王振,祖炳锋,徐玉梁,等.阿特金森率协同废气再循环率对高效汽油机性能影响研究[J].内燃机工程,2024,45(5):57-64.
阿特金森率协同废气再循环率对高效汽油机性能影响研究
Study on the Effects of Atkinson Rates in Coordination with Exhaust Gas Recirculation Rates on the Performances of a High-Efficiency Gasoline Engine
DOI：10.13949/j.cnki.nrjgc.2024.05.007
关键词:阿特金森率  废气再循环  高效汽油机  性能影响  协同效应
Key Words:Atkinson rate  exhaust gas recirculation（EGR）  high-efficiencygasoline engine  performance impact  synergistic effect
基金项目:安徽省重点领域补短板产品和关键技术攻关项目（JB20071）
作者单位E-mail
王振* 天津大学 内燃机研究所，天津 300072
无锡先进内燃机动力技术创新中心，无锡 214000 		176227@tju.edu.cn 
祖炳锋 天津大学 内燃机研究所，天津 300072 zbf@163.com 
徐玉梁 天津大学 内燃机研究所，天津 300072 xyl@126.com.cn 
胡必谦 安徽江淮汽车集团股份有限公司，合肥 230022 13956996155@126.com.cn 
王军 安徽江淮汽车集团股份有限公司，合肥 230022 17755106172@126.com.cn 
庞凯 天津大学 内燃机研究所，天津 300072  
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摘要:为量化研究阿特金森（Atkinson， ATK）效应对高压缩比高效汽油机动力性和油耗的影响，提出一种综合考虑有效膨胀比和有效压缩比的ATK率（Ratk）定义，并在台架上开展了不同阿特金森循环方案对整机性能的影响研究。在较优方案基础上，基于最佳热效率（best thermal efficiency， BTE）工况，深入研究了不同ATK率协同外部冷却废气再循环（exhaust gas recirculation， EGR）率对油耗的影响规律。研究结果表明：随着Ratk的增加，标定点转矩呈先增大后快速降低趋势；BTE工况点油耗先快速下降，然后逐步趋缓；特征点油耗则呈现先增后快速降低的趋势。整体来看，方案最大Ratk从1.62提升至1.84，特征工况点油耗降低3.5 g/（kW·h），BTE点油耗降低2.5 g/（kW·h），标定点动力性下降3 N·m。此外，在BTE工况，ATK率与EGR率存在一定的协同关系，两者无法同时获得最大值，当ATK率处于中低位值时，可获得最佳的油耗表现。
Abstract:In order to quantify the effect of Atkinson （ATK） effect on the power performance and fuel consumption of high efficiency gasoline engines with high compression ratio， a definition of ATK rate （Ratk） was proposed， which takes into account the effective expansion ratio and effective compression ratio. The effects of different Atkinson cycle schemes on the performance of the whole machine were studied on the bench. Based on the optimal scheme and the best thermal efficiency （BTE） working condition， the influences of different ATK rates and exhaust gas recirculation （EGR） rates on fuel consumption were studied in detail. The results show that with the increase of Ratk， the rated torque shows a trend of increasing and then rapidly decreasing， the fuel consumption at the BTE condition point first rapidly decreases and then gradually slows down， and the fuel consumption at the characteristic point shows a trend of increasing and then rapidly decreasing. Overall， the system maximum Atkinson rate increased from 1.62 to 1.84， the characteristic operating point fuel consumption decreased by 3.5 g/（kW·h）， the best fuel consumption decreased by 2.5 g/（kW·h）， and the power decreased by 3 N·m. In addition， in the BTE operating condition， there is a certain coupling relationship between the ATK rate and the external EGR rate， and the maximum can’t be obtained at the same time. When the ATK rate is at a medium-low value， the optimal fuel consumption performance can be achieved.
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