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Article(id=1325035398199648672, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325035380357079315, articleNumber=null, orderNo=null, doi=10.16236/j.cnki.nrjxb.202505044, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1735142400000, receivedDateStr=2024-12-26, revisedDate=1748448000000, revisedDateStr=2025-05-29, acceptedDate=null, acceptedDateStr=null, onlineDate=1793842656897, onlineDateStr=2026-11-05, pubDate=1758729600000, pubDateStr=2025-09-25, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1793842656897, onlineIssueDateStr=2026-11-05, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1793842656897, creator=13701087609, updateTime=1793842656897, updator=13701087609, issue=Issue{id=1325035380357079315, tenantId=1146029695717560320, journalId=1205116786560364546, year='2025', volume='43', issue='5', pageStart='385', pageEnd='479', issueExtLink='null', onlineDate='null', pubDate='1758729600000', pubDateStr='2025-09-25', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1793842652644, creator='13701087609', updateTime=1793959718537, updator='13701087609', preIssue=null, nextIssue=null, articleTotal=null, ext={EN=IssueExt(id=1325526390799618088, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325035380357079315, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1325526390799618089, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325035380357079315, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null, downloadFileDto=null}, startPage=385, endPage=392, ext={EN=ArticleExt(id=1325035398342255009, articleId=1325035398199648672, tenantId=1146029695717560320, journalId=1205116786560364546, language=EN, title=Optimization of injector arrangement and injection strategy for diesel-piloted high-pressure direct-injection ammonia engines, columnId=null, journalTitle=Transactions of CSICE, columnName=null, runingTitle=null, highlight=null, articleAbstract=

A numerical simulation study was conducted on the co-optimization of injector configuration parameters and injection strategies for diesel-piloted high-pressure direct-injection ammonia combustion. Results indicate that reducing injector offset increases the proportion of effectively-ignited ammonia spray, improving combustion efficiency and thermal efficiency. Under high load conditions, the ammonia-first-diesel-later(AD) injection strategy leads to obstruction of the diesel flame by the ammonia spray, preventing full effective ignition of ammonia, with maximum combustion losses reaching 27.62%. Using a two-stage ammonia(ammonia-diesel-ammonia, ADA) injection strategy or optimizing the side injector nozzle insertion distance effectively avoids interference between the ammonia spray and diesel flame distribution, enhancing the ignition and combustion processes. The optimal solution features: side nozzle offset of 10mm, insertion distance of 6mm, diesel-first-ammonia-later(DA) injection strategy at low load(thermal efficiency of 49.68%), and AD injection strategy at high load(thermal efficiency of 50.75%). The sub-optimal solution adopts a side nozzle offset of 10 mm with other parameters unchanged: DA injection strategy at low load(thermal efficiency of 50.26%) and ADA injection strategy at high load(thermal efficiency of 49.93%).

, authors=Bin Pang1, Shiwu Yu2, Xiaoshuai Hou1, Xuewen Lu1, Haoye Liu2, Tianyou Wang2, authorsList=Bin Pang, Shiwu Yu, Xiaoshuai Hou, Xuewen Lu, Haoye Liu, Tianyou Wang, authorCompany=null, correspAuthors=Haoye Liu, 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=1325035406814749153, articleId=1325035398199648672, tenantId=1146029695717560320, journalId=1205116786560364546, language=CN, title=柴油引燃液氨高压直喷发动机喷射器布置和喷射策略协同优化, columnId=null, journalTitle=内燃机学报, columnName=, runingTitle=null, highlight=null, articleAbstract=

采用数值模拟开展了柴油引燃高压直喷氨燃烧的喷射系统结构参数与喷射策略协同优化．结果表明：小偏移量可提高液氨油束被有效引燃的比例，提高燃烧效率和热效率；高负荷下采用液氨先喷柴油后喷(AD)策略，液氨油束对柴油火焰的阻碍作用导致液氨无法被全部有效引燃，最高燃烧损失达27.62%；采用氨两段喷射(ADA)或优化侧置喷油器喷嘴“侵入量”，可有效避免液氨油束对柴油火焰分布的干涉，改善引燃和燃烧过程．最优方案是：侧置喷嘴偏移量为10mm、侵入量为6mm，低负荷柴油先喷液氨后喷(DA)策略，热效率为49.68%；高负荷AD策略，热效率为50.75%．次优方案是：侧置喷嘴偏移量为10mm，其他参数不变，低负荷DA策略，热效率为50.26%；高负荷ADA策略，热效率为49.93%．

, authors=庞斌1, 余诗武2, 侯潇帅1, 鹿雪文1, 刘浩业2, 王天友2, authorsList=庞斌, 余诗武, 侯潇帅, 鹿雪文, 刘浩业, 王天友, authorCompany=null, correspAuthors=刘浩业, authorNote=

庞斌，博士，高级工程师，．

, correspAuthorsNote=
刘浩业，博士，教授，．
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庞斌，博士，高级工程师，．

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庞斌，博士，高级工程师，．

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caption=Combustion characteristics of diesel nozzles with different insertion, figureFileSmall=VJ6KmzPYOxgEI1zGjLJ1pw==, figureFileBig=llUXksnCPGD6M1FBJKEvlA==, tableContent=null), ArticleFig(id=1325515016077705516, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035398199648672, language=CN, label=图12, caption=喷射系统柴油喷嘴不同侵入量燃烧特性, figureFileSmall=VJ6KmzPYOxgEI1zGjLJ1pw==, figureFileBig=llUXksnCPGD6M1FBJKEvlA==, tableContent=null), ArticleFig(id=1325515016157397293, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035398199648672, language=EN, label=Tab.1, caption=

Engine specifications

, figureFileSmall=null, figureFileBig=null, tableContent=
参数数值
缸径/mm129
活塞行程/mm155
排量/L2.0
压缩比16.5
燃烧室ω型
进气门关闭时刻/(°)CA ATDC-159
排气门开启时刻/(°)CA ATDC128
液氨/柴油喷油器喷孔数10
液氨喷油器喷孔直径/mm0.22
液氨喷油器夹角/(°)149
柴油喷油器喷孔直径/mm0.10
柴油喷油器夹角/(°)135
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发动机技术参数

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参数数值
缸径/mm129
活塞行程/mm155
排量/L2.0
压缩比16.5
燃烧室ω型
进气门关闭时刻/(°)CA ATDC-159
排气门开启时刻/(°)CA ATDC128
液氨/柴油喷油器喷孔数10
液氨喷油器喷孔直径/mm0.22
液氨喷油器夹角/(°)149
柴油喷油器喷孔直径/mm0.10
柴油喷油器夹角/(°)135
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Parameter settings of spray experimental conditions

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参数数值
环境温度Tamb /K900
环境密度ρamb /(kg·m-3)18
喷孔直径Dnozz /mm0.22
喷射压力pin /MPa60
燃油温度Tfuel /K350
喷射脉宽/ms2.5
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喷雾模拟验证工况

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参数数值
环境温度Tamb /K900
环境密度ρamb /(kg·m-3)18
喷孔直径Dnozz /mm0.22
喷射压力pin /MPa60
燃油温度Tfuel /K350
喷射脉宽/ms2.5
), ArticleFig(id=1325515016551661873, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035398199648672, language=EN, label=Tab.3, caption=

Calibration conditions of engine

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参数数值
发动机转速/(r·min-1)1200
进气压力/MPa0.118
进气温度/K310
排气压力/MPa0.102
排气温度/K454
喷油压力/MPa800
柴油预喷时刻/(°)CA-12
柴油主喷时刻/(°)CA-2
柴油预喷持续期/(°)CA2.736
柴油主喷持续期/(°)CA6.12
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发动机标定工况

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参数数值
发动机转速/(r·min-1)1200
进气压力/MPa0.118
进气温度/K310
排气压力/MPa0.102
排气温度/K454
喷油压力/MPa800
柴油预喷时刻/(°)CA-12
柴油主喷时刻/(°)CA-2
柴油预喷持续期/(°)CA2.736
柴油主喷持续期/(°)CA6.12
), ArticleFig(id=1325515016711045427, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035398199648672, language=EN, label=Tab.4, caption=

Operating conditions for the case setup

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参数负荷
低高
转速/(r·min-1)10001200
IMEP/MPa0.41.4
氨替代率/%9095
喷油器布置液氨(主喷)柴油(侧置)
喷油压力/MPa6080
喷油量/mg96.77，4.71357.52，8.23
喷射持续期/(°)CA9.500，1.25642.100，2.673
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算例工况设置

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参数负荷
低高
转速/(r·min-1)10001200
IMEP/MPa0.41.4
氨替代率/%9095
喷油器布置液氨(主喷)柴油(侧置)
喷油压力/MPa6080
喷油量/mg96.77，4.71357.52，8.23
喷射持续期/(°)CA9.500，1.25642.100，2.673
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柴油引燃液氨高压直喷发动机喷射器布置和喷射策略协同优化
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庞斌 1 , 余诗武 2 , 侯潇帅 1 , 鹿雪文 1 , 刘浩业 2 , 王天友 2
内燃机学报 | 2025,43(5): 385-392
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内燃机学报 | 2025 , 43 (5) : 385 -392
柴油引燃液氨高压直喷发动机喷射器布置和喷射策略协同优化
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庞斌1 , 余诗武2, 侯潇帅1, 鹿雪文1, 刘浩业2 , 王天友2
作者信息
  • 1.潍柴动力股份有限公司内燃机与动力系统全国重点实验室，潍坊 261061
  • 2.天津大学先进内燃动力全国重点实验室，天津 300350
通讯作者:
刘浩业，博士，教授，．
作者简介:

庞斌，博士，高级工程师，．

Optimization of injector arrangement and injection strategy for diesel-piloted high-pressure direct-injection ammonia engines
Bin Pang1 , Shiwu Yu2, Xiaoshuai Hou1, Xuewen Lu1, Haoye Liu2 , Tianyou Wang2
Affiliations
  • 1.State Key Laboratory of Engines and Powertrain System，Weichai Power Company Limited，Weifang 261061，China
  • 2.State Key Laboratory of Engines，Tianjin University，Tianjin 300350，China
出版时间: 2025-09-25 doi: 10.16236/j.cnki.nrjxb.202505044
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摘要
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采用数值模拟开展了柴油引燃高压直喷氨燃烧的喷射系统结构参数与喷射策略协同优化．结果表明：小偏移量可提高液氨油束被有效引燃的比例，提高燃烧效率和热效率；高负荷下采用液氨先喷柴油后喷(AD)策略，液氨油束对柴油火焰的阻碍作用导致液氨无法被全部有效引燃，最高燃烧损失达27.62%；采用氨两段喷射(ADA)或优化侧置喷油器喷嘴“侵入量”，可有效避免液氨油束对柴油火焰分布的干涉，改善引燃和燃烧过程．最优方案是：侧置喷嘴偏移量为10mm、侵入量为6mm，低负荷柴油先喷液氨后喷(DA)策略，热效率为49.68%；高负荷AD策略，热效率为50.75%．次优方案是：侧置喷嘴偏移量为10mm，其他参数不变，低负荷DA策略，热效率为50.26%；高负荷ADA策略，热效率为49.93%．

柴油引燃液氨高压直喷燃烧  /  喷射器布置  /  喷射策略

A numerical simulation study was conducted on the co-optimization of injector configuration parameters and injection strategies for diesel-piloted high-pressure direct-injection ammonia combustion. Results indicate that reducing injector offset increases the proportion of effectively-ignited ammonia spray, improving combustion efficiency and thermal efficiency. Under high load conditions, the ammonia-first-diesel-later(AD) injection strategy leads to obstruction of the diesel flame by the ammonia spray, preventing full effective ignition of ammonia, with maximum combustion losses reaching 27.62%. Using a two-stage ammonia(ammonia-diesel-ammonia, ADA) injection strategy or optimizing the side injector nozzle insertion distance effectively avoids interference between the ammonia spray and diesel flame distribution, enhancing the ignition and combustion processes. The optimal solution features: side nozzle offset of 10mm, insertion distance of 6mm, diesel-first-ammonia-later(DA) injection strategy at low load(thermal efficiency of 49.68%), and AD injection strategy at high load(thermal efficiency of 50.75%). The sub-optimal solution adopts a side nozzle offset of 10 mm with other parameters unchanged: DA injection strategy at low load(thermal efficiency of 50.26%) and ADA injection strategy at high load(thermal efficiency of 49.93%).

diesel-piloted high-pressure direct-injection ammonia combustion  /  injector arrangement  /  injection strategy
庞斌, 余诗武, 侯潇帅, 鹿雪文, 刘浩业, 王天友. 柴油引燃液氨高压直喷发动机喷射器布置和喷射策略协同优化. 内燃机学报, 2025 , 43 (5) : 385 -392 . DOI: 10.16236/j.cnki.nrjxb.202505044
Bin Pang, Shiwu Yu, Xiaoshuai Hou, Xuewen Lu, Haoye Liu, Tianyou Wang. Optimization of injector arrangement and injection strategy for diesel-piloted high-pressure direct-injection ammonia engines[J]. Transactions of CSICE, 2025 , 43 (5) : 385 -392 . DOI: 10.16236/j.cnki.nrjxb.202505044
正文
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降低发动机的碳排放和实现国家双碳目标促使压燃式发动机需求新型替代燃料[1]．以往对天然气[2]、甲醇等[3]低碳燃料的相关研究较多，氢和氨等无碳燃料目前逐渐成为研究热点．相比氢，氨的生产工艺成熟且制备成本低，在室温、压力为1.0MPa下，可以方便以液体形式储存，在储存、运输和使用中不易发生爆炸[4]．此外，氨的能量密度高，液化氨的能量密度是液化氢的1.6倍左右，这使得氨可以作为氢的良好载体[5]．氨的低火焰速度、高自燃温度、较高的点火能量需求及较窄的燃烧极限使得氨在压燃式(CI)发动机中的应用受到制约[6]．目前氨燃料在CI发动机上的燃烧模式可分为低压喷射双燃料(LPDF)和高压喷射双燃料(HPDF)．LPDF模式采用进气道喷射氨气或缸内低压直喷氨，氨燃料以预混燃烧为主，存在不完全燃烧、功率下降和热效率较低等问题[7-8]．HPDF模式是通过缸内高压直喷柴油和液氨来实现氨的非预混燃烧，HPDF的放热速率主要受喷雾混合速率的影响，大幅提高了燃烧可控性和鲁棒性，可有效避免LPDF燃烧存在的问题．
HPDF模式采用的喷射系统可分为同心双针阀集成喷油器系统和分离式多喷油器系统．Frankl等[9]在转速为750r/min、高负荷工况下进行了数值模拟，结果表明，提高液氨温度能够减少点火延迟，加快缸内燃烧过程，有效缩短了燃烧持续期．Li等[10]对同心双针阀集成喷油器系统进行了两种不同的柴油喷雾和液氨喷雾夹角设置(分别为0°和22.5°)，研究发现，HPDF模式能够实现更高的氨替代率(最高可达97%)，同时具有较低的NH3、NOx和温室气体排放．但同心双针阀集成喷油器由于其复杂的结构和制造工艺以及市场供应的短缺，实现同心双针阀集成喷油器系统困难较大．分离式多喷油器系统由两个或两个以上的商用高压喷油器组成，可直接从市场采购，无需特殊的结构设计，制造难度小，使用分离式多喷油器系统实现液氨的HPDF模式成本更低[11]．Zhou等[12]研究了分离式多喷油器系统下喷油器布置、柴油替代率、喷射正时、过剩空气比和发动机负荷对发动机性能和排放的影响，结果表明，HPDF模式下指示热效率均可达到50%以上，HPDF最优排放工况下，与纯柴油模式相比，NOx排放减少约47%，未燃烧NH3排放可忽略不计．Zhang等[13]试验表明，合理调节喷射正时可有效改变氨的着火时刻，从而提高燃烧效率并减少NOx排放．Zhang等[14]数值模拟了不同氨替代率、液氨喷射时间和液氨喷射方向对发动机的燃烧和排放的影响发现，在氨替代率为80%的工况下，平均指示有效压力(IMEP)提高了8.9%，指示热效率提高10.6%．此外，优化后的HPDF策略可有效减少温室气体排放，NOx排放显著减少．通过改变液氨喷射的时间和方向，可以更好地控制燃料燃烧和污染物的产生，从而减少高氨能分数条件下未燃NH3的排放．
目前采用分离式多喷油器系统的氨/柴高压双直喷的研究，主要涉及喷射正时和喷雾夹角的优化，对于多喷油器空间布置鲜见报道．Xiahou等[15]针对使用分离式多喷油器系统汽油/柴油发动机的研究发现，不同偏移量(同心喷油器与偏心喷油器之间的距离)对缸内燃烧和引燃过程差异明显，偏移的存在导致缸内的引燃区域非对称，燃烧室内直接引燃和间接引燃的油束共存．Zhou等[12]只在二冲程发动机上开展了氨/柴高压双直喷喷油器相对位置的研究．目前没有在四冲程发动机针对柴油引燃液氨高压直喷燃烧开展喷射系统结构和策略优化的研究工作．因此，笔者基于数值模拟方法，旨在探讨四冲程CI发动机的喷射策略与喷射结构系统设计(如径向方向相对位置“偏移量”、轴向方向相对位置“侵入量”等参数)之间的协同优化机制．首先，通过调节喷油器的偏移量和侵入量来优化柴油引燃液氨的位置，提高柴油引燃氨的效果，确保高效燃烧并减少未燃氨的排放．其次，将系统分析喷射系统设计与喷射策略协同调节机制，揭示其对发动机引燃质量和指示热效率的综合影响．通过这些研究不仅为HPDF模式下的喷射系统设计提供新的理论依据，还为喷射系统的协同优化研究提供了创新性思路．
1　研究方法
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1.1　数值仿真模型
研究发动机基本参数见表1．在发动机模型的缸盖布置有双直喷喷油系统，其中液氨喷油器中置，柴油喷油器侧置．两个喷油器均采用10喷孔，对于偏移量h≠0mm，设置柴油油束和液氨油束夹角为0°见图1(a)．对于偏移量h＝0mm设置柴油油束和液氨油束夹角为18°见图1(b)．利用三维仿真软件CONVERGE对发动机燃烧过程进行数值仿真，湍流模型选择重整化群(Renormalization Group，RNG)k-ε模型．使用SAGE模型对缸内燃烧反应过程进行模拟，采用文献[16-17]所开发的包含有89组分和422步反应的氨/柴机理．
1.2　喷雾及模型标定
基于Li等[10]单孔液氨喷射的可视化定容弹测试数据对模型进行了验证，喷射压力为60MPa，氨燃料的温度保持在350K，喷孔直径为0.22mm．详细的验证算例设置如表2所示．喷雾破碎采用KH-RT模型，KH模型破碎时间常数为36，KH模型尺寸常数为0.61，RT模型尺寸常数为0.68，RT模型破碎长度常数为18．图2为喷雾液相及气相贯穿距的试验与模拟结果对比．模拟的喷雾贯穿距与试验吻合良好，平均误差控制在10%以内．
图3(a)为倒拖试验缸内压力数据与仿真数据对比，结果表明计算模型有较好预测性．进一步采用实际发动机燃烧试验结果对模型进行验证，采用了发动机低负荷IMEP＝0.4MPa工况，相关运行参数如表3所示．图3(b)所示模型准确预测发动机工作过程的缸内压力，最大爆压预测值的相对误差小于0.3%，燃烧持续期预测值的相对误差小于10%．
1.3　模拟工况设置
算例工况设置如表4所示，其中“偏移量”定义为液氨喷油器与柴油喷油器(即中置喷油器和侧置喷油器)之间的距离．发动机转速为1200r/min，低负荷和高负荷总喷射燃料能量分别为2000J/cycle和7000J/ cycle，相当于IMEP为0.4MPa和1.4MPa．在低负荷工况下，占总燃料能量10%的柴油由侧置喷油器在-5°CA直接喷射，其余占总燃料能量90%的液氨在-3°CA喷入缸内．在高负荷工况下，占总燃料能量5%的柴油由侧置喷油器在-10°CA直接喷射，其余占总燃料能量95%的液氨在-6°CA喷入缸内．
1.4　能量平衡分析
能量平衡分析有助于理解燃料能量的利用．燃料燃烧释放的化学能分为指示热效率ηITE、排气损失ηexh、燃烧损失ηcomb和热传递损失ηheat，其公式为
ηITE=pmiV/(m˙fuelqfuel)
ηexh=m˙out(Hout−Hin)/(m˙fuelqfuel)
ηcomb=(m˙COqCO+m˙HCqHC)/(m˙fuelqfuel)
ηheat=1−ηITE−ηexh−ηcomb
式中：pmi为总指示平均有效压力；V为发动机气缸工作体积；m˙fuel、m˙out、m˙CO和m˙HC分别为燃料、废气、CO和HC的质量流量；qfuel、qCO和qHC分别为燃料、CO和HC的低热值；Hout和Hin为相应温度下的排气和进气总焓．假设废气由O2、N2、CO2、H2O、CO和HC组成，由于NOx所占的质量分数小于0.1%，因而可以忽略不计，HC的焓值用甲烷(CH4)的焓值来表示．
2　结果与讨论
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2.1　偏移量对缸内燃烧过程的影响
图4比较了发动机低负荷时不同偏移量h和固定喷射设置(柴油喷射时刻SOID＝-5°CA和液氨喷射时刻SOIA＝-3°CA)下的缸内压力、放热率、燃烧相位和能量分配率．燃烧过程包含第一阶段的先导柴油的点火燃烧和第二阶段的主燃料液氨放热．随偏移量增加，缸内压力下降、液氨初期放热率降低，最大放热率峰值先微升后骤降，CA50和CA90推后、燃烧持续期延长；燃烧损失在h＝10mm时小于3%，h为15～25mm时快速增至h＝25mm的21.17%；指示热效率在h≤15mm时达50%左右，h＝5mm时峰值达50.26%，超过h＝15mm后因液氨早期放热率下降、燃烧效率恶化而降低．根本原因是不同h下液氨油束被柴油火焰引燃的数量和区域差异导致燃烧进程不同．
图5对比了在低负荷且喷射策略为SOID＝-5° CA、SOIA＝-3°CA及不同偏移量设置下缸内的引燃和燃烧过程．h＝0时，柴油初始火焰在缸内对称分布；h≠0时，火焰在气缸一侧偏置且随偏移量增大偏置程度加剧，使部分液氨油束需通过相邻高温火焰间接引燃，远离喷油器的油束可能因无法有效引燃而湿壁或进入难燃烧区域．当h≤15mm时，所有液氨油束均可被柴油火焰直接引燃；h为15～25mm时，远离柴油侧的油束直接引燃比例下降，未引燃部分导致后期燃烧困难，成为h增加导致燃烧效率和指示热效率降低的本质原因．
图6比较了发动机高负荷时不同偏移量和固定喷射设置(SOID＝-10°CA和SOIA＝-6°CA)下的缸内压力、放热率、燃烧相位和能量分配率．燃烧过程和低负荷一致均分为两个阶段，区别在于高负荷液氨的喷射持续期较长，大约为低负荷时液氨喷射持续期的4倍．高负荷条件下，偏移量对燃烧特性的影响弱于低负荷，偏移量增加，液氨初期放热率下降，燃烧持续期延长，热效率略有降低．10mm内偏移量因早期放热快、燃烧效率高，整体性能更优．
图7对比了在高负荷且喷射策略为SOID＝-10° CA、SOIA＝-6°CA及不同偏移量设置下缸内的引燃和燃烧过程．其引燃和燃烧过程与低负荷时相似，当h≤15mm时，液氨油束均能被柴油先导火焰引燃．当15mm≤h≤25mm时，随着h的增加，远离柴油一侧的液氨油束被直接引燃的比例减小．但是由于高负荷液氨喷射持续期过长，对比低负荷(图5)时，缸内液氨接近完全燃烧．
综上所述，低、高负荷下，h为5～15mm利于提升液氨引燃效率和热效率，因喷嘴布置空间限制，综合选取h＝10mm作为后续研究参数(h≤5mm较难实现，h为15mm以上效率下降)．
2.2　喷射策略和喷射系统参数的协同优化
高负荷下由于液氨喷射持续期过长，导致指示热效率降低，需要优化液氨的喷射持续期，受制于目前液氨喷射压力的限制，同时提升液氨的喷射压力对指示热效率的提升有限．另外，目前使用的液氨的喷孔数为10孔，进一步增大喷孔数会让相邻油束之间间隔太近，导致液氨可卷吸的空气量减少，不利于液氨形成可燃混合气．因此，从喷射策略的角度去调控液氨喷射持续期过长导致的发动机性能下降，提出了液氨前喷(AD)和液氨两段喷射(ADA)的控制策略，如图8所示．
图9比较了发动机高负荷在h＝10mm时的AD、DA和ADA喷射策略和缸内压力、放热率、燃烧相位和能量分配率．图9(a)中，ADA策略最大爆发压力最高可达14.03MPa，DA策略的压力较低，为2.63MPa，而AD模式最高爆发压力最小．DA策略的放热率曲线呈现典型的扩散放热特征，整体的放热率峰值最低，AD策略早期的放热率曲线略高于DA策略，ADA策略早期放热率曲线显著高于AD策略和DA策略．这是因为相比DA策略，ADA和AD策略下液氨喷射正时要早于柴油喷射，缸内存在氨预混气，燃烧初期柴油喷雾火焰引燃这部分预混氨发生预混燃烧，进而形成了更高的初期放热率．ADA策略和AD策略放热率的差异源于早期缸内预混燃烧比例，将在后续结合缸内油束和火焰的形成、分布和发展情况云图进一步分析．
图9(b)中，DA策略燃烧持续期最长，为29.82° CA，AD策略的燃烧持续期缩短了5.51°CA，而ADA策略燃烧持续期缩短幅度最大为9.98°CA．DA策略的CA50最靠后为16.51°CA，AD策略的CA50提前了3.7°CA，而ADA策略的CA50显著提前了5.8°CA．液氨提前柴油喷射形成一定比例的预混燃烧，可有效缩短燃烧持续期，燃烧早期预混比例的差异是导致ADA策略燃烧持续期比AD策略更短、燃烧相位更靠前．图9(c)中，AD策略指示热效率最低，仅为36.10%，AD策略的热效率提高了11.59%，ADA策略指示热效率最高为49.93%．造成AD策略指示热效率最低的原因是其燃烧损失最高达到27.62%，ADA和DA策略缸内燃烧损失较小且都小于2%．同时，ADA策略指示热效率高于AD策略的原因是：ADA策略的CA50更靠前，燃烧持续期短，燃烧等容度提高．
为了分析和解释上述ADA和AD策略下不同的放热率、燃烧相位和能量分配的变化规律，图10展示了ADA和AD策略下缸内油束和火焰的形成、分布和发展情况．在燃烧早期，AD策略柴油火焰仅能引燃单侧4根液氨油束，ADA策略可引燃全部10根，火焰分布区域更大，早期预混氨燃料更多，故ADA策略早期放热率更高．在燃烧中后期，AD策略火焰受液氨油束阻碍(喷射重叠导致氨液滴拦截)，仅能从单侧扩散，仍有未燃NH3，燃烧效率低、损失大；ADA策略因液氨第一段喷射与柴油无重叠(氨提前转化为混合气)，火焰可穿透燃烧室，高温区域均匀，燃烧更充分．
高负荷下AD策略燃烧效率低的主因是液氨与柴油油束重叠干扰火焰传播，为此通过调节柴油喷嘴“侵入量”错开两者油束平面．图11给出了柴油喷嘴侵入量的示意，其中，柴油喷射下移的过程中为了确保液氨油束能接触到柴油产生的先导火焰，需要同步调节喷射角度到150°．
图12为发动机高负荷时不同侵入量和固定喷射设置(SOID＝-20°CA和SOIA＝-5°CA)下的缸内压力、放热率、燃烧相位和能量分配率．侵入量s≤6mm时，随侵入量增加，CA50和CA90提前、燃烧持续期缩短，第二阶段液氨放热率上升，燃烧损失小于2%(s＝6mm时达最低0.67%)，指示热效率峰值为50.22%．s>6mm时，放热率下降、CA50延迟及燃烧持续期延长，热效率随s增加而降低．s＝6mm时能获得最佳燃烧效率和热效率．
通过协同优化喷射系统结构(偏移量、侵入量)与喷射策略，可有效改善液氨与柴油油束的交互作用，解决高负荷下因油束干扰导致的燃烧效率低问题．其中最优方案为：侧置喷嘴h＝10mm、s＝6mm时，低负荷采用DA策略，热效率达49.68%；高负荷采用AD策略，通过避免油束高重叠度，热效率可达50.75%．次优方案为：保持h＝10mm不变，低负荷采用DA策略，热效率为50.26%；高负荷采用ADA策略，热效率为49.93%．另外，ADA策略因液氨预混燃烧会加快早期放热速率，导致最大爆发压力升至14.03MPa(在量产柴油机爆压为20MPa承受极限内)，可借鉴柴油引燃甲醇双燃料研究经验，通过控制预混燃烧比例或提高发动机强化程度防止爆震．Li等[18]针对柴油引燃甲醇高压双直喷燃烧的研究表明，调控预混燃烧的甲醇量可有效降低最大爆发压力，选取合适预混燃烧比例可有效防止爆震．因此，在使用ADA策略时需要严格控制预混燃烧比例，或提高发动机的强化程度．
通过着火过程分析总结出稳定引燃的一般性原则是：需使柴油火焰分布覆盖所有液氨喷雾路径，避免燃烧室凹坑或液氨油束拦截火焰导致部分液氨无法直接引燃．具体匹配策略为：柴油先于液氨喷射时，需控制h≤10mm(侵入量不限)；液氨先于柴油喷射时，除h≤10mm外，引燃喷油器需根据情况设置一定侵入量，以优化两者交互作用、减少未燃损失．
3　结论
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(1) 偏移量h影响液氨引燃效率与热效率，随偏移量增加，远离柴油侧液氨直接引燃比例下降，燃烧效率、等容度降低，燃烧持续期延长，热效率下降；理想偏移量为5～15mm，小偏移量利于提升热效率．
(2) h＝10mm时不同喷射策略差异显著，低负荷采用DA策略热效率可达50%；高负荷下DA策略因液氨喷射持续长导致热效率下降，AD策略因油束重叠燃烧恶化，ADA策略热效率最佳，为49.7%．
(3) 调节侵入量可优化提升高负荷性能，增大柴油喷嘴侵入量结合AD策略，可避免高负荷油束重叠问题，实现最佳热效率为50.75%，但低负荷热效率略低于原始侵入量结合DA策略．
(4) 提出了稳定着火协同调控原则，即柴油先于液氨喷射时，需满足h≤10mm(侵入量不限)；液氨先于柴油喷射时，需满足h≤10mm且引燃喷油器设置适配侵入量．
基金
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  • 内燃机与动力系统全国重点实验室开放课题资助项目(skleps-sq-2023-153)
文献
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2025年第43卷第5期
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doi: 10.16236/j.cnki.nrjxb.202505044
  • 接收时间：2024-12-26
  • 首发时间：2026-11-05
  • 出版时间：2025-09-25
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  • 收稿日期：2024-12-26
  • 修回日期：2025-05-29
基金
内燃机与动力系统全国重点实验室开放课题资助项目(skleps-sq-2023-153)
作者信息
    1.潍柴动力股份有限公司内燃机与动力系统全国重点实验室，潍坊 261061
    2.天津大学先进内燃动力全国重点实验室，天津 300350

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刘浩业，博士，教授，．
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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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