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Article(id=1157001742891176184, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1157001741804855503, articleNumber=null, orderNo=null, doi=10.19562/j.chinasae.qcgc.2024.09.011, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1710000000000, receivedDateStr=2024-03-10, revisedDate=1713456000000, revisedDateStr=2024-04-19, acceptedDate=null, acceptedDateStr=null, onlineDate=1753780311557, onlineDateStr=2025-07-29, pubDate=1727193600000, pubDateStr=2024-09-25, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1753780311557, onlineIssueDateStr=2025-07-29, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1753780311557, creator=13701087609, updateTime=1753780311557, updator=13701087609, issue=Issue{id=1157001741804855503, tenantId=1146029695717560320, journalId=1146120084050784272, year='2024', volume='46', issue='9', pageStart='1537', pageEnd='1722', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=0, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1753780311297, creator=13701087609, updateTime=1756792455058, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1169635588480184833, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1157001741804855503, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1169635588480184834, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1157001741804855503, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=1633, endPage=1642, ext={EN=ArticleExt(id=1157001743897809151, articleId=1157001742891176184, tenantId=1146029695717560320, journalId=1146120084050784272, language=EN, title=Study on the Influence of Passive Pre-chamber Combustion Strategy on In-cylinder Combustion and Emission Characteristics of Gasoline Engines, columnId=null, journalTitle=Automotive Engineering, columnName=null, runingTitle=null, highlight=null, articleAbstract=

As global emission regulations and energy-saving policies become increasingly stringent， gasoline engines are facing significant challenges. The urgent technical challenge is to achieve high efficiency and ultra-low emission of gasoline engines. The pre-chamber turbulent jet ignition is one of the most promising technologies for improving the thermal efficiency of gasoline engines and reducing pollutant emission. In this paper， the influence of lean combustion limit expansion and ignition timing on the optimization of thermal efficiency is investigated systematically through three-dimensional flow simulation analysis coupled with a detailed chemical reaction mechanism. The results show that the passive pre-chamber can effectively expand the lean combustion limit， improve the thermal efficiency and reduce the pollutant emission of the engine in comparison with the spark ignition. At an excess air factor of 1.5， the maximum indicated thermal efficiency is 47.24%， which is 11.89% higher than that of the original engine， with the NO x and Soot reduced by 29.27% and 98.76%， respectively.

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随着全球排放法规和节能政策日趋严格，汽油机面临巨大挑战，如何实现汽油机高效超低排放成为当前迫切需要解决的技术难题。预燃室湍流射流点火是提高汽油机热效率和降低污染物排放最有前景的技术之一。本文通过耦合详细化学反应机理的三维流动仿真分析，系统研究了稀薄燃烧极限拓展和点火正时对热效率的影响。研究结果表明，被动预燃室相较于火花点火可以有效拓展稀燃极限，提高发动机热效率和降低污染物排放。在过量空气系数为1.5时，最高指示热效率为47.24%，相较于原机提高了11.89%；NO x 和Soot较原机也相应减少29.27%和98.76%。

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康哲，副教授，博士，E-mail：。
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参数 数值
缸径×行程/mm 75×93.13
连杆长度/mm 142
排量/L 1.6
压缩比 11.2
燃料供给方式 进气道喷射
进气方式 自然吸气
转速/（r·min-1） 2 000
负荷/% 100
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汽油机的型号及主要运行参数

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参数 数值
缸径×行程/mm 75×93.13
连杆长度/mm 142
排量/L 1.6
压缩比 11.2
燃料供给方式 进气道喷射
进气方式 自然吸气
转速/（r·min-1） 2 000
负荷/% 100
), ArticleFig(id=1157002025050394775, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1157001742891176184, language=EN, label=null, caption=null, figureFileSmall=null, figureFileBig=null, tableContent=
名称 模型
湍流模型 RNG k- ε两方程模型
燃烧模型 SAGE详细化学动力学模型
喷雾破碎模型 RT-KH破碎模型
碰撞模型 NTC模型
蒸发模型 Frossling模型
碳烟模型 Hiroyasu经验模型
氮氧化物模型 Extended Zeldovich模型
), ArticleFig(id=1157002025146863769, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1157001742891176184, language=CN, label=表2, caption=

数值模型的选取

, figureFileSmall=null, figureFileBig=null, tableContent=
名称 模型
湍流模型 RNG k- ε两方程模型
燃烧模型 SAGE详细化学动力学模型
喷雾破碎模型 RT-KH破碎模型
碰撞模型 NTC模型
蒸发模型 Frossling模型
碳烟模型 Hiroyasu经验模型
氮氧化物模型 Extended Zeldovich模型
), ArticleFig(id=1157002025201389726, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1157001742891176184, language=EN, label=null, caption=null, figureFileSmall=null, figureFileBig=null, tableContent=
参数 数值
燃料 汽油（#92）
点火正时/（°CA） -10、-8、-6、-4、4.8（原机）
过量空气系数 1.0（原机）、1.0-1.6（被动预燃室）
负荷/% 100
点火方式 火花点火（原机）、被动预燃室
), ArticleFig(id=1157002025260109985, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1157001742891176184, language=CN, label=表3, caption=

仿真条件

, figureFileSmall=null, figureFileBig=null, tableContent=
参数 数值
燃料 汽油（#92）
点火正时/（°CA） -10、-8、-6、-4、4.8（原机）
过量空气系数 1.0（原机）、1.0-1.6（被动预燃室）
负荷/% 100
点火方式 火花点火（原机）、被动预燃室
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被动预燃室燃烧策略对汽油机缸内燃烧及排放特性的影响研究
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吕阳 1, 2 , 冯上司 3 , 雒晶 1, 2 , 李兰 4 , 康哲 1, 2
汽车工程 | 2024,46(9): 1633-1642
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汽车工程 | 2024, 46(9): 1633-1642
被动预燃室燃烧策略对汽油机缸内燃烧及排放特性的影响研究
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吕阳1, 2, 冯上司3, 雒晶1, 2, 李兰4, 康哲1, 2
作者信息
  • 1. 重庆大学机械与运载工程学院，重庆 400044
  • 2. 重庆大学，高端装备机械传动全国重点实验室，重庆 400044
  • 3. 重庆长安汽车股份有限公司新动力研究院，重庆 400023
  • 4. 招商局检测车辆技术研究院有限公司，重庆 404100

通讯作者:

康哲，副教授，博士，E-mail：。
Study on the Influence of Passive Pre-chamber Combustion Strategy on In-cylinder Combustion and Emission Characteristics of Gasoline Engines
Lü Yang1, 2, Shangsi Feng3, Jing Luo1, 2, Lan Li4, Zhe Kang1, 2
Affiliations
  • 1. School of Mechanical and Vehicle Engineering，Chongqing University，Chongqing 400044
  • 2. Chongqing University，State Key Laboratory of Mechanical Transmission for Advanced Equipment，Chongqing 400044
  • 3. New Power Research Institute of Chongqing Changan Automobile Co. ，Ltd. ，Chongqing 400023
  • 4. China Merchants Testing Vehicle Technology Research Institute Co. ，Ltd. ，Chongqing 404100
出版时间: 2024-09-25 doi: 10.19562/j.chinasae.qcgc.2024.09.011
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摘要
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随着全球排放法规和节能政策日趋严格，汽油机面临巨大挑战，如何实现汽油机高效超低排放成为当前迫切需要解决的技术难题。预燃室湍流射流点火是提高汽油机热效率和降低污染物排放最有前景的技术之一。本文通过耦合详细化学反应机理的三维流动仿真分析，系统研究了稀薄燃烧极限拓展和点火正时对热效率的影响。研究结果表明，被动预燃室相较于火花点火可以有效拓展稀燃极限，提高发动机热效率和降低污染物排放。在过量空气系数为1.5时，最高指示热效率为47.24%，相较于原机提高了11.89%；NO x 和Soot较原机也相应减少29.27%和98.76%。

汽油机  /  被动预燃室  /  燃烧策略  /  缸内燃烧  /  排放特性

As global emission regulations and energy-saving policies become increasingly stringent， gasoline engines are facing significant challenges. The urgent technical challenge is to achieve high efficiency and ultra-low emission of gasoline engines. The pre-chamber turbulent jet ignition is one of the most promising technologies for improving the thermal efficiency of gasoline engines and reducing pollutant emission. In this paper， the influence of lean combustion limit expansion and ignition timing on the optimization of thermal efficiency is investigated systematically through three-dimensional flow simulation analysis coupled with a detailed chemical reaction mechanism. The results show that the passive pre-chamber can effectively expand the lean combustion limit， improve the thermal efficiency and reduce the pollutant emission of the engine in comparison with the spark ignition. At an excess air factor of 1.5， the maximum indicated thermal efficiency is 47.24%， which is 11.89% higher than that of the original engine， with the NO x and Soot reduced by 29.27% and 98.76%， respectively.

gasoline engine  /  passive pre-chamber  /  combustion strategy  /  in-cylinder combustion  /  emission characteristics
吕阳, 冯上司, 雒晶, 李兰, 康哲. 被动预燃室燃烧策略对汽油机缸内燃烧及排放特性的影响研究. 汽车工程, 2024 , 46 (9) : 1633 -1642 . DOI: 10.19562/j.chinasae.qcgc.2024.09.011
Lü Yang, Shangsi Feng, Jing Luo, Lan Li, Zhe Kang. Study on the Influence of Passive Pre-chamber Combustion Strategy on In-cylinder Combustion and Emission Characteristics of Gasoline Engines[J]. Automotive Engineering, 2024 , 46 (9) : 1633 -1642 . DOI: 10.19562/j.chinasae.qcgc.2024.09.011
正文
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前言
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近年，随着全球各国家对车辆温室气体和污染物排放法规的日趋严格，提高能源效率和控制污染物排放成为迫切需要解决的问题。目前，量产汽油机的最高热效率为41%~45%［1-3］，未来45%及更高热效率必将成为汽油机所追求的目标。在此过程中，轻型车辆的动力系统也经历着巨大的变化，从纯热机转向电气化程度更高的混合动力。因此，混动专用汽油机的节能减排技术成为各国学术和工业界研究的焦点［4-6］。根据混合动力专用发动机技术发展路线［7］，稀薄燃烧技术是实现未来超高效低排放汽油机最具潜力的技术方案之一。
稀薄燃烧［8-9］通过减少壁面热损失、增加工质比热比以及减少部分负荷下的泵气损失以实现效率提升。但是，其着火特性差的特点，导致部分工况会发生燃烧不充分甚至失火的情况，从而大大降低热效率以及导致排放恶化。因此，为了优化稀薄燃烧点火过程产生稳定火核，常采用的点火方式主要有多点点火［10］、高能点火［11］和预燃室射流点火［12］。而预燃室射流点火又是近年的研究热点，其不仅可以有效增加点火能量，还具有增强缸内湍流强度的作用，这也是其他点火方式所不具备的。
基于Bychkov等［13］提出的火焰经障碍物加速机理，经过障碍物后火焰的速度会增加 5～8 倍。预燃室射流点火首先引燃预燃室空腔内的高温、高压混合气，然后预燃室内的混合气燃烧后经被动预燃室的小孔传播到主燃烧室时可形成高速射流火焰及自由基射流。同时形成的射流火焰可作为分散式的能量源点燃主燃室内的混合气，从而有效提高湍流强度和燃烧速率。另一方面，预燃室内未燃中间产物也可加快燃烧进程。预燃室射流点火分为主动式和被动式，其主要区别是主动式预燃室需要一套单独的供油机构。这也是限制主动预燃室在现有内燃机广泛应用的一个主要原因。而被动预燃室结构简单，且无须改造现有的内燃机本体结构，短期内拥有较好的应用前景。
国内外高校（天津大学［14-16］、巴斯大学［17］和密歇根州立大学［18-19］等）、主机厂（丰田［20］、大众［21］和福特［22］等）以及零部件公司（IAV［23］、Mahle［24-27］和FEV［28］等）都对预燃室点火系统有所研究。邓俊等［29］将高能点火和被动预燃室两者结合，使稀燃极限扩展到了1.5~1.6之间，并在当量比工况下，实现热效率相对提升高达17.9%。吴坚等［30］探究了主动预燃室稀燃极限，最高可达过量空气系数为2.1、指示热效率为48%以及氮氧化物排放为58×10-6。Duan等［31］在怠速工况对比了被动预燃室和火花点火的差异。得到预燃室点火将燃烧阶段提前了7.1°CA、有效燃油消耗降低24 g/（kW·h）以及最大压升率增加了0.09 MPa/（°）CA。陈泓等［32］研究发现预燃室射流点火在中等负荷具有更低的油耗和更高的热效率，但在低负荷及高负荷，油耗和热效率会恶化。Jamrozik等［33］和Bunce等［34］的研究表明，预燃室喷孔直径较小会导致主燃烧室中的湍流强度较高，但孔口太小会导致主燃烧室中的射流受阻和失火。Antolini等［35］使用高速相机观察到预燃室孔径为1.2 mm时的滞燃期最短，其次是1.5 mm，最后是1.0 mm。
目前，众多机构针对被动预燃室技术开展了深入研究，主要集中在被动预燃室的点火、燃烧机理，以及被动预燃室结构参数对发动机性能和排放的影响机制等方面。但基于混动专用汽油机稀薄燃烧拓展及效率优化方面的研究鲜有报道，有待进一步深入。基于上述背景，本研究基于耦合详细化学动力学机理的三维流动仿真分析，以一台量产混动专用汽油机为研究对象，系统研究了被动预燃室在稀薄燃烧极限拓展方面的潜力，进一步明晰了点火正时对稀薄燃烧效率优化过程的影响机制，为混动专用汽油机稀薄燃烧及被动预燃室点火技术应用提供理论指导与基础研究数据。
1 汽油机数值模型搭建与验证
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1.1 研究对象
本文的研究对象是某量产汽油机，采用自然吸气和进气道燃油喷射（port fuel injection， PFI），其主要技术参数见表1。
1.2 数值模型
图1所示为本文所使用的几何模型，按照CFD仿真需求将三维模型划分为4个区域以及16个边界。
基于上述模型进行网格无关性验证，结果如图2所示，2和4 mm之间缸内压力仅相差0.04 MPa，而2和8 mm差异为0.17 MPa，因此以满足计算精度为前提而减少计算成本，所以选取4 mm为基础网格尺寸。同时，在火花塞点火、进排气、喷油和燃烧等区域应用局部网格加密来满足更高的计算精度要求，局部加密方式包括边界加密、固定区域加密和自适应加密。
本文仿真所用到的数值模型主要包括湍流、燃烧、喷雾、排放等，各模型选取方案见表2。
1.3 模型验证
为了验证模型和边界条件参数设置的准确性，在2 000 r·min-1的全负荷工况下，将数值模拟计算结果与试验结果进行对比分析，由于试验数据为汽油机在压缩比10下获取，故在标定过程中将三维模型的压缩比调整为10进行验证。对比结果如图3所示，试验获取的缸内压力和放热率曲线与相应CFD模拟计算结果曲线基本吻合，试验的最大缸内爆发压力为3.81 MPa，模拟计算结果缸内最大爆发压力为3.84 MPa，相对误差为0.79 %；模拟放热率峰值为63.13 J/（°CA），比试验数据高2.23 J/（°CA），相对误差为3.66 %。对比结果表明该数值模型能够准确模拟原机在上述工况下的实际工作过程。
1.4 研究方法
本文采用控制变量法，以效率优化为主要目标，研究预燃室燃烧策略中过量空气系数和点火正时对汽油机燃烧特性和排放的影响。根据上述研究方法，基于表3展示的仿真条件，计算分析燃烧策略对主燃烧室和预燃室燃烧过程的影响，寻找最优燃烧策略。
2 结果与分析
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2.1 过量空气系数对缸内燃烧及排放的影响
在探究过量空气系数对发动机的影响时，采用了4.8°CA ATDC的点火正时，与原机（火花点火方式）相同，从而尽可能减少不同变量对试验结果的影响。
2.1.1 过量空气系数对燃烧过程的影响
图4为不同过量空气系数条件下主燃烧室压力的变化。由图可知，随着过量空气系数从1.0增大到1.5，缸内最高爆发压力逐渐降低，对应相位推迟，缸内最高爆发压力由6.13降至2.27 MPa，累积下降62.97%；峰值相位从21.98推迟至34.00°CA。过量空气系数1.5时，缸内燃烧压力为2.27 MPa，低于其压缩过程压力2.49 MPa，说明缸内燃烧过程热量释放过于缓慢。当过量空气系数继续增大至1.6时，缸内未出现第2个燃烧压力峰，此时缸内混合气过于稀薄，导致缸内燃烧速度大幅下降，等容度急剧降低。
图5为不同过量空气系数下主燃烧室放热率变化。由图可知，放热率主要有两方面的变化：一方面，随着过量空气系数增加，燃烧起始相位持续推迟，最大推迟角为3.5°CA，这是因为过量空气系数的增加导致混合气不易被点燃，火焰传播速度下降，射流火焰喷射时间延迟；另一方面，过量空气系数为1.0的放热率曲线波动较大，20°CA时燃烧速率出现了突变，说明此时缸内燃烧速度过快，导致缸内压力震荡和波动加剧，由于发生时刻为燃烧后期，未产生缸内压力高频震荡的爆震现象，随过量空气系数增大，这种情况逐渐减缓直至消失；过量空气系数从1.0增大至1.5时，放热率峰值从187.93降至30.39 J/（°CA），峰值相位由20.47推迟至31.30°CA。
图6为不同过量空气系数下主燃烧室温度云图。随着过量空气系数增加，燃烧过程呈现两种明显变化。首先，主燃烧室燃烧火焰温度显著下降，在20°CA时，过量空气系数为1.0和1.5的火焰温度分别为2 600和2 100 K，火焰温度下降了500 K；其次，火焰传播速度严重减缓，在15°CA时，过量空气系数为1.0的主燃烧室内出现5束射流火焰，而过量空气系数为1.4的主燃烧室燃烧还未开始，这与其放热率起始相位对应。此外，过量空气系数为1.0的缸内燃烧过程在25°CA前已完成，而过量空气系数为1.5的缸内燃烧在35°CA时还有大面积未燃区域。这是因为过量空气系数增大，混合气燃烧化学反应速率降低，从而导致火焰传播速度下降。同时，随着混合气稀薄程度增加，其绝热指数增大，相同温升吸收热量更多，使得缸内燃烧温度显著降低。
图7展示了不同过量空气系数下主燃烧室燃烧相位和燃烧持续期的变化。与过量空气系数1.0相比，过量空气系数1.5的CA10和CA50分别后移6.3和15.76°CA，两者相差2.5倍，说明CA50对过量空气系数更加敏感。此外，随着过量空气系数增大，燃烧持续期也变长，其延长趋势呈现先慢后快的特点。当过量空气系数从1.0增加到1.2时，燃烧持续期由7.4延长至11°CA，而过量空气系数从1.3增加到1.5时，燃烧持续期由16.63迅速增加至37.48°CA，是初始值7.4°CA的5倍。其中，过量空气系数1.3的燃烧持续期与原机接近，略短0.17°CA，这表明了被动预燃室点火方式能在稀薄混合气下实现同火花点火相同的燃烧速度。由图8所示的不同过量空气系数下预燃室燃料充量可知，过量空气系数增大，压缩行程进入被动预燃室的燃料充量减少，射流火焰能量降低，更少活性成分进入主燃烧室，再加上混合气稀释后着火特性弱化，使得燃烧过程显著延长。
2.1.2 过量空气系数对做功能力与指示热效率的影响
图9为不同过量空气系数下IMEP。可以发现，过量空气系数从1.0增大至1.5时，IMEP由1.2降至0.766 MPa，降幅达36.16%，说明混动专用汽油机在稀薄工况下的大负荷极限收缩。但是，由于增加被动预燃室，在过量空气系数为1.0时，IMEP较原机火花点火增加了0.064 MPa。
图10为不同过量空气系数下指示热效率的变化曲线。可以看出：过量空气系数增大，指示热效率先增后降，这是因为缸内工质的绝热指数增加，提高指示热效率，但燃烧持续期不断延长，削减了绝热指数增大带来的增益；在过量空气系数为1.2时，指示热效率达到峰值为41.17%，与过量空气系数为1.0的37.29%指示热效率相比，累积提升3.88%，相比原机的35.36%，提升5.81%。
2.1.3 过量空气系数对排放特性的影响
图11为不同过量空气系数下NO x 和Soot的变化。随着过量空气系数增加，NO x 呈现先增后减的变化趋势，与传统SI汽油机相似，在过量空气系数超过1.4之后，NO x 明显降至200×10-6，主要是因为稀薄混合气燃烧温度显著下降。Soot先迅速减少后缓慢回升，在过量空气系数1.0增大至1.1时，Soot从0.01锐减至8.00×10-4 mg。产生如此大的差异是因为过量空气系数为1.1的缸内混合气中的氧含量过剩，缸内混合气缺氧情况基本消除，Soot的前躯体生成量降低，随后，由于缸内燃烧温度持续降低，Soot氧化过程受到抑制，Soot出现小幅度回升。
2.2 点火正时对缸内燃烧及排放特性的影响
2.2.1 点火正时对燃烧过程的影响
由上文可知，被动预燃室能够稳定点燃的稀薄混合气过量空气系数极限为1.5，但其4.8°CA点火正时相对靠后，无法充分挖掘稀燃工况下被动预燃室燃烧策略的潜力，所以下文将在过量空气系数为1.5的工况下开展点火正时提前对燃烧和排放特性的影响的仿真研究，来探索稀燃工况下指示热效率极限。
图12为过量空气系数1.5下点火正时对主燃烧室压力和放热率的影响。点火正时提前，缸内最大爆发压力明显升高，放热率峰值增大，点火正时从4.8前移至-10°CA过程中，缸内最大爆发压力从2.27增大为5.52 MPa，提升143.17%，对应相位从33.9前移14.55至19.35°CA；放热率峰值从28.59增至70 J/（°CA），其相位由31.22提前至14.40°CA，原本缓慢的缸内燃烧速度显著加快，这是因为点火正时提前，燃烧过程前移，燃烧过程缸内容积更小，燃烧等容度增大。示功图的变化如图13所示。随着点火正时提前，示功图的面积先增后减，点火正时-8°CA的示功图面积最大。这是由于缸内最大爆发压力在增大的同时做功行程中后期缸内压力随之降低引起的，点火正时从-8提前至-10°CA，缸内最大爆发压力增加0.26 MPa，相位提前1.25°CA，而缸内容积为0.12 L时做功行程主燃烧室压力降低0.05 MPa，发动机做功能力下降。
图14为过量空气系数1.5下点火正时对燃烧相位及持续期的影响，随着点火正时提前，燃烧相位前移，燃烧持续期变短，CA10和CA50从20.8和34.36°CA分别前移至7.02和13.83°CA，燃烧持续期由37.48缩至11.89°CA。同时，还发现点火正时从-4前移到-10°CA时，CA10-CA50仅缩短0.94°CA，而燃烧持续期减少2.6°CA。这表明点火正时提前对燃烧过程的CA50-CA90阶段的燃烧速度影响更大。
图15为过量空气系数1.5下不同点火正时主燃烧室内的温度云图。随着点火正时提前，射流火焰进入主燃烧室时刻提前，火焰传播速度加快，燃烧过程大幅前移，缸内燃烧温度显著升高；-8°CA点火正时下15°CA缸内已燃区面积与4.8°CA下35°CA已燃区面积相当，其已燃区平均温度由1 826升高至2 277 K，这与燃烧质心CA50前移20.53°CA对应。分析认为，点火正时提前，点火时被动预燃室的压力和温度均有改善，燃烧速度加快，射流火焰更早进入主燃烧室，此时缸内压力更高，这虽然会降低射流火焰的喷射速度，但高背压有利于射流火焰在主燃烧室内的快速发展，燃烧放热更集中，促进火焰温度升高，在缸内燃烧正常之后，点火正时的提前对燃烧过程的影响在减弱，燃烧速度可能主要取决于混合气的燃烧化学反应。与此同时，发现稀薄燃烧下已燃区的温度会随着燃烧的结束随之快速降低，这与图6中过量空气系数1.0时已燃区温度会维持10°CA左右而降低有明显差别，已燃区高温持续时间的减少会同时降低热损失和NO x 排放。
2.2.2 点火正时对做功能力与指示热效率的影响
图16为过量空气系数1.5下点火正时对IMEP的影响。由图可知，随着点火正时前移，IMEP先增后减，-8°CA点火正时IMEP最大为0.966 MPa，与过量空气系数为1.0和原机的IMEP相比，降幅为19.5%和14.96%。虽然提前点火正时可以使发动机的做功能力和大负荷极限都获得改善，但稀燃条件还是极大地限制了大负荷极限。
过量空气系数1.5下点火正时对指示热效率的影响如图17所示，点火正时向前移动，指示热效率先增后减，在-8°CA点火正时工况下，指示热效率最大为47.24%，相比于4.8°CA点火正时工况的37.48%指示热效率，提高9.76%，较原机的35.36%指示热效率，增加11.88%，表明被动预燃室点火策略在稀燃条件下具备大幅改善指示热效率的能力。
2.2.3 点火正时对排放特性的影响
图18为在过量空气系数为1.5下点火正时前移对NO x 和Soot的影响。可以明显地观察到，随点火正时前移，NO x 逐渐增加，增加幅度明显，从4.8°CA点火正时的18.65×10-6增加至-10°CA点火正时的305.52×10-6，这是由于缸内燃烧温度回升，但与原机相比，依然降低了70.25×10-6，降幅为18.69%，由上文可知，此时缸内最高燃烧温度为2 277 K，远低于原机的2 506 K，并且高温持续时间缩短。随着点火正时提前，Soot先快后慢地降低，这是因为缸内温度的升高促进Soot的氧化，-8°CA点火正时时取得最小值为3.04×10-4 mg，与原机相比，Soot排放大幅降低。
3 结论
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本文开展了稀燃条件下被动预燃室燃烧策略的研究，通过增加过量空气系数来探究了被动预燃室的稀燃极限，并在过量空气系数1.5条件下，提前点火正时，进行了被动预燃室燃烧策略对混动专用汽油机燃烧及排放的影响仿真研究分析，主要结论如下。
（1）随着过量空气系数增大，燃烧速度减慢，过量空气系数从1.0增加到1.5， CA10和CA50分别从14.5、18.6°CA推迟至20.8、34.36°CA；燃烧持续期由7.4延长至37.48°CA，主燃烧室缸内最大爆发压力从6.13显著降为2.27 MPa。过量空气系数继续增大至1.6时，缸内燃烧接近失火。
（2）在过量空气系数为1.5稀燃工况下，将4.8°CA点火正时向前调整，CA10和CA50随之前移，燃烧持续期缩短至11.89°CA，指示热效率先升后降。-8°CA点火正时的最佳指示热效率为47.24%，相比于当量比下被动预燃室点火和火花点火分别提升了9.95%和11.89%。
（3）在最高指示热效率47.24%的工况点，NO x 、Soot分别为265.79×10-6和3.04×10-4
mg，相比于原机的375.77×10-6、2.46×10-2mg，NO x 和Soot相应减少29.27%和98.76%。
基金
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  • 国家自然科学基金(52002043)
  • 重庆市技术创新与应用发展专项重点项目(CSTB2022TIAD-KPX0044)
  • 中央高校基本科研业务费专项(2022CDJDX-004)
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2024年第46卷第9期
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doi: 10.19562/j.chinasae.qcgc.2024.09.011
  • 接收时间：2024-03-10
  • 首发时间：2025-07-29
  • 出版时间：2024-09-25
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  • 收稿日期：2024-03-10
  • 修回日期：2024-04-19
基金
国家自然科学基金(52002043)
重庆市技术创新与应用发展专项重点项目(CSTB2022TIAD-KPX0044)
中央高校基本科研业务费专项(2022CDJDX-004)
作者信息
    1. 重庆大学机械与运载工程学院，重庆 400044
    2. 重庆大学，高端装备机械传动全国重点实验室，重庆 400044
    3. 重庆长安汽车股份有限公司新动力研究院，重庆 400023
    4. 招商局检测车辆技术研究院有限公司，重庆 404100

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康哲，副教授，博士，E-mail：。
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https://castjournals.cast.org.cn/joweb/qcygc/CN/10.19562/j.chinasae.qcgc.2024.09.011
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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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