{"id":2068,"date":"2021-10-20T13:03:54","date_gmt":"2021-10-20T11:03:54","guid":{"rendered":"https:\/\/autochelu.ro\/blog\/?p=2068"},"modified":"2021-10-20T13:03:54","modified_gmt":"2021-10-20T11:03:54","slug":"ce-este-adblue-si-la-ce-serveste","status":"publish","type":"post","link":"https:\/\/autochelu.ro\/blog\/ce-este-adblue-si-la-ce-serveste\/","title":{"rendered":"Ce este ADBLUE \u0219i la ce serve\u0219te?"},"content":{"rendered":"

\"\"<\/p>\n

Catalizator<\/span><\/p>\n

Odat\u0103 cu introducerea standardului Euro 6 pe vehiculele pentru pasageri, apar din ce \u00een ce mai multe modele care au \u0219i rezervoare suplimentare pentru AdBlue.\u00a0Despre ce este vorba?<\/span><\/span><\/span><\/p>\n

Aprinderea combustibilului determin\u0103 o cre\u0219tere brusc\u0103 a presiunii (p\u00e2n\u0103 la 250 bar) \u0219i a temperaturii (p\u00e2n\u0103 la 2.500 grade).\u00a0Desigur, acestea sunt modele cu motoare diesel, deoarece motoarele pe benzin\u0103 nu au nevoie de AdBlue, adic\u0103 au o problem\u0103 diferit\u0103 de cur\u0103\u021bare a evacu\u0103rii.<\/span><\/span><\/span><\/p>\n

Cum func\u021bioneaz\u0103 un motor diesel?<\/span><\/span><\/span><\/p>\n

Motorul aspir\u0103 aerul la cursa de aspira\u021bie a c\u0103rei presiune de compresie cre\u0219te la 50 bari, iar temperatura la aproximativ 550 grade.\u00a0At\u00e2t aerul comprimat, c\u00e2t \u0219i cel cald injecteaz\u0103 combustibil care se evapor\u0103 \u0219i se aprinde instantaneu, rezult\u00e2nd o cre\u0219tere brusc\u0103 a presiunii (p\u00e2n\u0103 la 250 bari) \u0219i a temperaturii (\u00een unele p\u0103r\u021bi ale cilindrului p\u00e2n\u0103 la 2.500 grade).\u00a0De\u0219i acestea sunt valori extreme, de obicei nu deterioreaz\u0103 motorul, deoarece acestea sunt valori ale temperaturii \u00een anumite locuri din cilindru care scad brusc pe m\u0103sur\u0103 ce pistonul se deplaseaz\u0103 \u00een jos.<\/span><\/span><\/span><\/p>\n

\u00cen plus fa\u021b\u0103 de presiune \u0219i temperatur\u0103 ca principale consecin\u021be ale arderii combustibilului, apar numero\u0219i produ\u0219i de ardere, compu\u0219i chimici diferi\u021bi \u0219i particule de funingine.\u00a0Deoarece combustibilul este o hidrocarbur\u0103, principalele produse de ardere sunt compu\u0219ii de carbon (CO, CO\u00a0<\/span><\/span><\/span>2<\/span><\/span><\/sub><\/span>\u00a0), vaporii de ap\u0103 (H<\/span><\/span><\/span>2<\/span><\/span><\/sub><\/span>O) \u0219i o anumit\u0103 cantitate de hidrocarburi nearse (HC).\u00a0Deoarece aerul de admisie con\u021bine 79% azot \u00een condi\u021bii de temperatur\u0103 ridicat\u0103, moleculele de azot \u0219i oxigen se combin\u0103 \u0219i formeaz\u0103 oxizi de azot (NOx) foarte periculo\u0219i.\u00a0Aproape toate produsele de ardere produse \u00een cilindrul motorului, cu excep\u021bia vaporilor de ap\u0103, sunt toxice, cancerigene sau \u00eentr-un fel sau altul inacceptabile din punct de vedere ecologic.<\/span><\/span><\/span><\/p>\n

\u00cen 1988, Comunitatea Economic\u0103 European\u0103 a adoptat Directiva 88\/77\/CEE prin care se define\u0219te standardul Euro 0 sau Euro I, care define\u0219te pentru prima dat\u0103 cantit\u0103\u021bile celor mai importante produse de ardere: monoxid de carbon (CO), hidrocarburi nearse (HC), oxizi de azot (NOx) \u0219i solide (PM).<\/span><\/span><\/span><\/p>\n

Pe m\u0103sur\u0103 ce standardele au devenit mai stricte, interven\u021biile asupra motorului au devenit mai exigente, ceea ce a ini\u021biat introducerea de turbine cu geometrie variabil\u0103, adic\u0103 solu\u021bii precum returnarea gazelor de e\u0219apament (EGR) \u00een cilindru.\u00a0Cu toate acestea, posibilit\u0103\u021bile de a atinge limitele necesare pentru lucrurile d\u0103un\u0103toare numai prin interven\u021bii asupra motorului au fost epuizate, astfel \u00eenc\u00e2t trebuiau instalate dispozitive pentru posttratarea gazelor de e\u0219apament, cum ar fi catalizatori de oxidare, filtre de particule.\u00a0<\/span><\/span><\/span><\/p>\n

Introducerea normei Euro 4 a fost una dintre etapele care au stabilit (\u00een acea perioad\u0103) standarde stricte pentru prima dat\u0103 \u0219i a ini\u021biat apari\u021bia tehnologiei SCR.<\/span><\/span><\/span><\/p>\n

EGR<\/b><\/span><\/span><\/span> (recircularea gazelor de e\u0219apament) este o tehnologie prin care gazele de e\u0219apament sunt returnate, unde ac\u021bioneaz\u0103 ca un gaz inert, care a fost una dintre modalit\u0103\u021bile de \u00eembun\u0103t\u0103\u021bire a gazelor de e\u0219apament.\u00a0Motivul return\u0103rii gazelor const\u0103 \u00een faptul c\u0103 motoarele diesel trebuie s\u0103 func\u021bioneze cu o cantitate constant\u0103 de aer, adic\u0103 trebuie s\u0103 aib\u0103 dublul cantit\u0103\u021bii de aer necesar\u0103 pentru a arde tot combustibilul.<\/span><\/span><\/span><\/p>\n

Acest lucru duce la o situa\u021bie \u00een care exist\u0103 molecule libere de oxigen \u0219i azot din cilindru din aer, care \u00een condi\u021bii de temperatur\u0103 \u0219i presiune ridicate se \u00eembin\u0103 pentru a produce oxizi de azot extrem de nedorite (monoxid de azot-NO \u0219i dioxid de azot-NO\u00a0<\/span><\/span><\/span>2<\/span><\/span><\/sub><\/span>\u00a0) pentru care se folose\u0219te numele de NOx.<\/span><\/span><\/span><\/p>\n

Prin returnarea gazelor arse, o parte din aer este \u00eenlocuit cu gaz inert, ceea ce reduce posibilitatea form\u0103rii de NOx, deoarece exist\u0103 mai pu\u021bin oxigen liber \u0219i azot.\u00a0Gazele de retur pot reprezenta p\u00e2n\u0103 la 30% din volum \u00een timpul aspira\u021biei.<\/span><\/span><\/span><\/p>\n

Ca \u00eentotdeauna \u00een natur\u0103, un fenomen provoac\u0103 altul, a\u0219a c\u0103, de\u0219i reduc NOx, gazele de \u00eentoarcere provoac\u0103 simultan o alt\u0103 problem\u0103: o combustie nu mai bun\u0103 \u00een care temperaturile de v\u00e2rf sunt u\u0219or mai mici, ceea ce la r\u00e2ndul s\u0103u duce la o cre\u0219tere a cantit\u0103\u021bii de particule solide.<\/span><\/span><\/span><\/p>\n

NOx \u0219i particulele solide au factori chimici conflictuali, deci o propor\u021bie mai mare de gaze EGR \u00een aport \u00eenseamn\u0103 o cantitate mai mare de particule (PM), deci \u00een majoritatea cazurilor este necesar s\u0103 instala\u021bi un filtru de particule.\u00a0De asemenea, prin cre\u0219terea ponderii gazelor de retur, consumul cre\u0219te, motiv pentru care restul randamentului nu dep\u0103\u0219e\u0219te niciodat\u0103 \u00eentre 20 – 30 %, deoarece dup\u0103 aceea consumul \u00eencepe s\u0103 creasc\u0103 brusc.<\/span><\/span><\/span><\/p>\n

SCR<\/b><\/span><\/span><\/span><\/p>\n

Unii produc\u0103tori au folosit standardele Euro 4 \u0219i Euro 5 numai cu reducere catalitic\u0103 selectiv\u0103 SCR f\u0103r\u0103 tehnologie EGR.\u00a0<\/span><\/span><\/span><\/p>\n

Este o solu\u021bie relativ simpl\u0103, dar foarte eficient\u0103, \u00een care o solu\u021bie de uree (cunoscut\u0103 sub numele de AdBlue) este injectat\u0103 \u00een evacuare, care produce amoniac care se leag\u0103 de NOx, produc\u00e2nd azot \u0219i vapori de ap\u0103 nepericulo\u0219i.\u00a0Dar o astfel de solu\u021bie, pe l\u00e2ng\u0103 instalarea unui catalizator SCR special, necesit\u0103 instalarea unui rezervor AdBlue suplimentar, care trebuie, de asemenea, completat.\u00a0Consumul de aditiv AdBlue este de aproximativ 5% din consumul de combustibil.<\/span><\/span><\/span><\/p>\n

Av\u00e2nd \u00een vedere cantit\u0103\u021bile foarte mici de ingrediente d\u0103un\u0103toare din evacuare, majoritatea produc\u0103torilor au decis s\u0103 combine at\u00e2t EGR, c\u00e2t \u0219i SCR pentru a atinge standardul Euro 6.\u00a0Deci, cu ajutor, EGR-ului reduce cantitatea de NOx, dar trebuie instalat un catalizator SCR pentru a elimina complet NOx.<\/span><\/span><\/span><\/p>\n

Desigur, exist\u0103 un filtru de particule care se regenereaz\u0103 regulat (de obicei automat, cu excep\u021bia modurilor speciale de conducere) datorit\u0103 cantit\u0103\u021bii ceva mai mari de particule pe care o are tehnologia EGR.\u00a0 <\/span><\/span><\/span><\/p>\n

Unii produc\u0103tori folosesc doar SCR, ceea ce \u00eenseamn\u0103 c\u0103 exist\u0103 relativ pu\u021bine particule (dar este totu\u0219i necesar un filtru) \u0219i un catalizator SCR care utilizeaz\u0103 o cantitate pu\u021bin mai mare de AdBlue \u00een acest caz, deoarece este necesar s\u0103 se elimine mai mul\u021bi NOx.<\/span><\/span><\/span><\/p>\n

AdBlue<\/b><\/span><\/span><\/span><\/p>\n

AdBlue este o solu\u021bie de uree \u00een ap\u0103 \u0219i con\u021bine 32,5% uree \u0219i 67,5% ap\u0103 distilat\u0103.\u00a0Compozi\u021bia \u0219i calitatea sunt definite de ISO 2241 sau DIN 70070. Con\u021binutul diferitelor metale nu trebuie s\u0103 dep\u0103\u0219easc\u0103 0,2 mg\/kg pentru a nu deteriora catalizatorul SCR.<\/span><\/span><\/span><\/p>\n

De asemenea, apar denumirile AUS32 (solu\u021bie apoas\u0103 de uree 32% sau solu\u021bie apoas\u0103 de uree de 32%) \u0219i DEF (sau lichid de evacuare diesel).\u00a0AdBlue este relativ sensibil la temperatur\u0103, deci trebuie depozitat \u00een condi\u021biile potrivite pentru a men\u021bine calitatea necesar\u0103 (\u00eenghea\u021b\u0103 la -11,5 grade).<\/span><\/span><\/span><\/p>\n

AdBlue – probleme<\/b><\/span><\/span><\/span><\/p>\n

Lichidul AdBlue din vehicul este umplut \u00eentr-un rezervor special care, pe majoritatea ma\u0219inilor, este situat sub aceea\u0219i capot\u0103 ca \u0219i dopul rezervorului de combustibil.\u00a0Capacul cartu\u0219ului AdBlue este caracterizat de un capac albastru.\u00a0Ureea este disponibil\u0103 la benzin\u0103rii ambalat\u0103 \u00een canistre mici sau pompate prin standuri speciale de umplere.<\/span><\/span><\/span><\/p>\n

Injec\u021bia AdBlue reduce semnificativ emisiile d\u0103un\u0103toare ale motoarelor diesel moderne \u0219i \u00eembun\u0103t\u0103\u021be\u0219te mediul, dar \u00een viitor, \u00eentre\u021binerea poate deveni un risc pentru vehiculele uzate.<\/span><\/span><\/span><\/p>\n

Func\u021bionarea corect\u0103 a reducerii catalitice selective necesit\u0103 mai multe condi\u021bii.\u00a0Problema poate ap\u0103rea deja cu func\u021bionarea injectorului \u00een sine, care poate fi cauzat\u0103 de uzur\u0103 sau supra\u00eenc\u0103lzire.\u00a0Duza se confrunt\u0103 cu temperaturi ridicate ale gazelor de e\u0219apament.\u00a0Injec\u021bia cu pulverizare deteriorat\u0103 \u0219i slab\u0103 poate fi detectat\u0103 numai prin diagnosticare din fabric\u0103.\u00a0Din p\u0103cate, momentul \u00een care este detectat un defect al injectorului, poate fi prea t\u00e2rziu \u0219i trebuie s\u0103 v\u0103 preg\u0103ti\u021bi pentru a-l \u00eenlocui.<\/span><\/span><\/span><\/p>\n

Datorit\u0103 pulveriz\u0103rii slabe, ureea injectat\u0103 inegal se poate colecta pe pere\u021bii conductei de evacuare, unde se cristalizeaz\u0103 \u00een timp \u0219i, \u00een cazuri extreme, \u00eenfund\u0103 gazele de e\u0219apament.\u00a0\u00cen consecin\u021b\u0103, vehiculele au o problem\u0103 cu respectarea emisiilor prescrise de evacuare.\u00a0Exist\u0103, de asemenea, o sc\u0103dere dramatic\u0103 a performan\u021bei, deoarece evacu\u0103rile \u00eenfundate reduc evacuarea de la motor \u0219i creeaz\u0103 contragreutate.\u00a0Turbocompresorul motorului \u0219i rezisten\u021ba ridicat\u0103 la contrapresiune pot cauza distrugerea acestuia.<\/span><\/span><\/span><\/p>\n

<\/a> Injec\u021bia neglijent\u0103 de uree depinde de etan\u0219eitatea perfect\u0103 a sistemului de evacuare care la ma\u0219inile mai vechi poate s\u0103 nu fie \u00eentotdeauna \u00eendeplinit\u0103.\u00a0Dac\u0103 se asigur\u0103 o etan\u0219are insuficient\u0103 a sistemului de evacuare, ureea cristalizeaz\u0103 din nou.\u00a0Este mai u\u0219or s\u0103 detecta\u021bi aceast\u0103 problem\u0103 dec\u00e2t un injector uzat, deoarece cristalizarea AdBlue poate fi v\u0103zut\u0103 printr-o inspec\u021bie rapid\u0103 a \u021bevii de evacuare din exterior, unde se scurge prin deschidere.<\/span><\/span><\/span><\/p>\n","protected":false},"excerpt":{"rendered":"

Injec\u021bia neglijent\u0103 de uree depinde de etan\u0219eitatea perfect\u0103 a sistemului de evacuare care la ma\u0219inile mai vechi poate s\u0103 nu fie \u00eentotdeauna \u00eendeplinit\u0103.\u00a0Dac\u0103 se asigur\u0103 o etan\u0219are insuficient\u0103 a sistemului de evacuare, ureea cristalizeaz\u0103 din nou.\u00a0Este mai u\u0219or s\u0103 detecta\u021bi aceast\u0103 problem\u0103 dec\u00e2t un injector uzat, deoarece cristalizarea AdBlue poate fi v\u0103zut\u0103 printr-o inspec\u021bie rapid\u0103 a \u021bevii de evacuare din exterior, unde se scurge prin deschidere.<\/p>\n","protected":false},"author":1,"featured_media":2069,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_joinchat":[],"footnotes":""},"categories":[38],"tags":[],"class_list":["post-2068","post","type-post","status-publish","format-standard","has-post-thumbnail","","category-auto"],"yoast_head":"\nAdBlue - Cum func\u021bioneaz\u0103 un motor diesel? 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