Diesel Freight Carbon Reduction Technology

这个为期8个月的项目从2019年3月1日开始，由Vortex Developments 2014 Ltd牵头，涉及从汽车到铁路的技术转让。该技术是一种获得专利的“改变游戏规则”的排气设计，可提高发动机气缸的燃烧体积效率，从而降低燃油消耗，同时由于改进了废气净化，还可以减少柴油微粒。这项技术减少了铁路柴油发动机的碳足迹，并将柴油颗粒减少了50%以上。排气设计将允许在需要或要求时进一步开发涡流减排技术。66级货运发动机的技术开发是在156级客运列车的涡流排气技术开发之后进行的。在对在役的156级列车进行的现场纵向试验中，与同一列车发动机上的标准尾气相比，Vortex尾气的背靠背试验平均减少了13.2%的柴油。后一项试验使这项技术达到了很高的技术准备水平，它的下一个应用将是在2冲程的66级发动机上。后者与156型发动机有很大的不同；它们是功率更大、转速更低的发电机柴油发动机，而且是二冲程而不是四冲程，这带来了一些挑战。66级排气系统也比156级排气系统大得多，因此建筑材料将更坚固，排气长度更短，物理尺寸也更大。涡流排气口将由不锈钢制造，保修期为终身，即20年。设计和流量计算将在萨里大学的支持下完成，萨里大学的工程系在这一领域拥有丰富的经验，测试将在西顿代理有限公司的一个部门SBL-Rail的支持下完成，后者在汽车和铁路部门的发动机测试方面拥有丰富的经验。涡流排气演示仪在成功完成了负荷库测试，然后在德国铁路英国66级货运列车上进行了为期六个月的标准与涡流排气的现场测试后，将前往考文垂的制造技术中心，他们将协助制造咨询。德国联邦铁路公司将成为这项排气技术的第一个客户，如果它被证明在经济上可以接受的话。在这种情况下，制造将由Benson Components Ltd进行，Benson Components Ltd是HGV以及工厂和机械OEM的中小企业一级生产商。商业化将由UniPart Rail进行，该公司是Vortex Developments 2014 Ltd的商业合作伙伴，Vortex将与RSSB的公关部门合作，评估公众和铁路部门对这项技术的兴趣，并传播从该项目获得的数据和信息。制造的产品计划在项目完成后一年内投放市场。

This 8-month project, commencing March 1st 2019, led by Vortex Developments 2014 Ltd, involves technology transfer from automotive to rail. The technology is a patented 'game changing' exhaust design that produces volumetric efficiency of combustion in the engine cylinders, and reduces fuel consumption as a result, as well as reducing diesel particulates because of improved exhaust gas scavenging. This technology reduces the carbon footprint of rail diesel engines as well as reducing diesel particulates by more than 50%. The exhaust design will allow for further development of a Vortex emissions reduction technology when this is required or requested.The development of the technology for Class 66 freight engines follows the development of a vortex exhaust for passenger Class 156 trains. In a live longitudinal test of a Class 156 train in service a 13.2% mean reduction in diesel was obtained in the back to back trial of the Vortex exhaust against the standard exhaust on the same train engine. The latter trial has given the technology a high Technology Readiness Level, and its next application will be on the 2-stroke Class 66 engines. The latter differ substantially from the Class 156 engines; they are more powerful, lower revving electric generator diesel and are 2-stroke rather than 4-stroke, which presents some challenges. The Class 66 exhaust system is also substantially larger than the Class 156, so construction materials will be stronger and the physical size substantially larger in diameter with the exhaust shorter in length. The Vortex exhaust will be constructed from stainless steel and the warranty will be life time, meaning 20-years. Design and flow calculations will be done with the support of Surrey University whose engineering department has considerable experience in this field, testing will be done with the support of SBL-Rail, a division of Westerton Agencies Ltd, who have substantial experience in testing engines in the automotive and rail sector. The vortex exhaust demonstrator after successful completion of load bank tests and then a six-month live test on a Deutsches Bahn UK Class 66 freight train of the standard versus Vortex exhaust, will go to the Manufacturing Technology Centre in Coventry, and they will assist with manufacturing consultancy. Deutsches Bahn will be the first customer of this exhaust technology should it prove economically acceptible. In that case manufacturing will be carried out by Benson Components Ltd, an SME tier-1 producer for HGV and plant and machinery OEMs. The commercialisation will be undertaken by Unipart Rail, the commercial partner of Vortex Developments 2014 Ltd, and Vortex will work with the PR department of the RSSB to gauge public and rail sector interest in this technology, and disseminate data and information gained from this project. The manufactured product is planned for roll-out into the market within one-year of the project completion.