李晔,刘方方,张卫正,等.二次喷氢对柴油引燃氢线性发动机特性的影响[J].内燃机工程,2025,46(4):140-148.
二次喷氢对柴油引燃氢线性发动机特性的影响
Effects of Secondary Hydrogen Injection on the Characteristics of a Diesel-Ignited Hydrogen Linear Engine
DOI：10.13949/j.cnki.nrjgc.2025.04.015
关键词:线性发动机  二次喷射  混合分数  柴油引燃  燃烧
Key Words:linear engine  secondary injection  mixing fraction  diesel lead  combustion
基金项目:河南省科技攻关项目（212102210340）； 国家自然科学基金项目（51976012）
作者单位E-mail
李晔* 黄河交通学院 河南省智能制造技术与装备工程技术研究中心，焦作454950 28816478@qq.com 
刘方方 华北水利水电大学 机械学院，郑州 450045 1548135178@qq.com 
张卫正 北京理工大学 机械与车辆学院，北京 100081 zhangwz@bit.edu.cn 
秦朝举* 华北水利水电大学 机械学院，郑州 450045 qinzhaoju2@126.com 
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摘要:为了探究喷射策略对缸内混合和燃烧的影响，采用迭代耦合的方法对传统发动机和线性发动机只喷一次氢和分二次喷氢及不同的喷射比对线性发动机的影响进行研究。研究表明：两种发动机分二次喷氢的压力和温度都比只喷一次要低，传统发动机分二次喷氢的压力和温度相比只喷一次氢时低了0.1 MPa和6.5 K，线性发动机分二次喷氢相比只喷一次氢低0.5 MPa和29.0 K。线性发动机的压力和温度比传统发动机低，只喷一次氢时分别低1.6 MPa和93.0 K，分二次喷氢时则分别低2.0 MPa和116.0 K。线性发动机的指示热效率比传统发动机的高，只喷一次氢及分二次喷氢分别高1.5个百分点和1.4个百分点。线性发动机和传统发动机的分二次喷氢的指示热效率比只喷一次氢高，分别高0.5个百分点和0.3个百分点。随着第一次喷氢量的减少，线性发动机缸内速度和缸内湍动能都逐渐降低，直至两者在气缸内达到相对均匀；缸内在上止点后的燃烧反应速率和混合分数的变化存在部分差异，缸内的燃烧受到喷氢策略以外的其他因素的影响。
Abstract:To explore the influence of injection strategy on in-cylinder mixing and combustion， the iterative coupling method was used to study the effects of single hydrogen injection and secondary hydrogen injection in both conventional and linear engines， as well as the influence of different injection ratios on the linear engine. The results showed that the pressure and temperature in the two engines with secondary hydrogen injection were lower than those with single hydrogen injection. For the conventional engine， the pressure and temperature with secondary hydrogen injection were 0.1 MPa and 6.5 K lower than those with single hydrogen injection， while for the linear engine， the pressure and temperature with secondary hydrogen injection were 0.5 MPa and 29.0 K lower than those with single hydrogen injection. The pressure and temperature of the linear engine were lower than those of the conventional engine， with single hydrogen injection being 1.6 MPa and 93.0 K lower， and secondary hydrogen injection being 2.0 MPa and 116.0 K lower. The indicated thermal efficiency of the linear engine was higher than that of the conventional engine， with a difference of 1.5 percentage points for single hydrogen injection and 1.4 percentage points for secondary hydrogen injection. For both the linear engine and the conventional engine， the indicated thermal efficiency of secondary hydrogen injection was higher than that of single hydrogen injection， by 0.5 percentage points for the linear engine and 0.3 percentage points for the conventional engine. As the first hydrogen injection quantity decreased， both the in-cylinder velocity and turbulent kinetic energy of the linear engine gradually decreased until they reached a relatively uniform distribution within the cylinder. There were partial differences in the combustion reaction rate and mixture fraction changes in the cylinder after the top dead center， and the combustion in the cylinder was influenced by factors other than the hydrogen injection strategy.
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