臺灣博碩士論文加值系統

石油危機為當代目前最熱門議題之一，替代燃料的發展同時成為了目前最重要課題。本研究室利用含水柴油混合不同比例之異丁醇與異丙醇，來探討研究其能源效益以及污染物的減量，並進一步評估是否能成為未來替代能源的選擇之一。本研究主要分三部分，第一是油品穩定性測試，第二為能源效益的探討，最後為各項廢氣分析結果與討論。本實驗先調配兩種主要不同的比例的醇類，分別是5%異丙醇加上15%異丁醇(P5B15)和1%異丙醇(P1B19)加上19%異丁醇來作探討不同比例間的差異，並同時混入0.5%以及1%的水，以探討含水柴油之影響。
在油品穩定測試中，經重力測試以及離心力測試後，僅P1B19W1有分層情形，故不適合用於接下來的柴油測試。制動馬力單位耗油量(BSFC)以及制動熱效率(BTE)為主要兩大能源效益的指標，隨著異丁醇或含水比例的增加皆造成更高的BSFC，其主要原因係因異丁醇或水都有較低的熱值，故為達同樣的輸出功率則得需要更多燃料來達到目的。BTE則因含水量上生而有增加的情形，尤其P5B15W1在低負載時有多原柴油約1%的BTE表現，但負載增加則又全都低於原柴油。相較於各種油品，在35 kW有最大的差異，柴油BTE高約16 - 22%。此外，測量缸內壓力以及計算熱釋放後，也觀察到含水量以及異丁醇增加時會造成部分油品壓力會稍微上升以及點火延遲。
在廢氣分析上實驗結果發現，因P1B19之熱值較P5B15低而較易使燃燒溫度較低，而導致較低的NOx排放，相較於原柴油，其減量約為12 – 35%，而P5B15僅有8 – 33%。但在CO、PM上，則以P5B15有較好的表現，其相較於原柴油減量分別可達13 – 37%、、37 - 50%，其中PM減量比P1B19更多出10 – 20%左右。至於HC則都高於原柴油，但以P1B19的排放增量最多，約為6 – 30%，比P5B15更多出3 – 10%。
隨著含水量增加時，NOx在隨著含水量的增加其減量也隨之增加。因水的高飽和蒸汽壓易造燃燒時冷卻效應進而降低燃燒溫度，使的NOx排放減少，以P5B15W1減量21 – 38%為最多。CO以及PM同樣也上升，P5B15W1減量分別約為5 – 17%和7 – 26%，皆略高於不含水的混和柴油。而HC則以P1B19W05增量最多，約增加26 – 51%左右。
總PAHs排放相較於原柴油皆有減少。而比較兩種不同比例在各負載下，P5B15較P1B19還少了12 - 22%。至於含水柴油隨著含水量上生則PAHs有增加的趨勢，其中以P5B15W1相較於P5B15W05在各不同負載下還增加了8 - 20%。此外BaPeq也以P5B15下降最多，在各負載下約下降28 – 44%。
總而言之，不同異丁醇以及異丙醇比例之含水柴油可有助於熱效率的上升，雖會導致部分廢氣汙染物因含水關係而有上升的情形，但整體上相較於原柴油還是有減量的效果，而達到節能減碳的目的。

The oil crisis is an emergency issue nowadays which makes developing alternative fuels one of the most important technologies in the world. In this research, the energy efficiency and reduction of pollutant emissions were investigated by using different ratios of isopropanol and isobutanol in blends of petroleum diesel. The study is divided into three parts: (i) stability tests of blends (ii) energy efficiency in diesel engine (iii) exhaust gas analysis. Two blends with different isobutanol and isopropanol ratios, 5% isopropanol with 15% isobutnaol and 1% isopropanol and 19% isobutnaol, were used in this study and compared against the performance of petroleum diesel as a base fuel. Additionally, water addition strategy was included for further comparison.
First of all, only P1B19W1 did not pass the stability which included gravitational test and centrifugal test. Break Specific Fuel Consumption (BSFC) and Break Thermal Efficiency (BTE) were the two main criteria used to evaluate the energy efficiency of the fuel blends. BSFC increased with increasing ratios of isobutanol and water fractions since the heating value decreased resulting in more fuel being combusted to maintain the same power output. On the other hand, BTE increased with increasing water content. Specifically, P5B15W1 had higher BTE than regular diesel at low engine loads (12 kW and 25 kW-LS). As the engine loads increased, the difference in BTE between blended diesel and petroleum diesel increased with the largest difference being registered for 35kW power output. . In addition, the in-cylinder pressure and heat release rate (HRR) were measured to observe the combustion performance. Compared to the regular diesel, the results show that in-cylinder pressures slightly increased while HRR had longer ignition delay with higher isobutanol and water content.
The last part is exhaust gas analysis. For the two different ratio of blended diesel, P1B19 registered NOx emission reductions factors by about 12 – 35% compared regular diesel due to its low heating value and combustion temperature, while those for P5B15 were reduced 8 – 33% in comparison to regular diesel. For CO and PM emission factors, P5B15 had better performance than P1B19 which showed 13 -37% and 37 – 50% lower than regular diesel, respectively. However, HC emission factors were all greater than those of regular diesel with the highest increaese being from P1B19. P1B19 showed 6 -30% and 3 -10% higher HC emission factor than regular diesel and P5B15, respectively.
When small fractions of water were added into diesel, NOx emission factors decreased with an increase in water content. High latent heat of evaporation of water leads to cooling effect and further causing low combustion temperature. Compared to regular diesel, P5B15W1 had largest reduction which decreased by 21 – 38%. The trends for CO and PM emission factors were similar to those of non-water containing diesel blend. P5B15W1 had largest decrease which showed 5 – 17% and 7 – 26% lower than regular diesel, respectively. Notably, the CO and PM emission factors are all higher than non-water contain blended diesel. As for HC, P5B15W1 increase by 26 – 51%.
Moreover, the total-PAHs emission factors between two different ratios of blended diesel were compared whereby P5B15 had 12 – 22% lower than P1B19. As for water containing blended diesel, total-PAHs emission factor increased with increasing water content which P5B15W1 had 8 – 20% higher total-PAHs emission factors than P5B15W05. Besides, total-BaPeq emission factors are similar to total-PAHs emission which P5B15 had largest reduction by 28 – 44%.
Summary, different isopropanol and isobutanol blended ratio mix with diesel can help BTE increase. Although parts of exhaust gas increase once water is added, they are still lower than regular diesel which reach the purpose of saving energy and carbon reduction.

摘要……………………………………………………………………………………...II
ABSTRACT IV
誌謝…………………………………………………………………………………….VII
CONTENTS VIII
LIST OF TABLES IX
LIST OF FIGURES X
CHAPTER 1 INTRODUCTION 1
CHAPTER 2 LITERATURE REVIEW 4
2.1 INTRODUCTION OF DIESEL ENGINE 4
2.2 ORIGINS OF ENVIRONMENTAL PROTECTION 7
2.3 ENVIRONMENTAL PROTECTION EMISSION STANDARDS FOR DIESEL ENGINE 9
2.4 EMISSION OF PAHS 17
2.5 ALTERNATIVE DIESEL FUELS 24
CHAPTER 3 EXPERIMENTAL MATERIAL AND METHODS 29
3.1 PREPARATION OF DIESEL 29
3.2 SAMPLING SYSTEM 31
3.3 PRETREATMENT AND PAHS GC/MS ANALYSIS 38
CHAPTER 4 RESULTS AND DISCUSSION 40
4.1 ENERGY PERFORMANCE BY USING BLENDED DIESEL 40
4.2 NOX EMISSION FACTORS BY USING BLENDED DIESEL 51
4.3 CO EMISSION FACTORS BY USING BLENDED DIESEL 54
4.4 HC EMISSION FACTORS BY USING BLENDED DIESEL 56
4.5 PM EMISSION FACTORS BY USING BLENDED DIESEL 58
4.6 PAHS AND BAPEQ EMISSION FACTORS BY USING BLENDED DIESEL 60
CHAPTER 5 CONCLUSIONS AND SUGGESTIONS 64
5.1 CONCLUSION 64
5.2 SUGGESTIONS 66
REFERENCE 67

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