Numerical investigation of the synchronous and asynchronous changes of ignition timing in a double spark plugs direct injection rotary engine

被引:4
|
作者
Chang, Ke [1 ,2 ]
Ji, Changwei [1 ,2 ]
Wang, Shuofeng [1 ,2 ]
Yang, Jinxin [1 ,2 ]
Wang, Huaiyu [3 ,4 ]
Meng, Hao [1 ,2 ]
Liu, Dianqing [1 ,2 ]
机构
[1] Beijing Univ Technol, Coll Energy & Power Engn, Beijing Lab New Energy Vehicles, Beijing 100124, Peoples R China
[2] Beijing Univ Technol, Key Lab Reg Air Pollut Control, Beijing 100124, Peoples R China
[3] Beijing Inst Technol, Sch Mech Engn, Beijing 100081, Peoples R China
[4] Beijing Inst Technol, Collaborat Innovat Ctr Elect Vehicles Beijing, Beijing 100081, Peoples R China
基金
中国国家自然科学基金;
关键词
Double spark plugs; Ignition timing; Synchronous and asynchronous; Direct injection; COMBUSTION PERFORMANCE; LIMITS; VALVE; KNOCK;
D O I
10.1016/j.energy.2023.126688
中图分类号
O414.1 [热力学];
学科分类号
摘要
In this study, a double spark plugs direct injection rotary engine is used to investigate the effects of synchronous and asynchronous changes of ignition timing on combustion and emission performance. The three-dimensional dynamic model was established by CONVERGE software and validated by the experimental data. The results indicate that setting the fuel injector toward the spark plug can reduce the fuel distribution at the tail of the combustion chamber, and the in-cylinder mixture inhomogeneity index gradually increases with the advance of the ignition timing. Compared with the synchronous change of ignition timing, advancing the ignition timing of the tailing spark plug can promote the combustion process. When the ignition timing of the leading spark plug is too early, the flame front will be irregular. With the advance of ignition timing, CA 0-10 corresponding to synchronous and asynchronous change all gradually increase, and the change of CA 10-90 is more stable than that of CA 0-10. Whether the ignition timing is changed synchronously or asynchronously, with the advance of the ignition time, the in-cylinder pressure shows an upward trend. The mean in-cylinder pressure corresponding to the synchronous change with the same change amplitude is slightly higher than that of asynchronous change. The peak pressure of 16.4% higher than that of the original engine can be obtained by adopting the ignition strategy of the synchronous advance of 30 degrees CA. Under this ignition strategy, the temperature and NOx mole fraction in the combustion chamber are all the lowest.
引用
收藏
页数:9
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