贺玉海,王东凯,王勤鹏.压力自适应活塞在船用发动机上的试验与仿真研究[J].内燃机工程,2022,43(5):26-31.
压力自适应活塞在船用发动机上的试验与仿真研究
Experimental and Simulation Study of Pressure Self-Adaptive Piston on Marine Engines
DOI：10.13949/j.cnki.nrjgc.2022.05.004
关键词:压力自适应活塞  船用发动机  压缩比  爆震抑制
Key Words:pressure self-adaptive piston  marine engine  compression ratio  knock suppression
基金项目:
作者单位E-mail
贺玉海* 武汉理工大学 船海与能源动力工程学院，武汉 430063
船舶动力工程技术交通行业重点实验室，武汉 430063
船舶与海洋工程动力系统国家工程实验室电控分实验室，武汉 430063 		hyh@whut.edu.cn 
王东凯 武汉理工大学 船海与能源动力工程学院，武汉 430063  
王勤鹏* 武汉理工大学 船海与能源动力工程学院，武汉 430063
船舶动力工程技术交通行业重点实验室，武汉 430063
船舶与海洋工程动力系统国家工程实验室电控分实验室，武汉 430063 		wangqpkevin@163.com 
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摘要:为兼顾发动机低负荷热效率和高负荷爆震倾向，研制了一种适用于高压缩比的压力自适应活塞。采用试验研究方法在发动机台架上测试了压力自适应活塞对发动机性能的影响，在此基础上采用数值模拟的方法建立了发动机工作过程数值计算模型和爆震模型，研究了活塞头部位移和活塞对缸内压力、燃烧循环波动、燃油消耗率的影响及活塞的爆震抑制性能。台架试验和仿真研究结果表明：通过提高压缩比，在负荷较低时，活塞头部无位移或位移较小，缸内压力相较原机有所提升，燃油消耗率相较原机有所降低，如25%负荷工况下的燃油消耗率相较原机降低了6.67 g/（kW·h）；在负荷较高时，活塞头部位移较大，降低了过高的缸内压力和压力升高率，爆震得到有效抑制，峰值压力循环波动系数的最大降幅为1.11%，100%负荷工况下的爆震诱导时间积分相较原机降低了0.19。
Abstract:A pressure self-adaptive piston suitable for a high compression ratio was developed to take into account the thermal efficiency of the engine at low loads and non-knock at high loads. The performance of the pressure self-adaptive piston was tested on the engine bench by the experimental research method， the numerical simulation method was adopted to establish the numerical calculation model of the engine working process and the knock model on this basis. The displacement of the piston head， the influence of the piston on cylinder pressure， combustion cycle fluctuation， fuel consumption rate， and the knock suppression performance of the piston were studied. The results of bench test and simulation are shown as follows. By increasing the compression ratio， when the load is low， the piston head has no or small displacement. The pressure in the cylinder is higher than that of the original engine， and the fuel consumption rate is lower than that of the original engine. For example， the fuel consumption rate under 25% load condition is 6.67 g/（kW·h） lower than that of the original engine. When the load is high， the piston head displacement is large， which reduces the excessively high cylinder pressure and pressure rise rate， and effectively suppressed the knock. The maximum decrease of peak pressure cycle fluctuation coefficient is 1.11%， and the knock induction time integral under 100% load condition is 0.19 lower than that of the original engine.
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