基于中國大學(xué)生方程式規(guī)則要求,為國產(chǎn)LD450單缸發(fā)動機(jī)做增壓化,并對其所選用的渦輪增壓器進(jìn)行仿真測試。以增加發(fā)動機(jī)的轉(zhuǎn)矩和功率為目的,并將發(fā)動機(jī)熱效率提高5%至8%。本文闡述了渦輪增壓發(fā)動機(jī)的發(fā)展歷程,接著分析了實(shí)現(xiàn)增壓化所需克服的技術(shù)難點(diǎn)。本項(xiàng)目所使用的LD450發(fā)動機(jī)已經(jīng)可以通過ECU實(shí)現(xiàn)對所有傳感器和測試系統(tǒng)的控制,主要使用了CW160電渦流測功機(jī),GTE100冷卻塔,FST3發(fā)動機(jī)數(shù)控測試平臺以及其他發(fā)動機(jī)臺架測試所需的設(shè)備。根據(jù)規(guī)則,進(jìn)入發(fā)動機(jī)氣缸的空氣必須流經(jīng)一直徑為20m m的限流閥。對發(fā)動機(jī)噴油量和點(diǎn)火提前角進(jìn)行了重新標(biāo)定,并使用AVLBOOST軟件對增壓后的發(fā)動機(jī)進(jìn)行了仿真。本文闡述了渦輪增壓器的基本選擇方式和尺寸大小,通過分析實(shí)驗(yàn)數(shù)據(jù)來得到增壓后發(fā)動機(jī)的性能參數(shù)。在分析模擬和實(shí)驗(yàn)結(jié)果后,可以說功率和扭矩增加了。在7000rpm時(shí),扭矩從42Nm增加到大約46Nm,功率從32kw增加到大約35kw。如果它可以避免實(shí)驗(yàn)損失,則可以獲得更多的功率和扭矩,并且可以提高效率。 

【文章來源】：廈門理工學(xué)院福建省

【文章頁數(shù)】：58 頁

【學(xué)位級別】：碩士

【文章目錄】：
摘要
abstract
Chapter 1.INTRODUCTION
    1.1 Background Information
    1.2 Combustion Basics
    1.3 Engine Basics
    1.4 Air Restrictor
    1.5 Car engines
    1.6 Forced Induction
Chapter 2.TURBOCHARGER
    2.1 Turbocharger Device and its components
    2.2 How a turbo system works
    2.3 Engine selection according to FSAE rules
    2.4 Target performance parameter determination
    2.5 Turbocharger selection
        2.5.1 Compressor Sizing
        2.5.2 Turbine Sizing
    2.6 Finding the right turbocharger for the project
Chapter 3.ENGINE SIMULATION
    3.1 Engine Performances Estimation Using AVL Boost software
    3.2 Design the Model
    3.3 Simulation set-up
    3.4 Simulation results
Chapter 4.ENGINE EXPERIMENT
    4.1 Experimental set-up
        4.1.1 The MoTec m400
        4.1.2 Crankshaft/camshaft position sensor
        4.1.3 Intake pressure sensor
        4.1.4 Intake air temperature sensor
        4.1.5 Temperature Sensor
        4.1.6 Throttle position sensor
        4.1.7 Oxygen Sensor
        4.1.8 Current dynamometer
        4.1.9 Engine coolant thermostat
        4.1.10 FST3 engine numerical control
    4.2 Turbo engine testing
        4.2.1 Intake pressure sensor calibration
        4.2.2 Throttle position sensor calibration
        4.2.3 Crankshaft/camshaft position sensor calibration
        4.2.4 Intake air temperature sensor calibration
        4.2.5 Oxygen sensor calibration
        4.2.6 Calibration of fuel injection quantity
        4.2.7 Ignition advance angle calibration
    4.3 Problems faced/ resolving
    4.4 Experimental result
Chapter 5.CONCLUSION AND RECOMMENDATIONS
    5.1.Conclusion
    5.2.Recommendation
REFERENCES
ACKNOWLEDGEMENT



本文編號：3515727