The classification of gasoline/diesel dual-fuel combustion based on the heat release rate shapes and its application in a light-duty single-cylinder engine
The classification of gasoline/diesel dual-fuel combustion based on the heat release rate shapes and its application in a light-duty single-cylinder engine
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基于放热率形状的汽柴油双燃料燃烧分类及其在轻型单缸发动机中的应用
DOI：
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发表时间：
2018
影响因子：
2.5
通讯作者：
Yohan Chi
中科院分区：
文献类型：
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作者：
Jeongwoo Lee;Sanghyun Chu;Jaegu Kang;K. Min;Hyunsung Jung;Hyounghyoun Kim;Yohan Chi
本研究主要分两个部分进行分析：汽、柴油双燃料燃烧的特性及其在高热效率、低排放条件下的增负荷应用。所有的实验都是使用排量为395 cc的单缸压燃式发动机完成的。第一部分根据燃烧放热率的形状将双燃料燃烧模式分为三种情况。柴油机在1500 r/min转速下，每循环低热值为580 J，喷油正时从上止点前开始，曲轴转角为6 ° ~ 46 °，以低热值为基准，汽油馏分为70%。在这些模式中，有两种合适的双燃料燃烧模式用于预混压缩点火。第一种合适的模式示出了热释放速率的多个峰值（模式2），第二种合适的模式示出了具有“钟形”热释放速率的单个峰值（模式3）。这两种双燃料燃烧类型显示出高达46%的高总指示热效率。在第一部分研究结果的基础上，考虑到高热效率和高负荷工况，对双燃料预混压燃燃烧的实际应用进行了研究。在1500 r/min/总平均指示压力为6.5 bar时，采用双燃料预混压燃燃烧模式3获得了总指示热效率的48%。这种模式是典型的“反应性控制的压缩点火”，而氮氧化物和颗粒物排放满足EURO-6法规（分别为0.21 g/kW h和2.8 mg/m3）。此外，通过调整双燃料预混压燃燃烧模式2，在2000 r/min/总平均指示有效压力14 bar条件下获得了较高的热效率（45%）和较低的最大压力上升率、NOx（氮氧化物）和颗粒物排放。因此，本研究有助于了解和实际应用的双燃料燃烧的轻型压燃发动机。
In this research, there are two major sections for analysis: the characteristics of gasoline and diesel dual-fuel combustion and their application to operating load extension with high thermal efficiency and low emissions. All the experiments were completed using a single-cylinder compression ignition engine with 395 cc displacement. In the first section, the dual-fuel combustion modes were classified into three cases by their heat release rate shapes. Staying at 1500 r/min with a total value of 580 J of low heat for each cycle condition, the diesel injection timing was varied from before top dead center with a 6–46 °crank angle with 70% of gasoline fraction based on the low heating value. Among the modes were two suitable dual-fuel combustion modes for a premixed compression ignition. The first suitable mode shows multiple peaks in the heat release rate (mode 2) and the second suitable mode shows a single peak with a “bell-shaped” heat release rate (mode 3). These two dual-fuel combustion types showed a high gross indicated thermal efficiency of up to 46%. Based on the results in the first section, the practical application of dual-fuel premixed compression ignition combustion was investigated considering a high thermal efficiency and a high-load condition. At a 1500 r/min/gross indicated mean effective pressure of 6.5 bar, 48% of the gross indicated thermal efficiency was obtained by using dual-fuel premixed compression ignition combustion mode 3. This mode was typical of a “reactivity controlled compression ignition,” while the nitrogen oxides and the particulate matter emissions satisfied the EURO-6 regulation (0.21 g/kW h and 2.8 mg/m3, respectively). In addition, a high thermal efficiency (45%) with low maximum pressure rise rate, NOx (nitrogen oxides), and particulate matter emissions was obtained at 2000 r/min/gross indicated mean effective pressure 14 bar condition by the adjustment of dual-fuel premixed compression ignition combustion mode 2. As a result, this research contributes to the understanding and practical application of dual-fuel combustion for a light-duty compression ignition engine.