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所有大型的柴油机制造商的开发重点都放在未来即将生效的废气排放法规上。国际海事组织Stage3标准将规定船用发动机在最大标定转速下的NOx排放限值为2g/kWh。针对机车的将从2012年开始生效的欧盟EUIIIB标准规定,NOx+HC的排放限值为4.0g/kWh,颗粒物排放量限值在0.025g/kWh以内。美国环保局规定,输出功率超过900kW发电机组的NOx排放限值为0.67g/kWh,颗粒物排放限值为0.10g/kWh。MTUFriedrichafen公司的柴油机产品遍布全球,应用领域十分广泛,因此需要考虑满足各种主流排放参数要求。最大限度地降低寿命周期成本的最佳技术理念已贯穿在每个应用领域的开发中。根据已生效的排放限值、再冷却条件、燃油经济性要求和燃油品质,可以采用不同技术组合,这些技术包括:燃油喷射、涡轮增压、气门定时、废气再循环和排气后处理。本文通过引用一些应用实例来阐述这些技术方案。
All major diesel engine manufacturers have focused their development on the forthcoming emissions regulations. The Stage 3 standard of the International Maritime Organization will stipulate that the limit of NOx emission of a marine engine at a maximum rated speed is 2g / kWh. The EU EUIIIB standard for locomotives, which will take effect from 2012, will have a NOx + HC limit of 4.0 g / kWh and a particulate emission limit of 0.025 g / kWh. EPA provides that NOx emissions limits of 0.67 g / kWh for generating units with output above 900 kW and particulate emission limit of 0.10 g / kWh. MTU Friedrichhafen’s diesel engine products are used all over the world and have a wide range of applications and therefore need to consider meeting the various mainstream emission parameters. The best technical philosophy to minimize life cycle costs has been developed in each application area. Depending on the effective emission limits, re-cooling conditions, fuel economy requirements, and fuel quality, different combinations of technologies are available. These include: fuel injection, turbocharging, valve timing, exhaust gas recirculation and exhaust aftertreatment. This article describes some of these technical solutions by citing some application examples.