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Article(id=1325035459696538266, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325035380357079315, articleNumber=null, orderNo=null, doi=10.16236/j.cnki.nrjxb.202505047, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1734537600000, receivedDateStr=2024-12-19, revisedDate=1746115200000, revisedDateStr=2025-05-02, acceptedDate=null, acceptedDateStr=null, onlineDate=1793842671560, onlineDateStr=2026-11-05, pubDate=1758729600000, pubDateStr=2025-09-25, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1793842671560, onlineIssueDateStr=2026-11-05, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1793842671560, creator=13701087609, updateTime=1793842671560, 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=413, endPage=422, ext={EN=ArticleExt(id=1325035459872699035, articleId=1325035459696538266, tenantId=1146029695717560320, journalId=1205116786560364546, language=EN, title=Visualization study of diesel spray and combustion characteristics in hydrogen atmosphere, columnId=null, journalTitle=Transactions of CSICE, columnName=null, runingTitle=null, highlight=null, articleAbstract=

Diesel spray characteristics under hydrogen atmosphere were researched by employing backlighting techniques in a virtual high-pressure constant-volume vessel under an environmental pressure of 2MPa and an environmental temperature of 293K. The effects of hydrogen volume fraction λH and fuel injection pressure pinj on the macroscopic and microscopic characteristics of diesel spray were discussed in detail. Furthermore, based on the spray characteristics results, this study clarified the effect of micro-addition of hydrogen on diesel combustion characteristics. The results indicate that the spray penetration increases with λH, but the curves overlap when pinj≥120MPa. The spray cone angle initially decreases and then slightly increases with λH, but when pinj≥120MPa, the spray exhibits intense fluctuations, and the angle changes irregularly. Small amounts of hydrogen addition(λH≤9.0%) significantly reduce droplet size, and the sauter mean diameter(SMD) decreases by 1.45% when λH=9.0% compared to that of no hydrogen addition. Excessive hydrogen addition(λH≥25.0%) inhibits secondary atomization of the spray, resulting in an increased droplet size. Due to the vortex effect, droplet size first decreases and then increases radially at lower λH, while at higher concentrations, it increases slowly along the radial direction. Microaddition of hydrogen in the atmosphere alters the diesel ignition delay time. The ignition timing is 3.55ms after the start of injection(ASOI) when λH=1.5%, and 2.70ms when λH=3.0%. As λH increases, intensity of combustion first decreases and then increases, while the duration of large-area combustion extends, leading to a more uniform distribution of diesel ignition points.

, authors=Zhen Yang, Zehao Feng, Kang Yang, Yu Jin, Yizhou Yang, Zhixia He, authorsList=Zhen Yang, Zehao Feng, Kang Yang, Yu Jin, Yizhou Yang, Zhixia He, authorCompany=null, correspAuthors=Zehao Feng, 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=1325035464733897412, articleId=1325035459696538266, tenantId=1146029695717560320, journalId=1205116786560364546, language=CN, title=氢氛围下柴油喷雾和燃烧特性的可视化研究, columnId=null, journalTitle=内燃机学报, columnName=, runingTitle=null, highlight=null, articleAbstract=

基于高压定容弹试验平台，利用背光法进行了氢气环境氛围中柴油喷雾特性的可视化试验(环境压力为2MPa，温度为293K)，探究了环境氛围氢体积分数λH和燃油喷射压力pinj对柴油喷雾宏观特性及微观特性的影响；并基于喷雾特性研究结果，进一步探究了环境氛围微量氢气添加对柴油燃烧特性的影响．结果表明：喷雾贯穿距随着λH增加而增大，但pinj≥120MPa时曲线出现一定程度重合；喷雾锥角随λH增加先减小后略微增大，当pinj≥120MPa时喷雾剧烈波动，锥角变化不规律．少量添加氢气可显著降低粒径，λH＝9.0%时索特平均直径(SMD)比λH＝0%时降低1.45%，过量添加氢气(λH≥25.0%)会抑制喷雾二次破碎，使粒径增大．由于涡旋效应的影响，λH较低时液滴粒径沿径向先减小后增大，λH较高时缓慢增大．微量添加氢气会改变柴油着火时间，λH＝1.5%时着火时间延后到喷油开始后(ASOI)3.55ms，λH＝3.0%时提前到ASOI为2.70ms．另外，随着λH增加，燃烧过程先减弱后增强，但大面积燃烧的持续时间增长，着火点分布更均匀．

, authors=杨震, 冯择昊, 杨康, 金煜, 杨亦周, 何志霞, authorsList=杨震, 冯择昊, 杨康, 金煜, 杨亦周, 何志霞, authorCompany=null, correspAuthors=冯择昊, authorNote=

杨震，硕士研究生，.

, correspAuthorsNote=
冯择昊，助理研究员，.
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杨震，硕士研究生，.

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杨震，硕士研究生，.

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orderNo=4, keyword=液滴粒径), Keyword(id=1325514997312389275, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035459696538266, language=CN, orderNo=5, keyword=燃烧特性)], refs=[Reference(id=1325515002513326272, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035459696538266, doi=null, pmid=null, pmcid=null, year=2021, volume=8, issue=5, pageStart=638, pageEnd=680, url=null, language=null, rfNumber=［1］, rfOrder=0, authorNames=Saxena M R, Maurya R K, Mishra P, journalName=Journal of Traffic and Transportation Engineering(English Edition), refType=null, unstructuredReference=Saxena M R，Maurya R K，Mishra P. 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Experimental parameters under different conditions

, figureFileSmall=null, figureFileBig=null, tableContent=
参数喷雾宏观喷雾微观燃烧
环境氛围氢体积分数λH/%0，9，18，25，30，350，9，18，25，30，350，1.5，3.0
燃油喷射压力pinj/MPa60，90，120，1509090
环境氛围压力pamb/MPa2.02.02.5
环境氛围温度Tamb/K293293730
), ArticleFig(id=1325515001783517369, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035459696538266, language=CN, label=表1, caption=

不同工况下试验参数

, figureFileSmall=null, figureFileBig=null, tableContent=
参数喷雾宏观喷雾微观燃烧
环境氛围氢体积分数λH/%0，9，18，25，30，350，9，18，25，30，350，1.5，3.0
燃油喷射压力pinj/MPa60，90，120，1509090
环境氛围压力pamb/MPa2.02.02.5
环境氛围温度Tamb/K293293730
), ArticleFig(id=1325515001859014842, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035459696538266, language=EN, label=Tab.2, caption=

Ambient atmosphere parameters at different hydrogen volume fractions

, figureFileSmall=null, figureFileBig=null, tableContent=
参数喷雾宏观、微观(pamb＝2.0MPa，Tamb＝293K)燃烧(pamb＝2.5MPa，Tamb＝730K)
环境氛围氢体积分数λH/%091825303501.53.0
环境氛围密度ρamb/(kg·m-3)22.9821.0719.1617.6716.5015.4411.7011.5411.38
环境氛围动力黏度μamb/(µPa·s)13.6113.4113.1812.9512.7612.5621.4921.4421.39
), ArticleFig(id=1325515001934512315, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035459696538266, language=CN, label=表2, caption=

不同氢体积分数下环境氛围参数

, figureFileSmall=null, figureFileBig=null, tableContent=
参数喷雾宏观、微观(pamb＝2.0MPa，Tamb＝293K)燃烧(pamb＝2.5MPa，Tamb＝730K)
环境氛围氢体积分数λH/%091825303501.53.0
环境氛围密度ρamb/(kg·m-3)22.9821.0719.1617.6716.5015.4411.7011.5411.38
环境氛围动力黏度μamb/(µPa·s)13.6113.4113.1812.9512.7612.5621.4921.4421.39
), ArticleFig(id=1325515002030981308, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035459696538266, language=EN, label=Tab.3, caption=

Parameters settings of the high-speed camera

, figureFileSmall=null, figureFileBig=null, tableContent=
参数喷雾宏观喷雾微观燃烧
拍摄速度/(幅·s-1)200001000020000
快门速度/s1/500001/2000001/100000
空间分辨率/(mm·pixel-1)0.10874.9690×10-30.0983
), ArticleFig(id=1325515002102284477, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325035459696538266, language=CN, label=表3, caption=

高速摄像机参数设置

, figureFileSmall=null, figureFileBig=null, tableContent=
参数喷雾宏观喷雾微观燃烧
拍摄速度/(幅·s-1)200001000020000
快门速度/s1/500001/2000001/100000
空间分辨率/(mm·pixel-1)0.10874.9690×10-30.0983
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氢氛围下柴油喷雾和燃烧特性的可视化研究
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杨震 , 冯择昊 , 杨康 , 金煜 , 杨亦周 , 何志霞
内燃机学报 | 2025,43(5): 413-422
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内燃机学报 | 2025 , 43 (5) : 413 -422
氢氛围下柴油喷雾和燃烧特性的可视化研究
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杨震 , 冯择昊 , 杨康, 金煜, 杨亦周, 何志霞
作者信息
  • 江苏大学能源研究院，镇江 212013
通讯作者:
冯择昊，助理研究员，.
作者简介:

杨震，硕士研究生，.

Visualization study of diesel spray and combustion characteristics in hydrogen atmosphere
Zhen Yang , Zehao Feng , Kang Yang, Yu Jin, Yizhou Yang, Zhixia He
Affiliations
  • Institute for Energy Research，Jiangsu University，Zhenjiang 212013，China
出版时间: 2025-09-25 doi: 10.16236/j.cnki.nrjxb.202505047
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摘要
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基于高压定容弹试验平台，利用背光法进行了氢气环境氛围中柴油喷雾特性的可视化试验(环境压力为2MPa，温度为293K)，探究了环境氛围氢体积分数λH和燃油喷射压力pinj对柴油喷雾宏观特性及微观特性的影响；并基于喷雾特性研究结果，进一步探究了环境氛围微量氢气添加对柴油燃烧特性的影响．结果表明：喷雾贯穿距随着λH增加而增大，但pinj≥120MPa时曲线出现一定程度重合；喷雾锥角随λH增加先减小后略微增大，当pinj≥120MPa时喷雾剧烈波动，锥角变化不规律．少量添加氢气可显著降低粒径，λH＝9.0%时索特平均直径(SMD)比λH＝0%时降低1.45%，过量添加氢气(λH≥25.0%)会抑制喷雾二次破碎，使粒径增大．由于涡旋效应的影响，λH较低时液滴粒径沿径向先减小后增大，λH较高时缓慢增大．微量添加氢气会改变柴油着火时间，λH＝1.5%时着火时间延后到喷油开始后(ASOI)3.55ms，λH＝3.0%时提前到ASOI为2.70ms．另外，随着λH增加，燃烧过程先减弱后增强，但大面积燃烧的持续时间增长，着火点分布更均匀．

氢气  /  柴油  /  喷雾特性  /  液滴粒径  /  燃烧特性

Diesel spray characteristics under hydrogen atmosphere were researched by employing backlighting techniques in a virtual high-pressure constant-volume vessel under an environmental pressure of 2MPa and an environmental temperature of 293K. The effects of hydrogen volume fraction λH and fuel injection pressure pinj on the macroscopic and microscopic characteristics of diesel spray were discussed in detail. Furthermore, based on the spray characteristics results, this study clarified the effect of micro-addition of hydrogen on diesel combustion characteristics. The results indicate that the spray penetration increases with λH, but the curves overlap when pinj≥120MPa. The spray cone angle initially decreases and then slightly increases with λH, but when pinj≥120MPa, the spray exhibits intense fluctuations, and the angle changes irregularly. Small amounts of hydrogen addition(λH≤9.0%) significantly reduce droplet size, and the sauter mean diameter(SMD) decreases by 1.45% when λH=9.0% compared to that of no hydrogen addition. Excessive hydrogen addition(λH≥25.0%) inhibits secondary atomization of the spray, resulting in an increased droplet size. Due to the vortex effect, droplet size first decreases and then increases radially at lower λH, while at higher concentrations, it increases slowly along the radial direction. Microaddition of hydrogen in the atmosphere alters the diesel ignition delay time. The ignition timing is 3.55ms after the start of injection(ASOI) when λH=1.5%, and 2.70ms when λH=3.0%. As λH increases, intensity of combustion first decreases and then increases, while the duration of large-area combustion extends, leading to a more uniform distribution of diesel ignition points.

hydrogen  /  diesel  /  spray characteristics  /  droplet size  /  combustion characteristics
杨震, 冯择昊, 杨康, 金煜, 杨亦周, 何志霞. 氢氛围下柴油喷雾和燃烧特性的可视化研究. 内燃机学报, 2025 , 43 (5) : 413 -422 . DOI: 10.16236/j.cnki.nrjxb.202505047
Zhen Yang, Zehao Feng, Kang Yang, Yu Jin, Yizhou Yang, Zhixia He. Visualization study of diesel spray and combustion characteristics in hydrogen atmosphere[J]. Transactions of CSICE, 2025 , 43 (5) : 413 -422 . DOI: 10.16236/j.cnki.nrjxb.202505047
正文
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随着环境问题日益凸显，排放法规愈加严格，对内燃机的排放和能耗提出了更高要求．掺混燃用替代燃料是一种减少内燃机排放的有效手段[1]，如使用氢气[2]、甲烷、甲醇和乙醇等[3]．氢气不含碳，具有优秀的理化特性，是一种清洁的可再生能源，在航空[4]、船舶[5]等领域已有广泛应用，是最具潜力的替代燃料之一．氢气具有低热值高、火焰传播速度快和燃烧界限广的特点，燃烧较为完全，燃用氢气可显著提高内燃机热效率、降低能耗及降低CO、HC和SO2排放[6-7]．内燃机中燃用氢气可采用双燃料模式，首先氢气经进气道喷射或缸内直喷[8]进入气缸，再缸内直喷汽油火花塞点火引燃氢气，或缸内直喷柴油及其他燃料通过压燃的方式引燃氢气[9]．对于柴油机，进气道加氢与空气混合形成均匀的氢气稀薄预混气进入气缸，通过上止点附近缸内直喷柴油形成多点着火来引燃预混气，可以实现柴油机上稀薄预混合氢气的均质燃烧，有利于改善传统柴油机的燃烧和排放特性[10]．
近年来，国内外学者针对柴油发动机添加氢气进行了许多探索性研究．Varuvel[11]研究了应用混合燃料的柴油机中加氢预混压燃(PCCI)对性能和排放的影响，发现最大负荷下氢气流量为30L/min时发动机性能改善最大，热效率提高了8.38%，HC、CO和碳烟排放分别降低了70%、56%和27%，NO排放增加．Rorimpandey等[12]对氢气直喷压燃式柴油发动机进行了模拟表明，先喷氢气是有利的，但引燃时刻过晚(EOI之后)会使预混气过于稀薄，不利于燃烧．Zhang等[13]基于改进的Taguchi方法对氢气/柴油双燃料发动机进行了数值模拟研究，发现氢能占比(HES)为5%和压缩比为0.14的情况下较大的孔径和较小的喷雾锥角对缸内压力、温度和排放更有利．此外，Szwaja等[14]在柴油机上进行了不同掺氢量的柴油燃烧试验表明，压缩比为17时，掺氢量高(17%)更易于爆震发生，掺氢量低(5%)时柴油机滞燃期明显缩短．Ayad等[15]进行了柴油掺混微量氢气的试验，在2000r/min满负荷条件下发现氢气的加入使柴油火焰更均匀，即使极少量的氢气添加(0.42mg/s)也对燃烧有积极影响．可以看出，当前对氢气/柴油双燃料发动机的研究多针对燃烧和排放特性进行数值模拟或发动机台架试验，基于可视化试验平台对氢气预混气中柴油喷射雾化特性的研究甚少，而雾化过程直接决定了燃油的空间分布及后续燃烧进程，是柴油机上添加氢气实现高效燃烧的关键，具体机理须进一步明确．同样，目前对于微小氢气浓度氛围下柴油多点着火以及火焰传播过程并不明晰，须进行可视化试验来确定微量氢添加对改善燃烧的作用机制．
因此，基于高压定容弹试验平台，笔者首先使用背光高速成像法进行了环境氛围大氢体积分数跨度下的喷雾特性可视化试验，深入探究了氢体积分数对柴油喷雾宏观特性和液滴微观特性的影响，这将为一般状况下的氢气/柴油双燃料发动机研究提供支持；并且设计了微量氢氛围下柴油燃烧可视化试验，通过自然发光法获取着火燃烧过程的光学特征，进一步明确环境氛围微量氢气添加对柴油着火延迟时间、火焰分布以及放热量的影响．这些研究将有效地帮助改善氢气/柴油双燃料发动机的燃烧组织，为氢气发动机的进一步发展提供可靠数据．
1　试验设置
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1.1　试验平台
可视化试验平台如图1所示，主要包括高压定容弹、高压共轨喷射系统、气压调节系统、高速摄影图像采集系统、动态压力采集系统和控制系统组成．高压定容弹容积约为1.25L，弹体两侧开有两个直径为100mm的观测窗口，加装厚度为80mm、直径为100mm的石英玻璃和密封端盖，顶部安装喷油器、温度传感器、压力传感器和喷油器水冷装置．弹体外部使用电热丝加热器包裹测试区域，加热器最高功率为3kW，使用小型变压器调节输入电压，相比内部加热的容弹设计，可以更准确地控制测试区域的温度分布，有效防止氢气预混气自燃．
高压共轨喷射系统包括增压系统和柴油喷射系统，增压系统使用压缩空气驱动的气动增压泵升高共轨和喷油管路压力，通过恒压阀精确调节油压，最高压力为200MPa．柴油喷射系统使用博世(Bosch)柴油喷油器搭配自主设计的单孔喷嘴，喷孔直径为0.16mm．气压调节系统使用电磁阀向容弹输送压缩空气和氢气来调节氢体积分数．动态压力采集系统由高灵敏度动态压力传感器(CAS-23A 2m)、电荷放大器(PCA2-E05)和示波器组成，监测喷油开始后10ms容弹内压力变化．
控制系统主体为搭载NXP MC33816可编程栅极驱动器的ECU、计算机和控制信号传递线路，通过计算机输入指令可从ECU同步输出高速摄像机触发信号和喷油器电磁阀控制信号．图像采集系统包括LED光源、高速摄像机(PHOTRON FASTCAM SA-Z)和摄像机控制软件，高速摄像机最高拍摄速度为210000幅/s，最大快门速度为1/4032000s．
1.2　试验方法
1.2.1　试验方案
为研究氢体积分数对喷雾宏观特性和液滴微观特性的影响，在不同喷射压力和不同氢体积分数的环境氛围下进行喷雾试验，4种喷射压力对应喷油脉宽分别约为1950、2050、2150和2200μs．同时在微量氢体积分数氛围下进行了柴油喷雾燃烧试验．不同工况对应的试验方案和参数见表1和表2．基于气体动理论耦合范德瓦尔斯修正方程计算了混合气体的动力黏度μamb，气体动理论(KMT)可以很好地描述中等压强下的非极性气体分子运动．需指出，高压下混合气体行为十分复杂，表2中黏度数据仅作为定性分析的参考．
1.2.2　测试方法
微观特性测试技术原理如图2所示．试验通过背光成像法获得宏观喷雾图像，自然发光法获得燃烧图像．背光法通过拍摄喷雾在均匀光源下投射的阴影来获得宏观喷雾完整形态；自然发光法利用火焰发光来获得燃烧区域的灰度图像．微观特性试验的观测区域位于喷嘴下方60mm，分3个位置进行(分别距离喷雾轴线0、5和10mm处见图4)，每个位置的观测窗口大小为5.088mm×5.088mm．具体测试方法参见文献[16]，背景光由高频光源提供．此外，不同试验工况下高速摄像机参数设置见表3．
1.3　数据处理与参数定义
图像后处理通过MATLAB实现，处理过程如图3所示．图3(a)为宏观喷雾测试的原始图像，进行去背景、图像分割及二值化得到图3(c)，使用Canny算子寻找二值图像灰度梯度大的边缘位置得到图3(d)所示喷雾轮廓，最后根据喷雾轮廓得到喷雾宏观参数．定义喷雾贯穿距STP为某一时刻下从喷嘴出口到喷雾头部的最大垂直距离，喷雾锥角定义为喷嘴出口到STP/2处喷雾轮廓两侧拟合直线的夹角，如图3(d)中θ所示，拟合方式选用最小二乘法，根据拟合数据的残差进行多次加权拟合，通过式(1)计算喷雾锥角，由于喷雾轮廓在强烈的扰动下某一时刻可能存在较大的波动和凸起，这种计算方式更可靠，过程如图3(e)，蓝色线为第一次拟合，红色线为最后一次迭代的结果．
θ=arctan(|k1final−k2final|1+k1finalk2final)×180π
式中：k1final和k2final分别为最后一次迭代得出的喷雾轮廓左、右边界斜率．
自然发光法获得的燃烧图像处理过程与宏观喷雾类似，为消除微弱环境光源带来的图像噪声，首先进行去背景和高斯降噪处理，然后计算灰度值获得发光强度和面积．液滴微观图像处理过程如图4所示，先通过去背景和空域灰度处理增强图像对比度，圆形霍夫变换进行液滴分离，筛选液滴边缘灰度梯度去除干扰液滴，再通过分水岭算法实现二值图像上液滴分割和提取，最后标记出有效液滴的位置和尺寸，使用MATLAB编写脚本来统计概率密度、平均粒径等变量．
2　试验结果与讨论
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2.1　喷雾宏观特性
2.1.1　喷雾形态
在宏观测试中将喷雾出现的第一帧选为喷射起点，两帧间隔时间为50μs．喷雾形态反映了喷雾在容弹内的整体空间分布，图5示出喷射压力pinj为90MPa和150MPa时不同λH下喷雾形态在喷射开始后(ASOI)0.1ms到1.8ms的变化过程．图5(a)～图5(f)为pinj＝90MPa时的喷雾形态，随着λH增大，由于环境密度减小，喷雾油束在惯性力作用下更倾向沿轴向发展．喷雾主体和喷雾尖端观察到波动和凸起，这是由于喷雾和环境气体之间的剪切力造成的局部涡流．λH较低时，环境的高黏度造成了近喷嘴处的剪切层流动分离，但由于环境密度大，能量耗散高，凸起部分小且消散较快，喷雾形态平滑，如图5(a)红框所示．随着λH增加，环境密度减小，液滴运动阻力更小，凸起更明显、稳定，且由于黏度降低导致剪切层发展减缓，涡流产生凸起的位置距离喷嘴出口更远，如图5(c)蓝框所示，喷雾轮廓波动剧烈．
图5(g)～图5(l)为pinj＝150MPa时的喷雾形态，与90MPa相比变化趋势基本一致，但由于气体环境和射流的相对速度更大，射流在离开喷嘴后很快就在剪切力影响下形成强烈的、难以消散的局部涡流，轴向阻力影响相对较小，因而除λH从0%增加到9%，λH增加造成的影响不显著．此外，λH＝35%时，气体黏性减小、密度减小和液滴高动能的影响导致喷雾头部快速扩散，形成半球形尖端．
2.1.2　喷雾贯穿距
喷雾贯穿距直接反映喷雾的轴向分布，图6展示了不同喷射压力和λH下贯穿距随时间变化曲线，浅色区域表示多次试验数据均值的标准差(SD)．喷雾射流初次破碎前，贯穿距随时间呈线性发展，随后受环境气体剪切力影响发生破碎，贯穿距曲线出现拐点．随着喷射压力和环境氛围λH改变，初次破碎时间改变：喷射压力增加，动能交换更剧烈，初次破碎提前；λH减小，环境密度和黏度更高，初次破碎发生更早．
从图6可以看出，同一时刻下喷雾贯穿距随λH的增加而增大，λH增加使环境氛围密度和黏度降低，喷雾发展的轴向阻力减小．喷射压力较高时，贯穿距随λH变化更不明显．pinj＝120MPa时，λH为25%～35%的贯穿距曲线出现一定程度的靠拢；pinj＝150MPa时，λH为18%～35%的贯穿距曲线在喷油末期融合在一起，这意味高喷射压力下，液滴初始动能高，环境氛围耗散和阻碍更不明显，λH增加对喷雾轴向发展的影响更小．
2.1.3　喷雾锥角
图7为不同喷射压力和λH下的喷雾锥角．喷雾锥角反映喷雾径向的空间分布情况．在较低喷射压力(60MPa和90MPa)下，随着λH升高，同一时刻下喷雾锥角先减小后略微增大，这是因为λH增大时，虽然环境密度降低会减小轴向发展阻力，但环境黏度降低使喷雾油束卷吸氢气后产生更剧烈的涡流运动，使液滴克服径向阻力，这两者的共同作用使锥角随λH增加呈非线性变化．在较高喷射压力下，剧烈的涡旋带来更高的气、液混合速率，锥角变化更不规律，且更难到达相对稳定的状态．
2.2　液滴微观特性
2.2.1　液滴概率密度分布
氢气/柴油双燃料发动机中，柴油液滴的雾化效果最终决定两种燃料的燃烧状况，而氢气氛围下离散柴油液滴粒径的空间和时间分布特性亟待研究，以进一步为理解稀薄氢气预混气中喷雾场传热传质问题提供理论依据．统计了径向2个位置(见1.2.2节)的图像以确保数据统计意义，每个工况重复试验25次，最终统计液滴总数为5～7万．
图8为不同氢体积分数下液滴粒径D的概率密度分布，使用某一尺寸液滴的数量和统计液滴总数的比值来计算概率密度．可以看出，液滴粒径都集中在10～60μm．除λH＝0%时，随着λH增加，小液滴的数量概率明显下降，λH为9%～30%时峰值粒径为24μm(概率密度为17%)，λH为35%时峰值增加到28μm．另外，λH为0%和25%时的分布曲线基本一致，根据Moon等[17]的研究可知，这是由于高环境密度下喷雾减速更快，雾化的终止位置更靠近喷嘴，增大了下游液滴尺寸，并且涡旋作用也会使液滴分布特性改变．
平均液滴直径D10和索特平均直径(SMD)可以进一步评价液滴尺寸，由式(2)和式(3)计算得到．
D10=∑i=1Ndi⋅N−1
SMD=∑i=1Ndi3⋅(∑i=1Ndi2)−1
式中：di为第i个液滴直径；N为液滴总数．
图9显示了SMD和D10随λH的变化，两者呈先减小后增加，λH＝9%时，D10和SMD分别降低2.48%和1.45%；λH＝0%时，液滴粒径明显大于其他工况，这是气体卷吸产生的大尺度涡旋造成的．Jeon等[18]的研究表明，环境密度大时，由于喷雾减速更快，使涡旋的位置向上移动且尺度变大，而来自涡旋与喷雾主体的不同方向的液滴更容易发生碰撞聚合，形成大液滴．同时，在较高密度下液滴的完全破碎使喷雾更浓密，导致液滴碰撞概率增大．λH提升至9%～35%时，涡旋作用减弱，而气体密度和黏度的显著减小使喷雾与环境之间的相互作用减小，大液滴更难破碎成小液滴，液滴粒径增大．
2.2.2　液滴的径向空间分布
图10为液滴D10的径向分布．D10在径向方向上呈现增大的趋势，这是喷雾流场中宏观尺度涡流导致碰撞效应而出现的液滴分布机制，远离轴线的液滴运动更无序，且速度低，更容易碰撞聚合．λH为0%和9%时，在距离喷嘴轴线较近的位置上的D10较大，随后沿着径向呈先降低再增加，这是观测区域局部涡旋效应导致的．
2.2.3　液滴的时间分布
图11显示了λH＝35%时距离轴线10mm处粒径概率密度随时间的变化．在喷射初期，喷雾头部边缘进入测试区域，此处喷雾与空气相互作用较为强烈，出现较多小液滴，概率密度峰值在20μm附近．随后由于喷雾头部存在较大的涡旋，造成部分大液滴进入头部之后的“脖颈”区域，粒径明显增大．此后，喷雾稳定主体边缘处进入观测区域，概率密度分布峰值不明显，曲线逐渐平坦．
2.3　微量氢氛围下柴油喷雾燃烧特性
研究表明，较高的氢气含量易使柴油机发生爆震，而微量氢气添加对柴油机的燃烧状况有积极影响，可提升热效率，降低排放[14]．并且发现微量氢气添加有利于改善雾化效果，这将直接影响缸内燃烧特性．因此，在2.5MPa、730K的环境下进行了微量氢气氛围中柴油引燃氢气的试验，分析λH为0%、1.5%和3.0%时火焰形态、火焰面积、亮度及容弹压力变化的规律，有助于更深入地了解柴油引燃稀薄氢气预混气的详细燃烧过程．
2.3.1　火焰形态
在灰度图像上进一步处理得到火焰分布的伪彩图像见图12．定义火焰出现的第一帧对应时刻为着火时间(IT)．λH增加会使柴油着火时间发生非线性改变，这与Teoh等[19]的研究结论一致．λH从0%增加到1.5%时IT延后到3.55ms，λH继续增加到3.0%时IT提前到2.70ms．λH＝1.5%时，由于环境的高温条件下气体黏度(21.44μPa·s)偏高，局部涡旋难以形成，而λH增大又会使大尺度涡流增强，碰撞效应的影响使柴油雾化效果变差，大液滴的存在和氧气相对含量降低导致传热传质和反应过程受阻，抑制了柴油的低温反应，使着火时间相对延后．而λH进一步增加到3.0%时，较低的气体黏度促使局部涡流形成，雾化效果改善；同时高λH氛围下氢气较高的燃烧速度和较低的点火能量发挥优势，使着火时间提前．
2.3.2　火焰面积与亮度
图13显示了ASOI为0～20ms在不同λH下火焰面积、亮度和单位面积火焰亮度随时间的变化．火焰亮度和面积的总体变化趋势呈非线性．从图13(a)中可以看到双峰值现象，两峰间隔分别为0.85、1.30和2.40ms．第一波峰的变化表明了随着氢气含量的增加，燃烧强度先减小后增大；两峰值间隔时间增加，说明λH越大，火焰更容易维持较长时间的大面积燃烧．图13(b)显示了火焰亮度随λH的非线性变化，这是雾化效果和氧气相对含量的综合影响造成的．λH增加到1.5%时，氧含量降低导致了浓碳烟产生，但雾化效果较差，火焰集中在较小区域，可测亮度不高；λH＝3.0%时，氧气含量相对更少使碳烟更多，但由于雾化更好，液滴分布范围广，使燃烧面积大且亮度均匀，呈现较高的单峰值曲线．图13(c)显示了单位面积的火焰亮度随时间变化状况，也可看到双峰值现象．其中，λH＝1.5%处的峰值远小于其他两个工况，单位面积火焰亮度变化也是非线性的．
2.3.3　容弹压力升高幅度
图14为不同λH下容弹压力升高幅度Δp随时间的变化，Δp指喷油开始后容弹内瞬态压力和初始时刻容弹压力(2.5MPa)的差值．随着燃烧放热Δp逐渐增加，总体压力随λH增加呈先降低后增大．随着λH增大，压力变化曲线斜率增加，放热速率更快．压力曲线存在两个缓慢增长阶段，呈现出阶梯状上升态势，且这一阶段的持续时间随氢气含量的增加而增大．这种阶梯状是压力波到达压力传感器探头时发生反弹，抵消后一时刻到达探头的压力波而形成的．另外，3种工况的燃烧放热结束时间分别为8.03、8.36和7.92ms．这与前文的分析一致，由于喷油量相同时，燃烧越剧烈，需要的放热时间越短，而随着氢气含量的增加，燃烧强度先降低后升高，对应的燃烧放热结束时间先推迟后提前．
3　结论
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在高压定容弹试验平台上测试了喷雾宏观和微观特性及微量氢氛围下的柴油喷雾燃烧特性，得到以下结论：
(1) 喷射压力较小(60MPa和90MPa)时，λH增加使喷雾受到剪切力减小，形成细长油束，贯穿距增加，锥角减小；λH增加时喷雾形态出现剧烈波动，黏度减小导致的径向扩散破碎模式可能使喷雾锥角出现略微增大；喷射压力较大(120MPa和150MPa)时，环境影响较小，λH提升至9.0%、18.0%时宏观参数明显改变，继续增加λH影响不大．
(2) 少量添加氢气可改善喷雾场涡旋结构，降低小液滴碰撞、聚合概率，对比不加氢气时SMD最高降低1.45%(λH＝9.0%)；过多添加氢气会降低喷雾与气体环境的相互作用力，影响喷雾的二次破碎，使液滴粒径增大；涡旋离心力作用会影响粒径的径向空间分布，使液滴平均粒径在远离喷雾轴线的方向上呈现增大的趋势，但氢体积分数较高(λH>18.0%)时涡旋效应不明显．
(3) 微量氢气添加会导致柴油着火时间改变，对比λH＝0%，λH＝1.5%时着火时间延后到ASOI为3.55ms，λH＝3.0%时提前到ASOI为2.70ms；柴油液滴雾化效果和氧气相对含量变化的综合影响，导致了火焰亮度和面积随着λH增加呈非线性变化，λH从0%增加到3.0%时，火焰亮度和面积先减小后增大，但火焰维持较大面积燃烧的时间更长．
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  • 国家自然科学基金资助项目(52106152)
  • 江苏省研究生科研与实践创新计划资助项目(SJCX24_2430; 5561130124)
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2025年第43卷第5期
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doi: 10.16236/j.cnki.nrjxb.202505047
  • 接收时间：2024-12-19
  • 首发时间：2026-11-05
  • 出版时间：2025-09-25
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  • 收稿日期：2024-12-19
  • 修回日期：2025-05-02
基金
国家自然科学基金资助项目(52106152)
江苏省研究生科研与实践创新计划资助项目(SJCX24_2430; 5561130124)
作者信息
    江苏大学能源研究院，镇江 212013

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冯择昊，助理研究员，.
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鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
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红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
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