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``自燃'是燃料化学动力学控制的基本燃烧现象. 本文通过正庚 烷详细化学动力学机理和简化骨干机理相结合的研究方法,验证了Livengood-Wu ``爆震累积临界值'概念(knock integral approach). 证明当反应H$\cdot``自燃'是燃料化学动力学控制的基本燃烧现象. 本文通过正庚 烷详细化学动力学机理和简化骨干机理相结合的研究方法,验证了Livengood-Wu ``爆震累积临界值'概念(knock integral approach). 证明当反应H$\cdot ``自燃'是燃料化学动力学控制的基本燃烧现象. 本文通过正庚 烷详细化学动力学机理和简化骨干机理相结合的研究方法,验证了Livengood-Wu ``爆震累积临界值'概念(knock integral approach). 证明当反应H$\cdot ``自燃'是燃料化学动力学控制的基本燃烧现象. 本文通过正庚 烷详细化学动力学机理和简化骨干机理相结合的研究方法,验证了Livengood-Wu ``爆震累积临界值'概念(knock integral approach). 证明当反应H$\cdot"自燃"是燃料化学动力学控制的基本燃烧现象.本文通过正庚烷详细化学动力学机理和简化骨干机理相结合的研究方法,验证了Livengoodo-Wu"爆震累积临界值"概念(knock integral approach).证明当反应H·+O_2=O·+OH·的高活化能势垒被击穿,形成高浓度OH自由基,混合气释放出大量的热量,系统温度急剧升高,自燃发生.本文还介绍了"均质压燃、低温燃烧"技术的研究进展,燃料自燃过程的控制是现代内燃机技术的重要内容.     

高超声速飞行器动力系统研究进展

简要介绍了高超声速飞行器动力系统的概况.第2部分介绍了超燃冲压发动机、爆震发动机和组合循环发动机等典型高超声速吸气式发动机的基本工作原理与系统组成,描述了各自的特点.第3部分阐述了高超声速飞行器动力系统存在的难点问题,并列出了在总体设计、进气道、燃烧室、尾喷管、热防护、轻质结构、燃油供应与控制等方面的关键技术.第4部分回顾了上述几种典型发动机的发展历程,比较全面地介绍了世界主要航空、航天大国在动力系统关键技术攻关与系统研制方面的主要研究计划和取得的主要进展,总结了经验教训, 指出了发展趋势.第5部分阐述了高超声速飞行器动力系统中的燃烧过程及其燃烧基本问题,介绍了主要研究进展.      

涡轮-冲压组合发动机模态过渡段性能模拟和概念探讨

１概述涡轮－冲压组合发动机是可望用于天地往返运输系统和高超声速民航运输的吸气式发动机。在地面起飞和低速飞行阶段以涡轮发动机模态工作,在高空高速阶段以冲压发动机模态工作．涡轮模态和冲压模态的相互转换过程称为模态过渡段。在过渡段中两种发动机共同工作以联合循环方式运行。组合发动机以联合循环方式工作的性能,不仅与组成它的涡轮发动机和冲压发动机本身的型式和特征有关,而且受到两类发动机相互关系以及调节机构的影响。所以,涡轮冲压组合发动机模态过渡段稳态和瞬态过程的研究,是组合发动机性能研究的重要组成部分［１－…     

Modification to Nagle/Strickland-Constable model with consideration of soot nanostructure effects

The oxidation rates of diesel soot from the combustion chamber of a running diesel engine were calculated based on the particle size distributions at different crank angles. The primary particle diameter and nanostructure of soot were obtained by means of high-resolution transmission electron microscopy (HRTEM). The soot characteristics were also investigated by oxidative thermogravimetry and Raman scattering spectrometry.

The results showed the soot nanostructures were dependent on engine operation conditions and combustion phases. The oxidation rates were found to differ by nearly fourfold from that calculated by the Nagle/Strickland-Constable (NSC) model for the soots studied here. The varied oxidation rates were interpreted in terms of differences in nanostructure between the soots. The experimental results were used to modify the NSC model and the fringe length of in-cylinder diesel soot was chosen to describe the influence of graphitisation on the oxidation of soot. The modified NSC model lessened the deviation between measurements and predictions.     

Holographic heat engine efficiency of hyperbolic charged black holes

We consider a four-dimensional charged hyperbolic black hole as working matter to establish a black hole holographic heat engine, and use the rectangular cycle to obtain the heat engine efficiency. We find that when the increasing of entropy is zero, the heat engine efficiency of the hyperbolic black hole becomes the well-known Carnot efficiency. We also find that less charge corresponds to higher efficiency in the case of $\tilde{q}>0$. Furthermore, we study the efficiency of the flat case and spherical case and compare the efficiency with that of the hyperbolic charged black holes. Finally, we use numerical simulation to study the efficiency in benchmark scheme.     

Effect of Petroleum Condensate/Gasoline Mixture on Automotive Engines

Twelve combustible mixtures of condensate/gasoline were evaluated with the aim to delimit the extent at which the adulteration of premium motor spirit (PMS) with condensate samples becomes hazardous to spark-ignited gasoline engines. Results of the quality-assurance tests (low RON (research octane number) rating and low volatility corroborated by <0.45 kg/cm² RVP (Reid vapor pressure) and high boiling-point (IBP (initial boiling point), FPB (final boiling point), and TR (total recovery)) ranges of atmospheric distillation) show that 16–100% (v/v) of condensate in the adulterated blends are undesirable for automotive engines. Such fuels may cause rough idling, detonation (pinging), and eventual knock of the spark-ignited engine. Continued availability of petroleum products in developing countries like Nigeria might discourage the uncanny practice of ‘black marketers’ who perpetrate the distribution of the ‘killer products’. This might also boost the already impeded consumer trust on petroleum products.     

Comparisons between thermodynamic and one-dimensional combustion models of spark-ignition engines

A one-dimensional combustion model, employing a constant eddy diffusivity and a one-step chemical reaction, has been developed and applied to study the flame propagation in a spark-ignition engine. Calculations have been made at 1600 and 4200 rev min⁻¹ under fuel rich conditions and compared with available engine pressure data. One- and two-zone thermodynamic models have also been developed and applied to study the combustion process in the engine. The thermodynamic models have been compared with the one-dimensional model results and comparisons include the average mixture temperature, the temperatures of the burned and unburned gases and the flame surface area. These comparisons indicate that the one-dimensional model predictions are very sensitive to the eddy diffusivity and reaction rate data. The two-zone thermodynamic model predicts, first, a monotonically increasing flame surface area with time and, then, a monotonically decreasing surface area, whereas the one-dimensional model always predicts a monotonically increasing flame surface area. The average mixture temperature predicted by the one-zone thermodynamic model is higher than those of the two-zone and one-dimensional models during the compression stroke, while that of the one-dimensional model is higher than the temperatures predicted by the one- and two-zone models during the expansion stroke. The one-dmensional model predicts an accelerating flame even when the front approaches the cold cylinder wall. This yields a faster fuel consumption rate than those predicted by the one- and two-zone thermodynamic models which predict smoother burned fuel mass profiles.     

Mathematical modelling of spark-ignition engines

The flow field, scavenging efficiency, power output, heat transfer losses, and unburned hydrocarbon emissions have been numerically studied by means of a two-equation model of turbulence in a four-stroke, homogeneous-charge, spark-ignition engine. The engine is equipped with an intake valve, an exhaust valve, and a constant rate heat source which simulates the spark plug. Combustion has been modelled by means of a one-step irreversible chemical reaction whose rate is controlled by an Arrhenius-type expression. The numerical results indicate that the intake stroke is characterized by the formation of two eddies which persist in the compression stroke. Turbulence is generated at the shear layers of the air jet drawn into the cylinder, but its level decreases in the compression stroke. Due to the heat released by the spark plug and the chemical reaction, a spherical flame kernel is formed. This kernel evolves into a cylindrical flame when the flame front reaches the piston. Fuel remains unburnt at the corner between the cylinder head and the cylinder wall due to heat transfer losses. The numerical results also indicate that despite uncertainties about the turbulence and heat transfer models, an engine model such as the one studied here can be used to understand the flow field, heat transfer losses, scavenging efficiency, and power output in conventional spark-ignition engines. Such capabilities are very helpful in the development and optimization stages of engines. For example, here the engine model thermal and scavenging efficiencies are 15.69% and 94%, respectively. The peak pressure is 33 atm and occurs at 6° ATDC. The unburnt hydrocarbon emissions are 7.41% of the total fuel admitted into the cylinder.     

Auto-ignition study of FACE gasoline and its surrogates at advanced IC engine conditions

Robust surrogate formulation for gasoline fuels is challenging, especially in mimicking auto-ignition behavior observed under advanced combustion strategies including boosted spark-ignition and advanced compression ignition. This work experimentally quantifies the auto-ignition behavior of bi- and multi-component surrogates formulated to represent a mid-octane (Anti-Knock Index 91.5), full boiling-range, research grade gasoline (Fuels for Advanced Combustion Engines, FACE-F). A twin-piston rapid compression machine is used to achieve temperature and pressure conditions representative of in-cylinder engine operation. Changes in low- and intermediate-temperature behavior, including first-stage and main ignition times, are quantified for the surrogates and compared to the gasoline. This study identifies significant discrepancies in the first-stage ignition behavior, the influence of pressure for the bi- to ternary blends, and highlights that better agreement is achieved with multi-component surrogates, particularly at lower temperature regimes. A recently-updated detailed kinetic model for gasoline surrogates is also used to simulate the measurements. Sensitivity analysis is employed to interpret the kinetic pathways responsible for reactivity trends in each gasoline surrogate.     

FTIR光谱在润滑油污染物定量监测中的应用研究

柴油机润滑油在使用过程中,会受到水份、柴油或冷却液等的污染,受高温或燃烧室气体的作用还会产生氧化、硝化、磺化等产物,严重时,这些污染和产物可导致装备的失效。在用润滑油分析能可靠地反映其工作状态,从而确定最佳换油时机和故障源,以避免柴油机在使用过程中产生异常磨损及腐蚀等问题。目前的传统方法,是用卡尔菲休法测定石油产品中水份,气相色谱法测定柴油机油中的柴油稀释剂,因分析时间长和费用高等因素影响其普及应用。傅里叶红外（FTIR）光谱法从分子水平分析润滑油,从而能更有效地监测在用油,由于光谱的复杂性,目前尚不普及。通过在实验室条件下配置多种污染程度的油液样,分别为润滑油含水份百分比浓度为0.11%,0.22%,0.44%和0.88%的油样;润滑油在230 ℃下的氧化时间为299,323,371和395 h的油样;润滑油被柴油稀释的质量百分比浓度为1.5%,3%,6%和12%的油样;润滑油含乙二醇质量百分比浓度为0.1%,0.2%,0.4%和0.8%的油样,包括配置的润滑油油样共计20个。实验采用安捷伦Agilent Cary 630红外光谱仪,使用100 μm厚的液体池,防潮ZeSe型配置的光谱范围为4 000～650 cm-1。分析了所有油样,获得了FTIR光谱图,确定了水、氧化产物、柴油、乙二醇污染所对应的特征波段范围分别为3 150~3 500,1 670~1 800,745~755和1 030~1 100 cm-1;监测参数包括特征波段的实测中心点、左边界、右边界、左基线、右基线等。建立了一种在用润滑油污染物定量分析模型,通过水份、柴油、乙二醇的污染比例和峰面积,在230 ℃下的氧化时间与峰面积分别建立拟合方程,水、柴油、乙二醇含量百分比与对应峰面积的相关系数分别为0.977 9,1.000 0和0.989 5,氧化时间与对应峰面积的相关系数为0.999 6。分析计算预测值与实际值的相对误差可知：水份和乙二醇在含量大于0.2%时,预测的最大相对误差为10%;氧化时间和柴油预测值的最大相对误差为1%。通过按比例稀释,可对在用油进行监测,对3个日常工作的实际油样进行FTIR光谱分析。结果表明：一个油样的水份含量为0.38%,已经超过标准;一个油样的燃油稀释为19%,已经超标;另外一个油样正常。水份超过标准门阈值的油样经卡尔菲休法测量,其相对误差为4.6%。燃油稀释超过标准的油样经黏度测量,其相对值变化同样超过了标准要求,即在判断润滑油是否需要换油方面是一致的。利用FTIR光谱法分析在用润滑油,选定适当的吸收峰,并计算吸收峰的面积,借助于已经建立的拟合公式,可快速可靠地监测在用油的污染种类及程度,该方法可在一定程度上满足工程需要。