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首页> 外文期刊>SAE International Journal of Fuels and Lubricants >A Comparison of Combustion and Emissions of Diesel Fuels and Oxygenated Fuels in a Modern DI Diesel Engine
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A Comparison of Combustion and Emissions of Diesel Fuels and Oxygenated Fuels in a Modern DI Diesel Engine

机译：现代DI柴油机中柴油和含氧燃料的燃烧和排放比较

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Two oxygenated fuels were evaluated on a single-cylinder diesel engine and compared to three hydrocarbon diesel fuels. The oxygenated fuels included canola biodiesel (canola methyl esters, CME) and CME blended with dibutyl succinate (DBS), both of which are or have the potential to be bio-derived. DBS was added to improve the cold flow properties, but also reduced the cetane number and net heating value of the resulting blend. A 60-40 blend of the two (60% vol CME and 40% vol DBS) provided desirable cold flow benefits while staying above the U.S. minimum cetane number requirement. Contrary to prior vehicle test results and numerous literature reports, single-cylinder engine testing of both CME and the 60-40 blend showed no statistically discernable change in NOx emissions relative to diesel fuel, but only when constant intake oxygen was maintained. The increased NOx emissions typically reported for oxygenated fuels are believed to be largely due to two factors: 1) the method used to control Exhaust Gas Recirculation (EGR), which is typically based on air mass or EGR rate rather than intake oxygen concentration, and 2) the shift in calibration set points (e.g., EGR, boost pressure, etc.) that result from the increased pedal demand needed to achieve the same torque with oxygenated fuels, due to their lower energy content. When compared at constant intake oxygen, results for NO_x emissions, combustion noise and thermal efficiency were similar between the diesel fuels and the oxygenated fuels tested. A substantial reduction in particulate matter (PM) emissions was observed with both oxygenated fuels (91% reduction with CME and 97% reduction with 60-40 blend on average over various operating conditions), which was attributed to the respective oxygen content of those two fuels and its effect on the average oxygen equivalence ratio at the lift-off length. Elevated hydrocarbon emissions were initially observed with the 60-40 blend and were attributed to poor pilot burn caused by the combination of that fuel's low cetane number and low energy content. When the injection quantities of both the pilot and main injections were adjusted to compensate for energy content, the hydrocarbon emissions were reduced to a level similar to that of the other fuels tested. Under Low Temperature Combustion (LTC), fuel-related effects appeared to track with the cetane number and were relatively insensitive to fuel oxygen content.
机译：在单缸柴油机上评估了两种含氧燃料，并与三种烃类柴油进行了比较。含氧燃料包括低芥酸菜籽生物柴油（低芥酸菜籽甲酯，CME）和与琥珀酸二丁酯（DBS）混合的CME，两者都是或有可能被生物衍生的。添加DBS以改善冷流性能，但也降低了所得共混物的十六烷值和净热值。两者的60-40混合物（60％体积的CME和40％体积的DBS）提供了理想的冷流效益，同时保持在美国最低十六烷值最低要求之上。与先前的车辆测试结果和大量文献报道相反，CME和60-40混合气的单缸发动机测试表明，相对于柴油，NOx排放量没有统计学上可辨别的变化，而只有在保持恒定的进气氧的情况下。一般认为，含氧燃料中报告的NOx排放增加主要是由于两个因素：1）用于控制废气再循环（EGR）的方法，该方法通常基于空气质量或EGR率而不是进气氧浓度，以及2）标定设定点（例如EGR，增压压力等）的变化，这是由于踏板要求较高，而含氧燃料的能量含量较低，因此需要增加含氧燃料的扭矩。当在恒定进气氧下进行比较时，柴油和含氧燃料的NO_x排放，燃烧噪声和热效率的结果相似。两种含氧燃料的颗粒物（PM）排放量均显着减少（在各种运行条件下，CME的平均排放量降低了91％，混合60-40的混合气平均降低了97％），这归因于这两种燃料各自的含氧量燃料及其对提离长度的平均氧当量比的影响。最初使用60-40混合油观察到碳氢化合物排放量增加，这归因于该燃料的十六烷值低和能量含量低而导致的引燃性差。当调节先导喷射和主喷射的喷射量以补偿能量含量时，碳氢化合物的排放量将减少到与测试的其他燃料相似的水平。在低温燃烧（LTC）下，与燃料相关的效应似乎随着十六烷值的变化而变化，并且对燃料中的氧气含量相对不敏感。

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