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首页> 外文学位 >Particulate Matter Emissions from Diesel Engines Equipped with a Diesel Particulate Filter at Varying Temperatures, Loads, Fuels and Drive Cycles.
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Particulate Matter Emissions from Diesel Engines Equipped with a Diesel Particulate Filter at Varying Temperatures, Loads, Fuels and Drive Cycles.

机译：装有柴油机微粒过滤器的柴油机在不同的温度，负荷，燃料和驱动循环下产生的微粒排放。

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摘要

The United States Environmental Protection Agency (EPA) has implemented emissions standards for manufactures to follow in an effort for producing efficient and clean diesel engines. The on-road diesel emission regulation for particulate matter (PM) restricts to 0.01 grams per brake-horsepower-hour (g/bhp-hr) and for nitrogen oxides (NOx) restricts to 0.02 g/bhp-hr. The current EPA regulations for PM are based on mass and to meet the regulations engine manufactures use a diesel particulate filter (DPF). PM has a wide range of impacts on the environment as well as human health and it is critical to minimize exposure to PM. Understanding PM emissions are an important step to reduce its impacts.;Two medium heavy-duty diesel trucks equipped with a DPF were tested at two ambient temperatures (70oF and 20oF), two fuels [ultra-low sulfur diesel (ULSD) and biodiesel (B20)], and two operating loads (a heavy and light weight) in a temperature controlled chassis dynamometer. The DPFs on the vehicles go through a clean out process, a regeneration, to remove the PM once it gets built up along the filter walls. Vehicle 1 was equipped with a NOx adsorber catalyst (NAC) in the aftertreatment system for NOx control and Vehicle 2 used a selective catalytic reduction (SCR) with urea. The test procedure included three driving cycles, a cold start with low transients (CSLT), the federal heavy-duty urban dynamometer driving schedule (UDDS), and a warm start with low transients (WSLT). All DPF active regenerations occurred during the UDDS cycle. PM emissions were measured second-by-second using an Aethalometer for black carbon (BC) concentrations and an Engine Exhaust Particle Sizer (EEPS) for particle count measurements between 5.6 and 560 nm. An analysis of variance (ANOVA) completed with the EEPS data showed that the DPF regeneration impacted the PM emissions during and after the DPF regeneration.;Vehicle 1 experienced increased BC and particle number concentrations during cold starts under cold ambient conditions, with concentrations two to three times higher than under warm starts at higher ambient temperatures. This vehicle also experienced decreased emissions when going from ULSD to B20, with an approximately 13% average decrease in PM number and an approximately 27% decrease in BC. Vehicle 2 had much lower emissions, with many of the BC and particle number measurements below detectable limits. Both vehicles did experience elevated emissions due to the DPF regeneration events. For the day after an active regeneration occurred both vehicles showed significant increases in particle number and BC for the CSLT drive cycle, with increases from 93 to 1380 percent for PM number emissions compared with tests following a day without an active regeneration. Vehicle 1 showed a decrease in PM emissions during the regeneration and a significant increase in PM emissions after a DPF regeneration. Vehicle 2 showed an increase of three orders of magnitude of PM emissions during the only DPF regeneration experienced. Both vehicles showed an increase in particle number count from the WSLT to the CSLT post-rgeneration which was 38% for Vehicle 1 and 113% for Vehicle 2 while still maintaining PM emissions levels below the standards.;Nitrogen oxides (NOx), hydrocarbons (HC) and carbon monoxide (CO) emissions and fuel consumption data were also collected during this testing. Vehicle cold starts had the greatest impact on NOx, HC and CO emissions and fuel consumption and this impact was more significant at the colder ambient temperature. Vehicle cold starts attributed for a loss of fuel in miles per gallon by 29% and 35% for Vehicles 1 and 2, respectively.
机译：美国环境保护局（EPA）为制造商实施了排放标准，以努力生产高效，清洁的柴油发动机。公路上对颗粒物（PM）的柴油排放法规限制为每制动马力小时（g / bhp-hr）0.01克，对于氮氧化物（NOx）限制为0.02 g / bhp-hr。当前EPA的PM法规基于质量，为满足法规要求，发动机制造商使用柴油机微粒过滤器（DPF）。 PM对环境以及人类健康具有广泛的影响，因此将PM暴露降至最低至关重要。了解PM排放是减少其影响的重要一步。;在两个环境温度（70oF和20oF），两种燃料[超低硫柴油（ULSD）和生物柴油（ B20）]，以及温度控制底盘测功机中的两个工作负载（轻重）。车辆上的DPF会经过清理过程，即再生过程，一旦PM沿过滤壁堆积，就将其去除。车辆1在用于NOx控制的后处理系统中配备了NOx吸附催化剂（NAC），车辆2使用了尿素的选择性催化还原（SCR）。测试程序包括三个驾驶循环，低瞬态冷启动（CSLT），联邦重型城市测功机驾驶时间表（UDDS）和低瞬态暖启动（WSLT）。所有DPF主动再生都发生在UDDS周期中。使用碳黑仪（Aethalometer）每秒测量黑碳（BC）浓度，并通过发动机尾气排放粒度仪（EEPS）进行颗粒排放测量，测量颗粒数在5.6至560 nm之间。用EEPS数据完成的方差分析（ANOVA）表明，DPF再生会影响DPF再生期间和之后的PM排放。;车辆1在寒冷的环境条件下的冷启动期间经历了BC和颗粒数量浓度的增加，浓度为2至在较高的环境温度下，比热启动时高三倍。从ULSD行驶到B20时，该车辆的排放也降低了，PM数量平均降低了约13％，BC降低了约27％。车辆2的排放量低得多，许多BC和粒子数测量值均低于可检测的极限。由于DPF再生事件，两辆车的排放量确实有所增加。在主动再生发生后的第二天，两种车辆在CSLT行驶周期中均显示出颗粒数量和BC的显着增加，与未进行主动再生的一天进行的测试相比，PM排放量从93％增加到1380％。车辆1在再生期间显示PM排放量减少，在DPF再生之后显示PM排放量显着增加。在经历的唯一DPF再生期间，车辆2的PM排放量增加了三个数量级。两种车辆均显示出从WSLT到CSLT生成后的颗粒数增加，车辆1的颗粒数量增加了38％，车辆2的颗粒数量增加了113％，同时仍将PM排放水平保持在标准以下。;氮氧化物（NOx），碳氢化合物（在此测试期间，还收集了HC，一氧化碳（CO）排放量和燃料消耗量数据。车辆冷启动对NOx，HC和CO排放以及燃油消耗的影响最大，并且在较低的环境温度下影响更大。车辆冷启动归因于车辆1和2的每加仑英里燃油损失分别为29％和35％。

著录项

  • 作者

    Book, Emily Kate.;

  • 作者单位

    North Carolina State University.;

  • 授予单位 North Carolina State University.;
  • 学科 Mechanical engineering.
  • 学位 Ph.D.
  • 年度 2014
  • 页码 160 p.
  • 总页数 160
  • 原文格式 PDF
  • 正文语种 eng
  • 中图分类
  • 关键词

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