黄佐华
内燃机燃烧基础理论,污染物控制技术和洁净燃料发动机燃烧
个性化签名
- 姓名:黄佐华
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学术头衔:
博士生导师
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学科领域:
动力机械工程
- 研究兴趣:内燃机燃烧基础理论,污染物控制技术和洁净燃料发动机燃烧
1984年毕业于西安交通大学,博士,教授,博士生导师。西安交通大学能源动力工程学院副院长,动力工程多相流国家重点实验室副主任兼燃烧研究室主任,汽车工程系主任。曾先后到日本岐阜大学、东京大学、群马大学学习和工作。现为东京大学客座研究员,群马大学客座教授,天津大学客座教授。日本汽车工程学会会员,中国内燃机学会大功率委员会委员,工程热物理学会代用燃料分会委员,动力工程多相流国家重点实验室学术委员会委员。《化工学报》,《西安交通大学学报》编委,《内燃机学报》英文编辑,《燃烧科学与技术》特约审稿人。国家科学技术奖评审专家,教育部提名国家科学技术奖评委,陕西省科技进步奖评审专家,通用汽车中国科技成就奖评委,通用中国科学研究基金项目评审专家,国家自然科学基金评审专家,浙江省自然科学基金评审专家。中日燃烧双边学术会议技术委员会委员。中国科协《2020年中国科学与技术》发展研究专家组成员,2005年多相流国际学术会议秘书长,2004年中日燃烧会议组委会主席,柳州市人民政府科技顾问,陕西省青年科技协会理事。
主要研究方向是内燃机燃烧基础理论,污染物控制技术和洁净燃料发动机燃烧。在发动机碳氢生成机理、预测模型,天然气层状混合气燃烧,洁净燃料发动机等方面取得了很好的成绩,并已得到国际同行的认可。先后承担国家杰出青年科学基金,国家“八五”攀登计划项目,国家基础性研究重大项目,国家自然科学基金重点项目,面上项目,福特-中国研究与发展基金项目等。国家杰出青年基金获得者,“新世纪百千万人才工程”国家级入选,陕西省“三五人才工程”入选,政府特殊津贴专家。荣获陕西省青年科技奖,通用中国科技成就奖,中国环境科学学会青年科技奖。获得国家级优秀教材奖1项,省部级科技进步奖3项(2项排名第一,1项第二)。在国内外核心刊物上发表论文80多篇,其中SCI收录26篇,EI收录46篇,论文被他引61篇次。
在科学研究中的主要贡献是:提出缸内直喷天然气层状混合气燃烧方式并阐明了其燃烧规律;发现缸内直喷天然气与直喷汽油燃烧机理上区别;阐明二甲醚发动机的燃烧规律,混合燃料中氧含量与发动机燃烧和排放的定量关系,湍流特征参数、火焰尺寸对湍流燃烧的作用规律;发展了发动机碳氢排放预测模型,阐明了发动机碳氢主要生成源构成比例。
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黄佐华, Z Huang*, S Shiga, T Ueda, H Nakamura, T Ishima, T Obokata, M Tsue and M Kono
Proc. Instn Mech. Engrs Vol. 217 Part D: J. Automobile Engineering,-0001,():
-1年11月30日
The basie characteristics of direct injection (DI) combustion fuclled with compressed natural gas (CNC) and gasoline was studied using a rapid compression machine. The characteristics of stratified combustion and cmission of natural gas and gasoline direct injection at the optimum injection settings over a wide range of equivalence ratios were investigated. The results showed that. similar to premixed combustion. natural gas stratified combustion was of shorter duration that gasoline DI combustion. In contrast to this, the heat release pattern for gasoline DI combustion was similar to that of diesel combustion, which seems to have both a premixed phase and a diffusion phase. This phenomenon tends to be more obvious at a lower overall equivalence ratio. which suggests that fuel and charge stratification have a greal inflence on DI stratified charge combustion. Thus. this faster burn for natural gas promotes extremely lean combustion and a higher pressure rise. However. natural gas DI stratified combustion produces more hydrocarbons (HC) than gasoline DI stratified combustion at a low overall equivalence ratio. Combustion effiiency is at the same level for the two fuels. and natural gas DI combustion was shown to have a slightly leaner combustion capability than gasoline DI combustion, which suggests the better fasibility of natural gas stratified combustion.
natural gas,, gasoline,, direct injection,, stratified combustion,, spark ignition
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黄佐华, Z. Huang, S. Shiga, T. Ueda, H. Nakamura, T. Ishima, T. Obokata, M. Tsue, M. Kono
JULY 2003, Vol. 125,-0001,():
-1年11月30日
The effect of fuel injection timing relative to ignition timing on natural gas direct-injection combustion was studied by using a rapid compression machine (RCM). The ignition timing was fixed at 80ms after the compression start. When the injection timing was relatively early (injection start at 60ms), the heat release pattern showed a slower burn in the initial stage and a faster burn in the late stage, which is similar to that of flame propagation of a premixed gas. In contrast to this, when the injection timing was relatively late (injection start at 75ms), the heat release rate showed a faster burn in the initial stage and a slower burn in the late stage, which is similar to that of diesel combustion. The shortest duration was realized at the injection end timing of 80ms (the same timing as the ignition timing) over a wide range of equivalence ratio. The degree of charge stratification and the intensity of turbulence generated by the fuel jet are considered to cause this behavior. Early injection leads to longer duration of the initial combustion, whereas late injection leads to a longer duration of the late combustion. Early injection showed relatively lower CO concentration in the combustion products while late injection gave relatively lower NOx . It was suggested that early injection leads to combustion with weaker stratification, and late injection leads to combustion with stronger stratification. Combustion efficiency was kept at a high value over a wide range of equivalence ratio.
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黄佐华, Z H Huang*, D M Jiang, K Zeng, B Liu and Z L Yang
Proc. Instn Mech. Engrs Vol. 217 Part D: J. Automobile Engineering,-0001,():
-1年11月30日
The combustion characteristics and heat release of a direct injection (DI) compression ignition engine fuclled with diesel dimethyl carbonate blends were investigated on a compression ignition engine. The study showed that the premixed combustion is prolonged and the duration of the diffusive combustion is shortened with increase in the dimethyl carbonate (DMC) addition. For a specific brake mean effective pressure (b.m.e.p.), the maximum cylinder gas pressure, the maximum rate of pressure rise and the maximum rate of heat release increase with increase in the DMC addition at medium and high loads, while they exhibit less variation with the DMC addition at small load. Meanwhile, the maximum gas temperature decreases with increase in the DMC addition, The ignition delay increases while the rapid combustion. duration and the total combustion duration show lss variation with the DMC addition. The brake speeific fuel consumption (b.s.f.c.) inereases while the diesel equivalent b.s.f.e. deereases and the thermal efficiency increases with increase in the DMC addition. The CO and smoke decrease with increase in the DMC addition, and NOx does not inerease with increase in DMC.
combustion,, heat release,, oxygenated fuel blends,, direct injection,, compression ignition engine
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黄佐华, S.Y. Liao a, *, D.M. Jiang a, J. Gao a, Z.H. Huang a, Q. Cheng b
Fuel 83(2004)1281-1288,-0001,():
-1年11月30日
Experimental test for premixed laminar combustion of liquefied petroleum gas-air mixtures is conducted in a constant volume combustion bomb. Spherically expanding flames have been employed to measure laminar flame speeds over wide equivalence ratios, at the initial pressures of 0.05, 0.1 and 0.15 MPa, and preheat temperatures from 300 to 400 K. To study the effects of stretch on burning velocity, various Markstein numbers for both strain and curvature have been measured and the effects of initial temperature and pressure on these parameters have been discussed. Following the linear relation between flame speeds and flame stretches, one has then obtained the corresponding unstretched laminar burning velocity after omitting the effect of stretches imposed on these flames. Over the ranges studied, laminar burning velocities are fit by a functional form ul=ul0(Tu/Tu0)aT(Pu/Pu0)BP; and the dependencies of aT and bP upon the equivalence ratio of mixture are also discussed.
Liquefied petroleum gas, Stretch, Laminar burning velocity, Premixed laminar flame, Markstein number
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【期刊论文】Visualization study of natural gas direct injection combustion
黄佐华, Z Huang*, S Shiga, T Ueda, H Nakamura, T Ishima, T Obokata, M Tsue and M Kono
Proc. Instn Mech. Engrs Vol. 217 Part D: J. Automobile Engineering,-0001,():
-1年11月30日
A visualization study of natural gas direct injection combustion was carried out by using a high speed video camera. The results show that the distribution of the stratified mixture differs with the injection mode, with parallel and single injection tending to form a higher degree of mixture stratification than opposed injection. Flame propagates toward the downstream direction in the cases of parallel and single-injection combustion, and flame propagates outward from the centre of the combustion chamber in the case of opposed injection combustion. A characteristic of turbulent combustion with a wrinkled flame front is presented in natural gas direct injection combustion. Superlean combustion can be realized owing to the formation of an ignitable stratified mixture with the optimum setting of the fuel injection timing.
visualization,, combustion,, direct injection,, natural gas
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黄佐华, H B Lu, Z H Huang*, D M Jiang, K Zeng, B Liu, J Q Zhang and X B Wang
Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering,-0001,():
-1年11月30日
A stabilized diesel-methanol blend was realized and a study on the performance and emissions of the diesel-methanol blend was carried out in a compression ignition engine. The study showed that the engine thermal efficiency increases and the diesel equivalent b.s.f.c. decreases with increase in the oxygen mass fraction (or methanol mass fraction) of the diesel-methanol blends due to an increased fraction of premixed combustion phase, oxygen enrichment and improvement in the diffusive combustion phase. Further increase in the fuel delivery advance angle will achieve a better engine thermal efficiency when the diesel engine is operated using the diesel-methanol fuel blends. A marked reduction in the exhaust CO and smoke can be achieved when operating with the diesel-methanol blend. There is not a large variation in the exhaust hydrocarbon with the addition of methanol in diesel fuel. NOx increases with increase in the mass of methanol added; methanol addition to diesel fuel was found to have a strong influence on the NOx concentration at high engine loads rather than at low engine loads, and a flat NOx-smoke trade-off curve exists when operating with the diesel-methanol fuel blends.
performance,, combustion,, emission,, diesel-methanol blends,, compression ignition engine
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【期刊论文】Measurements of Markstein Numbers and Laminar Burning Velocities for Natural Gas-Air Mixtures
黄佐华, S. Y. Liao, * D. M. Jiang, J. Gao, and Z. H. Huang
Energy & Fuels 2004, 18, 316-326,-0001,():
-1年11月30日
Spherically expanding flames of Chinese natural gas-air mixtures have been used to measure the laminar flame speeds, at equivalence ratios of ф=0.6-1.4, initial pressures of p=0.05, 0.1, and 0.15 MPa, and preheat temperatures of T=300-400 K. Following Markstein theory, one then obtains the corresponding unstretched laminar burning velocity after omitting the effect of stretch imposed on these flames. To study the effects of stretch on burning velocity, various Markstein numbers for both strain and curvature have been derived and the effects of initial temperature and pressure on these parameters have been discussed. Over the ranges studied, the laminar burning velocities are comparable with those previously reported for pure methaneair mixtures and fit by a functional form ul= ul0(Tu/Tu0)RT(pu/pu0)βp, where the dependencies of RT and βp on the ф value of the mixture are also deduced. Furthermore, it is presented that the extrapolation results are still in good agreement with the previous work at relatively high pressure. The effects of the dilution gases on the burning velocity have been studied at ф=0.7-1.2, and the variations in burning velocities are plotted as functions of the dilution ratio and the equivalence ratio of the mixture.
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黄佐华, Z H Huang*, H B Lu, D M Jiang, K Zeng, B Liu, J Q Zhang andXBWang
Proc. Instn Mech. Engrs Vol. 218 Part D: J. Automobile Engineering,-0001,():
-1年11月30日
A stabilized diesel/methanol blend was developed and the combustion characteristics and heat release analysis of this blend was carried out in a compression ignition engine. The study showed that the increase in the methanol mass fraction will result in an increase in the heat release rate in the premixed burning phase and shorten the combustion duration of the diffusive burning phase. Ignition delay increases with the increase in the methanol mass fraction and the behaviour is more obvious at low engine load and high engine speed. The rapid-burn duration varies little with the methanol mass fraction and the total combustion duration decreases with the increase in the methanol mass fraction. At a low engine speed, the centre of heat release curve tends to be close to the top dead centre (TDC), with an increase in the methanol mass fraction at all engine loads. Fuel delivery advance angles, the maximum rate of pressure rise and the maximum rate of heat release increase with the increase in the methanol mass fraction. At a high engine speed, the centre of the heat release curve closes to TDC at high engine load and will depart from TDC at low engine load. The maximum rate of pressure rise and heat release gives an increasing trend with the increase of methanol mass fraction at high engine loads. The maximum cylinder pressure increases with the increase of the methanol mass fraction. The presence of oxygen reduces the peak pressure, but the reduction was found to be insensitive to the proportion of oxygen within the 6-11 per cent range of testing.
combustion,, heat release analysis,, diesel/, methanol blends,, compression ignition engine
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【期刊论文】A BASIC STUDYON THE IGNITIONPOSITION式OF NATURAL GAS DIRECT-INJECTION SUPER-LEANCOMBUSTION
黄佐华, ZUOHUAHUANG*, SEIICHI SHIGA, HISAONAKAMURA, TSUNEAKI ISHIMA, AND TOMIO OBOKATA, TAKAMASAUEDA, MITSUHIRO TSUE ANDMICHIKATA KONO
Combust. Sci. andTech.,175: 965-992, 2003,-0001,():
-1年11月30日
. results show that an optimum ignition position exists for a specified overall equivalence ratio where it has short combustion duration, high value of pressure rise, high combustion efficiency, rapid heat-release rate, low concentration of CO, and unburned hydrocarbon. The optimum ignition position will be close to the injector nozzle tip with decreasing overall equivalence ratio. Lean burn limit can be extended to even smaller overall equivalence ratios as the spark electrode gap approaches the injector tip, whereas the range of overall equivalence ratios for the flammability becomes narrow when closing the spark electrode gap to the injector tip. High combustion efficiency can be maintained at the overall equivalence ratio ф≥0.1 and decreases remarkably at ф<0.1 due to the increasing ratio of unburned fuel to injected fuel.
ignition position,, lean burn limit,, combustion,, direct injection,, natural gas
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黄佐华, Zuohua Huang a, b, *, Hongbing Lu b, Deming Jiang b, Ke Zeng b, Bing Liu b, Junqiang Zhang b, Xibin Wang b
Bioresource Technology 95(2004)331-341,-0001,():
-1年11月30日
A stabilized diesel/methanol blend was described and the basic combustion behaviors based on the cylinder pressure analysis was conducted in a compression-ignition engine. The study showed that increasing methanol mass fraction of the diesel/methanol blends would increase the heat release rate in the premixed burning phase and shorten the combustion duration of the diffusive burning phase. The ignition delay increased with the advancing of the fuel delivery advance angle for both the diesel fuel and the diesel/methanol blends. For a specific fuel delivery advance angle, the ignition delay increased with the increase of the methanol mass fraction (oxygen mass fraction) in the fuel blends and the behaviors were more obvious at low engine load and/or high engine speed. The rapid burn duration and the total combustion duration increased with the advancing of the fuel delivery advance angle. The centre of the heat release curve was close to the top-dead-centre with the advancing of the fuel delivery advance angle. Maximum cylinder gas pressure increased with the advancing of the fuel delivery advance angle, and the maximum cylinder gas pressure of the diesel/methanol blends gave a higher value than that of the diesel fuel. The maximum mean gas temperature remained almost unchanged or had a slight increase with the advancing of the fuel delivery advance angle, and it only slightly increased for the diesel/methanol blends compared to that of the diesel fuel. The maximum rate of pressure rise and the maximum rate of heat release increased with the advancing of the fuel delivery advance angle of the diesel/methanol blends and the value was highest for the diesel/methanol blends.
Fuel delivery advance angle, Combustion, Diesel/, methanol blends, Compression-ignition engine
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