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首页> 外文期刊>SAE International Journal of Advances and Current Practices in Mobility >Spark Assisted Compression Ignition Engine with Stratified Charge Combustion and Ozone Addition
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Spark Assisted Compression Ignition Engine with Stratified Charge Combustion and Ozone Addition

机译：带有分层电荷燃烧和臭氧的火花辅助压缩点火引擎

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摘要

Performance and emissions characteristics for stratified charge spark assisted compression ignition (SACI) with 30 ppm of added ozone (O_3) were explored in a single-cylinder, optically accessible, spray-guided, research engine. For the present study, intake pressure and temperature were fixed at 1.0 bar and 42℃ respectively, with a range of engine loads (1.5 - 5.5 bar indicated mean effective pressure) and speeds (800 - 1600 revolutions per minute) explored. Fuel stratification achieved by a late-cycle injection of ～10-25% of the total fuel was used to maintain stable operation at lower engine loads. For each condition spark timing, second injection SOI, and fuel split ratio between the main and second injection were optimized to maximize engine performance while maintaining nitrogen oxide emissions (NOx) below 5 g/kg-fuel. Ozone addition was found to decrease specific fuel consumption by up to 9%, with across the board improvement in combustion stability relative to similar conditions without O_3. The effect of O_3 addition was most substantial for the lowest loads. Moreover, because a higher fraction of the fuel burned was due to end-gas auto-ignition, specific NOx emissions likewise decreased by up to 30%. From complementary measurements of in-cylinder O_3 decomposition acquired via an ultraviolet light absorption diagnostic, it was observed that rapid decomposition of O_3 into molecular and atomic oxygen coincided with the onset of end-gas auto-ignition. The burst of resultant atomic oxygen was thought to accelerate low-temperature heat release (LTHR) reactions in the end gas. Optimal end-gas auto-ignition started between 20 and 30 crank angles before top dead center with temperatures at LTHR onset estimated to be between 575 and 700 K. An included analysis indicates that the spark deflagration was needed to add between 10 and 40 J of additional thermal energy to the end gas to achieve optimal auto-ignition.
机译：分层电荷的性能和排放特性在单缸，可访问，喷雾引导的，研究引擎中探索了30 ppm添加臭氧（O_3）的30 ppm（O_3）的性能和排放特性。对于本研究，探索了一系列发动机载荷（1.5-5.5 bar表示平均有效压力）和速度（每分钟800-1600转），分别将进气压和温度固定为1.0 bar和42℃。通过晚期循环注入〜的10-25％的燃料分层用于在较低的发动机负载下保持稳定的操作。对于每种条件，对主机和第二个注入之间的第二个注射SOI和燃油拆分比进行了优化，以最大化发动机性能，同时将氮氧化物排放（NOX）保持在5 g/kg燃料以下。发现臭氧添加可将特定的燃料消耗降低多达9％，而相对于没有O_3的类似条件，燃烧稳定性的整体改善。对于最低载荷，O_3添加的效果最为重要。此外，由于燃烧的燃料的较高部分是由于末端气体自动点击量引起的，因此特定的NOX排放量同样降低了30％。从通过紫外线光吸收诊断获得的缸内O_3分解的互补测量，可以观察到，O_3的快速分解为分子和原子氧与末端GAS自动驱动的发作相吻合。认为最终气体中产生的原子氧爆发被认为加速了低温热（LTHR）反应。最佳末端气体自动点击次数在20至30曲柄角度开始，然后在顶部死亡中心之前，LTHR发作的温度估计为575至700 k。一项分析表明，需要添加Spark Deflagration 10至40 j之间。额外的热能到达最终气体，以实现最佳的自动点击率。

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