柴油准均质混合气制备及燃烧的试验研究
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摘要
内燃机的发展面临着能源供给和环境保护的双重挑战,均质压燃燃烧能突破传统柴油机燃烧PM和NOX排放的最低极限,且具有较高的热效率,已成为一项非常有吸引力的技术。而柴油燃料蒸馏温度高,均质混合气制备是实现柴油均质压燃燃烧的关键和难点。围绕均质混合气制备问题,本文对燃料油膜蒸发特性和柴油喷雾热碰壁过程进行了基础试验研究;根据两者的研究结果,利用喷雾热碰壁方法成功制备柴油准均质混合气,并实现了缸外预混合和缸内早喷的柴油均质压燃燃烧;本文还研究了高喷射压力下的柴油喷雾静电荷电雾化技术,探索了改善柴油雾化质量的其它途径。
采用热重分析法定量分析加热速率、油膜厚度和气氛流量等参数对柴油油膜蒸发过程的影响。与石油产品馏程测定法和文献所用典型油膜蒸发试验装置相比,燃料在热重分析仪中所处的状态和环境比较接近内燃机中燃料油膜的实际情况,油膜质量和温度变化可同时精确测量和记录,气氛流量也可精确控制,因此采用热重分析法来研究燃料油膜蒸发过程具有较大的优越性,尤其便于研究油膜蒸发与壁面温度的相关性。研究发现,在快速蒸发过程中,燃料油膜的蒸发并不严格按照各组分的沸点高低而依次进行,高沸点组分将在未达到其沸点之前挥发完毕;对0#柴油,若壁面温度达到250℃,油膜即可充分蒸发;提高加热速率可显著缩短油膜蒸发时间,但对蒸发终点的温度影响不大;减小油膜厚度也能缩短油膜蒸发时间,但与提高加热速率相比,效果不明显;气氛流量的微小变化也能对油膜蒸发产生明显影响。
设计了一套柴油喷雾热碰壁试验系统,并采用高速摄影技术研究了壁面温度、壁面加热功率等对常压环境下柴油喷雾撞击高温金属壁面过程的影响。研究发现,高温壁面的热辐射能够促进着壁前喷雾前锋的雾化和蒸发;当壁面温度超过200℃后,撞壁柴油喷雾开始明显雾化,喷雾投影面积大幅度增加;当壁面温度处于260~360℃范围时,随壁面温度升高,喷雾投影面积变化不大,但喷雾内部浓度分布更加均匀;当壁面温度超过360℃后,喷雾投影面积开始减小,但喷雾内部浓度分布也比较均匀。壁面加热功率主要通过改变壁面温度来影响撞壁燃油的雾化。柴油喷雾热碰壁过程的基础研究为设计发动机试验用喷雾热碰壁装置提供了直接的参考数据。
设计了喷雾热碰壁装置,并实现缸外预混合的柴油均质压燃燃烧,还研究了外部冷却废气再循环(EGR)、进气加热等的影响。本文设计的喷雾热碰壁装置结构非常紧凑,可方便地安装在进气道入口处;该装置仅加热金属壁面,当供电功率为600W时,热壁面温度可在4分钟左右达到250℃,并顺利起动发动机;进气气流经过热壁面后仅升高40℃左右,不会明显增加发动机热负荷。研究发现,喷雾热碰壁后可形成准均质混合气,限制该系统均质压燃燃烧范围的主要因素是颗粒物(PM)排放。在不采取其它措施的情况下,壁面温度为370℃时,在发动机转速700~1000r/min,λ=4~5的运转范围内可实现柴油均质压燃燃烧。引入外部冷却再循环废气后,本文系统均质压燃燃烧的大负荷边界可拓宽至λ≤2.6。进气加热可将本文系统均质压燃燃烧的小负荷边界拓宽至λ≥6.8。
采用柴油喷雾热碰壁的方法,促进缸内早喷燃油的雾化和蒸发,实现均质压燃燃烧,并研究压缩比和供油提前角等对燃烧和排放的影响。本文设计了一种气隙隔热活塞,从而提高活塞顶局部的壁面温度,并减小喷孔锥角,实现了缸内早喷燃油的热碰壁。采用气隙隔热活塞后,早喷燃油的雾化质量得到改善,可在λ=5.5~7.5(发动机转速600r/min)范围内实现均质压燃燃烧。压缩比提高将使两阶段的放热都提前,减少PM、碳氢化合物(HC)和一氧化碳(CO)排放,但导致氮氧化合物(NOX)排放急剧增加;若推迟供油时刻,第一阶段放热的起始时刻基本不变,放热率峰值下降,第二阶段放热的起始时刻提前,放热率峰值升高。推迟供油时刻还将使缸内燃烧模式逐渐由HCCI燃烧向传统柴油机的喷雾扩散燃烧过渡,HC和CO排放明显降低,NOX排放急剧增加。
在实际应用的燃油系统上实现高喷射压力下的柴油荷电雾化,对采用静电荷电技术来改善柴油雾化质量进行探索性研究。以Rayleigh极限为基础,建立柴油液滴荷电破碎的临界荷质比模型,从理论上得到临界荷质比为10-6~10-4库仑/克(C/g)。本文设计的高压喷射荷电器可实现峰值喷射压力达45~67MPa条件下的柴油荷电雾化,燃油雾化质量有所改善。但是,由于瞬时柴油流量大,燃油与电极接触时间短等原因,荷质比还比较低。
The development of internal combustion engine has to be faced with the huge stress of energy and environment protection. HCCI (Homogeneous Charge Compression Ignition) combustion could break through the low PM and NOX limit of conventional diesel engines, so it has become an attractive technology for diesel engines. But diesel fuel has high distillation temperatures, diesel homogeneous charge preparation is one of the key challenges for diesel HCCI. Focused on diesel homogeneous charge preparation, the fuel film evaporation characteristics and spray hot-impingement process were experimentally investigated. Based on the results of the above experiments, diesel quasi-homogeneous charge was prepared by spray hot-impingement, premixed HCCI and early direct-injection HCCI were fulfilled. Electrostatic charging atomization of diesel spray was also investigated to explore another diesel atomization technology.
By employing TGA (Thermogravimetric analysis), the effects of heating rate, fuel film thickness and environmental flux were investigated. Compared with petrochemical distillation measurement method and apparatus developed in papers, states of fuel film in TG analyzer are closer to the fuel film existing conditions in internal combustion engines, film mass and temperature could be simultaneously precisely measured and recorded, the environmental flux also could be precisely controlled. Hence, TGA has more advantages in fuel film evaporation investigation, and TGA is especially suitable to study the relationship between the wall temperature and the film evaporation. It was revealed that, the evaporation sequence could not be strictly divided by the boiling points of each component for multi-component dissolved mixture during a quick evaporation process, and the heavier components could vaporize before reaching their boiling points. Films of 0# diesel fuel would fully evaporate when film temperature was beyond 250℃. The increase of heating rate would shorten fuel film evaporation time distinctly, but the end-point temperatures were scarcely affected. The thinner initial film thickness would result in a lower temperature for the same evaporated ratios. The slight change of environmental flux would evidently affect fuel film evaporation process.
A diesel spray hot-impingement experimental system was set up, and the effects of wall temperature and heating power on the behavior of impinging spray were investigated at atmospheric pressure by employing high-speed camera video. It was found that, the thermal radiation of hot metal board could accelerate the atomization and evaporation of the spray front before impingement. When the wall temperature was higher than 200℃, the atomization of impinging spray became evident, the spray projection area began to hugely increase. When the wall temperature was at 260~360℃, the spray projection area changed a little, but spray uniformity could improve with wall temperature increase. If the wall temperature exceeded 360℃, the spray projection area would decrease dramatically with wall temperature increase, but spray uniformity would be further improved. The effect of wall heating power was displayed by the change of wall temperature. This experiment supplied reference data for the following design of spray hot-impingement apparatus used in engine tests.
By employing the spray hot-impingement apparatus designed in this paper, premixed diesel HCCI was fulfilled, and the effects of cooled external EGR, and intake heating were investigated. This apparatus is compact and can be fixed at the inlet of intake port. Only the metal wall of the equipment was heated, and it could be heated to be 250°C with about 4 minutes (power supply is 600 W, no air flow), then the engine could be started. The intake mixture temperature was only about 40°C higher than that of the intake air before the equipment, so the heat load of the engine would not be improved distinctly. It was revealed that the fuel-air mixture made by spray hot-impingement was quasi-homogeneous, and the limit of HCCI combustion was PM emission. Without other means, HCCI combustion run in the range ofλ=4 ~ 5 at the engine speed of 700 ~ 1000 r/min, when the hot surface temperature was about 370°C. Cooled external EGR could extend the high load limit of this system toλ≤2.6. Intake heating could extend the low load limit toλ≥6.8.
By employing the spray hot-impingement method, the atomization and evaporation of early direct-injection fuel would be promoted, then the early direct-injection diesel HCCI could be realized. The effects of compression ratio and fuel supply advance angle were evaluated. An air-gap-insulted piston was designed, and the nozzle hole cone angle was reduced. So wall temperature of certain part on the piston top was improved, and spray hot-impingement would also be realized. The atomization and evaporation of early direct-injection fuel were improve by hot-impingement, and the engine could run atλ=5.5~7.5 (600r/min) with HCCI combustion. When compression ratio was increased, the two heat release phases all advanced. HC, CO and exhaust opacity were reduced, but NOX emission increased dramatically. If fuel supply timing was retarded, peak value of the first heat release phase would decrease with nearly unchanged combustion timing, and peak value of the second heat release phase would be increased with the advanced combustion timing. Along with the fuel supply delay, the in-cylinder combustion mode would be gradually transferred from HCCI to conventional spray diffusion combustion , so HC and CO emissions could effectively reduce, but NOX would increase sharply.
The diesel electrostatic charging atomization was realized under high injection pressure on an applied fuel supply system, and this technology was employed to improve the diesel atomization. The model of break-up critical charge mass ratio for diesel droplet was constituted based on Rayleigh model, and the critical charge mass ratio was deduced to be 10-6~10-4C/g. In this paper, the designed high-pressure injection charger could realize the electrostatic atomization under the maximum injection pressure of 45~67MPa, and the atomization was improved after electrostatic charging. But the obtained charge mass ratio was relatively low.
采用热重分析法定量分析加热速率、油膜厚度和气氛流量等参数对柴油油膜蒸发过程的影响。与石油产品馏程测定法和文献所用典型油膜蒸发试验装置相比,燃料在热重分析仪中所处的状态和环境比较接近内燃机中燃料油膜的实际情况,油膜质量和温度变化可同时精确测量和记录,气氛流量也可精确控制,因此采用热重分析法来研究燃料油膜蒸发过程具有较大的优越性,尤其便于研究油膜蒸发与壁面温度的相关性。研究发现,在快速蒸发过程中,燃料油膜的蒸发并不严格按照各组分的沸点高低而依次进行,高沸点组分将在未达到其沸点之前挥发完毕;对0#柴油,若壁面温度达到250℃,油膜即可充分蒸发;提高加热速率可显著缩短油膜蒸发时间,但对蒸发终点的温度影响不大;减小油膜厚度也能缩短油膜蒸发时间,但与提高加热速率相比,效果不明显;气氛流量的微小变化也能对油膜蒸发产生明显影响。
设计了一套柴油喷雾热碰壁试验系统,并采用高速摄影技术研究了壁面温度、壁面加热功率等对常压环境下柴油喷雾撞击高温金属壁面过程的影响。研究发现,高温壁面的热辐射能够促进着壁前喷雾前锋的雾化和蒸发;当壁面温度超过200℃后,撞壁柴油喷雾开始明显雾化,喷雾投影面积大幅度增加;当壁面温度处于260~360℃范围时,随壁面温度升高,喷雾投影面积变化不大,但喷雾内部浓度分布更加均匀;当壁面温度超过360℃后,喷雾投影面积开始减小,但喷雾内部浓度分布也比较均匀。壁面加热功率主要通过改变壁面温度来影响撞壁燃油的雾化。柴油喷雾热碰壁过程的基础研究为设计发动机试验用喷雾热碰壁装置提供了直接的参考数据。
设计了喷雾热碰壁装置,并实现缸外预混合的柴油均质压燃燃烧,还研究了外部冷却废气再循环(EGR)、进气加热等的影响。本文设计的喷雾热碰壁装置结构非常紧凑,可方便地安装在进气道入口处;该装置仅加热金属壁面,当供电功率为600W时,热壁面温度可在4分钟左右达到250℃,并顺利起动发动机;进气气流经过热壁面后仅升高40℃左右,不会明显增加发动机热负荷。研究发现,喷雾热碰壁后可形成准均质混合气,限制该系统均质压燃燃烧范围的主要因素是颗粒物(PM)排放。在不采取其它措施的情况下,壁面温度为370℃时,在发动机转速700~1000r/min,λ=4~5的运转范围内可实现柴油均质压燃燃烧。引入外部冷却再循环废气后,本文系统均质压燃燃烧的大负荷边界可拓宽至λ≤2.6。进气加热可将本文系统均质压燃燃烧的小负荷边界拓宽至λ≥6.8。
采用柴油喷雾热碰壁的方法,促进缸内早喷燃油的雾化和蒸发,实现均质压燃燃烧,并研究压缩比和供油提前角等对燃烧和排放的影响。本文设计了一种气隙隔热活塞,从而提高活塞顶局部的壁面温度,并减小喷孔锥角,实现了缸内早喷燃油的热碰壁。采用气隙隔热活塞后,早喷燃油的雾化质量得到改善,可在λ=5.5~7.5(发动机转速600r/min)范围内实现均质压燃燃烧。压缩比提高将使两阶段的放热都提前,减少PM、碳氢化合物(HC)和一氧化碳(CO)排放,但导致氮氧化合物(NOX)排放急剧增加;若推迟供油时刻,第一阶段放热的起始时刻基本不变,放热率峰值下降,第二阶段放热的起始时刻提前,放热率峰值升高。推迟供油时刻还将使缸内燃烧模式逐渐由HCCI燃烧向传统柴油机的喷雾扩散燃烧过渡,HC和CO排放明显降低,NOX排放急剧增加。
在实际应用的燃油系统上实现高喷射压力下的柴油荷电雾化,对采用静电荷电技术来改善柴油雾化质量进行探索性研究。以Rayleigh极限为基础,建立柴油液滴荷电破碎的临界荷质比模型,从理论上得到临界荷质比为10-6~10-4库仑/克(C/g)。本文设计的高压喷射荷电器可实现峰值喷射压力达45~67MPa条件下的柴油荷电雾化,燃油雾化质量有所改善。但是,由于瞬时柴油流量大,燃油与电极接触时间短等原因,荷质比还比较低。
The development of internal combustion engine has to be faced with the huge stress of energy and environment protection. HCCI (Homogeneous Charge Compression Ignition) combustion could break through the low PM and NOX limit of conventional diesel engines, so it has become an attractive technology for diesel engines. But diesel fuel has high distillation temperatures, diesel homogeneous charge preparation is one of the key challenges for diesel HCCI. Focused on diesel homogeneous charge preparation, the fuel film evaporation characteristics and spray hot-impingement process were experimentally investigated. Based on the results of the above experiments, diesel quasi-homogeneous charge was prepared by spray hot-impingement, premixed HCCI and early direct-injection HCCI were fulfilled. Electrostatic charging atomization of diesel spray was also investigated to explore another diesel atomization technology.
By employing TGA (Thermogravimetric analysis), the effects of heating rate, fuel film thickness and environmental flux were investigated. Compared with petrochemical distillation measurement method and apparatus developed in papers, states of fuel film in TG analyzer are closer to the fuel film existing conditions in internal combustion engines, film mass and temperature could be simultaneously precisely measured and recorded, the environmental flux also could be precisely controlled. Hence, TGA has more advantages in fuel film evaporation investigation, and TGA is especially suitable to study the relationship between the wall temperature and the film evaporation. It was revealed that, the evaporation sequence could not be strictly divided by the boiling points of each component for multi-component dissolved mixture during a quick evaporation process, and the heavier components could vaporize before reaching their boiling points. Films of 0# diesel fuel would fully evaporate when film temperature was beyond 250℃. The increase of heating rate would shorten fuel film evaporation time distinctly, but the end-point temperatures were scarcely affected. The thinner initial film thickness would result in a lower temperature for the same evaporated ratios. The slight change of environmental flux would evidently affect fuel film evaporation process.
A diesel spray hot-impingement experimental system was set up, and the effects of wall temperature and heating power on the behavior of impinging spray were investigated at atmospheric pressure by employing high-speed camera video. It was found that, the thermal radiation of hot metal board could accelerate the atomization and evaporation of the spray front before impingement. When the wall temperature was higher than 200℃, the atomization of impinging spray became evident, the spray projection area began to hugely increase. When the wall temperature was at 260~360℃, the spray projection area changed a little, but spray uniformity could improve with wall temperature increase. If the wall temperature exceeded 360℃, the spray projection area would decrease dramatically with wall temperature increase, but spray uniformity would be further improved. The effect of wall heating power was displayed by the change of wall temperature. This experiment supplied reference data for the following design of spray hot-impingement apparatus used in engine tests.
By employing the spray hot-impingement apparatus designed in this paper, premixed diesel HCCI was fulfilled, and the effects of cooled external EGR, and intake heating were investigated. This apparatus is compact and can be fixed at the inlet of intake port. Only the metal wall of the equipment was heated, and it could be heated to be 250°C with about 4 minutes (power supply is 600 W, no air flow), then the engine could be started. The intake mixture temperature was only about 40°C higher than that of the intake air before the equipment, so the heat load of the engine would not be improved distinctly. It was revealed that the fuel-air mixture made by spray hot-impingement was quasi-homogeneous, and the limit of HCCI combustion was PM emission. Without other means, HCCI combustion run in the range ofλ=4 ~ 5 at the engine speed of 700 ~ 1000 r/min, when the hot surface temperature was about 370°C. Cooled external EGR could extend the high load limit of this system toλ≤2.6. Intake heating could extend the low load limit toλ≥6.8.
By employing the spray hot-impingement method, the atomization and evaporation of early direct-injection fuel would be promoted, then the early direct-injection diesel HCCI could be realized. The effects of compression ratio and fuel supply advance angle were evaluated. An air-gap-insulted piston was designed, and the nozzle hole cone angle was reduced. So wall temperature of certain part on the piston top was improved, and spray hot-impingement would also be realized. The atomization and evaporation of early direct-injection fuel were improve by hot-impingement, and the engine could run atλ=5.5~7.5 (600r/min) with HCCI combustion. When compression ratio was increased, the two heat release phases all advanced. HC, CO and exhaust opacity were reduced, but NOX emission increased dramatically. If fuel supply timing was retarded, peak value of the first heat release phase would decrease with nearly unchanged combustion timing, and peak value of the second heat release phase would be increased with the advanced combustion timing. Along with the fuel supply delay, the in-cylinder combustion mode would be gradually transferred from HCCI to conventional spray diffusion combustion , so HC and CO emissions could effectively reduce, but NOX would increase sharply.
The diesel electrostatic charging atomization was realized under high injection pressure on an applied fuel supply system, and this technology was employed to improve the diesel atomization. The model of break-up critical charge mass ratio for diesel droplet was constituted based on Rayleigh model, and the critical charge mass ratio was deduced to be 10-6~10-4C/g. In this paper, the designed high-pressure injection charger could realize the electrostatic atomization under the maximum injection pressure of 45~67MPa, and the atomization was improved after electrostatic charging. But the obtained charge mass ratio was relatively low.
引文
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