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Article(id=1325524206070554811, tenantId=1146029695717560320, journalId=1205116786560364546, issueId=1325524161678033072, articleNumber=null, orderNo=null, doi=10.16236/j.cnki.nrjxb.202503029, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1726675200000, receivedDateStr=2024-09-19, revisedDate=1734796800000, revisedDateStr=2024-12-22, acceptedDate=null, acceptedDateStr=null, onlineDate=1793959197775, onlineDateStr=2026-11-06, pubDate=1748102400000, pubDateStr=2025-05-25, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1793959197775, onlineIssueDateStr=2026-11-06, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1793959197775, creator=13701087609, updateTime=1793959197775, 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=251, endPage=261, ext={EN=ArticleExt(id=1325524207957991612, articleId=1325524206070554811, tenantId=1146029695717560320, journalId=1205116786560364546, language=EN, title=Simulation on effects of hydrogen injector and piston top shape on hydrogen engine performance, columnId=null, journalTitle=Transactions of CSICE, columnName=null, runingTitle=null, highlight=null, articleAbstract=

A three-dimensional numerical model for a direct injection hydrogen engine was initially constructed. Subsequently, simulations were conducted to investigate the impact of orifice quantity, installation position, and piston top shape on combustion performance. The results show that the performance of side injector position is better than that of center injector position, and the maximum indicated thermal efficiency is 47.28%. Based on the side injector position, the influence of piston top shape on combustion performance is further studied, and it is found that the shape of piston top shape has a significant impact on the development and distribution of mixture in the cylinder. The mixture concentration distribution formed by the combination of slope head piston and 1-hole nozzle will extend the ignition delay and combustion duration, but it will reduce wall heat transfer loss, increase work capacity, and make the indicating thermal efficiency higher than that of the flat top piston. To further verify the advantages of the slope head piston, the performance under different equivalence ratios was simulated. The result indicates that the maximum indicated thermal efficiency of the slope piston top increases by 0.29%, 0.67% and 0.52% respectively, under the equivalence ratios of 0.3, 0.5 and 0.7.

, authors=Zhen Fu1, Jian Wu2, Guangquan Wu2, Wenzhi Gao1, authorsList=Zhen Fu, Jian Wu, Guangquan Wu, Wenzhi Gao, authorCompany=null, correspAuthors=Wenzhi Gao, 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=1325524215046365409, articleId=1325524206070554811, tenantId=1146029695717560320, journalId=1205116786560364546, language=CN, title=喷嘴与活塞顶形状对氢内燃机性能影响的模拟, columnId=null, journalTitle=内燃机学报, columnName=, runingTitle=null, highlight=null, articleAbstract=

建立了直喷氢内燃机的三维数值模型，针对喷孔个数、安装位置及活塞顶部形状对混合气形成与燃烧性能的影响进行了模拟．结果表明：采用平顶活塞时，偏置喷孔的性能优于中置喷孔，最高指示热效率为47.28%．在此基础上进一步研究了活塞顶部形状对燃烧性能的影响，发现活塞顶部形状对混合气的形成有较大的影响，斜顶活塞与1孔喷嘴组合方案形成的混合气浓度分布会使得滞燃期和燃烧持续期增加，但会减小传热损失，增加做功能力，使指示热效率高于平顶活塞方案．为了进一步验证斜顶活塞的优势，进行了不同当量比下的性能对比，发现斜顶活塞与平顶活塞相比，在当量比为0.3、0.5和0.7时最高指示热效率分别提升了0.29%、0.67%和0.52%．

, authors=付振1, 吴坚2, 吴广权2, 高文志1, authorsList=付振, 吴坚, 吴广权, 高文志, authorCompany=null, correspAuthors=高文志, authorNote=

付振，博士，助理研究员，.

, correspAuthorsNote=
高文志，博士，教授，.
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付振，博士，助理研究员，.

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付振，博士，助理研究员，.

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International Journal of Hydrogen Energy，2023，48(51)：19700-19712., articleTitle=Numerical simulation of the mixture distribution and its influence on the performance of a hydrogen direct injection engine under an ultra-lean mixture condition, refAbstract=null)], funds=[Fund(id=1325524237209067830, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, awardId=52373084, language=CN, fundingSource=国家自然科学基金资助项目(52373084), fundOrder=null, country=null)], companyList=[AuthorCompany(id=1325524216996716770, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, xref=1., ext=[AuthorCompanyExt(id=1325524217005105379, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, companyId=1325524216996716770, language=EN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=1.State Key Laboratory of Engines，Tianjin University，Tianjin 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articleId=1325524206070554811, language=EN, label=Fig.18, caption=Combustion and NOx emission performance of different schemes and equivalence ratios, figureFileSmall=5lm+hfeIDMJXPuJqAddSMQ==, figureFileBig=gitkl+ALToHRvVPmaklnyA==, tableContent=null), ArticleFig(id=1325524235443265833, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, language=CN, label=图18, caption=不同方案和当量比的燃烧性能和NOx排放, figureFileSmall=5lm+hfeIDMJXPuJqAddSMQ==, figureFileBig=gitkl+ALToHRvVPmaklnyA==, tableContent=null), ArticleFig(id=1325524235736867114, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, language=EN, label=Tab.1, caption=

Engine specifications

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参数数值
内燃机型式直列四冲程，涡轮增压
缸数3
缸径/mm83
活塞行程/mm92
点火能量/mJ40
排量/L1.495
压缩比11.3
), ArticleFig(id=1325524235812364587, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, language=CN, label=表1, caption=

内燃机技术参数

, figureFileSmall=null, figureFileBig=null, tableContent=
参数数值
内燃机型式直列四冲程，涡轮增压
缸数3
缸径/mm83
活塞行程/mm92
点火能量/mJ40
排量/L1.495
压缩比11.3
), ArticleFig(id=1325524235900444972, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, language=EN, label=Tab.2, caption=

Region and scale of fix embedding and AMR

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区域加密类型加密级数
气缸自适应加密3
火花塞固定加密5
喷嘴固定加密5
进/排气门固定加密3
), ArticleFig(id=1325524235980136749, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, language=CN, label=表2, caption=

固定加密和自适应加密的区域和级数

, figureFileSmall=null, figureFileBig=null, tableContent=
区域加密类型加密级数
气缸自适应加密3
火花塞固定加密5
喷嘴固定加密5
进/排气门固定加密3
), ArticleFig(id=1325524236215017774, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, language=EN, label=Tab.3, caption=

Parameters of different working conditions

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方案喷嘴位置喷孔个数活塞顶形状
1偏置1平顶
2偏置6平顶
3中置4平顶
4中置8平顶
5偏置1斜顶
), ArticleFig(id=1325524236282126639, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, language=CN, label=表3, caption=

不同工况的参数

, figureFileSmall=null, figureFileBig=null, tableContent=
方案喷嘴位置喷孔个数活塞顶形状
1偏置1平顶
2偏置6平顶
3中置4平顶
4中置8平顶
5偏置1斜顶
), ArticleFig(id=1325524236579922224, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, language=EN, label=Tab.4, caption=

Boundary condition

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区域边界类型温度/K
活塞顶面运动壁面462
缸盖底面固定壁面398
进气道固定加密353
排气道固定壁面700
氢气流进气流305
), ArticleFig(id=1325524236655419697, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, language=CN, label=表4, caption=

边界条件

, figureFileSmall=null, figureFileBig=null, tableContent=
区域边界类型温度/K
活塞顶面运动壁面462
缸盖底面固定壁面398
进气道固定加密353
排气道固定壁面700
氢气流进气流305
), ArticleFig(id=1325524236756082994, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, language=EN, label=Tab.5, caption=

Initial condition

, figureFileSmall=null, figureFileBig=null, tableContent=
初始区域温度/K压力/MPa
气缸壁面3600.100
进气道3000.200
排气道4000.105
氢气喷嘴30010.000
), ArticleFig(id=1325524236839969075, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, language=CN, label=表5, caption=

初始条件

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初始区域温度/K压力/MPa
气缸壁面3600.100
进气道3000.200
排气道4000.105
氢气喷嘴30010.000
), ArticleFig(id=1325524237003546932, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, language=EN, label=Tab.6, caption=

Settings of working condition parameters

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参数数值
转速/(r·min-1)3000
进气门关闭时刻/(°)CA ATDC-190
排气门开启时刻/(°)CA ATDC136
进气压力/MPa0.2
喷射结束时刻/(°)CA ATDC-40
氢气喷射压力/MPa10
), ArticleFig(id=1325524237087433013, tenantId=1146029695717560320, journalId=1205116786560364546, articleId=1325524206070554811, language=CN, label=表6, caption=

工况参数设置

, figureFileSmall=null, figureFileBig=null, tableContent=
参数数值
转速/(r·min-1)3000
进气门关闭时刻/(°)CA ATDC-190
排气门开启时刻/(°)CA ATDC136
进气压力/MPa0.2
喷射结束时刻/(°)CA ATDC-40
氢气喷射压力/MPa10
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喷嘴与活塞顶形状对氢内燃机性能影响的模拟
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付振 1 , 吴坚 2 , 吴广权 2 , 高文志 1
内燃机学报 | 2025,43(3): 251-261
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内燃机学报 | 2025 , 43 (3) : 251 -261
喷嘴与活塞顶形状对氢内燃机性能影响的模拟
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付振1 , 吴坚2, 吴广权2, 高文志1
作者信息
  • 1.天津大学先进内燃动力全国重点实验室，天津 300350
  • 2.广州汽车集团股份有限公司汽车工程研究院，广州 511434
通讯作者:
高文志，博士，教授，.
作者简介:

付振，博士，助理研究员，.

Simulation on effects of hydrogen injector and piston top shape on hydrogen engine performance
Zhen Fu1 , Jian Wu2, Guangquan Wu2, Wenzhi Gao1
Affiliations
  • 1.State Key Laboratory of Engines，Tianjin University，Tianjin 300350，China
  • 2.GAC Research and Development Center，Guangzhou Automobile Group，Guangzhou 511434，China
出版时间: 2025-05-25 doi: 10.16236/j.cnki.nrjxb.202503029
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摘要
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建立了直喷氢内燃机的三维数值模型，针对喷孔个数、安装位置及活塞顶部形状对混合气形成与燃烧性能的影响进行了模拟．结果表明：采用平顶活塞时，偏置喷孔的性能优于中置喷孔，最高指示热效率为47.28%．在此基础上进一步研究了活塞顶部形状对燃烧性能的影响，发现活塞顶部形状对混合气的形成有较大的影响，斜顶活塞与1孔喷嘴组合方案形成的混合气浓度分布会使得滞燃期和燃烧持续期增加，但会减小传热损失，增加做功能力，使指示热效率高于平顶活塞方案．为了进一步验证斜顶活塞的优势，进行了不同当量比下的性能对比，发现斜顶活塞与平顶活塞相比，在当量比为0.3、0.5和0.7时最高指示热效率分别提升了0.29%、0.67%和0.52%．

氢内燃机  /  喷孔个数和位置  /  活塞顶部形状  /  混合气形成  /  指示热效率

A three-dimensional numerical model for a direct injection hydrogen engine was initially constructed. Subsequently, simulations were conducted to investigate the impact of orifice quantity, installation position, and piston top shape on combustion performance. The results show that the performance of side injector position is better than that of center injector position, and the maximum indicated thermal efficiency is 47.28%. Based on the side injector position, the influence of piston top shape on combustion performance is further studied, and it is found that the shape of piston top shape has a significant impact on the development and distribution of mixture in the cylinder. The mixture concentration distribution formed by the combination of slope head piston and 1-hole nozzle will extend the ignition delay and combustion duration, but it will reduce wall heat transfer loss, increase work capacity, and make the indicating thermal efficiency higher than that of the flat top piston. To further verify the advantages of the slope head piston, the performance under different equivalence ratios was simulated. The result indicates that the maximum indicated thermal efficiency of the slope piston top increases by 0.29%, 0.67% and 0.52% respectively, under the equivalence ratios of 0.3, 0.5 and 0.7.

hydrogen engine  /  orifice quantity and position  /  piston top shape  /  mixture formation  /  indicating thermal efficiency
付振, 吴坚, 吴广权, 高文志. 喷嘴与活塞顶形状对氢内燃机性能影响的模拟. 内燃机学报, 2025 , 43 (3) : 251 -261 . DOI: 10.16236/j.cnki.nrjxb.202503029
Zhen Fu, Jian Wu, Guangquan Wu, Wenzhi Gao. Simulation on effects of hydrogen injector and piston top shape on hydrogen engine performance[J]. Transactions of CSICE, 2025 , 43 (3) : 251 -261 . DOI: 10.16236/j.cnki.nrjxb.202503029
正文
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氢能由于清洁环保、质量能量密度大等特点逐渐成为极具发展前景的清洁燃料，被世界各国重视[1]．而氢内燃机只需在传统内燃机基础上进行一定的改造，并可以通过增压、稀燃等手段实现较高的热效率．因此，氢内燃机是推动传统内燃机各种应用领域升级转型、助力“碳达峰”和“碳中和”的重要技术方向[2-4]．缸内直喷氢内燃机由于具有功率密度大、热效率高、喷氢策略控制灵活以及可以避免回火等优点成为了重要的发展方向．缸内直喷氢内燃机混合气的形成状态对内燃机的性能影响很大．因此，研究人员针对喷射压力和喷射策略、氢气喷嘴的结构及位置进行了较广泛的研究．
Wallner等[5]在一台缸内直喷氢内燃机上研究了喷射方向和喷射策略对燃烧的影响发现，相比于单次喷射，多次喷射策略可以大幅降低NOx排放．有研究[6-8]表明，两次喷射可以形成明显的分层混合气，能加快燃烧速度降低壁面热损失，从而提高热效率．Salazar等[9]试验发现，采用15MPa单孔喷嘴在40° CA BTDC喷射，能够在点火时刻形成比较均匀的混合气．而且随着喷射压力的提高，贯穿距和湍动能都会增加．Wang等[10]在一台氢气气道喷射内燃机上利用数值模拟研究了喷射正时、喷孔直径及喷孔位置对混合气形成的影响表明，随着喷射正时的提前，残留在进气道中的氢气逐渐减少，降低了回火和早燃的可能性．Yang等[11]比较了单氢气喷嘴及对称和沿进气道间隔布置双氢气喷嘴的混合气形成情况表明，双氢气喷嘴的方案能够明显改善混合气的均匀度，增加燃烧速度，但也增加了气缸内的最高温度以及高温区域，早燃和爆震的倾向相对增加．Tsujimura等[12]试验发现，相同的喷氢量工况下较低的喷射压力会增加喷射脉宽，从而导致形成的混合气分层更明显，燃烧加快；由于较浓混合气区域出现，缸内高温区域增加导致NOx排放增加．Keskinen等[13]研究发现，相比于喷射压力，混合速率对喷射正时更敏感，晚喷时氢气射流和壁面或活塞顶面的相互作用可以明显增强混合速率．
除了喷射策略和喷孔相关参数外，燃烧室形状同样会对混合气形成造成影响，进而影响燃烧和排放性能．Harshavardhan等[14]分析发现，中心扁平碗型活塞的滚流比提高约51%，缸内流动湍流动能提高约21%，混合气分层更好，蒸发速率提高33%．Nam等[15]研究了不同燃烧室形状对压燃式内燃机缸内流场的影响，发现A型塞碗状的湍流和径向速度最高．在气体燃料内燃机方面，Fiore等[16]对以合成气为燃料的缸内直喷内燃机的活塞形状和喷油器几何形状对燃烧影响进行了研究，结果表明：就性能而言，低余隙燃烧室的活塞顶部形状在性能方面最为有利．Ali等[17]分析了以合成气为燃料的均质压燃内燃机不同活塞形状下的燃烧性能发现，挤流效应和反向挤流效应是影响燃烧过程的主要因素；与扁平活塞相比，挤流面积比为2.5%的方碗型活塞，表现出较高的热效率．通过优化方碗型活塞，在中低负荷和高负荷下的热效率分别提高了5%和3%．
综上所述，研究人员对氢气混合气形成和燃烧性能做了大量研究，得到了较好的结果；但混合气的形成和燃烧性能除了受上述影响外，燃烧室形状的影响也不容忽视．因此，笔者探究喷孔个数、喷孔位置及活塞顶部形状等对混合气形成和发展过程以及对氢内燃机燃烧性能的影响规律．
1　数值模型
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采用的模型是根据3缸汽油机改装的，利用CONVERGE软件进行三维数值模拟．图1给出了该内燃机的三维模型以及经过火花塞和氢气喷嘴中心的X＝0的截面示意．内燃机基本参数如表1所示．运算中采用的基本网格尺寸为4mm，不同区域的加密级数如表2所示．
1.1　喷嘴形式和活塞顶面形状
首先开展在平顶活塞条件下喷孔个数及安装位置对混合气形成和燃烧性能的影响研究，其中喷嘴位置及个数包括偏置1孔和6孔、中置4孔和8孔．之后选取热效率最高的偏置1孔氢气喷嘴进行平顶和斜顶活塞对于混合气形成、燃烧及排放影响的探究．图2和图3分别为笔者用到的各种组合以及喷孔示意，其中截面位置为X＝0．根据活塞顶面形状、喷孔个数和位置分为5种组合，具体如表3所示．为了消除模拟过程中喷孔流通面积的影响，所有形式的喷孔总面积都设定为πcm2．
1.2　计算边界与初始条件设置
根据试验和GT-Power模拟结果，边界条件和初始条件设置分别如表4和表5所示．
1.3　计算模型与模型验证
首先对于模型的网格独立性进行了验证，其结果如图4所示，随着固定加密级数的增加，模拟结果的误差逐渐减小，加密2级与3级后缸内压力几乎重合，放热率最大误差小于1.0%．因此，综合考虑模拟时间与精度因素，选用2级固定加密进行后续模拟计算．采用RNS k-ε模型求解湍流输运方程，为了证明该模型能够准确模拟氢气的混合过程，根据Scarcelli等[18]的光学试验建立相应的数值模型，并将模拟结果与其光学试验结果进行对比，如图5所示．从-130°～-100° CA ATDC模拟结果基本和试验结果一致，能够准确模拟氢气射流经过壁面和活塞引导后形成的滚流．从-85°～-30° CA ATDC模拟得到的氢气扩散速度较试验结果稍慢一些，但从整体看，二者氢气的分布是极其相似的，所以该湍流模型能够准确模拟氢气的喷射和混合过程．G方程燃烧模型将层流火焰速度模型与详细的化学动力学模型相结合，同时考虑了自燃和激波对燃烧的影响，更适合氢气燃烧，因而利用该模型进行燃烧过程模拟，而该模型中涉及的层流火焰速度系数以及温度和压力系数参见文献[19]．模拟和试验所得的缸内压力和放热率的对比如图6(a)所示，模拟结果与试验结果的趋势基本一致，最大误差在3%以内，说明了该模型的适用性．NOx计算模型采用扩展的Zeldovich模型，模拟结果与试验的对比如图6(b)所示，当量比为0.31、0.50和0.70工况下的NOx排放量均处于同一数量级．在后续模拟计算中采用固定的喷射压力和喷射结束时刻，以消除其对流场和混合气形成的影响，在不同方案相同当量比工况下喷氢量相同，具体参数如表6所示．
为了方便分析对比燃烧过程，定义CA50为缸内累积放热量达到50%时所对应的曲轴转角，即燃烧中心；定义燃烧持续期为缸内累积放热量从10%到90%经过的曲轴转角；同时定义滞燃期为从点火到缸内累积放热量10%曲轴转角．
2　结果与分析
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2.1　喷孔个数与位置对混合气形成和燃烧性能的影响
为了研究喷孔个数及位置对混合气形成和燃烧的影响，在平顶活塞的基础上对方案1～4包括偏置1孔、偏置6孔、中置4孔和中置8孔进行了探究，模拟过程中总体当量比保持0.5不变．
2.1.1　缸内流场的形成与发展
图7为4种不同喷孔个数和位置的缸内流场发展过程．在-180° CA ATDC时，4种工况流场有所差异但是不大，均在气缸右下方形成一个速度较低的逆时针涡团，而在气缸左上方均形成了一块低速区域．随着活塞的上行，流场的差异变得更小，特别是在-53.4° CA ATDC时，流场几乎相同．
由于保证了所有方案喷孔的通流面积相同，在喷氢量相同的前提下，喷射持续期虽有所变化，但变化范围均在0.5° CA以内，影响有限．而在氢气喷射开始1° CA后，因不同喷孔个数与不同位置的喷氢速度有所差异，对流场产生的干扰也不同，致使缸内流场有较大的差异．对比方案1和2可以看出，方案1由于喷射造成的高速区域更大．这一现象随着喷射时刻的进行更加明显，尤其是在喷射结束时刻-40° CA ATDC时，方案1的速度场在氢气喷射的持续作用下，在靠近排气门侧下部形成了较为均匀的高速顺时针涡团，并与活塞顶面和气缸壁发生了碰撞．在进气形成的逆时针涡团的作用下，气缸排气侧形成了较小的高速逆时针涡团．而对于方案2，由于6孔同时喷射，速度和动量相对发散，射流贯穿距相对减小，在喷射结束时刻，高速气流只与活塞顶面发生了碰撞；流场分布较为杂乱，中心涡流区域减小，气缸左上方涡团的速度也较小．最终使得在点火时刻，方案1的速度大于方案2的速度，意味着在其他条件相同时，偏置1孔在点火时刻拥有较大的湍动能．而对比方案3和方案4喷射开始1° CA后的流场图可以看出，方案4(中置8孔)造成的动量变化和流场扰动明显大于方案3(中置4孔)，随着喷射的进行此现象更加明显，在喷射结束时刻，方案3气缸中心区域形成了大面积的高速区域，而方案4的氢气则更集中高速地射向活塞，与活塞顶面发生碰撞后形成了两个方向相反的高速涡团．这可能是由于氢气喷嘴喷孔过多，随着喷射进行，氢束之间相互干涉，崩塌成一股，使得高速气流更加集中．随着流场的发展，方案4工况在-6° CA ATDC时也呈现了较大的速度场．
为了定量地揭示不同方案对于湍动能的影响，图8给出了4个方案的湍动能变化过程．在喷氢之前4个方案的湍动能基本相同，而开始喷氢后湍动能有了较大差异，方案1最大，方案2次之，方案3和方案4较小，但是方案4仍然大于方案3，这与流场分析结果一致．方案1湍动能最大的原因是1孔氢气喷嘴的氢气射流动量相对集中，形成的涡团尺度较大，因而湍动能较大，但是喷射结束后随着活塞的上行，大涡团受到挤压破损成多个小涡团，黏性耗散增加，因而湍动能耗散加快，湍动能迅速下降．但先前的假设由于中置8孔的氢束较早地发生干涉，形成一股相对集中的流束．因而湍动能较方案3略高，湍动能变化图也证明了假设的正确性．
2.1.2　混合气的形成过程
图9和图10为方案1～4的混合气发展过程．由图9中喷射前期的图像可以看出，方案1的贯穿距和分布范围明显比方案2大，而在-40° CA ATDC时，方案1的氢气束已经和活塞顶面及气缸壁发生碰撞，而方案2的氢气由于喷射角度和贯穿距的原因只与活塞的中心区域发生了碰撞．由图10可知，随着活塞的进一步上行，方案2的氢气束则进一步向排气侧运动，最终形成了排气侧的混合气较浓的分布．但方案1的混合气随着活塞的运动混合气向气缸两侧运动，最终形成混合气较浓区域更大的分布状态．但从方案3和方案4的混合气分布可以看出，喷射前期，方案4由于喷孔之间的相互作用已经出现了崩塌合并的现象，到-50° CA ATDC时这种现象更加明显，而方案3的氢气束虽然也有干涉但并没有方案4严重．在-40° CA ATDC时刻，方案4的氢气束以较为集中的范围与活塞发生碰撞，随后紧贴活塞顶面向四周扩散，而方案3则以较大范围与活塞顶面接触，这与流场分析的结果相吻合．随着活塞进一步上行，混合气扩散加快，最终方案3在点火时刻的混合气当量比大于1.0的范围明显小于方案4工况．混合气的分布对点火后火核的形成和火焰发展有较大的影响，而由图10(c)可知，方案1、3和4火花塞附近混合气的当量比均较大，方案1在1.0左右，方案3和4则大于1.0，方案2仅为0.5左右，这将对点火之后的滞燃期和燃烧持续期有较大影响．
2.1.3　燃烧性能及热效率
为了研究不同喷孔个数及位置对火焰传播速度的影响，采用温度为1700K等值面表征火焰面，图11为-6° CA ATDC点火后不同时刻火焰面的变化情况．从开始点火到-5° CA ATDC时刻，方案1、3和4均形成了较为明显的火核，且火核大小呈现方案3大于方案4大于方案1的情况，而方案2在-4° CA ATDC时才形成了较小的火核．随着火焰的进一步发展可以看出其差异进一步加大，方案2仍然是分布范围最小的．但是方案4的火焰传播范围在5° CA ATDC左右超过了方案3，这是由于相对于方案3，方案4的混合气当量比在1.0左右的区域较大，在燃烧后期燃烧速度依然较快，而方案3在排气侧混合气当量比较低，因而燃烧后期速度有所减缓．由火焰传播结果再结合图8和图10可以看出，点火时刻缸内混合气分布对于燃烧性能的影响作用明显强于湍动能的作用．
图12为不同方案的指示热效率、CA50、滞燃期和燃烧持续期随点火时刻的变化．方案1的指示热效率在点火角为2° CA ATDC达到最大，为47.28%．而方案2、方案3和方案4的最高指示热效率分别为46.34%、46.78%和46.44%，方案1工况拥有最高的热效率．方案1～4工况下达到最佳热效率的CA50分别为8.91°、8.80°、6.81°和6.42° CA ATDC．在所研究的工况中，方案1的滞燃期为3.41°～3.71° CA，方案2为6.81°～7.01° CA，方案3为2.51°～3.71° CA，方案4为2.73°～2.93° CA．发现除了方案2滞燃期变化范围达到1.2° CA，其他工况的滞燃期变化均在0.3° CA以内，结合图10可知适当提高火花塞附近的当量比分布可以明显减小滞燃期．就燃烧持续期而言，方案1最短在7.7°～9.2° CA之间，而方案3最长在13.8°～15.61° CA之间．无论是滞燃期还是燃烧持续期，随点火提前角的变化波动都较小，这是由于此时火花塞附近的混合气当量比都处于0.5及以上范围，虽然随点火提前角的变化缸内压力和温度有所变化，但变化不大．此时缸内混合气的浓度分布是影响滞燃期和燃烧持续期的重要因素．因而合理组织混合气分布是提升燃烧性能的重要途径．为了进一步揭示偏置喷孔特别是偏置1孔具有最高热效率的内在原因，图12(c)给出了4种方案在最高热效率时燃烧冲程的气缸内壁面传热损失占燃料总能量比值．可以看出在最高热效率工况时，方案1的壁面传热损失为12.19%，明显低于其他3种方案．而方案2、方案3和方案4的壁面损失占比分别为13.62%、13.55%和13.53%．在进气压力相同，氢气喷射量也几乎相同，点火角相差不大的前提下，随壁面传热损失降低，热效率提高．进一步解释了1孔偏置喷嘴指示热效率最高的原因．
2.2　活塞顶部形状对于混合气形成和燃烧性能的影响
选取指示热效率最高的方案1继续研究活塞顶部形状对于缸内流场、混合气形成及燃烧性能的影响，具体组合形式为方案1(偏置1孔平顶活塞)和方案5(偏置1孔斜顶活塞)．
图13为两种不同方案缸内流场发展过程．由-180° CA ATDC时刻的流场可知，相比于方案1，方案5气缸下部的涡团低速区域更大，气缸顶部的低速区域也更大．这种差别随活塞的继续上行而减小，在-53.4° CA ATDC时刻两个方案的流场基本相同．开始喷氢1° CA后两种方案的流场差异仍然较小，但随着氢气喷射的进一步进行，发现缸内流场差异加大，在-40° CA ATDC时刻，方案5的缸内流场高速区域明显较小，在气缸内形成的顺时针涡团也较小．随着活塞的进一步上行，由于黏性耗散和流场挤压使得大涡团挤压破碎，缸内流场的速度和湍流强度也逐渐下降，使得在-6° CA ATDC时刻方案5的缸内速度小于方案1．
由两种方案的混合气当量比ϕ分布(图14和图15)可以看出，在喷射开始1° CA后，方案1和方案5的混合气分布基本没有差异．而在-50° CA ATDC时刻，方案5的氢气束开始与活塞顶面发生碰撞，在活塞的作用下两种方案开始产生较大差异，喷射结束时刻，方案5的氢气分布范围明显大于方案1．而由图15可以看出，随着活塞的继续上行，方案5的当量比较大的区域更小，缸内的混合气分布更加均匀，最终形成只在排气侧气缸底部混合气较浓的分布状态．而方案1由于活塞的作用明显小于方案5，混合气混合速度也明显小于方案5，当量比大于1.0的区域较大，形成了进气门侧和火花塞附近以及排气侧气缸底部的混合气较浓的分布状态．
图16为不同活塞顶部形状点火时刻为-6° CA ATDC的火焰发展情况．与方案1平顶活塞在点火后迅速形成火核不同，方案5工况在点火开始6° CA之后才形成了火核，在5° CA ATDC时刻方案1几乎已经完全燃烧时，方案5刚形成较大的火焰面向外传播．说明在此点火时刻下，方案5的滞燃期明显长于方案1，这也再次证明点火时刻火花塞附近的混合气当量比将显著影响火核的形成和燃烧稳定性以及燃烧相位，进而影响氢内燃机性能．
图17给出了两种方案的指示热效率、CA 50、滞燃期和燃烧持续期．方案1在点火时刻为2° CA ATDC时指示热效率达到最高为47.28%，而方案5在点火时刻为-12° CA ATDC时指示热效率最高，达到了47.95%，较方案1提高了0.67%．较改造前的原汽油机最高指示热效率(41.5%)提高了6.45%．方案5指示热效率提升有两方面原因，一方面是方案5较方案1燃烧阶段的壁面传热损失占比下降见图17(c)；另一方面，方案5燃烧持续期延长、放热率峰值下降及点火角提前，使得膨胀冲程缸内压力升高、做功能力上升见图17(d)．方案1的滞燃期在3.41°～3.71° CA之间，而方案5的滞燃期在11.92°～13.81° CA之间，明显长于方案1．对方案5而言其燃烧持续期也较长，在12.40°～13.52° CA之间，而方案1在7.79°～10.00° CA之间．造成以上现象的原因与点火时刻缸内混合气的分布状态有密切关系．从图15可以看出到达点火时刻-6° CA ATDC时，方案1的火花塞附近当量比较大，在1.0左右，而且缸内混合气当量比大的区域分布较广而且连续；而方案5火花塞附近的当量比为0.3左右，滞燃期对当量比较为敏感，尤其是在当量比为0.3的低浓度下，滞燃期较长．方案5缸内混合气当量比较大的区域集中在排气一侧的缸底，混合气的分布对着火和燃烧过程中的火焰传播具有很大影响，这一点从图16的火焰传播过程也能得到证明，方案1的着火更快，点燃后火焰传播也更快，燃烧更为集中．因此，方案1的滞燃期和燃烧持续期明显短于方案5，方案5点火提前角明显增加．
2.3　不同当量比下平顶与斜顶活塞对比
方案5中使用的斜顶活塞在指示热效率方面存在一定的优势，当量比为0.5时指示热效率达到了47.95%；但由于活塞顶部形状的变化，斜顶活塞与平顶活塞相比，最佳点火角提前了近10° CA．为了防止由于模拟误差造成的影响，图18为相同喷氢结束时刻方案1和方案5活塞顶部形状及不同当量比下的燃烧性能和NOx排放的比较．当量比为0.3和0.7的工况下方案5的点火角都较早，且不同的当量比下方案5的最高指示热效率都略高于方案1，当二者当量比为0.3时分别为49.22%和48.93%，当量比为0.7时分别为45.89%和45.37%，分别提高了0.29%和0.52%．两种方案下当量比为0.3工况的最高指示热效率对应的CA 50分别为6.02° CA ATDC和5.93° CA ATDC；当量比为0.7工况时分别为8.43° CA ATDC和7.01° CA ATDC．并且方案5的滞燃期和燃烧持续期都比相同当量比下方案1的长．
NOx是氢内燃机最重要的排放，而在当量比相同时，缸内温度越高NOx排放量越大，用温度超过2500K物质的最大质量分数(MMF)来表征高温物质占比，该参数更加具体地反映了缸内高温程度，而在当量比一定时高温是影响NOx生成的最主要因素，其与NOx的关系如图18(c)所示．在最佳点火角的前提下方案1和方案5在当量比为0.3时对应的MMF和NOx排放分别为4.26%和4.03g/(kW·h)、0%和0.27g/(kW·h)；在当量比为0.5时分别为29%和21.39g/(kW·h)、7.73%和10.69g/(kW·h)；在当量比为0.7时分别为52.2%和27.02g/(kW·h)、58.41%和31.04g/(kW·h)．综上可以看出，方案5的活塞顶部形状在当量比为0.3和0.5时，在热效率和排放都表现出了优势，尽管当量比为0.7的工况时方案5的NOx排放略高，其热效率仍表现出了一定的优势．
3　结论
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(1) 滞燃期的长短受点火时刻火花塞附近的混合气浓度影响较大；采用平顶活塞时，方案2点火时刻火花塞附近当量比最小在0.5，其他方案在1.0，致使方案2滞燃期增加至6.81°～7.01° CA，其他方案均小于4.0° CA；相同的当量比工况下采用方案5斜顶活塞时，使得点火时刻火花塞附近的当量比为0.3左右，滞燃期增加至11.92°～13.81° CA．
(2) 采用平顶活塞不同喷嘴方案可以改变混合气的分布，进而影响燃烧的速率和进程，使得壁面传热损失发生变化，方案1的壁面传热损失为12.19%，明显低于其他3种方案；而方案2、方案3和方案4热损失占比比较接近，分别为13.62%、13.55%和13.53%；最终导致方案1指示热效率最高，达到47.28%，方案2～4分别为46.34%、46.78%和46.44%．
(3) 采用方案1平顶活塞和方案5斜顶活塞及不同当量比下的研究发现，斜顶活塞可以更大程度上改变混合气的分布，从而降低燃烧过程中产生的高温物质占比，进而在降低NOx和提高指示热效率方面均展现出一定的优势；当量比为0.5时，指示热效率从方案1的47.28%提高至方案5的47.95%，NOx排放也从21.39g/(kW·h)下降至10.69g/(kW·h)；当量比为0.3时方案1和方案5的指示热效率分别为49.22%和48.93%，当量比为0.7时分别为45.89%和45.37%，分别提高了0.29%和0.52%．
综上所述，出于热效率和NOx排放的综合考虑，对于该氢内燃机应采用方案5的设计方案，即偏置1孔氢气喷嘴与倾斜的活塞顶部．
基金
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  • 国家自然科学基金资助项目(52373084)
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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.202503029
  • 接收时间：2024-09-19
  • 首发时间：2026-11-06
  • 出版时间：2025-05-25
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  • 收稿日期：2024-09-19
  • 修回日期：2024-12-22
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国家自然科学基金资助项目(52373084)
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    1.天津大学先进内燃动力全国重点实验室，天津 300350
    2.广州汽车集团股份有限公司汽车工程研究院，广州 511434

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高文志，博士，教授，.
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2种不同金属材料的力学参数
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species		 占总种数比例
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total species (%)		 属
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Number of
species		 占总种数比例
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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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