| 刘海军，侯献军，陈贵升，王友恒，江华.高原环境下柴油机可变两级增压协同主喷定时的工作过程模拟[J].内燃机工程,2020,41(1):27-35. |
| Simulation of Working Process of Diesel Engine Equipped with Regulated Two-Stage Turbocharger System Coordinated with Main Injection Timing Strategy at Plateau |
| DOI：10.13949/j.cnki.nrjgc.2020.01.004 |
| Key Words:heavy-duty diesel engine high altitude regulated two stage turbocharger system main injection timing working characteristics |
| Author Name | Affiliation | | LIU Haijun，HOU Xianjun，CHEN Guisheng，WANG Youheng,JIANG Hua | 1.Department of Mechanical and Traffic Engineering, Ordos Institute of Technology, Ordos 017010, China
2.Hubei Key Laboratory of Advanced Technology for Automotive Components, Wuhan University of Technology, Wuhan 430070, China
3.Yunnan Key Laboratory of Internal Combustion Engine,
Kunming University of Science and Technology, Kunming 650500, China |
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| Abstract:Based on an 1D thermodynamics model set up with the GT-power, the comparative simulation study on the performance of a diesel engine equipped respectively with a two-stage turbocharger(TST) system and a regulated two-stage turbocharger(RTST) system at different altitudes (0 km, 2 km and 4 km) was carried out to achieve high efficiency and low emissions of diesel engines in a plateau environment. The results show that, at full load, the high stage boosting rates of both two-stage turbocharger systems increase with the altitude. Compared with TST, RTST guarantees higher intake air flow and air/fuel ratio(AFR) at the plateau of 2 km and 4 km, thus having less restrain in torque and reducing the brake specific fuel consumption(BSFC). The temperature before turbocharger and heat transfer energy of TST and RTST increase similarly with the altitude, but those of RTST increase less. At the low altitude of 2 km, the specific emissions of NOx increase with the altitude. At the altitude of 4 km, when the opening of the variable geometry turbocharger(VGT) decreases and the start of main injection(SOI) delays, both the intake air flow and AFR increase. With the increase of the VGT opening and the delay of SOI, the temperature before turbocharger rises. The heat transfer energy decreases first and then increases with the increase in the VGT opening, and decreases with the delay of SOI. NOx specific emissions decrease with the increase in the VGT opening, and decrease slightly with the delay of SOI. Earlier SOI (-7° to -4° in crank angle after the top dead center) coordinated with reasonable VGT opening (0.3~0.5) is beneficial to reducing the trade off between BSFC and NOx specific emissions. |
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