带化油器和直喷二冲程发动机燃烧指标的比较

Q4 Engineering 内燃机学报 Pub Date : 2021-07-26 DOI:10.20998/0419-8719.2021.1.05
V. Korohodskyi
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The use of internal mixture formation and the organization of the combustion of SLFAC and SFAC made it possible to obtain values of ηi greater than with external mixture formation at all modes of the load characteristic. The maximum value of ηi for SLFAC is 0.5 at a load bmep = 0.2 MPa, for SFAC – 0.44 at bmep = 0.25 MPa and 0.3 at bmep = 0.36 MPa for an engine with a carburettor. Maximum combustion pressure (рz), pressure increase ratio (λ), preliminary expansion ratio (ρ), further expansion ratio (δ), combustion character indicator (m), maximum heat release rate (dx / dfi max), duration of combustion from TDC to point Z (φz), total duration of combustion (dφz); to construct the characteristics of changes in combustion indicators and to obtain empirical dependences depending on the engine load. An experimental-analytical research method is used, which provides for the determination of the nature and analysis of the course of the combustion process according to the combustion indicators established by the experimental indicator diagrams. The following results were obtained. The use of internal mixture formation and the organization of the combustion of SFAC and SLFAC made it possible to obtain ηi values greater than with external mixture formation at all modes of the load characteristic. The maximum value of ηi for SLFAC is 0.5 at a load ре = 0.2 MPa, for SFAC - 0.44 at ре = 0.25 MPa and 0.3 at ре = 0.36 MPa for an engine with a carburetor. The pressure in the cylinder with the piston position at TDC is on average 1.5 times higher for an engine with a carburetor, and the maximum combustion pressure рz is higher up to 11 % with the organization of SLFAC (the degree of pressure increase λ is reduced by 26 %) and 20-22 % higher than in the organization of SFAC (the value of λ is reduced by 31 %). An increase in the compression ratio ε by 26.4 % and a decrease in the degree of preliminary expansion ρ at SLFAC in comparison with SFAC made it possible to increase the degree of further expansion δ by an average of 30 % and by 43 % in comparison with the carburetor power system. When organizing SLFAC, the value of the indicator of the nature of combustion m is, on average, 1.4 times higher than that of an engine with a carburetor and 1.45 times higher relative to the organization of SFAC, at which the maximum rate of heat release dx / dfi max is up to 40 % higher than in the engine with carburetor. 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引用次数: 0

摘要

本文的研究对象是采用化油器供电系统(外部混合气形成)和燃油直喷系统(内部混合气形成)时火花点火的二冲程1D 8.7 / 8.2发动机的燃烧过程指标。内部混合气的形成保证了分层燃料-空气装药(SFAC)和分层稀薄燃料-空气装药(SLFAC)的组织。燃烧指标使您能够评估燃烧过程的性质。目的是确定在负载特征模式(n = 3,000 rpm)下,SFAC和SLFAC组织工作过程中,外部和内部混合形成的发动机燃烧指标变化的性质。需要解决的任务如下:利用内部混合形成和SLFAC和SFAC的燃烧组织,可以在负载特性的所有模式下获得大于外部混合形成的ηi值。SLFAC在负载bmep = 0.2 MPa时ηi最大值为0.5,SFAC在负载bmep = 0.25 MPa时ηi最大值为0.44,带化油器的发动机在负载bmep = 0.36 MPa时ηi最大值为0.3。最大燃烧压力(φz)、增压比(λ)、初膨胀比(ρ)、进一步膨胀比(δ)、燃烧特性指标(m)、最大放热率(dx / dfi max)、从止点到Z点的燃烧持续时间(φz)、总燃烧持续时间(dφz);构建燃烧指标变化的特征,并获得随发动机负荷变化的经验依赖关系。采用实验-分析研究方法,根据实验指标图确定的燃烧指标,确定燃烧过程的性质,分析燃烧过程的过程。得到了以下结果:利用SFAC和SLFAC的内部混合形成和燃烧组织使得在所有负载特性模式下获得大于外部混合形成的ηi值成为可能。对于带化油器的发动机,SLFAC在载荷为0.2 MPa时ηi最大值为0.5,SFAC在载荷为0.25 MPa时ηi最大值为0.44,在载荷为0.36 MPa时ηi最大值为0.3。带化油器的发动机,活塞在上止点处的缸内压力平均高出1.5倍,SLFAC组织比SFAC组织的最大燃烧压力提高11%(压力增加程度λ降低26%),最大燃烧压力提高20- 22% (λ值降低31%)。与SFAC相比,SLFAC的压缩比ε提高了26.4%,初膨胀度ρ降低了,这使得进一步膨胀度δ平均提高了30%,与化油器动力系统相比平均提高了43%。组织SLFAC时,燃烧性质指标m值平均比有化油器的发动机高1.4倍,比有SFAC的发动机高1.45倍,最大放热率dx / dfi max比有化油器的发动机高40%。SLFAC组织相对于外部混合物的形成减少了39%的燃烧时间,相对于SFAC组织减少了36%的燃烧时间。结论。所得结果的科学新颖性在于获得了负载特征模式(n = 3,000 rpm)下SFAC和SLFAC组织下外混合和内混合的1D 8.7 / 8.2发动机燃烧过程指标的数据和经验依赖关系。研究发现,最佳的技术、经济和环境指标对应于与SLFAC内部混合的组织。
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COMPARISON OF COMBUSTION INDICATORS OF TWO-STROKE ENGINES WITH A CARBURETOR AND DIRECT FUEL INJECTION
The subject matter of study in the article is the indicators of the combustion process of a two-stroke engine 1D 8.7 / 8.2 with spark ignition when using a carburetor power supply system (external mixture formation) and a direct fuel injection system (internal mixture formation). Internal mixture formation ensures the organization of a stratified fuel-air charge (SFAC) and a stratified lean fuel-air charge (SLFAC). Combustion indicators allow you to assess the nature of the combustion process. The goal is to determine the nature of the change in the combustion indicators of the engine with external and internal mixture formation during the organization of the working process with the SFAC and SLFAC at the load characteristic modes (n = 3,000 rpm). The tasks to be solved are as follows. The use of internal mixture formation and the organization of the combustion of SLFAC and SFAC made it possible to obtain values of ηi greater than with external mixture formation at all modes of the load characteristic. The maximum value of ηi for SLFAC is 0.5 at a load bmep = 0.2 MPa, for SFAC – 0.44 at bmep = 0.25 MPa and 0.3 at bmep = 0.36 MPa for an engine with a carburettor. Maximum combustion pressure (рz), pressure increase ratio (λ), preliminary expansion ratio (ρ), further expansion ratio (δ), combustion character indicator (m), maximum heat release rate (dx / dfi max), duration of combustion from TDC to point Z (φz), total duration of combustion (dφz); to construct the characteristics of changes in combustion indicators and to obtain empirical dependences depending on the engine load. An experimental-analytical research method is used, which provides for the determination of the nature and analysis of the course of the combustion process according to the combustion indicators established by the experimental indicator diagrams. The following results were obtained. The use of internal mixture formation and the organization of the combustion of SFAC and SLFAC made it possible to obtain ηi values greater than with external mixture formation at all modes of the load characteristic. The maximum value of ηi for SLFAC is 0.5 at a load ре = 0.2 MPa, for SFAC - 0.44 at ре = 0.25 MPa and 0.3 at ре = 0.36 MPa for an engine with a carburetor. The pressure in the cylinder with the piston position at TDC is on average 1.5 times higher for an engine with a carburetor, and the maximum combustion pressure рz is higher up to 11 % with the organization of SLFAC (the degree of pressure increase λ is reduced by 26 %) and 20-22 % higher than in the organization of SFAC (the value of λ is reduced by 31 %). An increase in the compression ratio ε by 26.4 % and a decrease in the degree of preliminary expansion ρ at SLFAC in comparison with SFAC made it possible to increase the degree of further expansion δ by an average of 30 % and by 43 % in comparison with the carburetor power system. When organizing SLFAC, the value of the indicator of the nature of combustion m is, on average, 1.4 times higher than that of an engine with a carburetor and 1.45 times higher relative to the organization of SFAC, at which the maximum rate of heat release dx / dfi max is up to 40 % higher than in the engine with carburetor. The SLFAC organization allowed reduce the combustion duration by 39 % relative to external mixture formation and by 36 % relative to the SFAC organization. Conclusions. The scientific novelty of the results obtained consists in obtaining data and empirical dependences of the indicators of the combustion process of the 1D 8.7 / 8.2 engine with external and internal mixture formation with the organization of SFAC and SLFAC at load characteristic modes (n = 3,000 rpm). It was found that the best technical, economic and environmental indicators correspond to the organization of internal mixing with SLFAC.
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内燃机学报
内燃机学报 Engineering-Mechanical Engineering
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