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Article(id=1325524165058642097, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325524161678033072, articleNumber=null, orderNo=null, doi=10.16236/j.cnki.nrjxb.202503023, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1727798400000, receivedDateStr=2024-10-02, revisedDate=1739030400000, revisedDateStr=2025-02-09, acceptedDate=null, acceptedDateStr=null, onlineDate=1793959187986, onlineDateStr=2026-11-06, pubDate=1748102400000, pubDateStr=2025-05-25, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1793959187986, onlineIssueDateStr=2026-11-06, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1793959187986, creator=13701087609, updateTime=1793959187986, updator=13701087609, issue=Issue{id=1325524161678033072, tenantId=1146029695717560320, journalId=1205116786560364546, year='2025', volume='43', issue='3', pageStart='193', pageEnd='287', issueExtLink='null', onlineDate='null', pubDate='1748102400000', pubDateStr='2025-05-25', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1793959187179, creator='13701087609', updateTime=1793959945056, updator='13701087609', preIssue=null, nextIssue=null, articleTotal=null, ext={EN=IssueExt(id=1325527341178569523, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325524161678033072, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1325527341178569524, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325524161678033072, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null, downloadFileDto=null}, startPage=193, endPage=200, ext={EN=ArticleExt(id=1325524165490655410, articleId=1325524165058642097, tenantId=1146029695717560320, journalId=1205116786560364546, language=EN, title=Experimental study on diesel-ignited high-pressure direct injection methanol combustion and emission characteristics, columnId=null, journalTitle=Transactions of CSICE, columnName=null, runingTitle=null, highlight=null, articleAbstract=

Based on a modified diesel-methanol dual direct injection single-cylinder engine, combustion and emission characteristics of the diesel-ignited high-pressure direct injection methanol combustion were experimentally investigated and compared with those of the methanol-diesel dual-fuel combustion with premixed methanol across a wide indicated mean effective pressure(IMEP) load range of 0.4—1.4MPa. The results show that the diesel-ignited high-pressure direct injection methanol combustion can achieve stable combustion at 90%—97% methanol substitution rates over the broad load range. The methanol heat release stage exhibits significant diffusion combustion characteristic at medium to high loads, with the combustion duration during the post-combustion phase remaining nearly constant as load increases. Carbon monoxide and unburned hydrocarbon emissions are both below 1g/(kW·h) at all loads, while nitrogen oxide emissions significantly increase with increasing load. Compared with the methanol-diesel dual-fuel combustion with premixed methanol, the peak heat release rate of the diesel-ignited high-pressure direct injection methanol combustion is only half of that, allowing combustion to commence at earlier crank phases to get an increase of thermal efficiency by more than 4%. While soot, carbon monoxide, and unburned hydrocarbon emissions in all loads are substantially reduced to less than 10% of that, and NOx emissions are lower at low loads but higher at high loads.

, authors=Tianyou Wang, Minghao Xiahou, Dongming Zhang, Tianlong Lu, Haoye Liu, Kai Sun, authorsList=Tianyou Wang, Minghao Xiahou, Dongming Zhang, Tianlong Lu, Haoye Liu, Kai Sun, authorCompany=null, correspAuthors=Tianyou Wang, 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=1325524169185837249, articleId=1325524165058642097, tenantId=1146029695717560320, journalId=1205116786560364546, language=CN, title=柴油引燃高压直喷甲醇燃烧与排放特性试验, columnId=null, journalTitle=内燃机学报, columnName=, runingTitle=null, highlight=null, articleAbstract=

基于一台改造的柴油甲醇双直喷单缸机，研究了柴油引燃高压直喷甲醇燃烧和排放特性，并与甲醇预混合气柴油引燃燃烧方式进行了对比．结果表明：柴油引燃高压直喷甲醇燃烧能够在指示平均有效压力(IMEP)为0.4～1.4MPa的宽负荷范围内实现90%～97%甲醇替代率的稳定燃烧．在中高负荷下甲醇放热阶段呈现出显著的扩散燃烧特征，而且负荷增加过程中其后燃阶段的燃烧持续期基本保持不变．同时在全负荷范围内一氧化碳和碳氢排放都低于1g/(kW·h)，但NOx排放则随负荷增加而显著升高；相比甲醇预混合气柴油引燃燃烧方式，柴油引燃高压直喷甲醇燃烧的放热率峰值仅为其一半，因而发动机燃烧相位可提前，指示热效率得以提高4%以上；在全负荷范围内柴油引燃高压直喷甲醇燃烧的碳烟、一氧化碳和碳氢排放均低至甲醇预混合气柴油引燃燃烧的10%以下，但NOx排放在低负荷较低而在高负荷较高．

, authors=王天友, 夏侯明昊, 张东明, 卢天龙, 刘浩业, 孙凯, authorsList=王天友, 夏侯明昊, 张东明, 卢天龙, 刘浩业, 孙凯, authorCompany=null, correspAuthors=王天友, authorNote=

王天友，博士，教授，.

, correspAuthorsNote=
王天友，博士，教授，.
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王天友，博士，教授，.

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王天友，博士，教授，.

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keyword=热效率), Keyword(id=1325524173887652075, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, language=CN, orderNo=4, keyword=碳烟), Keyword(id=1325524173958955244, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, language=CN, orderNo=5, keyword=氮氧化物)], refs=[Reference(id=1325524177582833920, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, doi=null, pmid=null, pmcid=null, year=2020, volume=279, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=［1］, rfOrder=0, authorNames=Ravikumar D, Keoleian G, Miller S, journalName=Applied Energy, refType=null, unstructuredReference=Ravikumar D，Keoleian G，Miller S. 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authorNames=锁国涛, 吕林, journalName=内燃机学报, refType=null, unstructuredReference=锁国涛，吕林. 汽油/柴油双燃料低温燃烧过程和排放的试验[J]. 内燃机学报，2017，35(6)：509-515., articleTitle=汽油/柴油双燃料低温燃烧过程和排放的试验, refAbstract=null)], funds=[Fund(id=1325524177452810495, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, awardId=52406152, language=CN, fundingSource=国家自然科学基金资助项目(52406152), fundOrder=null, country=null)], companyList=[AuthorCompany(id=1325524169936617666, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, xref=null, ext=[AuthorCompanyExt(id=1325524169953394883, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, companyId=1325524169936617666, language=EN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=State Key Laboratory of Engines，Tianjin University，Tianjin 300350，China), AuthorCompanyExt(id=1325524170007920836, 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label=Fig.2, caption=Combustion characteristics under different IMEPs, figureFileSmall=Z9mQ2bDJE7CQ5MMDcPCMNg==, figureFileBig=e/tIV3awVSY7xRgXQp7/SA==, tableContent=null), ArticleFig(id=1325524174630043888, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, language=CN, label=图2, caption=不同指示平均有效压力下的燃烧特性, figureFileSmall=Z9mQ2bDJE7CQ5MMDcPCMNg==, figureFileBig=e/tIV3awVSY7xRgXQp7/SA==, tableContent=null), ArticleFig(id=1325524174697152753, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, language=EN, label=Fig.3, caption=In-cylinder pressure and heat release rate under different IMEPs, figureFileSmall=Shm1jkvi/VEER4HWnS2esQ==, figureFileBig=nQT/6ny2WSbtNdBnyuOMdw==, tableContent=null), ArticleFig(id=1325524174764261618, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, language=CN, label=图3, caption=不同指示平均有效压力下缸内压力和放热率, figureFileSmall=Shm1jkvi/VEER4HWnS2esQ==, 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tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, language=EN, label=Fig.7, caption=Comparison of indicated thermal efficiency under different IMEPs, figureFileSmall=fkOypWkcTISJAfPiKxTyPQ==, figureFileBig=2YGJRmwZNHusPvPzaZY3zA==, tableContent=null), ArticleFig(id=1325524176936911098, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, language=CN, label=图7, caption=不同指示平均有效压力下指示热效率对比, figureFileSmall=fkOypWkcTISJAfPiKxTyPQ==, figureFileBig=2YGJRmwZNHusPvPzaZY3zA==, tableContent=null), ArticleFig(id=1325524177016602875, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, language=EN, label=Tab.1, caption=

Engine specifications

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参数数值
缸径/mm129
活塞行程/mm155
排量/L2.02
压缩比16.5
进气门关/(°)CA ATDC-159
排气门开/(°)CA ATDC128
甲醇高压喷射压力上限/MPa140
柴油高压喷射压力上限/MPa180
进气道甲醇低压喷射压力/MPa0.5
), ArticleFig(id=1325524177134043388, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, language=CN, label=表1, caption=

发动机技术参数

, figureFileSmall=null, figureFileBig=null, tableContent=
参数数值
缸径/mm129
活塞行程/mm155
排量/L2.02
压缩比16.5
进气门关/(°)CA ATDC-159
排气门开/(°)CA ATDC128
甲醇高压喷射压力上限/MPa140
柴油高压喷射压力上限/MPa180
进气道甲醇低压喷射压力/MPa0.5
), ArticleFig(id=1325524177247289597, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, language=EN, label=Tab.2, caption=

Engine operating conditions

, figureFileSmall=null, figureFileBig=null, tableContent=
参数柴油引燃高压直喷甲醇甲醇预混合气柴油引燃
转速/(r·min-1)12001200
IMEP/MPa0.4，0.6，0.8，1.0，1.2，1.40.4，0.8，1.4
进气压力/MPa0.12，0.13，0.14，0.16，0.18，0.200.12，0.14，0.20
柴油喷射时刻/(°)CA ATDC-18，-18，-20，-22，-24，-24-1，1，-1
柴油直喷喷射压力/MPa8080
甲醇直喷喷射压力/MPa60—
进气道甲醇喷射压力/MPa—0.5
喷射策略柴油先喷，甲醇与柴油喷射间隔为10° CA柴油单次喷射
甲醇替代率/%90～9740
), ArticleFig(id=1325524177322787070, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524165058642097, language=CN, label=表2, caption=

试验工况点

, figureFileSmall=null, figureFileBig=null, tableContent=
参数柴油引燃高压直喷甲醇甲醇预混合气柴油引燃
转速/(r·min-1)12001200
IMEP/MPa0.4，0.6，0.8，1.0，1.2，1.40.4，0.8，1.4
进气压力/MPa0.12，0.13，0.14，0.16，0.18，0.200.12，0.14，0.20
柴油喷射时刻/(°)CA ATDC-18，-18，-20，-22，-24，-24-1，1，-1
柴油直喷喷射压力/MPa8080
甲醇直喷喷射压力/MPa60—
进气道甲醇喷射压力/MPa—0.5
喷射策略柴油先喷，甲醇与柴油喷射间隔为10° CA柴油单次喷射
甲醇替代率/%90～9740
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柴油引燃高压直喷甲醇燃烧与排放特性试验
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王天友 , 夏侯明昊 , 张东明 , 卢天龙 , 刘浩业 , 孙凯
内燃机学报 | 2025,43(3): 193-200
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内燃机学报 | 2025 , 43 (3) : 193 -200
柴油引燃高压直喷甲醇燃烧与排放特性试验
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王天友 , 夏侯明昊, 张东明, 卢天龙, 刘浩业, 孙凯
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:
王天友，博士，教授，.
作者简介:

王天友，博士，教授，.

Experimental study on diesel-ignited high-pressure direct injection methanol combustion and emission characteristics
Tianyou Wang , Minghao Xiahou, Dongming Zhang, Tianlong Lu, Haoye Liu, Kai Sun
Affiliations
  • State Key Laboratory of Engines，Tianjin University，Tianjin 300350，China
出版时间: 2025-05-25 doi: 10.16236/j.cnki.nrjxb.202503023
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摘要
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基于一台改造的柴油甲醇双直喷单缸机，研究了柴油引燃高压直喷甲醇燃烧和排放特性，并与甲醇预混合气柴油引燃燃烧方式进行了对比．结果表明：柴油引燃高压直喷甲醇燃烧能够在指示平均有效压力(IMEP)为0.4～1.4MPa的宽负荷范围内实现90%～97%甲醇替代率的稳定燃烧．在中高负荷下甲醇放热阶段呈现出显著的扩散燃烧特征，而且负荷增加过程中其后燃阶段的燃烧持续期基本保持不变．同时在全负荷范围内一氧化碳和碳氢排放都低于1g/(kW·h)，但NOx排放则随负荷增加而显著升高；相比甲醇预混合气柴油引燃燃烧方式，柴油引燃高压直喷甲醇燃烧的放热率峰值仅为其一半，因而发动机燃烧相位可提前，指示热效率得以提高4%以上；在全负荷范围内柴油引燃高压直喷甲醇燃烧的碳烟、一氧化碳和碳氢排放均低至甲醇预混合气柴油引燃燃烧的10%以下，但NOx排放在低负荷较低而在高负荷较高．

柴油引燃高压直喷甲醇燃烧  /  甲醇替代率  /  热效率  /  碳烟  /  氮氧化物

Based on a modified diesel-methanol dual direct injection single-cylinder engine, combustion and emission characteristics of the diesel-ignited high-pressure direct injection methanol combustion were experimentally investigated and compared with those of the methanol-diesel dual-fuel combustion with premixed methanol across a wide indicated mean effective pressure(IMEP) load range of 0.4—1.4MPa. The results show that the diesel-ignited high-pressure direct injection methanol combustion can achieve stable combustion at 90%—97% methanol substitution rates over the broad load range. The methanol heat release stage exhibits significant diffusion combustion characteristic at medium to high loads, with the combustion duration during the post-combustion phase remaining nearly constant as load increases. Carbon monoxide and unburned hydrocarbon emissions are both below 1g/(kW·h) at all loads, while nitrogen oxide emissions significantly increase with increasing load. Compared with the methanol-diesel dual-fuel combustion with premixed methanol, the peak heat release rate of the diesel-ignited high-pressure direct injection methanol combustion is only half of that, allowing combustion to commence at earlier crank phases to get an increase of thermal efficiency by more than 4%. While soot, carbon monoxide, and unburned hydrocarbon emissions in all loads are substantially reduced to less than 10% of that, and NOx emissions are lower at low loads but higher at high loads.

diesel-ignited high-pressure direct injection methanol combustion  /  methanol substitution rate  /  thermal efficiency  /  soot  /  nitrogen oxides
王天友, 夏侯明昊, 张东明, 卢天龙, 刘浩业, 孙凯. 柴油引燃高压直喷甲醇燃烧与排放特性试验. 内燃机学报, 2025 , 43 (3) : 193 -200 . DOI: 10.16236/j.cnki.nrjxb.202503023
Tianyou Wang, Minghao Xiahou, Dongming Zhang, Tianlong Lu, Haoye Liu, Kai Sun. Experimental study on diesel-ignited high-pressure direct injection methanol combustion and emission characteristics[J]. Transactions of CSICE, 2025 , 43 (3) : 193 -200 . DOI: 10.16236/j.cnki.nrjxb.202503023
正文
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甲醇是一种高效、清洁和可合成的液态含氧燃料．随着可再生能源技术的进一步发展，采用可再生能源制取的氢气与通过捕集获取的CO2来制备绿色甲醇，能够大幅降低甲醇全生命周期的碳排放[1-2]．因此，在压燃式发动机中使用甲醇替代柴油作为燃料，可改善压燃式发动机的燃烧与排放性能，并在中长期下具有巨大的碳减排潜力．然而甲醇的十六烷值(≈2)远低于传统柴油(>50)，并且汽化潜热(约为1168kJ/kg)显著高于柴油(约为250kJ/kg)[3]．这导致甲醇在传统压燃式发动机上面临着火困难、容易失火等问题．通常会采用柴油作为助燃剂与甲醇共燃实现甲醇在压燃式发动机中的应用，具体可分为柴油甲醇混合燃料直喷压燃燃烧、甲醇预混合气柴油引燃燃烧和柴油引燃高压直喷甲醇燃烧．
柴油甲醇混合燃料直喷压燃的燃烧方式是通过向柴油中掺混甲醇形成混合燃料，再将混合燃料应用于传统柴油机．An等[4]通过数值仿真研究发现，向柴油中掺混甲醇能有效改善低负荷燃烧效率和指示热效率；但甲醇在柴油中溶解性差，即使添加高碳醇、生物柴油等助溶剂，甲醇在混合燃料中的溶解度一般也低于30%，导致甲醇占燃料总热值的比例低于20%[5-6]．甲醇预混合气柴油引燃燃烧方式是通过进气道低压喷射甲醇形成均匀的可燃混合气，当上止点附近缸内直喷柴油着火燃烧来引燃甲醇-空气混合气进行燃烧[7]，可通过调节柴油与甲醇比例，实现发动机从低负荷到满负荷稳定正常运转[8]．Ma等[9]发现甲醇预混合气柴油引燃燃烧的着火过程分为：(1)柴油和预混甲醇同时点燃，放热曲线呈现一个放热峰；(2)柴油先自燃而后均质甲醇混合气着火燃烧，放热曲线呈现两个放热峰．这种燃烧方式在低负荷燃烧稳定性较差，而在中高负荷缸内压力升高率较高，限制了甲醇替代率的提升[10]．
柴油引燃高压直喷甲醇燃烧方式发动机的缸盖内包含柴油和甲醇两种燃料两套高压直喷喷射系统，通过上止点附近柴油喷射形成的高温火焰引燃高压直喷甲醇燃料．高压直喷方式大幅提高了对甲醇混合和燃烧过程的控制程度，使得燃烧可控性和稳定性大幅提升，因而具有实现超高甲醇替代率压燃的潜力．但由于缸盖上配置两套高压喷射系统较为困难，导致目前仅有非常少量的试验．Saccullo等[11]对一台排量为2.1L的重型发动机缸盖进行了改造，在原本的中心主喷的一侧加装了一支3孔喷油器，实现了柴油引燃高压直喷甲醇的稳定燃烧．其燃油效率与传统柴油燃烧相似，且碳烟(soot)排放显著降低．Saccullo等[12]对比了该燃烧方式与传统柴油机的差异，发现甲醇替代率最高可达到95%以上，热效率提高了3.5%，但它也产生了更高的峰值缸内压力和峰值压力升高率．Dong等[13]通过在缸盖上布置了一支中置高压喷醇器和一支侧置2孔喷油器，在高负荷可实现最高94%甲醇替代率的稳定燃烧；但随着负荷降低，甲醇替代率的上限出现快速下降，低负荷下维持稳定着火燃烧的甲醇替代率上限降低至50%左右．Wang等[14]则在一台缸径为86mm的两气门柴油机上，采用了一支近似中置的高压喷醇器和一支3孔均布的侧置喷油器，在100%负荷工况下发动机达到最高87%的甲醇替代率，且相比于纯柴油燃烧方式，其NOx和soot排放显著降低．但同样发现随着负荷下降，甲醇替代率上限显著降低，25%负荷下的甲醇最高替代率降至69%．目前针对柴油引燃高压直喷甲醇燃烧的研究还较少，且很难实现宽负荷范围的高替代率压燃．目前，绝大部分研究都是针对柴油引燃高压直喷甲醇燃烧方式的单独试验，仅有查尔莫斯理工大学对柴油引燃高压直喷甲醇燃烧与传统柴油方式进行了对比研究[12]．而柴油引燃高压直喷甲醇燃烧与甲醇预混合气柴油引燃燃烧方式的对比只有少量仿真研究，且普遍没有试验验证[15-19]．
基于此，笔者对一台压燃式重型单缸机进行了改造，在缸盖上布置了一个中置喷醇器和一个6孔均布的侧置喷油器，实现了宽负荷范围内柴油引燃高压直喷甲醇燃烧的高甲醇替代率稳定燃烧，并研究了燃烧与排放特性，随后与甲醇预混合气柴油引燃燃烧方式进行了对比．
1　试验设备与方法
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1.1　单缸机及台架介绍
所使用的单缸机是在玉柴K126缸商用发动机基础上改制而来，采用与6缸机相同燃烧室结构．表1为单缸机的主要设计参数．为实现柴油引燃高压直喷甲醇燃烧，对单缸机的气缸盖进行了修改，以容纳一个喷射甲醇燃料的喷醇器和一个喷射引燃柴油的引燃喷油器，并保持了原缸盖的4气门结构．其中喷醇器位于原柴油机缸盖的中心位置，而引燃喷油器则偏离气缸中心且稍微倾斜．另外，为使单缸机能够在甲醇预混合气柴油引燃燃烧下运行，还在进气道处增加了一个低压喷醇器．两个高压喷射器的喷射压力分别通过两套高压共轨喷射系统供给，进气道喷醇器的喷射压力通过一个外接油泵直接供给．采用一个开放的ECU可灵活控制两支高压喷射器和一支进气道喷醇器的喷射时刻和喷射次数；喷醇器的喷射压力可在0～140MPa内灵活调节，喷油器的喷射压力可在0～180MPa内灵活调节，进气道喷醇器的喷射压力保持0.5MPa不变．系统的配置参数见表1．
图1为单缸机试验系统示意．通过一台电力测功机来维持发动机在一个恒定的转速运转；发动机进气采用模拟增压方式，通过一个进气控制系统来控制进气压力和温度；使用Kistler公司的6125C型缸内压力传感器测量缸内燃烧压力，并通过Kistler公司的Kibox型燃烧分析仪采集，同时计算出放热率、燃烧相位等燃烧特征参数．气态排放物一氧化碳(CO)、碳氢(HC)和氮氧化物(NOx)测量使用湖北锐意自控公司的Gasboard-9801排气分析仪；排气烟度测量使用AVL439不透光烟度计．
1.2　试验与数据分析方法
1.2.1　试验方法
试验工况如表2所示．试验在转速为1200r/min条件下进行，甲醇的喷射压力为60MPa，柴油的喷射压力为80MPa，进气道甲醇的喷油压力为0.5MPa，喷射时刻恒定在-270° CA ATDC．在指示平均有效压力(IMEP)为0.4～1.4MPa的宽负荷内进行柴油引燃高压直喷甲醇燃烧的试验；为了开展对比研究，甲醇预混合气柴油引燃选择了低、中和高3个负荷的典型工况(IMEP为0.4、0.8和1.4MPa)进行试验．在进行柴油引燃高压喷射甲醇燃烧研究时，采用柴油先喷、甲醇后喷的喷射策略，柴油喷射时刻比甲醇早10° CA；在进行甲醇预混合气柴油引燃研究时，采用柴油上止点附近单次喷射的喷射策略．燃烧累计放热量达总燃烧放热量的10%、50%和90%时所对应的曲轴转角分别定义为CA 10、CA 50和CA 90．滞燃期为主喷始点与CA 10之间的曲轴转角间隔，燃烧持续期为CA 10和CA 90之间的曲轴转角间隔．在进行试验中，每个工况点下通过调整柴油和甲醇的整体喷射正时，使燃烧相位CA 50达到9° CA ATDC附近，或压力升高率达到1.0MPa/(°)CA的上限．柴油引燃高压直喷甲醇的替代率控制在90%～97%．而甲醇预混合气柴油引燃的替代率控制在40%，因为在前期试验中发现如果进一步提高替代率，低负荷下该燃烧方式会出现显著的燃烧不稳定现象，导致热效率下降，而高负荷下该燃烧方式会出现燃烧放热率过快、压力升高率过高问题，该现象同样出现在Wang等[14]的研究结果中，因而甲醇预混合气柴油引燃的甲醇替代率仅为40%．试验中，进气温度控制在(32±3)℃，发动机冷却水温控制在(80±5)℃，机油温度控制在(80±5)℃．
1.2.2　数据分析方法
表观放热率(dQ/dθ)的计算方程式为
dQdθ=γγ-1pdVdθ+1γ-1Vdpdθ
式中：Q为燃料放出的热量；γ为比热比，考虑到甲醇预混合气柴油引燃中因进气工质中含有大量甲醇燃料，导致其比热比与甲醇高压直喷模式下的略有差异，因而在柴油引燃高压喷射甲醇燃烧中取值为1.37，在甲醇预混合气柴油引燃燃烧中取值为1.35；V为瞬时气缸体积；p为气缸内压力．
指示热效率ηi根据指示功和测得的两种燃料质量流量计算得出，即
ηi=Wi/(mDHD+mMHM)
式中：Wi为指示功；mD为每个循环消耗的柴油燃料量；HD为柴油低位热值；mM为每个循环消耗的甲醇燃料量；HM为甲醇低位热值．
燃烧效率ηc根据CO和HC的热值计算，假设碳氢的热值等于柴油燃料的热值，则有
ηc=1−(mCOHCO+mHCHHC)/  (mDHD+mMHM)
式中：mCO和mHC分别为排气中CO和HC的质量；HCO和HHC分别为CO和HC的低位热值．
甲醇替代率(MSR)指甲醇能量占总能量的比例，根据两种燃料的流量和热值计算得出：
MSR=(mMHM)/   (mDHD+mMHM)
由于使用AVL 439烟度计评估了soot排放，通过公式(5)～(7)计算得出碳烟排放[20]．
N=100(1−e−0.43k)
N=0.12FSN3+0.62FSN2+3.96FSN
msoot=0.001×5.320.405FSN⋅e0.306 2FSN⋅   (mair+mfuel)1.292 9⋅1P
式中：k为由AVL 439测量得到的吸光系数；N为不透明度；P为发动机功率；mair为空气流量；mfuel为燃料消耗量；FSN为滤纸烟度，其值是方程(6)的解．
2　结果与讨论
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2.1　不同负荷下柴油引燃高压直喷甲醇燃烧与排放特性
研究了不同负荷下柴油引燃高压直喷甲醇的燃烧与排放特性．在前期试验中发现，柴油较甲醇喷射提前10° CA，能够获得更为稳定的甲醇引燃着火和高压直喷燃烧过程．因此，试验中始终保持引燃柴油的喷射时刻早于甲醇10° CA，并通过调节柴油和甲醇整体喷射正时来控制发动机燃烧相位CA 50在9° CA ATDC附近，以保证各负荷工况下发动机做功能力相近．同时柴油引燃高压直喷甲醇燃烧的关键在于甲醇引燃过程，为保证不同负荷下的引燃过程一致，引燃柴油的喷射压力和脉宽分别保持在80MPa和350μs不变，仅通过调整甲醇的喷射脉宽来调节负荷大小．此外，在所有研究的负荷条件下，柴油引燃高压直喷甲醇燃烧的最大压力升高率均小于1.0MPa/(°)CA．
图2给出不同指示平均有效压力下的燃烧特性对比．随着IMEP增加，柴油引燃高压直喷甲醇燃烧的甲醇替代率、最大压力升高率和平均指示压力循环变动(CoV)均变化．由于试验中保持柴油的喷射压力和脉宽不变，可认为所有工况下柴油循环喷射量基本相同，随着发动机负荷增加，甲醇的循环喷射量增加，甲醇替代率升高．在低负荷IMEP为0.4MPa下，甲醇替代率为90%，而在高负荷IMEP为1.4MPa下，甲醇替代率可达97%．同时随着负荷从0.4MPa到1.4MPa变化过程中，最大压力升高率均小于1.0MPa/(°)CA，且CoV低于1.5%，表明柴油引燃高压直喷甲醇燃烧较为稳定并不存在过快放热、燃烧粗暴的问题．
图3示出IMEP为0.4～1.4MPa下柴油引燃高压直喷甲醇燃烧的缸内压力和放热率结果．从放热率曲线来看，柴油引燃高压直喷甲醇燃烧的放热过程呈现出明显的两个阶段：引燃柴油形成的放热阶段和随后主喷甲醇的放热阶段．因引燃柴油喷油量较少，前期形成一个很低的放热峰．对于主喷甲醇的放热阶段来看，低负荷(IMEP为0.4～0.6MPa)下的甲醇放热整体呈现单峰特征，以部分预混燃烧为主；当负荷增大至IMEP为0.8MPa以上后，甲醇放热的双峰特征逐渐明显，后阶段出现明显的扩散燃烧特征．整体上看，甲醇燃烧阶段的放热率峰值在负荷增加过程中没有出现明显的上升，这有效地避免了高负荷下的爆震问题．
图4为不同指示平均有效压力下的燃烧持续期和排放特性．图4(a)示出IMEP为0.4～1.4MPa下柴油引燃高压直喷甲醇燃烧的燃烧持续期．随着负荷的增加，总的燃烧持续期(CA90～10)逐渐增加．但是进一步分析燃烧放热的前半部分(CA50～10)和后半部分(CA90～50)可以发现，燃烧持续期的延长主要归因于燃烧前半部分燃烧持续期的增加，而燃烧后半部分的持续期在负荷增加过程中几乎保持不变．原因可能是对于甲醇扩散燃烧，低负荷下甲醇与空气的混合时间较长，甲醇与空气混合形成的混合气局部当量比过于稀薄，并造成了部分甲醇燃料的过度混合，这些过稀薄的混合气通常燃烧速度缓慢，造成了低负荷后燃期的延长；而高负荷下甲醇燃料的过度混合被抑制，更快的甲醇扩散速度加快了后喷入气缸甲醇的混合和燃烧过程，有利于缩短后燃时间，因此，负荷增加过程中后燃阶段的持续期增加并不明显．
图4(b)示出IMEP为0.4～1.4MPa下柴油引燃高压直喷甲醇燃烧的CO、HC和NOx排放．CO和HC排放在所有工况下均小于1.0g/(kW·h)，且随着负荷增大而降低．NOx排放在低负荷下较低，但随着负荷增加而显著升高．这是因为低负荷下甲醇喷射量较小，但甲醇与空气的混合速率快，所以甲醇燃烧过程中主要以部分预混燃烧为主，缸内燃烧的局部当量比和燃烧温度低，因而NOx生成量少且产生了更多的未燃产物；但当负荷增加后，缸内过量空气系数相对降低，缸内平均温度提高，甲醇燃烧主要以扩散燃烧为主，CO和HC未燃产物减少，同时高负荷下甲醇喷射量增多，导致了更长的喷油持续期和更长的燃烧持续期，高负荷下缸内高温条件加上更长的高温放热时间，也导致了NOx的大量生成．
2.2　柴油引燃高压直喷甲醇燃烧与甲醇预混合气柴油引燃燃烧对比
为保证研究结果的可对比性，两种燃烧方式均选择前期试验中综合性能最佳的工况点进行对比，具体工况设置见表2．图5为柴油引燃高压直喷甲醇燃烧与甲醇预混合气柴油引燃燃烧在低负荷(IMEP为0.4MPa)和高负荷(IMEP为1.4MPa)的缸内压力和放热率对比．柴油引燃高压直喷甲醇燃烧在低负荷和高负荷的替代率分别为90%和97%．甲醇预混合气柴油引燃燃烧替代率为40%．两种燃烧方式的缸内压力和放热率有较大区别．对于甲醇预混合气柴油引燃燃烧方式，在上止点前缸内已经形成了均匀的甲醇混合气氛围，柴油在上止点附近喷入，在喷射过程中会卷吸一部分甲醇混合气，形成快速的放热．随后，柴油火焰周围未燃烧的甲醇开始燃烧，在低负荷条件下，甲醇混合气形成火焰传播，因此，在快速放热峰后有一个缓慢放热的过程，而高负荷工况下由于甲醇混合气较浓，直接发生了多点自燃为主的放热过程，形成了第二个快速放热峰．由于甲醇预混合气柴油引燃燃烧初期的放热率过快，因而柴油喷射时刻需要推迟至上止点附近，才能以保证最大压力升高率不高于1.0MPa/(°)CA，导致整体的燃烧相位比较靠后．相比之下，柴油引燃高压直喷甲醇燃烧的放热率受控于甲醇直喷喷射速率，燃烧放热较为温和，可以采用较早的燃烧相位而不发生爆震．
图6给出了不同IMEP下两种燃烧方式的排放对比．由图6(a)可知，在低、中和高负荷下甲醇预混合气柴油引燃燃烧的NOx排放在5.0g/(kW·h)水平左右，整体对负荷变化不敏感．柴油引燃高压直喷甲醇燃烧的NOx排放随负荷增加而显著升高．对比来看，低负荷下柴油引燃高压直喷甲醇燃烧的NOx排放要低于甲醇预混合气柴油引燃燃烧，而高负荷下更高．这是因为在低负荷下，虽然二者都是以甲醇部分预混或预混燃烧为主的低温燃烧方式，但柴油引燃高压直喷甲醇燃烧的放热峰值仅为甲醇预混合气柴油引燃燃烧的一半，其燃烧持续期更长，放热更加分散．因此，局部燃烧温度较低，NOx生成量更少；随着负荷升高，甲醇扩散燃烧的比重增加，甲醇扩散火焰周围的高温区域生成了较多的NOx，且相比于甲醇预混合气柴油引燃燃烧，柴油引燃高压直喷甲醇燃烧的着火时刻更早，缸内平均温度更高，同时在高负荷下甲醇的喷油持续期更长，高温扩散火焰的停留时间更久，产生更多的NOx排放．因此，对于柴油引燃高压直喷甲醇燃烧方式，其高负荷下的NOx排放的控制仍需加以重视．
图6(b)为两种燃烧方式的soot排放对比．甲醇预混合气柴油引燃燃烧的soot排放远高于柴油引燃高压直喷甲醇燃烧，且大负荷下的soot排放显著增加．这是因为甲醇预混合气柴油引燃燃烧受压力升高率的限制，导致甲醇替代率仅有40%，仍存在较大比例的柴油，柴油在上止点附近喷入缸内，混合时间短，加上进气道预喷的甲醇汽化吸热降低了缸内温度，更易形成柴油的不完全燃烧区域，导致soot的大量生成．特别在高负荷(IMEP为1.4MPa)下，柴油喷油量大且着火时刻相对较早，混合时间进一步缩短，难以形成有效的柴油预混，大量长碳链的碳氢组分以扩散燃烧形式被消耗，导致soot排放迅速增加．而柴油引燃高压直喷甲醇燃烧的柴油比例很低(小于10%)，且柴油喷入缸内燃烧时无甲醇的干扰，燃烧效率高，同时绝大部分燃料为甲醇，而甲醇含氧量为50%，不含碳碳键，即使发生扩散燃烧仍不容易形成soot的前驱物，因而几乎没有soot生成，低、中和高3种负荷下soot排放均低于0.01g/(kW·h)．
图6(c)和图6(d)分别给出了两种燃烧方式的CO和HC排放对比．不论是CO还是HC排放，柴油引燃高压直喷甲醇燃烧都远低于甲醇预混合气柴油引燃燃烧．这是因为甲醇预混合气柴油引燃燃烧过程中甲醇在着火前近乎完全混合，且以稀薄混合气的形式存在，这些甲醇稀薄混合气在燃烧室的近壁面、狭缝等低温区域不容易发生完全燃烧，因而形成较多HC排放；同时甲醇混合气主要以预混燃烧方式进行放热，燃烧温度低，导致CO等燃烧中间产物无法进一步氧化，因而CO排放升高．但是CO和HC排放随负荷的升高、缸内温度的升高而得以改善；而对于柴油引燃高压直喷甲醇燃烧方式，由于在甲醇喷射前，缸内已经存在高温柴油火焰，甲醇喷入燃烧室后会被迅速引燃，而不会形成狭缝效应，因而HC排放极低．同时甲醇扩散燃烧的燃烧效率更高，不完全燃烧产物更少，所以CO排放也更少，均低于1.0g/ (kW·h)；但在低负荷下缸内温度较低时，CO和HC排放略有升高．
图7为不同IMEP下柴油引燃高压直喷甲醇燃烧与甲醇预混合气柴油引燃燃烧的指示热效率对比．在低、中和高负荷下，柴油引燃高压直喷甲醇燃烧的指示热效率均高于甲醇预混合气柴油引燃燃烧的指示热效率4%以上．这是因为柴油引燃高压直喷甲醇燃烧的整体燃烧相位更靠前，能够实现更高的等容度，且燃烧产生的HC和CO排放较少，燃烧效率远高于甲醇预混合气柴油引燃燃烧，热效率得以进一步提升．
3　结论
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在一台配置有缸内高压直喷喷醇器和引燃喷油器的双直喷压燃式单缸机上，试验了柴油引燃高压直喷甲醇燃烧及排放特性，并与甲醇预混合气柴油引燃燃烧方式进行了对比．主要结论如下：
(1) 在一台缸径为129mm、排量为2L的重型单缸柴油引燃高压直喷甲醇发动机上，能够在IMEP为0.4～1.4MPa的宽负荷内实现90%～97%超高甲醇替代率的稳定燃烧，且压力升高率均低于1.0MPa/(°)CA，有利于实现高负荷扩展．
(2) 柴油引燃高压直喷甲醇燃烧过程可分为柴油自燃放热阶段和甲醇引燃燃烧放热阶段；其中甲醇放热阶段在低负荷(IMEP为0.4～0.6MPa)下呈现出单阶段放热，在中、高负荷(IMEP>0.8MPa)下呈现出两阶段放热，后段为显著的扩散燃烧特征，且随着负荷增加过程中甲醇后燃阶段的燃烧持续期基本保持不变．
(3) 在全负荷范围内，柴油引燃高压直喷甲醇燃烧方式的放热率峰值仅为甲醇预混合气柴油引燃燃烧的一半，且指示热效率提升4%以上；同时其soot、CO和HC排放均降低至甲醇预混合气柴油引燃燃烧的10%以下；NOx排放在中、低负荷(IMEP为0.4～0.8MPa)下低于甲醇预混合气柴油引燃燃烧，而高负荷(IMEP为1.4MPa)下则更高．
基金
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  • 国家自然科学基金资助项目(52406152)
文献
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参考文献 引证文献
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2025年第43卷第3期
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doi: 10.16236/j.cnki.nrjxb.202503023
  • 接收时间：2024-10-02
  • 首发时间：2026-11-06
  • 出版时间：2025-05-25
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  • 收稿日期：2024-10-02
  • 修回日期：2025-02-09
基金
国家自然科学基金资助项目(52406152)
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:

王天友，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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