由废润滑油再生的燃油燃烧与排放特性研究
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摘要
随着机械化程度越来越高,消耗的润滑油日益增多,产生的废润滑油随之增加。废润滑油不能直接用于柴油机燃烧,但如果是废润滑油再生成燃油则成为可能,实现废物再利用,具有重要的现实意义。围绕废润滑油再生燃油的理化性能、喷雾燃烧规律、碳烟颗粒形成特征及化学动力学机理等方面,以试验与模拟相结合的方法,开展了再生燃油与柴油的燃烧与排放特性的研究。
采用气相色谱质谱、电感耦合等离子体发射光谱、高频往复试验机方法,分别测量了再生燃油的烃类组成、微量元素和润滑性能,测试了主要理化参数。研究结果表明：再生燃油主要成分是直链烷烃和芳香烃；在再生燃油微量元素中,硫浓度最高,其次是钙、钠、硅、铷；再生燃油的润滑性优于柴油。再生燃油主要参数与柴油接近,可以满足柴油机燃用要求。
从废润滑油再生燃油平均分子量出发,采用CHEMKIN软件研究了正十二烷预混层流燃烧特性和均质压燃燃烧特性。采用预混层流火焰传播速度计算模型得到正十二烷层流火焰传播速度、层流质量燃烧流量和绝热火焰温度的变化规律。研究结果表明,当量比为1.1时,层流火焰传播速度和层流质量燃烧流量达到最大值,层流火焰传播随着混合气初始压力的增加而减小,随初始温度增加而增加。当量比为1.0-1.1时绝热火焰温度最高。绝热火焰温度和质量燃烧流量随着混合气初始压力和温度的增加而增加。研究表明,羟基、氧、氢等自由基引发的链反应促进了火焰传播。
在内燃机均质压燃燃烧模型中,采用生成速率与敏感性方法,分析得到对正十二烷、中间产物与生成产物有较大影响的基元反应,获得不同曲轴转角位置时正十二烷燃烧反应路径图。研究揭示了正十二烷燃烧反应的衍生过程。结果表明,在低温低压时,正十二烷分解反应对正十二烷消耗的贡献率高达94.6%,由甲基、羟基对正十二烷进行提氢反应,生成较小的烯烃、烷烃和烷基的基元反应的贡献率较低。在温度、压力增加后,正十二烷发生分解反应的贡献率减少,自由基提氢反应的贡献率增加。
在常压环境下,采用酒精灯燃用再生燃油和柴油,测量了燃烧火焰温度。与柴油相比,再生燃油的火焰面积小,火焰温度高。采用热重分析法研究了再生燃油和柴油燃烧生成碳烟的热重特性,再生燃油的热稳定性好于柴油,再生燃油生成碳烟的10%起燃温度高于柴油生成碳烟的10%起燃温度,两者生成碳烟的50%起燃温度相差不多。采用Coats-Redfern方法,计算了热动力学参数。结果表明,再生燃油活化能比柴油高。
在186F柴油机上,开展燃用再生燃油与柴油的燃烧特性试验。结果表明,燃用再生燃油气缸内最大爆发压力和燃烧放热率峰值均高于柴油,两者着火时刻与燃烧持续期接近。柴油机燃用再生燃油与柴油在小负荷时放热率曲线均呈单峰形状,在中高负荷时放热率曲线均呈双峰形状。
以FIRE模型中柴油燃料为基础,通过修正喷雾破碎模型常数,修改燃料热值,建立柴油机燃用再生燃油喷雾燃烧模拟程序。将得到的示功图与实测结果进行对比,验证了模型的正确性。对柴油机标定工况下,燃用再生燃油与柴油的喷雾燃烧过程进行仿真。结果表明,再生燃油的喷雾贯穿趴离和喷雾夹角与柴油基本相同,索特平均直径比柴油大,燃油蒸发量比柴油小。在燃油喷射持续期,再生燃油燃空当量比比柴油小,再生燃油浓度比较集中。再生燃油混合气形成质量比柴油差，使得预混层流火焰速度较小。再生燃油粘度高、热值高分别是导致碳烟和NO较高的主要因素。
采用同步辐射小角X射线散射技术,研究了再生燃油与柴汕碳烟颗粒的微观结构特征。基于小角散射理论,通过对散射强度曲线的拟合,得到粒径尺寸分布、回转半径、表面微结构与界面特征和分形特征等统计特性。研究结果表明,再生燃油碳烟粒径较大,所产生散射强度较大,结构较松散,表面较粗糙。散射数据均呈现Porod正偏离,说明两种燃油的碳烟颗粒内部存在微结构起伏区。研究认为,再生燃油的碳烟颗粒形状与柴油类似,均为球形,但团聚状态程度较小。
在186F柴油机上,开展燃用再生燃油与柴油的经济性和排放性能的试验研究。结果表明,柴油机燃用再生燃油经济性比柴油好,与柴油相比,柴油机燃用再生燃油时CO排放增加,在高转速时NOx和HC排放增加,在中等负荷时碳烟排放略有增加。
The increasing of high degree of mechanization has created a huge demand for the lubricating oil, resulting in greatly increasing waste lubricating oil. Waste lubricating oil can not be directly used in diesel engines. However, it is feasible to the regenerated fuel from waste lubricating oil used in diesel engines. It is of great significance to transform the trash into treasure. A series of experiments and simulation of commonnes and individualities of the regenerated fuel from waste lubricating oil were conducted, including the physical-chemical properties, the characteristics of spray and combustion and soot formation emission of the regenerated fuel.
The chemical composition, trace elements and friction characteristics of were measured by using the gas chromatography mass spectrometry, inductively coupled plasma optical emission spectrometer and high-frequency reciprocating rig. The physical-chemical properties of regenerated fuel were measured. The results show that regenerated fuel consists of straight-chain alkanes and aromatics polycyclic aromatic hydrocarbons. The sulfur content among the trace elements is the highest, followed by calcium, natrium, silicon and rubidium. The lubrication performance of the regenerated fuel is better than that of diesel. The main physical-chemical parameters of the regenerated fuel are close to those of diesel, meeting the combustion requirements in diesel engines.
From the point of chemical compositions of the regenerated fuel, the premixed laminar combustion and homogeneous charge compression ignition of n-dodecane were simulated using CHEMKIN software. The premixed laminar flame speed, laminar burning flux and adiabatic flame temperature were obtained by the PLFSC model. The results show that the premixed laminar flame speed and laminar burning flux reach the peak values at the equivalence ratio of1.1. The premixed laminar flame speed decrease with the increase of initial pressure, and they increase with the increase of initial temperature. The adiabatic flame temperature reaches the maximum value between the equivalence ratios of1and1.1. The adiabatic flame temperature and laminar burning flux increase with increasing initial pressure and temperature. The chain reactions due to some radicals, such OH, O and H, are the driving force of flame spread.
In the ICE model, the elementary reactions which have important effect on n-dodecane, intermediates and products, were obtained by using sensitivity analysis and rate-of-production analysis. The reaction path analysis for combustion of n-dodecane at different crank angle was performed. This reveals the evolution of combustion reaction of n-dodecane. The simulated results show that the decomposition reactions are responsible for94.6%n-dodecane consumption. The H-abstraction reactions by CH3and OH are responsible for little n-dodecane consumption, yielding smaller molecules, such as alkenes, alkanes and alkyls. As temperature and pressure increase, the decomposition reactions are responsible for less n-dodecane consumption, and the H-abstraction reactions are responsible for more n-dodecane consumption.
In an atmospheric environment, the flame temperature was measured in the alcohol lamp fuelled with the regenerated fuel and diesel. The flame area of the regenerated fuel is smaller than that of diesel, but the flame temperature is higher than that of diesel. The outside flame of the regenerated fuel showed obvious yellow. The thermo-gravimetric technology was applied to study thermo-gravimetric characteristics of the two fuels and soot from them. The thermal stability of the regenerated fuel is superior than that of diesel does. The10%light-off temperature of soot from the regenerated fuel is higher than that of soot from diesel. The50%light-off temperature of soot from them is similar. Thermo-gravimetric thermal kinetics characteristics were calculated by Coats-Redfern method. The result shows that the activation energy of the regenerated fuel is larger than that of diesel.
The commbustion test of186F diesel engine of fuelled with the regenerated fuel and diesel was carried out. The results show that the regenerated fuel can obtain higher peaks of in-cylinder pressure and heat release rate of diffusion combustion than diesel. The ignition time and combustion duration of the diesel engine of the regenerated fuel are almost the same as those of diesel. The distributions of the heat release rate have characters of a single peak at light loads, and dual peaks at moderate and heavy loads, regardless of the regenerated fuel or diesel.
The spray and combustion models of the diesel engine fuelled with regenerated fuel were bulit by adjusting the constant of breakup model and customizing calorific value of the fuel, based on diesel in FIRE models. The indicator diagrams of the simulation and the experiment were compared to verify correctness of the simulation model. The characteristics of spray, mixture concentration, combustion and emissions of the diesel fuelled with diesel and regenerated fuel were simulated at rated condition. The simulation results show that spray penetration and spray cone angle of the regenerated fuel are basically similar to those of diesel. SMD of the regenerated fuel is greater than that of diesel, and the evaporated fuel is less than that of diesel. The equivalence ratio of the regenerated fuel is larger than that of diesel during fuel injection, but the area of rich regenerated fuel is greater that of rich diesel. The mixture of the regenerated fuel in quality is below that of diesel, resulting in lower premixed laminar flame speed of the regenerated fuel. The flame propagation start time of the regenerated fuel and diesel can be determined as the ignition timing. The higher calorific value and higher viscosity of the regenerated fuel are the main factors leading to higher NO and soot.
The microstructures of soot of the regenerated fuel and diesel and were investigated by means of synchrotron small-angle X-ray scattering (SAXS). The soot microstructure information were obtained including size distribution, rotation radius, surface and interface character, and fractal by virtue of fitting the scattering intensity distribution curve base on SAXA theory. The results show that soot of the regenerated fuel has larger scattering intensity and size than that of diesel. Compared with that of diesel, the structure of soot particles of the regenerated fuel is looser and the surface of soot particles of the regenerated fuel is coarser. The Porod plots of soot of two fuels show a positive deviation, suggesting the existence of microstructure fluctuations. The study suggests that the sphere structure of soot particles the regenerated fuel is similar to that of diesel. However, the agglomeration of soot particles of the regenerated fuel strengthened and arranged more closely than that of diesel.
The fuel economy and emissions of the single cylinder diesel engine fuelled with the regenerated fuel and diesel was carried out. Compared with diesel, the regenerated fuel has lower brake specific fuel consumption, higher CO emission, more NOx and HC emission at higher speeds and lightly higher soot emission at moderate loads.
采用气相色谱质谱、电感耦合等离子体发射光谱、高频往复试验机方法,分别测量了再生燃油的烃类组成、微量元素和润滑性能,测试了主要理化参数。研究结果表明：再生燃油主要成分是直链烷烃和芳香烃；在再生燃油微量元素中,硫浓度最高,其次是钙、钠、硅、铷；再生燃油的润滑性优于柴油。再生燃油主要参数与柴油接近,可以满足柴油机燃用要求。
从废润滑油再生燃油平均分子量出发,采用CHEMKIN软件研究了正十二烷预混层流燃烧特性和均质压燃燃烧特性。采用预混层流火焰传播速度计算模型得到正十二烷层流火焰传播速度、层流质量燃烧流量和绝热火焰温度的变化规律。研究结果表明,当量比为1.1时,层流火焰传播速度和层流质量燃烧流量达到最大值,层流火焰传播随着混合气初始压力的增加而减小,随初始温度增加而增加。当量比为1.0-1.1时绝热火焰温度最高。绝热火焰温度和质量燃烧流量随着混合气初始压力和温度的增加而增加。研究表明,羟基、氧、氢等自由基引发的链反应促进了火焰传播。
在内燃机均质压燃燃烧模型中,采用生成速率与敏感性方法,分析得到对正十二烷、中间产物与生成产物有较大影响的基元反应,获得不同曲轴转角位置时正十二烷燃烧反应路径图。研究揭示了正十二烷燃烧反应的衍生过程。结果表明,在低温低压时,正十二烷分解反应对正十二烷消耗的贡献率高达94.6%,由甲基、羟基对正十二烷进行提氢反应,生成较小的烯烃、烷烃和烷基的基元反应的贡献率较低。在温度、压力增加后,正十二烷发生分解反应的贡献率减少,自由基提氢反应的贡献率增加。
在常压环境下,采用酒精灯燃用再生燃油和柴油,测量了燃烧火焰温度。与柴油相比,再生燃油的火焰面积小,火焰温度高。采用热重分析法研究了再生燃油和柴油燃烧生成碳烟的热重特性,再生燃油的热稳定性好于柴油,再生燃油生成碳烟的10%起燃温度高于柴油生成碳烟的10%起燃温度,两者生成碳烟的50%起燃温度相差不多。采用Coats-Redfern方法,计算了热动力学参数。结果表明,再生燃油活化能比柴油高。
在186F柴油机上,开展燃用再生燃油与柴油的燃烧特性试验。结果表明,燃用再生燃油气缸内最大爆发压力和燃烧放热率峰值均高于柴油,两者着火时刻与燃烧持续期接近。柴油机燃用再生燃油与柴油在小负荷时放热率曲线均呈单峰形状,在中高负荷时放热率曲线均呈双峰形状。
以FIRE模型中柴油燃料为基础,通过修正喷雾破碎模型常数,修改燃料热值,建立柴油机燃用再生燃油喷雾燃烧模拟程序。将得到的示功图与实测结果进行对比,验证了模型的正确性。对柴油机标定工况下,燃用再生燃油与柴油的喷雾燃烧过程进行仿真。结果表明,再生燃油的喷雾贯穿趴离和喷雾夹角与柴油基本相同,索特平均直径比柴油大,燃油蒸发量比柴油小。在燃油喷射持续期,再生燃油燃空当量比比柴油小,再生燃油浓度比较集中。再生燃油混合气形成质量比柴油差，使得预混层流火焰速度较小。再生燃油粘度高、热值高分别是导致碳烟和NO较高的主要因素。
采用同步辐射小角X射线散射技术,研究了再生燃油与柴汕碳烟颗粒的微观结构特征。基于小角散射理论,通过对散射强度曲线的拟合,得到粒径尺寸分布、回转半径、表面微结构与界面特征和分形特征等统计特性。研究结果表明,再生燃油碳烟粒径较大,所产生散射强度较大,结构较松散,表面较粗糙。散射数据均呈现Porod正偏离,说明两种燃油的碳烟颗粒内部存在微结构起伏区。研究认为,再生燃油的碳烟颗粒形状与柴油类似,均为球形,但团聚状态程度较小。
在186F柴油机上,开展燃用再生燃油与柴油的经济性和排放性能的试验研究。结果表明,柴油机燃用再生燃油经济性比柴油好,与柴油相比,柴油机燃用再生燃油时CO排放增加,在高转速时NOx和HC排放增加,在中等负荷时碳烟排放略有增加。
The increasing of high degree of mechanization has created a huge demand for the lubricating oil, resulting in greatly increasing waste lubricating oil. Waste lubricating oil can not be directly used in diesel engines. However, it is feasible to the regenerated fuel from waste lubricating oil used in diesel engines. It is of great significance to transform the trash into treasure. A series of experiments and simulation of commonnes and individualities of the regenerated fuel from waste lubricating oil were conducted, including the physical-chemical properties, the characteristics of spray and combustion and soot formation emission of the regenerated fuel.
The chemical composition, trace elements and friction characteristics of were measured by using the gas chromatography mass spectrometry, inductively coupled plasma optical emission spectrometer and high-frequency reciprocating rig. The physical-chemical properties of regenerated fuel were measured. The results show that regenerated fuel consists of straight-chain alkanes and aromatics polycyclic aromatic hydrocarbons. The sulfur content among the trace elements is the highest, followed by calcium, natrium, silicon and rubidium. The lubrication performance of the regenerated fuel is better than that of diesel. The main physical-chemical parameters of the regenerated fuel are close to those of diesel, meeting the combustion requirements in diesel engines.
From the point of chemical compositions of the regenerated fuel, the premixed laminar combustion and homogeneous charge compression ignition of n-dodecane were simulated using CHEMKIN software. The premixed laminar flame speed, laminar burning flux and adiabatic flame temperature were obtained by the PLFSC model. The results show that the premixed laminar flame speed and laminar burning flux reach the peak values at the equivalence ratio of1.1. The premixed laminar flame speed decrease with the increase of initial pressure, and they increase with the increase of initial temperature. The adiabatic flame temperature reaches the maximum value between the equivalence ratios of1and1.1. The adiabatic flame temperature and laminar burning flux increase with increasing initial pressure and temperature. The chain reactions due to some radicals, such OH, O and H, are the driving force of flame spread.
In the ICE model, the elementary reactions which have important effect on n-dodecane, intermediates and products, were obtained by using sensitivity analysis and rate-of-production analysis. The reaction path analysis for combustion of n-dodecane at different crank angle was performed. This reveals the evolution of combustion reaction of n-dodecane. The simulated results show that the decomposition reactions are responsible for94.6%n-dodecane consumption. The H-abstraction reactions by CH3and OH are responsible for little n-dodecane consumption, yielding smaller molecules, such as alkenes, alkanes and alkyls. As temperature and pressure increase, the decomposition reactions are responsible for less n-dodecane consumption, and the H-abstraction reactions are responsible for more n-dodecane consumption.
In an atmospheric environment, the flame temperature was measured in the alcohol lamp fuelled with the regenerated fuel and diesel. The flame area of the regenerated fuel is smaller than that of diesel, but the flame temperature is higher than that of diesel. The outside flame of the regenerated fuel showed obvious yellow. The thermo-gravimetric technology was applied to study thermo-gravimetric characteristics of the two fuels and soot from them. The thermal stability of the regenerated fuel is superior than that of diesel does. The10%light-off temperature of soot from the regenerated fuel is higher than that of soot from diesel. The50%light-off temperature of soot from them is similar. Thermo-gravimetric thermal kinetics characteristics were calculated by Coats-Redfern method. The result shows that the activation energy of the regenerated fuel is larger than that of diesel.
The commbustion test of186F diesel engine of fuelled with the regenerated fuel and diesel was carried out. The results show that the regenerated fuel can obtain higher peaks of in-cylinder pressure and heat release rate of diffusion combustion than diesel. The ignition time and combustion duration of the diesel engine of the regenerated fuel are almost the same as those of diesel. The distributions of the heat release rate have characters of a single peak at light loads, and dual peaks at moderate and heavy loads, regardless of the regenerated fuel or diesel.
The spray and combustion models of the diesel engine fuelled with regenerated fuel were bulit by adjusting the constant of breakup model and customizing calorific value of the fuel, based on diesel in FIRE models. The indicator diagrams of the simulation and the experiment were compared to verify correctness of the simulation model. The characteristics of spray, mixture concentration, combustion and emissions of the diesel fuelled with diesel and regenerated fuel were simulated at rated condition. The simulation results show that spray penetration and spray cone angle of the regenerated fuel are basically similar to those of diesel. SMD of the regenerated fuel is greater than that of diesel, and the evaporated fuel is less than that of diesel. The equivalence ratio of the regenerated fuel is larger than that of diesel during fuel injection, but the area of rich regenerated fuel is greater that of rich diesel. The mixture of the regenerated fuel in quality is below that of diesel, resulting in lower premixed laminar flame speed of the regenerated fuel. The flame propagation start time of the regenerated fuel and diesel can be determined as the ignition timing. The higher calorific value and higher viscosity of the regenerated fuel are the main factors leading to higher NO and soot.
The microstructures of soot of the regenerated fuel and diesel and were investigated by means of synchrotron small-angle X-ray scattering (SAXS). The soot microstructure information were obtained including size distribution, rotation radius, surface and interface character, and fractal by virtue of fitting the scattering intensity distribution curve base on SAXA theory. The results show that soot of the regenerated fuel has larger scattering intensity and size than that of diesel. Compared with that of diesel, the structure of soot particles of the regenerated fuel is looser and the surface of soot particles of the regenerated fuel is coarser. The Porod plots of soot of two fuels show a positive deviation, suggesting the existence of microstructure fluctuations. The study suggests that the sphere structure of soot particles the regenerated fuel is similar to that of diesel. However, the agglomeration of soot particles of the regenerated fuel strengthened and arranged more closely than that of diesel.
The fuel economy and emissions of the single cylinder diesel engine fuelled with the regenerated fuel and diesel was carried out. Compared with diesel, the regenerated fuel has lower brake specific fuel consumption, higher CO emission, more NOx and HC emission at higher speeds and lightly higher soot emission at moderate loads.
引文
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