利用MATLAB 软件编写了纹影图片批量处理程序，从火焰传播各方向上获得半径值，提出以半径均值、半径均值相对误差和半径提取值标准偏差3 个指标来评价火焰传播半径的分布状态．研究表明：点火电极是导致火焰传播失真的重要原因，通过优化排除点火电极的影响角度范围(γ 为65°～115°和245°～295°)来减小测量误差；优化后，半径均值增幅为0.96%～2.08%，半径均值相对误差减小为－0.06～0.86，半径提取值标准偏差减幅为44.20%～71.33%．综合考虑，在初始温度Tu＝323 K、初始压力pu＝0.1 MPa、当量比φ＝1.0 和稀释率φr＝6%工况下，优化选择的火焰传播半径测量角度步长Δθ＝6°．

研究了带喷嘴双通道蜗壳的混流涡轮在不同进气条件下的涡轮性能，对比分析了近叶根进气和近叶尖进气两种部分进气工况下的流场分布，探讨了不同进气工况下的流动损失机理．结果表明：近叶尖进气和近叶根进气两种工况的流通能力相同，但后者效率高1.5%～2.5%．损失分布分析表明，近叶尖进气和近叶根进气工况下蜗壳内流动损失基本一致，但前者喷嘴内损失较高，而后者叶轮内的损失高．流场分析表明，近叶尖进气时喷嘴进口气流攻角过大导致吸力面前缘发生高强烈流动分离而产生大范围高熵增，而近叶根进气时叶轮通道内产生大尺度的“旋风涡”并产生高熵增．这两个流通部件内的流场特征差别是不同进气条件下涡轮性能差异的产生机制．该研究为带有双通道蜗壳的涡轮气动优化设计提供了理论基础．

针对气阀式二冲程柴油机扫气过程优化问题，在侧向直气道结构基础上设计了一种顶端入口切向进气道结构，该结构在接近入口区域设计为切向气道，同时在进气道出口处设计一种导气屏结构．该进气道结构可强制新鲜充量沿气缸壁面进入缸内，产生一定强度的逆滚流．通过对3 000 r/min 全负荷工况下的二冲程扫气过程进行三维模拟计算，重点研究进气道结构对扫气过程中气流运动、残余废气分布及扫气特性的影响．结果表明：与侧向直气道结构相比，逆滚流气道结构下扫气路线得到优化，进气短路现象得到一定程度的改善，扫气效率提高了10.8%，新鲜充量捕获率提高了9.3%．

开展发动机辐射噪声品质的客观评价特征提取研究，可以有效地降低客观评价特征维数，简化发动机声品质评价模型结构维度．以国产典型发动机为例，在消声室内测试获得稳态辐射噪声信号；选择适宜于描述发动机辐射噪声的11 个物理与心理声学评价变量作为声品质评价特征，同时运用基于多类型核函数的主成分分析方法提取主要客观评价特征，确定了目标核函数，实现发动机声品质客观评价特征由11 维到4维的简化模型目标，解决了输入数据集的非线性问题，简化发动机辐射噪声品质预测模型的结构.

针对内燃机典型的冷却工况条件，利用Fluent 软件，采用CLSVOF 法进行了矩形通道内过冷流动沸腾起始点的数值模拟研究．通过对不同测点采集的压力波动信号进行频谱分析，提出一种利用功率谱密度判断冷却液是否沸腾的方法．计算结果表明：流体流速越小，壁面加热温度越大，沸腾起始时间越短，功率谱密度随之增加.从高流速、低壁面加热温度到低流速、高壁面加热温度的工况，沸腾起始点附近的压力信号波形经无峰型、扁平型、振荡型到尖峰型转变．同时，对横、纵向各测点的压力衰减分析表明，时域信号的压降与横、纵向位置呈线性变化关系．从频域角度来看，纵向的功率谱密度基本无差异，而横向的功率谱密度在加热面附近衰减明显．

针对高强化柴油机气缸盖排气门鼻梁区严重的热负荷问题，提出在该区域冷却水腔中建立特殊的结构表面以强化其传热的能力，并建立8 种不同的特殊结构表面．采用欧拉多相流以及壁面沸腾换热模型分别对8 个不同结构表面的鼻梁区简化流道进行流动传热仿真分析，并设计了流动沸腾试验平台，验证仿真计算的可靠性．在此基础上，研究各种结构表面对表面流动的扰乱程度以及对传热系数的影响，最后进行各结构表面传热能力的综合评价．结果表明：特殊的表面结构对表面湍流强度以及传热系数有不同程度的影响，其中柱体结构表面与两种槽肋结构表面对湍流强度的提升都达4.9 倍以上，叉排式柱体结构表面与垂直流向的槽肋结构表面的提升传热系数分别提升了65.9%和57.4%；并且在传热能力的综合评价得到上述3 种结构对火力面最高温度降低均达23℃以上.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 A new generation of common rail injector for marine, power and railway applications was developed by OMT as the result of a decade of research in high-performance fuel injection systems, and a series of thorough tests with HFO of a previous injector generation performed by the customer both on test rig and engine. In combination with other key components influencing the combustion performance of the engine as, for instance, the turbocharger and the valve actuation system, an advanced common rail injector enables the engine designer to optimise the engine for reducing the fuel consumption and complying with the forthcoming emission legislation standards. The paper presents the main design principles and features of the new injector, as well as the motivations that led to the choice of such design and the physical phenomena that play the major role in determining injector behaviour. The injector features a fuel reservoir integrated in its body to store the very high pressures required nowadays to further improve the combustion process, as well as a flow limiter valve for preventing engine over fuelling in case of injector failure. Multi shot capability is also mandatory for providing maxi-mum flexibility in shaping the heat release curve. The paper presents how this was achieved by designing a control stage able to operate with high temperature HFO and placed very close to the injector needle for minimising injector response time and dwell time be-tween injections. This concept required the custom design of a solenoid able to meet demanding specifications in terms of short switching time, high force with limited size and high working temperatures. A multi-dimensional numerical model of the injector was developed in-house, using a proprietary code that takes into account fuel compressibility and cavitation phenomena. The model couples the results of 3D-CFD analyses of the parts of the design that require three-dimensional study of fluid flow to be properly characterised, with the lumped parameter model of the mechanical parts of the injector and the one-dimensional model of the fuel channels required to correctly predict pressure wave propagation. Rig tests were carried out to confirm the functional performance and durability of the new injector design, as well as to validate the numerical model predictions. This enabled the use of the model for studying the effect of design modifications on injector performance, thus speeding up the development process. The paper presents a comparison between experimental and numerical results of injector performance measured on the test rig at the be-ginning of its life as well as after one thousand hours of operation on an endurance test rig. The results obtained demonstrate the benefits of the technical solutions adopted and why they were needed to reach the good level of performance shown by the injector. In particular, the minimum controllable injected quantity was found to be very low and showing high repeatability, making this design ideal for operating in multi shot mode and also for dual fuel engines, where the customer requires to use the minimum possible amount of liquid fuel for performing gas ignition. The injector was undergoing prototype tests on a customer engine at the time of writing this abstract.

搭建了摆动摩擦副试验台，并进行了连杆小头轴承典型工作状态下的台架模拟试验．对台架试验后的轴承试件进行了衬套松脱测试；对衬套和活塞销磨损表面分别进行了三维形貌观测和能谱分析．试验表明：相同条件下持续加载的摩擦温升要显著高于间歇加载的情况；在供油状态下，间歇加载工况的摩擦温升受负荷的影响较小，而持续加载时的摩擦温升受负荷的影响波动较大，并且靠近摩擦热源区域的温度波动最为明显．不同工作状态下，衬套松动的最大转矩是最小转矩的1.4 倍，最小拔出拉力为最大拔出拉力的73.3%．在供油间歇加载工况下，衬套表面出现了点蚀现象，从衬套上转移到活塞销表面的材料相对于持续加载工况的分布集中．

利用复合激光诱导荧光(PLIEF)技术，通过高温高压定容燃烧弹研究了撞壁距离对柴油喷雾撞击平板后的燃油分布影响．试验中，撞壁距离从12.5 mm 变化到32.5 mm．结果表明：撞壁距离对燃油分布有重要影响，随着撞壁距离的增加，液相燃油质量分数增加，过浓区间(φ＞2)的气相燃油质量分数减小，较浓区间(1＜φ≤2)的气相燃油质量分数增加到一定数量并保持变化不大，稀混合气区间(0＜φ≤1)的气相燃油质量分数逐渐增加；瞬态最大当量比(φmax)降低；瞬态最低温度(Tmin)发展趋势与φmax相反；气/液相喷雾壁面射流半径和高度大幅减小，甚至不与壁面相撞．

基于一台单缸柴油机，采用进气道喷射乙醇同时缸内直喷柴油的方式实现双燃料预混压缩着火(PCI)燃烧模式. 固定发动机转速和负荷，通过调整预混乙醇比例以及柴油直喷策略，实现了不同程度的混合气燃料分层，并测量了相应的发动机循环波动特性，试验中NOx排放和COVIMEP分别控制在0.4g/(kW·h)和7%以下. 结合数值模拟研究了混合气燃料分层对双燃料发动机循环波动的影响，结果表明：燃料分层直接影响双燃料发动机循环波动. 首先，着火正时在上止点附近时有助于降低双燃料发动机循环波动，乙醇预混当量比、柴油直喷中主喷油量以及主喷正时直接影响混合气初始着火区域燃料活性以及当量比，进而影响混合气着火正时. 其次，混合气着火正时稳定性对于保证双燃料发动机燃烧稳定性较为关键. 此外，燃烧相位以及缸内爆压不变，采用较高的乙醇预混比例结合推迟的主喷正时可以实现更加稳定的着火，进而降低双燃料发动机循环波动率.