3000 rpm, with the intake pressure at 2.4 bar absolute, NO_x of 0.4 g/KWh with negligible smoke was attainable with gasoline at 13 bar IMEP. Hydrocarbon and CO emissions are higher for gasoline and will require after-treatment. High peak heat release rates can be alleviated using multiple injections. Large amounts of gasoline, unlike diesel, can be injected veryrnearly in the cycle without causing heat release during the compression stroke and this enables the heat release profile to be shaped.
机译：先进柴油发动机中的许多技术（例如高喷射压力）旨在克服常规柴油燃料的短点火延迟，以促进预混合燃烧，从而减少NO_x和烟气。以前在压缩比为14的2升单缸柴油发动机中的工作表明，汽油燃料由于其较高的点火延迟，与常规柴油相比，对预混合压缩点火非常有益。现在，我们已经在压缩比为15.8的较小的0.537升单缸柴油机上进行了类似的研究。该发动机使用三种自燃质量非常不同的燃料运行-十六烷值（CN）为56的典型欧洲柴油燃料，95 RON和85 MON的典型欧洲汽油，估计CN为16和另一种汽油为84 RON和78 MON（估计CN为21）。以前使用汽油的结果仅在1200 rpm时获得-在这里，我们还比较了2000 rpm和3000 rpm时的燃料。在1200 rpm的情况下，当烟雾可忽略不计时，在低负载（〜4 bar IMEP）下，无需使用EGR即可轻松实现NO_x低于0.4 g / kWh的水平，而使用56 CN欧洲柴油则无法实现。在这些负载下，汽油的最大压力上升率也大大降低。在2000 rpm，绝对进气压力为2 bar的情况下，使用10至12 bar IMEP的汽油使用可忽略不计的烟气（FSN <0.1）时，可以将NO_x降低至0.4 g / kWh以下，而使用足够的EGR，而柴油则不可能。在3000 rpm，进气压力为2.4 bar绝对压力的情况下，使用13 bar IMEP的汽油可获得的NO_x为0.4 g / KWh，烟雾可忽略不计。汽油的碳氢化合物和一氧化碳排放量更高，将需要进行后处理。使用多次注入可以缓解高峰值放热率。与柴油不同，可以在循环中很早地注入大量汽油，而不会在压缩冲程中释放热量，这使热量释放曲线得以成形。

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