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研究生：	何柏賢 He, Bo-Xian
論文名稱：	不同進氣溫度和廢氣再循環率下柴油引擎於進氣處添加異丙醇之性能與排汙研究 Study of Performance and Emissions of Diesel Engines Adding Isopropanol at Inlet Port with Varying Intake Air Temperature and EGR Ratio
指導教授：	吳鴻文 Wu, Horng-Wen
學位類別：	碩士 Master
系所名稱：	工學院 - 系統及船舶機電工程學系 Department of Systems and Naval Mechatronic Engineering
論文出版年：	2018
畢業學年度：	106
語文別：	英文
論文頁數：	116
中文關鍵詞：	柴油引擎、異丙醇、進氣處、預加熱、廢氣再循環、燃燒狀態
外文關鍵詞：	Diesel engine, Isopropanol, Inlet, Pre-heating, EGR, Combustion status
相關次數：	點閱：56 下載：0
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柴油引擎及化石燃料的結合已經是陸上及海上運輸工具動力的主要來源，在大量使用化石燃料的情況下，引發了環境汙染以及能源耗竭的雙重危機，所以研究學者已一直著手研究替代性燃料的可用性以及降低燃燒石化燃料所產生的汙染。期望能同時兼顧能源需求、環境維護。
異丙醇不僅屬於富氧燃料，同時具有較高的蒸發潛熱以及較低的熱值，這些性質雖然能降低Smoke和NOX的排放，但是卻會增加HC以及CO的排放。本研究使用單缸直噴式柴油引擎進氣處加熱，導入異丙醇抑制CO 與HC，並使用廢氣再循環(EGR)來減緩NOX的上升。引擎於不同轉速與負荷下運轉，由資料擷取系統量測氣缸內燃氣壓力，進行熱釋放率分析並探討燃燒狀況。接著調整進氣加熱溫度、EGR 流量、異丙醇混合比等參數進行實驗，比較柴油引擎導入異丙醇於設置進氣端加熱和導入EGR 前後對於引擎性能與污染排放之關係。本研究的模擬程式主體為KIVA 3V-RELEASE2，藉由修改程式進氣組成進行數值運算分析，探討進氣端添加異丙醇對柴油引擎性能的影響，並比較數值模擬與實驗的結果。
本研究結果顯示在進氣處噴射異丙醇以及導入EGR可以有效地降低NOX、Smoke和PM2.5。相反地，HC和CO卻有上升的趨勢，為了解決此上升的趨勢，作者利用加熱進氣端的方法來抑制HC和CO的濃度，實驗結果也證明確實能有效地抑制這兩種汙染物的排放濃度；模擬結果顯示，進氣處添加異丙醇會降低缸內燃燒溫度、延長點火延遲以及提高缸內燃氣壓力，並且也能夠改善缸內的燃燒狀況，使混合氣的分佈在氣缸內更加地均勻，汙染物排放方面則可以降低NOX、Smoke。將實驗結果與模擬結果相比之後，可以觀察到兩者的趨勢是一致的，也因此也增加了本研究可信度。

The combination of diesel engines and fossil fuels have been a major source of power for land-based and marine transport vehicles. In the case of heavy use of fossil fuels, a double crisis of environmental pollution and energy consumption is triggered. Therefore, researchers have been studying the availability of alternative fuels and reducing the pollution from burning fossil fuels. It is expected to consider both energy demand, environmental maintenance.
Isopropanol (IPA) not only belongs to oxygen-enriched fuel, but also has higher latent heat and lower heating value. Although its properties can reduce Smoke and NOX emissions, these can also cause HC and CO emissions to rise. Therefore, this thesis used inlet pre-heating and injecting isopropanol (IPA) to inhibit CO and HC on a single cylinder DI diesel engine. Simultaneously, using EGR mitigated NOX growth. This study carried out under different engine speeds and loads, and the data acquisition system was used to measure the gas pressure in the cylinder, and the heat release rate was analyzed and the combustion status was discussed. Then, the parameters were tested, such as pre-heating temperature, EGR flow rate and IPA mass fraction. The relationship between the engine performance and the pollution emission of diesel engine was compared by introduction of isopropanol, setting the inlet pre-heating and importing EGR into the diesel engine. The simulation program of this thesis was used KIVA 3V-RELEASE2 as the main body. It was calculated by modifying the program intake gas composition, and the effect of adding isopropanol on the combustion characteristics and emissions of a diesel engine at the inlet port was investigated, and the results of numerical simulation and experiment were compared.
The experimental results of this thesis showed that the injection of isopropanol and the introduction of EGR at the inlet can effectively reduce NOX, Smoke and PM2.5. On the contrary, HC and CO have an upward trend. In order to solve this rising trend, the author used the method of pre-heating at the inlet to suppress the concentration of HC and CO, and the experimental results also proved that the emission concentration of these two pollutants can be effectively suppressed; Simulation results showed that the addition of isopropanol at the inlet results in lower in-cylinder combustion temperature, longer ignition delay and higher in-cylinder gas pressure. It can also improve the combustion conditions in the cylinder and make the distribution of the gas mixture even more uniform in the cylinder. In terms of pollutant emissions, it can reduce NOX and Smoke. After comparing the experimental results with the simulation results, it can be observed that the trends of the both results are consistent. Therefore, it also increases the experimental credibility for this thesis.

Content
摘要	I
Abstract	III
Acknowledgement	V
Content	VI
List of Tables	IX
List of Figures	X
Nomenclature	XVI
Chapter 1. Introduction	1
1-1. Background	1
1-2. Literature review	2
1-2-1. Isopropanol (IPA)	2
1-2-2. Pre-heating of inlet	5
1-3. Motivation and objectives	7
Chapter 2. Theoretical Background	9
2-1. Combustion theory of a diesel engine	9
2-2. Formation of emissions	10
2-2-1. Hydrocarbons	10
2-2-2. Nitrogen	11
2-2-3. Smoke	11
2-2-4. Carbon monoxide (CO)	12
2-2-5. Particulate Matter (PM)	12
2-3. Brake thermal efficiency ηb	13
2-4. Net heat release rate	14
2.5. Isopropanol mass fraction	15
2-6. Air/Fuel ratio	15
2-7. Coefficient of variation	16
Chapter 3. Methodology descriptions	17
3-1. Numerical methods	17
3-2. Detailed chemical kinetics mode	18
3-3. Engine combustion mode	19
3-4. Research method	20
3-4-1. Computer program structure of KIVA-3V	20
3-4-2. Primary parameters setting of KIVA-3V	21
Chapter 4. Experimental facilities	23
4-1. Experimental description	23
4-2. Apparatus	24
4-2-1. Specification of apparatus	25
4-3. Measurement of experimental data	28
4-3-1. Crank angle	28
4-3-2. In-cylinder pressure	28
4-3-3. Speed, horsepower output and load	29
4-3-4. CO/CO2/HC measurement	29
4-3-5. Smoke measurement	29
4-3-6. NOX measurement	30
4-3-7. PM2.5	30
4-3-8. EGR ratio	31
4-4. Experimental procedures	31
4-5. Experimental considerations	32
Chapter 5. Results and discussion	34
5-1. Coefficient of variation (COV)	34
5-2. Experimental pressure analysis and net heat release rate comparison	35
5-2-1. In-cylinder pressure	35
5-2-2. Net heat release rates	35
5-3. BSFC, BTE and Equivalence ratio	36
5-3-1. Brake specific fuel consumption (BSFC)	36
5-3-2. Brake thermal efficiency (BTE)	36
5-3-3. Equivalence ratio	37
5-4. Comparison of pollutant emissions from diesel engine with diesel oil and addition of IPA	38
5-4-1. NOX	38
5-4-2. HC	39
5-4-3. CO	40
5-4-4. Smoke	40
5-4-5. PM2.5	41
5-5. Comparison of experiments and simulations	42
5-6. In-cylinder combustion process simulation	44
Chapter 6. Conclusions and suggestion	45
6-1. Conclusions	45
6-2. Future prospect	46
References	47


List of Tables
Table 1 Summary of literature review in IPA on diesel engines	52
Table 2 Summary of literature review in pre-heating on diesel engines	54
Table 3 Properties of fuel	56
Table 4 Range and accuracy of gas analyzers	56
Table 5 Uncertainty of measurement	56
Table 6 Specifications of CO/ CO2/HC gas detection instrument	57
Table 7 Specifications of NOx gas analyzer	57
Table 8 KUBOTA RK125 diesel engine specifications	58
Table 9 Experimental parameters	59


List of Figures
Figure 1 Typical heat release rate diagram of a DI engine [1]	60
Figure 2 KIVA-3V combined with gas-phase chemical kinetics procedures	60
Figure 3 Flow chart of KIVA-3V operation	61
Figure 4 Flow chart of KIVA-3V operation	61
Figure 5 Flow chart of KIVA-3V operation	62
Figure 6 Experimental apparatus	63
Figure 7 Partial diesel engine experimental equipment set up	64
Figure 8 Diesel engine of Kubota RK-125	65
Figure 9 Performance curve of Kubota RK-125	65
Figure 10 Fuel injection pressure tester	66
Figure 11 Dynamometer W70	66
Figure 12 Dynamometer load controller	66
Figure 13 Crank angle detector	66
Figure 14 CO/CO2/HC analyzer	66
Figure 15 NOX analyzer	66
Figure 16 Smoke analyzer	67
Figure 17 Fuel consumption	67
Figure 18 KISTLER pressure sensor and cooling adapt	67
Figure 19 KISTLER TYPE 5011B charge amplifier	67
Figure 20 A/D signal acquisition device	67
Figure 21 DWYER intake air flow meter	67
Figure 22 Calibrating oil pressure sensor	68
Figure 23 Exhaust gas tank	68
Figure 24 Thermocouple	68
Figure 25 Exhaust gas temperature monitor	68
Figure 26 PEM	68
Figure 27 PM2.5 sampling pump	68
Figure 28 Electronic Microbalance	69
Figure 29 Pump calibrator	69
Figure 30 Resistive heater	69
Figure 31 Intake air temperature monitor and heating controller	69
Figure 32 Auxiliary fuel tank of IPA	69
Figure 33 IPA flow rate controller	69
Figure 34 Auxiliary pump of IPA	70
Figure 35 Auxiliary injection of IPA	70
Figure 36 EGR valve	70
Figure 37 EGR flow meter	70
Figure 38 Exhaust gas cooler	70
Figure 39 Carbon absorber	70
Figure 40 Experimental flow chart of measuring PM2.5	71
Figure 41 PM2.5 sampling system	72
Figure 42 Schematic diagram of PEM	72
Figure 43 Variations of C.O.V of IMEP with load for various EGR ratios and IPA mass fractions at 1200 rpm and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	73
Figure 44 Variations of C.O.V of IMEP with load for various EGR ratios and IPA mass fractions at 1500 rpm and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	74
Figure 45 Variations of C.O.V of IMEP with load for various EGR ratios and IPA mass fractions at 1800 rpm and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	75
Figure 46 Variations of in-cylinder pressure with various EGR ratios and IPA mass fractions at intake temperature 60 °C and 1500 rpm and (a) 40% load (b) 60% load (c) 80% load	76
Figure 47 Variations of heat release rate with various EGR ratios and IPA mass fractions at intake temperature 60 °C and 1500 rpm and (a) 40% load (b) 60%load (c) 80 %load	77
Figure 48 Variations of BSFC with various EGR ratios and IPA mass fractions at intake temperature 60 °C and 1500 rpm and (a) 40% load (b) 60% load (c) 80% load	78
Figure 49 Variations of BTE with various EGR ratios and IPA mass fractions at intake temperature 60 °C and 1500 rpm and (a) 40% load (b) 60% load (c) 80% load	79
Figure 50 Variations of equivalence ratio with various loads and IPA mass fractions at EGR 10% and intake temperature 75 °C and 1500 rpm	80
Figure 51 Variations of NOX with various EGR ratios and isopropanol mass fractions at 1500 rpm, 40% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	81
Figure 52 Variations of NOX with various intake temperatures and isopropanol mass fractions at 1500 rpm, 40% load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	82
Figure 53 Variations of NOX with various EGR ratios and isopropanol mass fractions at 1500 rpm, 60% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	83
Figure 54 Variations of NOX with various intake temperatures and isopropanol mass fractions at 1500 rpm, 60% load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	84
Figure 55 Variations of NOX with various EGR ratios and isopropanol mass fractions at 1500 rpm, 80% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	85
Figure 56 Variations of NOX with various intake temperatures and isopropanol mass fractions at 1500 rpm, 60 % load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	86
Figure 57 Variations of HC with various EGR ratios and isopropanol mass fractions at 1500 rpm, 40% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	87
Figure 58 Variations of HC with various intake temperatures and isopropanol mass fractions at 1500 rpm, 40 % load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	88
Figure 59 Variations of HC with various EGR ratios and isopropanol mass fractions at 1500 rpm, 60% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	89
Figure 60 Variations of HC with various intake temperatures and isopropanol mass fractions at 1500 rpm, 60% load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	90
Figure 61 Variations of HC with various EGR ratios and isopropanol mass fractions at 1500 rpm, 80% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	91
Figure 62 Variations of HC with various intake temperatures and isopropanol mass fractions at 1500 rpm, 80% load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	92
Figure 63 Variations of CO with various EGR ratios and isopropanol mass fractions at 1500 rpm, 40% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	93
Figure 64 Variations of CO with various intake temperatures and isopropanol mass fractions at 1500 rpm, 40% load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	94
Figure 65 Variations of CO with various EGR ratios and isopropanol mass fractions at 1500 rpm, 60% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	95
Figure 66 Variations of CO with various intake temperatures and isopropanol mass fractions at 1500 rpm, 60% load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	96
Figure 67 Variations of CO with various EGR ratios and isopropanol mass fractions at 1500 rpm, 80% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	97
Figure 68 Variations of CO with various intake temperatures and isopropanol mass fractions at 1500 rpm, 80% load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	98
Figure 69 Variations of Smoke with various EGR ratios and isopropanol mass fractions at 1500 rpm, 40% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	99
Figure 70 Variations of Smoke with various intake temperatures and isopropanol mass fractions at 1500 rpm, 40% load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	100
Figure 71 Variations of Smoke with various EGR ratios and isopropanol mass fractions at 1500 rpm, 60% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	101
Figure 72 Variations of Smoke with various intake temperatures and isopropanol mass fractions at 1500 rpm, 60% load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	102
Figure 73 Variations of Smoke with various EGR ratios and isopropanol mass fractions at 1500 rpm, 80% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	103
Figure 74 Variations of Smoke with various intake temperatures and isopropanol mass fractions at 1500 rpm, 80% load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	104
Figure 75 Variations of PM2.5 with various EGR ratios and isopropanol mass fractions at 1500 rpm, 40% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	105
Figure 76 Variations of PM2.5 with various intake temperatures and isopropanol mass fractions at 1500 rpm, 40% load and (a) EGR 10 % (b) EGR 20 % (c) EGR 30 %	106
Figure 77 Variations of PM2.5 with various EGR ratios and isopropanol mass fractions at 1500 rpm, 60% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	107
Figure 78 Variations of PM2.5 with various intake temperatures and isopropanol mass fractions at 1500 rpm, 60% load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	108
Figure 79 Variations of PM2.5 with various EGR ratios and isopropanol mass fractions at 1500 rpm, 80% load and (a) Intake temperature 45 °C (b) Intake temperature 60 °C (c) Intake temperature 75 °C	109
Figure 80 Variations of PM2.5 with various intake temperatures and isopropanol mass fractions at 1500 rpm, 80% load and (a) EGR 10% (b) EGR 20% (c) EGR 30%	110
Figure 81 Variations of simulated cylinder temperature with various EGR ratios and IPA mass fractions at 80% load and intake temperature 60 °C	111
Figure 82 Variations of simulated NOX formation with various EGR ratios and IPA mass fractions at 80% load and intake temperature 60 °C	111
Figure 83 Comparison of pressure in cylinder with experiment and simulation at intake temperature 60 °C and 80% load without EGR	112
Figure 84 Comparison of pressure in cylinder with experiment and simulation at intake temperature 60 °C, 80% load and 30% EGR	112
Figure 85 Comparison of NOX concentration with experiment and simulation at intake temperature 60 °C and 80% load	113
Figure 86 Comparison of Smoke concentration with experiment and simulation at intake temperature 60 °C and 80% load	113
Figure 87 In-cylinder fluid field distribution of engine at 1500 rpm and 80% load for diesel fuel engine without and with premixed IPA CA from 365° to 380°	114
Figure 88 In-cylinder temperature distribution of engine at 1500 rpm and 80% load for diesel fuel engine without and with premixed IPA from 345° to 380°	115
Figure 89 In-cylinder temperature distribution of engine at 1500 rpm and 80% load for diesel engine without and with premixed IPA at CA from 400° to 450°	116



                                    

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