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Motivation Improving catalyst light-off characteristics during cold start and reducing engine-out emissions prior to catalyst light-off

have been regarded as the keys to meeting future, stringent emission regulations. To address these issues, many technologies and control strategies have been proposed, such as spark retardation, charge motion control, secondary air injection, close-coupled catalysts, electrically-heated catalysts, exhaust gas ignition, HC traps, etc. among these, secondary air injection (SAI) into the exhaust port in combination with rich engine operation received a lot of attention due to its robust and consistent performance to meet the development goal. In addition, when compared with other approaches, secondary air injection can be implemented relatively easily with today's engine system without requiring a major design change. The paucity of exhaust oxygen at a cold start limits the extent of exothermic reactions in the exhaust port, manifold, and catalyst. The injection of air into the exhaust system therefore could be an effective way to utilize additional thermal and chemical energy available in the exhaust gas for low emissions. The secondary air leads to two types of lambda: ''engine lambda'' and ''exhaust lambda''. The facility to adjust the latter independently of the former eases the calibration constrains. The need to attain stoichiometric fueling as rapidly as possible is relaxed because sufficient air can always be added to compensate for the deficiency in oxygen in the engine-out exhaust gas. The amount of energy available by promoting burn-up in the exhaust with

secondary air is surprisingly large. Calculations have indicated that air injection into the exhaust ports can yield as much as 7 kW. About one third of this energy went toward heating the exhaust system and two thirds to the exhaust gas. Luminous flames have been observed extending for 50 mm into the exhaust. in such conditions it is the HC and CO which sustain the combustion, although it is the hydrogen which is primarily responsible for the ignition.

Motivacija Poboljanje karakteristika katalizatora tokom hladnog pokretanja motora i smanjenje emisije ispred katalizatora mogu se smatrati glavnim elementima u budunosti za stroije zakonske regulative o ispunim plinovima. Za rjeavanje ovih pitanja, predloene su mnoge tehnologije i strategije upravljanja radom motora, kao to su iskra retardacija, controla kretanja punjena, sekundarno ubrizgavanje zraka, kombinacija katalitikih ureaja, elektrino grijani katalitiki ureaji, naknadno paljenje ispunih plinova, asorberi HC, itd. meu njima, sekundarno ubrizgavanje zraka (SUZ) u ispunu granu u kombinaciji s bogatom gorivom smjeom privlai puno pozornosti zbog svoje robusne izvedbe i konzistentnih performansi koje bi zadovoljile razvojne ciljeve. Osim toga, u usporedbi s drugim pristupima, sekundarno ubrizgavanje zraka moe se provesti relativno jednostavno na dananjim ispunim sistemima motora bez potrebe za velikom promjenom dizajna. Nedovoljna koliina kiseonika u ispunim plinovima kod hladnog starta ograniava opseg egzotermne reakcije u ispunoj grani i katalizatoru. Prema tome, ubrizgavanje zraka u ispuni sistem mogao bi biti uinkovit nain da se iskoriste dodatne toplotne i hemijske energije dostupne u ispunim plinovima u periodu niske emisije. Sekundarni zrak dovodi do dvije vrste lambda: ''lambda motora mot'' i ''lambda ispuha ispuh'' Treba postii stehiometrijsku gorivu smjeu to je prije mogue, jer otputeni zrak uvijek moete biti dodan da nadoknadi nedostatak kisika u ispunim plinovima. Koliina energije koja je dostupna za sagorijevanje u ispunom sistemu od sekundarnog zraka je

iznenaujue velika. Izrauni su pokazali da ubrizgavanje zraka u ispuni otvor moe dovesti do ak dodatnih 7 kW energije. Oko jedne treine te energije iskoristio bi se za grijanje ispunog sistema, a dvije treine za sagorijevanje ispunih plinova. Plamenovi su uoeni i nie za 50 mm u ispunom sistemu. U takvim uslovima HC i CO su ti koji podravaju sagorijevanje, iako je vodik taj koji je prvenstveno odgovoran za paljenje. zrak ul gorivo motora = zrak gorivo zrak + zrak ul sec gorivo motora= zrak gorivo s

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