三大突破 柴油SUV时代呼之欲出

2020年我国汽车保有量将达到1．5亿辆,其中柴油轿车的比例将由目前的0．2%在上升至30%。业内人士分析,目前市场政策、发动机技术以及发展理念的三大突破,国内SUV行业将迎来柴油化时代。作为2006CCTV年度SUV,圣达菲2．0CRD i VGT升级版搭载了最先进的柴油发动机,使柴油雾化更彻底,燃烧更充分,百公里油耗仅为6升,为同级汽油车型的3/2。     

油价破“8” 日子怎么过?

2011年底,中国石油对外依存度已经达到56%。2012年3月20日,北京市93号汽油价格8.33元/升,0号柴油价格8.31元/升。在不到3年间的时间里,93号汽油和0号柴油的涨幅分别达到了57.5%和34.0%。成品油作为交通运输业生产成本的重要部分,其价格的波动直接影响到CPI指数的变化。那么在这样的形势面前,频繁大幅度调高油价将对广大人民群众的生活产生怎样的影响?面对高昂的物流和生产成本,企业反应如何?油价持续上涨,何时才有尽头?     

油价连降下游行业跟涨不跟跌

截至7月9日,国内油价挂钩的国际市场三种原油连续22个工作日移动平均价格下跌超过4%,达到国内成品油价格调整的边界条件.于是国家决定及时下调国内成品油价格.国家发改委据此于7月10日宣布,自7月11日零时起将汽、柴油价格每吨分别降低420元和400元,测算到零售价格90号汽油和0号柴油(全国平均)每升分别降低0.31和0.34元,与之形成鲜明对比的是,前期搭着高油价顺风车跟涨的物流快递、日化产品却还没回到原点……     

生物柴油的制备及其与柴油的排放特性对比研究

本文介绍了通过酯交换反应来制取生物柴油的方法和制取流程,采用正交试验方法确定了最佳的反应条件,即在以NaOH为催化剂,催化剂的量为1.0%(质量分数),反应时间为25min,油醇摩尔比为1∶6的条件下,酯化率最高。本文还在增压柴油机上试验对比研究了自制生物柴油和0#柴油的排放特性,结果表明,燃用生物柴油时NOX、HC以及CO均有所降低,烟度在大负荷情况下降低很明显。     

从成品油开始提高尾气排放标准

北京市地方标准《车用汽油》和“车用柴油》开始公开征集意见，车用汽油和柴油的硫含量将再次降低。现在，汽车尾气已成为城市空气污染物、尤其是PM2．5的主要来源，之所以如此，与国内燃油品质不高有极大关系。北京提高汽油、柴油标准，无疑是正确的空气治污思路。     

提高停车费不是解决拥堵优先选择

在广州之前,国内很多城市都对停车费调高了一轮。与此同时,随着停车费不断不涨,其收费的合理性,正当性,必要性也广受怀疑。     

柳汽四十年——在自主创新路上不断跨越

拥有近40年汽车生产历史的东风柳州汽车有限公司,向来是以"敢为天下先"闻名.广西第一车、国内首台柴油中卡、国内首台平头中卡、国内首台美洲风格长头重卡相继在柳汽诞生.四十年来,柳汽人秉承"自立自强、创优创新"的企业理念,用实干、敢于创新的精神,不仅书写了自身发展的每次跨越,还在中国汽车业发展历程上,留下浓浓的一笔.     

油价破“8”日子怎么过？

2011年底，中国石油对外依存度已经达到56％。2010年3月20日，北京市93号汽油价格8.33元/升，0号柴油价格8.31元/升。在不到3年的时间里，93号汽油和0号柴油的涨幅分别达到了57.5％和34.0％。成品油作为交通运输生产成本的重要部分，其价格的波动直接影响到CPI指数的变化。那么在这样的形式面前，频繁大幅度调高油价降低广大人民群众的生活产生怎样的影响？面对高昂的物流和生产成本，企业反应如何？油价持续上涨，何时才有尽头？     

管道混合输送油品对喷气燃料性质的影响

在利用长距离管道输送喷气燃料、石脑油、汽油和柴油等成品油时,为保障喷气燃料的油品质量,喷气燃料中最多只能混入质量分数≤0.75%的石脑油和汽油,在保证闪点合格的前提下,按照Jet A-1标准(ASTM D1655和DEF STAN91-91)喷气燃料指标仍能合格.喷气燃料中只能混入质量分数＜0.2%的柴油.所以在实际输送工作中,喷气燃料中混入的汽油、柴油和石脑油量均需严格控制,应小于实验室静态试验理论的计算值.     

管道顺序输送混油黏度的计算与分析

在研究分析顺序输送过程中混油段的混油特性和水力特性 (例如水力摩阻 )时 ,需要力求准确地计算油品物性 (如密度和黏度 )的变化。依据GB 2 6 5 - 88《石油产品运动黏度测定法和动力黏度计算法》 ,进行了 90 #无铅汽油、0 #柴油和航空煤油以及它们相互间混合油品的运动黏度的实验测定 ,取得了混油黏度实测数据 ,提出了确定混油黏度计算公式的方法     

Effect on direct injection naturally aspirated diesel engine characteristics fuelled by pine oil,ceiba pentandra methyl ester compared with diesel

This paper explores the experimental investigation of the performance, emission and combustion characteristics of bio fuels from ceiba pentandra methyl ester (CPME), ceiba pentandra methyl ester-pine oil blends (CPMEP) and pine oil and the results are compared with diesel. In ceiba pentandra seed oil the CPME yield is 92% by using transesterification process with the optimum conditions of 560 rpm, reaction time 58 min, catalyst concentration 13 g and methanol amount 500 ml. The viscosity of CPME is high when compare with diesel. So the low viscosity of pine oil is blended with CPME and it can be directly used in diesel engine without any modification. At different loads the Pine oil, CPME and CPMEP blends were used in direct injection naturally aspirated compression ignition engine. The outcomes exhibited that at full load conditions for CPME and CPMEP blends increased brake specific fuel consumption, and decreased brake thermal efficiency, CO, HC emissions. NOx emissions decreased and smoke emissions are increased on CPME and CPMEP blends, expect B25 blend compared with diesel. The combustion analysis like the heat release rate, peak cylinder pressure, cumulative heat release rate and ignition delay for CPME, CPMEP blends slightly lower and combustion duration higher than diesel and pine oil. At the Same engine operating condition, the engine fuelled with pine oil the values of brake thermal efficiency 4.79%, peak cylinder pressure, heat release rate, cumulative heat release rate and ignition delay are increased. Brake specific fuel consumption, CO, HC, and smoke were 9.46%, 16.66%, 14.89% and 8.33% decreased. However, the NOx emission is 8.29% higher than that of diesel. Experimental fuels up to B50 (50% pine oil and 50% CPME) blends have proved good potential for future energy is needed.     

A method to measure the eco-efficiency of diesel locomotive

Brazilian railroads transport over 490 million tons a year using diesel-electric locomotives. These locomotives emit several pollutants into the atmosphere and because of that, the railroads seek to reduce emissions and achieve global emission standards. Thus, it is important to analyze the environmental impact of the use of diesel and alternative fuels to reach environmental standards. This paper makes use of a method based upon the World Business Council for Sustainable Development (WBCSD) metrics to evaluate the locomotives’ eco-efficiency. The method was applied to Estrada de Ferro Vitória a Minas (EFVM). Different scenarios representing the exchange of fuel sources and technologies were developed, tested and analyzed. The impacts were evaluated by seven eco-efficiency performance indicators and compared with United States Environmental Protection Agency (EPA) standards. The results offered cost savings and emissions reduction opportunities.     

车用柴油机NO_x形成及控制

相对汽油发动机污染物排放,柴油发动机CO和CH的排放较低,不到汽油机的10%,但NOX排放水平却高于汽油发动机。本文重点讨论柴油发动机排气污染物中NOx的成分及危害,分析了NO的生成机理及影响因素,提出了控制柴油机NO排放的技术和方法。     

Thermodynamic,environmental and economic effects of diesel and biodiesel fuels on exhaust emissions and nano-particles of a diesel engine

In this study, diesel (JIS#2) and various biodiesel fuels (BDF20, BDF50, BDF100) are used to operate the diesel engine at 100 Nm, 200 Nm and full load; while the engine speed is 1800 rpm. The system is experimentally studied, and the energy, exergy, sustainability, thermoeconomic and exergoeconomic analyses are performed to the system. The Engine Exhaust Particle Sizer is used to measure the size distribution of engine exhaust particle emissions. Also, the data of the exhaust emissions, soot, particle numbers, fuel consumptions, etc. are measured. It is found that (i) most of the exhaust emissions (except NO_x) are directly proportional to the engine load, (ii) maximum CO₂ and NO_x emissions rates are generally determined for the BDF100 biodiesel fuel; while the minimum ones are calculated for the JIS#2 diesel fuel. On the other hand, the maximum CO and HC emissions rates are generally computed for the JIS#2 diesel fuel; while the minimum ones are found for the BDF100 biodiesel fuel, (iii) fuel consumptions from maximum to minimum are BDF100 > BDF50 > BDF20 > JIS#2 at all of the engine loads, (iv) particle concentration of the JIS#2 diesel fuel is higher than the biodiesel fuels, (v) soot concentrations of the JIS#2, BDF20 and BDF50 fuels are directly proportional to the engine load; while the BDF100 is inversely proportional, (vi) system has better energy and exergy efficiency when the engine is operated with the biodiesel fuels (vii) sustainability of the fuels are BDF100 > BDF50 > BDF20 > JIS#2, (viii) thermoeconomic and exergoeconomic parameters rates from maximum to minimum are JIS#2 > BDF20 > BDF50 > BDF100.     

燃油涨价利弊谈

3月26日,成品油价格再度上调又一次蚕食运输企业的利润.一位运输经理为我们算了一笔帐:目前油价为4.65元/升,公司日行驶公里达11.5万,按每辆车平均百公里耗油28升计,日耗油量为32200升,每日多支出25953.2元,年多支出947.3万元.可公司的注册资本2000万元,若投资回报率为30%,才600万元的利润,然而油价造成成本上升就近948万元.如此算来,企业每年亏损348万元……     

Experimental analysis of exhaust gas after treatment system using water scrubbing in a single cylinder diesel engine for diesel and biofuel blends

A low-cost exhaust gas after treatment system called water-scrubbing is attempted in this paper. An emission treatment setup is fabricated, which is installed in the exhaust of the engine. This takes the exhaust gas and sprays water in the exhaust and passes it through the chamber containing silica gel. An attempt is made to investigate experimentally the performance and emission characteristics of a direct injection (DI) diesel engine, with and without water injection at the exhaust using diesel fuel (DF), diesel-Karanja oil blend (DKB) and diesel-Jatropha oil blend (DJB). The exhaust gas after treatment system helps to reduce NOx, CO and Particulate matter. The performance of the engine has also been monitored to determine whether the engine has any decrease in performance when the setup is used and it is found that there is no change in the engine performance.     

Cost-minimizing retrofit/replacement strategies for diesel emissions reduction

The cost effectiveness of various emission reduction diesel retrofits is analyzed, as is early vehicle retirement. An integer program is developed to find cost-minimizing cleanup strategies, given reduction goals for various pollutants, as well as technological and budget constraints. Retrofits are assumed to take place in the present, but benefits and costs can be distributed over time. Budget constraints deal with short-term expenditures, while the overall objective is to minimize the net present value of short and long-term costs. The model is intended as a tool both for fleet owners and for government administrators. A case study examines the potential to clean up a diesel school bus fleet.     

A web-based support system for estimating and visualizing the emissions of diesel transit buses

Diesel transit buses are heavy-duty vehicles that are major sources of greenhouse gases and toxic pollutants. Although various models have been used to estimate their emissions, it has been difficult to effectively apply these estimation models due to the need for user-friendly interfaces, the large amounts of underlying data, and the potential data inaccuracy. In this paper, we present a web-based support system developed for transit operators who need to estimate and visualize the emissions of diesel transit buses where a micro-scale Vehicle Specific Power approach is used to estimate emissions based on global positioning system data. Case studies show that the web-based support system provides a user-friendly environment that makes it easier to apply emission estimation methodologies and visualize emissions.     

Analysis of real driving gaseous emissions from light-duty diesel vehicles

Increasingly strict emissions standards are providing a major impetus to vehicle manufactures for developing advanced powertrain and after-treatment systems that can significantly reduce real driving emissions. The knowledge of the gaseous emissions from diesel engines under steady-state operation and under transient operation provides substantial information to analyze real driving emissions of diesel vehicles. While there are noteworthy advances in the assessment of road vehicle emissions from real driving and laboratory measurements, detailed information on real driving gaseous emissions are required in order to predict effectively the real-time gaseous emissions from a diesel vehicle under realistic driving conditions. In this work, experiments were performed to characterize the behavior of NOx, unburned HC, CO, and CO₂ emitted from light-duty diesel vehicles that comply with Euro 6 emissions standards. The driving route fully reflected various real-world driving conditions such as urban, rural, and highway. The real-time emission measurements were conducted with a Portable Emissions Measurement System (PEMS) including a Global Positioning System (GPS). To investigate the gaseous emission characteristics, authors determined the road load coefficients of vehicle specific power (VSP) and regression coefficient between fuel use rate and VSP. Furthermore, this work revealed the correlation between the rates of average fuel use and each gaseous emission.     

降低柴油机NOx排放的Urea-SCR试验研究

选择性催化还原(SCR)是降低柴油机尾气中NOx的最具潜力的技术之一。以32.5%的尿素水溶液为还原剂进行SCR技术的实验研究,完成了以下工作:开发了基于开环控制的尿素水溶液空气辅助喷射控制系统;在发动机台架上选择了某一恒定转速下的不同扭矩点进行NOx转换率实验;运用Fire软件对某一确定工况点不同时刻的NOx转换率进行了数值模拟。实验结果表明,还原剂喷射控制系统的难点及关键点是如何精确控制尿素水溶液的喷射量;台架试验结果表明,不同工况下NOx转换率有所不同,但是转换率都相对较高,尤其是稳定状态时可高达80%;数值模拟结果表明,随着时间的推移,NOx转换率逐渐升高,并最终维持在较高水平。