本文關(guān)鍵詞： Atkinson循環(huán) 氣門(mén)型線 進(jìn)氣歧管 燃燒室形式　出處：《天津大學(xué)學(xué)報(bào)(自然科學(xué)與工程技術(shù)版)》2016年11期 　論文類(lèi)型：期刊論文

【摘要】：運(yùn)用GT-Power建立發(fā)動(dòng)機(jī)計(jì)算模型,研究氣門(mén)型線、進(jìn)氣歧管形式對(duì)1.5,L Atkinson循環(huán)發(fā)動(dòng)機(jī)經(jīng)濟(jì)性和動(dòng)力性的影響;運(yùn)用CFD軟件AVL-Fire對(duì)不同燃燒室形式下的燃燒過(guò)程進(jìn)行模擬研究,并通過(guò)臺(tái)架試驗(yàn)數(shù)據(jù)進(jìn)行驗(yàn)證.研究結(jié)果表明:最佳進(jìn)氣持續(xù)期為240°,CA,氣門(mén)最大升程為8,mm.此時(shí),長(zhǎng)度為300,mm的側(cè)面進(jìn)氣的進(jìn)氣歧管與改進(jìn)的燃燒室匹配,在研究轉(zhuǎn)速范圍內(nèi),最低油耗比原機(jī)降低了7.23~8.31,g/(k W·h),且低油耗區(qū)范圍明顯擴(kuò)大;長(zhǎng)度為100,mm的中間進(jìn)氣形式歧管的最低油耗比原機(jī)降低了6.21~9.19,g/(k W·h),低油耗區(qū)范圍也有明顯擴(kuò)大;兩種形式的進(jìn)氣歧管皆可以滿足降低油耗的需求,需根據(jù)發(fā)動(dòng)機(jī)實(shí)際布置情況進(jìn)行選擇.
[Abstract]:The engine calculation model was established by GT-Power to study the effect of valve line and intake manifold on the economy and power performance of 1.5 L Atkinson cycle engine. The combustion process in different combustion chamber forms is simulated by CFD software AVL-Fire and verified by bench test data. The results show that the optimal intake air duration is 240 擄. CA, the maximum lift of the valve is 8 mm. At this time, the side intake manifold of 300 mm in length matches the improved combustion chamber and is within the range of the studied rotational speed. The lowest oil consumption is 7.23 ~ 8.31 g / h 路h ~ (-1), and the area of low fuel consumption is enlarged obviously. The minimum oil consumption of the middle intake manifold with a length of 100 mm is 6.21 ~ 9.19 g / g 路h ~ (-1) lower than that of the original one, and the range of the low fuel consumption area is also enlarged obviously. Both types of intake manifold can meet the demand of reducing fuel consumption and need to be selected according to the actual arrangement of the engine.
【作者單位】： 天津大學(xué)內(nèi)燃機(jī)研究所;天津大學(xué)內(nèi)燃機(jī)燃燒學(xué)國(guó)家重點(diǎn)實(shí)驗(yàn)室;
【基金】：國(guó)家科技支撐計(jì)劃資助項(xiàng)目(2014BAG10B01)
【分類(lèi)號(hào)】：U464.134.4
【正文快照】： 傳統(tǒng)汽油機(jī)利用節(jié)氣門(mén)控制負(fù)荷,在城市路況下進(jìn)氣節(jié)流損失嚴(yán)重,泵氣損失較大,導(dǎo)致油耗增加[1-2].利用進(jìn)氣門(mén)晚關(guān)技術(shù)實(shí)現(xiàn)Atkinson循環(huán)并控制發(fā)動(dòng)負(fù)荷,在節(jié)氣門(mén)全開(kāi)狀態(tài)下即可達(dá)到所需負(fù)荷的控制,減少了泵氣損失和壓縮功,提高發(fā)動(dòng)機(jī)熱效率,進(jìn)而降低燃油消耗率[3-6].由于進(jìn)氣門(mén)

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