论文部分内容阅读
采用热动力模拟就富氧进气对机车柴油机性能和氮氧化物 (NO)排放的影响进行了研究 ,并就提供富氧进气所需空气分离膜片的附加功率进行了评定。在限定了气缸峰值压力的情况下 ,对在不同富氧水平下工作的发动机与采用高涡轮增压的发动机就所获总输出功率和净输出功率方面进行了比较。当使用的进气氧含量为 2 8% (按体积计 )且喷油定时推迟 4°时 ,气缸峰值压力每提高 4 % ,发动机净功率可提高约 10 %。如果对发动机进行高涡轮增压而使进气压力进一步增高 ,提高同样大小的气缸峰值压力 ,所增加的发动机净功率却只达到 4 %。如果能将一部分因富氧产生的相当高的废气焓加以回收利用 ,就可以满足空气分离膜片的功率要求 ,使净功率得到显著提高。伴随产生的高燃烧温度 ,还使富氧燃烧减少了颗粒和可见烟的排放 ,但却增加了氮氧化物的排放 (是氧含量为 2 6 %时的 3倍 )。所以 ,若想在提高机车柴油机性能的同时充分发挥富氧的潜力 ,就需要进行废气后处理和热量回收。
The effects of oxygen-enriched air intake on locomotive diesel engine performance and nitrogen oxide (NO) emissions were studied using thermodynamic simulations and the additional power to provide air separation membranes for oxygen-enriched air intake was evaluated. Comparing the total output power and the net output power obtained for engines operating at different oxygen enrichment levels and engines employing high turbocharger, with the cylinder peak pressure limited. The net engine power increased by about 10% for every 4% increase in peak cylinder pressure when using 28% (by volume) of intake oxygen and a 4 ° injection delay. If the engine is turbocharged so that the intake pressure to further increase the same size of the cylinder to increase the peak pressure, the net engine power increased by only 4%. If you can part of the oxygen generated by the relatively high exhaust gas enthalpy to be recycled, you can meet the air separation membrane power requirements, so that net power was significantly improved. Accompanying the high combustion temperatures produced also reduced oxy-fuel emissions from particulates and visible smoke but increased nitrogen oxide emissions (three times the oxygen content of 26%). Therefore, if we want to improve the locomotive diesel engine performance while giving full play to the potential of oxygen-rich, you need to exhaust after treatment and heat recovery.