可变气门驱动直喷汽油机缸内气流运动及燃油雾化混合的试验研究
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摘要
为了使用三效催化转换器降低排放,目前量产的直喷汽油机主要采用当量比燃烧模式,此时汽油直喷系统仍采用节气门控制负荷,泵吸损失依然存在,所以与气道喷射汽油机相比,该种汽油直喷系统的燃油经济性并没有显著提高。
最近几年,可变气门驱动机构(VVA)技术的发展,使得泵吸损失明显减小成为可能,如果将其应用于当量比燃烧的直喷汽油机上,既可消除泵吸损失,降低发动机燃油消耗率,同时又可发挥直喷汽油机动力性等其它优势。由于机械式可变气门驱动机构的气门升程和正时是联动的,这必将使得发动机缸内流场明显不同,特别在低气门升程下,产生的高速气流对直喷汽油机的燃油雾化和混合产生直接影响。
设计改造了一光学汽油直喷发动机,试验中光学发动机由电机拖动,转速为960r/min,采用粒子图像测速(PIV)技术,使用最大升程分别为6.8mm、2.5mm、2.0mm和1.7mm的四种进气凸轮轴,研究了不同气门升程下缸内气体流动特性以及其对燃油雾化和混合的影响。
试验结果表明,直喷汽油机进气初期缸内呈现逆滚流,之后逆向滚流不能得以保持,缸内逐渐形成双涡结构;压缩冲程,进气门侧滚流不断受到挤压而衰减,速度场中可观测到一顺时针滚流形成的趋势。随着气门升程降低缸内平均速度减小,四种气门升程下滚流比差异不大。
缸内涡流在进气冲程呈现出双涡流特征,并在压缩冲程演变为大尺度涡流。随着气门升程降低,涡流运动逐渐加强,小气门升程下涡流比增大明显,压缩冲程末期气门升程为1.7mm时的涡流比是6.8mm时的3倍。
低通滤波分析发现湍流强度和湍动能随曲轴转角变化的趋势类似,都是在进气冲程随着曲轴转角增大而减小,在压缩冲程反而有逐渐增加的趋势。滚流测量面上,最大气门升程为6.8mm时的湍动能和湍流强度随曲轴转角变化不明显。气门升程为2.0 mm时变化最为突出,湍流强度的最大差值为3.3 m/s,湍动能最大差值为9 m2/s2。压缩冲程末期6.8mm升程的湍流强度和湍动能最大,分别为2.5 m/s和3.1 m2/s2,分别是1.7mm升程工况的1.7倍和3倍。涡流测量面上,四种气门升程下,在进气冲程湍流强度和湍动能的变化趋势非常相似;压缩冲程,随着气门升程的降低湍流强度和湍动能都增大。1.7mm升程的湍动能和湍流强度是6.8mm升程的2倍左右。
均匀混合直喷汽油机在进气冲程早期喷射燃油有更充裕的时间和空气混合,高的喷油压力使液滴粒径更小,贯穿距更短,燃油雾化混合更为彻底。燃油液滴和空气混合过程中的相互影响使缸内形成了正向大尺度滚流运动,增大了燃油和空气的接触面积;随着最大气门升程的降低,燃油雾化混合更为充分和迅速。分析其成因,主要是由于单一方向滚流的形成和小气门升程下强的涡流运动和湍流强度使燃油雾化混合更加彻底。
In order to use Three-Way Catalyst to meet the the stringent emissionregulations, at present the production of direct-injection gasoline engine is mainlyHm-DISI engines. However, in order to maintain equivalence ratio of combustion, thethrottle is still being adopted, pumping loss is still in force. Compared with PFI engine,the fuel economyof Hm DISI engine has not improved significantly.
In recent years, the development variable valve Actuation (VVA) technologycan reduce the pumping loss. If install VVAtechnology on Hm-DISI engine, not onlythe pumping loss can be eliminated and engine efficiency can be improved, but alsothe other advantages of direct injection gasoline engine can be preserved. But VVAcan influence the in-cylinder flow and oil atomization, especiallyat low valve lift.
Designed a optical gasoline direct injection engine. The engine is dragged by amotor, speed of 960r/min. Fuor intake camshaft that life is 6.8mm、2.5mm、2.0mm、and 1.7mm are respectively adopted. A cross-correlation digital particle imagevelocimetry (PIV) system has been developed and applied to study the in-cylinderflow and the atomization of fuel in a single-cylinder DISI engine with variable valvelift.
Study shows that during the intake stroke, in-cylinder formed a reverse tumbleat the initial intake.Then these two parts of flow generate two vortices in cylinder.Compression stroke, the tumble of intake valve side is compressed by piston. Then itwill disappear gradually. Velocity field can be observed the formation of a forwardtumble.The tumble ratio change is small as the maximum valve lift decreases.
In the intake stroke showing double-vortex characteristics, then it will become alarge-scale vortex in the compression stroke. With the lower valve lift, vortexmovement gradually strengthened, and under the small valve lift significantlyincreased the swirl ratio. The end of compression stroke 1.7mm valve lift swirl ratio is3 times of 6.8mm valve lift.
The analysis of low-pass filtering of turbulence intensity and turbulent kineticenergy with crank angle of the trend of change is similar in the intake stroke; however,as the crank angle decreased in the compression stroke, there is a growing trend.Tumble measurement surface, the turbulent kinetic energy and turbulent intensity ofthe 6.8mm valve lift did not change significantly with the crank angle. 2.0 mm valve lift has the most prominent change, turbulence intensity of the maximum differencefor the 3.3m/s, turbulent kinetic energy as the maximum difference 9 m2/s2. The endof compression stroke, the turbulence intensity and turbulent kinetic energy of6.8mm lift respectivelyis 2.5 m/s and 3.1 m2/s2, that are other working conditions 1.7times and 3 times. Swirl measurement surface, the intake stroke in the turbulenceintensity and turbulent kinetic energy of the four-valve lift is very similar to trends;compression stroke, with the valve lift of the lower turbulence intensity and turbulentkinetic energy are increased. The turbulent kinetic energy and turbulence intensity of1.7mm lift is 6.8mm lift about 2 times.
Hm-DISI engine in the early intake stroke injection, the fuel will have sufficienttime and air mixing, high injection pressure make the droplet size smaller, moreshort-distance cross-cutting, more thorough mixing of fuel atomization. Fuel and airmixture in the process of mutual influence in the compression stroke cylinder make alarge-scale tumble forward movement formation, increasing the fuel and air in contactarea; with the reduction of lift-valve, fuel atomization more fully and rapidly mixed.Because a large-scale tumble formed; and under small valve lift, the strong vortexmovement and turbulence intensityenable more thorough mixing of fuel atomization.
最近几年,可变气门驱动机构(VVA)技术的发展,使得泵吸损失明显减小成为可能,如果将其应用于当量比燃烧的直喷汽油机上,既可消除泵吸损失,降低发动机燃油消耗率,同时又可发挥直喷汽油机动力性等其它优势。由于机械式可变气门驱动机构的气门升程和正时是联动的,这必将使得发动机缸内流场明显不同,特别在低气门升程下,产生的高速气流对直喷汽油机的燃油雾化和混合产生直接影响。
设计改造了一光学汽油直喷发动机,试验中光学发动机由电机拖动,转速为960r/min,采用粒子图像测速(PIV)技术,使用最大升程分别为6.8mm、2.5mm、2.0mm和1.7mm的四种进气凸轮轴,研究了不同气门升程下缸内气体流动特性以及其对燃油雾化和混合的影响。
试验结果表明,直喷汽油机进气初期缸内呈现逆滚流,之后逆向滚流不能得以保持,缸内逐渐形成双涡结构;压缩冲程,进气门侧滚流不断受到挤压而衰减,速度场中可观测到一顺时针滚流形成的趋势。随着气门升程降低缸内平均速度减小,四种气门升程下滚流比差异不大。
缸内涡流在进气冲程呈现出双涡流特征,并在压缩冲程演变为大尺度涡流。随着气门升程降低,涡流运动逐渐加强,小气门升程下涡流比增大明显,压缩冲程末期气门升程为1.7mm时的涡流比是6.8mm时的3倍。
低通滤波分析发现湍流强度和湍动能随曲轴转角变化的趋势类似,都是在进气冲程随着曲轴转角增大而减小,在压缩冲程反而有逐渐增加的趋势。滚流测量面上,最大气门升程为6.8mm时的湍动能和湍流强度随曲轴转角变化不明显。气门升程为2.0 mm时变化最为突出,湍流强度的最大差值为3.3 m/s,湍动能最大差值为9 m2/s2。压缩冲程末期6.8mm升程的湍流强度和湍动能最大,分别为2.5 m/s和3.1 m2/s2,分别是1.7mm升程工况的1.7倍和3倍。涡流测量面上,四种气门升程下,在进气冲程湍流强度和湍动能的变化趋势非常相似;压缩冲程,随着气门升程的降低湍流强度和湍动能都增大。1.7mm升程的湍动能和湍流强度是6.8mm升程的2倍左右。
均匀混合直喷汽油机在进气冲程早期喷射燃油有更充裕的时间和空气混合,高的喷油压力使液滴粒径更小,贯穿距更短,燃油雾化混合更为彻底。燃油液滴和空气混合过程中的相互影响使缸内形成了正向大尺度滚流运动,增大了燃油和空气的接触面积;随着最大气门升程的降低,燃油雾化混合更为充分和迅速。分析其成因,主要是由于单一方向滚流的形成和小气门升程下强的涡流运动和湍流强度使燃油雾化混合更加彻底。
In order to use Three-Way Catalyst to meet the the stringent emissionregulations, at present the production of direct-injection gasoline engine is mainlyHm-DISI engines. However, in order to maintain equivalence ratio of combustion, thethrottle is still being adopted, pumping loss is still in force. Compared with PFI engine,the fuel economyof Hm DISI engine has not improved significantly.
In recent years, the development variable valve Actuation (VVA) technologycan reduce the pumping loss. If install VVAtechnology on Hm-DISI engine, not onlythe pumping loss can be eliminated and engine efficiency can be improved, but alsothe other advantages of direct injection gasoline engine can be preserved. But VVAcan influence the in-cylinder flow and oil atomization, especiallyat low valve lift.
Designed a optical gasoline direct injection engine. The engine is dragged by amotor, speed of 960r/min. Fuor intake camshaft that life is 6.8mm、2.5mm、2.0mm、and 1.7mm are respectively adopted. A cross-correlation digital particle imagevelocimetry (PIV) system has been developed and applied to study the in-cylinderflow and the atomization of fuel in a single-cylinder DISI engine with variable valvelift.
Study shows that during the intake stroke, in-cylinder formed a reverse tumbleat the initial intake.Then these two parts of flow generate two vortices in cylinder.Compression stroke, the tumble of intake valve side is compressed by piston. Then itwill disappear gradually. Velocity field can be observed the formation of a forwardtumble.The tumble ratio change is small as the maximum valve lift decreases.
In the intake stroke showing double-vortex characteristics, then it will become alarge-scale vortex in the compression stroke. With the lower valve lift, vortexmovement gradually strengthened, and under the small valve lift significantlyincreased the swirl ratio. The end of compression stroke 1.7mm valve lift swirl ratio is3 times of 6.8mm valve lift.
The analysis of low-pass filtering of turbulence intensity and turbulent kineticenergy with crank angle of the trend of change is similar in the intake stroke; however,as the crank angle decreased in the compression stroke, there is a growing trend.Tumble measurement surface, the turbulent kinetic energy and turbulent intensity ofthe 6.8mm valve lift did not change significantly with the crank angle. 2.0 mm valve lift has the most prominent change, turbulence intensity of the maximum differencefor the 3.3m/s, turbulent kinetic energy as the maximum difference 9 m2/s2. The endof compression stroke, the turbulence intensity and turbulent kinetic energy of6.8mm lift respectivelyis 2.5 m/s and 3.1 m2/s2, that are other working conditions 1.7times and 3 times. Swirl measurement surface, the intake stroke in the turbulenceintensity and turbulent kinetic energy of the four-valve lift is very similar to trends;compression stroke, with the valve lift of the lower turbulence intensity and turbulentkinetic energy are increased. The turbulent kinetic energy and turbulence intensity of1.7mm lift is 6.8mm lift about 2 times.
Hm-DISI engine in the early intake stroke injection, the fuel will have sufficienttime and air mixing, high injection pressure make the droplet size smaller, moreshort-distance cross-cutting, more thorough mixing of fuel atomization. Fuel and airmixture in the process of mutual influence in the compression stroke cylinder make alarge-scale tumble forward movement formation, increasing the fuel and air in contactarea; with the reduction of lift-valve, fuel atomization more fully and rapidly mixed.Because a large-scale tumble formed; and under small valve lift, the strong vortexmovement and turbulence intensityenable more thorough mixing of fuel atomization.
引文
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