沈颖刚，蒋文涛，卢申科，陈贵升，邹超，许杨松.掺混含氧燃料对柴油机氧化催化器＋催化型柴油机颗粒捕集器氧化及再生特性的影响[J].内燃机工程,2019,40(5):58-66.
掺混含氧燃料对柴油机氧化催化器＋催化型柴油机颗粒捕集器氧化及再生特性的影响
Effect of Oxygenated Blended Fuels on Oxidation and Regeneration Characteristics of Diesel Oxidation Catalyst＋Catalytic Diesel Particulate Filter Aftertreatment System
DOI：10.13949/j.cnki.nrjgc.2019.05.009
关键词:含氧燃料  柴油机氧化催化器（DOC）  催化型柴油机颗粒捕集器（CDPF）  再生特性
Key Words:oxygenated fuel  diesel oxidation catalyst  catalyst diesel particulate filter  regeneration characteristics
基金项目:国家自然科学基金项目(51866004)；云南省教育厅科学研究基金项目(2018Y019)
作者单位
沈颖刚，蒋文涛，卢申科，陈贵升，邹超，许杨松 1.昆明理工大学 云南省内燃机重点实验室，昆明 650500； 2.云南菲尔特环保科技股份有限公司，昆明 650300 
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摘要:为了研究掺烧含氧燃料对柴油机排放及柴油机氧化催化器（DOC）耦合催化型柴油机颗粒捕集器（CDPF）后处理系统低温氧化特性与再生特性的影响，基于一台4缸高压共轨柴油机，选取国五柴油、15%生物柴油-柴油（D85B15）、15%正戊醇-柴油（D85P15）、20%正戊醇-柴油（D80P20）作为燃料，在1900 m海拔环境下进行了试验。研究表明：在外特性工况下，与柴油相比，燃用D85B15和D85P15的柴油机动力性略有下降，燃用D85P15的柴油机有效热效率最高。燃用D85B15的NOx排放略低于柴油，最高降低3.33%；而D85P15的NOx排放有所增加，最高增加2.85%。在低负荷工况下燃用国五柴油时DOC+CDPF对CO的转化效率明显高于燃用D80P20时，2000 r/min时燃用柴油时CO转化效率高达96.8%，而D80P20只有36.9%。低速高负荷工况下燃用国五柴油与D80P20时，DOC对排气温度的提升作用均比较明显，平均提升41.8 ℃和42.5℃。燃用D80P20时DOC+CDPF压差升高较慢，压差最高比燃用国五柴油低6 kPa，DOC后端平均温度比燃用国五柴油高10 ℃。柴油机燃用D80P20在高负荷尤其是低转速高负荷时可有效降低颗粒物排放，降低DOC+CDPF压差。
Abstract:In order to study the effect of oxygenated blended fuels on the diesel engine emissions and the low temperature oxidation and regeneration characteristics of a diesel oxidation catalyst(DOC) coupled catalytic diesel particulate filter(CDPF) aftertreatment system, a comparison of three oxygenated blended fuels and a pure diesel fuel was carried out on a 4-cylinder high pressure common rail diesel engine at an altitude of 1900 m. Study indicates that in the case of engine mapping(maximum torque conditions), the power performance of running with 15% biodiesel/diesel fuel and 15% n-pentanol/diesel fuel, respectively is lower than the diesel fuel operation, while the thermal efficiency with 15% n-pentanol/diesel fuel operation is the highest, and the NOx emissions with 15% biodiesel/diesel fuel is slightly lower than the diesel fuel operation with a highest drop of 3.33%, while the NOx emissions from the 15% n-pentanol/diesel fuel operation is increased by up to 2.85%. As observed, under low load conditions, when using diesel fuel, the conversion efficiency of DOC+CDPF to CO is significantly higher than the 20% n-pentanol/diesel fuel operation by up to 96.8%, and only 36.9% is obtained when using 20% n-pentanol/diesel fuel. Under low speed and high load conditions, when using diesel fuel and 20% n-pentanol/diesel fuel, DOC has a significant effect on the increase of exhaust temperature with an average rise of 41.8 ℃ and 42.5 ℃, respectively. The use of 20% n-pentanol/diesel fuel will increase the back pressure of DOC+CDPF slowly, the highest back pressure is 6 kPa lower than the diesel fuel operation, and the average temperature at the rear end of DOC is increased by 10 ℃. The use of 20% n-pentanol/diesel fuel can effectively reduce particulate emissions and pressure difference of DOC+CDPF at high load, especially at low speed and high load.
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