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上海交通大学硕士学位论文达到国Ⅳ排放的车用电控柴油机后处理技术研究姓名：张文申请学位级别：硕士专业：动力工程指导教师：卓斌;梁锋20090301IVIVPMNOxIIIPMSCR1EURO-SCR2PM34,5VIVSCRPMNOxVIResearchonVehicleDieselEngineAfter-treatmentTechnologytoAchieveStateIVEmissionStandardABSTRACTPMandNOxarethemainpollutantsindieselengines.Howtoreducethecompositionofthetwoexhaustgastothestateemissionlevelsisdifficultandresearchhotspotsindieseltechnologyareatoday.Thisissueisbasedonthepractical,furtherenhancetheleveloftheenginePMemissionsofthestateIIIdieselengine,andself-studySCRafter-treatmentsystemmatching.Theimprovedafter-treatmentsystemscontrolstrategiesimprovesthematchbetweentheengineandtheaftertreatmentsystem.Inordertoreducepollutionemissionsfromvehicles,domesticmanufacturerswithindependentintellectualpropertyrightsofthecleandieselengines,authorachievesagreatdealofresearchanddevelopmentwork.Inthispaper,theSCRtechnologywaschosentocarryoutthefollowingspecificstudies:1Firstofall,thetopicsnecessarytotheexistingmodelsstateYuchaimachinestructureandtheemissionlevelofresearch,choosethemostsuitableforthestateemissionmodels.2Enginetestbenchwasselectedtodeveloptheperformanceoftheengine,sothattheengineofthismachinetoreachthestatePMemissions.Experimentincludescombustionsystem,lubricationsystem,intakeandexhaustsystemandturbochargermatchingandotherimprovementsinthedesign.3OntheenginewhichhasmetthePMstateIVemissionstandard,thetreatmentpurificationtechnologywasresearched,includingVIIconversionefficiency,partsandcomponentsfromoutsideinfluenceandsystemsreliability.4Basedonthestudyofabroadafter-treatmentcontroltechnology,thispaperoptimizedthecontrolstrategy,andteststrategiestoimproveandperfect.5Ontheengineandafter-treatmentmatchingcalibration,especiallyinthealldynamicenginecyclecalibration,theengineachievethestateemissionlevels.ResearchonstateEnginereliabilityandconsistency.Matchingtheapplicationofvehiclevolumeshowthattheafter-treatmentsystemenginestudiedinthispaper,hasgoodreliability,usability,scalability,etc.Aftertheadoptionoftreatmentsystemstoimprovethesoftwareandhardwaretomatch,makingpost-processingsystemperformancehassignificantlyimproved,fullyabletomeetthesystem'sreal-timeresponserequirements.Theresearchandapplicationoftheafter-treatmenttechnologyhasimportantpracticalsignificanceandrealvalueforimprovingdomesticstateIVdieselenginewithelectriccontrol.KEYWORDS:Stateengine,Electriccontrolsystem,SCRafter-treatmentsystem,CatalyticConverterPMNOx,Emissionstesting,VehicleMatchingIIIII11.121[1-2]80%42%42%16%[3-6][3]2040[4]CO58.4%HC86.8%NOx46%[5-8]CO75%HC50%,NOx46%,90%[9]3NOxPM20072010[10]1ESCELRETCESCELRETCCO2.15.451.54.0HC0.660.46NMHC0.780.55CH41.61.1NOX5.05.03.53.5PM0.100.160.020.03m-10.8m-10.5m-1V[11]1.21SCR[12]2AdBlueSCRNOx42SCRFig.2TheschematicofSCRsystemNOxSCR2EGR+DPF3EGRNOxDPF[13]3EGR+DPFFig.3ThestructurediagramofEGR+DPFsystemEGR5,1.31YC6L-40SCRDelphiSCR2WP12BOSCHSCR3IVSCRIV1.41.4.1IV2010EURO-0861.4.21.2.3.IIIPM0.02g/kWhNOx4.IV5.SCR6.72.118927080PMNOx[14]PMNOxNOxNOxPMPMNOXPMNOX[15-16]2[8]PMNOx95Fig.5TheschematicdiagramoftheparticlecaptureDPF2-2[19]DPFHCCOSOFCRTContinuousRegenetatigTrap[20]EGRDPF[21]20ppm0.01g/kWh/[22]350ppmEGREGR30%50%102.2.2SCR/NOxNOxN2H2O[23]SCRCO2[10]NOxSCRSCR15003.5%5%[24]SCR/[25]SCREGR[11]NO+NO2+2NH34NO+O2+4NH32NO2+O2+4NH32N2+3H2O4N2+6H2O3N2+6H2ONH3+HNCOHNCO+H2ONH3+CO22NH3+CO2200H2N-C-NH2O2.12.22.32.4112.3SCR350ppm201020ppmSCREGRDPF(1)SCRSCREGRDPF[32](2)SCREGRDPF(3)SCR[33](4)SCREGRDPF(5)SCREGRDPF(6)SCR[34]SCRSCR2.4EGR+PDFSCRSCR12COHC1/10PMNOx[35]PMSCRNOxPM33.1PMPM123PM[36]3.1.1121333.1.2PMPM6,0.15g/kWh,PM6PMFig.6ThecomparisonChartofoilconsumptionandPMemissions3.1.3PMPMPM143.1.4PM874mm6113140L8.424DELPHI17.51/(kW/r/min)177~243/22007Fig.70ieselEngine3.23.2.1158[37]8Fig.8Theschematicdiagramofcylinderdeformation240.060.25kgkgkgkg22.0221.300.7212620.060.12g/kwh5%PM3.2.2162000ppm350ppm6SO4SO4H20g/kWhppmg/kWhg/kWhg/kWhg/kWhg/kWh24550001.2250.03680.11030.1550.265324520000.490.01470.04410.0620.106124510000.2450.00740.02210.0310.05312455000.1230.00370.0110.01550.02652453500.0860.00260.00770.01090.0186245500.0120.00040.00110.00160.00276350ppmPM[37]100ppm3.2.3,5080MPa,PMPM80MPa140200MPa[19],[21]3[9]92000bar[19]CAN17PM45.9Fig.9Theschematicdiagramofelectriccontrolsystem3.2.43.2.4.1PM[38]PMNOx183.2.4.2PM3.2.4.33.2.4.4PMPM3.2.5PM0.02g/kWhPMNOx10g/kWhSCR70%[52]NOx10g/kWhSCR19PMNOxPMNOx9.5g/kWh10PMNOx9.5g/kWhSCR10Fig.10ThetrendofDieselPerformance3.3PM7ESCg/kWhg/kWh20CO1.50.25HC0.460.13NOx3.59.3PM0.020.016PM3.4PM0.02g/kWhNOx10g/kWh,SCRSCR21SCRPMNOxSCRSCR4.1SCR4.1.1SCR4.1.1.1610barNOx11Fig.11TheAdBluejetpumpofcompressedair-assistedsystemSCR22114.1.1.2NOx12Fig.12TheAdBluejetpumpofnoair-assistedsystem12ECUCAN4.1.1.312)SCR233)4.1.2SCRNOxSCR[39]4.1.2.11313Fig.13TheschematicdiagramofcatalyticconverterNOx14SCR2414Fig.14TheCommoncarrierstructure8()4~6300~4005.66131517.5NOx[12]15NOxSCR2515Fig.15Thecatalyticconverterpackage4.1.2.216[40]16Fig.16TwobasictypesoftheCatalysts16[51]4.1.3SCR261717Fig.17Thediagramofcatalyticconverter4.1.3.1SCR70Kg750mmx685mmx415mm135L30.9L55.66x15SCR,200—2504.1.3.2SCRV2O5/WO3(MoO3)/Ti