燃料添加剂对以樟脑油生物燃料为动力的柴油机 NO 排放减少的作用。
Role of fuel additives on reduction of NO emission from a diesel engine powered by camphor oil biofuel.
机构信息
Department of Automobile Engineering, SRM University, Chennai, India.
Department of Mechanical Engineering, Annamalai University, Chidambaram, India.
出版信息
Environ Sci Pollut Res Int. 2018 Jun;25(16):15368-15377. doi: 10.1007/s11356-018-1745-4. Epub 2018 Mar 21.
The present study intends to explore the effect of the addition of fuel additives with camphor oil (CMO) on the characteristics of a twin-cylinder compression ignition (CI) engine. The lower viscosity and boiling point of CMO when compared to diesel could improve the fuel atomization, evaporation, and air/fuel mixing process. However, the lower cetane index of CMO limits its use as a drop in fuel for diesel in CI engine. In general, NO emission increases for less viscous and low cetane (LVLC) fuels due to pronounced premixed combustion phase. To improve the ignition characteristics and decrease NO emissions, fuel additives such as diglyme (DGE)-a cetane enhancer, cumene (CU)-an antioxidant, and eugenol (EU) and acetone (A)-bio-additives, are added 10% by volume with CMO. The engine used for the experimentation is a twin-cylinder tractor engine that runs at a constant speed of 1500 rpm. The engine was operated with diesel initially to attain warm-up condition, which facilitates the operation of neat CMO. At full load condition, brake thermal efficiency (BTE) for CMO is higher (29.6%) than that of diesel (28.1%), while NO emission is increased by 9.4%. With DGE10 (10% DGE + 90% CMO), the ignition characteristics of CMO are improved and BTE is increased to 31.7% at full load condition. With EU10 (10% EU + 90% CMO) and A10 (10% A + 90% CMO), NO emission is decreased by 24.6 and 17.8% when compared to diesel, while BTE is comparable to diesel. While HC and CO emission decreased for DGE10 and CU10, they increased for EU10 and A10 when compared to baseline diesel and CMO.
本研究旨在探讨添加含有樟脑油（CMO）的燃料添加剂对双缸压缩点火（CI）发动机特性的影响。与柴油相比，CMO 的低粘度和低沸点可以改善燃料的雾化、蒸发和空气/燃料混合过程。然而，CMO 的较低十六烷指数限制了其作为柴油 CI 发动机的降凝燃料的使用。一般来说，由于强烈的预混合燃烧阶段，低粘度和低十六烷值（LVLC）燃料的 NO 排放增加。为了改善点火特性和降低 NO 排放，添加了二甘醇（DGE）-一种十六烷值增强剂、异丙苯（CU）-一种抗氧化剂以及丁香酚（EU）和丙酮（A）-生物添加剂等燃料添加剂，以 10%的体积与 CMO 混合。用于实验的发动机是一台以 1500 rpm 恒定速度运行的双缸拖拉机发动机。发动机最初以柴油运行以达到预热状态，这有利于纯净 CMO 的运行。在满载条件下，CMO 的制动热效率（BTE）较高（29.6%）比柴油（28.1%），而 NO 排放增加了 9.4%。使用 DGE10（10%DGE+90%CMO），CMO 的点火特性得到改善，满载时 BTE 提高到 31.7%。使用 EU10（10%EU+90%CMO）和 A10（10%A+90%CMO）时，与柴油相比，NO 排放分别降低了 24.6%和 17.8%，而 BTE 与柴油相当。与基线柴油和 CMO 相比，DGE10 和 CU10 时 HC 和 CO 排放降低，而 EU10 和 A10 时 HC 和 CO 排放增加。
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