CN114320572A - 多燃烧模式氨燃料发动机及其控制方法 - Google Patents

多燃烧模式氨燃料发动机及其控制方法 Download PDF

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CN114320572A
CN114320572A CN202210038687.2A CN202210038687A CN114320572A CN 114320572 A CN114320572 A CN 114320572A CN 202210038687 A CN202210038687 A CN 202210038687A CN 114320572 A CN114320572 A CN 114320572A
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ammonia
combustion chamber
jet
injector
engine
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CN114320572B (zh
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周磊
刘宗宽
卫海桥
钟力嘉
舒歌群
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Tianjin University
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Abstract

本发明公开了一种多燃烧模式氨燃料发动机，包括发动机缸盖、缸套、活塞、主燃烧室、进气阀和排气阀，还包括设置在缸盖上的射流点火装置为主燃烧室提供点火源，和氨气喷射器用于向主燃烧室提供混合气；所述射流点火装置包括空气喷射器、燃料喷射器、火花塞和产生射流火焰的预燃室，所述火花塞、所述空气喷射器的喷嘴和燃料喷射器的喷嘴设置在所述预燃室的同一侧；且所述射流点火装置和所述氨气喷射器的喷嘴的轴向夹角为40‑60°。还公开了一种多燃烧模式氨燃料发动机的控制方法。本发明控制主燃烧室氨气喷射与预燃室射流产生的时序，调节主燃烧室着火前燃料/空气的混合状态，最终在主燃烧室形成预混燃烧模式或扩散燃烧模式。

Description

多燃烧模式氨燃料发动机及其控制方法
技术领域
本发明涉及内燃机技术领域，是一种基于湍流射流点火方式的多燃烧模式氨燃料发动机及其控制方法。
背景技术
二氧化碳过量排放导致的全球气候变暖、海平面升高等是世界各国面临的重大问题，二氧化碳减排成为交通运输业发展的关键要素，发展无碳燃料成为降低碳排放的重要解决方案。氨作为氮氢化合物，燃烧时无二氧化碳产生，具有巨大的减碳潜力。另外，氨气便于储存运输且具有稳定的供应链。因此，氨燃料被认为是发动机实现零碳排放的潜力股。
氨气作为发动机燃料时，燃烧不产生CO2，且其辛烷值高达到130，发动机可实现更高的压缩比。但氨气燃烧特性差，具体表现为自燃温度高、火焰传播速度慢、可燃范围窄等，导致氨燃料发动机面临燃烧不稳定、效率较低且性能较差等问题。此外，缸内燃烧状况差时，发动机还将面临氮氧化物排放量增加和氨逃逸的风险。因此，高效清洁燃烧模式的开发是氨燃料发动机面临的一大挑战。
湍流射流点火(TJI,turbulent jet ignition)是一种能够提高发动机燃烧稳定性、拓宽稀燃极限的技术。湍流射流点火系统主要包含安装有火花塞和喷油器的预燃室，预燃室火焰与射流孔相互作用，在主燃烧室形成湍流射流火焰，提供更多点火能量，实现主燃烧室多点点火。相比于传统火花塞点火(Spark ignition,SI)的单点点火模式，TJI点火能力更强，可有效促进缸内稳定燃烧，提高燃烧速率。理论上讲，TJI点火系统的超强引燃作用可有效弥补氨燃料发动机着火困难和燃烧不稳定的劣势。
研究表明，氨燃料发动机稳定运行的负荷范围较窄，仅可在过量空气系数为0.9-1.1的范围内稳定运行，可借助湍流射流点火系统对该类型发动机的稳定燃烧范围进行有效拓展。同时，发动机广泛面临冷启动和怠速不稳定问题，尤其是氨燃料发动机，氨气着火困难的特性导致其面临的问题更加严峻，研究表明预混燃烧模式可有效改善发动机冷启动性能，并降低冷启动阶段排放，如点燃式发动机缸内充量采用均质预混气时，其冷启动性能明显优于扩散燃烧模式的压燃式发动机，说明预混燃烧模式在发动机冷启动和小负荷工况具有一定优势。然而，中高负荷时，预混燃烧模式常面临热效率不高和动力不足等问题，此时扩散燃烧模式发动机的优势就显现出来。基于以上分析，针对发动机不同的运行工况和工作负荷，选择合适的燃烧模式，更有利于发动机提高热效率和动力性，同时保持较低的排放。
研究表明，氨气燃点较高，难以压燃，故氨气压燃式发动机常需要高活性的引燃油来引燃。射流点火装置可提供较强的点火能量，可起到与引燃油类似的作用。因此，借助射流点火装置可实现氨气扩散燃烧。氨气扩散燃烧时，由于燃烧温度低，不迎合氮氧化物生成机制，故NOx排放得到控制，且氨气作为燃料时无颗粒物生成。此外，氨气不含碳元素，也不会产生未燃碳氢。
为此，需要根据氨燃料发动机运行工况制定合适的燃烧策略，优化缸内燃烧模式，从而弥补氨气燃烧特性差对发动机带来的不利影响，最终达到提高氨燃料发动机性能同时降低排放的目的。
发明内容
本发明的目的在于提供一种基于湍流射流点火方式的多燃烧模式氨燃料发动机及其控制方法。本发明一方面采用射流点火装置产生稳定可控的射流火焰，为主燃烧室提供点火源，保证主燃烧室稳定着火燃烧，促进氨燃料发动机稳定燃烧，同时保障燃烧模式转变的可行性；另一方面，配合可变喷油正时的氨气喷油器，控制主燃烧室氨气喷射与预燃室射流产生的时序，调节主燃烧室着火前燃料/空气的混合状态，最终在主燃烧室形成不同燃烧模式。而且，本发明所述的氨燃料发动机可结合实际运行工况切换主燃烧室内燃烧模式，利于实现发动机在多工况、宽负荷条件下的高效稳定燃烧。
本发明的目的是通过以下技术方案实现的：
本发明的第一个目的公开了一种基于湍流射流点火方式的多燃烧模式氨燃料发动机，包括发动机缸盖、缸套、活塞、主燃烧室、进气阀和排气阀，还包括设置在缸盖上的射流点火装置用于为主燃烧室提供点火源，一氨气喷射器靠近所述射流点火装置的一侧设置用于向主燃烧室提供混合气；所述氨气喷射器通过发动机的电子控制单元单独控制；
所述射流点火装置包括空气喷射器、燃料喷射器、火花塞和产生射流火焰的预燃室，所述空气喷射器的喷嘴伸入预燃室内用于向预燃室喷射空气，所述燃料喷射器的喷嘴伸入预燃室内用于向预燃室喷射燃料；所述火花塞、所述空气喷射器的喷嘴和燃料喷射器的喷嘴设置在所述预燃室的同一侧；所述空气喷射器和燃料喷射器通过发动机的电子控制单元和喷油系统配合控制；
所述预燃室与主燃烧室通过射流孔相通。
进一步的，所述燃料喷射器中的燃料选自柴油、汽油、天然气和氨气之一。优选的，所述燃料为氨气。
进一步的，所述射流点火装置包括第一壳体，所述第一壳体通过螺纹安装于发动机缸盖上；所述第一壳体底部设置有第二壳体，一火花塞安装在所述第一壳体底部且火花塞的电极伸入第二壳体内部；所述第二壳体底部开有射流孔实现火焰加速传播，提高燃烧速率；所述第一壳体内安装有竖直设置的空气喷射器和燃料喷射器，所述火花塞的电极、所述空气喷射器的喷嘴、燃料喷射器的喷嘴和第二壳体形成预燃室。
进一步的，所述射流孔直径根据发动机而定，为4-10mm。
进一步的，所述射流点火装置和所述氨气喷射器的喷嘴的轴向夹角为40-60°。
本发明的第二个目的公开了一种利用基于湍流射流点火方式的多燃烧模式氨燃料发动机的控制方法，包括：
1)预混燃烧模式：对于发动机启动、怠速和小负荷工况，在给定预燃室射流火焰产生时刻的情况下，主燃烧室中氨气喷射器喷射氨气的时刻早于预燃室射流火焰产生时刻，进入主燃烧室中氨气先与空气混合形成均质预混气，而后在活塞的压缩作用下在发动机的压缩上止点附近被预燃室射流引燃，火焰传播发展，发动机完成燃烧做功；
2)扩散燃烧模式：对于发动机运行在中、高负荷工况时，在发动机的压缩上止点附近，所述氨气喷射器向主燃烧室喷射氨气；其中所述氨气喷射器喷射氨气的时刻略晚于给定的预燃室射流火焰产生时刻，或是氨气喷射器在预燃室射流产生时同步喷射氨气，此时由氨气喷射器喷射的氨气在主燃烧室内边喷射边与主燃烧室内空气混合，即主燃烧室内燃料/空气为非预混状态。
进一步的，在预燃室射流火焰产生前还包括调节预燃室内气体为当量混合气，具体包括如下步骤：
主燃烧室中气体通过射流孔进入预燃室，当主燃烧室内混合气的过量空气系数小于1时，会在预燃室形成过浓混合气，所述射流点火装置的空气喷射器向预燃室喷射新鲜空气，直至预燃室内为当量混合气；
当主燃烧室内混合气的过量空气系数大于1时，空气喷射器不工作，仅燃料喷射器向预燃室喷射燃料，以提高预燃室混合气浓度，直至预燃室内为当量混合气。
与现有技术相比，本发明的技术方案所带来的有益效果是：
本发明的预燃室接入燃料喷射器的喷嘴，主燃烧室室接入氨气喷射器的喷嘴，即主燃烧室和预燃室均分别设置有燃料喷射器，因此发动机可在实际运行时灵活组织混合气，在主燃烧室混合气过稀或过浓时均可保证预燃室内为当量混合气，进而确保点火和初期火焰传播的稳定性；
本发明的多燃烧模式氨燃料发动机能够根据发动机运行工况、工作负荷等，控制主燃烧室氨气喷射与预燃室射流产生的时序，调节主燃烧室着火前燃料/空气的混合状态，最终在主燃烧室形成预混燃烧模式或扩散燃烧模式，利于实现发动机在多工况、宽负荷条件下的高效稳定燃烧。
本发明可以扩展到其它气体机和醇类燃料，如天然气发动机、甲醇发动机等。同时本发明采用预燃室诱导燃烧的优势，还可通过氨气或者甲醇燃料的重整过程产生氢气通入预燃室，实现更加稳定的点火和快速的火焰传播过程。
附图说明
图1是实施例的多燃烧模式氨燃料发动机整体结构示意图；
图2是实施例的射流点火装置剖面图；
图3是发动机在启动、怠速和小负荷工况时主燃烧室预混燃烧模式示意图；
图4是发动机运行在中、高负荷工况时主燃烧室内扩散燃烧模式示意图。
图中：
1：活塞 2：主燃烧室 3：进气阀
4：射流点火装置 5：氨气喷射器 6：排气阀
7：气缸盖 8：缸套 9：预燃室火花塞
10：第一壳体 11：空气喷射器 12：燃料喷射器
13：预燃室 14：射流孔 15：射流火焰
16：均质预混气 17：氨气喷束 18：第二壳体
具体实施方式
为使本发明实施例的目的、技术方案、有益效果及显著进步更加清楚，下面结合本发明实例中所提供的附图，对本发明实施例中的技术方案进行清楚、完整的描述，显然，所有描述的这些实施例仅是本发明的部分实施例，而不是全部的实施例；基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
实施例
一种基于湍流射流点火方式的多燃烧模式氨燃料发动机，其主要特征在于基于射流点火装置可促进缸内稳定燃烧的优势，通过提前或推迟主燃烧室氨气喷射时刻，调整主燃烧室氨燃料喷射和预燃室射流产生的时序，以改变主燃烧室燃烧发生时工质的混合状态，最终在主燃烧室形成不同的燃烧模式：预混燃烧模式和扩散燃烧模式。具体实施方式包含预燃室射流点火装置的实施方式和多燃烧模式的控制方式，下面结合附图作进一步说明。
如图1所示，一种基于湍流射流点火方式的多燃烧模式氨燃料发动机，包括缸套8和设置在缸套8顶部的发动机缸盖7，所述发动机缸盖7顶部设置有进气阀3、排气阀6、氨气喷射器5和射流点火装置4；所述进气阀3设置在进气通道内，所述排气阀6设置在排气通道内，所述缸套8内设置有活塞1；发动机缸盖与射流点火装置4和活塞1共同组成主燃烧室2，且所述射流点火装置4位于主燃烧室正上方，也可以偏置，但要和氨气喷射器5配合布置，即所述射流点火装置4和所述氨气喷射器5邻近设置，且所述射流点火装置4和所述氨气喷射器5的喷嘴的轴向夹角为40°。所述氨气喷射器5位于射流点火装置4的一侧用于向主燃烧室提供氨气从而与主燃烧室内的空气形成混合气，而后通过射流点火装置4实现点火，所述氨气喷射器5通过发动机ECU单独控制，所述空气喷射器11和燃料喷射器12通过ECU和发动机喷油系统配合控制。
如图2所示，所述射流点火装置4包括第一壳体10，所述第一壳体10通过螺纹安装于发动机缸盖7上；所述第一壳体10底部设置有第二壳体18，一火花塞9安装在所述第一壳体10底部且火花塞9的电极伸入第二壳体18内部；所述第二壳体18底部开有射流孔14，且所述第二壳体18底部设置有预燃室喷嘴，所述喷嘴的开口对准射流孔14；所述射流孔14用于实现火焰加速传播，提高燃烧速率，进而提高发动机的经济性。所述第一壳体10内安装有竖直设置的空气喷射器11和燃料喷射器12，所述空气喷射器11和燃料喷射器12分别通过一个压紧螺栓固定于所述第一壳体10上，所述压紧螺栓具有通孔且两端均具有螺纹，一端通过螺纹与第一壳体10连接，用于固定空气喷射器11或燃料喷射器12，另一端用于连接气路或油路，所述压紧螺栓的通孔用于将空气送入空气喷射器11或是将氨气送入燃料喷射器12。
所述空气喷射器11的喷嘴伸入第二壳体18内用于向预燃室喷射空气，所述燃料喷射器12的喷嘴伸入第二壳体18内用于向预燃室喷射燃料；所述火花塞9的电极、所述空气喷射器11的喷嘴、燃料喷射器12的喷嘴和第二壳体18形成预燃室13，所述预燃室13与主燃烧室2通过射流孔14相通；而且所述火花塞9与所述空气喷射器11的喷嘴和燃料喷射器12的喷嘴设置在所述预燃室13的同一侧。其中，所述燃料喷射器中的燃料选自柴油、汽油、天然气和氨气之一。为了简化氨燃料发动机的结构，所述燃料喷射器用于向预燃室喷射氨气，从而避免当选用柴油、汽油、天然气时需要额外配备相应的设备。
除预燃室内安装的燃料喷射器12外，另一大流量的氨气喷射器5安装于主燃烧室2内，为主燃烧室2提供所需混合气。即预燃室和主燃烧室2均置有燃料喷射器，因此发动机可在实际运行时灵活组织混合气，在主燃烧室2充量过稀或过浓时均可保证预燃室内为当量混合气，进而确保点火和初期火焰传播的稳定性。预燃室内的火焰通过射流孔时会产生火焰加速现象，形成湍流射流火焰，提高主燃烧室2内的燃烧速率，可明显降低发动机油耗，提升热效率。
本发明的多燃烧模式氨燃料发动机能够根据发动机运行工况、工作负荷等，能够切换不同燃烧模式。在预燃室射流火焰15产生时刻给定时，通过调节氨气喷射器5的喷射时刻，可在主燃烧室2着火发生前形成不同状态的工质，即预混状态或非预混状态；而后，在预燃室射流火焰15的引燃作用下，不同状态混合气燃烧产生不同的燃烧模式：预混燃烧模式为预燃室射流点火，火焰传播发展，扩散燃烧模式为预燃室射流产生高温燃烧产物，形成热氛围，氨燃料喷射进热氛围，形成扩散燃烧。
利用基于湍流射流点火方式的多燃烧模式氨燃料发动机的控制方法，具体如下：
1)对于启动、怠速和小负荷工况，采用预混燃烧模式，保证发动机的燃烧稳定性，同时降低排放。具体操作如下：在给定预燃室射流火焰15产生时刻的情况下，主燃烧室2中氨气喷射器5喷射正时设置相对提前，可在气门关闭后至射流火焰15产生时刻期间喷射氨气，即，主燃烧室2氨气喷射时刻大幅早于预燃室射流火焰15形成时刻；氨气进入主燃烧室2中先与空气混合形成均质预混气，而后在活塞1的压缩作用下温度和压力均升高，在压缩上止点附近被预燃室13射流引燃，火焰先在预燃室中发展，而后经预燃室喷嘴加速，形成射流火焰15，所述射流火焰15通过射流孔进入主燃烧室，点燃发动机主燃烧室内混合气，发动机完成燃烧做功，过程示意如图3所示。该燃烧模式下，主燃烧室2内以预混燃烧模式为主，发动机具有较好的冷启动性能，可降低冷启动和小负荷工况的排放，提高燃烧稳定性。
2)发动机运行在中、高负荷工况时，推迟主燃烧室2氨气喷射时刻，于压缩上止点附近喷射氨气，其中所述喷射氨气的时刻可略晚于给定的预燃室射流火焰15形成时刻喷射，也可在预燃室射流产生时同步喷射氨气；预燃室射流在主燃烧室形成广泛分布的热点，主燃烧室内温度和压力进一步提高，氨气喷束17在射流火焰15的影响下处于边混合边着火燃烧的状态，即主燃烧室2内燃料/空气为非预混状态，且燃烧多集中在上止点附近，过程示意如图4所示。该模式下，主燃烧室2主要以扩散燃烧模式为主，氨气多在压缩上止点附近燃烧，燃烧持续期相对较短，发动机可获得更高的热效率。同时，氨气燃烧温度较低，不利于NOx生成，利于提高发动机排放性能。
本发明所指的启动、怠速、小负荷工况以及中、高负荷工况均是发动机领域技术人员熟知的工况情况。作为示例性的，启动工况为转速低于400r/min的情况；怠速工况是指发动机对外无功率输出的工况，即怠速转速一般为700-900r/min的情况；小负荷工况指节气门的开度在25％以内的工况；中、高负荷工况指节气门的开度在大于25％的情况。
在上述两种工况下，在预燃室射流火焰产生前还包括调节预燃室内气体为当量混合气，具体包括如下步骤：
压缩行程中，主燃烧室2中气体通过射流孔14进入预燃室13，所述射流孔14的直径视发动机而定，为4-10mm。当主燃烧室2内混合气的过量空气系数小于1时，即在主燃烧室2内的空气和氨气混合气过浓时，会在预燃室13形成过浓混合气，所述射流点火装置4的空气喷射器11向预燃室13喷射新鲜空气，增加内腔中混合气的氧气浓度，直至预燃室内为当量混合气；
当主燃烧室2内混合气的过量空气系数大于1时，即主燃烧室2内的混合气过稀时，空气喷射器11不工作，仅燃料喷射器12向预燃室13喷射燃料，以提高预燃室混合气浓度，直至预燃室内为当量混合气用于保持当量燃烧。
随后火花塞9点燃预燃室13中的当量混合气，形成初始火核；初始火核在预燃室13中发展并与射流孔14相互作用形成如图3或图4所示的射流火焰15，而后引燃主燃烧室2内的混合气，发动机完成燃烧做功。所述射流点火装置4产生的射流火焰15可提高主燃烧室2内的燃烧速率和燃烧稳定性。
以上实施例仅用以说明本发明的技术方案，而非是对其的限制，尽管参照前述各实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解，其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换，而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的范围，本领域技术人员根据本说明书内容所做出的非本质改进和调整或者替换，均属本发明所要求保护的范围。

Claims (7)

1.一种多燃烧模式氨燃料发动机，包括发动机缸盖(7)、缸套(8)、活塞(1)、主燃烧室(2)、进气阀(3)和排气阀(6)，其特征在于，还包括设置在缸盖上的射流点火装置(4)用于为主燃烧室提供点火源，一氨气喷射器(5)靠近所述射流点火装置(4)的一侧设置用于向主燃烧室提供混合气；所述氨气喷射器(5)通过发动机的电子控制单元单独控制；
所述射流点火装置(4)包括空气喷射器(11)、燃料喷射器(12)、火花塞(9)和产生射流火焰的预燃室(13)，所述空气喷射器(11)的喷嘴伸入预燃室内用于向预燃室(13)喷射空气，所述燃料喷射器(12)的喷嘴伸入预燃室内用于向预燃室喷射燃料；所述火花塞(9)、所述空气喷射器(11)的喷嘴和燃料喷射器(12)的喷嘴设置在所述预燃室(13)的同一侧；所述空气喷射器(11)和燃料喷射器(12)通过发动机的电子控制单元和喷油系统配合控制；
所述预燃室(13)与主燃烧室(2)通过射流孔(14)相通。
2.根据权利要求1所述的多燃烧模式氨燃料发动机，其特征在于，所述燃料喷射器(12)中的燃料选自柴油、汽油、天然气和氨气之一。
3.根据权利要求2所述的多燃烧模式氨燃料发动机，其特征在于，所述燃料喷射器(12)中的燃料为氨气。
4.根据权利要求1所述的多燃烧模式氨燃料发动机，其特征在于，所述射流孔(14)的直径根据发动机而定，为4-10mm。
5.根据权利要求1所述的多燃烧模式氨燃料发动机，其特征在于，所述射流点火装置(4)和所述氨气喷射器(5)的喷嘴的轴向夹角为40-60°。
6.一种多燃烧模式氨燃料发动机的控制方法，其特征在于，包括：
1)预混燃烧模式：对于发动机启动、怠速和小负荷工况，在给定预燃室射流火焰15产生时刻的情况下，主燃烧室2中氨气喷射器5喷射氨气的时刻早于预燃室射流火焰产生时刻，进入主燃烧室2中氨气先与空气混合形成均质预混气，而后在活塞1的压缩作用下在发动机的压缩上止点附近被预燃室13射流引燃，火焰传播发展，发动机完成燃烧做功；
2)扩散燃烧模式：对于发动机运行在中、高负荷工况时，在发动机的压缩上止点附近，所述氨气喷射器5向主燃烧室2喷射氨气；其中所述氨气喷射器5喷射氨气的时刻略晚于给定的预燃室射流火焰15产生时刻，或是氨气喷射器5在预燃室射流产生时同步喷射氨气，此时由氨气喷射器5喷射的氨气在主燃烧室内边喷射边与主燃烧室2内空气混合，即主燃烧室2内燃料/空气为非预混状态。
7.根据权利要求6所述的多燃烧模式氨燃料发动机的控制方法，其特征在于，在预燃室射流火焰产生前还包括调节预燃室内气体为当量混合气，具体包括如下步骤：
主燃烧室2中气体通过射流孔14进入预燃室13，当主燃烧室2内混合气的过量空气系数小于1时，会在预燃室13形成过浓混合气，所述射流点火装置4的空气喷射器11向预燃室13喷射新鲜空气，直至预燃室内为当量混合气；
当主燃烧室2内混合气的过量空气系数大于1时，空气喷射器11不工作，仅燃料喷射器12向预燃室13喷射燃料，以提高预燃室混合气浓度，直至预燃室内为当量混合气。
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