Journal articles: 'Fuel injectors'

1

OSIPOWICZ, Tomasz, and Karol ABRAMEK. "Diagnosing methods common rail fuel injectors." Combustion Engines 168, no. 1 (February 1, 2017): 56–61. http://dx.doi.org/10.19206/ce-2017-109.

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Article describes diagnose and research methods Common Rail system fuel injectors. Professional diagnose modern fuel injectors is very difficult procedure. Basic theirs work parameter influencing on correctly work parameters are magnitude injection and return dosages by definite pressures prevailing in system and injection times. Sometimes dosages during diagnose by coordinate task and actual fuel injector are correct but engine work is not proper. So that during diagnose should extend tests procedure in range varies work conditions. Fuel injectors work characteristics are one of method researching in whole range work. During researches has been used Continental fuel injector.

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Raunmiagi, Zygmunt, and Piotr Bielawski. "Identification of the Water-Cooled Fuel Injectors for Engines." Key Engineering Materials 588 (October 2013): 134–39. http://dx.doi.org/10.4028/www.scientific.net/kem.588.134.

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The fuel injector acts a double role: it is the valve of the pump supplying fuel to the combustion chamber and the device spraying a supplied dose. As the valve it may operate as a self-opening or self-closing valve, depending on the pressure produced by the fuel pump, or the valve controlled by external signals. Techniques and diagnosis methods for fuel injectors depend on a fuel injectors control system and construction details. For practical reasons the fuel injector is a sectional valve with a separated component called atomizer. Atomizers must be cooled. It is possible to cool with fuel or with external water-or oil-cooling system. In case of liquid-cooled fuel injectors, apart from malfunctions causes known from literature, decrease of the cooling efficiency may appear, as the effect of the penetration of fuel from injector to the cooling system of injector. There are no reports concerning detectability of fuel leakage into cooling liquid with known techniques and diagnosis methods of injection systems and fuel injectors. In the article there will be presented as follows: a connection of the atomizer and injector body as the place of fuel leakage into the cooling system, reasons for loss of leak tightness in connection of atomizer with the body of atomizer and methods applicable for the leak tightness analysis, mechanisms of injectors malfunction caused by the loss of leak tightness. The analysis of applied and possible methods of injectors diagnosis in the aspect of identification of said leakiness will be carried out.

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Tsai, Wen-Chang, and Tung-Sheng Zhan. "An Experimental Characterization for Injection Quantity of a High-pressure Injector in GDI Engines." Journal of Low Power Electronics and Applications 8, no. 4 (October 3, 2018): 36. http://dx.doi.org/10.3390/jlpea8040036.

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The high-pressure (HP) injector is a highly dynamic component requiring careful voltage and pressure input modulation to achieve the required fuel injection quantities of gasoline direct injection (GDI) engines. Accurate fuel injection curves are a key influence for this technology, and therefore, will require an accurate estimation of fuel flow rate to be realized. In order to be driven to rapid response with respect to solenoid valve coils, HP injectors typically require to be designed to be capable of rapid response in GDI engines. In this paper, the design and analysis of the proposed injector drive circuit are presented. Next, the effects of total pulse width, injector supply voltage, fuel system pressure, and pulse width modulation (PWM) operation on fuel injection quantities of an HP injector are measured for achieving robust performance and stability in the presence of bounded errors of the GDI injectors due to total pulse width, injector’s supply voltage, fuel pressure and PWM operation. Additionally, the fuel injection quantities of the HP injector are measured by tuning the parameters of the injector drive circuit with the PWM operation. These are defined as the fuel injection curves. Finally, experimental results are provided for verification of the proposed injector drive circuit.

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OSIPOWICZ, Tomasz, and Franciszek ABRAMEK. "The analysis of temperature disintegration on the body of fuel injector during research on test bench." Combustion Engines 168, no. 1 (February 1, 2017): 172–77. http://dx.doi.org/10.19206/ce-2017-128.

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Article describes the results of researches fuel injectors on the test bench with using infrared camera. During researches has been verified various fuel injectors (working order and faulty). In results inner leaks fuel injectors have increased return dosages. Few elements influence on this. It is difficult to determine which element could be uses after disassemble. It is possible to determine the source of leaks during analysis decomposition of temperature fuel injector body.

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Greenberg, Steven J., Neil K. McDougald, Christopher K. Weakley, Robert M. Kendall, and Leonel O. Arellano. "Surface-Stabilized Fuel Injectors With Sub-Three PPM NOx Emissions for a 5.5 MW Gas Turbine Engine." Journal of Engineering for Gas Turbines and Power 127, no. 2 (April 1, 2005): 276–85. http://dx.doi.org/10.1115/1.1839920.

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ALZETA Corporation has developed surface-stabilized fuel injectors for use with lean premixed combustors which provide extended turndown and ultralow NOx emission performance. These injectors use a patented technique to form interacting radiant and blue-flame zones immediately above a selectively perforated porous metal surface. This allows stable operation at low reaction temperatures. A previous ASME paper (IJPGC2002-26088) described the development of this technology from the proof-of-concept stage to prototype testing. In 2002 development of these fuel injectors for the 5.5 MW turbine accelerated. Additional single-injector rig tests were performed which also demonstrated ultralow emissions of NOx and CO at pressures up to 1.68 MPa (16.6 atm) and inlet temperatures up to 670°K (750°F). A pressurized multi-injector “sector rig” test was conducted in which two injectors were operated simultaneously in the same geometric configuration as that expected in the engine combustor liner. The multi-injector package was operated with various combinations of fired and unfired injectors, which resulted in low emissions performance and no adverse affects due to injector proximity. To date sub-3 ppm NOx emissions with sub-10 ppm CO emissions have been obtained over an operating range of 0.18–1.68 MPa (1.8–16.6 atm), inlet temperatures from 340 to 670K (186–750°F), and adiabatic flame temperatures from 1740 to 1840K (2670–2850°F). A full scale multi-injector engine simulation is scheduled for the beginning of 2003, with engine tests beginning later that year.

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ORLIŃSKI, Piotr, Marcin WOJS, Mateusz BEDNARSKI, and Mieczysław SIKORA. "Evaluation of the effect of the addition of bioethanol to gas oil on coking diesel engine injector terminals." Combustion Engines 178, no. 3 (July 1, 2019): 71–75. http://dx.doi.org/10.19206/ce-2019-313.

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The article presents the results of empirical research and their analysis regarding the impact of diesel oil and diesel oil mixture with bioethanol on coking the test injector nozzles of the XUD9 engine from PSA. The research included three fuel deals: diesel fuel as the base fuel and diesel oil mix with ONE10 bioethanol (10% bioethanol plus diesel oil (V/V)), ONE20 (20% bioethanol plus diesel oil (V/V)). They were conducted on the basis of CEC PF-023 developed by CEC (Coordinating European Council). Each of the above-mentioned fuels was tested using a new set of injectors. The propensity of the fuel for coking the injector tips was expressed as a percentage reduction in the air flow through the nozzles of each injector for the given sheer increments. The test result was the average percentage of airflow reduction for all nozzles at 0.1 mm spike increments and was measured according to ISO 4010 "Diesel engines. Calibrating nozzle, delay pintle type”. The test results for individual atomizers of the above-mentioned test engine in the area of sediment formation from flowing fuel shown a lower tendency to coke the injectors using diesel fuel-bioethanol in comparison to the use of pure diesel oil. Based on the CEC PF-023 test, it can be noticed that the level of contamination of the tested injectors for ONE10 fuel is about 3% lower, and for ONE20 fuel is about 4% lower than the level of pollution for diesel fuel.

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Pashley, N., and R. Stone. "Technical Code: Predictions of liquid fuel injector performance with gaseous fuels." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 212, no. 4 (April 1, 1998): 311–17. http://dx.doi.org/10.1243/0954407981525984.

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A method to predict the maximum flowrate of a liquid fuel injector when operating with gaseous fuels has been developed. Three injectors were tested for flow capability with four gases of various molecular masses and ratios of specific heats. Compressible flow theory has been used to nondimensionalize the results, and predictions have been made for performance with other gases and mixtures.

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8

Yakovlev, A. V., and E. A. Sharin. "Justification of Requirements for the Motorless Method of Evaluation of Deposit Forming Tendency of Diesel Fuel on Diesel Engine Injectors." Oil and Gas Technologies 131, no. 6 (2020): 34–41. http://dx.doi.org/10.32935/1815-2600-2020-131-6-34-41.

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The calculation of the dynamics of heating a drop of fuel in the nozzle of diesel injector has been carried out. The possibility of using a gasoline nozzle to assess the tendency of diesel fuels to the formation of deposits on diesel engine injectors has been substantiated. The optimal test temperature for diesel fuels has been experimentally determined. Taking into account the calculated parameters, a method for evaluating the propensity of diesel fuels to form deposits on the injectors was developed on an OSV-01 device. It has been found that darkening of the nozzle bottom and the relative fuel flow loss are independent indicators. It is shown that the sensitivity and differentiating ability of method are sufficient for classification of diesel fuels according to their tendency to form deposits on the injectors of diesel engines. Two criteria for estimating the degree of contamination of nozzle are proposed: contamination of the nozzle bottom and relative fuel flow loss thought nozzle. Preliminary studies of tendency to form deposits of a number of commercial diesel fuels have been conducted.

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9

Liu, Dai, Yingzhu Guo, Long Liu, Qian Xia, and Yong Gui. "Optimization of Marine Medium Speed Diesel Engine Performance based on Multi-Injector System." E3S Web of Conferences 236 (2021): 01026. http://dx.doi.org/10.1051/e3sconf/202123601026.

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Multi-injector system is potential to improve thermal efficiency and NOx emission of diesel engine at the same time. In order to optimize the combustion and emission of Marine medium speed diesel engine, the engine combustion with a multi-injector system is simulated and analyzed by CFD software Converge. In this research, two injectors are installed at the side of the cylinder head while the central injector is maintained. Various injection directions of side injectors and injection strategies of multi-injector system are simulated to optimize the fuel spray and combustion. The analysis results show that the spray angle of the side injector plays a key role for effective thermal efficiency improvement, since complex spray jet-jet interaction and spray impingement may deteriorate the combustion if the arrangement of spray angle was not set properly. Once the fuel injection direction has been optimized, the fuel ratio of the three injectors is optimized and improved the effective thermal efficiency with lower NOx emission. The results show that the two side injectors could increase the fuel injection rate into the cylinder, leading to high brake power and consequently increased the thermal efficiency by 1.26% and decreased the NOx emission by 16% for the best optimization.

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Ildar Gabitov, Andrei Negovora, Shamil Nigmatullin, Arseny Kozeev, and Mahmut Razyapov. "Development of a Method for Diagnosing Injectors of Diesel Engines." Communications - Scientific letters of the University of Zilina 23, no. 1 (January 4, 2021): B46—B57. http://dx.doi.org/10.26552/com.c.2021.1.b46-b57.

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The purpose of this study was to improve the diagnostics efficiency of modern diesel engine injectors with electronic controls. Experimental studies, performed using certified specialized equipment of injectors' manufacturers and standard software packages for data analysis, made it possible to prove adequacy of theoretical research and get results that are more accurate. Those results contribute to development of a software product that allows identifying a particular faulty element during the defective injector's operation by using mathematical processing of the diagnostic data obtained when testing the injector. Thus, the time spent to repair the fuel injection system reduces. The developed software product also helps to predict the remaining injector's operational life and prevent possible technical failures during operation.

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11

Kamiński, Mariusz, Piotr Budzyński, Jacek Hunicz, and Jerzy Józwik. "Evaluation of changes in fuel delivery rate by electromagnetic injectors in a common rail system during simulated operation." Eksploatacja i Niezawodnosc - Maintenance and Reliability 23, no. 2 (March 22, 2021): 352–58. http://dx.doi.org/10.17531/ein.2021.2.15.

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The objective of this study was to determine changes in fuel delivery rate by common rail system injectors during their simulated operation on a test stand. Four Bosch injectors used, among others, in Fiat 1.3 Multijet engines were tested. The injectors were operated on a test rig at room temperature for 500 hours (more than 72 million work cycles). During the test, pressure and injection frequency were changed. Changes in the operating parameters were estimated based on obtained injection characteristics and effective flow area determined thereby. The observed changes in fuel delivery rate were compared with results of the surface analysis of control valves and nozzle needles. Despite the stated lack of wear, significant changes in the dynamics of injector operation were observed, particularly at short injection times. Small pilot injections do not have to be corrected by the fuel injection control system because they do not affect the changes in torque; however, they do affect the combustion process. This creates conditions for increased emission of toxic exhaust components.

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12

Stepien, Zbigniew, Aleksander Mazanek, and Andrzej Suchecki. "Impact of fuel on real diesel injector performance in field test." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 232, no. 8 (September 30, 2017): 1047–59. http://dx.doi.org/10.1177/0954407017725671.

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This work assessed the potential impact of diesel fuel complying with the EN 590 standard on real diesel injector performance in a long-term field test. Injector deposit formation has been attributed to diesel fuel instability during storage in relation to fuel injection equipment (FIE) operating conditions. These deposits can occur at different locations within FIE and impact on fuel spray characteristics, causing threats to the proper functioning of the fuel injectors. The long-term field tests were performed with two new vehicles fitted with an advanced common rail (CR) fuel injection system, meeting the requirements of Euro 5. A high quality diesel fuel meeting the requirements of the EN 590 standard was used for both vehicles. A scanning electron microscope with energy dispersive X-ray spectrometry (EDS) and an electron backscatter diffraction (EBSD) detector was used for observation and imaging of external, coking injector deposits around the nozzle fuel-flow holes and internal diesel injector deposits (IDID) in the area of the nozzle needle. An elemental analysis was performed by energy dispersive X-ray spectroscopy analysis (EDX). Evaluation of the macroscopic characteristics revealed that, despite the formation of external and internal injector deposits, there was no measurable loss of flow through the injectors. As a result, while injector deposits have adverse impacts on some injector macroscopic characteristics, they did not cause a significant deterioration of the injectors’ operating characteristic and their real performance.

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Tutaj, Józef, and Bogdan Fijałkowski. "A New Fuel-Injection Mechatronic Control Method for Direct-Injection Internal Combustion Engines." Acta Mechanica et Automatica 12, no. 4 (December 1, 2018): 276–80. http://dx.doi.org/10.2478/ama-2018-0042.

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Abstract In this paper, a novel fuel-injection mechatronic control method and system for direct injection (DI) internal combustion engines (ICE) is proposed. This method and system is based on the energy saving in a capacitance using DC-DC converter, giving a very fast ON state of the fuel injectors’ electro-magnetic fluidical valves without an application of the initial load current. A fuel-injection controller for the DI ICEs that provides a very short rising time of an electromagnet-winding current in an initial ON state of the fuel-injector’s electromagnetic fluidical valves, which improves a fuel-injection controller reliability and simplify its construction, is presented. Due to a number of advantages of afore -mentioned fuel-injection mechatronic control method and system, it may be utilised for the DI ICEs with fuel injectors dedicated to all types of liquid and/or gas fuels, for example, gasoline, diesel-oil, alkohol, LPG and NPG.

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14

Pielecha, Ireneusz, Maciej Skowron, and Krzysztof Wisłocki. "Mathematical models of delaying opening of SIDI injectors formulated on basis of optical tests." Combustion Engines 167, no. 4 (October 1, 2016): 8–21. http://dx.doi.org/10.19206/ce-2016-402.

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An appropriate moment of the fuel injection start is one of the parameters determining the characteristics of fuel flow from the injector and preparation of fuel-air mixture for combustion. However, knowledge of the characteristics of signals controlling the beginning of the injector opening does not provide enough information about the time of the actual fuel injection, which often leads to incorrect conclusions and decisions in relation to the required changes in the map of injection control. What was undertaken in this research was an attempt to evaluate the delay times of the actual opening of the high-pressure injectors of gasoline in relation to the time of triggering the current control signals opening the solenoid and piezoelectric injectors. The conducted tests take into account the variability of fuel injection pressure and backpressure prevailing in the operational chamber of the engine. To accurately determine the time of actual start of injection, the optical tests analysing the optical image of the tip of the dispenser were used. Such high resolution images were obtained thanks to high-speed filming with a frequency of 250 kHz (Dt = 0.004 ms). Correlation of the results of these analyses with the records of parameters of the fast-varying processes (voltage and current in the injector) allowed determining the times of the electric and hydraulic delay of the injection for piezoelectric and solenoid fuel injectors. Based on a comparison of the results obtained, it was found that the delay time of fuel injection for a piezoelectric injector of gasoline is about 3.5 times shorter than for a solenoid injector. It was also found that for the injection pressure above 10 MPa the delay is constant and does not depend on the pressure of fuel and the medium. Experimentally obtained results of the injection time delay were a basis to formulate mathematical models describing the delay of the actual fuel injection in relation to the signal controlling the opening of the injectors. These models take into account the dependence of the injector reaction on the injection pressure and the backpressure in the operational chamber of the engine. The correctness of the obtained models is confirmed by high values of the coefficient of determination (above 0.84).

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RYBAK, Arkadiusz, Jacek HUNICZ, Paweł KRZACZEK, Wojciech GOLIMOWSKI, and Damian MARCINKOWSKI. "Effect of different biofuels on common rail injector flow rate." Combustion Engines 171, no. 4 (November 1, 2017): 39–43. http://dx.doi.org/10.19206/ce-2017-407.

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In this study dynamic flow rates of a common rail injector using diesel fuel and different biofuels were determined. As biofuels, fatty acid methyl esters originating from canola, poultry, cattle and used cooking oil were tested. The tested fuels exhibited different physical properties e.g. density and viscosity. Measurements of the injector delivery rates were performed on a test stand designed for determination of injectors and injection pumps characteristics. Each fuel was tested at temperatures between 30 and 60°C, under injection pressure in the range of 30–180 MPa and injection time in the range of 200–1600 microseconds. The results showed differences in injector flow rates depending on used fuel, however different fuel properties affected amount of fuel injected especially at short injection durations.

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TIMOKHIN, SERGEY, PAVEL BOGATYREV, and DMITRIY GALIN. "УСОВЕРШЕНСТВОВАННАЯ ТЕХНОЛОГИЯ РЕМОНТА ЭЛЕКТРОГИДРАВЛИЧЕСКИХ ФОРСУНОК АВТОТРАКТОРНЫХ ДИЗЕЛЕЙ." Tekhnicheskiy servis mashin 4, no. 141 (December 2020): 74–82. http://dx.doi.org/10.22314/2618-8287-2020-58-4-74-82.

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The actual service life of electrohydraulic injectors of automotive diesel engines with a high-pressure battery system of the Common Rail type in operation is significantly lower than the claimed one, and its restoration by repair is relevant from a technical and economic point of view. One of the most wearable elements of electrohydraulic injectors is the contact surface of the ball valve seat. (Research purpose) The research purpose is in developing an improved technology for repairing electro-hydraulic injectors of automotive diesel engines with a vibration-rivet of the contact surface of the ball valve seat. (Materials and methods) The article presents the carried out theoretical substantiation of the process of vibration riveting of the ball valve seat of electrohydraulic injectors and its laboratory and bench studies using serial stands for testing electrohydraulic injectors, checking their elements and restoring the seat geometry by lapping, an electronic digital microscope. (Results and discussion) Authors confirmed the working hypothesis about the possibility of forming the ring contact surface of the ball valve of electrohydraulic injectors reinforced with a vibration riveting by creating certain hydraulic and electrical modes of its operation during the required time. For the model 0445110376 electrohydraulic injectors of the Cummins ISF 2.8 diesel engine, the total area of the hardened surface of the regular ring shape was 0.07 square millimeters, and the depth was about 0.003 millimeters with a process time of 45 minutes. The parameters of the experimental electrohydraulic injectors met the requirements of the test plan, and they are currently successfully undergoing operational tests. (Conclusions) The use of a valve seat vibration rivet will increase the life of repaired injectors at a low cost for its implementation.

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Luo, Zi Lai, and Kang Huang. "Optimized Design of Structure Parameter of New Fuel Injection System." Advanced Materials Research 655-657 (January 2013): 486–90. http://dx.doi.org/10.4028/www.scientific.net/amr.655-657.486.

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According to the characteristics and the future tendency of common rail systems for marine diesel engines，the paper used a new injector. A simulation model of the common rail system with new injector was established using HYDSIM system, pressure fluctuation of the common rail pipe and pressure loss of the injector as evaluation indicator, the injector was simulated and optimized using DOE method. Simulation results show that appropriate selection of the structure parameters of the injector structure can effectively prevent the injectors from interfering each other and degree pressure loss of injector.

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Zhao, F. Q., J. H. Yoo, and M. C. Lai. "The Spray Structure of Air-Shrouded Dual-Stream Port Fuel Injectors With Different Air-Mixing Mechanisms." Journal of Engineering for Gas Turbines and Power 120, no. 1 (January 1, 1998): 217–24. http://dx.doi.org/10.1115/1.2818079.

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An experimental study of the spray structure from air-shrouded dual-stream injectors with different air mixing mechanisms was carried out extensively to understand the spray characteristics of dual-stream port injectors for applications to four-valve gasoline engines. The injectors were tested under both steady and transient conditions at different injection pressures and air shrouding pressure differentials. The global spray structure was visualized using the planar laser Mie scattering technique and spray atomization processes were characterized by the phase-Doppler anemometry method. The experimental results showed that spray atomization characteristics are improved markedly by the air-shrouding technique and also strongly dominated by the air-mixing mechanisms. When the air flows into the injector tip mainly from the radial direction, two streams of the spray are forced to merge together and as a result a single-stream spray is formed. When the radial velocity component of the air is reduced and the air is made to mix well with the fuel inside the injector tip, however, the two streams of the spray are well separated over different injection conditions. Moreover, other spray parameters are also modified by the air shrouded into the injector, which must be optimized in order to achieve the best performance of the air-shrouded injector.

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KNEBA, Zbigniew, Paweł STRASZAK, and Klaudia JAKÓBCZYK. "The effectiveness of fault detection in common rail injectors examination methods." Combustion Engines 170, no. 3 (August 1, 2017): 49–56. http://dx.doi.org/10.19206/ce-2017-308.

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The article presents the effectiveness tests of fault detection in common rail injectors. 40 injectors with different wear levels were tested. Testing was made on two test benches of a completely different design. Research includes comparison of accuracy, reproducibility and testability to detect specific defects. A device was created for visualization of the fuel injector spraying steam.

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Mehlfeldt, Dirk, Hartmut Weckenmann, and Günter Stöhr. "Modeling of piezoelectrically actuated fuel injectors." Mechatronics 18, no. 5-6 (June 2008): 264–72. http://dx.doi.org/10.1016/j.mechatronics.2008.03.001.

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Fox, T. A., and J. Stark. "Discharge Coefficients for Miniature Fuel Injectors." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 203, no. 1 (January 1989): 75–78. http://dx.doi.org/10.1243/pime_proc_1989_203_056_01.

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This technical note presents experimentally determined discharge coefficients for miniature, sharp-edged, short-tube orifice injectors operating under quasi-steady conditions in the pre and post-hydraulic flip stages.

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Mehlfeldt, Dirk, Hartmut Weckenmann, and habil Günter Stöhr. "MODELING OF PIEZOELECTRICALLY ACTUATED FUEL INJECTORS." IFAC Proceedings Volumes 39, no. 16 (2006): 433–38. http://dx.doi.org/10.3182/20060912-3-de-2911.00076.

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Reid, B. A., M. Gavaises, N. Mitroglou, G. K. Hargrave, C. P. Garner, and R. M. McDavid. "String cavitation formation inside fuel injectors." Journal of Physics: Conference Series 656 (December 3, 2015): 012099. http://dx.doi.org/10.1088/1742-6596/656/1/012099.

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Farrar-Khan, J. R., G. E. Andrews, and P. T. Williams. "Influence of Nozzle Sac Volume on Diesel Spray Droplet Sizes." Proceedings of the Institution of Mechanical Engineers, Part A: Journal of Power and Energy 206, no. 4 (November 1992): 239–48. http://dx.doi.org/10.1243/pime_proc_1992_206_040_02.

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The influence of nozzle sac volume and associated changes in the fuel hole upstream flow on the spray atomization, velocity and penetration were studied. Four injectors, designed for applications in 1 litre per cylinder diesel engines, were investigated with the same 215 bar injector nozzle opening pressure and fuel flow quantity. A Malvern 2600c Series diesel spray laser diffraction spray analyser was used. Significant differences in the spray characteristics were found which helped to explain some of the emission differences between the four injectors.

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KOWALSKI, Jerzy. "The influence of the fuel spray nozzle geometry on the exhaust gas composition from the marine 4-stroke diesel engine." Combustion Engines 172, no. 1 (February 1, 2018): 59–63. http://dx.doi.org/10.19206/ce-2018-107.

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The paper presents experimental research on a 4-stroke, 3-cylinder, turbocharged AL25/30 Diesel engine. Research consisted in investigating the effect of the geometry of the fuel injectors on the exhaust gas composition from the engine. During measurements, the engine was operated with a regulator characteristic of a load range from 40 kW to 280 kW, made by electric water resistance. The engine was mechanically coupled to the electric power generator. Three observations were made for each engine load, operating with fuel injectors of varying geometry. All considered types of injectors were installed on all engine cylinders. Mentioned injectors differed in the size of the nozzle holes diameters, holes numbers and angles measured between the holes axis. Engine performance data were recorded with a sampling time of 1 s. Cylinder pressure and fuel injection pressure on the front of each injector were collected also. The composition of the exhaust gas was measured using an electrochemical analyzer. According to the results, the change of fuel nozzle geometry results in a change in fuel spraying and evaporation and consequently changes in the course of the combustion process. The effect of this is the change of the composition of the exhaust gas.

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Stępień, Zbigniew. "Influence of physicochemical properties of gasoline on the formation of DISI engine fuel injector deposits." Combustion Engines 184, no. 1 (March 30, 2021): 16–23. http://dx.doi.org/10.19206/ce-133730.

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This paper describes the results of an engine study of the tendency for fuel injector deposits to form by gasolines of various compositions. Since the factors promoting the formation of fuel injector deposits in DISI engines have, in many cases, been insufficiently identified they require further research and investigation work, which was the greatest motivation for undertaking this project. The latest CEC F-113-KC test procedure for the most damaging deposits in DISI engine injectors was used for this purpose. The research results obtained in the framework of the conducted project indicated T90, aromatic and olefinic hydrocarbons, sulphur, ethanol, DVPE, IBP and fuel density as the most important factors causing the increase in the tendency for deposits to form on the injectors of SI type DISI engines.

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SKOWRON, Maciej, and Ireneusz PIELECHA. "Optical tests as the basis for formulating mathematical models of the opening delay of CIDI injectors." Combustion Engines 171, no. 4 (November 1, 2017): 185–92. http://dx.doi.org/10.19206/ce-2017-431.

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The main objective of this research was an attempt to evaluate the delay times of the actual needle opening of the diesel injectors in relation to the time of triggering the current control signals opening the solenoid and piezoelectric high-pressure injectors of diesel engines. The conducted tests take into account the variability of fuel injection pressure and backpressure prevailing in the operational chamber of the engine. To determine accurately the time of actual injection start, the optical tests analysing the image of the injector tip were used. Such high resolution images were obtained by high-speed recording with a frequency of 250 kHz (Dt = 0.004 ms). Based on a comparison of the results obtained, it was found that the maximum delay time of fuel injection for a piezoelectric diesel injector is about 12% shorter than for a solenoid injector. Experimentally obtained results of the injection time delay were used as a basis to formulate mathematical models describing the delay of the real fuel injection in relation to the signal controlling the opening of the diesel injectors. These models take into account the dependence of the injector reaction from the injection pressure and the backpressure in the operational chamber of the engine. The correctness of the obtained models is confirmed by acceptable values of the determination coefficient (for solenoid injector – 0.6, for piezoelectric injector – above 0.8 – for correlation of injection delay and backpressure).

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Liu, Qi, Guang Yao Ouyang, Shi Jie An, and Yu Peng Sun. "Numerical Simulation of the Effects of the Nozzle Parameters on In-Cylinder Fuel and Air Mixing Process." Applied Mechanics and Materials 401-403 (September 2013): 218–21. http://dx.doi.org/10.4028/www.scientific.net/amm.401-403.218.

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In order to study the injection property of diesel engine fuel injector, the three-dimension combustion model of TBD620 diesel engine is constructed on the AVL Fire software platform. A numerical simulation of the two injectors’ fuel injection process at different load conditions has been done. The influence on fuel and air mixing process is analyzed. The results show that the special injector has a good performance at low load, but the standard injector is more favorable for fuel and air fully mixing at high load.

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29

Szpica, Dariusz. "Research on the influence of LPG/CNG injector outlet nozzle diameter on uneven fuel dosage." Transport 33, no. 1 (March 29, 2016): 186–96. http://dx.doi.org/10.3846/16484142.2016.1149884.

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The paper presents an original flow research methodology in LPG/CNG injectors. When adapting alternative LPG systems of the IV generation, very often the injector nozzles are adapted individually to change the flow parameters. Hence, in the paper the author attempted to evaluate the influence of the injector nozzle diameter (min and max) on the uneven fuel dosage. The determined average throughputs were 0.0235–3.3683 mm2. The averaged difference in the unevenness reached 0.0419%, its minimum value is 0.0694 and the maximum is 0.7703, which can influence the correction of the mixture composition made through the oxygen sensor. Additionally, the flow characteristics of the injectors for both diameter variants have been presented, showing the necessity of inspecting the component after nozzle boring.

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30

Wang, Tianbo, Lanchun Zhang, and Qian Chen. "Effect of Valve Opening Manner and Sealing Method on the Steady Injection Characteristic of Gas Fuel Injector." Energies 13, no. 6 (March 20, 2020): 1479. http://dx.doi.org/10.3390/en13061479.

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The steady-state injection characteristic of gas fuel injector is one of the key factors that affects the performance of gas fuel engine. The influences of different injection strategies, such as different injection angles and different injection positions, on the mixing performance in gas-fueled engine have been emphasized in previous literatures. However, the research on the injection characteristics of the gas fuel injector itself are insufficient. The three-dimensional steady-state computational fluid dynamics (CFD) models of two kinds of injectors, in different opening manners, and the other two kinds of injectors, in different sealing methods, were established in this paper. The core region speed, stagnation pressure loss and mass flow rate were compared. Additionally, the effective injection pressure (EIP) concept was also used to evaluate the injection efficiency of gas fuel injector. The simulation results show that the jet speed of the pull-open injector is higher than the push-open injector under the same operating conditions. The injection efficiency of the pull-open valve is about 56.0%, while the push-open valve is 50.3%. In general, the steady-flow characteristic of the pull-open injector is better than that of the push-open one. The injection efficiency of the flat sealing injector is 55.2%, slightly lower than the conical sealing method.

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31

OSIPOWICZ, Tomasz, and Maciej LISOWSKI. "The influence of corrosion phenomena on operational parameters of modern fuel injectors CI-engines." Combustion Engines 171, no. 4 (November 1, 2017): 17–23. http://dx.doi.org/10.19206/ce-2017-403.

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The article describes the influence of corrosion phenomena on operational parameters of common fuel injectors. Paper has been presented and describes Common Rail fuel injectors, their structure and work principles. Main fuel injectors parameters, like injection dosage, back leakage and injection delay are discussed. It has been presented the elements of injectors which have influence on dosages magnitude and how the corrosion phenomena influences on its. The elements of injectors, which have an influence on dosages magnitudes, are presented and the effect of their corrosion is discussed.

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32

Kamaltdinov, V. G., V. A. Markov, I. O. Lysov, A. A. Zherdev, and V. V. Furman. "Experimental Studies of Fuel Injection in a Diesel Engine with an Inclined Injector." Energies 12, no. 14 (July 10, 2019): 2643. http://dx.doi.org/10.3390/en12142643.

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Comparative experimental studies of fuel sprays evolution dynamics in a constant volume chamber were carried out with a view to reduce the uneven distribution of diesel fuel in the combustion chamber when the Common Rail injector is inclined. The fuel sprays was captured by a high-speed camera with simultaneous recording of control pulses of camera and injector on an oscilloscope. Two eight-hole diesel injectors were investigated: One injector with identical orifice diameter (nozzle 1) and another injector with four orifices of the same diameter as orifices of nozzle 1 and four orifices of enlarged diameters (nozzle 2). Both injectors were tested at rail pressure from 100 to 165 MPa and injector control pulse width of 1.5 ms. The dynamics of changes in the spray penetration length and spray cone angle were determined. It was found that sprays develop differently in nozzle 1 fuel. The difference in the length of fuel sprays is 10–15 mm. As for nozzle 2, the fuel sprays develop more evenly: The difference in length is no more than 3–5 mm. The difference of the measured fuel spray cone angles for nozzle 1 is 0.5°–1.5°, and for nozzle 2 is 3.0°–4.0°. It is concluded that the differential increase in the diameters of nozzle orifices, the axes of which are maximally deviated from the injector axis, makes it possible to reduce the uneven distribution of fuel in the combustion chamber and improve the combustion process and the diesel performance as a whole.

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33

Tsai, Wen Chang. "Design and Implementation of a Voltage Booster Circuit for High-Pressure Injector Drives in GDI Engines." Applied Mechanics and Materials 128-129 (October 2011): 1367–70. http://dx.doi.org/10.4028/www.scientific.net/amm.128-129.1367.

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A DC/DC voltage booster circuit is essential to design for the high-pressure (H.P.) injector driving circuit since the power supply voltages for various H.P. injectors are DC 60~90 V rather than DC 12~14V battery voltages. The DC 12~14V battery voltages have to be boosted up to the stable DC 60~90 V voltages supply for being able to drive various H.P. injectors. The new H.P. injector driving circuit consists of a voltage booster circuit and an originally designed three-stage power MOSFETs injector driving circuit to control the dc-link power supply voltage. The dynamic performance of a H.P. injector driven by the designed electrical driving circuit with the voltage booster are simulated and analyzed. The stability and electrical characteristics for the voltage booster under various injection pulse durations and engine speeds are investigated. The fuel injection quantities, supply voltages and injector driving currents of the H.P. injector fed by the new injector driving circuit is illustrated and analyzed in the paper. The experimental results show that this injector driving circuit with a newly designed voltage booster is capable of operating stably to drive the H.P. injector and obtain the accurate fuel injection quantities in the air-fuel ratio control of engines.

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34

Zhu, Xinda, Manu Mannazhi, Natascia Palazzo, Per-Erik Bengtsson, and Öivind Andersson. "High-Speed Imaging of Spray Formation and Combustion in an Optical Engine: Effects of Injector Aging and TPGME as a Fuel Additive." Energies 13, no. 12 (June 16, 2020): 3105. http://dx.doi.org/10.3390/en13123105.

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High-speed imaging of fuel sprays and combustion is conducted on a light-duty optical engine to investigate the effects of injector aging, with a focus on soot. The spray behaviors of one new and one aged injector are compared using Mie-scattering. In addition to this, the combustion process of a baseline diesel fuel and a blend with TPGME (tripropylene glycol monomethyl ether) are compared using natural luminosity (NL) imaging. TPGME is an oxygenated additive which can be used to reduce soot emissions. X-ray tomography of the two injectors demonstrates that the aging does not lead to significant geometry differences, nor to formation of dense internal nozzle deposits. Both injectors show similar liquid penetration and spreading angle. However, the aged injector shows a prolonged injection and more fuel dribbling after the injection events, leading to a higher injection quantity. The fuel quantity difference shows a larger impact on the NL at low load than the TPGME additive, indicating that the in-cylinder temperature is more important for soot oxidation than oxygen concentration under these conditions. At medium load, the NL is much less sensitive to small temperature variations, while the TPGME is more effective for soot reduction.

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35

Shan, J., J. Li, Z. Guo, and W. Yang. "Numerical Simulation Research on Cavitation Flow of Different Fuels in Diesel Engine Injectors." Bulletin of Science and Practice 7, no. 1 (January 15, 2021): 254–61. http://dx.doi.org/10.33619/2414-2948/62/25.

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With the increasingly stringent requirements of diesel engine fuel consumption and pollutant emission, higher requirements are put forward for the performance of diesel engine fuel injection systems. Cavitation flow in diesel fuel injectors is an extremely important factor affecting spray characteristics. In this study, the occurrence of cavitation in the fuel injector nozzle and its impact on mass flow rate and vapor fraction at the outlet of the fuel injection hole are studied numerically for various fuels such as diesel, gasoline, ethanol and methanol. The results show that the mass flow rate of diesel is the highest and that of gasoline is the lowest. Methanol and gasoline have the highest vapor content, followed by ethanol, and then diesel with the lowest vapor phase. For mass flow, the mass flow is inversely proportional to the viscosity of the fuel, and for cavitation, the amount cavitation is inversely related to the viscosity of the fuel. This agrees with many researchers’ findings.

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36

Sivathanu, Yudaya, Jongmook Lim, and Varun Kulkarni. "Time-dependent line-of-sight extinction tomography for multi-hole GDI injectors." International Journal of Spray and Combustion Dynamics 9, no. 3 (December 9, 2016): 199–211. http://dx.doi.org/10.1177/1756827716673522.

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Finely atomized sprays from multi-hole gasoline direct injection (GDI) fuel injectors make them an ideal choice for automobile applications. A knowledge of the factors affecting the performance of these injectors is hence important. In the study presented here, we employ statistical extinction tomography to examine the transient characteristics of two GDI fuel injectors with five and six holes. Two axial locations, 25 mm and 35 mm from the injector exit, are chosen for experimental measurements, and the dependence of injection pressure and ambient temperature on plume locations and angles is examined from these measurements. A pressure chamber with opposing windows is used which permits the nozzle to be rotated 12 times (30° each rotation) to obtain information on the complete spray structure. Additionally, the plume centroid locations are measured and compared with those obtained with a mechanical patternator. The centroid locations from the two instruments compare favorably.

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37

MAZURUK, Paweł, Marcin WOJS, Piotr ORLIŃSKI, and Mieczysław SIKORA. "Detection of damage to the power supply system of diesel engine under field conditions." Combustion Engines 170, no. 3 (August 1, 2017): 159–63. http://dx.doi.org/10.19206/ce-2017-327.

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Fuel injection system damages is a major problem for internal combustion engines. Approximately 70% of the injection system malfunction is due to injector damages. Authors of the article tested an uniqe method of diagnosis injectors by using an acoustic emission. The acoustic emission signal (EA) is a phenomenon used in various field of technology and it is a wave generated in solid materials. The EA signal was measured during operation of damaged and undamaged injectors body in a few series, analized and verified in term of result obtain in response signals. The relationship between the acoustic emission signal and the injectors operating phases has been determined. On base of coefficient variation of the duration in the third phase the value of which increases substantially when the injectors are damaged were found in ranges of 45%. For corect working injectors value of coefficient variation were found in range from 21% to 37%.

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38

Tuccar, Gökhan, Göktürk Memduh Özkan, and Kadir Aydın. "Determınatıon of Atomızatıon Characterıstıcs of a Dıesel Injector." Applied Mechanics and Materials 799-800 (October 2015): 826–30. http://dx.doi.org/10.4028/www.scientific.net/amm.799-800.826.

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Atomization of liquid fuels is very important topic for combustion studies since it enhances air/ fuel mixing process and therefore ensures perfect combustion. With today’s common diesel injectors, fuel is directly injected into the combustion chamber with extremely high pressures which exceed 1300 bar in order to obtain perfect atomization. However, these high injection pressures unfortunately create some problems in the injection system such as cavitation erosion which may lead to mechanical failure. Introducing of air into the injector prior to combustion will increase fuel atomization, provide more complete combustion, enhance fuel economy and results in lower engine emissions. The aim of this study is to investigate atomization behaviour of a newly introduced diesel engine which mixes air and fuel prior to combustion chamber.

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39

KARCZEWSKI, Mirosław, and Krzysztof KOLIŃSKI. "Diagnostics of common rail components based on pressure curves in the fuel rail." Combustion Engines 173, no. 2 (May 1, 2018): 3–8. http://dx.doi.org/10.19206/ce-2018-201.

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Majority of modern diesel engines is fitted with common-rail (CR) fuel systems. In these systems, the injectors are supplied with fuel under high pressure from the fuel rail (accumulator). Dynamic changes of pressure in the fuel rail are caused by the phenomena occurring during the fuel injection into the cylinders and the fuel supply to the fuel rail through the high-pressure fuel pump. Any change in this process results in a change in the course of pressure in the fuel rail, which, upon mathematical processing of the fuel pressure signal, allows identification of the malfunction of the pump and the injectors. The paper presents a methodology of diagnosing of CR fuel injection system components based on the analysis of dynamic pressure changes in the fuel rail. In the performed investigations, the authors utilized LabView software and a µDAC data acquisition module recording the fuel pressure in the rail, the fuel injector control current and the signal from the camshaft position sensor. For the analysis of the obtained results, ‘FFT’ and ‘STFT’ were developed in order to detect inoperative injectors based on the curves of pressure in the fuel rail. The performed validation tests have confirmed the possibility of identification of malfunctions in the CR system based on the pressure curves in the fuel rail. The ‘FFT’ method provides more information related to the system itself and accurately shows the structure of the signal, while the ’STFT’ method presents the signal in such a way as to clearly identify the occurrence of the fuel injection. The advantage of the above methods is the accessibility to diagnostic parameters and their non-invasive nature.

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40

SOCHACZEWSKI, Rafał, Zbigniew CZYŻ, and Ksenia SIADKOWSKA. "Modeling a fuel injector for a two-stroke diesel engine." Combustion Engines 170, no. 3 (August 1, 2017): 147–53. http://dx.doi.org/10.19206/ce-2017-325.

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This paper discusses the modeling of a fuel injector to be applied in a two-stroke diesel engine. A one-dimensional model of a diesel injector was modeled in the AVL Hydsim. The research assumption is that the combustion chamber will be supplied with one or two spray injectors with a defined number of nozzle holes. The diameter of the nozzle holes was calculated for the defined options to provide a correct fuel amount for idling and the maximum load. There was examined the fuel mass per injection and efficient flow area. The studies enabled us to optimize the injector nozzle, given the option of fuel injection into the combustion chamber to be followed.

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41

Woo, Seongphil, Jungho Lee, Yeoungmin Han, and Youngbin Yoon. "Experimental Study of the Combustion Efficiency in Multi-Element Gas-Centered Swirl Coaxial Injectors." Energies 13, no. 22 (November 19, 2020): 6055. http://dx.doi.org/10.3390/en13226055.

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The effects of the momentum-flux ratio of propellant upon the combustion efficiency of a gas-centered-swirl-coaxial (GCSC) injector used in the combustion chamber of a full-scale 9-tonf staged-combustion-cycle engine were studied experimentally. In the combustion experiment, liquid oxygen was used as an oxidizer, and kerosene was used as fuel. The liquid oxygen and kerosene burned in the preburner drive the turbine of the turbopump under the oxidizer-rich hot-gas condition before flowing into the GCSC injector of the combustion chamber. The oxidizer-rich hot gas is mixed with liquid kerosene passed through combustion chamber’s cooling channel at the injector outlet. This mixture has a dimensionless momentum-flux ratio that depends upon the dispensing speed of the two fluids. Combustion tests were performed under varying mixture ratios and combustion pressures for different injector shapes and numbers of injectors, and the characteristic velocities and performance efficiencies of the combustion were compared. It was found that, for 61 gas-centered swirl-coaxial injectors, as the moment flux ratio increased from 9 to 23, the combustion-characteristic velocity increased linearly and the performance efficiency increased from 0.904 to 0.938. In addition, excellent combustion efficiency was observed when the combustion chamber had a large number of injectors at the same momentum-flux ratio.

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42

STOECK, Tomasz. "Simplification of the procedure for testing common rail fuel injectors." Combustion Engines 180, no. 1 (March 30, 2020): 52–56. http://dx.doi.org/10.19206/ce-2020-109.

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The paper presents a simplified methodology for generating the characteristic curve of fuel doses for common rail injectors, which consists in limiting the number of measurements on the test bench and calculating missing data using predefined (array) functions of the Microsoft Excel spreadsheet. This allows checking the method of fuel delivery in a wide spectrum of predefined pressures and atomiser opening times, while reducing the arduousness and time-consumption of the active experiment phase. The proposed solution is particularly useful in problematic situations when standard manufacturer's tests, referred only to selected work points, make it impossible to clearly assess the technical condition of the injector.

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43

STOECK, Tomasz. "Method for testing modern common rail piezoelectric fuel injectors." Combustion Engines 186, no. 3 (September 13, 2021): 31–36. http://dx.doi.org/10.19206/ce-140246.

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The paper presents the author's own method for testing piezoelectric common rail fuel injectors, which for many years were considered non-repairable components. This was mainly due to the lack of availability of spare parts and dedicated measuring equipment, enabling full diagnostics under test bench conditions. As a result, their workshop and laboratory servicing was very limited, as effective disassembly concerned basicaly only the plunger and barrel assembly (needle with nozzle) for selected reference models. The situation has now improved to such an extent that an author’s own regeneration procedure has been proposed with the replacement of the most important controls and actuators. The tests were carried out on the example of Siemens VDO Continental PCR 2.3 fuel injectors from one engine, listing the most important stages of this process, including the correction of fuel dosage and returns.

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44

Shatrov, Mikhail, Valery Malchuk, Andrey Dunin, Ivan Shishlov, and Vladimir Sinyavski. "A control method of fuel distribution by combustion chamber zones and its dependence on injection conditions." Thermal Science 22, Suppl. 5 (2018): 1425–34. http://dx.doi.org/10.2298/tsci18s5425s.

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A method of fuel injection rate shaping of the Diesel engine common rail fuel system with common rail injectors and solenoid control is proposed. The method envisages the impact on control current of impulses applied to the control solenoid valve of the common rail injectors for variation of the injection rate shape. At that, the fuel is supplied via two groups of injection holes. The entering edges of the first group with the coefficient of flow, ??B, were located in the sack volume and the entering edges of the second group (coefficient of flow, ??H) - on the locking taper surface of the nozzle body. The coefficients of flow, ??B, and ??H differ considerably and depend on the valve needle position. This enables to adjust the injection quantity by injection holes taking into account operating conditions of the Diesel engine and hence - by the combustion chamber zones. Using the constant fuel flow set-up, characteristic of the effective cross-section of the common rail fuel system injector holes was investigated. The diameter of injector holes was 0.12 ? 0.135 mm. The excessive pressure at the entering edges varied from 30 to 150 MPa and more and the excessive pressure in the volume behind the output edge - from 0 to 16 MPa.

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45

Dudzik, Krzysztof. "Analysis of the Possibility of Using Acoustic Emission for Monitoring Technical Condition of the Fuel Injector in 3AL25/30 Engine." New Trends in Production Engineering 1, no. 1 (October 1, 2018): 419–25. http://dx.doi.org/10.2478/ntpe-2018-0052.

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Abstract Acoustic emission method (AE) can be used for the diagnosis of machine parts such as, for example: fuel injectors. This paper presents the methodology and research results of 3AL25/30 engine fuel injector. During research was studied one injector in good condition and second with simulated failure involving closing 2 of 9 holes of the injector tip. Research was carried out on a laboratory test stand using a set of acoustic emission Vallen System. This set included: 4 channel signal recorder AMSY 6, two measurement modules ASIP-2/S, preamplifier with a frequency range 20 kHz-1 MHz and the strengthening of 34 dB, AE signal measurement sensor type VS 150M, with a frequency range 100-450 kHz. During the study, the acoustic emission (AE) generated by tested injector was recorded. The following parameters were determined: amplitude, rise time, duration time, total time, number of events – hits, the effective value of the signal (RMS). Analysis of the results showed significantly longer total time of the injection in the case of damaged injector compared to the injector in good conditions. Signal amplitude was higher, however, the RMS signal reached approximately 3-times lower value for the injector with damaged tip. This means lower quality fuel atomization. Laboratory test results were compared with signals recorded on injectors installed in the engine. Analysis of the signals allowed detection damage of the injector installed in the engine during normal operation.

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46

Starý, Petr, Lukáš Mikulanin, and Celestýn Scholz. "Measure Device for Injector inside the High Pressure Environment with Use of High Speed Camera." Applied Mechanics and Materials 799-800 (October 2015): 852–56. http://dx.doi.org/10.4028/www.scientific.net/amm.799-800.852.

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This article is focused on the problematics of high-pressure fuel injectors of Common Rail system which are inside of high pressure environment. Those injectors are able to measure cycle's amount of fuels and visualization of fuel ray disintegration during outflow into high pressure environment. Article is primarily focused into a construction of pressure testing chamber which will be functional extension for high pressure systems testing device. Monitoring of measured parameters will have positive influence during designing of constructing changes on the injection unit.

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47

Ding, Fa Jun. "Piston Engine Fuel Injector Synthetic Clearance Overrun Fault and its Control." Applied Mechanics and Materials 416-417 (September 2013): 676–80. http://dx.doi.org/10.4028/www.scientific.net/amm.416-417.676.

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To import a certain aviation piston engine fuel injector for an object, a synthetic clearance fit and its control was studied. A certain type of general aviation aircraft piston engine with fuel injector has synthetic clearance overrun fault after long time using, causing flight control difficult, and seriously affect the working properties of engine, in the condition of idle state more obvious, easy to cause unsafe events such as engine parking. Send for repair by a large number of fuel injectors and its related parts fit clearance measurement and use effect evaluation, might bring negative influence for the mechanism analysis and effective repair and control scheme are put forward..

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48

SIDOROWICZ, Maciej, and Ireneusz PIELECHA. "The impact of injector placement on the dose preparation conditions in a gasoline direct injection system." Combustion Engines 172, no. 1 (February 1, 2018): 35–43. http://dx.doi.org/10.19206/ce-2018-104.

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Direct fuel injection requires appropriate conditions for proper ignition of the formed mixture. The proper combustion process is shaped by the direct fuel injection, whose parameters vary. Preparation of the dose requires proper injector placement in the combustion chamber. This article focuses on the issue of the injector specific spatial and angular position in order to implement the injection and atomization of the fuel. The injectors pseudo-optimal location has been presented along with several changed positions. The research was conducted as a simulation experiment using AVL FIRE 2017 software. The best position of the injector was selected based on the fuel spraying and injection process indicators. It has been shown that the spatial position has the most impact and the injector placement angle is of secondary importance.

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49

Guo, Hui, Zhen Dong Zhang, Qing Jun Li, and Yue Dong Sun. "A Method to Measure the Dynamic Response Time for an Electronic Fuel Injector." Applied Mechanics and Materials 44-47 (December 2010): 1563–67. http://dx.doi.org/10.4028/www.scientific.net/amm.44-47.1563.

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The focus of this research effort was to develop a technique to measure the dynamic responding time of the electronic fuel injector (EFI). Successful implementation of the measurement technique introduced in this paper can be used to evaluate injectors and improve its design. More consistent and precise fuel injectors have the potential to improve fuel efficiency, engine performance, and reduce emissions. According to the dynamic working process of the EFI, the coil current of the EFI can bitterly reflect its dynamic response time, which is the measurement mechanism. Then the test circuits of the opening and closing response time of the EFI were designed, and the measurement system was developed with the C8051F310 as the processor. The results showed that the measurement errors of the opening and closing response time of the EFI were 0.9% and 1.14%, and this met to the testing requirements of some research on the EFI. And so, the measurement system was low cost, convenient and high precision.

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Boretti, Alberto. "Numerical Analysis of High-Pressure Direct Injection Dual-Fuel Diesel-Liquefied Natural Gas (LNG) Engines." Processes 8, no. 3 (February 25, 2020): 261. http://dx.doi.org/10.3390/pr8030261.

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Dual fuel engines using diesel and fuels that are gaseous at normal conditions are receiving increasing attention. They permit to achieve the same (or better) than diesel power density and efficiency, steady-state, and substantially similar transient performances. They also permit to deliver better than diesel engine-out emissions for CO2, as well as particulate matter, unburned hydrocarbons, and nitrous oxides. The adoption of injection in the liquid phase permits to further improve the power density as well as the fuel conversion efficiency. Here, a model is developed to study a high-pressure, 1600 bar, liquid phase injector for liquefied natural gas (LNG) in a high compression ratio, high boost engine. The engine features two direct injectors per cylinder, one for the diesel and one for the LNG. The engine also uses mechanically assisted turbocharging (super-turbocharging) to improve the steady-state and transient performances of the engine, decoupling the power supply at the turbine from the power demand at the compressor. Results of steady-state simulations show the ability of the engine to deliver top fuel conversion efficiency, above 48%, and high efficiencies, above 40% over the most part of the engine load and speed range. The novelty of this work is the opportunity to use very high pressure (1600 bar) LNG injection in a dual fuel diesel-LNG engine. It is shown that this high pressure permits to increase the flow rate per unit area; thus, permitting smaller and lighter injectors, of faster actuation, for enhanced injector-shaping capabilities. Without fully exploring the many opportunities to shape the heat release rate curve, simulations suggest two-point improvements in fuel conversion efficiency by increasing the injection pressure.

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Journal articles on the topic 'Fuel injectors'

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