两级增压系统参数选择以及对燃烧过程的影响研究
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摘要
面对严格的排放法规和石油资源不可再生的现实，低温燃烧概念作为最具潜力的高效清洁燃烧模式备受重视。本文以两级增压系统为研究核心，以节能减排为目标，通过数值模拟和试验相结合的方式，在柴油机全工况范围内，对两级增压器参数优化匹配过程和控制调节方法进行了深入研究，最终实现了对燃烧过程的优化。
两级增压器参数优化匹配计算过程主要分为两部分：(1)在无增压器MAP时，本文利用JTK估算模型对两级增压器的进气流量、增压压力、涡轮流通截面等关键匹配参数进行估算。同时，通过推导两级增压系统压气机和涡轮能量平衡关系式，总结出一种两级增压器关键参数优选方法，并提出两级增压器增压比和膨胀比最优分配原则（①两级增压比相等原则；②两级涡轮耗能最小原则）。之后以低速满负荷工况点为匹配基准，确定两级涡轮几何流通截面的优选原则，并以此提供增压器选型。(2)增压系统选型后，本文建立了混合燃烧系统热力学模型，并以提高柴油机各工况热效率为目标，深入分析喷油定时、喷油量、EGR率、采用不同EGR系统、进气门关闭时刻（IVCT）、旁通阀和背压阀开度对两级增压系统运行规律的影响，提出两级增压器在各工况的优化调节方法，为后续具体试验工作时，优化燃烧方案提供了思路和依据。
在柴油机高速工况，本文对比开启涡端和压端旁通阀两种“放气”方式。由计算和试验结果表明，将进气压力放气至相等的情况下，采用涡端放气时，涡前压力更低，排气与进气之间压力差值更小，柴油机有效热效率更高。
要在全工况范围内实现高效清洁燃烧过程，优化协调喷油策略与增压技术、IVCA技术、EGR技术，合理组织缸内状态参数是其关键。经试验证明，保持喷油策略和EGR率不变的情况下，使用IVCA机构之后，能降低进气流量，这将有助于减小涡前压力。通过调整进气门晚关机构与两级增压系统匹配关系，能实现降低NOx和Soot排放和提高热效率的目标。同时，通过对比LP-EGR系统和HP-EGR系统对增压系统运行规律的影响，得出结论，在相同EGR率条件下，对比两种EGR系统，NOx排放几乎相等。然而Soot排放在不同转速时，展示出不同的规律。合理选择EGR回路与增压系统的优化匹配，是实现高效清洁燃烧的可靠保障。
Due to the increasingly strict emissions regulations and shortage of petroleum,low temperature combustion mode has drawn much attention from scientists as apromising high efficiency and clean combustion mode. In order to improve theefficiency and reduce emissions of two stage turbocharged diesel engines, bothoptimizing process and control method of two stage turbocharging system parametersare investigated during full range working conditions of diesel engine by applyingboth simulation and experimental study in this dissertation whose core content is twostage turbocharging system.
The computation and optimization of two stage turbocharging system parametersmainly include two parts:(1) In the absence of turbocharger MAP, key parameterssuch as the intake air flow rate, boosting pressure and turbine‘s flow section area ofthe two stage turbines are estimated by applying the JTK model. Meanwhile, bydeducing the compressor and turbine energy equilibrium equation, the method tooptimize key parameters is developed. Furthermore, the principle to choose optimizedcompression ratio and expansion ratio is proposed, which is based on the identicalcompression ratio between two stages and turbines energy consumption lowestprinciple. Based on low speed full load condition, two stage turbocharger flow areageometry is optimized. The turbochargers are selected based on this principle.(2)Based on the selected turbocharging system, a combustion system thermodynamicmodel is set up. In order to improve the thermal efficiency of different operatingconditions of diesel engine, the impact of injection timing, amount of fuel injected,EGR ratio, EGR system, intake valve closing timing (IVCT), and the opening ofbypass valve and backpressure valve on the two stage turbocharging system areanalyzed. The optimization method for two stage turbocharging system is proposed,which can provide foundation for further work.
The difference between the turbine bypass valve―release‖method andcompressor bypass valve―release‖method when the engine is running at high speedis compared in this dissertation. Simulation and experimental results show that whenintake pressure keeps constant, the turbine bypass valve―release‖method can achievehigher thermal efficiency. This is because lower backpressure and smallerintake/exhaust pressure difference is achieved.
The key to achieve high efficiency and clean combustion during full range ofengine operating conditions is to coordinate and optimize the injection strategy,boosting, IVCA, EGR and other cylinder parameters. The experiments show that airintake flow and backpressure can be reduced with the same injection strategy andEGR ratio by applying IVCA. Both NOx and soot emissions can be reduced with animproved thermal efficiency by optimize the matching between IVCA and two stageturbocharging system. The impact of LP-EGR and HP-EGR on the operating behaviorof boosting system is also compared. With the same EGR ratio, similar NOxemissions are achieved. However, soot emissions are different during different enginespeeds. High efficiency and clean combustion can be achieved by choosing the properEGR loop and boosting system.
两级增压器参数优化匹配计算过程主要分为两部分：(1)在无增压器MAP时，本文利用JTK估算模型对两级增压器的进气流量、增压压力、涡轮流通截面等关键匹配参数进行估算。同时，通过推导两级增压系统压气机和涡轮能量平衡关系式，总结出一种两级增压器关键参数优选方法，并提出两级增压器增压比和膨胀比最优分配原则（①两级增压比相等原则；②两级涡轮耗能最小原则）。之后以低速满负荷工况点为匹配基准，确定两级涡轮几何流通截面的优选原则，并以此提供增压器选型。(2)增压系统选型后，本文建立了混合燃烧系统热力学模型，并以提高柴油机各工况热效率为目标，深入分析喷油定时、喷油量、EGR率、采用不同EGR系统、进气门关闭时刻（IVCT）、旁通阀和背压阀开度对两级增压系统运行规律的影响，提出两级增压器在各工况的优化调节方法，为后续具体试验工作时，优化燃烧方案提供了思路和依据。
在柴油机高速工况，本文对比开启涡端和压端旁通阀两种“放气”方式。由计算和试验结果表明，将进气压力放气至相等的情况下，采用涡端放气时，涡前压力更低，排气与进气之间压力差值更小，柴油机有效热效率更高。
要在全工况范围内实现高效清洁燃烧过程，优化协调喷油策略与增压技术、IVCA技术、EGR技术，合理组织缸内状态参数是其关键。经试验证明，保持喷油策略和EGR率不变的情况下，使用IVCA机构之后，能降低进气流量，这将有助于减小涡前压力。通过调整进气门晚关机构与两级增压系统匹配关系，能实现降低NOx和Soot排放和提高热效率的目标。同时，通过对比LP-EGR系统和HP-EGR系统对增压系统运行规律的影响，得出结论，在相同EGR率条件下，对比两种EGR系统，NOx排放几乎相等。然而Soot排放在不同转速时，展示出不同的规律。合理选择EGR回路与增压系统的优化匹配，是实现高效清洁燃烧的可靠保障。
Due to the increasingly strict emissions regulations and shortage of petroleum,low temperature combustion mode has drawn much attention from scientists as apromising high efficiency and clean combustion mode. In order to improve theefficiency and reduce emissions of two stage turbocharged diesel engines, bothoptimizing process and control method of two stage turbocharging system parametersare investigated during full range working conditions of diesel engine by applyingboth simulation and experimental study in this dissertation whose core content is twostage turbocharging system.
The computation and optimization of two stage turbocharging system parametersmainly include two parts:(1) In the absence of turbocharger MAP, key parameterssuch as the intake air flow rate, boosting pressure and turbine‘s flow section area ofthe two stage turbines are estimated by applying the JTK model. Meanwhile, bydeducing the compressor and turbine energy equilibrium equation, the method tooptimize key parameters is developed. Furthermore, the principle to choose optimizedcompression ratio and expansion ratio is proposed, which is based on the identicalcompression ratio between two stages and turbines energy consumption lowestprinciple. Based on low speed full load condition, two stage turbocharger flow areageometry is optimized. The turbochargers are selected based on this principle.(2)Based on the selected turbocharging system, a combustion system thermodynamicmodel is set up. In order to improve the thermal efficiency of different operatingconditions of diesel engine, the impact of injection timing, amount of fuel injected,EGR ratio, EGR system, intake valve closing timing (IVCT), and the opening ofbypass valve and backpressure valve on the two stage turbocharging system areanalyzed. The optimization method for two stage turbocharging system is proposed,which can provide foundation for further work.
The difference between the turbine bypass valve―release‖method andcompressor bypass valve―release‖method when the engine is running at high speedis compared in this dissertation. Simulation and experimental results show that whenintake pressure keeps constant, the turbine bypass valve―release‖method can achievehigher thermal efficiency. This is because lower backpressure and smallerintake/exhaust pressure difference is achieved.
The key to achieve high efficiency and clean combustion during full range ofengine operating conditions is to coordinate and optimize the injection strategy,boosting, IVCA, EGR and other cylinder parameters. The experiments show that airintake flow and backpressure can be reduced with the same injection strategy andEGR ratio by applying IVCA. Both NOx and soot emissions can be reduced with animproved thermal efficiency by optimize the matching between IVCA and two stageturbocharging system. The impact of LP-EGR and HP-EGR on the operating behaviorof boosting system is also compared. With the same EGR ratio, similar NOxemissions are achieved. However, soot emissions are different during different enginespeeds. High efficiency and clean combustion can be achieved by choosing the properEGR loop and boosting system.
引文
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