二冲程柴油机运行环境性能的改善

Q4 Engineering
O. Yeryganov, V. Kyrnats, R.O. Brusnik, V.S. Glebov, P.A. Goncharenko, V.I. Holdenko
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引用次数: 0

摘要

世界航运业的发展是在降低碳氢化合物燃料气态燃烧产物有毒成分浓度的要求日益增加的背景下进行的。这些物质的浓度限值受73/78防污公约附录VI的管制。在柴油废气的受控成分中,氮氧化物对人类和环境的危害最大。然而,氮氧化物含量的减少不可避免地与最高循环温度(即热效率)的限制有关,因此与发动机燃油效率的恶化有关。目前,为了减少大型运输柴油机氮氧化物的排放,最广泛使用的是将废气再循环进入空气接收器。使用这种方案的一个显著缺点是需要冷却废气并对其进行额外的净化,这导致系统的重量和尺寸特性增加,并导致其价格上涨。因此,为了降低成本,将废气再循环与其他减少氮氧化物排放的方法结合起来似乎是合乎逻辑的。对于运行中的发动机,其中一种方法是改变燃油喷射角度。可以假设,燃料越晚注入气缸,空气充注温度就越低,相应地,最高燃烧温度也就越低,因此氮氧化物的数量也就越少。对安装在“LILA SHANGHAI”号船上的MAN-B&W 7S50MC-C主机进行了氮氧化物排放模拟计算。首先,使用AVL-BOOST包创建的模型基于可用的索引结果进行验证。经过验证,计算氮氧化物NOx的排放量,在标称模式下改变燃料燃烧开始的角度。接收器内气体的组成保持不变。随着燃料燃烧起始角从上止点进一步偏移,燃油效率下降,气缸功率下降,同时排放的氮氧化物NOx的质量减少。然而,可以说,发动机的环境友好性提高的速度远远快于其燃料和动力特性的恶化。以上计算表明,对于已经运行的发动机,改变燃油喷射角度可以减少氮氧化物的排放。因此,这种方法可以很容易地与其他方法相结合,从而降低了发动机环境改善的成本。
本文章由计算机程序翻译,如有差异,请以英文原文为准。
IMPROVMENT OF ENVIRONMENTAL PERFORMANCE TWO-STROKE DIESEL DURING OPERATION
The development of world shipping is taking place in the context of ever-increasing requirements to reduce the concentrations of toxic components of gaseous combustion products of hydrocarbon fuels. Concentration limits for these substances are regulated in accordance with Appendix VI of the MARPOL 73/78 Convention. Among the controlled components of diesel exhaust gases, nitrogen oxides are the most dangerous for humans and environment. However, a decrease in the content of nitrogen oxides is inevitably associated with limitations on the maximum cycle temperature, that is, thermal efficiency, and hence with a deterioration in the fuel efficiency of the engine. At the moment, in order to reduce emissions of nitrogen oxides by large transport diesel engines, the most widely used is the recirculation of exhaust gases into the air receiver. A significant disadvantage of using this scheme is the need for cooling the exhaust gases and their additional purification, which leads to an increase in the weight and size characteristics of the system and to its rise in price. Therefore, to reduce its cost, it seems logical to combine exhaust gas recirculation with other ways to reduce nitrogen oxide emissions. For engines in operation, one of these methods is to change the angle of fuel injection. It can be assumed that the later the fuel is injected into the cylinder, the lower the temperature of the air charge will be and, accordingly, the lower the maximum combustion temperature, and hence the amount of nitrogen oxides. The calculation of nitrogen oxide emissions was simulated for the main engine MAN-B&W 7S50MC-C installed on the vessel "LILA SHANGHAI". Initially, the model created using the AVL-BOOST package was verified based on the available indexing results. After verification, the calculation of emissions of nitrogen oxides NOx was made with a variation in the angle of the start of fuel combustion at the nominal mode. The composition of the gases in the receiver was taken unchanged. As the fuel combustion start angle shifted further from the TDC, deterioration in fuel efficiency and a drop in cylinder power were observed, while reducing the mass of emitted nitrogen oxides NOx. However, it can be said that the environmental friendliness of an engine improves much faster than its fuel and power characteristics deteriorate. The above calculations show that for engines already in operation, changing the fuel injection angle makes it possible to reduce nitrogen oxide emissions. Therefore, this approach can be combined without much difficulty with other methods, thus reducing the cost of environmental improvement of the engine.
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