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Article(id=1325035397230756147, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325035380357079315, articleNumber=null, orderNo=null, doi=10.16236/j.cnki.nrjxb.202505045, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1733500800000, receivedDateStr=2024-12-07, revisedDate=1746979200000, revisedDateStr=2025-05-12, acceptedDate=null, acceptedDateStr=null, onlineDate=1793842656667, onlineDateStr=2026-11-05, pubDate=1758729600000, pubDateStr=2025-09-25, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1793842656667, onlineIssueDateStr=2026-11-05, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1793842656667, creator=13701087609, updateTime=1793842656667, 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=393, endPage=403, ext={EN=ArticleExt(id=1325035397415305524, articleId=1325035397230756147, tenantId=1146029695717560320, journalId=1205116786560364546, language=EN, title=Simulation study on combustion and emission characteristics of an ammonia-diesel dual-fuel low-speed marine engine, columnId=null, journalTitle=Transactions of CSICE, columnName=null, runingTitle=null, highlight=null, articleAbstract=

A numerical simulation model was developed for an ammonia-diesel dual-fuel two-stroke low-speed marine engine using the 3D simulation software Converge, and the accuracy of the model was also validated. The effects of two injector arrangements, namely close arrangement and uniform arrangement, and different fuel injection timings on engine performance and emissions were investigated under 112r/min speed and 75% load operating conditions. The results show that the dual-fuel injector arrangement directly influences the fuel mixture formation and development, leading to different combustion modes and variations in engine performance and pollutant emissions. Under high-pressure direct injection dual-fuel conditions, NOx emissions are reduced by 45.71% to 59.63% compared to those of diesel-only operations, while greenhouse gas emissions are decreased by 91.38% to 98.12%. Advancing diesel injection timing to -4°CA facilitates faster ammonia ignition and combustion, but further advancing it to -6°CA shows an opposite trend. It is found that advancing liquid ammonia injection timing significantly improves work output of the engine, but NOx emissions increase. Delaying the liquid ammonia injection timing to 3°CA, NOx emissions reduces to below 3.4g/(kW·h), meeting the Tier Ⅲ emission regulation requirements.

, authors=Hongyuan Xi, Lichao Ma, Hongjie Zhou, Song Zhou, authorsList=Hongyuan Xi, Lichao Ma, Hongjie Zhou, Song Zhou, authorCompany=null, correspAuthors=Song Zhou, 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=1325035406990901633, articleId=1325035397230756147, tenantId=1146029695717560320, journalId=1205116786560364546, language=CN, title=船用氨-柴油双燃料低速机燃烧及排放特性模拟, columnId=null, journalTitle=内燃机学报, columnName=, runingTitle=null, highlight=null, articleAbstract=

基于三维仿真软件Converge构建了船用氨-柴油二冲程低速机数值仿真模型，并验证了模型的准确性．在低速机转速为112r/min和75%负荷条件下，探究两种喷射器布置方式，即紧邻布置和均匀布置与不同燃料喷射正时对发动机性能和排放的影响．结果表明：双燃料喷油器布置方式直接影响了混合气的形成和发展，形成不同的燃烧模式，在发动机性能和污染物排放方面存在差异．高压直喷双燃料模式下NOx排放低于纯柴油模式，降低幅度为45.71%～59.63%，温室气体排放降低幅度为91.38%～98.12%．提前柴油喷射正时到-4°CA有利于氨快速着火，加快燃烧速度，但提前到-6°CA会呈现相反的趋势．提前氨喷射正时可显著提升做功能力，但NOx排放增加．氨喷射正时推迟到3°CA时NOx排放降至3.4g/(kW·h)以下，可以满足Tier Ⅲ排放法规要求．

, authors=席鸿远, 马立超, 周洪杰, 周松, authorsList=席鸿远, 马立超, 周洪杰, 周松, authorCompany=null, correspAuthors=周松, authorNote=

席鸿远，博士，助理研究员，.

, correspAuthorsNote=
周松，博士，教授，.
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席鸿远，博士，助理研究员，.

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席鸿远，博士，助理研究员，.

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Engine specifications

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参数数值
缸径/mm500
活塞行程/mm2200
连杆长度/mm2885
转速/(r·min−1)112
压缩比18.14
功率/kW5331
引燃油喷射正时/(°)CA-2
液态氨喷射正时/(°)CA-1
), ArticleFig(id=1325515000953057434, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035397230756147, language=CN, label=表1, caption=

发动机技术参数

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参数数值
缸径/mm500
活塞行程/mm2200
连杆长度/mm2885
转速/(r·min−1)112
压缩比18.14
功率/kW5331
引燃油喷射正时/(°)CA-2
液态氨喷射正时/(°)CA-1
), ArticleFig(id=1325515001015971995, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035397230756147, language=EN, label=Tab.2, caption=

Model boundary conditions

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参数数值
进气压力/MPa0.369
进气温度/K317
排气压力/MPa0.341
排气温度/K648
排气门开启时刻缸内压力/MPa1.1
排气门开启时刻缸内温度/K1030
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模型边界条件

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参数数值
进气压力/MPa0.369
进气温度/K317
排气压力/MPa0.341
排气温度/K648
排气门开启时刻缸内压力/MPa1.1
排气门开启时刻缸内温度/K1030
), ArticleFig(id=1325515001192132765, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035397230756147, language=EN, label=Tab.3, caption=

3D computational model setting

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模型选用模型
湍流模型RNG k-ε
喷雾破碎模型KH-RT
壁面传热模型O′Rourke and Amsden
液滴碰撞模型NTC
液滴蒸发模型Frossling
燃烧模型SAGE
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三维计算模型设置

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模型选用模型
湍流模型RNG k-ε
喷雾破碎模型KH-RT
壁面传热模型O′Rourke and Amsden
液滴碰撞模型NTC
液滴蒸发模型Frossling
燃烧模型SAGE
), ArticleFig(id=1325515001343127711, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035397230756147, language=EN, label=Tab.4, caption=

Injection timing scheme

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参数数值
柴油喷射正时/(°)CA-2，-4，-6
氨喷射正时/(°)CA-5，-3，-1，1，3
), ArticleFig(id=1325515001422819488, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035397230756147, language=CN, label=表4, caption=

喷射正时方案

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参数数值
柴油喷射正时/(°)CA-2，-4，-6
氨喷射正时/(°)CA-5，-3，-1，1，3
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船用氨-柴油双燃料低速机燃烧及排放特性模拟
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席鸿远 , 马立超 , 周洪杰 , 周松
内燃机学报 | 2025,43(5): 393-403
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内燃机学报 | 2025 , 43 (5) : 393 -403
船用氨-柴油双燃料低速机燃烧及排放特性模拟
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席鸿远 , 马立超, 周洪杰, 周松
作者信息
  • 哈尔滨工程大学动力与能源工程学院，哈尔滨 150001
通讯作者:
周松，博士，教授，.
作者简介:

席鸿远，博士，助理研究员，.

Simulation study on combustion and emission characteristics of an ammonia-diesel dual-fuel low-speed marine engine
Hongyuan Xi , Lichao Ma, Hongjie Zhou, Song Zhou
Affiliations
  • Department of Power and Energy Engineering，Harbin Engineering University，Harbin 150001，China
出版时间: 2025-09-25 doi: 10.16236/j.cnki.nrjxb.202505045
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摘要
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基于三维仿真软件Converge构建了船用氨-柴油二冲程低速机数值仿真模型，并验证了模型的准确性．在低速机转速为112r/min和75%负荷条件下，探究两种喷射器布置方式，即紧邻布置和均匀布置与不同燃料喷射正时对发动机性能和排放的影响．结果表明：双燃料喷油器布置方式直接影响了混合气的形成和发展，形成不同的燃烧模式，在发动机性能和污染物排放方面存在差异．高压直喷双燃料模式下NOx排放低于纯柴油模式，降低幅度为45.71%～59.63%，温室气体排放降低幅度为91.38%～98.12%．提前柴油喷射正时到-4°CA有利于氨快速着火，加快燃烧速度，但提前到-6°CA会呈现相反的趋势．提前氨喷射正时可显著提升做功能力，但NOx排放增加．氨喷射正时推迟到3°CA时NOx排放降至3.4g/(kW·h)以下，可以满足Tier Ⅲ排放法规要求．

船用低速机  /  氨  /  双燃料  /  数值仿真

A numerical simulation model was developed for an ammonia-diesel dual-fuel two-stroke low-speed marine engine using the 3D simulation software Converge, and the accuracy of the model was also validated. The effects of two injector arrangements, namely close arrangement and uniform arrangement, and different fuel injection timings on engine performance and emissions were investigated under 112r/min speed and 75% load operating conditions. The results show that the dual-fuel injector arrangement directly influences the fuel mixture formation and development, leading to different combustion modes and variations in engine performance and pollutant emissions. Under high-pressure direct injection dual-fuel conditions, NOx emissions are reduced by 45.71% to 59.63% compared to those of diesel-only operations, while greenhouse gas emissions are decreased by 91.38% to 98.12%. Advancing diesel injection timing to -4°CA facilitates faster ammonia ignition and combustion, but further advancing it to -6°CA shows an opposite trend. It is found that advancing liquid ammonia injection timing significantly improves work output of the engine, but NOx emissions increase. Delaying the liquid ammonia injection timing to 3°CA, NOx emissions reduces to below 3.4g/(kW·h), meeting the Tier Ⅲ emission regulation requirements.

low-speed marine engine  /  ammonia  /  dual-fuel  /  numerical simulation
席鸿远, 马立超, 周洪杰, 周松. 船用氨-柴油双燃料低速机燃烧及排放特性模拟. 内燃机学报, 2025 , 43 (5) : 393 -403 . DOI: 10.16236/j.cnki.nrjxb.202505045
Hongyuan Xi, Lichao Ma, Hongjie Zhou, Song Zhou. Simulation study on combustion and emission characteristics of an ammonia-diesel dual-fuel low-speed marine engine[J]. Transactions of CSICE, 2025 , 43 (5) : 393 -403 . DOI: 10.16236/j.cnki.nrjxb.202505045
正文
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近年来全球变暖日趋严重，温室气体(GHGs)排放问题受到人们重视．航运业作为全球贸易运输的主力，其GHGs排放是加剧温室效应的重要组成部分．2018年国际海事组织(IMO)海上环境保护委员会通过了《IMO船舶温室气体减排初步战略》，要求在本世纪末实现GHGs零排放[1]，并于2023年修订了减排策略，提出在2050年实现净零排放[2]．在改善气候和降低排放的迫切需求之下，航运业面临着严峻的脱碳形势，必须对能源体系做出针对性的变革，研究燃烧效率更高的替代燃料、优化燃烧策略和探索低碳可再生能源的有效利用．
氨作为零碳替代燃料，在储存、运输及安全方面具有优势，脱碳潜力巨大，受到广泛关注[3]．氨的火焰速度低、点火能量高且可燃极限窄．为了改善氨的着火性能，普遍采用柴油或其他高十六烷值燃料作为引燃燃料，在燃烧室内形成稳定点火源，进而引燃氨[4]．Reiter等[5]在不同转速、负荷和氨能量比下实现了双燃料压燃式发动机运行，燃烧效率可达到95%，但是在相对较低的燃烧温度下观察到未燃氨和碳氢化合物排放量较高．Yousefi等[6-7]研究了氨-柴油双燃料发动机降低温室气体排放的可能性，结果表明：氨能量比和柴油喷射正时对NOx和N2O排放有显著影响，多次喷射可以降低83.5%的GHGs，并且可以将NH3排放降到900×10-6以下．
目前，氨-柴油双燃料发动机主要采用两种不同的燃烧模式[8-9]，第一种为低压喷射双燃料模式(LPDF)，柴油喷入氨预混合气中形成预混湍流火焰，可以促进氨的快速燃烧，提高热效率，但存在未燃氨排放较高的问题；第二种模式为高压喷射双燃料模式(HPDF)，柴油和氨先后在上止点附近喷入气缸，燃料和空气混合形成扩散燃烧．Zhang等[10]在采用氨和柴油高压直喷的二冲程单缸发动机上进行试验，结果表明，氨直接喷射可以增强燃烧室内喷雾的相互作用，高能柴油火焰的点火促进氨燃烧，提高了指示热效率．通过柴油射流实现了对氨着火的精确控制，并通过调整氨喷射正时，实现了不同的氨燃烧模式．Zhou等[11]对氨-柴油低速船用发动机的HPDF和LPDF模式进行了仿真对比分析，指出两种模式指示热效率都可以达到50%以上，LPDF模式指示热效率相对更高，但未燃氨、NOx和N2O排放高于HPDF模式．
上述研究表明，氨-柴油双燃料发动机采用双燃料缸内直喷方式具有一定优势，但目前相关研究较少，对于二冲程发动机HPDF模式下的燃烧和排放特性不甚明确．因此，笔者创新设计了船用氨-柴油双燃料发动机HPDF模式下的不同喷射策略，并对不同喷射策略下的发动机燃烧和排放特性进行数值模拟．首先设置了两种喷射器布置方式，分析在不同空间位置燃料射流相互作用下的发动机性能；然后进一步探究了喷射正时对发动机性能和排放的影响，为氨-柴油双直喷船用低速发动机的研制提供理论依据，具有实际工程意义．
1　仿真模型建立及方案设计
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1.1　发动机基本参数
研究对象为高压双燃料低速发动机，发动机缸径为500mm，选择负荷为75%．该发动机的主要燃料为天然气，为了研究氨燃料发动机的性能，将天然气喷射器改为液氨喷射器，气缸盖上布置两对氨-柴油喷射器，使其以氨为主要燃料，基本参数见表1．
1.2　模型建立
利用Creo软件和Converge软件建立的仿真模型如图1所示．模型分为扫气箱、扫气道、缸体、气缸盖、排气阀和排气道．柴油喷射器设置4个孔径为0.5mm的喷孔，液氨喷射器设置3个孔径为1.9mm的喷孔．选择45、35和25mm基础网格尺寸进行网格无关性验证，计算结果如图2所示．当网格尺寸为25mm时，缸内压力模拟结果与试验数据最为接近，因而最终确定基础网格尺寸为25mm．在此基础上，采用基于温度和压力的自适应网格3级加密，燃烧室顶端和扫气区域固定嵌入2级加密的网格策略，喷雾范围锥形区域固定3级加密，最高网格数量为8×105．
仿真计算区间为119°～479°CA，即自排气阀开启时刻计算至下一次排气阀开启时刻．模型边界条件根据试验数据进行设置，如表2所示．计算子模型的选取对计算结果的影响显著，如表3所示．化学反应动力学机理选用正庚烷-氨混合机理[12]．为简化计算，机理中将柴油使用正庚烷替代，正庚烷机理由美国劳伦斯利弗莫尔国家实验室的Mehl等[13]开发，该机理已经被广泛验证和采用，氨机理选用广为认可的Konnov机理．经过简化和验证后，最终混合机理包含104个组分和573个反应，在宽压力和当量比范围内能精确地预测点火延迟时间、层流火焰速度及物质生成．
1.3　模型验证
采用Zhou等[11]的试验数据来验证液氨喷射过程．喷雾模型验证的环境条件设置与其试验一致，环境温度为900K，液氨喷射压力为60MPa，液氨温度为350K．KH-RT模型参数设置为：KH破碎尺寸常数B0＝0.6，KH破碎时间常数B1＝10，RT模型破碎时间常数CRT＝0.6，RT模型破碎长度常数Cb1＝0．图3为仿真和试验液氨喷雾贯穿距的比较，模拟结果后期贯穿距偏低，最大误差为9.4%，但整体上与试验数据吻合较好，验证了宏观特征参数的准确性．所选用的喷雾模型可以准确描述燃烧室内液氨喷雾的喷射过程．
由于缺少船用二冲程氨发动机的试验数据，为了最大限度地保证模型的准确性，选取原机在柴油模式下的试验数据进行模型验证，仿真模型边界条件和反应机理保持不变，将双燃料比例设置为纯柴油，结果如图4所示．试验峰值压力为16.90MPa，峰值相位为11.50°CA，模拟峰值压力为16.99MPa，峰值相位为12.01°CA，模拟值与试验值吻合较好，误差在5%以内，满足研究的模拟精度要求．
1.4　计算方案
在高压直喷的氨-柴油双燃料发动机中，不同喷射方案和喷射策略直接决定了发动机燃烧特性及污染物排放的差异．首先设置了两种喷嘴布置方案，如图5所示．喷射器位置分别为紧邻布置和均匀布置形式，图中红色区域为柴油射流，蓝色区域为液氨射流．柴油喷射正时为-2°CA，氨喷射正时为-1°CA．
在每一种喷射方案下，分别考虑了柴油占比为1%、3%、5%和10%的情况．引燃柴油占比以能量占比的形式计算，计算公式为
xdiesel=LHVdieselmdieselLHVdieselmdiesel+LHVNH3mNH3×100%
式中：xdiesel为柴油占比的能量分数；LHVdiesel为柴油低热值；mdiesel为柴油质量；LHVNH3为液氨低热值；mNH3为液氨质量．
在方案1柴油占比为3%的基础上，设置不同燃料喷射正时方案，如表4所示．其中：改变柴油喷射正时时，固定氨喷射正时为-1°CA；改变氨喷射正时时，固定柴油喷射正时为-2°CA．
2　结果与讨论
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2.1　喷射方案对发动机燃烧和排放的影响
2.1.1　喷射方案对燃烧特性的影响
各方案下的缸内压力及放热率如图6所示．观察到两种方案放热率曲线形状有明显差异，方案1接近于矩形，放热平缓；而方案2存在较大峰值，分层燃烧效果明显．这是因为方案1下两种燃料喷射器位置紧邻，液氨喷射后经过较短时间与柴油火焰接触，进行扩散燃烧．方案2下两种燃料喷射器相距较远，氨喷雾在与柴油火焰接触前积累了一定量的预混合气，着火后先进行部分预混燃烧，形成放热率较高的尖峰，随后进行扩散燃烧，放热率下降并趋于平缓．随着柴油占比的增加，柴油火焰能量增大，到达氨喷雾的相位提前，缸内压力和放热率开始升高时刻提前．由于方案2的部分预混燃烧过程在柴油着火后缸内压力并未明显升高，直到引燃氨混合气，缸内压力增大且压力升高率大于方案1．
各方案下的燃烧特征参数变化如图7所示，SODI表示柴油喷射正时，CA10、CA50和CA90分别表示在燃烧过程中释放燃料总热值的10%、50%和90%热量时所对应的曲轴转角，CA50定义为燃烧相位，SODI到CA10、CA10到CA50和CA50到CA90所经历的曲轴转角分别定义为滞燃期、前期燃烧时间和后期燃烧时间．方案2下各柴油占比的滞燃期长度和前期燃烧速度始终大于方案1．方案2液氨喷射后与柴油火焰接触的时间间隔更大，且活塞下行，相比方案1的缸内压力温度更低，不利于着火，滞燃期延长．着火后滞燃期内积累的氨预混合气的多点燃烧促进火焰的传播，使得方案2前期燃烧速度大于方案1．
图8为各方案下的指示平均有效压力(IMEP)、燃油消耗率(ISFC)、指示热效率(ITE)和燃烧效率(CE)．在计算ISFC时，将液氨等热值折合为柴油．观察到方案2的IMEP始终高于方案1，且ISFC也较低．方案2前期燃烧速度更快，燃料放热集中，发动机指示功更高，因而IMEP更高，燃油经济性更好．方案1柴油占比为10%时IMEP下降，因为随着柴油喷射量增加，喷射持续期延长，柴油的雾化和扩散受到氨蒸发竞争热量影响，造成燃油经济性降低．而方案2下喷雾的竞争影响程度小，其CE更高．方案2的ITE大于方案1，在图9不同方案能量占比中可以观察到方案2的指示功更多，且传热损失更少．所有工况下燃烧效率均大于99%，未燃氨排放很少，这与其他相关研究结果相符[11,14]．不同于四冲程氨发动机未燃氨排放较高的情况，二冲程发动机大缸径和低转速以及上止点附近较高温度和压力的特点弥补了氨火焰速度低的缺陷，且HPDF模式下稳定的扩散燃烧避免了LPDF模式下存在的氨泄露、气缸缝隙处未燃氨和近壁面火焰淬熄的情况．
图10为各方案下的温度和氨质量分数等值面，图中：橙色表示1800K温度等值面，蓝色表示氨质量分数为0.01的等值面．在18°CA之前，柴油占比越多火焰面积越大，增加柴油占比可扩大燃烧范围，加速燃烧进程．在前期燃烧阶段，方案1在液氨刚开始喷射便接触到柴油火焰，并很快被点燃，随着燃料喷射持续，进行稳定的扩散燃烧．方案2在2°CA时液氨喷雾才刚接触到引燃火焰，由于积累的氨混合气较多，氨喷雾着火受到抑制，火焰并未立即沿着射流传播．在6°CA、柴油占比为5%时，氨预混合气已经参与燃烧，火焰迅速覆盖至射流表面，火焰面积与方案1相当．柴油占比为1%时尽管也出现了火焰传播的趋势，但并不明显．直至12°CA时，各方案均达到稳定的扩散燃烧，火焰面积基本一致．
2.1.2　喷射方案对排放特性的影响
图11为不同方案下的NOx排放．各方案下NOx排放均小于纯柴油模式，最低排放为4.65g/(kW·h)，比纯柴油降低了59.63%．主要原因是：首先氨燃烧温度相对较低，热力型NOx生成较少，其次在较低温度(1100～1400K)下进行的热脱硝反应R2和R3消耗了缸内部分NOx．IMO Tier Ⅲ排放法规规定，在船舶排放控制区内发动机的NOx加权排放需低于3.4g/ (kW·h)．尽管氨-柴油模式下NOx排放低于纯柴油模式，但未能满足Tier Ⅲ法规．
图12为各方案的温度和NO质量分数等值面对比．图中：橙色表示2000K温度等值面，蓝色表示0.0001质量分数的NO等值面．方案2的NOx排放高于方案1，主要原因有：(1)方案2滞燃期内积累的预混合气会生成更多的燃料型NOx，图12中燃烧初期2°～4°CA时方案2在火焰射流外观察到更多的NO分布，由于此区域温度相对较低，可以视为生成的燃料型NOx；(2)方案2燃烧过程更剧烈，缸内温度更高，有利于热力型NOx生成；(3)更快的燃烧速率缩短了热脱硝反应时间，NOx分解量减少．随着柴油占比的增加，燃烧温度升高，方案1的NOx排放增大．然而方案2呈现先减小后增加的趋势，这是由于低柴油占比下滞燃期较长，形成更多的稀氨预混合气，氨氧化为燃烧初期提供了更多的自由基储备量，且富氧条件促进燃料型NOx生成，造成燃料型NOx增加[15]，柴油占比为10%时，虽然燃料型NOx生成减小，但热力型NOx增长明显，NOx总量升高．
热脱硝反应为
NH2+NO→N2+H2O
NH2+NO→N2+H+OH
NH+NO→N2O+H
NH2+NO2→N2O+H2O
N2O的温室效应是CO2的298倍，被认为是低压氨燃料发动机的主要排放物之一．图13为不同方案下的N2O排放和质量变化．图13(a)所示随着柴油占比增加，燃烧温度升高，各方案下的N2O排放均降低．N2O主要通过反应R4和R5在温度较低(小于1400K)时生成[15]．由图13(b)可知，在氨开始燃烧后缸内平均温度较低时，N2O质量迅速升高，方案2燃烧前期积累了较多的反应物，因而N2O峰值更大．随着柴油占比增加，N2O质量峰值降低，相位提前．而方案1由于始终进行扩散燃烧，物质积累量较少，且初期燃烧温度相对较高，因而N2O生成量较低．
各方案下的GHGs排放如图14所示．随着柴油占比的减少，CO2排放降低，且方案1的排放略低于方案2，这是由于方案1的柴油燃烧效率更低．与柴油模式相比(572g/(kW·h))，氨-柴油双燃料模式的GHGs排放降低幅度为91.38%～98.12%，表明高压模式下使用氨作燃料对改善温室效应有积极作用．
2.2　喷射正时对发动机燃烧和排放特性的影响
2.2.1　柴油喷射正时对发动机燃烧及排放的影响
不同柴油喷射正时下的缸内压力及放热率如图15所示．随着柴油喷射正时的提前，缸内压力和放热率曲线逐渐呈现出双峰形状，柴油燃烧放热阶段受到显著影响，但对氨燃烧过程的影响不大．柴油喷射正时为-4°CA时柴油喷射后蒸发时间充足，与液氨热量竞争减少，柴油燃烧更加充分，可以促进氨的燃烧．柴油喷射正时为-6°CA时柴油喷射过早，射流火焰与氨喷雾接触时燃烧已达末期，观察到柴油喷射正时为-2°CA时放热率接近于零，不利于氨的着火和燃烧，导致氨燃烧速度减慢．在柴油喷射正时为-6°CA时氨燃烧放热早期出现尖峰形状，这正是柴油不能快速引燃氨产生的氨预混合气燃烧造成的．
不同柴油喷射正时下的燃烧特征参数如图16所示，图中SOAI表示氨喷射正时．滞燃期和燃烧持续期呈先缩短后延长的趋势，提前柴油喷射正时有利于柴油燃烧，提高点火能量，缩短滞燃期，但柴油喷射正时提前到-6°CA不利于引燃氨着火．同时，燃烧持续期也一定程度上取决于引燃能量的大小，改变柴油质量可以直接改变引燃火焰能量，改变柴油喷射定时也影响了点火能量，并影响火焰传播速度和燃烧速率．
不同柴油喷射正时下的ITE和CE如图17所示．ITE随着柴油喷射正时的提前先升高后降低，因为适度提前柴油喷射正时可提升做功能力，而提前到-6°CA则会由于火焰与燃烧室内壁接触时间更长产生较多热损失．CE随柴油喷射正时提前而升高，因为柴油燃烧更充分，不完全燃烧产物减少．
图18为不同柴油喷射正时下的温度(橙色)和氨质量分数(蓝色)等值面．在-1°CA时液氨开始喷射，此时柴油喷射正时为-4°CA下火焰面积最大，而柴油喷射正时为-6°CA下柴油已经进入后期燃烧阶段，火焰面积减小．在0°CA时，柴油喷射正时为-2°CA下液氨与火焰前锋接触，柴油喷射正时为-4°CA下液氨与火焰中后部接触，而柴油喷射正时为-6°CA下液氨仅接触到火焰末端，这导致其燃烧速度最慢．在2°CA时，柴油喷射正时为-4°CA下的火焰面积略大于其他喷射正时，表明燃烧被促进．在随后的火焰发展中，由于大量燃料参与燃烧，各喷射正时下的差异逐渐缩小，16°CA时，各柴油喷射正时下的火焰面积相当．
不同柴油喷射正时下的NOx排放如图19所示．随着柴油喷射正时的提前，NOx排放降低，柴油喷射正时为-6°CA下与柴油模式相比降低了65.41%．柴油喷射正时为-2°～-4°CA下降低幅度较小，虽然柴油喷射正时为-4°CA下缸内平均温度略微升高会增加热力型NOx生成，但氨着火更快，滞燃期积累的反应物更少，燃料型NOx减少．柴油喷射正时为-4°～-6°CA下降低幅度较大，因为缸内平均温度降低减少了热力型NOx，同时燃烧持续期的延长增加了热脱硝反应的时间，消耗了更多的NOx．
图20显示了不同柴油喷射正时下GHGs排放．可以看到，柴油喷射正时为-4°CA与-2°CA下排放量相当，但柴油喷射正时为-6°CA下N2O排放升高使得GHGs排放较高，且N2O对温室效应的贡献程度与CO2基本相当．这是由于柴油喷射正时为-6°CA下点火延迟时间最长，氨喷射时缸内柴油燃烧已经积累了一定量的NO和NO2，氨在低温下生成较多的NH2和NH，通过反应R4和R5生成大量的N2O．
2.2.2　氨喷射正时对发动机燃烧及排放的影响
不同氨喷射正时下缸内压力及放热率变化如图21所示．随着氨喷射正时的提前，缸内压力峰值逐渐升高，峰值相位提前，放热率曲线前移，并在氨喷射正时为-3°CA和-5°CA下燃烧早期存在尖锐的峰值．因为氨燃烧阶段整体提前，燃烧等容度提高，氨喷射正时为-3°CA和-5°CA下，液氨先于柴油喷射积累了氨预混合气形成部分预混燃烧，这与图6(b)中方案2类似．在氨喷射正时为1°CA和3°CA下，由于双燃料喷射间隔较长，柴油和氨的放热阶段分界较为明显，且由于氨在活塞下行期间喷射，放热阶段明显延长且滞后．
不同氨喷射正时下燃烧特征参数如图22所示．随着氨喷射正时的不断提前，CA10、CA50和CA90均提前．由于预混燃烧的存在，氨喷射正时为-5°CA下前期燃烧速度最快，燃烧开始之后火焰迅速传播．随着喷射正时的推迟，燃料预混程度减小，燃烧速度转而受扩散燃烧控制，因而前期燃烧速度逐渐减慢．但随着喷射正时的调整，后期燃烧速度并未呈现出固定的变化规律，其中，氨喷射正时为1°CA下后期燃烧速度最快，这是由于该氨喷射正时下预混程度最低，扩散燃烧比例最大，火焰传播稳定，尽管前期燃烧较慢，但在后期扩散火焰受活塞下行的影响最小．氨喷射正时为-5°CA下后期燃烧速度最慢，这是由于该喷射正时预混比例最高，火焰覆盖面较广，在燃烧后期活塞下行，不利于预混火焰的传播．
图23所示不同氨喷射正时下的IMEP、ISFC、ITE及CE变化．随着氨喷射正时提前，IMEP升高，ISFC降低．这是由于氨燃烧过程整体提前，燃烧持续期缩短，燃烧等容度增加，做功能力升高，燃料经济性更好．随着氨喷射正时推迟，ITE降低，CE升高．除燃烧阶段滞后不利于做功外，活塞下行期间燃烧室容积增加，传热面积随之增大，会产生更多的传热损失．
图24为不同氨喷射正时下的温度(橙色)和氨质量分数(蓝色)等值面．在0°CA时，氨喷射正时为-5°CA和-3°CA下由于预混合气的存在，燃烧速率更快，火焰面积更大．氨喷射正时为-1°CA下液氨刚开始喷射，且无预混合气形成，火焰面积较小．氨喷射正时为1°CA和3°CA下的火焰仅由柴油燃烧形成．3°～14°CA时的火焰分布均显示出氨喷射正时越靠前火焰面积越大．在20°CA时，氨喷射正时为-5°CA和-3°CA下氨已经基本燃烧完全，火焰面开始缩小，氨喷射正时为-1°CA和1°CA下还有微量的氨未燃烧完全，而氨喷射正时为3°CA下由于燃烧相位推迟，还存在较多的氨残余．
图25为不同氨喷射正时下NOx排放和NO质量变化．氨喷射正时越靠后，NOx排放越低，在氨喷射正时为3°CA下仅为3.11g/(kW·h)．随着氨喷射正时推迟，温度升高时刻更晚，峰值更低，热力型NOx生成减少，且预混程度更小，燃料型NOx生成减少．此外喷射正时靠后的方案燃烧持续时间更长，且燃烧阶段的大部分或全部处于活塞下行阶段，环境条件有利于热脱硝反应进行．与纯柴油模式相比，NOx降低幅度为43.42%～73.04%．图25(b)中氨喷射正时为-5°CA和-3°CA下燃烧初期放热率较高，温度显著升高，初始阶段NO生成曲线更陡．氨喷射正时越靠后，曲线上升越缓慢，最终数值越低．可推测活塞下行阶段是热脱硝反应的主要发生阶段，推迟氨喷射正时可促进热脱硝反应，减少NOx排放，但会损失做功能力．
不同氨喷射正时下的N2O排放及质量变化过程如图26所示．以氨喷射正时为-1°CA为基础，提前和推迟喷射正时均会导致燃烧前期N2O生成升高，且提前喷射正时对N2O生成的影响更大．可以推测，在燃烧前期温度较低的条件下，预混合气越多，越利于反应R4和R5的发生．此外，推迟喷射正时也会使燃烧初期反应温度降低，促进N2O生成反应的发生，但其影响程度有限，因而N2O生成的增幅并不高．
3　结论
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(1) 双燃料喷嘴紧邻布置(方案1)氨点火延迟时间较短，并进行扩散燃烧，缸内压力和放热率升高较缓；双燃料喷嘴均匀布置(方案2)氨点火延迟时间较长，进行部分预混燃烧，导致缸内压力和放热率在着火后迅速升高，峰值较大；柴油占比的增加起到了促进燃烧的作用，不同方案下缸内压力、放热率和平均温度均会升高．
(2) 由于热脱硝反应的存在，高压双燃料模式下NOx排放低于柴油模式，降低幅度为45.71%～59.63%；方案2的NOx排放始终高于方案1；N2O主要在前期低温燃烧阶段生成，随后大量分解消耗，最终排放量极低，方案2中N2O前期生成量更高，N2O峰值与排放量均大于方案1；尽管引燃油的增加导致CO2排放升高，但与柴油模式相比，GHGs排放的降低幅度为91.38%～98.12%；对比不同喷射方案，方案1下发动机做功能力比方案2差，但排放性能更好．
(3) 提前柴油喷射正时会使IMEP和ITE先升高后降低，滞燃期先缩短后延长，燃烧速度先加速后减缓；随着柴油喷射正时的提前，NOx排放降低，最高比纯柴油模式降低了65.41%，N2O和GHGs排放升高，但排放总量仍然较小．
(4) 提前氨喷射正时可显著提升做功能力，并提高IMEP和ITE，但NOx排放也会随之升高，推迟氨喷射正时到3°CA可使NOx排放降至3.4g/(kW·h)以下，与纯柴油模式相比，总体上NOx降低幅度为43.42%～73.04%；提前或推迟氨喷射正时均会增加N2O和GHGs排放，但提前氨喷射正时的影响更大．
基金
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  • 国家自然科学基金资助项目(52371367)
  • 黑龙江省重点研发计划资助项目(2024ZXDXC03)
  • 哈尔滨工程大学中央高校基本科研业务资助项目(3072025YC0304; 3072025YC0306)
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2025年第43卷第5期
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文章信息
doi: 10.16236/j.cnki.nrjxb.202505045
  • 接收时间：2024-12-07
  • 首发时间：2026-11-05
  • 出版时间：2025-09-25
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  • 收稿日期：2024-12-07
  • 修回日期：2025-05-12
基金
国家自然科学基金资助项目(52371367)
黑龙江省重点研发计划资助项目(2024ZXDXC03)
哈尔滨工程大学中央高校基本科研业务资助项目(3072025YC0304; 3072025YC0306)
作者信息
    哈尔滨工程大学动力与能源工程学院，哈尔滨 150001

通讯作者:

周松，博士，教授，.
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2种不同金属材料的力学参数
科
Family		 属数
Number of
genus		 种数
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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