沈颖刚，张敬贤，陈贵升,杨杰，廖凭皓，李冰.聚甲氧基二甲醚掺混比对柴油机性能及柴油机氧化催化器+催化型柴油机颗粒捕集器后处理系统的影响[J].内燃机工程,2021,42(2):38-46.
聚甲氧基二甲醚掺混比对柴油机性能及柴油机氧化催化器+催化型柴油机颗粒捕集器后处理系统的影响
Effects of Polyoxymethylene Dimethyl Ether Blending Ratio on Diesel Engine Performance and Aftertreatment System of Diesel Oxidation Catalyst+Catalytic Diesel Particulate Filter
DOI：10.13949/j.cnki.nrjgc.2021.02.006
关键词:柴油机  聚甲氧基二甲醚  柴油机氧化催化器  催化型颗粒物捕集器
Key Words:diesel engine  polyoxymethylene dimethyl ether (PODE)  diesel oxidation catalyst (DOC)  catalytic diesel particulate filter (CDPF)
基金项目:国家自然科学基金项目（51866004）;云南省教育厅科学研究基金项目(2019Y0033)
作者单位
沈颖刚，张敬贤，陈贵升,杨杰，廖凭皓，李冰 昆明理工大学 云南省内燃机重点实验室，昆明 650500 
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摘要:以加装了柴油氧化型催化器（DOC）+催化型颗粒捕集器（CDPF）后处理系统的D30型高压共轨柴油机为研究机型，将聚甲氧基二甲醚（PODE）以0%、10%、30%三种体积比掺入柴油（分别记为P0、P10、P30）进行发动机台架试验，研究PODE掺混比对柴油机性能和后处理系统的影响。研究表明：负荷工况下，PODE掺混比越大，有效燃油消耗率约高。低速高负荷工况，P30有效热效率最高。PODE掺混后显著恶化NOx和HC排放，仅在低速时降低约33% CO排放。在1 600 r/min工况，掺混PODE有效降低了柴油机的碳烟排放，但是后处理系统有明显升温且NO转化为NO2的效率降低。在2 400 r/min工况，掺混比增加，CDPF后端NO2浓度升高；P30的涡后排温比P0、P10低约30 ℃。PODE掺混比越高DOC前端和CDPF前端排气压力越低，降低了CDPF载体堵塞的风险。
Abstract:Taking D30 diesel engine equipped with high pressure common rail and the diesel oxidation catalyst(DOC) + catalytic particulate filter(CDPF) after-treatment system as a research engine, and using diesel fuel mixed with 0%, 10%, and 30% polymethoxy dimethyl ether(PODE) as fuels of P0, P10 and P30, the effects of PODE blending ratio on the performance of diesel engine and after-treatment system were studied through engine bench test. The results showed that at load conditions, with the increase of the blending ratio of PODE, the brake specific fuel consumption increased. At low speed and high load, the brake thermal efficiency with P30 fuel was the highest among all the blended fuels. The blending of PODE significantly deteriorated NOx and HC emissions, and only lowered the specific emission of CO by about 33% at low speeds. At 1 600 r/min, the blended fuel effectively reduced the smoke emissions of diesel engine, but the aftertreatment system had a significant temperature increase, and the efficiency of converting NO to NO2 was reduced. At 2 400 r/min, with the increase of the blending ratio, the concentration of NO2 at the rear end of CDPF increased. Compared with P0 and P10 fuels, P30 fuel lowered the temperature after turbocharger by about 30 ℃. The higher the blending ratio of PODE, the lower the exhaust pressures before DOC and CDPF, thus reducing the risk of CDPF carrier blockage.
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