【作者】

John Hedrick,

【摘要】

论文已在中国上海举行的第27届CIMAC大会上发表。论文的版权归CIMAC所有。The Air Quality Improvement Program(AQIP), established by the California Alternative and Renewable Fuel, Vehicle Technology, Clean Air, and Carbon Reduction Act of 2007(California Assembly Bill (AB)118, Statutes of 2007, Chapter 750), is a voluntary incentive program administered by the California Air Resources Board (CARB) to fund clean vehi- cle and equipment projects, research on biofuels production and the air quality impacts of alternative fuels, and workforce training. Within the AQIP are Advanced Technology Demonstration Projects, with the purpose of helping accelerate the next generation of advanced technology vehicles, equipment, or emission controls which are not yet commercialized. On May 28,2010, the City of Los Angeles Harbor Department and the Port of Long Beach jointly submitted a proposal to CARB for AB118 AQIP Advanced Technology Demon- stration grant funding to demonstrate a Tier-4 locomo-tive DPF retrofit system on a 2,100 HP genset switcher locomotive. The project partners included Johnson Matthey, Inc, the technology provider, and Union Pacific Railroad, which will use the retrofit system on a switching locomotive operating in the San Pedro BayPorts. The test locomotive used for this project was UPY2755, an NREC model 3GS21B originally manufactured in July 2007. This locomotive uses threediesel-engine driven generator sets (Gen Set 1,2, and 3) to provide power to the locomotive traction motors. The locomotive was moved from the Los Angeles operating fleet of Union Pacific Railroad and sent to SwRI Locomotive Technology Center(LTC) in San Antonio, Texas for installation and testing of three Johnson Matthey's Diesel Particulate Filter(DPF) retrofit systems,L-CCRT ". The JML-CCRTTM system consists of a flow-through diesel oxidation catalyst(DOC)in front of a catalyzed soot filter (CSF) coated with an oxidation catalyst. The system catalytically oxidizes engine derived NO to NO2 and that NO2 continuously oxidizes soot trapped in a catalyzed wall flow filter. This continuous soot removal prevents the occurrence of excessive exhaust gas back pressure on the engine.The locomotive was modified to fit the three JM DPF housings, in place of the standard mufflers for each of the three engines. While the DPF housing is roughly the same footprint as the muffler, the DPF housing is taller than the stock muffler. As part of the modifica-tions of the locomotive, the roof sections over the en- gines were modified to accept the taller DPF housing.After degreening the L-CCRT "systems for 20 hours at rated power, the locomotive was tested according to procedures established by Title 40 of the U.S. Codeof Federal Regulations (CFR), Part 92-Subpart B. The L-CCRT "assembly reduced the HC emissions by99 percent and essentially eliminated CO emissions.The JM system reduced switch cycle weighted fuel consumption by 2% and the NOx emission by 8.5%, as compared to the baseline results, primarily due to a reduced backpressure over the stock engine muf- fler. The PM emissions were reduced by 99 percent to0.002 g/bhp-hr,90 percent below the locomotive Tier 4PM limits that go into effect for new locomotives in 2015. The locomotive was shipped to California to operate in revenue service for nine months and then returned to SwRI in early April 2012 for repair of the GEN 3 engine and 1500-hour emissions testing. The GEN 3 engine required repair due to overheating. The failure was thought to be a mechanical failure of one of the 6 cylinder heads. Once the engine was repaired, the DPF housing was reinstalled and the locomotive was then emissions tested. The 1,500 hour emission test showed that the JM L-CCRT "reduced the PM to 0.010 g/bhp-hr or 76% below the Tier 4 PM limit. Ad-ditionally, the HC and CO emissions remain virtually eliminated. UPY2755 was returned for revenue ser-

【会议名称】

第27届CIMAC会议

【会议地点】

上海

【下载次数】

1

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