基于DoE方法的二冲程点燃式煤油发动机爆震试验

刘锐; 黄开胜; 谯渊; 季昊成; 吴昊

doi:10.13224/j.cnki.jasp.20220146

基于DoE方法的二冲程点燃式煤油发动机爆震试验

doi: 10.13224/j.cnki.jasp.20220146

刘锐^{1, 2,},
黄开胜^1,*, ,,
谯渊¹,
季昊成²,
吴昊³

1.
清华大学汽车节能与安全国家重点实验室，北京 100084
2.
南京工业大学机械与动力工程学院，南京 211816
3.
南京长空科技有限公司，南京 211106

基金项目: 内燃机燃烧学国家重点实验室开放基金（K2020-05）；国家自然科学基金（51865031）；江苏省高等学校自然科学研究项目（20KJB470014）

详细信息

作者简介:
刘锐（1987-），男，讲师，博士，主要从事内燃机仿真与控制研究。E-mail：timliu@njtech.edu.cn

通讯作者:
黄开胜（1970-），男，副研究员，博士，主要从事新型动力系统研究。E-mail：huangks@tsinghua.edu.cn

中图分类号: V234
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出版历程
- 收稿日期: 2022-03-22
- 网络出版日期: 2023-10-19

Knock experiments for two-stroke spark-ignition aviation kerosene engine based on DoE method

LIU Rui^{1, 2
,},
HUANG Kaisheng^{1,*
, ,},
QIAO Yuan¹,
JI Haocheng²,
WU Hao³

1.
State Key Laboratory of Automotive Safety and Energy，Tsinghua University，Beijing 100084，China
2.
School of Mechanical and Power Engineering，Nanjing Tech University，Nanjing 211816，China
3.
Nanjing Changkong Technology Company Limited，Nanjing 211106，China

摘要

摘要:
针对二冲程航空煤油发动机单参数调整喷油量或点火提前角来抑制发动机爆震，提出了一种喷油-点火协同控制的发动机爆震抑制策略，以一台二冲程点燃式发动机为对象，利用一维性能仿真计算平台对其建模与仿真分析，根据试验设计方法（design of experiment, DoE）得到基于喷油-点火协同控制策略下的喷油量和点火提前角的MAP图，并开展了试验研究。结果表明：在转速为4800 r/min时，相比于单参数控制点火提前角抑制煤油发动机爆震，采用优化策略后发动机爆震燃烧得到有效抑制，油耗率小幅度增加，功率损失减小且排气温度显著降低，并且在不同负荷下的发动机功率恢复最低能够达到汽油机的88.3%；在转速为5000～6500 r/min、全负荷工况下，发动机功率恢复最高能够达到汽油机的96.2%，排气温度控制在475 ℃以内，能够有效改善发动机性能。
- 二冲程点燃式发动机 /
- 航空煤油 /
- 试验设计 /
- 爆震强度 /
- 功率恢复
Abstract:
In considering the deficiency of adjusting fuel injection amount or ignition advance angle to suppress knock on two-stroke kerosene engine, the coordinated injection-ignition control strategy for suppressing engine knock was proposed. A two-stroke spark ignition engine was taken as the test engine for comparative study, and its modeling and simulation analysis were carried out by using one-dimensional simulation platform. The MAPs of fuel injection amount and ignition advance angle were obtained by the method of design of experiment (DoE) after adopting the coordinated control strategy. The corresponding experimental investigations were conducted. The results showed that, at engine speed of 4800 r/min, compared with the single parameter of adjusting ignition advance angle to suppress knock intensity of kerosene engine, the optimized strategy was more effective. The specific fuel consumption showed a modest increase with reduced power loss and decreased exhaust temperature. The power recovery of kerosene engine can reach at least 88.3% of the burning gasoline at different loads; meanwhile, the power recovery can reach 96.2% under the condition of full load at engine speeds of 5000—6500 r/min, and the exhaust temperature can be controlled within 475 ℃, effectively promoting the performance of kerosene engine.
- two-stroke spark-ignition engine /
- aviation kerosene /
- design of experiment /
- knock intensity /
- power recovery

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图 1 发动机试验台架

Figure 1. Engine test bench

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图 2 试验装置示意

Figure 2. Schematic diagram of experimental set-up

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图 3 不同控制条件下缸压与最大压力震荡幅值

Figure 3. Cylinder pressure and MAPO at different controlling conditions

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图 4 不同爆震工况下的最大压力震荡幅值

Figure 4. MAPOs under different knock conditions

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图 5 试验发动机一维仿真模型

Figure 5. One-dimensional simulation model for test engine

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图 6 发动机模型校核结果

Figure 6. Check results for engine model

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图 7 仿真模型缸内压力标定

Figure 7. Pressure calibration of simulation model

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图 8 爆震预测模型标定流程

Figure 8. Calibration process of knock prediction model

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图 9 参数M₁和M₂对爆震指数的影响

Figure 9. Effect of parameters M₁ and M₂ on knock index

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图 10 不同点火提前角下缸内燃烧特性

Figure 10. In-cylinder combustion characteristics at different ignition advance angles

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图 11 不同点火提前角下发动机参数变化

Figure 11. Engine parameter changes at different ignition advance angles

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图 12 不同过量空气系数下缸内燃烧特性

Figure 12. In-cylinder combustion characteristics at different excess air coefficients

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图 13 不同过量空气系数下发动机参数变化

Figure 13. Engine parameter changes at different excess air coefficients

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图 14 煤油发动机喷油-点火MAP图

Figure 14. Injection-ignition MAPs of kerosene engine

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图 15 转速为4800 r/min时不同负荷性能参数

Figure 15. Performance parameters under different loads at 4800 r/min

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图 16 不同控制策略下发动机性能对比

Figure 16. Performance comparison of engine with different control strategies

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图 17 全负荷发动机性能参数

Figure 17. Engine performance parameters under full loads

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表 1 发动机技术参数

Table 1. Engine specifications

参数	数值及说明
发动机类型	对置双缸二冲程
喷油方式	进气管喷射
进气方式	活塞阀进气
排气方式	直排式
冷却方式	风冷
发动机排量/L	0.274
气缸直径/mm	66
活塞行程/mm	40
几何压缩比	10.5
标定功率/kW	16 （7200 r/min）
排气口关闭角（BTDC）/（°）	102
扫气口关闭角（BTDC）/（°）	114

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表 2 燃油理化特性对比

Table 2. Comparison of fuel physical and chemical properties

燃油属性	汽油	RP-3航空煤油
分子组成成分	C₅～C₁₁	C₈～C₁₂
辛烷值	95	46
闪点/℃	−45～−25	35～51
密度（20 ℃）/（kg/L）	0.70～0.75	0.79
理论空燃比	14.7	14.9
运动黏度（20 ℃）/（mm²/s）	0.8	1.28

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表 3 发动机爆震预测模型校核结果

Table 3. Check results of engine knock prediction model

参数	数值及说明
参数	试验值	仿真值
转速/（r/min）	4800	4800
点火提前角（BTDC）/（°）	33	33
节气门开度/（°）	45	45
功率/kW	6.44	6.38
扭矩/（N·m）	12.81	12.69
爆震燃烧状态	I_k=0.084 MPa	K_i=65

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表 4 试验设计优化参数

Table 4. Experimental design optimization parameters

参数	数值
转速/（r/min）	4800
节气门开度/（°）	45
点火提前角范围（BTDC）/（°）	18～36
过量空气系数范围	0.68～1.15

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表 5 不同控制参数的试验工况

Table 5. Experimental conditions with different control parameters

参数	数值及说明
转速/（r/min）	4800
节气门开度/（°）	50，60，70，80，90
过量空气系数	1
点火提前角	由正常点火提前角提前至爆震点火提前角

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