CAJ | 학술논문

为组织好自由活塞发动机缸内气体流动，以提高可燃混合气混合质量，进而改善发动机燃烧质量，依据自由活塞运动特点，建立自由活塞发动机系统仿真模型，采用数值模拟方法对进气冲程和压缩冲程缸内流场进行仿真研究。分析结果表明，在进气冲程和压缩冲程时间之和一定情况下，进气冲程活塞运动快慢对进气终了缸内工质运动强度影响不大；快速压缩可提高压缩终了缸内工质运动强度，压缩终了单位质量湍动能在压缩冲程时间占进气冲程时间与压缩冲程时间总和45%时高达4.883 m2/(s2·kg)，比压缩冲程时间占进气冲程时间与压缩冲程时间总和55%时高40%。采用慢进气快压缩的活塞运动规律，增大了压缩终了缸内流场运动强度，有利于火焰传播。该研究为组织缸内气体流动提供参考，对提高发动机性能具有重要意义。
위조직호자유활새발동궤항내기체류동，이제고가연혼합기혼합질량，진이개선발동궤연소질량，의거자유활새운동특점，건립자유활새발동궤계통방진모형，채용수치모의방법대진기충정화압축충정항내류장진행방진연구。분석결과표명，재진기충정화압축충정시간지화일정정황하，진기충정활새운동쾌만대진기종료항내공질운동강도영향불대；쾌속압축가제고압축종료항내공질운동강도，압축종료단위질량단동능재압축충정시간점진기충정시간여압축충정시간총화45%시고체4.883 m2/(s2·kg)，비압축충정시간점진기충정시간여압축충정시간총화55%시고40%。채용만진기쾌압축적활새운동규률，증대료압축종료항내류장운동강도，유리우화염전파。해연구위조직항내기체류동제공삼고，대제고발동궤성능구유중요의의。
Compared with the conventional four-stroke engine, the four-stroke free piston engine has benefits in terms of high efficiency, weight reduction, and variable compression ratio and expansion ratio. At the same time, both the freedom and convenience control of the movement of the four-stroke free piston are improved. Without the restriction of the crankshaft, the movement of the piston that is determined by the interaction of a number of forces acting on the mover, makes it possible to further improve the performance through design optimization and technology innovation. Based on the dynamics principle of the free piston engine, the dynamic model of the free piston is built. The dynamics of the free piston assembly obeys Newton’s second law. On the basis of the movement of the free piston, the geometrical model and the simulation model of the compressed natural gas (CNG) free piston engine are established. With the help of the general fluid computing platform, the module of the free piston movement that can be solved step by step is developed. Moreover, the multi-dimensional transient numerical simulation model of the free piston engine’s working process is also established. The effects of the piston movement on the cylinder flow field are also explored. The results show that the fast moving of the piston can get high in-cylinder unit mass kinetic energy and turbulent kinetic energy. When the time of the intake stroke is only 45 percent of the sum time of the intake and compress stroke, the maximum of the in-cylinder unit mass kinetic energy and the turbulent kinetic energy can be 208.8 J/kg and 25.11 m2/(s2·kg) respectively. But the fast moving piston in intake stroke has little impact on the in-cylinder unit mass kinetic energy and turbulent kinetic energy for the intake end. When the time of the intake stroke is only 45 percent of the sum time of the intake and compress stroke, the in-cylinder unit mass turbulent kinetic energy is only 3 percent higher than that of the intake stroke whose time is 55 percent of the sum time of the intake and compress stroke. Under the conditions of the same compression time, the mid-range acceleration is superior to the acceleration of late course during the compression stroke. This is due to that this movement of the mid-range acceleration during the compression stroke can also enhance the turbulent kinetic energy of the compression end. So the mid-range acceleration is adopted in the compression stroke. The fast moving piston in compression stroke can increase the turbulent kinetic energy of the compression end. When the compression time is equal to 45%of the sum of the intake and the compression time, the turbulent kinetic energy of the compress end can be 4.883 m2/(s2·kg), and it is 40% higher than that of the compression time equal to 55% of the sum of the intake and the compression time. So the piston movement with slow intake and fast compression is adopted, which can increase the gas movement intensity of the compression end and accelerate the flame propagation.