Please use this identifier to cite or link to this item: http://hdl.handle.net/11455/1623
標題: 二次噴注系統之操作條件對於柴油引擎濾煙器再生過程的影響
Effects of Engine Operating Condition and Secondary Fuel Injection Rate on the Regeneration Process of Diesel Engine Particulate Filter
作者: 廖智偉
Liao, Jhih-Wei
關鍵字: Diesel Particulate Filter;濾煙器再生;Regeneration Process;Dilution System;再生模式;稀釋道
出版社: 機械工程學系所
引用: [1] A. M. Stamatelos, “A review of the effect of particulate traps on the efficiency of vehicle diesel engines”, Energy Conversion and Management, Volume 38, Issue 1, 1997. [2] Toshikatsu Muramatsu,Tetsuichi Kominami,Jinichi Minamikawa, Munetomo Matsunami,Junji Komatsu, Jun Ozawa, “DPR with Empirical Formula to Improve Active Regeneration of a PM Filter”, SAE Paper 2006-01-0878, 2006. [3] 高實祥,廖慶復,顧詠元, “主動再生濾煙器介紹”, 財團法人車輛研究測試中心車輛研測資訊雙月刊, 第61期, pp. 2-9, 2007. [4] Diesel Net website http://www.dieselnet.com/tech/dpf_top.html [5] ISUZU MOTORS Ltd. http://www.isuzu.co.jp/world/index.html [6] Toshiaki Sakaguchi,Akihide Ohgushi,Shogo Suzuki,Hideki Kita, Kazuo Ohsumi,Takayuki Suzuki,Hideo Kawamura,“Development of High Durability Diesel Particulate Filter by using SiC Fiber”, SAE Paper 1999-01-0463, 1999. [7] Gang Guo,Ning Xu,Paul M. Laing,Robert H. Hammerle,M. Matti Maricq, “Performance of a Catalyzed Diesel Particulate Filter System During Soot Accumulation and Regeneration”, SAE Paper 2003-01-0047, 2003. [8] Geon Seog Son,Cheon Seog Gwak,Eui Rak Choi,Cheol Won Hwang, Soong Kee Kim, Ki Kyoung Bae, “PM Reduction in Diesel Exhaust Gases with a Photocatalytic DPF Reactor”, SAE Paper 2006-01-0876, 2006. [9] John P. A. Neeft,Michiel Makkee,Jacob A. Moulijn,“Diesel Particulate Emission Control”, Fuel Processing Technology, Volume 47, Issue 1, 1996. [10] W. McCabe,M. Sinkevitch,“Oxidation of Diesel Particulates by Catalyzed Wall-Flow Monolith Filters”, SAE Paper 870009, 1987. [11] K. N. Pattas ,A. M. Stamatellos,N. A. Patsatzis,P. S. Kikidis, J. K. Aidarinis , Z. C. Samaras, “Forced Regeneration by Exhaust Gas Throttling of the Ceramic Diesel Particulate Trap”, SAE Paper 860293, 1986. [12]Yong Yi,“Simulating the Soot Loading in Wall-flow DPF Using a Three-Dimensional Macroscopic Model”, SAE Paper 2006-01-0264, 2006. [13] Ronald M. Heck,Robert J. Farrauto,Suresh T. Gulati,“Catalytic Air Pollution Control ”, John Wiley P.118, 1995. [14] Nik Birkby,Steven Beesley,Andrew Hatton,Hassan El-Khatib, “The Development and Testing of an Active Particulate Regeneration System Using Model Based Control”, SAE Paper 2006-01-3258, 2006. [15] 張耀升,“柴油車濾煙器中擴散器設計對碳粒累積與再生效果之影響”, 碩士論文, 國立中興大學機械工程學系, 2010。 [16] Athanasios G. Konstandopoulos, EM Department, Margaritis Kostoglou, Evangelos Skaperdas, Eleni Papaioannou , Dimitrios Zarvalis, Evdoxia Kladopoulou, “Fundamental Studies of Diesel Particulate Filters: Transient Loading, Regeneration and Aging”, SAE Paper 2000-01-1016, 2000. [17] H. Burtscher, “Physical characterization of particulate emissions from diesel engines: a review ”, Journal of Aerosol Science, Volume 36, Issue 7, 2005. [18] William M. Silvis, Gerald Marek, Norbert Kreft, Wolfgang Schindler, “Diesel Particulate Measurement with Partial Flow Sampling: Systems A New Probe and Tunnel Design that Correlates with Full Flow Tunnels”, SAE Paper 2002-01-0054, 2002. [19] Imad A. Khalek, Terry L. Ullman, Cleophas C. Jackson, Bennett Dharmawardhana, William M. Silvis, Norbert Kreft, R. Neal Harvey, Dave Munday, Yutaka Yamagishi, Rob Graze, John Smitherman, Jesse Adkins, “Performance of Partial Flow Sampling Systems Relative to Full Flow CVS for Determination of Particulate Emissions under Steady-State and Transient Diesel Engine Operation”, SAE Paper 2002-01-1718, 2002. [20] Maricq MM, Chase RE, Xu N, Podsiadlik DH, “A constant-volume rapid exhaust dilution system for motor vehicle particulate matter number and mass measurements”, Journal of the Air and Waste Management Association 53 1196–1203, 2003. [21] Ch. Hueglin, L. Scherrer, H. Burtscher, “An accurate, continuously adjustable dilution system (1:10 to 1:104) for submicron aerosols”, Journal of Aerosol Science, Volume 28, Issue 6, 1997. [22] Stephen R. Turns, “An Introduction to Combustion”, Concepts and Application, second edition.
摘要: 
穩態再生系統為替代傳統式再生系統最佳的方式,目前國內加裝柴油車後處理器,是濾煙器累積到一定程度時拆下於再生加熱爐進行,再生後利用鼓風機將殘留的碳粒吹除,此再生時間太長,車主較無意願裝置後處理器,若使用穩態再生,雖要把車停置後再生,但再生時間短,即為較便利的方式。
氧化觸媒為再生中重要元件,其中氧化觸媒各有不同的操作溫度及柴油轉換率,此條件會隨著噴油率而變化,本篇論文發現,比較實際噴入的燃油與所計算燃燒掉的燃料可以發現燃油並未完全燒掉,這與燃料的濃度、排氣中的氧氣濃度、氧化觸媒的入口溫度有關。
穩態再生為引擎在定轉速與負載下,排氣管噴入柴油進行再生,其操作條件有排氣溫度、噴油脈寬與噴油時間,排氣溫度與噴油脈寬會影響柴油在氧化觸媒中的停滯時間與氧化觸媒後的溫度變化率,而噴油時間則是依據濾煙器內所累積的碳粒,在操作條件整理過後,將排氣溫度控制於350℃,噴油率固定於27%,此溫度變化率為0.95,再生時間為17.83分鐘,總噴油量為800c.c.,由最佳的條件再生,碳粒清除率可達96%。
在濾煙器再生當中,排氣溫度相當的高,在汙染之PM2.5的採樣,若貿然利用不銹鋼管接上濾紙進行採樣,則會有水氣及高溫廢氣通過濾紙,使濾紙富含水氣及容易將濾紙燒破,建制稀釋道可改善水氣與高溫的採樣環境,本篇論文將設計採樣之稀釋道使採樣能達到準確,且也可保護採樣之設備與濾紙。

Nowadays, the steady regeneration system is the best substitution for the boiler regeneration. Although vehicles have to stop the DPF (Diesel Particulate Filter) to regenerate, it takes less time. DPF usually be regenerated the by the boilers, and blow away the residual carbon particles after the regeneration, which takes too much time, and thus causing most of people have no interest to installing the DPF.
The Direct Oxidation Catalyst (DOC) is an important element in the regeneration, it has different operating temperature and diesel conversion efficiency, and the condition varies with the fuel injection rate. In this article, different burning fuel injection and the simulation value of burned fuel, were compared, results showed the fuel is not totally combusted. It is observed that regeneration process are complicated and related to the fuel injection rate、the oxygen density in exhaust and the inlet temperature of DOC.
The steady regeneration was operated under different steady engine speed and engine load operating condition. The main operating variables are exhaust temperature、fuel injection rate and regeneration time. The exhaust temperature and the fuel injection rate can effects the delay time of DOC, and the temperature ramp after the DOC. The regeneration time is based on the accumulated carbon particles in the DPF. When the exhaust temperature is controlled at 350℃,the fuel injection rate on 27%,the temperature ramp is 0.95, the regeneration time is 17.83 minutes, and the total fuel injection is 800c.c., 96% of the carbon particles can be burned out according to the weight record.
In the DPF regeneration period, the exhaust temperature is very high, we may there are some humid air and high temperature exhaust pass through the PM2.5 were found. The dilution system must construct to make sure that under high exhaust temperature condition exhaust can be sampled. A simulated test using pure CO2 as engine exhaust was carried out to validate the system performance. It was found that the dilute ratio varied in the range of 18~22, with the average value of 19.7 and standard deviation of 1.4%.
URI: http://hdl.handle.net/11455/1623
其他識別: U0005-2208201113245400
Appears in Collections:機械工程學系所

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