| 刘龙,李航,楚为盛,等.空间在轨氢氧内燃机直喷模式缸内燃烧特性研究[J].内燃机工程,2024,45(6):20-30. |
| 空间在轨氢氧内燃机直喷模式缸内燃烧特性研究 |
| Investigation on the Combustion Characteristics of Hydrogen–Oxygen Internal Combustion Engine Under Direct Injection Mode on Orbit |
| DOI：10.13949/j.cnki.nrjgc.2024.06.003 |
| 关键词:空间在轨 氢氧燃烧 内燃机 直喷射流 燃烧控制 |
| Key Words:on orbit H2–O2 combustion internal combustion engine directinjection combustion control |
| 基金项目:先进船舶发动机技术全国重点实验室基金项目（LAB-2023-01）；石油天然气装备教育部重点实验室（西南石油大学）资助项目（OGE202302-04）；中央高校基本科研业务费资助项目（3072023CFJ0304） |
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| 摘要:基于CONVERGE仿真平台，通过改进美国阿贡国家实验室的光学氢发动机仿真模型分别研究了直喷氢（direct injection-H2， DI-H2）和直喷氧（direct injection-O2， DI-O2）两种模式下氢氧内燃机缸内燃烧特性。首先针对DI-H2模式，通过控制氢气喷射质量流量，研究不同氧气当量比（Φ）0.33、0.10、0.08下缸内混合程度、燃烧可控性及输出功率，并与DI-O2模式Φ=8.00的富燃环境下缸内燃烧特性进行对比。研究工作针对缸内氢氧混合均匀程度、燃烧可控性及内燃机输出功率进行系统分析。研究结果表明：在DI-H2模式下，Φ=0.33时，燃料急速燃烧出现失控风险，缸内最高燃烧压力已超过10.0 MPa；Φ=0.08时，虽然燃烧可控，但由于稀薄燃烧，缸内燃料混合程度低且输出功率不满足低温流体集成（integrated vehicle fluids， IVF）系统2 kW要求。当Φ=0.10时，既能满足发动机缸内燃气混合均匀与燃烧可控的需求，同时也能满足IVF系统对于内燃机功率输出的要求。考虑到缸内温度和压力承受极限，适合小型发动机工作的氧气当量比应在0.10左右。而在DI-O2模式下，由于缸内富燃使得燃烧可控，缸内混合程度Φ=8.00与DI-H2模式下Φ=0.33时相当，最高燃烧压力低于5.0 MPa，最高温度低于1 500 K，输出功率2.26 kW也符合设计要求。该模式具备较大潜力，也是未来空间在轨氢氧内燃机可选的燃烧模式之一。 |
| Abstract:Based on the CONVERGE simulation platform， the optical hydrogen engine simulation model of Argonne National Laboratory in the United States was improved to study the combustion characteristics of hydrogen–oxygen internal combustion engines in two models， direct injection of hydrogen （DI-H2） and direct injection of oxygen （DI-O2）. Firstly， aiming at DI-H2 mode， by controlling the mass flow rate of hydrogen injection， the in-cylinder mixing degree， combustion controllability and output work under different oxygen equivalent ratios （Φ） of 0.33， 0.10 and 0.08 were studied. Then， the combustion characteristics in the cylinder were compared with those in the rich combustion environment with oxygen equivalent ratio （Φ） of 8.00 in DI-O2 mode. The uniformity of hydrogen and oxygen mixing， the controllability of combustion and the output power of internal combustion engine were compared. The results show that when Φ is 0.33 in DI-H2 mode， the combustion in cylinder is uncontrollable and the explosion pressure in cylinder exceeds 10.0 MPa. When Φ is 0.08， although the combustion is controllable， due to too thin combustion， the mixing degree of the fuel in the cylinder is low and the output power does not meet the 2 kW requirement of the integrated vehicle fluids（IVF） system. When Φ=0.10， it can not only meet the needs of good mixing degree in the engine cylinder and controlled combustion， but also meet the power output requirements of the IVF system for the internal combustion engine. In addition， considering the bearing limit of the temperature and pressure in the cylinder， it is considered that the oxygen equivalent ratio suitable for the engine condition should be about 0.10. In the DI-O2 mode， the combustion in the cylinder is controllable due to the rich combustion in the cylinder， and the mixing degree Φ=8.00 is the same as that in the DI-H2 mode when Φ=0.33， the explosion pressure is lower than 5.0 MPa， the maximum temperature is lower than 1 500 K， and the output power of 2.26 kW is also greater than 2 kW， which meets the design requirements. Therefore， the model has great potential and is one of the optional combustion modes for in-orbit hydrogen–oxygen combustion engines in the future. |
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