增压中冷车用柴油机EGR技术试验研究
摘要
随着汽车工业的飞速发展，汽车保有量急剧膨胀，汽车排放严重影响着生态环境、人身健康，制约着经济的发展，汽车排放问题已受到极大关注。特别是近十年来由于环保意识加强，世界各国相继颁布了愈来愈严格的排放法规。柴油机排放中NOX排放量与汽油机相当，微粒的排放量则明显高于汽油机，因此各国的排放法规对柴油机的这两种污染物也重点加以限制。
本研究针对YC4112ZLQ开展了EGR对车用增压中冷柴油机性能和排放的影响的研究。
分析了NOX的生成机理，阐述了降低NOX排放物技术措施。总结出高温、富氧和滞留时间是NOX产生的三个重要因素，而破坏NOX生成条件是控制NOX排放的根本手段，EGR技术正具备此能力。
EGR技术是降低NOX的有效方法。EGR技术是将一定量的废气引入到进气系统中，使得进气充量中惰性气体(H2O蒸气，N2和CO2等)的比例增加。由于这些惰性气体不参加燃烧，且具有较高的比热容可以吸收燃烧放出的热量，从而使发动机最高燃烧温度下降。同时，废气的加入，也降低了进气中的氧浓度，破坏了NOX的生成条件，抑制了NOX的生成。但是废气的加入又会使微粒、CO和HC的排放量增大，比油耗升高。因此应用EGR时必须进行NOX排放的改善和包括动力性、经济性及其它有害排放物恶化的折衷优化。
根据再循环废气的温度，EGR技术可分为冷EGR与热EGR。热EGR会使进气温度升高，导致缸内燃烧温度大幅度升高，抵消了EGR降低NOX的作用。试验也证明，热EGR和冷EGR相比，其碳烟、CO、CO2和HC的排放要高。因此本研究直接采用冷EGR方式，在EGR管路中加一冷却器，将EGR温度基本控制在120～160℃以内。
本研究所设计的EGR系统采用了从涡轮机前引气到中冷器后的“高压回路”方式，并利用进气节流方式降低EGR入口处的压力与EGR流量控制阀相配合实现废气再循环，避免了“低压回路”中存在的压气机过载和中冷器堵塞的弊端。在全工况范围内研究了不同EGR率对柴油机性能和排放的影响，并依据NOX与微粒排放的折中关系及动力性、经济性要求对各工况下的EGR率进行了优化，制取了全工况EGR率脉谱。
集成了EGR系统的硬件，并编写了控制软件。采用80C196KC单片机作为控制单元（ECU），发动机的油门位置和转速作为控制系统输入参数。发动机运行过程中，ECU不断检测油门位置信号和转速信号，并依据检测到的信号查取存储在ECU存储器中的最佳EGR率脉谱，得到对应工况下的最优控制量，通过驱动电路驱动执行机构，保证该工况下的最佳EGR率。
为了评价EGR率优化后柴油机的排放水平，本研究采用13工况排放法测
试循环作为评价参数与原机进行了对比。
研究结果表明：
采用EGR技术能明显降低增压中冷柴油机NOX排放量，并且负荷越大NOX下降越明显。
EGR使柴油机烟度和CO排放增大，高负荷下增加的幅度比中低负荷下要大。
在大多数工况下EGR使柴油机的HC排放增加。
在小负荷工况下，EGR对发动机的动力性和经济性影响不大。随着负荷的增加，EGR对动力性和经济性的负面影响逐渐表现出来。
最佳EGR率条件下的13工况排放测试表明，EGR技术可以在不大量增加微粒排放的条件下有效降低NOX排放，使NOX、HC、CO气体排放达到欧洲Ⅱ号排放法规的要求，并使13工况加权比油耗有所降低。但由于该柴油机微粒排放值较高，要使排放全面达到欧洲Ⅱ号排放法规的要求，必须进行EGR技术与其它降低微粒的技术措施相配合。
With the fast development of the automotive industry, the population of the automobile expands sharply,and the pollutant emissions from the automobiles affect the atmospheric environment and human health, restrict the development of the economy, and have already caused great public concern. Especially in the past decade, human environmental consciousness was strengthened significantly, stricter and stricter emission regulations were issued for the internal combustion engines and engine powered vihicles in many countries successively. The NOX emission from the diesel engine is equivalent to the SI engine, while the emission of the particulate matter from the diesel is obviously higher than that from the SI engine, so emphasis on limiting these two kinds of pollutants from the diesel has been placed in emission regulations of various countries.
In this thesis, the effects of EGR on the feul economy and emission behavior of the automotive turbocharged and intercooled diesel engineof the type YC4112ZLQ were studied.
The formation mechanism of NOX was discused and the technical measures to reduce the NOX emission from the diesel engine were explained. It is concluded that high temperature, rich oxygen and retention time are three major factors to promote NOX formation and suppressing these promoting factors is the ultimate measure to control the formation of NOX, EGR is exactly has the effective measure for the NOX emission control.
EGR or exhaust gas recirculation, is to recycle a certain portion of the exhaust gas into the inlet system to increase the mass fraction of inert gases (H2O vapor, N2 and CO2, etc.) in the intake charge. Because the inert gas does not participate the combustion, and is higher in thermal capacity to absorb more combustion heat, and thus depresses the engine’s peak combustion temperature. Meanwhile, EGR reduces the oxygen mass fraction in the intake charge and depresses the formation of NOX. However, when EGR is introduced, the particulate matter, CO and HC emissions may increase, and the feul economy may deteriorate, too. Therefore, the trde-off between reduction of the NOX emission and increase of the other emissions or the deterioration of the feul economy must be considered when EGR is used to fight against the NOX pollution.
According to the temperature of the recycled exhaust gas, the EGR technology can be divided into hot or uncooled EGR and cold or cooled EGR. The hot EGR leads a higher intake charge temperature, and consequently a higher combustion temprature,
thus weakens it’s effect of reducing NOX emission. Experiments have proved that, compared with cold EGR, the particulate matter, CO, CO2 and HC emission with hot EGR are higher. So, in this thesis, the cold EGR was adopted and an EGR cooler was incerted in the EGR passage, which limits EGR temperature to 120~160℃ under all tested operating conditions.
In this thesis, the EGR system used a so-called High Pressure Route passage, i.e, recycled the exhaust gas from upstream of the turbine to downstream of the compressor to avoid malfunction of the compressor and the intercooler on the condition of Low Pressure Route. And an intake throttle was used to reduce the pressure at EGR inlet in cooperation with an EGR valve to control the EGR flow.
Effects of different EGR ratio on the performance and emissions of the diesel engine were investigated experimentally in the whole operating condition range of the engine, the EGR ratios in all operating conditions were optimized according to the Trade-off relation of the NOX and particulate matter emissions and the requires of power and feul economy, and an optimized EGR ratio map wsa accomplished.
The hardware was integered and the software was compiled for the EGR sys tem. An 80C196KC single chip processor was used as the control unit, the accelerator position and rotational speed of the engine were the input parameters. During the operation of the engine, the ECU is detecting the accelerator position signal and the rotational speed signal constantly, and through searching the
本研究针对YC4112ZLQ开展了EGR对车用增压中冷柴油机性能和排放的影响的研究。
分析了NOX的生成机理，阐述了降低NOX排放物技术措施。总结出高温、富氧和滞留时间是NOX产生的三个重要因素，而破坏NOX生成条件是控制NOX排放的根本手段，EGR技术正具备此能力。
EGR技术是降低NOX的有效方法。EGR技术是将一定量的废气引入到进气系统中，使得进气充量中惰性气体(H2O蒸气，N2和CO2等)的比例增加。由于这些惰性气体不参加燃烧，且具有较高的比热容可以吸收燃烧放出的热量，从而使发动机最高燃烧温度下降。同时，废气的加入，也降低了进气中的氧浓度，破坏了NOX的生成条件，抑制了NOX的生成。但是废气的加入又会使微粒、CO和HC的排放量增大，比油耗升高。因此应用EGR时必须进行NOX排放的改善和包括动力性、经济性及其它有害排放物恶化的折衷优化。
根据再循环废气的温度，EGR技术可分为冷EGR与热EGR。热EGR会使进气温度升高，导致缸内燃烧温度大幅度升高，抵消了EGR降低NOX的作用。试验也证明，热EGR和冷EGR相比，其碳烟、CO、CO2和HC的排放要高。因此本研究直接采用冷EGR方式，在EGR管路中加一冷却器，将EGR温度基本控制在120～160℃以内。
本研究所设计的EGR系统采用了从涡轮机前引气到中冷器后的“高压回路”方式，并利用进气节流方式降低EGR入口处的压力与EGR流量控制阀相配合实现废气再循环，避免了“低压回路”中存在的压气机过载和中冷器堵塞的弊端。在全工况范围内研究了不同EGR率对柴油机性能和排放的影响，并依据NOX与微粒排放的折中关系及动力性、经济性要求对各工况下的EGR率进行了优化，制取了全工况EGR率脉谱。
集成了EGR系统的硬件，并编写了控制软件。采用80C196KC单片机作为控制单元（ECU），发动机的油门位置和转速作为控制系统输入参数。发动机运行过程中，ECU不断检测油门位置信号和转速信号，并依据检测到的信号查取存储在ECU存储器中的最佳EGR率脉谱，得到对应工况下的最优控制量，通过驱动电路驱动执行机构，保证该工况下的最佳EGR率。
为了评价EGR率优化后柴油机的排放水平，本研究采用13工况排放法测
试循环作为评价参数与原机进行了对比。
研究结果表明：
采用EGR技术能明显降低增压中冷柴油机NOX排放量，并且负荷越大NOX下降越明显。
EGR使柴油机烟度和CO排放增大，高负荷下增加的幅度比中低负荷下要大。
在大多数工况下EGR使柴油机的HC排放增加。
在小负荷工况下，EGR对发动机的动力性和经济性影响不大。随着负荷的增加，EGR对动力性和经济性的负面影响逐渐表现出来。
最佳EGR率条件下的13工况排放测试表明，EGR技术可以在不大量增加微粒排放的条件下有效降低NOX排放，使NOX、HC、CO气体排放达到欧洲Ⅱ号排放法规的要求，并使13工况加权比油耗有所降低。但由于该柴油机微粒排放值较高，要使排放全面达到欧洲Ⅱ号排放法规的要求，必须进行EGR技术与其它降低微粒的技术措施相配合。
With the fast development of the automotive industry, the population of the automobile expands sharply,and the pollutant emissions from the automobiles affect the atmospheric environment and human health, restrict the development of the economy, and have already caused great public concern. Especially in the past decade, human environmental consciousness was strengthened significantly, stricter and stricter emission regulations were issued for the internal combustion engines and engine powered vihicles in many countries successively. The NOX emission from the diesel engine is equivalent to the SI engine, while the emission of the particulate matter from the diesel is obviously higher than that from the SI engine, so emphasis on limiting these two kinds of pollutants from the diesel has been placed in emission regulations of various countries.
In this thesis, the effects of EGR on the feul economy and emission behavior of the automotive turbocharged and intercooled diesel engineof the type YC4112ZLQ were studied.
The formation mechanism of NOX was discused and the technical measures to reduce the NOX emission from the diesel engine were explained. It is concluded that high temperature, rich oxygen and retention time are three major factors to promote NOX formation and suppressing these promoting factors is the ultimate measure to control the formation of NOX, EGR is exactly has the effective measure for the NOX emission control.
EGR or exhaust gas recirculation, is to recycle a certain portion of the exhaust gas into the inlet system to increase the mass fraction of inert gases (H2O vapor, N2 and CO2, etc.) in the intake charge. Because the inert gas does not participate the combustion, and is higher in thermal capacity to absorb more combustion heat, and thus depresses the engine’s peak combustion temperature. Meanwhile, EGR reduces the oxygen mass fraction in the intake charge and depresses the formation of NOX. However, when EGR is introduced, the particulate matter, CO and HC emissions may increase, and the feul economy may deteriorate, too. Therefore, the trde-off between reduction of the NOX emission and increase of the other emissions or the deterioration of the feul economy must be considered when EGR is used to fight against the NOX pollution.
According to the temperature of the recycled exhaust gas, the EGR technology can be divided into hot or uncooled EGR and cold or cooled EGR. The hot EGR leads a higher intake charge temperature, and consequently a higher combustion temprature,
thus weakens it’s effect of reducing NOX emission. Experiments have proved that, compared with cold EGR, the particulate matter, CO, CO2 and HC emission with hot EGR are higher. So, in this thesis, the cold EGR was adopted and an EGR cooler was incerted in the EGR passage, which limits EGR temperature to 120~160℃ under all tested operating conditions.
In this thesis, the EGR system used a so-called High Pressure Route passage, i.e, recycled the exhaust gas from upstream of the turbine to downstream of the compressor to avoid malfunction of the compressor and the intercooler on the condition of Low Pressure Route. And an intake throttle was used to reduce the pressure at EGR inlet in cooperation with an EGR valve to control the EGR flow.
Effects of different EGR ratio on the performance and emissions of the diesel engine were investigated experimentally in the whole operating condition range of the engine, the EGR ratios in all operating conditions were optimized according to the Trade-off relation of the NOX and particulate matter emissions and the requires of power and feul economy, and an optimized EGR ratio map wsa accomplished.
The hardware was integered and the software was compiled for the EGR sys tem. An 80C196KC single chip processor was used as the control unit, the accelerator position and rotational speed of the engine were the input parameters. During the operation of the engine, the ECU is detecting the accelerator position signal and the rotational speed signal constantly, and through searching the
引文
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