缸内直喷氢燃料内燃机技术发展及趋势

doi:10.3969/j.issn.1674-8484.2021.03.001

汽车安全与节能学报 ›› 2021, Vol. 12 ›› Issue (3): 265-278.DOI: 10.3969/j.issn.1674-8484.2021.03.001

• 综述与展望 • 下一篇

缸内直喷氢燃料内燃机技术发展及趋势

孙柏刚(), 包凌志, 罗庆贺

北京理工大学机械与车辆学院,北京 100081,中国

收稿日期:2021-09-18 出版日期:2021-09-30 发布日期:2021-10-08
作者简介:孙柏刚（1969—）,男（汉族）,黑龙江,教授。Email: Sunbg@bit.edu.cn。北京理工大学教授,博士生导师,能源与动力工程系主任。主要从事氢燃料内燃机与燃料电池方面的研究开发工作。主持承担国家自然科学基金、863、科技部国际合作及总装备部、国防科工局等项目20余项,发表学术论文60余篇,出版学术著作3部。获中国汽车工业技术奖1项,国防科技进步二等奖1项。主持建立了中国国内首套氢燃料内燃机技术开发平台,开发了第1辆氢内燃机样车,在氢能应用领域进行了开创性的工程实践探索,在氢气存储、氢气供应与喷射、氢能安全、氢内燃机整机及整车开发方面具有丰富的应用与开发经验。
Prof. SUN Baigang He is a professor and a doctoral supervisor of the Beijing Institute of Technology, the Head of Department of Energy and Power Engineering, mainly engaged in the research and development of hydrogen-fueled internal combustion engine and fuel cell. He is responsible for more than 20 projects of National Natural Science Foundation of China, 863, International Cooperation of Ministry of Science and Technology, Ministry of General Armaments, National Defense Bureau of Science and Industry, etc. He has published more than 60 academic papers and 3 academic books. He was awarded the Technology Award of China Automobile Industry and the Second Prize of National Defense Science and Technology Progress. He presided over the establishment of the first hydrogen fuel internal combustion engine technology development platform in China, developed the first hydrogen internal combustion engine prototype, and carried out pioneering engineering practice exploration in the field of hydrogen energy application, with rich application and development experience in hydrogen storage, hydrogen supply and injection, hydrogen energy safety, hydrogen internal combustion engine and vehicle development.

Development and trends of direct injection hydrogen internal combustion engine technology

SUN Baigang(), BAO Lingzhi, LUO Qinghe

School of Mechanical Engineering, Beijing institute of Technology, Beijing 100081, China

Received:2021-09-18 Online:2021-09-30 Published:2021-10-08

摘要/Abstract

摘要：

氢能是实现碳达峰与碳中和的最佳能源形式,也被誉为21世纪的终极能源。氢内燃机具有零碳排放、高效率、高可靠性和低成本的显著优势,成为氢能应用的重要方向之一。缸内直喷氢内燃机可有效抑制回火,并显著提高功率密度,是氢内燃机近阶段的发展热点,引发了国内外汽车企业和研究机构的高度关注。该文系统总结了各类氢内燃机的优缺点以及相关直喷氢内燃机的技术途径及其达到的技术指标,采用废气涡轮增压可使氢内燃机的功率密度达到80 kW/L,采用高压缩比、稀薄燃烧可使有效热效率提升至42% ~ 45%,采用废气再循环技术等可使氢内燃机的唯一污染物NO_x降低至0.5 g/kWh,并具有达到近零排放的潜力。该文也针对下一代缸内直喷氢内燃机所带来的新问题,从混合气形成、燃烧特性、燃烧模式、有效热效率提升、NO_x控制方法及后处理器等技术角度分析了开发现状及技术水平,探讨了近零排放条件下有效热效率达到50%的未来技术发展趋势。

关键词: 氢内燃机, 直接喷射, NO_x排放, 有效热效率, 稀薄燃烧, 后处理

Abstract:

Hydrogen energy is the best energy carrier to achieve carbon peak and carbon neutrality, and is also regarded as the ultimate energy source in the 21st century. The hydrogen internal combustion engine has the significant advantages of zero carbon emission, high efficiency, high reliability and low cost, which makes it one of the important directions for hydrogen energy applications. The direct-injection hydrogen internal combustion engine, which can effectively suppress backfire and significantly increase power density, is a hot topic in the recent stage of development of hydrogen engine. It has attracted much attention from traditional automobile companies and research institutes at home and abroad. This paper systematically summarizes the advantages and disadvantages of various types of hydrogen internal combustion engines as well as the technical approaches and the details of the relevant hydrogen engines. The utilize of exhaust gas turbocharging can make the power density of hydrogen internal combustion engine reach 80 kW/L. High compression ratio and lean burn combustion can reach the brake thermal efficiency to 42% ~ 45%, and the exhaust gas recirculation technology can reduce the NO_x pollutant of hydrogen engine less than 0.5 g/kWh. The paper also addresses the new issues posed by the next-generation direct-injection hydrogen engine, analyzing the current state of development and the technical details including mixture formation, combustion characteristics, combustion mode, effective thermal efficiency improvement, NO_x control methods and post-processors. We also discuss the future technological development trend of reaching 50% brake thermal efficiency under near-zero emission working conditions.

Key words: hydrogen internal combustion engine, direct injection, brake thermal efficiency, lean-burn combustion, exhaust post-processing

中图分类号:

U464.9

孙柏刚, 包凌志, 罗庆贺. 缸内直喷氢燃料内燃机技术发展及趋势[J]. 汽车安全与节能学报, 2021, 12(3): 265-278.

SUN Baigang, BAO Lingzhi, LUO Qinghe. Development and trends of direct injection hydrogen internal combustion engine technology[J]. Journal of Automotive Safety and Energy, 2021, 12(3): 265-278.

图/表 11

参考文献 64

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特性	氢气	甲烷	汽油	柴油
碳含量,w / %	0	75	84	86
低热值 /（MJ·kg^-1）	119.7	45.8	44.8	42.5
密度 / (kg·m^-3)	0.089	0.72	730~780	830
体积能量密度 / (MJ·m^-3)	10.7	33.0	33×10³	35×10³
自燃温度 / K	858	813	~623	~523
辛烷值	130	130	92~98	25
空气中最小点火能量 / mJ	0.02	0.29	0.24	0.24
当量空燃比	34.5	17.2	14.7	14.5
当量比下体积分数,φ	0.2953	0.0948	~0.02	-
淬熄距离 / mm	0.64	2.1	~2	-
空气中层流燃烧速度 / (m·s^-1)	1.85	0.38	0.37~0.43	0.37~0.43
空气中扩散系数 / (m²·s^-1)	8.5×10^-6	1.9×10^-6	-	-
空气中燃烧极限,φ_a / %	4~76	5.3~15	1~7.6	0.6~5.5
燃烧极限（过量空气系数）	0.2~10	0.7~21	0.4~1.4	0.5~1.3
绝热火焰温度 / K	2 480	2 214	2 580	~2 300

特性	氢气	甲烷	汽油	柴油
碳含量,w / %	0	75	84	86
低热值 /（MJ·kg^-1）	119.7	45.8	44.8	42.5
密度 / (kg·m^-3)	0.089	0.72	730~780	830
体积能量密度 / (MJ·m^-3)	10.7	33.0	33×10³	35×10³
自燃温度 / K	858	813	~623	~523
辛烷值	130	130	92~98	25
空气中最小点火能量 / mJ	0.02	0.29	0.24	0.24
当量空燃比	34.5	17.2	14.7	14.5
当量比下体积分数,φ	0.2953	0.0948	~0.02	-
淬熄距离 / mm	0.64	2.1	~2	-
空气中层流燃烧速度 / (m·s^-1)	1.85	0.38	0.37~0.43	0.37~0.43
空气中扩散系数 / (m²·s^-1)	8.5×10^-6	1.9×10^-6	-	-
空气中燃烧极限,φ_a / %	4~76	5.3~15	1~7.6	0.6~5.5
燃烧极限（过量空气系数）	0.2~10	0.7~21	0.4~1.4	0.5~1.3
绝热火焰温度 / K	2 480	2 214	2 580	~2 300

氢气喷射方式	进气道单点喷射	进气道多点喷射	低压缸内直喷	高压缸内直喷
喷射时刻	进气冲程初段	排气冲程末段或进气冲程初段	压缩冲程初段	压缩冲程初段至接近压缩上止点
喷射压力/MPa	0.5~3.0	0.5~3.0	1.5~6.0	> 10.0
能量密度变化	损失30%	损失30%	提升20%	提升20%
异常燃烧	高风险回火	低风险回火	无回火	无回火
混合气形成	易形成不均匀混合气	易形成均匀混合气	混合气基本均匀	混合气均匀或分层, 可调控
特点	升功率低、异常燃烧风险大	升功率低、有异常燃烧风险	升功率低	升功率高、效率高、喷嘴要求高

氢气喷射方式	进气道单点喷射	进气道多点喷射	低压缸内直喷	高压缸内直喷
喷射时刻	进气冲程初段	排气冲程末段或进气冲程初段	压缩冲程初段	压缩冲程初段至接近压缩上止点
喷射压力/MPa	0.5~3.0	0.5~3.0	1.5~6.0	> 10.0
能量密度变化	损失30%	损失30%	提升20%	提升20%
异常燃烧	高风险回火	低风险回火	无回火	无回火
混合气形成	易形成不均匀混合气	易形成均匀混合气	混合气基本均匀	混合气均匀或分层, 可调控
特点	升功率低、异常燃烧风险大	升功率低、有异常燃烧风险	升功率低	升功率高、效率高、喷嘴要求高

序号	研究机构	年份	参数	典型性能指标	技术	氮氧排放
1	宝马汽车公司^[4]	2004	单缸0.5 L	当量比燃烧负荷可达1.4 MPa,有效热效率30%	合适点火、压缩比12	外特性点原始排放可达600 ppm
2	丰田汽车公司^[2]	2006	单缸0.85 L	0.95 MPa@1 200 r/min,最高有效热效率38.9%	优化喷射相位	热效率点排放为 400 ppm
3	日本武藏工业大学^[5]	2009	六缸 7.68 L	3 000 r/min, 147 kW	压缩比13 + EGR + 后处理系统	日本JP05循环排放小于0.5 g/kWh
4	丰田汽车公司^[6]	2010	四缸2.2 L	0.8 MPa @2 000 r/min 有效热效率43.8%	分层扩散燃烧+ EGR	效率点排放0.35 g/kWh,满足欧六排放标准
5	日本东京城市大学^[6]	2010	单缸1.0 L	0.85 MPa@1 000 r/min 指示热效率41%	合适的燃烧策略 + 压缩比13 + EGR	热效率点NO_x 0.7 g/kWh
6	美国阿贡国家实验室^[7]	2012	单缸0.66 L	1.41 MPa@2 000 r/min 最高有效热效率45%	喷嘴CFD优化+ 压缩比12.9 + 机械增压	2 000 r/min,1.0 MPa,3 000 r/min,0.6 MPa以下的工况排放小于0.1 g/kWh
7	日本东京城市大学^[8]	2018	四缸4.7 L	400 Nm@1 500 r/min 最大扭矩 0.8 MPa@1 600 r/min 有效热效率40%	可变压缩比12.7 ~ 18.0 + 冷EGR + 后处理系统	日本JP05循环排放小于0.2 g/kWh
8	日本可持续能源研究中心^[9]	2019	单缸1.3 L	150 Nm@1 000 r/min 指示热效率50%	EGR + 压缩比12.9 + 机械增压	功率点排放小于 0.36 g/kWh
9	博世公司^[10]	2020	四缸2.0 L	升功率83 kW/L,升扭矩191 Nm/L,有效热效率39%	涡轮增压 + 稀薄燃烧	1.2 MPa以下的工况,NO_x排放小于 0.1 g/kWh

缸内直喷氢燃料内燃机技术发展及趋势

Development and trends of direct injection hydrogen internal combustion engine technology

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