In September this year, new European cars began to implement the "Euro 5" emission standards, and German researchers have now developed a truck internal combustion diesel engine prototype that can almost completely meet the more stringent "Euro 6" emission standards, and its exhaust pollution. Emissions have dropped to almost undetectable levels.
In a recent communique issued by the Technical University of Munich, Germany, researchers at the university are continuing to improve this so-called "lowest emission truck diesel engine." The ultimate goal is to achieve the "Euro 6" standard without exhaust gas purifiers. The requirements of the “Euro 6†standard include emissions of carbon emissions per kilometer from diesel engines to less than 5 milligrams and emissions of nitric oxide less than 80 milligrams. These two indicators are only one-fifth and one-fourth of the "Euro 4" standard that expires in August.
According to the communique, one of the major obstacles to further reducing emissions of exhaust gas is the difficulty in reducing emissions of soot particles and nitrous oxide, respectively. Nitric oxide is produced when diesel fuel is mixed with air in an engine combustion chamber. Oxygen in the air burns diesel fuel primarily to carbon dioxide and water. This chemical reaction is instantaneously completed and produces a very high temperature in the combustion chamber. Under high temperature, oxygen reacts with nitrogen in the air to produce nitric oxide. Modern diesel engines re-introduced the cooled part of the exhaust gas back into the combustion chamber along with the air. Carbon dioxide and water in this mixed gas will slow down the combustion of diesel, so that the temperature in the combustion chamber will not rise quickly. As a result, less nitric oxide will be produced, but at the same time, more soot particles will be produced. Because the oxygen content of the gas mixture is less.
Researchers at the Technical University of Munich have come up with a solution: they have designed a special structure for the diesel engine so that its turbocharger will press the exhaust-air mixture into the combustion chamber at a pressure of 10 times atmospheric pressure. Production of automobile engines can only withstand less than half the pressure). The high pressure gas mixture has enough oxygen and diesel to burn.
The second trick the researchers came up with is to improve the engine diesel nozzle so that it can spray the diesel fuel into the combustion chamber with very small droplets of oil at very high pressure, mixing it with oxygen and burning it, resulting in only very little Soot particles.
However, as a result of the full combustion of the tiny oil droplets, the temperature in the combustion chamber will rise rapidly, resulting in an increase in nitric oxide emissions. Current researchers are looking for ways to find the right balance between tail gas return, mixed gas pressure and diesel nozzle design to further reduce engine pollutant emissions.
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