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LB4 涡轮 增压 柴油发动机 特性 分析研究 设计

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理工科类本科生毕业设计（论文）开题报告论文(设计)题目某型涡轮增压柴油发动机特性分析研究作者所在系别机电工程学院作者所在专业车辆工程作者所在班级B13141作 者 姓 名杨国明作 者 学 号201322195指导教师姓名臧继嵩指导教师职称实验师完 成 时 间2017年3月北华航天工业学院教务处制说 明1根据学校毕业设计(论文)工作暂行规定，学生必须撰写毕业设计（论文）开题报告。开题报告作为毕业设计（论文）答辩委员会对学生答辩资格审查的依据材料之一。2开题报告应在指导教师指导下，由学生在毕业设计（论文）工作前期内完成，经指导教师签署意见及所在专业教研室论证审查后生效。开题报告不合格者需重做。3毕业设计开题报告各项内容要实事求是，逐条认真填写。其中的文字表达要明确、严谨，语言通顺，外来语要同时用原文和中文表达。第一次出现缩写词，须注出全称。4开题报告中除最后一页外均由学生填写，填写各栏目时可根据内容另加附页。5阅读的主要参考文献应在10篇以上（土建类专业文献篇数可酌减），其中外文资料应占一定比例。本学科的基础和专业课教材一般不应列为参考资料。6参考文献的书写应遵循毕业设计（论文）撰写规范要求。7开题报告应与文献综述、一篇外文译文和外文原文复印件同时提交，文献综述的撰写格式按毕业设计（论文）撰写规范的要求，字数在2000字左右。毕业设计(论文)开题报告学生姓名杨国明专 业车辆工程班 级B13141指导教师姓名臧继嵩职 称实验师工作单位北华航天工业学院课题来源教师自拟课题课题性质理论研究课题名称 某型涡轮增压柴油发动机特性分析研究本设计的科学依据（科学意义和应用前景，国内外研究概况，目前技术现状、水平和发展趋势等）发动机作为动力机械，主要为其他工作机械提供必要的动力。对汽车而言，发动机作为其心脏，其输出特性直接影响车辆的行驶特性。因此，了解和掌握发动机的性能，对有效利用动力源，以及提高整车性能具有重要意义。而发动机的输出特性主要通过其动力性指标、经济性指标以及排放性能指标等随发动机使用工况的变化特性来表现出来。所以研究发动机特性的主要目的，在于正确评价发动机的特性，为汽车或其他工作机械正确选用动力源提供依据。同时，通过对发动机特性的评价与分析，为进一步改进发动机的性能使之与整车性能良好匹配提供有效途径。而柴油机作为发动机重要的一大类，也极具有研究意义。 一百多年来，柴油机技术得以全面的发展，应用领域起来越广泛。大量研究成果表明，柴油机是目前被产业化应用的各种动力机械中热效率最高、能量利用率最好、最节能的机型。装备了最先进技术的柴油机，升功率可达到3050kWh/L，扭矩储备系数可达到0.35以上，最低燃油耗可达到198g/kWh，标定功率油耗可达到204g/kWh;柴油机被广泛应用于船舶动力、发电、灌溉、车辆动力等广阔的领域，尤其在车用动力方面的优势最为明显。全球车用动力柴油化趋势业已形成。据专家预测，在今后20年，甚至更长的时间内柴油机将成为世界车用动力的主流。世界汽车工业发达国家政府对柴油机发展也给予了高度重视，从税收、燃料供应等方面采取措施促进柴油机的普及与发展。 设计内容和预期成果（具体设计内容和重点解决的技术问题、预期成果和提供的形式）试验内容及最终成果：1. 试验目标：通过数据测量，分析指定发动机特性。2.试验要求：通过动手操作测功机，测量相关数据，进行处理分析。系统地说明做这个试验的相关背景，研究的意义。3.画出发动机特性曲线、实验设备相关简图，明确试验流程图，数据处理后结合用图表进行分析。文字说明简明通顺。计算过程只需列出已知条件、计算公式，将有关数据代入公式，省略计算过程，直接写出计算结果。4.任务完成验收时提供材料：完整的试验数据，毕业论文（学术论文标准）。拟采取设计方法和技术支持（设计方案、技术要求、实验方法和步骤、可能遇到的问题和解决办法等）1、 实验方法要研究发动机的特性，首先需要了解发动机的使用工况、发动机性能指标的测量方法。查阅资料，操作测功机，主要测量出输出转矩Ttq，同时测量发动机转速n。然后利用公式Pe=Ttq*n/9550,求得发动机的输出功率并根据功率和平均有效压力的关系式，计算平均有效压力Pme。测功器能吸收发动机输出的功，利用这一特点任意改变发动机的负荷和转速，由此模拟发动机的使用工况，得出多组数据。根据数据画出发动机特性曲线、实验设备相关简图、试验流程图。数据处理后，图表结合进行分析，文字表述说明结论。2、 技术要求通过对测功机的正确操作对柴油发动机进行测试，能够得到各项所需准确数据。3、 可能遇到的问题若操作测功机步骤不清晰，可以请教老师；若所画图表有问题，可以请教同学；实现本项目已具备的条件（包括过去学习、研究工作基础，现有主要仪器设备、设计环境及协作条件等）发动机测功机一台、指定涡轮增压柴油发动机一台熟读发动机原理和汽车理论。各环节拟定阶段性工作进度(以周为单位)1-4周 完成开题报告5-6周 查阅资料，确定实验方案7-8周 操作测功机，测量相关数据9-10周 对数据进行处理分析，画出发动机特性曲线、 实验设备相关简图，试验流程图11-12周 提供材料：完整的试验数据，毕业论文13-14周 细节工作，准备答辩开 题 报 告 审 定 纪 要时 间地点主持人参会教师姓 名职 务（职 称）姓 名职 务（职 称）论证情况摘要 记录人：指导教师意见指导教师签名： 年 月 日教研室意见教研室主任签名： 年 月 日第 3 页 共4页VOL. 7, NO. 1, JANUARY 2012ISSN 1819-6608ARPN Journal of Engineering and Applied Sciences2006-2012 Asian Research Publishing Network (ARPN). All rights reserved.PERFORMANCE EVALUATION OF DIESEL ENGINE WITHOXYGENATED BIO-FUEL BLENDST. Krishnaswamy1 and N. Shenbaga Vinayaga Moorthi21Anna University of Technology, Coimbatore, India2Anna University of Technology, Tirunelveli, IndiaE-mail: tknptcABSTRACTThe use of oxygenated bio-fuels like bio diesel and ethanol in combination with diesel is an effective measure to substitute renewable fuels and reduce particulate matter (PM) from in-use diesel vehicles. To study the fuel performance, three oxygenated blend fuel designs containing volumes of 15% ethanol with cetane improver additive, 10% ethanol with 10% bio diesel and 15% ethanol with 20% bio diesel were formed. The physical stability of ethanol diesel blend is studied and phase separation is prevented by adding co solvents like Tetrahydrafuran and bio diesel. To meet stricter emission norms, now diesel engines are fitted with after treatment devices. This paper describes the engine and emission characteristics of the above blend fuels on a 4 cylinder, naturally aspirated light duty diesel engine fitted with diesel oxidation catalyst. The engine test results show that it is feasible to use these blends in diesel engines: the thermal efficiencies of the engine fueled by the blends are comparable with that fueled by diesel, with small increase in fuel consumption, due to the lower heating value of ethanol and bio diesel. The smoke emissions from the engine fueled by the blends are lower than that fueled by diesel owing to the increased oxygen content. The reduction is more at higher loads. The HC and CO emissions are found to be higher at lower loads due to the lower cetane number of ethanol. However, NO emissions depend on load conditions and blend contents.Keywords: diesel engine, emission, biofuel, renewable fuel.1. INTRODUCTIONIn the context of higher crude oil price and vehicular pollution search for renewable sources of energy and cleaner technologies has become significant. The agreement to reduce CO2 emission has a great effect on automotive sector. Diesel engines provide important transportation power sources which are receiving additional attention due to their superior fuel economy and lower green house gas emissions. However, diesel engines have the problem of emitting more amount of particulate matter (PM) due to its heterogeneous combustion. Diesel emission control is a function of combustion improvement, fuel formulation and after treatment devices 1. Combination of fuel formulation and add on after treatment device is effective for control of emissions from in-use diesel engines.In general, it has been recognized that the addition of oxygenated blend components to diesel fuel will result in lower particulate emissions under many operating conditions. Since ethanol (35% of oxygen content) is widely available oxygenate with long history of use in gasoline blends it has also been considered as a potential oxygenate with diesel fuel. The particulate matter reduction appeared to be related to the amount of oxygen content in the fuel blends 2, 3, 4. Mixing up to 15% (vol) of ethanol with diesel is the easiest method to use ethanol in diesel engines. But the ethanol solubility in diesel is one of the difficulties of using ethanol in them. Solubility can be increased by adding co solvent or emulsifier to produce a homogeneous blend. Researchers identified co solvent like Tetrahydrofuran and emulsifier like bio diesel can be used for preserving diesel ethanol blends 5, 6. Ethanol has a very low cetane number that reduces the cetanenumber of ethanol-diesel blend. Hence cetane improvers are required to increase the combustion behavior of diesel-ethanol blend. An octyl nitrate (2-EHN) is used as cetane improving additive for diesel fuel in petroleum refineries. The same can be used to increase cetane value of ethanol-diesel blend.Bio diesel is an alkyl ester of fatty acids made from a wide range of vegetable oils, animal fat and used cooking oil via the transesterification process. Bio diesel can be directly used in diesel engines, or mixed with any proportion of mineral diesel 7. Blending bio diesel and ethanol into a conventional diesel fuel dramatically improved the solubility of ethanol in diesel fuel over a wide range of operating temperature. The high viscosity of bio diesel can also compensate for the decreased viscosity caused by the presence of ethanol in the ethanol-diesel blend. The addition of ethanol and bio diesel to the diesel raises the total oxygen content in the blend fuel.With an increase of ethanol in diesel fuel, there is a reduction in smoke and particulate matter, an increase in total hydrocarbon, CO and NOx could increase or decrease depending on the engine type and operating conditions 8. Diesel oxidation catalysts installed on a vehicles exhaust system oxidizes CO, HCs, and the soluble organic fraction of particulate matter in to carbon dioxide and water. The advancements made in the developments of diesel oxidation catalyst that can operate with high-sulfur fuel without significant SO2 formation and low light off temperature provides cost effective, low maintenance and emission control with regular diesel fuel (high sulfur content) in developing countries 9,10.Based on this background, main purpose of this research is to compare the engine performance and emission characteristics when10VOL. 7, NO. 1, JANUARY 2012ISSN 1819-6608ARPN Journal of Engineering and Applied Sciences2006-2012 Asian Research Publishing Network (ARPN). All rights reserved.diesel engine fitted with diesel oxidation catalyst is fueled with oxygenated bio fuel blends.2. ETHANOL RESOURCES IN INDIAIndia is the second largest producer of sugarcane in the world and ethanol is mainly derived from sugarcane molasses which is by -product in the conversion of sugarcane into sugar. Therefore, ethanol does not compromise on the food security front in India. On the total sugar cane production in India, 60% is utilized for sugar production by sugar mills. At present conditions also, 25-30% of sugar cane produced is processed for production of unrefined sugar 11. On an average basis one ton of sugar cane yields 100 kg of sugar and 45 kg of molasses. This molasses can produce 11 Liters of ethanol on fermentation. While producing unrefined sugar in cottage industries appreciable amount of molasses are produced as by-product and mostly dumped as waste. These molasses can be utilized for bio ethanol production.3. EXPERIMENTAL PROGRAMThe experimental part is carried out in two phases. In the first phase, phase stability of bio fuel blends is tested. And then the fuel blends are used to run a diesel engine to test its performance and emissions characteristics with diesel oxidation catalyst as after treatment device.3.1 Studies on blend stabilityThe phase stability of various blends is shown in Figure-1. At warm ambient temperatures (30C) until anhydrous ethanol content reaches 10% volume, readily blends with diesel. When ethanol content exceeds 10% volume, the blend starts separation. In this study, addition of co- solvent Tetrahydrofuran of volume 1-2% result in single phase, homogeneous clear liquid with 15-20% volume ethanol content in the diesel. The addition of bio diesel of 5% volume in the diesel ethanol blend also produces single phase, homogeneous liquid. From this, it have been concluded that the homogeneity requirement of diesel fuels can be met with use of co-solvent or bio diesel.3.2 Test engine and fuelsThe engine under study is a four cylinder, natural aspirated diesel engine whose major specifications are shown in Table-1. A commercially available diesel oxidation catalyst is retrofitted to the engine exhaust system. The engine was coupled to an eddy current dynamo meter through which load was applied. The AVL Di gas 444 emission analyzer was used to measure the concentration of NO, HC, CO and the smoke opacity was measured using AVL Smoke meter. The exhaust temperature was measured with thermo couple.Figure-1. Phase stability.The regular diesel fuel and analysis grade anhydrous ethanol (99.5% purity) were used in this test. Considering the resource availability, the non-edible and underutilized vegetable oil from honge tree (whose Botanical name is Pungamia pinnata ) in India is selected for biodiesel conversion 11. The Table-2 shows the important properties of diesel, ethanol and bio diesel. In current study, three kinds of bio fuel blends containing volumes of 15% ethanol with 0.75% 2-EHN as cetane improver (denoted as E15+CI), 10% ethanol with 10% biodiesel (denoted as E10B10) and 15% ethanol with 20% bio diesel (denoted as E15B20) were formed. The viscosity of diesel-ethanol blend is less in comparison with diesel. Increasing ethanol and bio diesel percentage in blended fuels also increases the oxygen content of the fuel and decreases the heating value of the fuel. Without any modification on engine parameters, the brake specific fuel consumption, exhaust emissions including smoke opacity, CO, NO and HC are measured at different load conditions with engine speed of 2000 rpm when diesel engine is fueled with oxygenated diesel blend fuels and compared to the baseline diesel fuel.11VOL. 7, NO. 1, JANUARY 2012ISSN 1819-6608ARPN Journal of Engineering and Applied Sciences2006-2012 Asian Research Publishing Network (ARPN). All rights reserved.Table-1. Engine specifications.Cylinder bore83 mmStroke90 mmDisplacement1948 ccMaximum power45 kW at 4500 rpmMaximum torque105 N-m at 2500rpmCompression ratio22.5: 1Table-2. Fuel properties.PropertiesDieselE15+CIE10B10E15B20Diesel (% vol)100838065Ethanol (% vol)0151015Biodiesel (% vol)001020Density (kg/m3)840833839841Viscosity3.182.643.033.14(mm2/s, 40C)Lower heat value42.540.140.639.0(MJ/kg)Oxygen content-5.184.557.38(Wt %)Cetane Index4847.546.645.84. RESULTS AND DISCUSSIONS4.1 Fuel consumption and thermal efficiencyFigures 2 and 3 show the brake specific fuel consumption (BSFC) and brake specific energy consumption (BSEC) versus engine load for ethanol-diesel blend with cetane improver, ethanol-biodiesel-diesel blends and pure diesel fuel. The comparison of brake specific energy consumption is representative of brake thermal efficiency. It is clear from the Figure that as the load increases, the BSFC decreases and brake thermal efficiency increases for all fuels. At the same time, it can be seen that the BSFC for E15+CI, E10B10 and E15B20 blend fuels are slightly higher, but the brake specific energy consumption is closely similar to that of diesel. These behaviors are reasonable because the oxygenated blends have low calorific value compared to that of diesel fuel. The improvement in energy consumption is due to better combustion on account of oxygen enrichment.4.2 Exhaust gas temperatureFigure-4 shows the exhaust gas temperature for the pure diesel fuel, ethanol-diesel blend fuel and ethanol-biodiesel -diesel blend fuels for various loads. It is observed that for all bio fuel blends, the temperature is very slightly lower than for pure diesel operation. This due the higher latent heat of evaporation of the ethanol blends compared with that for the diesel fuel. This will have some effect on the conversion efficiency of diesel oxidation catalyst at low load operating conditions.Figure-2. Brake specific fuel consumption.Figure-3. Brake specific energy consumption.Figure-4. Exhaust gas temperature.4.3 Emission characteristicsFigure-5 shows the smoke emission at various load of the engine with diesel oxidation catalyst in the exhaust system. It is seen that the smoke emission increases with increasing of load. The smoke emission12VOL. 7, NO. 1, JANUARY 2012ISSN 1819-6608ARPN Journal of Engineering and Applied Sciences2006-2012 Asian Research Publishing Network (ARPN). All rights reserved.significantly lowered for oxygenated blend fuels compared to diesel fuel, with the reduction being higher for the E15B20 blend fuel. The reduction is due to the increase of oxygen content to 7.38% for E15B20. As it is important to control smoke emission at higher loads from diesel engines, oxygenated bio fuel blends are effective in this regard. This is because of the availability of fuel-bound oxygen in the ethanol and biodiesel even in locally rich zones of combustion. Addition of after treatment device diesel oxidation catalyst is also responsible for reduction of smoke emission. This is due to oxidation of carbon soot particle by the oxidation catalyst.Figure-5. Smoke emission.Figure-6. Carbon monoxide emission.Figure-6 illustrates the carbon monoxide (CO) emissions versus engine load for pure diesel, E15+CI, E10B10 and E15B20 fuels. For blend fuels, CO emission slightly increases with that of diesel. The factors causing combustion deterioration such as high latent heat of evaporation of ethanol could be responsible for the increased CO emissions.It is found that the HC emissions have increased for ethanol blended fuels compared with base diesel fuel at lower load conditions as shown in Figure-7. But at higher load conditions HC emission is same for ethanol-biodiesel-diesel blend fuels. It is also noted that increase in ethanol content in blend fuel increases HC emission. This is due to lower cetane number of ethanol compared with diesel.Figure-7. Hydrocarbon emission.Figure-8. Nitric oxide emission.The NO emissions of diesel engine fueled with ethanol-diesel blend and ethanol-biodiesel-diesel blend fuels for various loading conditions are given in Figure-8. The NO emission increases with increase in engine load and tend to reduce when ethanol is added to diesel fuel. The NO emission depends on peak combustion temperature, high temperature duration and oxygen concentration in the air-fuel mixture. The combined effect of this factors influence the NO emissions of diesel engine fueled with oxygenated blends. The addition of ethanol in to diesel helps in simultaneous control of both nitric oxide and smoke emission from diesel engines.13VOL. 7, NO. 1, JANUARY 2012ISSN 1819-6608ARPN Journal of Engineering and Applied Sciences2006-2012 Asian Research Publishing Network (ARPN). All rights reserved.5. CONCLUSIONSThe effects of addition of bio ethanol and biodiesel in to diesel fuel on the engine performance and emission characteristics of the four cylinder light duty diesel engine have been investigated and compared to the baseline diesel fuel. The main results can be obtained as follows:a) Ethanol-biodiesel-diesel blends have similar viscosity as diesel and good phase stability than ethanol-diesel blend;b) The BSFC slightly increased due to the lower energy content of ethanol and the brake thermal efficiency improved with respect to base diesel;c) The smoke and NO emission decreased simultaneously when oxygenated diesel blends are used in diesel engines;d) CO emission and HC emission is slightly increased