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Article(id=1325529203579568180, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325529169907704394, articleNumber=null, orderNo=null, doi=10.16236/j.cnki.nrjxb.202502012, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1710086400000, receivedDateStr=2024-03-11, revisedDate=1720713600000, revisedDateStr=2024-07-12, acceptedDate=null, acceptedDateStr=null, onlineDate=1793960389274, onlineDateStr=2026-11-06, pubDate=1742832000000, pubDateStr=2025-03-25, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1793960389274, onlineIssueDateStr=2026-11-06, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1793960389274, creator=13701087609, updateTime=1793960389274, updator=13701087609, issue=Issue{id=1325529169907704394, tenantId=1146029695717560320, journalId=1205116786560364546, year='2025', volume='43', issue='2', pageStart='97', pageEnd='191', issueExtLink='null', onlineDate='null', pubDate='1742832000000', pubDateStr='2025-03-25', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1793960381247, creator='13701087609', updateTime=1793960495688, updator='13701087609', preIssue=null, nextIssue=null, articleTotal=null, ext={EN=IssueExt(id=1325529650201649216, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325529169907704394, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1325529650201649217, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325529169907704394, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null, downloadFileDto=null}, startPage=97, endPage=106, ext={EN=ArticleExt(id=1325529203743146037, articleId=1325529203579568180, tenantId=1146029695717560320, journalId=1205116786560364546, language=EN, title=A study of gasoline compression ignition at low load based on concentration and activity stratification, columnId=null, journalTitle=Transactions of CSICE, columnName=null, runingTitle=null, highlight=null, articleAbstract=

Gasoline compression ignition engines have the great potential for efficient and clean operation. Based on a self-built gasoline-diesel dual fuel engine test bench and an in-cylinder combustion numerical simulation, the effect of fuel stratification, generated by the gasoline dual or single manifold injection strategies and the diesel single or multiple in-cylinder injection strategies respectively, on gasoline compression ignition combustion at low load was studied. The results show that under the low load condition with a speed of 1500r/min and a fuel calorific value of 610.4J/cyc, the concentration stratification degree of the gasoline single port injection strategy is significantly higher than that of the dual ports injection strategy. The strategy of direct injection of micro diesel greatly increases the activity of the mixture, accelerates the generation and consumption rate of active substance. Under the condition of gasoline premix rate as high as 86%, the average indicated pressure and indicated thermal efficiency(ITE) during early injection(-160°CA ATDC) of diesel fuel reach 0.53MPa and 49.41% respectively, and the emission levels of NOx, CO and total hydrocarbons(THC) are reduced, but the pressure rise rate exceeds the limit. By optimization of the gasoline injection strategy and use of the diesel multiple in-cylinder injections, the concentration and activity distribution of the mixture can be flexibly adjusted to delay the heat release process and reduce the pressure rise rate. Under the conditions of the first diesel early injection quantity of 1.9mg/cyc and the secondary diesel direct injection of 1.0mg/cyc, the indicated thermal efficiency is further increased to 49.55%.

, authors=Lei Zhang, Shanshan Zhang, Binyang Wu, Wanhua Su, authorsList=Lei Zhang, 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=1325529207060840538, articleId=1325529203579568180, tenantId=1146029695717560320, journalId=1205116786560364546, language=CN, title=基于浓度与活性分层的汽油小负荷压燃研究, columnId=null, journalTitle=内燃机学报, columnName=, runingTitle=null, highlight=null, articleAbstract=

汽油压燃发动机具有高效清洁运行的潜力，基于自行搭建的汽、柴油双燃料发动机试验平台及缸内燃烧数值模拟方式，研究了汽油双、单歧管喷射策略及柴油单次、两次直喷策略所产生的燃料分层对汽油压燃小负荷燃烧的优化效果．结果表明：在转速为1500r/min、燃料热量为610.4J/cyc的小负荷工况下，单歧管策略的缸内混合气浓度分层程度显著高于双歧管策略，有利于火核产生，提升着火性能，但燃烧效率低下．因此采用直喷微量柴油的策略使混合气活性大幅提升，活性基团产生与消耗速率加快，不同直喷策略导致混合气燃烧特性产生变化．在汽油预混率为86%的工况下，柴油早喷(-160°CA ATDC)时的平均指示压力和指示热效率(ITE)分别为0.53MPa和49.41%，NOx、CO和总碳氢化合物(THC)排放水平降低，但压力升高率超限．优化喷射策略，采用多次直喷可灵活调控混合气浓度与活性分布，延缓放热进而降低压力升高率．在一次柴油早喷量为1.9mg/cyc、二次柴油直喷量为1.0mg/cyc时，指示热效率进一步提升至49.55%．

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

张蕾，硕士研究生，.

, correspAuthorsNote=
苏万华，教授，.
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张蕾，硕士研究生，.

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张蕾，硕士研究生，.

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International Journal of Heat and Mass Transfer，1997，40(3)：613-625., articleTitle=A temperature wall function formulation for variable-density turbulent flows with application to engine convective heat transfer modeling, refAbstract=null)], funds=[Fund(id=1325529212811231400, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, awardId=2022YFE0100100, language=CN, fundingSource=国家重点研发计划资助项目(2022YFE0100100), fundOrder=null, country=null), Fund(id=1325529212882534569, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, awardId=51921004, language=CN, fundingSource=国家自然科学基金资助项目(51921004), fundOrder=null, country=null)], companyList=[AuthorCompany(id=1325529207304110171, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, xref=null, ext=[AuthorCompanyExt(id=1325529207312498780, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, 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label=Fig.16, caption=Cylinder pressure and heat release rate of diesel under double direct injection, figureFileSmall=marJ6v/RuHNSjusYYW5wXg==, figureFileBig=wJraIQ2o88Lo5izofoagkA==, tableContent=null), ArticleFig(id=1325529211641020569, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=CN, label=图16, caption=柴油两次直喷下的缸内压力与放热率, figureFileSmall=marJ6v/RuHNSjusYYW5wXg==, figureFileBig=wJraIQ2o88Lo5izofoagkA==, tableContent=null), ArticleFig(id=1325529211708129434, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=EN, label=Fig.17, caption=Maximum pressure rise of diesel under single and double direct injection, figureFileSmall=2efWGMN+52fOiGMLrw5g3Q==, figureFileBig=nRXmYh/IXHui4z0G5gjSJQ==, tableContent=null), ArticleFig(id=1325529211800404123, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=CN, label=图17, caption=柴油单次、两次直喷下的最大压力升高率, figureFileSmall=2efWGMN+52fOiGMLrw5g3Q==, figureFileBig=nRXmYh/IXHui4z0G5gjSJQ==, tableContent=null), ArticleFig(id=1325529211875901596, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=EN, label=Fig.18, caption=Combustion performance of diesel under double direct injection, figureFileSmall=1CUCuLQbOY/NQVcdGbsyAQ==, figureFileBig=CCuwQNzwkv1x5onoMjidVA==, tableContent=null), ArticleFig(id=1325529211934621853, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=CN, label=图18, caption=柴油两次直喷下的燃烧性能, figureFileSmall=1CUCuLQbOY/NQVcdGbsyAQ==, figureFileBig=CCuwQNzwkv1x5onoMjidVA==, tableContent=null), ArticleFig(id=1325529212014313630, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=EN, label=Tab.1, caption=

Engine parameters and fuel injection parameters

, figureFileSmall=null, figureFileBig=null, tableContent=
参数数值
转速/(r·min-1)1500
有效压缩比15.6
缸径/mm85
活塞行程/mm104
连杆长度/mm126
进气门关闭时刻/(°)CA ATDC-137
排气门开启时刻/(°)CA ATDC121
汽油喷射压力/MPa0.4
柴油喷油器喷孔数4
柴油喷油器喷孔直径/mm0.135
柴油轨压/MPa50
涡流比1.3
), ArticleFig(id=1325529212085616799, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=CN, label=表1, caption=

发动机参数及喷油参数

, figureFileSmall=null, figureFileBig=null, tableContent=
参数数值
转速/(r·min-1)1500
有效压缩比15.6
缸径/mm85
活塞行程/mm104
连杆长度/mm126
进气门关闭时刻/(°)CA ATDC-137
排气门开启时刻/(°)CA ATDC121
汽油喷射压力/MPa0.4
柴油喷油器喷孔数4
柴油喷油器喷孔直径/mm0.135
柴油轨压/MPa50
涡流比1.3
), ArticleFig(id=1325529212161114272, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=EN, label=Tab.2, caption=

Models for numerical calculation

, figureFileSmall=null, figureFileBig=null, tableContent=
模型名称
湍流模型RNG k-ε模型[16]
喷雾破碎模型KH-RT模型[17]
蒸发模型Frossling模型
碰撞模型NTC-Wall模型[18]
燃烧模型SAGE化学反应求解器[19]
传热模型Han-Reits模型[20]
), ArticleFig(id=1325529212245000353, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=CN, label=表2, caption=

数值计算的模型

, figureFileSmall=null, figureFileBig=null, tableContent=
模型名称
湍流模型RNG k-ε模型[16]
喷雾破碎模型KH-RT模型[17]
蒸发模型Frossling模型
碰撞模型NTC-Wall模型[18]
燃烧模型SAGE化学反应求解器[19]
传热模型Han-Reits模型[20]
), ArticleFig(id=1325529212328886434, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=EN, label=Tab.3, caption=

Parameters of numerical calculation boundary conditions

, figureFileSmall=null, figureFileBig=null, tableContent=
参数数值
汽油喷射量/(mg·cyc-1)10～14
汽油喷油时刻/(°)CA ATDC-400～-370
柴油喷射量/(mg·cyc-1)1.0～4.9
柴油喷油时刻/(°)CA ATDC-200～-5
进气压力/MPa0.101
进气温度/K313，333
曲轴转角/(°)CA ATDC-400～122
化学动力性机理PRF机理
计算燃油成分(质量分数)正庚烷为15.5%，异辛烷为57.5%，甲苯为27.0%
), ArticleFig(id=1325529212395995299, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=CN, label=表3, caption=

数值计算边界条件参数

, figureFileSmall=null, figureFileBig=null, tableContent=
参数数值
汽油喷射量/(mg·cyc-1)10～14
汽油喷油时刻/(°)CA ATDC-400～-370
柴油喷射量/(mg·cyc-1)1.0～4.9
柴油喷油时刻/(°)CA ATDC-200～-5
进气压力/MPa0.101
进气温度/K313，333
曲轴转角/(°)CA ATDC-400～122
化学动力性机理PRF机理
计算燃油成分(质量分数)正庚烷为15.5%，异辛烷为57.5%，甲苯为27.0%
), ArticleFig(id=1325529212471492772, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=EN, label=Tab.4, caption=

Conditions of a single direct injection strategy of diesel

, figureFileSmall=null, figureFileBig=null, tableContent=
策略SOIg/(°)CA ATDCSOId/(°)CA ATDC预混率/%汽油喷射量/(mg·cyc-1)柴油直喷量/(mg·cyc-1)
1-400-200～093131.0
2-400-200～086121.9
3-400-200～079112.9
4-400-200～071103.9
5-400-200～06494.9
), ArticleFig(id=1325529212551184549, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=CN, label=表4, caption=

柴油单次直喷策略的条件

, figureFileSmall=null, figureFileBig=null, tableContent=
策略SOIg/(°)CA ATDCSOId/(°)CA ATDC预混率/%汽油喷射量/(mg·cyc-1)柴油直喷量/(mg·cyc-1)
1-400-200～093131.0
2-400-200～086121.9
3-400-200～079112.9
4-400-200～071103.9
5-400-200～06494.9
), ArticleFig(id=1325529212635070630, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=EN, label=Tab.5, caption=

Conditions of dual direct injection strategy of diesel

, figureFileSmall=null, figureFileBig=null, tableContent=
策略SOIg/(°)CA ATDC汽油喷射量/(mg·cyc-1)SOI-1/(°)CA ATDCDI-1/(mg·cyc-1)SOI-2/(°)CA ATDCDI-2/(mg·cyc-1)
6-40012-200～-101.0-51
7-40011-200～-101.9-51
8-40010-200～-102.9-51
), ArticleFig(id=1325529212706373799, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325529203579568180, language=CN, label=表5, caption=

柴油两次直喷策略的条件

, figureFileSmall=null, figureFileBig=null, tableContent=
策略SOIg/(°)CA ATDC汽油喷射量/(mg·cyc-1)SOI-1/(°)CA ATDCDI-1/(mg·cyc-1)SOI-2/(°)CA ATDCDI-2/(mg·cyc-1)
6-40012-200～-101.0-51
7-40011-200～-101.9-51
8-40010-200～-102.9-51
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基于浓度与活性分层的汽油小负荷压燃研究
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张蕾 , 张珊珊 , 邬斌扬 , 苏万华
内燃机学报 | 2025,43(2): 97-106
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内燃机学报 | 2025 , 43 (2) : 97 -106
基于浓度与活性分层的汽油小负荷压燃研究
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张蕾 , 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:

张蕾，硕士研究生，.

A study of gasoline compression ignition at low load based on concentration and activity stratification
Lei Zhang , Shanshan Zhang, Binyang Wu, Wanhua Su
Affiliations
  • State Key Laboratory of Engines，Tianjin University，Tianjin 300350，China
出版时间: 2025-03-25 doi: 10.16236/j.cnki.nrjxb.202502012
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摘要
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汽油压燃发动机具有高效清洁运行的潜力，基于自行搭建的汽、柴油双燃料发动机试验平台及缸内燃烧数值模拟方式，研究了汽油双、单歧管喷射策略及柴油单次、两次直喷策略所产生的燃料分层对汽油压燃小负荷燃烧的优化效果．结果表明：在转速为1500r/min、燃料热量为610.4J/cyc的小负荷工况下，单歧管策略的缸内混合气浓度分层程度显著高于双歧管策略，有利于火核产生，提升着火性能，但燃烧效率低下．因此采用直喷微量柴油的策略使混合气活性大幅提升，活性基团产生与消耗速率加快，不同直喷策略导致混合气燃烧特性产生变化．在汽油预混率为86%的工况下，柴油早喷(-160°CA ATDC)时的平均指示压力和指示热效率(ITE)分别为0.53MPa和49.41%，NOx、CO和总碳氢化合物(THC)排放水平降低，但压力升高率超限．优化喷射策略，采用多次直喷可灵活调控混合气浓度与活性分布，延缓放热进而降低压力升高率．在一次柴油早喷量为1.9mg/cyc、二次柴油直喷量为1.0mg/cyc时，指示热效率进一步提升至49.55%．

双燃料发动机  /  汽油压燃  /  双、单歧管喷射策略  /  活性分层

Gasoline compression ignition engines have the great potential for efficient and clean operation. Based on a self-built gasoline-diesel dual fuel engine test bench and an in-cylinder combustion numerical simulation, the effect of fuel stratification, generated by the gasoline dual or single manifold injection strategies and the diesel single or multiple in-cylinder injection strategies respectively, on gasoline compression ignition combustion at low load was studied. The results show that under the low load condition with a speed of 1500r/min and a fuel calorific value of 610.4J/cyc, the concentration stratification degree of the gasoline single port injection strategy is significantly higher than that of the dual ports injection strategy. The strategy of direct injection of micro diesel greatly increases the activity of the mixture, accelerates the generation and consumption rate of active substance. Under the condition of gasoline premix rate as high as 86%, the average indicated pressure and indicated thermal efficiency(ITE) during early injection(-160°CA ATDC) of diesel fuel reach 0.53MPa and 49.41% respectively, and the emission levels of NOx, CO and total hydrocarbons(THC) are reduced, but the pressure rise rate exceeds the limit. By optimization of the gasoline injection strategy and use of the diesel multiple in-cylinder injections, the concentration and activity distribution of the mixture can be flexibly adjusted to delay the heat release process and reduce the pressure rise rate. Under the conditions of the first diesel early injection quantity of 1.9mg/cyc and the secondary diesel direct injection of 1.0mg/cyc, the indicated thermal efficiency is further increased to 49.55%.

dual fuel engine  /  gasoline compression ignition  /  dual or single manifold injection strategies  /  activity stratification
张蕾, 张珊珊, 邬斌扬, 苏万华. 基于浓度与活性分层的汽油小负荷压燃研究. 内燃机学报, 2025 , 43 (2) : 97 -106 . DOI: 10.16236/j.cnki.nrjxb.202502012
Lei Zhang, Shanshan Zhang, Binyang Wu, Wanhua Su. A study of gasoline compression ignition at low load based on concentration and activity stratification[J]. Transactions of CSICE, 2025 , 43 (2) : 97 -106 . DOI: 10.16236/j.cnki.nrjxb.202502012
正文
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全球变暖和能源危机是威胁人类和平生存最重要的问题之一，清洁高效燃烧方式一直是发动机研究人员的探索方向．汽油压燃具有低温、均质的优点，可实现高热效率和低NOx排放，是未来发动机高效清洁燃烧的有效途径[1]；但汽油压燃在小负荷工况下，由于混合气的反应活性低，使着火滞燃期长、燃烧相位滞后，导致燃烧循环变动增加，甚至失火，且未燃碳氢化合物(UHC)和CO排放高[2-4]，因而小负荷的燃烧优化是汽油压燃燃烧模式需突破的难点．
Babu等[5]对汽油燃料进行改质，发现具有低辛烷值与低敏感度特性的燃料更有利于改善小负荷压燃的燃烧稳定性与排放水平．Pan等[6]研究发现，30%～60%的内部废气再循环(EGR)率所带来的热效应可显著提升小负荷缸内热氛围与着火稳定性．同时，还有研究着眼于改善燃料活性[7]、改变进气状态[8]、加热塞辅助助燃[9]和引入内部废气再循环[10]等．
目前多数研究通过改进喷射策略，使燃料产生分层进而优化燃烧．浓度分层是通过在缸内不同区域形成有差异的当量比分布，使燃烧在不同区域先后发生，实现对着火相位和燃烧过程的控制，同时浓度分层可以减少进入淬熄区内的燃油量，改善燃烧效率和燃油经济性．Lu等[11]研究发现，在两级燃料分层压缩燃烧时，放热率为三级放热模式．正庚烷直喷时刻提前，第3阶段放热提前进行，发动机指示热效率(ITE)提高．Zhang等[12]基于单缸机平台研究了中、低负荷下汽油采用缸内直喷与歧管喷射相结合(PIDI)策略对浓度分层燃烧性能的影响，相比两次缸内直喷策略，PIDI策略在CA50处的当量比显示浓度分布更为不均匀，点火正时提前，燃烧速率加快，具备更好的燃油经济性和更低的燃烧噪声，稳定燃烧所需的喷油压力和进气压力范围更宽．Priyadarshini等[13]基于单缸机平台研究汽油PIDI策略对混合物成分和热分层的影响，80%汽油在进气冲程喷射，其余在压缩冲程直喷，二次直喷时刻可用于控制燃烧相位，CA10和CA50由燃烧室中最浓区域的质量浓度及位置决定．延迟二次直喷时刻至-50°CA ATDC时，混合气分层程度高，局部当量比为0.17～0.95，有助于提前CA50，且NOx排放保持在0.27g/(kW·h)以下，使汽油压燃在较低负载运行．
上述方式通过浓度分层来改变燃烧路径及放热速率，但是单一的浓度分层对于燃烧的促进效果有限，且浓度分层通常与活性分层耦合．Liu等[14]研究发现，与仅具有浓度分层的工况相比，在相同浓度分层程度下，引入活性分层可延迟点火时间，增强预混燃烧效率和热效率，同时改善NOx排放．Qian等[15]通过均质压燃直喷(HCCI-DI)技术两段供油策略实时调控混合气浓度、成分、活性自由基和温度分层，以实现超低排放，结果表明：在低预混比下直喷高辛烷值燃料，双燃料顺序燃烧，直喷燃料的着火时刻主要由活性自由基浓度决定．在高预混比下直喷燃料的着火受热氛围影响．增加进气道喷射(PFI)燃料可提高最大压力升高率，并提前燃烧始点．优化预混比后，NOx排放降至120×10-6以下，但HC、CO和soot排放升高．目前通过燃料分层对汽油压燃进行优化的研究中，缸内直喷的高活性燃料占比大，导致放热不够集中、着火相位不能灵活调整．
基于此，笔者首先对汽油进气道喷射方式进行优化，采用双、单歧管喷射策略组织合理的缸内混合气浓度分布，提高局部区域当量比，以满足着火需求．其次，直喷微量高活性燃料提升混合气活性与热氛围，重点研究直喷次数、喷射时刻及喷射比例对混合气活性分层的控制效果，以期为轻型发动机在低负荷下实现汽油高效压燃提供参考．
1　试验设备和方法
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笔者将试验与仿真相结合，研究对象基于国Ⅵ、4缸柴油机改造而成，此机型每缸具备两支独立的进气歧管，使得能在进气歧管1和进气歧管2分别加装汽油喷油器，形成可灵活调节气道喷射条件的双燃料发动机．双歧管喷射指进气歧管1和进气歧管2等时、等量喷射，单歧管喷射指仅使用进气歧管1喷射．表1为发动机参数及喷油参数，图1为试验平台．
选用仿真软件Converge进行数值模拟，其能够计算缸内气流运动状态与燃烧过程，包括湍流模型、喷雾模型和燃烧模型等．Converge可自动划分正交六面体网格，在计算时自动调整网格数量，对精细部件进行自适应加密，提高计算精度和速率．应用的物理模型见表2．
图2为发动机计算模型，基本网格边长为4mm，加密后网格最小边长为1mm，表3为数值计算边界条件．
在确定仿真模型网格尺寸、加密形式和物理模型后，选取两个工况进行试验数据与仿真结果分析．固定发动机转速为1500r/min、进气压力pin＝0.101 MPa，工况1汽油喷射量为14.0mg/cyc，工况2保持当量汽油油量不变，柴油直喷量为1.9mg/cyc、直喷时刻为-200°CA ATDC．图3为缸内压力和放热率的模拟值和试验值．缸内压力峰值的误差小于0.5%，缸内压力峰值对应的曲轴转角误差不超过0.1°CA，放热率峰值的误差小于5.0%．可认为仿真值和试验值基本吻合，此模型能准确描述发动机缸内燃烧过程．
2　模拟结果及分析
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2.1　双、单歧管策略对浓度分层燃烧的影响
首先，研究汽油进气道双、单歧管喷射策略所产生的不同浓度分层程度对小负荷燃烧性能的影响．采用表3的边界条件进行数值模拟，此时仅汽油进气道喷射，无柴油直喷，进气温度为333K，压力升高率峰值限制为1.2MPa/(°)CA．
比较双、单歧管策略下汽油喷射时刻对燃烧性能的影响．图4为双、单歧管策略下缸内压力与放热率．可知，在喷射时刻为-400°～-370°CA ATDC范围内，双歧管策略的缸内压力峰值均低于5.0MPa，且放热率急速上升阶段均已处于10°CA ATDC之后，燃烧过于迟缓，但改用单歧管喷射后，缸内压力峰值显著提高，放热率峰值相位提前至5°CA ATDC，且单歧管喷射时刻为-400°CA ATDC时，缸内压力峰值最高达到5.7MPa．
图5为双、单歧管喷射策略的燃烧性能．图5(a)中，喷射时刻为-400～-370°CA ATDC内，两者燃烧始点均位于2°CA ATDC，但双歧管策略的燃烧持续期长达20°CA，而单歧管策略可将其缩短至15°CA以内．尽管如此，两者的燃烧始点仍较晚，在上止点之后开始燃烧，此时活塞已处于下行阶段，燃烧等容度低导致燃烧效率下降．图5(b)、图5(c)中，单歧管喷射策略燃烧效率显著高于双歧管喷射策略，前者最低已达63%，而后者在40%波动．前者平均指示压力和指示热效率最高分别为0.40MPa和40%，而后者燃烧始点靠后且燃烧不完全，导致平均指示压力未能突破0.27MPa，指示热效率低于25%．
笔者进一步探究两种策略下燃烧性能差异产生的原因，对着火前、后混合气浓度分布与热力学状态进行研究，重点选取缸内滚流、涡流运动导致的着火前、后当量比分布、火核产生和火焰发展进行对比．汽油压燃过程为：当量比较高区域率先产生多个自燃火核、多个火核的火焰前锋面向四周低当量比区域传播、燃烧室内末端混合气的自燃及剩余混合气的烧尽阶段．基于此4个阶段，比较两种策略下燃烧的程度与快慢．在上止点附近设置两个互相垂直的气缸切片观察缸内充量状态，将整个缸内划分为4个区域，气缸切片区域划分如图6所示．
图7为双、单歧管喷射当量比分布．双歧管喷射时燃烧室中靠近排气门侧底部凹坑位置的当量比较其他区域高，最高处为0.46，进气门侧、缸壁四周及余隙中当量比较低．单歧管喷射时，燃烧前燃烧室内的当量比分层现象更为显著，排气门一侧高当量比区域面积扩大，最高处可超过0.50，燃烧室中心区域当量比最低，为0.24，整个缸内当量比差值最大达到了0.26．说明单歧管喷射导致燃烧室内混合气浓度分层梯度变大，一方面，汽油从双歧管分两束喷入，单个喷油器喷射时间缩短，喷射终点提前，能使汽油相对较早进入缸内与空气快速、充分混合；另一方面，两束燃料气流经过旋流进气道冲入缸内，对缸内涡流起促进作用．两者共同作用导致双歧管喷射时可燃混合气均匀且稀薄，不存在明显浓度分层和局部高当量比的易着火区域，因而压缩自燃困难．
图8为双、单歧管喷射策略的温度分布．采用温度为1500K的等值面近似代替火焰面进行着火性能的观测．从火核产生与发展的位置进行比较，双歧管喷射时靠近排气门一侧的较高当量比区域优先产生火核，向四周近似均匀发展，但最大火焰面未发展至缸壁附近．缸壁周边及余隙中的混合气由于过于均质、稀薄，且壁面温度低，未得到燃烧．单歧管喷射时，火核也是先于当量比最大处产生，混合气高温区与浓区重叠，之后向进气一侧及四周当量比低的区域大面积传播，火焰最大已扩散至余隙中，充分促进了缸壁四周混合气自燃着火．比较火核产生与发展的时间，单歧管喷射时火焰最早于6°CA ATDC出现，早于双歧管的12°CA ATDC，但两种模式下进气门侧均存在大量混合气未燃，且火核出现时间均过晚．
图9为双、单歧管喷射策略下的排放．可知，在-400°～-370°CA ATDC喷射范围内，双、单歧管均存在超低NOx和soot排放，双歧管NOx排放几乎为0，这是由于缸内燃烧温度峰值处于1100～1400K的低水平范围，燃料仅小部分进入高温反应，不利于NOx和soot生成．CO、总碳氢化合物(THC)水平过高，虽然采用单歧管喷射策略后有降低趋势，但仍达到近100g/(kW·h)．这是因为CO、THC的生成条件为低温缺氧，CO受燃烧温度影响大，THC主要是由狭隙效应与容积淬熄共同作用产生，由于缸内燃烧温度低导致两者未能被完全氧化．
由图9可知，优化汽油PFI策略，即采用单歧管喷射策略，其形成的缸内混合气分布状态有利于加快燃烧速度、扩大燃烧程度，因而组织合理的缸内混合气浓度分层，有利于改善汽油压燃小负荷自燃着火特性和燃烧性能．仅采用单歧管喷射策略进行浓度分层燃烧时，由于压缩上止点时缸内热氛围低，自燃难以完全进行，着火时刻滞后、CO与THC排放高．考虑燃烧效率与排放水平，进行混合气活性探讨时，汽油保持单歧管喷射策略，喷射时刻为-400°CA ATDC．
2.2　柴油单次直喷策略对活性分层燃烧的影响
高活性燃料选用柴油，其十六烷值高，自燃性好，且广泛易得．保证燃料总热值不变，当量汽油质量控制为14.0mg/cyc．表4为单次直喷策略条件设置，控制不同的汽/柴油比例、直喷时刻，探究各因素对小负荷燃烧性能的提升效果与影响．通过Converge模拟，选取燃烧、做功表现良好的工况进行展示．
在反应过程中，随着羟基(OH)的积累，燃料分子的撞击更为剧烈，燃烧更迅速，为进一步探究加入柴油直喷后活性变化导致的不同燃烧现象，选取低温反应标志物甲醛(CH2O)、高温反应标志物过氧化氢(H2O2)和OH共3种基元反应的重要中间产物质量占比作为观测对象，探究单次直喷策略对其生成、消耗过程的影响，如图10所示．
CH2O是碳氢燃料高温反应前的重要中间产物，其生成速率主要受温度和氧浓度的影响．图10(a)中，加入柴油直喷(直喷量为1.9mg/cyc、直喷时刻为-160°CA ATDC)后，在燃烧开始前，CH2O生成时刻与生成质量分数均领先于前者，说明加入直喷柴油可以使混合气的烷烃分子率先脱氢、氧化和离解生成CH2O，进入低温反应，将缸内温度提升200K．图10(b)中，加入直喷后，生成的大量H2O2在燃烧前的-3.92°CA ATDC处几乎已布满整个燃烧室，当H2O2累计至峰值时，开始从燃烧室凹坑中心开始消耗，快速离解为OH，比前者的消耗始点提前6°CA．由于H2O2开始离解为两个OH是系统着火的标志，因而加入直喷后，系统于-2.96°CA ATDC率先着火，比未加直喷提前6°CA．图10(c)中，加入直喷后，OH基团于CA10～CA50的5°CA过程中迅速生成，且质量峰值显著高于前者．因OH是高温氧化反应的标志性产物，说明后者率先进入高温反应并释放热量，导致缸内气体温度快速升高．
图11为加入柴油单次直喷后的温度．从宏观燃烧火焰上比较，两者火核产生的时刻分别是6.07°CA ATDC与0.08°CA ATDC，加入直喷后的火核产生时间领先，且更逼近上止点．火焰发展范围已扩散至缸壁四周及进气门一侧，改善了气道单歧管喷射模式下混合气大量未燃的现象．
图12为柴油单次直喷时刻对燃烧性能的影响．尽管加入柴油单次直喷可提升缸内活性，改善燃烧性能，但直喷时刻对燃烧性能的影响差异显著．根据曲线拐点将直喷时刻分为早喷与晚喷．早喷时刻为-200°～-30°CA ATDC，晚喷时刻为-30°～0°CA ATDC．为充分体现直喷时刻的影响，设置多组不同的汽油/柴油配比．可知，不同的汽油/柴油配比下，直喷时刻的影响规律呈一致性．
柴油早喷时，随着时刻提前，燃烧始点几乎均在上止点前，燃烧持续期逐渐缩短至5°～10°CA内，燃烧效率接近100%，混合气近似完全燃烧，平均指示压力与指示热效率处于高水平，分别接近0.53MPa与49.41%，远高于未加直喷时的0.40MPa与38.32%．这是由于早喷时刻处于压缩行程前半阶段，缸内有充分的气流动能与充足时间使柴油与汽油预混气混合，提升缸壁四周及余隙中混合气活性，在压缩上止点附近，由于温度压力进一步上升使预混混合气压缩自燃，燃烧放热快，等容度高，但其过程主要受控于化学动力学，直喷柴油在2.9mg/cyc及以上时(图12(b))中，压力升高率峰值超过限值(1.2MPa/(°)CA)．
柴油晚喷时，随着时刻推迟，燃烧始点逐渐推迟到5°CA ATDC，燃烧持续期最迟延长至17°CA．混合气燃烧效率、平均指示压力和指示热效率均呈急速降低趋势，分别为71.3%、0.40MPa和36.14%．这是由于单次喷射的柴油全部在上止点附近直喷，使柴油过浓区的局部当量比和活性过高，而其他几乎没有柴油的区域活性过低，这种大梯度的浓度与活性分层使混合气预混压燃比例减小，导致存在一定量的柴油扩散燃烧．燃烧发生在活塞下行过程中，燃烧持续期长，未完全燃烧损失增多，做功能力下降．因而柴油应采用早喷策略，直喷时刻为-160°CA ATDC．
将直喷时刻固定为-160°CA ATDC，为尽量减小直喷的柴油比例，笔者进一步探究直喷量对缸内活性的影响．图13、图14为不同柴油直喷量时的缸内压力、放热率和活性基团质量．直喷油量增大至3.9mg/ cyc，燃烧始点与燃烧重心均前移，放热加快．
活性基团CH2O、H2O2和OH的生成时刻与质量峰值相位均提前．这是因为微量柴油直喷量增多导致混合气活性提升程度大，率先进入燃烧反应阶段．当直喷量继续从3.9mg/cyc增至4.9mg/cyc时，缸内压力峰值无明显上升，放热率峰值降低，CH2O、H2O2的质量峰值也呈降低趋势．这是因为总当量汽油质量不变，柴油量增大导致汽油量减小，尽管柴油量增大导致局部活性增强，但均质汽油混合气变得更为稀薄，难以压燃．此时喷射柴油对缸内活性、浓度分层的影响效果大于对混合气活性提升的效果，缸内分层程度高，使得热氛围提升较小，进入低温反应的燃料少，最终放热率降低．继续增大直喷油量对缸内低温反应的开启已不存在促进作用．
图15为柴油单次喷射策略下的排放．随着柴油直喷时刻改变，NOx排放在-20°CA ATDC出现峰值．峰值之前，推迟喷油时刻，柴油在缸内混合不均匀导致扩散燃烧比例增大，混合气温度升高，NOx排放增多．峰值之后，喷油推迟，导致放热推迟，缸内温度显著降低，NOx排放降低．随着柴油直喷量减少，预混燃烧比例提高，使缸内燃料分层梯度缩小，减弱了混合气的着火性能，使放热减慢，温度降低，NOx排放减少．因此，在早喷、高汽/柴油比例下可获得极低的NOx排放．-200°～-80°CA ATDC范围内，NOx排放小于0.6g/(kW·h)．
在柴油早喷(-200°～-30°CA ATDC)时，CO排放、THC排放随直喷时刻推迟总体上呈降低趋势，且柴油直喷量越高，CO排放、THC排放越少．原因是柴油直喷量越高，汽油比例减小，燃烧温度增高，促进了CO氧化，故CO排放减小．柴油直喷量越高，滞燃期缩短，更多均质混合气不易积聚在压缩余隙及活塞与缸壁间的环形容积区．加之燃烧温度增大，使这些区域的混合气易于完全燃烧，故THC排放减小．在直喷量大于1.9mg/cyc、气道喷射量小于12mg/cyc时，CO排放保持为0～6.0g/(kW·h)，THC排放保持为0～0.7g/(kW·h)．
综上，加入微量柴油直喷后能通过提升缸内充量反应活性来改善汽油压燃在单歧管策略下着火时刻滞后、火焰扩散范围小、燃烧不完全且排放水平高的问题，但柴油单次直喷存在压力升高率峰值过高、燃烧相位不可控的现象．
2.3　柴油两次直喷策略对活性分层燃烧性能的影响
为避免柴油单次全部喷入造成的压力升高率峰值过高、燃烧相位不可控现象，采用柴油两次直喷策略．第一次采用早喷，提升缸壁四周及余隙中汽油均质混合气的活性，第二次采用晚喷，以引燃活性已得到提升的汽/柴油混合气．通过模拟，固定第二次喷射时刻(SOI-2)为-5°CA ATDC、二次直喷油量(DI-2)为1mg/cyc．第一次喷射时刻(SOI-1)与一次直喷油量(DI-1)的设定见表5．
图16为柴油两次直喷下的缸内压力与放热率，SOI-1为-160°CA ATDC．对比图13可知，相同柴油总量时，单次直喷呈汽、柴油混合气预混压燃为主体的单峰集中放热，两次直喷呈明显的扩散-预混双阶段放热，喷射时刻为-5°CA ATDC的柴油先行扩散燃烧，在上止点前引燃活性已得到提升的汽、柴油混合气．第一阶段峰值低且时间短．第二阶段主放热峰值高且持续期长，因而延长了放热时间，进而使压力升高率降低．
图17为单次、两次直喷对压力升高率的优化效果．在柴油直喷总量大于2.9mg/cyc时，单次喷射中压力升高率峰值高于1.2MPa/(°)CA的工况在两次直喷时压力升高率峰值均降至其以下．说明两次直喷时，第二次喷射导致燃烧前混合气活性与浓度分层梯度更大，使得燃料分阶段消耗更为明显，燃烧持续期相较于同等工况下的单次直喷更长，故压力升高率峰值与放热率峰值均下降．
两次直喷在降低压力升高率的同时，也保持了汽油压燃高热效率的特性，如图18所示．提前SOI-1，指示热效率与燃烧效率均具有最高值．综合考虑图17中的压力升高率，选择SOI-1为-160°CA ATDC、DI-1为1.9mg/cyc的工况，燃烧效率达到99.87%，指示热效率达到49.55%．
3　结论
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(1) 汽油PFI发动机采用单歧管喷射策略后，可利用旋流气道增大缸内充量浓度分层程度，使其存在局部高当量比区域，且与高温区域重叠，优先产生火核．
(2) 微量高活性燃料单次直喷策略可提升混合气活性并改善自燃着火；早喷模式通过提升混合气整体活性进而压燃，放热过快；晚喷模式通过柴油自燃引燃周边汽油混合气，燃烧效率低；预混率为86%、柴油直喷时刻为-160°CA ATDC时，平均指示压力与指示热效率分别增至0.53MPa与49.41%，排放水平低，但压力升高率超过1.2MPa/(°)CA．
(3) 优化喷射策略至两次直喷，可控制混合气分布特性，降低压力升高率；在DI-1＝1.9mg/cyc、SOI-1＝-160°CA ATDC时，活性分层燃烧最优指示热效率为49.55%，压力升高率未超过1.2MPa/(°)CA．
基金
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  • 国家重点研发计划资助项目(2022YFE0100100)
  • 国家自然科学基金资助项目(51921004)
文献
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参考文献 引证文献
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2025年第43卷第2期
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doi: 10.16236/j.cnki.nrjxb.202502012
  • 接收时间：2024-03-11
  • 首发时间：2026-11-06
  • 出版时间：2025-03-25
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  • 收稿日期：2024-03-11
  • 修回日期：2024-07-12
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国家重点研发计划资助项目(2022YFE0100100)
国家自然科学基金资助项目(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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2种不同金属材料的力学参数
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Number of
species		 占总种数比例
Percentage of
total species (%)		 属
Genus		 种数
Number of
species		 占总种数比例
Percentage of total
species (%)
鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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