2022年《發(fā)動機原理》雙語教案 2

1、Chapter 4 Combustion in Spark Ignition Engines Key: Mixture formation way of SI engine, combustion phenomenon of SI engine, design of SI engine combustion chamber. Difficult points: Gasoline engine abnormal combustion phenomenons and influence factors Section 1 Introduction to spark ignition engineI

2、n SI engines the air and fuel are usually mixed together in the intake system prior to entry to the engine cylinder, using a carburetor or fuel-injection system. The electronic fuel injection system has the job of supplying a combustible mixture of air and fuel to the engine. This typical system can

3、 be divided into three parts: fuel delivery system, air induction system, and the electronic control system. 1. Air induction system When the throttle valve is opened, air flows through the air cleaner, through the air flow meter, past the throttle valve, and through a well-tuned intake manifold run

4、ner to the intake valve. 2. fuel delivery system Fuel is delivered from tank to the injector by means of an electric fuel pump. Contaminants are filtered out by a high capacity in line fuel filter. Fuel is maintained at a constant pressure by means of a fuel pressure regulator. Any fuel which is not

5、 delivered to the intake manifold by the injector is returned to the tank through a fuel return pipe. 3. electronic control system The ECU determines precisely how much fuel needs to be delivered by the injector by monitoring the engine sensors. The ECU turns the injectors on for a precise amount of

6、 time , referred to as injection pulse width or injection duration, to deliver the proper air-fuel ratio to the engine. Section 2 Combustion phenomenon Combustion either occurs normally - with ignition from a spark and the flame front propagating steadily throughout the mixture - or abnormally. 4.2.

7、1 Normal combustion When the piston approaches the end of the compression stroke, a spark is discharged between the sparking plug electrodes. The spark leaves a small nucleus of flame that propagates into the unburnt gas. Until the nucleus is of the same order of size as the turbulence scale, the fl

8、ame propagation cannot be enhanced by the turbulence.1. Delay periodfrom A to B first stage This early burn period comprises the initial laminar combustion, and the transition to fully turbulent combustion, and is sometimes referred to as the delay period . The delay period is of approximately const

9、ant time duration. Figure compares the pressure diagrams for the cases when a mixture is ignited and when it is not ignited. The point at which the pressure traces diverge is ill-defined, but it is used to denote the end of the delay period. The delay period is typically of 1-2 ms duration, and this

10、 corresponds to 15-30 of crank angle at 2500 rpm. The early burn period depends on the temperature, pressure and composition of the fuel/air mixture, but it is a minimum for slightly richer than stoichiometric mixtures, in other words, when the laminar flame speed is highest. 2. Second stage（fast co

11、mbustion -from B to C The end of the second stage of combustion is also ill-defined on the pressure diagram, but occurs shortly after the peak pressure. The second stage of combustion is affected in the same way as the early burn period, and also by the turbulence. This is very fortunate since turbu

12、lence increases as the engine speed increases, and the time for the second stage of combustion reduces almost in proportion. In other words, the second stage of combustion occupies an approximately constant number of crank angle degrees. In practice, the maximum cylinder pressure usually occurs 5-20

13、 degree after top dead centre. We call this period fast combustion period. The mixture burns fiercely, we use pMPaoto evaluate the pressure rise rate, and p is normally between 0.200.40 MPa/o 3. The final stage-after C The final stage of combustion is one in which the flame front is contacting more

14、of the combustion chamber, with a reduced flame front area in contact with the unburned mixture, the remaining unburned mixture in the combustion chamber being burnt more slowly. The cylinder pressure should also be falling, so unburned mixture will be leaving crevices. This final stage of combustio

15、n is very slow, and will not be complete by the time the exhaust valve opens. 4.2.2 Flame front propagation in engines In the normal combustion, the forward boundary of the reacting zone is called the flame front. The motion of a mixture confined in a chamber of constant volume is complicated by the

16、 fact that expansion of the burned gases compresses the unburned part of the charge. It is the sum of two movements: the rate at which the flame moves into the unburned portion of the charge, called the burning velocity, and the rate at which the flame front is pushed forward by the burned gases, ca

17、lled the transport velocity. The burning velocity of laminar flame is: dmv LF LmdtWhere m is the mass of mixture, vL is the propagation velocity of laminar flame front, F L is the superficial area of laminar flame front and m is density of end gas. The burning velocity of turbulent flame can be deri

18、ved as: dmv TF TmdtWhere m is the mass of mixture, vL is the propagation velocity of turbulent flame front, F L is the superficial area of turbulent flame front and m is density of end gas. There are several factors which affect the flame speed, including turbulence, fuel/air ratio, temperature and

19、pressure, compression ratio, engine speed. 4.2.3 Cyclic variation in combustion 1. Cycle-by-cycle variations in combustion It is also called cyclic dispersion. Cyclic dispersion occurs because the turbulence within the cylinder varies from cycle to cycle, the air/fuel mixture is not homogeneous ther

20、e may even be droplets of fuel present and the exhaust gas residuals will not be fully mixed with the unburned charge. It is widely accepted that the early flame development can have a profound effect on the subsequent combustion. 2. non-uniform work of cylinders In a multi-cylinder engine, there ca

21、n be significant differences in the combustion process and pressure development between the cylinders. Section 3 Abnormal combustion4.3.1 Surface ignition 1 post-ignition Surface ignition is caused by the mixture igniting as a result of contact with a hot surface, such as an exhaust valve. Post igni

22、tion is often characterized by running-on; that is, the engine continues to fire after the ignition has been switched off. 2pre-ignition If the surface ignition occurs in advance of the spark, then it is called pre-ignition. Pre-ignition causes an increase in the compression work and this causes a r

23、eduction in power. Pre-ignition leads to higher peak pressures and this in turn can cause self-ignition. 4.3.2 Self-ignition detonation, knock Self-ignition occurs when the pressure and temperature of the unburnt gas are such as to cause spontaneous ignition. The flame front propagates away from the

24、 sparking plug, and the unburnt or end gas is heated by radiation from the flame front and compressed as a result of the combustion process. If spontaneous ignition of the unburnt gas occurs, there is a rapid pressure rise which can be characterized by a knocking . The knock is audible, caused by re

25、sonances of the combustion chamber walls. As a result of knocking, the thermal boundary layer at the combustion chamber walls can be destroyed. This causes increased heat transfer. 4.3.3 The effects of operating factors on the combustion process （1）Mixture strength When 1.2 : . Flame speed is slow,

26、economical efficiency is bad . Incomplete combustion of fuel, HC emissions When =1.03-1.1 : . Fuel burning completely, be is the lowest . The temperature in cylinder is the highest and a rich air, a lot of NOx emissions. When =0.8-0.9 : . pz、Tz、 p/ 、 pe all reached the highest . Deflagration tend to

27、 increase . Incomplete combustion, so the CO emissions increased dramatically（2）Spark advance angle Definition: The crankshaft angle from spark ignition point to top dead center Characteristics: Corresponding to each working condition, there is a best ignition advance angle; the gasoline engine can

28、get the largest power and minimum fuel consumption . Ignition angle is too large, compression work increases, and the peak pressure increase, knock becomes more possible . Combustion ignition too late, the peak pressure and temperature drop, heat loss increase, power and thermal efficiency are lower

29、, but the knock tended to decrease, reducing NOx emissions （3）Rotate speed Speed increases, the turbulence enhance in the cylinder, the flame speed is proportional to the speed increase When speed increases, the knock tend to decrease, the ignition advance angle should be corresponding increase. （4）Load Gasoline engine load adjustment is volume adjustment,When loa