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Article(id=1325528789463356283, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325528735126151362, articleNumber=null, orderNo=null, doi=10.16236/j.cnki.nrjxb.202501001, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1707062400000, receivedDateStr=2024-02-05, revisedDate=1726588800000, revisedDateStr=2024-09-18, acceptedDate=null, acceptedDateStr=null, onlineDate=1793960290541, onlineDateStr=2026-11-06, pubDate=1737734400000, pubDateStr=2025-01-25, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1793960290541, onlineIssueDateStr=2026-11-06, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1793960290541, creator=13701087609, updateTime=1793960290541, updator=13701087609, issue=Issue{id=1325528735126151362, tenantId=1146029695717560320, journalId=1205116786560364546, year='2025', volume='43', issue='1', pageStart='1', pageEnd='95', issueExtLink='null', onlineDate='null', pubDate='1737734400000', pubDateStr='2025-01-25', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1793960277585, creator='13701087609', updateTime=1793960521174, updator='13701087609', preIssue=null, nextIssue=null, articleTotal=null, ext={EN=IssueExt(id=1325529757923951150, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325528735126151362, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1325529757923951151, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325528735126151362, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null, downloadFileDto=null}, startPage=1, endPage=10, ext={EN=ArticleExt(id=1325528789652099964, articleId=1325528789463356283, tenantId=1146029695717560320, journalId=1205116786560364546, language=EN, title=Research on tandem composite turbine matching and exhaust gas energy distribution of a gasoline HCCI engine, columnId=null, journalTitle=Transactions of CSICE, columnName=null, runingTitle=null, highlight=null, articleAbstract=

In order to better match the tandem composite turbine and study the utilization of engine exhaust gas energy under various working conditions, the thermodynamic model of a gasoline homogeneous charge compression ignition(HCCI) engine and the mathematical model of its tandem composite turbine system were established. A one-dimensional simulation model of the HCCI engine was also constructed. Based on the tandem composite turbine parameters calculated by the mathematical model, an appropriate tandem composite turbine system was selected, and the one-dimensional simulation verification was carried out. Based on the matching results, the energy distribution in the tandem composite turbine system was studied. The results show that the tandem composite turbine system selected by the proposed matching method can effectively recover the exhaust gas energy and improve the performance of the whole machine. At a speed of 2200r/min and an indicated mean effective pressure(IMEP) of 1.26MPa, the power of the whole machine is increased by 3.17kW, and the efficiency of the whole machine is improved by 2.49%. The exhaust gas energy distribution results show that the power turbine is suitable for the working condition of the engine speed higher than 1600r/min and the IMEP greater than 1.07MPa. There is an optimal intake pressure at this time, so that the exhaust gas energy obtained by the power turbine has the best proportion of exhaust gas energy, leading to an optimized engine thermal efficiency.

, authors=Yumei Lin, Shanshan Zhang, Binyang Wu, Wanhua Su, authorsList=Yumei Lin, Shanshan Zhang, Binyang Wu, Wanhua Su, authorCompany=null, correspAuthors=Wanhua Su, authorNote=null, correspAuthorsNote=null, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=null, magXml=null, pdfUrl=null, pdf=null, pdfFileSize=null, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=null, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=null, mapNumber=null, fund=null), CN=ArticleExt(id=1325528794228085661, articleId=1325528789463356283, tenantId=1146029695717560320, journalId=1205116786560364546, language=CN, title=汽油HCCI发动机串联复合涡轮废气能量分配研究, columnId=null, journalTitle=内燃机学报, columnName=, runingTitle=null, highlight=null, articleAbstract=

为了更好地进行复合涡轮匹配，对各工况下发动机排气能量利用进行研究，建立汽油均质充量压燃(HCCI)发动机热力学模型和串联复合涡轮系统数学模型，构建汽油均质压燃发动机一维仿真模型．基于数学模型计算所得复合涡轮参数，选择合适的复合涡轮系统，并进行一维仿真验证．基于匹配结果对复合涡轮系统中的能量分配进行研究．结果表明：通过所提出匹配方法选配的串联复合涡轮系统能够有效回收废气能量，实现整机性能提升，在转速为2200r/min、平均指示压力(IMEP)为1.26MPa时整机功率提高3.17kW，整机效率改善2.49%；总结所得废气能量分配规律是：动力涡轮适用于转速高于1600r/min及IMEP大于1.07MPa工况，此时存在最优进气压力，使得动力涡轮所得废气能量有最佳废气能量占比，并使发动机整机效率达到最优．

, authors=林钰梅, 张珊珊, 邬斌扬, 苏万华, authorsList=林钰梅, 张珊珊, 邬斌扬, 苏万华, authorCompany=null, correspAuthors=苏万华, authorNote=

林钰梅，硕士研究生，.

, correspAuthorsNote=
苏万华，教授，.
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林钰梅，硕士研究生，.

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articleId=1325528789463356283, language=EN, label=Fig.16, caption=Change of the power difference and efficiency difference of the whole machine in working condition 3, figureFileSmall=/A8M5QrBUeV378zWLpEKEQ==, figureFileBig=gbww2Giw/cuLCOA7uYlYPw==, tableContent=null), ArticleFig(id=1325528805678535644, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325528789463356283, language=CN, label=图16, caption=工况3整机效率差值及整机功率差值变化, figureFileSmall=/A8M5QrBUeV378zWLpEKEQ==, figureFileBig=gbww2Giw/cuLCOA7uYlYPw==, tableContent=null), ArticleFig(id=1325528805754033117, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325528789463356283, language=EN, label=Tab.1, caption=

Engine specifications

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参数数值
发动机型式直列4缸
缸径/mm85
活塞行程/mm104
排量/L2.36
压缩比17
每缸气门数4
标定转速/(r·min-1)2950
), ArticleFig(id=1325528805829530590, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325528789463356283, language=CN, label=表1, caption=

发动机技术参数

, figureFileSmall=null, figureFileBig=null, tableContent=
参数数值
发动机型式直列4缸
缸径/mm85
活塞行程/mm104
排量/L2.36
压缩比17
每缸气门数4
标定转速/(r·min-1)2950
), ArticleFig(id=1325528805905028063, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325528789463356283, language=EN, label=Tab.2, caption=

Main parameters of engine points

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参数数值备注
转速/(r·min-1)1100～1600变量
循环总油量/mg80定值
喷油压力/MPa0.4恒定
喷油时刻/(°)CA ATDC-380单次喷射
进气温度/K323进气道温度
进气压力/MPa0.11～0.14进气压力
EGR率0恒定
), ArticleFig(id=1325528805972136928, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325528789463356283, language=CN, label=表2, caption=

发动机标定点主要参数

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参数数值备注
转速/(r·min-1)1100～1600变量
循环总油量/mg80定值
喷油压力/MPa0.4恒定
喷油时刻/(°)CA ATDC-380单次喷射
进气温度/K323进气道温度
进气压力/MPa0.11～0.14进气压力
EGR率0恒定
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Parameters of tandem composite turbine

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工况废气涡轮当量流通面积/cm2动力涡轮当量流通面积/cm2
21.85～2.532.99～7.82
31.93～2.633.60～9.40
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串联复合涡轮参数

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工况废气涡轮当量流通面积/cm2动力涡轮当量流通面积/cm2
21.85～2.532.99～7.82
31.93～2.633.60～9.40
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Settings of strategy 1

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IMEP/MPa转速n/(r·min-1)动力涡轮涡前压力/MPa
0.761400～22000.10～0.16
1.071400～22000.10～0.19
1.261400～22000.10～0.20
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策略1设置

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IMEP/MPa转速n/(r·min-1)动力涡轮涡前压力/MPa
0.761400～22000.10～0.16
1.071400～22000.10～0.19
1.261400～22000.10～0.20
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Settings of strategy 2

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转速n/(r·min-1)IMEPg/MPa进气压力/MPa动力涡轮涡前压力/MPa
18000.760.125～0.1450.10～0.16
18001.070.160～0.2000.10～0.16
18001.260.190～0.2500.10～0.16
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策略2设置

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转速n/(r·min-1)IMEPg/MPa进气压力/MPa动力涡轮涡前压力/MPa
18000.760.125～0.1450.10～0.16
18001.070.160～0.2000.10～0.16
18001.260.190～0.2500.10～0.16
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汽油HCCI发动机串联复合涡轮废气能量分配研究
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林钰梅 , 张珊珊 , 邬斌扬 , 苏万华
内燃机学报 | 2025,43(1): 1-10
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内燃机学报 | 2025 , 43 (1) : 1 -10
汽油HCCI发动机串联复合涡轮废气能量分配研究
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林钰梅 , 张珊珊, 邬斌扬, 苏万华
作者信息
  • 天津大学先进内燃动力全国重点实验室，天津 300350
通讯作者:
苏万华，教授，.
作者简介:

林钰梅，硕士研究生，.

Research on tandem composite turbine matching and exhaust gas energy distribution of a gasoline HCCI engine
Yumei Lin , Shanshan Zhang, Binyang Wu, Wanhua Su
Affiliations
  • State Key Laboratory of Engines，Tianjin University，Tianjin 300350，China
出版时间: 2025-01-25 doi: 10.16236/j.cnki.nrjxb.202501001
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摘要
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为了更好地进行复合涡轮匹配，对各工况下发动机排气能量利用进行研究，建立汽油均质充量压燃(HCCI)发动机热力学模型和串联复合涡轮系统数学模型，构建汽油均质压燃发动机一维仿真模型．基于数学模型计算所得复合涡轮参数，选择合适的复合涡轮系统，并进行一维仿真验证．基于匹配结果对复合涡轮系统中的能量分配进行研究．结果表明：通过所提出匹配方法选配的串联复合涡轮系统能够有效回收废气能量，实现整机性能提升，在转速为2200r/min、平均指示压力(IMEP)为1.26MPa时整机功率提高3.17kW，整机效率改善2.49%；总结所得废气能量分配规律是：动力涡轮适用于转速高于1600r/min及IMEP大于1.07MPa工况，此时存在最优进气压力，使得动力涡轮所得废气能量有最佳废气能量占比，并使发动机整机效率达到最优．

汽油  /  均质充量压燃  /  串联复合涡轮系统  /  废气能量

In order to better match the tandem composite turbine and study the utilization of engine exhaust gas energy under various working conditions, the thermodynamic model of a gasoline homogeneous charge compression ignition(HCCI) engine and the mathematical model of its tandem composite turbine system were established. A one-dimensional simulation model of the HCCI engine was also constructed. Based on the tandem composite turbine parameters calculated by the mathematical model, an appropriate tandem composite turbine system was selected, and the one-dimensional simulation verification was carried out. Based on the matching results, the energy distribution in the tandem composite turbine system was studied. The results show that the tandem composite turbine system selected by the proposed matching method can effectively recover the exhaust gas energy and improve the performance of the whole machine. At a speed of 2200r/min and an indicated mean effective pressure(IMEP) of 1.26MPa, the power of the whole machine is increased by 3.17kW, and the efficiency of the whole machine is improved by 2.49%. The exhaust gas energy distribution results show that the power turbine is suitable for the working condition of the engine speed higher than 1600r/min and the IMEP greater than 1.07MPa. There is an optimal intake pressure at this time, so that the exhaust gas energy obtained by the power turbine has the best proportion of exhaust gas energy, leading to an optimized engine thermal efficiency.

gasoline  /  homogeneous charge compression ignition  /  tandem composite turbine system  /  exhaust gas energy
林钰梅, 张珊珊, 邬斌扬, 苏万华. 汽油HCCI发动机串联复合涡轮废气能量分配研究. 内燃机学报, 2025 , 43 (1) : 1 -10 . DOI: 10.16236/j.cnki.nrjxb.202501001
Yumei Lin, Shanshan Zhang, Binyang Wu, Wanhua Su. Research on tandem composite turbine matching and exhaust gas energy distribution of a gasoline HCCI engine[J]. Transactions of CSICE, 2025 , 43 (1) : 1 -10 . DOI: 10.16236/j.cnki.nrjxb.202501001
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内燃机与电气化结合可以取长补短，增程式汽车由于发动机与行驶工况解耦，发动机可一直工作在高效率区间，通过在汽油HCCI发动机中进一步利用中低温能量，并利用动力涡轮将这部分能量损失转化为电能，对提高车用发动机综合能源利用率有明显的效果，是车用发动机节能降耗的有效途径之一[1]．汽油HCCI能够降低NOx以及碳烟排放，实现高热效率，且汽油HCCI拥有能够实现接近涡轮增压柴油机功率水平的巨大潜力[2-3]．Yu等[4]提出在乘用车高压缩比发动机高负荷范围内HCCI模式在低NOx和碳烟排放方面具有优势，采用高进气压力能够提高汽油HCCI的最高负荷以及热效率．文献[5]采用数值模拟的方法研究了汽油均质压燃稀燃发动机实现超高热效率的途径，提出负荷与EGR协同控制策略，应用于隔热以及高机械强度的模型发动机中，能够实现超过60%的有效热效率并保持清洁燃烧；但由于汽油HCCI的燃烧特性以及高热效率使得发动机排气温度较低，能够使用的排气能量略低于柴油机．因此，如何能够利用好汽油HCCI发动机排气能量至关重要[6-7]．
汽油发动机燃烧产生的能量中有30%～40%随着排气流失，25%左右为缸内摩擦和热辐射等耗散，剩下大约40%的可利用能量用于驱动车辆行驶，其中废气由于温度压力依旧较高，且流速较快动能较大，能够进行余热利用，通过利用动力涡轮将这部分余热能转化为电能，可以提高整机效率[8-10]．魏玮[11]基于废气能量最大限度回收利用，设计了一款高效小流量动力涡轮，在US06和FTP75驾驶循环下，燃油经济性分别改善了4.7%和1.8%．文献[12-13]对比了电辅助复合涡轮、并联复合涡轮、纯电动复合涡轮和串联复合涡轮4种方式的废气能量回收系统仿真模型，发现串联复合涡轮回收系统在1900r/min全负荷工况下燃油消耗率(BSFC)最大降低11.6%．Katsanos等[14]将动力涡轮置于废气涡轮的下游，研究了动力涡轮和废气涡轮增压柴油机之间的相互作用，在100%满负荷和50%负载下，BSFC分别可降低4.1%和2.0%．Mamat等[15-16]设计了膨胀比为1.1的高性能低压动力涡轮，通过改变动力涡轮布置以及发动机转速来研究低压涡轮对BSFC的影响；在转速为1500r/min、100%负荷时，BSFC降幅最大为2.41%；在转速为2500r/ min、50%负荷下，BSFC的降幅最大为2.60%．
综上，国内外当前对于串联复合涡轮的研究主要在于重型柴油机，而且对动力涡轮的研究主要在性能影响的方面．对于汽油HCCI发动机余热利用方面的研究也较少，并且由于汽油HCCI发动机的燃烧特性，使其排气能量比柴油机低，对各工况下排气能量可回收程度不明晰．基于此，笔者在增程式汽车的研究背景下，为了进一步提高整车经济性，提出汽油HCCI串联复合涡轮匹配方法，结合串联复合涡轮技术以及汽油均质压燃燃烧技术，通过涡轮增压技术实现汽油HCCI发动机的功率提升，并利用动力涡轮实现对剩余的废气能量的回收，以期为提高增程式汽车汽油HCCI发动机行驶工况下的热效率提供参考．采用仿真和热力学计算、分析相结合的方法，在一维仿真平台建立汽油均质压燃发动机模型，利用数学模型对串联复合涡轮进行匹配，并研究串联复合涡轮系统废气能量分配规律．
1　复合涡轮匹配数值基础
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使用串联式复合涡轮对发动机余热能量进行回收，其结构示意见图1，废气能量经过废气涡轮后再次进入动力涡轮进行发电，得到的能量储存在电池中．
图2为复合涡轮汽油均质压燃发动机匹配流程示意．基于文献[17-19]提出的JTK单级废气涡轮增压器的理论匹配计算方法，建立串联复合涡轮计算方法，通过热力学计算得到废气涡轮及动力涡轮所需的空气流量、当量流通面积．具体流程是：通过气缸前、后能量平衡算出总过量空气系数，得到进气流量以及进气压力；在假定动力涡轮涡前压力及废气涡轮参数后，计算废气涡轮涡前压力、废气涡轮及动力涡轮当量流通面积，最后得到动力涡轮功率及发动机整机效率．根据整机效率及发动机排气背压限制选定废气涡轮增压器以及动力涡轮参数范围，并将得到的数据用于后续匹配仿真选型．
1.1　复合涡轮系统数学模型
1.1.1　发动机模型
根据流进和流出发动机气缸的气体参数，建立能量平衡方程为
ξtHu−3   600beηm+ϕasα(μcp)aTa=      (ϕas−1+β0)α(μcp)TTT
式中：ξt为涡前热量利用系数；Hu为燃油低热值；be为有效燃油消耗率；ηm为机械效率；ϕas为总过量空气系数；(μcp)a为进气管内空气在热力学温度Ta时的摩尔定压比热容；Ta为大气温度；α为1kg燃油燃烧所需理论空气量；β0为理论分子变更系数；(μcp)T为涡轮进口处燃气平均温度TT时摩尔定压比热容；TT为废气涡轮进口处燃气平均温度．
通过式(1)求出ϕas，确定发动机的进/排气流量以及进气压力为
qmb=14.7(Pebeϕas)/3   600
ps=ϕaspmeTsbe/894.7
pb=ps+0.004
qmT=1.02qmb
式中：qmb为发动机进气空气流量；qmT为发动机排气流量；Pe为有效功率；pme为平均有效压力；ps为进气压力；pb为增压压力；Ts为中冷后温度．
1.1.2　串联复合涡轮模型计算
根据涡轮与压气机功率平衡方程式，估算废气涡轮前排气平均压力以及涡轮当量流通面积．
利用假定动涡前排气平均压力，计算废涡前排气平均压力，并根据废涡前压力限值确定涡前排气平均压力选值范围为
ηTCqmT75⋅κTκT−1RTTT[1−1(pT/pP)κT/(κT−1)]=  qmb75⋅κκ−1RTa[(pb/pa)(κ−1)/κ−1]
式中：ηTC为废气涡轮增压器效率；pp为动涡前压力；pT为废气涡轮涡前压力；pa为大气压力；R为进气气体常数，R＝286J/(kg·K)；RT为排气气体常数，RT＝287J/(kg·K)[17]；κ为进气比热容比，κ＝1.4；κT为排气比热容比，κT＝1.33．
计算复合涡轮中废气涡轮当量流通面积、动力涡轮功率及动力涡轮当量流通面积，即
μTpFTp=qmTφTpρTp2RTTT
为简化公式，定义φTp为
φTp=κTκT−1[(pp/pT)2/κT−(pp/pT)(κT+1)/κT]
式中：ρTp为废气涡轮排气密度；μTpFTp为废气涡轮有效涡轮当量流通面积．
pP=ηPTqmP75⋅κPκP−1RPTP[1−1(pp/pa)κP/κP−1]
TP=Ta(pp/pa)(κP−1)/κP
式中：ηPT为动力涡轮效率；qmP为动力涡轮排气流量；κP为动力涡轮处排气比热容比，κP＝1.36；RP为动力涡轮处排气气体常数，RP＝287J/(kg·K)；TP为动力涡轮前温度．
估算动力涡轮当量流通面积为
μPFP=qmPφPρP2RPTP
为简化公式，定义φP为
φP=κPκP−1[(pa/pp)2/κP−(pa/pp)(κP+1)/κP]
式中：ρP为动力涡轮排气密度；μPFP为动力涡轮有效涡轮当量流通面积．
计算发动机整机效率为
ηz=1   000(Pe+ηepP)(43.6×106bePe30n/120n)
式中：ηz为发动机整机效率；ηe为复合涡轮系统发电效率；n为发动机转速．
1.2　一维仿真模型搭建
Y24型汽油HCCI发动机试验台架如图3所示，包括增压系统、EGR系统、燃油系统、多功能燃烧分析系统、数据采集与排放检测系统．发动机基本参数如表1所示，发动机台架如图4所示．图5所示的一维仿真模型包含汽油HCCI发动机、涡轮增压器和动力涡轮发电系统．缸内燃烧模型采用放热率模型，模型中放热率来自CONVERGE三维模拟，传热模型使用Woschni传热关系式，废气涡轮增压器以及动力涡轮均使用Map图模型．
利用台架试验系统所获得的试验数据，对仿真模型进行标定，标定点参数如表2所示，验证所建立模型的准确性，得到的标定结果如图6以及图7所示．图6中三维仿真计算和试验获得的缸内压力和放热率曲线形态相近，缸压曲线峰值的误差小于0.5%，缸压曲线峰值对应的曲轴转角的误差不超过0.1°，CA，放热率曲线峰值的误差小于5%．因此，可认为所建立的模型能较为准确地描述发动机缸内燃烧过程．图7中一维仿真结果最大误差在5%以内，且随着发动机转速增加误差降低，因而认为建立的模型的准确性较好，能够满足建立一维仿真平台的要求．
2　复合涡轮仿真模拟计算
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在一维仿真模型平台中对废气涡轮以及复合涡轮进行匹配仿真，研究整机性能变化，并对串联复合涡轮进行废气能量分配研究．
2.1　复合涡轮数学模型计算
基于增程式汽车的负荷特性，选择转速为1800r/ min，工况1(IMEP为0.76MPa)、工况2(IMEP为1.07MPa)和工况3(IMEP为1.26MPa)3个工况点在CONVERGE中进行燃烧特性模拟得到其放热率及性能参数，其中IMEP为360°CA平均指示压力．
进行复合涡轮参数数学计算时应注意涡轮增压器与动力涡轮之间的耦合关系，串联复合涡轮中废气流经废气涡轮后进入动力涡轮，废气涡轮的选型将直接影响动力涡轮进口压力．通过数学计算得到废气涡轮进/出口压力与动力涡轮进/出口压力之间的关系以及废气涡轮增压器增压能力与动力涡轮废气能量回收能力之间的关系，因此，在复合涡轮系统参数选择时应基于增压能力、排气背压、动力涡轮入口压力和动力涡轮回收功率进行选择，保证发动机增压能力的同时最大限度回收废气能量．
在保证增压压力情况下进行动力涡轮回收，因而在中、高负荷进行复合涡轮匹配选型，保证发动机增压压力．根据上述参数及方法在工况2以及工况3下计算得到串联复合涡轮参数如表3所示，废气涡轮当量流通面积为1.85～2.63cm2，动力涡轮当量流通面积为3.60～7.82cm2．选定废气涡轮增压器参数是：流量范围为0.040～0.095kg/s，压比为1.5～2.7．增压器性能曲线如图8所示，动力涡轮参数是：流量为0.06～0.19kg/s，膨胀比为1.29～4.40．
2.2　复合涡轮中动力涡轮效果分析
为验证所选复合涡轮系统的工况适应性，在转速为1400～2200r/min、工况2及工况3下，进行匹配模拟．图9为不同转速下动力涡轮对进/排气压力及发动机功率的影响．图9中动力涡轮的存在会使进气压力有所下降，随着转速提高下降量增加，且在2200r/min时下降最多，能够达到0.06MPa；同时动力涡轮的加入会使发动机排气背压升高，且随着发动机转速增加，排气压力上升越多，上升量最高能达到0.062MPa．因此，动力涡轮的存在会使发动机功率明显下降，最大下降为5.3kW．
为了更好表示使用动力涡轮后的性能变化，以动力涡轮和发动机两者性能之和称为整机性能，不包含动力涡轮性能称为原机性能．图10为不同转速下串联复合涡轮发动机整机与原机性能参数差值．图10(a)所示在工况2中整机功率差值随着发动机转速增大而增加，在转速为1600r/min时开始大于0，并在转速为2200r/min时达到最大，为0.94kW，而整机效率随着转速增加有一定波动但整体趋势增加，差值在2200r/min时达到最大，为0.98%．图10(b)中工况3整机功率差值与整机效率差值趋势相同，随着转速增加在2000r/min略有降低，但整体呈现上升趋势，且在2200r/min时达到最大值，整机功率差值最大达到3.17kW，整机效率差值最大为2.49%．
上述结果表明，使用动力涡轮不仅会降低进气压力，导致发动机缸内充量密度降低，影响到缸内燃烧，而且会提高排气压力，增大泵气功，造成发动机功率下降，但动力涡轮回收的能量不仅抵消了泵气损失的影响，而且提高了发动机整机性能，因而所选配的串联复合涡轮系统与发动机有良好的匹配效果．
2.3　串联复合涡轮系统废气能量分配
串联复合涡轮在转速高于1600r/min以及IMEP大于1.07MPa下对于提高发动机整机性能有一定的帮助．为了进一步提升发动机整机效率，验证串联复合涡轮在增程式汽车汽油HCCI发动机上的可适用性，需要对废气能量在废气涡轮与动力涡轮之间的分配进行研究，对废气涡轮及动力涡轮间废气能量进行分配，本质上是对发动机与动力涡轮之间进行能量分配，废气涡轮所占废气能量比例直接影响了发动机进/排气情况，进而影响发动机缸内燃烧，而动力涡轮所得到的废气能量比例则代表着动力涡轮发电系统所能够回收的能量．
采用的废气涡轮增压器以及动力涡轮均配有电控旁通阀，通过两种废气能量分配策略来总结废气能量分配规律如图11所示，策略1仅对动力涡轮旁通阀进行控制，通过改变流通动力涡轮的废气流量以及动力涡轮涡前压力影响废气涡轮膨胀比，从而改变动力涡轮以及废气涡轮所获得废气能量；策略2对动力涡轮以及废气涡轮均进行旁通阀控制，控制流经废气涡轮以及动力涡轮的废气流量、废气涡轮的增压压力以及动力涡轮涡前压力，调整动力涡轮以及废气涡轮获得能量．策略1和策略2设置见表4和表5．通过改变发动机增压压力以及动力涡轮涡前压力表征废气能量分配，并总结规律．
2.3.1　策略1模拟结果
图12、图13分别为策略1在不同工况、不同动力涡轮涡前设置压力下整机与原机参数差值的变化．图中不同转速的曲线存在交叉部分，这是因为当低转速动力涡轮涡前压力达到极限后，随着设置动力涡轮涡前压力的增大，发动机性能不再改变，而在高转速时发动机性能仍在增加，最终大于低转速情况，出现了交叉点．在工况1中除了1400r/min中整机功率变化不大外，其他转速下整机功率变化量都有先减小后增加的趋势，在转速为1600～2000r/min下，在转速为1800r/min、动力涡轮涡前设置压力为0.14MPa时正差值达到最大，为0.14kW．整机效率变化趋势与整机功率相同，在转速为1800r/min、动力涡轮涡前设置压力为0.14MPa时正差值达到最大，为0.25%．
在工况2中，各转速下整机功率变化量都有先减小后增加的趋势，在转速为1600～2200r/min时，随着动力涡轮涡前设置压力的提高逐渐达到整机功率正差值，且在转速为2200r/min、动力涡轮涡前设置压力为0.19MPa时正差值达到最大，为0.94kW．整机效率变化趋势与整机功率相同，在转速为2200r/ min、动力涡轮涡前设置压力为0.19MPa时正差值达到最大，为0.98%．
在工况3中，发动机转速为1400r/min时整机功率呈现降低趋势，当动力涡轮涡前压力在0.10～0.13MPa时达到正差值，其他转速下整机功率变化量都处于先减小后增加的趋势，在转速为1600～2200r/min下分别在动力涡轮涡前设置压力为0.13、0.14及0.17MPa时开始达到整机功率正差值，且在转速为2200r/min、动力涡轮涡前设置压力为0.2MPa时正差值达到最大，为3.17kW．整机效率变化趋势与整机功率相同，在转速为2200r/min、动力涡轮涡前设置压力为0.2MPa时正差值达到最大，为2.49%．
综上所述，在废气能量分配策略1中，低转速及低负荷情况下由于发动机废气能量小，串联复合涡轮发动机回收的能量少，在保证发动机增压压力情况下不适合使用动力涡轮，而在转速高于1600r/min以及IMEP大于1.07MPa情况下，随着转速及负荷增加，动力涡轮所分配到的废气能量越多，串联复合涡轮发动机相较于原机的性能逐渐提升，能够达到整机性能参数的正差值，且有较好的回收效果以及整机性能，因而为了获得较大发动机整机效率提升，在转速高于1600r/min以及IMEP大于1.07MPa情况适用串联复合涡轮．
2.3.2　策略2模拟结果
图14(a)为工况1整机功率变化情况，随着进气压力增加，整机功率变化量增加，随着动力涡轮涡前设置压力提高，整机功率变化量先减小后增加．达到整机功率正变化量的只有进气压力为0.145MPa且动力涡轮涡前设置压力为动力涡轮涡前压力极限时，整机功率正差值能够达到0.14kW．图14(b)为工况1整机效率变化情况，整机效率变化趋势与整机功率变化趋势相同且变化量同时达到最大值，整机效率正变化量最大为0.26%．
图15(a)为工况2整机功率变化情况，在动力涡轮涡前设置压力为0.11～0.15MPa时随着进气压力增加，整机功率变化量减小，在动力涡轮涡前设置压力为0.16MPa时随着进气压力增加，整机功率变化量略有提高但基本不变；当进气压力不变时，随着动力涡轮涡前设置压力提高，整机功率变化量先减小后增加．动力涡轮涡前设置压力为0.11～0.13MPa时，进气压力小于0.18MPa即能达到整机功率正变化量，动力涡轮涡前设置压力为0.14MPa时，进气压力小于0.2MPa即能达到整机功率正变化量，动力涡轮涡前设置压力为0.15～0.16MPa时，各进气压力均能达到整机功率正变化量，且在进气压力为0.18MPa、动力涡轮涡前设置压力为0.16MPa时，能达到正变化量最大值，最大值为0.7kW．图15(b)为工况2整机效率变化情况，整机效率变化趋势与整机功率变化趋势相同，且变化量同时达到最大值，整机效率正变化量最大为0.9%．
图16(a)为工况3整机功率变化情况，随着进气压力增加，整机功率变化量先增加后减小，随着动力涡轮涡前设置压力提高，整机功率变化量先减小后增加．在工况3中，动力涡轮涡前设置压力为0.11～0.13MPa、进气压力小于0.23MPa时即能达到整机功率正变化量；动力涡轮涡前设置压力为0.14MPa、进气压力小于0.24MPa时能够达到整机功率正变化量；动力涡轮涡前设置压力为0.15～0.16MPa时，各进气压力均能达到整机功率正变化量，且在进气压力为0.21MPa、动力涡轮涡前设置压力为0.16MPa时能达到正变化量最大值，最大值为1.58kW．图16(b)为工况3整机效率变化情况，整机效率变化趋势与整机功率变化趋势相同且变化量同时达到最大值，整机效率正变化量最大为1.57%．
可以看出，在策略2中，低负荷下串联复合涡轮对发动机性能起负面效果，这是因为低转速、低负荷工况下的排气能量过低，不适用动力涡轮，而在IMEP大于1.07MPa时排气能量在增压过后仍有剩余，串联复合涡轮能够有效回收废气能量，提高发动机整机性能，适用串联复合涡轮．在IMEP大于1.07MPa情况下，废气涡轮与动力涡轮之间废气能量分配存在最佳分配比例，在工况2中最佳分配比例为动力涡轮所用废气能量占串联复合涡轮系统回收废气总能量的37.61%，在工况3中最佳分配比例为动力涡轮所用废气能量占串联复合涡轮系统回收废气总能量的30%．因此，在IMEP大于1.07MPa时，动力涡轮所用废气能量与串联复合涡轮系统回收废气总能量存在一个比值，使发动机整机性能达到最优．
综上两个策略分析，在发动机转速高于1600r/ min以及IMEP大于1.07MPa情况下，复合涡轮系统能够很好地提高功率、回收能量，而这些工况范围正好与增程式汽车中发动机的行驶工况重叠．因此，所使用的串联复合涡轮系统能够很好地匹配增程式汽车汽油HCCI发动机．
3　结论
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(1) 构建了基于汽油均质压燃燃烧的复合涡轮数学模型计算方法，该方法所匹配的复合涡轮系统能够在满足汽油均质压燃稀燃所需的高进气压力的情况下对发动机排气能量进行余热回收，验证了汽油HCCI余热回收的可行性．
(2) 基于串联复合涡轮匹配方法，对废气能量进行更充分地利用，虽然动力涡轮的存在会提高排气压力、降低进气压力，进而降低缸内充量密度，造成发动机性能下降，但动力涡轮回收能量的增加能够抵消泵气损失的影响，提高发动机整机性能，在2200r/min时整机功率提高了3.17kW，整机效率提高了2.49%．
(3) 通过两种废气能量分配策略验证了所匹配的串联复合涡轮系统在增程式汽车发动机中的适用性，在低转速、低负荷情况下，动力涡轮不工作，在转速高于1600r/min以及IMEP大于1.07MPa下，动力涡轮所得废气能量达到极限时，存在最优进气压力，此时动力涡轮所得废气能量最高，发动机整机功率和效率达到最优．
基金
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  • 国家自然基金创新研究群体资助项目(51921004)
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2025年第43卷第1期
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doi: 10.16236/j.cnki.nrjxb.202501001
  • 接收时间：2024-02-05
  • 首发时间：2026-11-06
  • 出版时间：2025-01-25
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  • 收稿日期：2024-02-05
  • 修回日期：2024-09-18
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国家自然基金创新研究群体资助项目(51921004)
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    天津大学先进内燃动力全国重点实验室，天津 300350

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苏万华，教授，.
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