Дисертації з теми "Bar Fuel Injection System"

The fuel pressure is one of the central control variables of a modern common-rail injection system. It influences the generation of nitrous oxide and particulate matter emissions, the brake specific fuel consumption of the engine and the power consumption of the fuel pump. Accurate control of the fuel pressure and reliable diagnostics of the fuel system are therefore crucial components of the engine management system. In order to develop for example control or diagnostics algorithms and aid in the understanding of how hardware changes affect the system, a simulation model of the system is desirable.  A Simulink model of the XPI (Xtra high Pressure Injection) system developed by Scania and Cummins is developed. Unlike the previous models of the system available, the new model is geared towards fast simulations by modelling only the mean flow and pressure characteristics of the system, instead of the momentary flow and pressure variations as the engine rotates. The model is built using a modular approach where each module represents a physical component of the system. The modules themselves are based to a large extent on the physical properties of the components involved, making the model of the system adaptable to different hardware configurations whilst also being easy to understand and modify.
Bränsletrycket är en av de centrala styrvariablerna i ett modernt common-rail insprutningssystem. Det påverkar utsläppen av kväveoxider och partiklar, motorns specifika bränsleförbrukning och bränslepumpens effektförbrukning. Nogrann reglering och tillförlitliga diagnoser av bränslesystemet är därför mycket viktiga funktioner i motorstyrsystemet. Som ett hjälpmedel vid utveckling av dessa algoritmer samt för att öka förståelsen för hur hårdvaruförändringar påverkar systemet är det önskvärt med en simuleringsmodel av bränslesystemet.  En Simulink modell av XPI (Xtra high Pressure Injection) systemet som utvecklats av Scania och Cummins har utvecklats. Till skillnad från de redan tillgängliga modellerna av systemet fokuserar denna modell på snabba simuleringsförlopp genom att enbart modellera medeltryck och medelflöden istället för de momentana trycken och flödena i systemet när motorn roterar. Modellen är uppbyggd av moduler som var och en representerar en fysisk komponent i systemet. Modulerna är mestadels uppbyggda kring de fysikaliska egenskaperna hos komponenten de försöker modellera vilket gör modellen av systemet anpassningsbar till olika hårdvarukonfigurationer och samtidigt lätt att förstå.

This last decade experienced a sudden increase of interest in the control of thermo-acoustic instabilities, in particular through the use of fuel modulation techniques. The primary goal of this research was to design, construct and characterize a high bandwidth proportional fuel injection system, which could be used to study the effect of specific levels of fuel modulation on the combustion process and the reduction of thermo-acoustic instabilities. A fuel injection system, incorporating the use of a closed loop piston and check valve, was designed to modulate the primary fuel supply of an atmospheric liquid-fueled swirl stabilized combustor operating at a mean volumetric fuel flow rate of 0.4 GPH. The ability of the fuel injection system to modulate the fuel was examined by measuring the fuel line pressure and the flow rate produced during operation. The authority of this modulation over the combustion process was investigated by examining the effect of fuel modulation on the combustor pressure and the heat release of the flame. Sinusoidal operation of the fuel injection system demonstrated: a bandwidth greater that 800 Hz, significant open loop authority (averaging 12 dB) with regards to the combustor pressure, significant open loop authority (averaging 33 dB) with regards to the unsteady heat release rate and an approximate 8 dB reduction of the combustor pressure oscillation present at 100 Hz, using a phase shift controller. It is possible to scale the closed loop piston and check valve configuration used to create the fuel injection system discussed in this work to realistic combustor operating conditions for further active combustion control studies.
Master of Science

Includes abstract.
This study set out to investigate the effects of diesel fuel properties on the behaviour of a common rail fuel injection system, with particular emphasis on the injection rate shape characteristics. The investigation included the design and commissioning of experimental equipment for the measurement of fuel properties at typical common rail pressures, as well as the measurement of instantaneous fuel flow rate by a modified Bosch Indicator method. Data was then collected for two different diesel fuels, operating in two different fuel injector designs. The two fuels were EN590 (a European reference fuel) and GTL (a fuel derived from natural gas). The two injectors were a Bosch solenoid type injector, and a Bosch piezo type injector.

HCCI combustion engines can provide high fuel efficiencies with low NOx emissions compared to SI and CI engines due to their lean combustion, high compression ratios and low combustion temperatures. The disadvantage of HCCI is that it is inherently difficult to control. The need for an optimized fuel injection system is crucial in the design of an HCCI engine to achieve desirable and controllable performance. The aim of this thesis was to develop and optimize the fuel injection system for a 2- stroke, opposed piston gasoline engine thus continuing the development of the engine towards achieving stable HCCI combustion. The engine and the components that make up the fuel supply and injection system characteristics were analyzed using experimental and theoretical methods. The mathematical ideal mass of fuel and point of injection was found (when exhaust ports are closed). Injector delay, mass vs. electrical on-time and voltage sensitivity was found. Deflector designs used to divert the fuel flow laterally along the cylinder were studied and prototypes manufactured and tested. The engine was then run with new settings and deflector and the results analyzed. It was found that an L-cut design gave the best spray properties in this situation. An Lcut design with two internal seals gave the most favorable spray angle and atomization. A mass equation was formed that linked the mass injected to on-time in the ECU with consideration of the varying supply voltage. Using this mass equation and taking into account the delay, an ideal injection point was found. Implementing the new deflector and with improved injection timing, the engine was able to run smoothly with the theoretical mass required for λ=1 at 6000rpm and produce 0.28 kW of power. This was a noticeable improvement over previous engine tests which required more fuel mass for stable combustion. In conclusion, information was gained which allowed improvement of the injection timing and fuel control. The engine was run with much more accurate masses of fuel injected and injection times. The deflector improved atomization and optimized the spray angle. The data gained from the tests and analysis can be implemented into the engines ECU code for automated injection timing and fuel mass. This, coupled with the improved spray profile has aided in the continuing development of the engine towards stable, efficient HCCI combustion.
HCCI förbränningsmotorer kan ge hög verkningsgrad med låga NOx-utsläpp jämfört med SI och CI-motorer på grund av sin magra förbränning, högt kompressionsförhållande och låg förbränningstemperatur. Nackdelen med HCCI är att den är svår att kontrollera. Behovet av ett optimerat bränsleinsprutningssystem är avgörande för utformningen av en HCCI motor för att uppnå önskvärt och kontrollerbart resultat. Syftet med detta examensarbete var att utveckla och optimera bränsleinsprutningssystemet för en 2-takts, motkolvs bensinmotor och därmed fortsätta utvecklingen av motorn för att uppnå en stabil HCCI förbränning. Motorn och de komponenter som utgör bränsletillförseln analyserades med hjälp av experimentella och teoretiska metoder. Den matematiska ideala massan bränsle och den ideala insprutningsvinkeln bestämdes (när både insugs-och avgas portarna var stängda). Insprutningsfördröjning kontra ”electrical on-time” och spänningskänslighet bestämdes. Olika utformningar av deflektorn som används för att avleda bränsleflödet i sidled längs cylindern studerades, prototyper tillverkas och testades. Motorn kördes därefter med nya inställningar och ny deflektor och resultaten analyserades. Det visade sig att ”L-cut ”designen gav de bästa spray egenskaperna i denna situation. En ”L-cut” design med två inre tätningar gav den mest fördelaktiga sprayvinkeln och finfördelningen. En massekvation skapades som länkade den insprutade massan till ”elektrical on-time” i ECUn med hänsyn till den varierande matningsspänningen. Genom att använda massekvationen och samtidigt ta hänsyn till fördröjningen kunde en ideal insprutningsvinkel hittas. Implementering av den nya deflektorn tillsammans med förbättrad insprutningsvinkel gjorde att motorn kunde köras jämnt med den teoretiska massan som krävs för λ = 1 vid 6000rpm, och samtidigt producera effekt om 0,28 kW. Det var en märkbar förbättring jämfört med tidigare motortester som krävde dubbla bränslemängden för stabil förbränning. Sammanfattningsvis erhölls data som gjorde förbättringarna av insprutningsvinkel och bränslekontrollen möjlig. Motorn kördes med mycket mer exakt insprutad bränslemassa och insprutningsvinkel. Deflektorn förbättrade finfördelningen och optimerade sprayvinkeln. De data som insamlas från tester och analyser kan implementeras i motorns ECU kod för automatiserad insprutningstidpunkt och bränsle massa. Detta har tillsammans med den förbättrade sprayprofilen bidragit till den fortsatta utvecklingen av motorn mot en stabil, effektiv HCCI förbränning.

Thesis (M.S.)--University of Missouri--Rolla, 2007.
Vita. The entire thesis text is included in file. Title from title screen of thesis/dissertation PDF file (viewed November 29, 2007) Includes bibliographical references (p. 153-155).

The predictive design of fuel injection hardware used for active combustion control is not well established in the gas turbine industry. The primary reason for this is that the underlying mechanisms governing the flow rate authority downstream of the nozzle are not well understood. A detailed investigation of two liquid fuel flow modulation configurations is performed in this thesis: a piston and a throttle-valve configuration. The two systems were successfully built with piezoelectric actuation to drive the prime movers proportionally up to 800 Hz.

Discussed in this thesis are the important constituents of the fuel injection systemthat affect heat release authority: the method of fuel modulation, uncoupled dynamics of several components, and the compressibility of air trapped in the fuel line. Additionally, a novel technique to model these systems by way of one-dimensional, linear transmission line acoustic models was developed to successfully characterize the principle of operation of the two systems. Through these models, insight was gained on the modes through which modulation authority was dissipated and on methods through which successful amplitude scaling would be possible. At high amplitudes, it was found that the models were able to successfully predict the actual performance reasonably well for the piston device.

A proportional phase shifting controller was used to test the authority on a 40-kW rig with natural longitudinal modes. Results show that, under limited operating conditions, the sound pressure level at the limit cycle frequency was reduced by about 26 dB and the broadband energy was reduced by 23 dB. Attenuation of the fuel pulse at several combustor settings was due to fluctuating vorticity and temporal droplet distribution effects.
Master of Science

This master thesis treats the modelling of a common-rail direct fuel injection system where pressure generation is decoupled from the injection process. It has been shown that the fuel pressure plays a vital role for the general performance of the engine, affecting both emissions and efficiency, and it is carefully regulated to achieve optimal performance at different operating points. In an attempt to facilitate the development of the responsible control algorithms, a simulation framework has been requested. A model describing the complete work cycle of the high-pressure fuel system is developed and implemented in a Simulink environment. It is to a large extent based on the underlying physics and constructed in a modular manner, which allows for different engine configurations to be simulated. The modelled pressure signal is compared to experimental data at different operating points with promising results in capturing the transient behaviour from a low-level perspective. Additionally, it manages to replicate some of the pressure oscillations which has been observed in the real system and it shows good response to changes in the input signals. However, there are some areas which are subject to improvement since capturing the static pressure levels over longer drive cycles has proved to be a difficult task. Overall, the developed model serves as a starting point for future development and validation of control algorithms.

High-bandwidth fuel modulation is currently one of the most promising methods for active combustion control. To attenuate the large pressure oscillations in the combustion chamber, the fuel is pulsed so that the heat release rate fluctuations damp the pressure oscillations in the combustor. This thesis focuses on the development and implementation of a high-bandwidth, proportional modulation system for liquid-fuel active combustion control. The throttle valve modulation system, discussed in this thesis, uses a 500-um piezoelectric stack coupled with an off-the-shelf valve. After comparing three other types of actuators, the piezoelectric stack was selected because of its compact size, bandwidth capabilities, and relatively low cost. Using the acoustic resonance of the fuel line, the system is able to achieve 128% pressure modulation, relative to the mean pressure, and is capable of producing more than 75% flow modulation at 115 Hz. Additionally, at 760 Hz the system produces 40% pressure modulation and 21% flow modulation with flow rates between 0.4 and 10 gph. Control authority was demonstrated on a single-nozzle kerosene combustor which exhibits a well-pronounced instability at ~115 Hz. Using the modulation system, the fundamental peak of the combustion instability was reduced by 30 dB, and the broadband sound pressure levels inside the combustor were reduced by 12 dB. However, the most important conclusion from the combustion control experiments was not the system?s accomplishments, but rather its inability to control the combustor at high global equivalence ratios. Our work indicates that having the ability to modulate a large percentage of the primary fuel is not always sufficient for active combustion control.
Master of Science

[EN] This research work presents the study of a low pressure EGR loop influence on a SI gasoline turbocharged direct injection engine in steady and transient testing conditions, with an optimization process of the original engine calibration in order to minimize the engine fuel consumption when cooled EGR is introduced in steady testing conditions. The cooled EGR strategy was also evaluated operating in synergy with other fuel consumption reduction strategies, such as: lean burn, multi-injection, higher coolant temperature and in-cylinder induced swirl motion. To fulfill the main objectives of this research work, firstly, a methodical process was followed, where a global methodology was first developed in order to obtain high accuracy engine tests, based on the experimental tools chosen that could comply with the requirements of the testing conditions, and the appropriate theoretical tools and procedure to post-process the tests performed. Secondly, a specific methodology was developed for each stage of the study and testing conditions, taking into account optimization processes or parametric tests in order to study the effect of a single parameter on engine's outputs or optimize an engine parameter in order to minimize the engine fuel consumption. As a first stage of the study, a basic analysis of the impact of cooled EGR on the engine combustion, performance, air management and exhaust emissions is presented. Afterwards, an optimization of the combustion phasing in order to minimize the fuel consumption was performed, and therefore the potential of cooled EGR in order to reduce the engine fuel consumption was observed for low load, part load and full load engine conditions, for two different engine speeds. In addition, a study in transient conditions of the engine operating with cooled EGR was performed. NEDC cycles were performed with different EGR valve openings and therefore a comparison of different cooled EGR rates influence on the engine performance, air management and accumulated exhaust emissions was presented. The second stage, consisted in a methodology developed to optimize the VVT setting and injection timing, for part load engine conditions, in order to maximize the cooled EGR potential to reduce engine fuel consumption. After this optimization, a synergy analysis of the optimum engine condition operating with cooled EGR and three other engine fuel consumption reduction strategies was performed. These strategies were tested to investigate and evaluate the potential of increasing the cooled EGR operational range to further decrease the engine fuel consumption. Furthermore, a basic study of the potential to reduce the engine fuel consumption and impact on combustion, air management and exhaust emissions of a lean burn strategy, in part load engine conditions, was presented as introduction of the final study of the cooled EGR strategy operating in synergy with the lean burn strategy in order to investigate the potential to control the exhaust emissions and reduce the engine fuel consumption.
[ES] El objetivo de este trabajo de investigación es estudiar la influencia de un lazo de baja presión de EGR en las prestaciones de un motor de gasolina de encendido provocado turbosobrealimentado e inyección directa, en condiciones de ensayos estacionarios y transitorios, con un proceso de optimización de la calibración original del motor para minimizar el consumo de combustible del motor. La estrategia de "cooled EGR" fue también evaluada operando en sinergia con otras estrategias usadas para reducir el consumo de combustible del motor, entre ellas: mezcla pobre, múltiples inyecciones, operación a alta temperatura del fluido refrigerante del motor y movimiento de "swirl" inducido en el cilindro. Para cumplir con los objetivos mencionados, se siguió un proceso metódico donde previamente se desarrolló una metodología global para obtener resultados de indudable calidad, basados en el uso de herramientas experimentales que cumplieran con los requerimientos de las condiciones de ensayo, y las apropiadas herramientas teóricas y procedimiento para post-procesar los ensayos realizados. En segundo lugar, se desarrolló una metodología específica para cada etapa del estudio, teniendo en cuenta los procesos de optimización o estudios paramétricos que se pudieran realizar. Como primera etapa, se presenta un estudio básico del impacto del "cooled EGR" en la combustión, prestaciones, renovación de la carga y emisiones contaminantes del motor. Seguidamente, se procedió a la optimización del centrado de la combustión con la finalidad de minimizar el consumo de combustible del motor y poder analizar el potencial del "cooled EGR" como estrategia de reducción de consumo de combustible. El estudio presentado se realizó para baja, media y alta carga del motor con dos diferentes regímenes de giro del motor. Adicionalmente, se llevó a cabo un estudio del motor operando en condiciones transitorias con "cooled EGR". Se realizaron una serie de ensayos usando el ciclo NEDC como base y se probaron diferentes estrategias sencillas de control de la apertura de la válvula de EGR para analizar la influencia del "cooled EGR" en condiciones transitorias. La segunda etapa consiste en el desarrollo de una metodología para optimizar los parámetros del diagrama de distribución (VVT) y el inicio de inyección, para cargas medias del motor, con la finalidad de maximizar el potencial de reducción de consumo de combustible de la estrategia "cooled EGR". Una vez realizada la optimización, se llevó a cabo un estudio usando la configuración óptima encontrada, operando en sinergia con otras tres estrategias usadas para reducir el consumo de combustible del motor. Estas estrategias fueron evaluadas con la finalidad de incrementar el rango de operación de la estrategia "cooled EGR" para lograr reducir aún más el consumo de combustible del motor. Adicionalmente, se llevó a cabo un estudio básico sobre la influencia de operar con mezcla pobre en la combustión, prestaciones, renovación de la carga y emisiones contaminantes del motor, como introducción al último estudio llevado a cabo sobre la posibilidad de usar la estrategia de mezcla pobre en conjunto con la estrategia de "cooled EGR", con la finalidad de analizar el potencial de controlar las emisiones contaminantes y reducir el consumo de combustible del motor al mismo tiempo.
[CAT] L'objectiu d'este treball d'investigació és estudiar la influència d'un llaç de baixa pressió d'EGR en les prestacions d'un motor de gasolina d'encesa provocat turbosobrealimentat i injecció directa, en condicions d'assajos estacionaris i transitoris, amb un procés d'optimització del calibratge original del motor per a minimitzar el consum de combustible del motor. L'estratègia de "cooled EGR" va ser també avaluada operand en sinergia amb altres estratègies usades per a reduir el consum de combustible del motor, entre elles: mescla pobra, múltiples injeccions, operació a alta temperatura del fluid refrigerant del motor i moviment de `"swirl" induït en el cilindre. Per a complir amb els objectius mencionats, es va seguir un procés metòdic on prèviament es va desenrotllar una metodologia global per a obtindre resultats d'indubtable qualitat, basats en l'ús de ferramentes experimentals que compliren amb els requeriments de les condicions d'assaig, i les apropiades ferramentes teòriques i procediment per a post- processar els assajos realitzats. En segon lloc, es va desenrotllar una metodologia específica per a cada etapa de l'estudi, tenint en compte els processos d'optimització o estudis paramètrics que es pogueren realitzar. Com a primera etapa, es presenta un estudi bàsic de l'impacte del "cooled EGR" en la combustió, prestacions, renovació de la càrrega i emissions contaminants del motor. A continuació, es va procedir a l'optimització del centrat de la combustió amb la finalitat de minimitzar el consum de combustible del motor i poder analitzar el potencial del "cooled EGR" com a estratègia de reducció de consum de combustible. L'estudi presentat es va realitzar per a baixa, mitja i alta càrrega del motor amb dos diferents règims de gir del motor. Addicionalment, es va dur a terme un estudi del motor operand en condicions transitòries amb "cooled EGR". Es van realitzar una sèrie d'assajos usant el cicle NEDC com a base i es van provar diferents estratègies senzilles de control de l'obertura de la vàlvula d'EGR per a analitzar la influència del "cooled EGR" en condicions transitòries. La segona etapa consistix en el desenrotllament d'una metodologia per a optimitzar els paràmetres del diagrama de distribució (VVT) i l'inici d'injecció, per a càrregues mitges del motor, amb la finalitat de maximitzar el potencial de reducció de consum de combustible de l'estratègia "cooled EGR". Una vegada realitzada l'optimització, es va dur a terme un estudi usant la configuració òptima trobada, operant en sinergia amb altres tres estratègies usades per a reduir el consum de combustible del motor. Estes estratègies van ser avaluades amb la finalitat d'incrementar el rang d'operació de l'estratègia "cooled EGR" per a aconseguir reduir encara més el consum de combustible del motor. Addicionalment, es va dur a terme un estudi bàsic sobre la influència d'operar amb mescla pobra en la combustió, prestacions, renovació de la càrrega i emissions contaminants del motor, com a introducció a l'últim estudi dut a terme sobre la possibilitat d'usar l'estratègia de mescla pobra en conjunt amb l'estratègia de "cooled EGR", amb la finalitat d'analitzar el potencial de controlar les emissions contaminants i reduir el consum de combustible del motor al mateix temps.
Rivas Perea, ME. (2016). Assessment of fuel consumption reduction strategies on a gasoline turbocharged direct injection engine with a cooled EGR system [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/68497
TESIS

This master thesis covers the development of a high-pressure fuel system for compression ignitedfuels such as diesel and diesel-like fuels that will be deployed into a single cylinder test cell at AVLMTC Södertälje, Sweden. The test cell is used by AVL to conduct research and testing of new fuelsfor their customers and this new fuel system will widen the span of fuels able to be tested by theequipment.This thesis focuses on pumping and pressurizing of the fuel, ensuring that all ingoing materialsare non-corrosive in this environment and compatible with the necessary fuels and lastly a safetyanalysis of the system with respect to operator and process safety. Other aspects of the projectsuch as mass flow measurements and fuel conditioning is covered in a sister thesis Mass flowrate measurement of compression ignition fuels in high-pressure stand-alone pump unit for singlecylinder test cell written by C. Aksoy [1].The goal of this thesis project was to deliver a finished manufactured fuel system and if the timeallowed for it, also validate its performance and finally installing and incorporating it into the singlecylinder test cell. The development process started with the writing of a product specificationoutlining the requirements and request on the product in a specification of requirements matrix andrelate these to product properties of the system using a quality function deployment (QFD) matrix.This document was then used as a base for further advancement in developing concepts to solveeach product property and weighing these concepts against each other using Pugh’s matrices. Thechosen concepts were then further developed, a flow chart for the system was developed as well asfuel lines and other supporting components were analyzed and chosen.In the end the high-pressure fuel pump from Scania’s XPI fuel system were chosen as well asa pressure transducer in the HP1000 series from ESI. Within the time frame of this thesis, theproject did not end up getting finished to the degree planned, but due to time constraints werehalted before starting manufacturing of the system. Some minor component choices remained aswell as documentation such as drawings and finalizing the physical layout of the system remained.All information regarding the remaining work needed to finalize the project and deploying thesystem in the test cell were outlined and with more time, the fuel system should fulfill its purposeof allowing testing and research of compression ignited fuel to be possible in the test cell.
Kontentan för denna mastersavhandling är utvecklingsprocessen för ett högtrycksbränslesystemför kompressionsbränslen såsom diesel och diesellika bränslen som kommer att installeras i enencylindertestcell hos AVL MTC Södertälje, Sverige. Testcellen används av AVL för forskningoch testning av nya bränslen åt deras kunder och detta nya bränslesystem kommer att utöka typernaav bränslen som kan testas med utrustningen till att inkludera kompressionsantända bränslen.Denna avhandling fokuserar på utvecklingen av tillförseln och trycksättnigen av bränslet, säkerställnigenav att ingående material är icke-korrosiva i den avsedda miljön och kompatibla med allanödvändiga bränsletyper och slutligen en säkerhetsanalys av systemet med avseende på operatörsochprocessäkerhet. Andra aspekter såsom massflödesmätning och bränslekonditionering presenterasi systeravhandlingen Flödesmätning och konditionering av högtryckantända bränslen för encylindertestcellskriven av C. Aksoy [1].Målet med denna avhandling var att leverera ett färdigtillverkad bränslesystem och om tiden tillät,även validera systemets prestanda och slutligen integrera och installera systemet i testcellen. Utvecklingsprocesseninleddes med att skriva en produktspecifikation som innehöll en sammanställningav kundens krav och önskemål för produkten och relaterade dessa till produktegenskaper med hjälpav en quality function deployment (QFD) matris. Detta dokument användes vidare som en bas förfortsatt utveckling av produkten i konceptgenereringsprocessen och för att väga de olika konceptenmot varandra med hjälp av Pugh’s matriser. De valda koncepten blev sedan analyserade ytterligare,ett flödesschema för de ingående komponenterna framtaget och övriga sekundära komponenteranalyserade och valda.Till slut valdes högtrycksbränslepumpen från Scanias XPI system och en tryckgivare från HP1000-serien från ESI. Inom tidsramen för avhandlingen färdigställdes aldrig projektet till den grad somhade planerats, men blev istället avbrutet innan tillverkningen av systemet han påbörjas på grund avtidsbegränsningar. Vissa sekundära komponentval, dokumentation såsom ritningar och färdigställningav den fysiska layouten av systemet kvarstod vid avhandlingens slut. All information angåendeallt nödvändigt fortsatt arbete för att färdigställa projektet och integrera systemet i encylindertestcellendokumenterades och med mer tid borde bränslesystemet kunna uppfylla sitt syfte att möjliggöratestning och forskning av kompressionsbränslen i testcellen.

Följande studie är gjord på uppdrag av Sjöfartsverket. I studien undersöktes hur en installation av ett Common Rail-system ombord på isbrytaren Ymer påverkat bränsleförbrukningen samt utsläppen av kväveoxider. Rådata som loggats ombord på Ymer har analyserat och bearbetat. Material och information från tillverkare, besättning samt teknisk chef på Sjöfartsverket, Albert Hagander har använts under studien. Tillsammans med uppmätta mätdata och tidigare gjord litteraturstudie stöds resultaten i studien. Det är ingen slump att system av Common Rail-typ redan är tillämpat inom de flesta branscher så som transport, personbilsindustri och jordbruk. Huvudsyftet med Common Rail är att minska bränsleåtgången samt minska utsläppen genom en renare och mer effektiv förbränning av bränslet.  Huvudsakligen undersöktes hur det nyinstallerade systemet påverkat bränsleförbrukningen och hur bränslebesparingen varierar med belastningen av maskinen. Vidare granskades hur utsläppen av kvävedioxider påverkats efter installationen. Problematiken med ökad NOx-produktion till följd av en högre förbränningstemperatur som Common Railsystemet medför diskuteras i rapporten. De resultat vi kommit fram till att en bränslebesparing kan göras ombord på Ymer genom att ersätta det gamla bränslesystemet med ett bränslesystem av Common Rail-typ. Vidare har installationen medfört andra förbättringar så som fartygsmaskinens reaktion på de många lastväxlingar som förekommer under isbrytning.
The following study has been carried out on behalf of Sjöfartsverket. The study examines how the installation of a common rail system on board the icebreaker Ymer affected fuel consumption and emissions of nitrogen oxides. The raw data logged on board Ymer was analyzed and processed. Materials and information from manufacturers, crew and the technical manager at the Swedish Maritime Administration, Albert Hagander have been used during the study. Together with measured data and previously made research study the findings of the study are supported. It is no coincidence that the system of the common rail type is already applied in most industries such as transport, car industry and agriculture. The main purpose of the Common Rail is to reduce fuel consumption and reduce emissions through cleaner and more efficient combustion of the fuel. We primarily examined how the newly installed system affected fuel consumption and the fuel savings will vary with the load of the machine. Furthermore, we examined how emissions of nitrogen oxides were affected after installation. The problem of increased NOx production due to a higher combustion temperature as the common rail system entails are discussed in the report. The result that was concluded was that fuel savings can be made on board Ymer by replacing the old fuel system with a common rail fuel type. Furthermore, the installation has brought other improvements such as ship machine's reaction to the many load changes that occur during icebreaking.

The aim of diploma thesis is the design of fuel system for the Caterpillar twelve cylinder spark ignited turbocharged engine. The fuel system is designed for sequential electronic controlled gas injection into intake manifold. Computational model of the engine was calculated in Lotus Engine simulation software. CFD analysis of mixing CNG with air was computed in Star CCM+ software.

Bio-fuels, being the primary alternative to the fossil fuels, used in the internal combustion engines are subjected to constant development. The development of alternative Ethanol Diesel (ED95) formulations at AVL Motortestcenter AB has demanded a test facility capable of evaluating the combustion quality of these specimens. A test cell capable of evaluating fuels operating on the compression ignition concept was required for this reason. The aim of this thesis is to develop a high pressure fuel delivery system for a single cylinder test cell engine. The literature review conducted offered knowledge on stages involved in the development of the fuel and the operation of high pressure fuel systems for engines operating on the Diesel concept. Knowledge was acquired on phenomenon such as pressure fluctuations and information regarding engine test cells was familiarised. Scania's XPI fuel system being the designated fuel system for the test cell was studied and adaptations required for its implementation in the single cylinder test cell was investigated. Based on the information acquired, recommendations for the set up of the high pressure fuel system for the single cylinder test cell engine are mentioned.
Förnyelsebara biobränslen är det primära alternativet till fossila bränslen för användning i interna förbränningsmotorer och är under ständig utveckling. För den fortsatta utvecklingen av etanoldiesel (ED95) genom provning av nya formuleringar vid AVL Motortestcenter AB krävs ett lämplig testupplägg. Förbränningskvalitetsutvärderingen kräver en avancerad testcell där bränslets förbränningsegenskaper kan utvärderas. Målet med detta arbete var att utveckla ett högtrycksbränslesystem lämpligt för en singelcylindrig forskningsmotor som arbetar enligt kompressionständningsprincipen (dieselprincipen). Litteraturstudien samlade kunskap om bränsleutveckling samt kunskap om dieselmotorers högtrycksbränslesystemen, dess uppbyggnad och utmaningar. Kunskap om fenomen som tryckoscillationer och kavitation i bränslesystem samt förståelse för motorprovcellers uppbyggnad införskaffades. Scanias XPI bränslesystem, som forskningsmotorns högtrycks- bränslesystem ska efterlikna, studerades och adaptioner för att passa till encylinderkörningar i provcell utvärderades. Baserat på informationen ges rekommendationer på hur Scanias XPI system kan implementeras och justeras för att fungera i AVL’s singelcylinderprovcell.

This diploma thesis is focused on examining the development of a diesel tractor engine with a newer injection system, concretely common-rail system. Mainly it is about the application of the high pressure fuel pump, fuel rail and injectors. With regard to the used components are appropriate adjustments made on the engine, and then checked using the available calculations. Brief mention is given to the theoretical summary of the contemporary state of applied injection system and its development trend. Selecting adjustments is primarily based on observed operating load. However, it is also striving to their simplest implementation. An integral part of this work is drawing documentation of newly designed components.

O sistema de gerenciamento dos motores automotivos tem se tornado um avançado sistema de controle. Seu objetivo é fazer com que o nível de emissões de gases poluentes gerados esteja dentro dos padrões exigidos pela legislação de cada país e ao mesmo tempo manter os níveis de desempenho e dirigibilidade. Apresenta as principais características de um típico sistema de gerenciamento de motores a combustão interna, descreve os modos de controle e aponta tendências futuras. Descreve o sistema de controle desenvolvido, o qual servirá de ferramenta de pesquisa para trabalhos que envolvam o estudo de técnicas de controle aplicadas neste contexto e pesquisas envolvendo otimização do rendimento dos motores automotivos
The automotive engine management system has become an advanced control system. Its objective is to maintain the pollutants gas emissions according to legislations and to maintain the performance and driveability, at the same time. It presents the main features of a tipical internal combustion engine management system, it describes the control modes and it point out the future tendencies. It describes the control system developed, which one will be usefull as a tool for research involving control applied in this context and engine automotive efficiency optimization researchs

O objetivo do desenvolvimento do projeto foi minimizar uma das principais desvantagens no uso do gás natural veicular, que é a perda de potência, e aumentar sua eficiência volumétrica através da construção de um circuito eletrônico capaz de gerenciar de forma eficiente a injeção do gás. O aumento do rendimento é obtido através do gerenciamento eficiente da mistura ar-combustível utilizando um sistema de malha fechada. O gerenciamento da relação de potência e economia é conseguido com o uso simultâneo de gás natural e o combustível líquido. Nos sistemas de conversão atuais e nos veículos originais a gás natural, a perda de potência é compensada desligando o sistema de gás e utilizando somente o combustível líquido, sendo esta seleção feita de forma manual na maioria dos sistemas de conversão e de forma automática no Fiat Siena tetrafuel, não possibilitando o uso simultâneo do gás com o combustível líquido. A exigência de potência é medida através do ângulo do pedal do acelerador. Quando a exigência de potência é baixa, o sistema opera apenas com gás. No momento em que há solicitação de potência intermediária, o sistema opera com diferentes proporções de etanol e gás. Na situação de solicitação de potência máxima, é utilizado apenas o combustível líquido. Foram feitas comparações entre o sistema convencional e o sistema proposto, através de ensaios dinamométricos, rodoviários e emissão de poluentes. O veículo Volkswagen Gol com seu sistema original utilizando somente etanol possui potência máxima de 64,06 cavalos, (47,77 Kilowatts) e consumo de 12,6 quilômetros por litro de etanol. Com o sistema convencional de gás natural aspirado, o consumo foi de 21 quilômetros por metro cúbico e a potência não ultrapassou 51,82 cavalos (38,64 Kilowatts), com o protótipo desenvolvido a eficiência volumétrica aumentou 25% com consumo de 26,4 quilômetros por metro cúbico. O gerenciamento de potência proporciona potências intermediárias acima de 51,82 cavalos (38,64 Kilowatts), até a potência máxima de 64,06 cavalos (47,77 Kilowatts) em situações que uma maior potência é requerida. O sistema desenvolvido proporciona o benefício da flexibilidade no abastecimento disponível nos sistemas atuais, com a flexibilidade na potência não disponível nos sistemas atuais.
This project intended to minimize one of the main disadvantages of using natural gas vehicles, which was the loss of power, and increase their volumetric efficiency by building an electronic circuit able to efficiently manage the gas injection. The increase in volumetric efficiency is obtained through the efficient management of air-fuel mixture using a closed loop system. The management of the power and economy ratio is achieved with the simultaneous use of natural gas and liquid fuel. In the current conversion systems and original vehicles that use natural gas, the power loss is compensated by turning off the gas system and using only the liquid fuel. This selection is done manually in most conversion systems, and automatically at Fiat Siena Tetrafuel, not allowing the simultaneous use of gas to liquid fuel. The demand for power is measured by the angle of the accelerator pedal. When the power demand is low, the system operates only with natural gas. When intermediate power is required, the system operates with different proportions of ethanol and natural gas. For maximum power, only ethanol is used. Comparisons were made between the conventional and the proposed system through dynamometer tests, road tests and emission analyses. The Volkswagen Gol with original system using only ethanol has a maximum power of 64.06 horses (47.77 Kilowatts) and consumption of 12.6 kilometers per liter of ethanol. With conventional aspirated natural gas system, the consumption was 21 km per cubic meter and the power did not exceed 51.82 horses (38.64 Kilowatts). With the prototype, volumetric efficiency increases by 25%, with consumption of 26.4 kilometers per cubic meter. The power management provides intermediate powers up to 51.82 horses (38.64 Kilowatts) until the maximum power of 64.06 horses (47.77 Kilowatts) in situations where more power is required. The developed system provides the benefit of refueling flexibility found in the original system, with power flexibility not available in original systems.

This thesis describes a combined 1-D numerical and experimental analysis of a GDI injection system. The aim is to design the GDI injection system to have the minimum injection variability between injectors. This is possible analysing the rail pressure waves that affect the injections. Thanks to a MATLAB numerical code the results coming from a first calibration attempt were compared with experimental data to verify the reliability of the acquired results. They were calculated after specific tests made on the hydraulic test bench developed at Lamborghini. Different configurations were studied changing the system geometry, such as rail diameter, high pressure pipe length and inlet position inside the rail, flow-restrictor diameter at the end of high pressure pipe. Eight different configurations were analysed and the one that showed the lowest CoV of injection was proposed as a final design. Then a 1-D numerical analysis of the GDI injection system was developed on the chosen configuration with the aim of predicting pressure waves propagation phenomena and the injected mass flow rate. The focus of the 1-D analysis is to verify through the comparison between simulated values and experimental ones if the model predicts accurately the physics of the system, in order to use it on a wider range of operating points. The following step consisted in controlling the GDI pump in MIL environment through a cosimulation between high pressure system model built in GT-ISE and control model made with Simulink. The high pressure control model was developed and validated. The aim was to have a closed loop control of the rail pressure using the same ECU control strategy. The main task of the control is to actuate the angle, respect to pump TDC, the MSV valve had to be closed to make the actual pressure follow the target one. The control model and the simulation in MIL environment are very useful since they help on the precalibration of ECU functions, reducing testing activities.

La législation sur les émissions de polluants des Moteurs à Combustion Interne (ICEs) est de plus en plus contraignante et représente un gros défi pour les constructeurs automobiles. De nouvelles stratégies de combustion telles que la Combustion à Allumage par Compression Homogène (HCCI) et l’exploitation de stratégies d’injections multiples sont des voies prometteuses qui permettent de respecter les normes sur les émissions de NOx et de suies, du fait que la combustion a lieu dans un mélange très dilué et par conséquent à basse température. Ces aspects demandent la création d’outils numériques adaptés à ces nouveaux défis. Cette thèse présente le développement d’un nouveau modèle 0D de combustion Diesel HCCI : le dual Combustion Model (dual - CM). Le modèle dual-CM a été basé sur l’approche PCM-FPI utilisée en Mécanique des Fluides Numérique (CFD) 3D, qui permet de prédire les caractéristiques de l’auto-allumage et du dégagement de chaleur de tous les modes de combustion Diesel. Afin d’adapter l’approche PCM-FPI à un formalisme 0D, il est fondamental de décrire précisément le mélange à l’intérieur du cylindre. Par consequent, des modèles d’évaporation du carburant liquide, de formation de la zone de mélange et de variance de la fraction de mélange, qui permettent d’avoir une description détaillée des proprietés thermochimiques locales du mélange y compris pour des configurations adoptant des stratégies d’injections multiples, sont proposés. Dans une première phase, les résultats du modèle ont été comparés aux résultats du modèle 3D. Ensuite, le modèle dual-CM a été validé sur une grande base de données expérimentales; compte tenu du bon accord avec l’expérience et du temps de calcul réduit, l’approche présentée s’est montrée prometteuse pour des applications de type simulation système. Pour conclure, les limites des hypothèses utilisées dans dual-CM ont été investiguées et des perspectives pour les dévélopements futurs ont été proposées
More and more stringent restrictions concerning the pollutant emissions of Internal Combustion Engines (ICEs) constitute a major challenge for the automotive industry. New combustion strategies such as Homogeneous Charge Compression Ignition (HCCI) and the implementation of complex injection strategies are promising solutions for achieving the imposed emission standards as they permit low NOx and soot emissions, via lean and highly diluted combustions, thus assuring low combustion temperatures. This requires the creation of numerical tools adapted to these new challenges. This Ph.D presents the development of a new 0D Diesel HCCI combustion model : the dual Combustion Model (dual−CM ). The dual-CM is based on the PCM-FPI approach used in 3D CFD, which allows to predict the characteristics of Auto-Ignition and Heat Release for all Diesel combustion modes. In order to adapt the PCM-FPI approach to a 0D formalism, a good description of the in-cylinder mixture is fundamental. Consequently, adapted models for liquid fuel evaporation, mixing zone formation and mixture fraction variance, which allow to have a detailed description of the local thermochemical properties of the mixture even in configurations adopting multiple injection strategies, are proposed. The results of the 0D model are compared in an initial step to the 3D CFD results. Then, the dual-CM is validated against a large experimental database; considering the good agreement with the experiments and low CPU costs, the presented approach is shown to be promising for global engine system simulations. Finally, the limits of the hypotheses made in the dual-CM are investigated and perspectives for future developments are proposed

Made available in DSpace on 2014-12-17T14:58:22Z (GMT). No. of bitstreams: 1 ValdicleideSM_DISSERT.PDF: 4448803 bytes, checksum: fa349b3064555b231f574c1ef787342f (MD5) Previous issue date: 2013-02-04
Coordena??o de Aperfei?oamento de Pessoal de N?vel Superior
The biodiesel use has become important due to its renewable character and to reduce environmental impacts during the fuel burning. Theses benefit will be valid if the fuel shows good performance, chemistry stability and compatibility with engines. Biodiesel is a good fuel to diesel engines due to its lubricity. Then, the aimed of this study was to verify the physicalchemistry properties of biodiesel and their correlations with possible elastomers damage after biodiesel be used as fuel in an injection system. The methodology was divided in three steps: biodiesels synthesis by transesterification of three vegetable oil (soybean, palm and sunflower) and their physical-chemistry characterization (viscosity, oxidative stability, flash point, acidity, humidity and density); pressurized test of compatibility between elastomers (NBR and VITON) and biodiesel, and the last one, analyze of biodiesels lubricity by tribological test ball-plan( HFRR). Also, the effect of mixture of biodiesel and diesel in different concentrations was evaluated. The results showed that VITON showed better compatibility with all biodiesel blends in relation to NBR, however when VITON had contact with sunflower biodiesel and its blends the swelling degree suffer higher influences due to biodiesel humidity. For others biodiesels and theirs blends, this elastomer kept its mechanical properties constant. The better tribological performance was observed for blends with high biodiesel concentration, lower friction coefficient was obtained when palm biodiesel was used. The main mechanisms observed during the HFRR tests were abrasive and oxidative wear
O uso do biodiesel tem ganhado for?a por seu car?ter renov?vel e por diminuir o impacto ambiental causado pela queima dos combust?veis f?sseis. Estes benef?cios valer?o a pena se o combust?vel apresentar bom desempenho, estabilidade qu?mica favor?vel e que n?o comprometa a integridade do sistema no qual venha a atuar. A sua aplica??o nos motores diesel tem sido indicada por apresentar maior lubricidade, que ? desej?vel para este sistema em raz?o do funcionamento da bomba. Desse modo, este trabalho teve como objetivo verificar o papel das propriedades f?sico-qu?micas do biodiesel e correlaciona-las com os poss?veis danos causados com o seu uso aos elast?meros aplicados no sistema de inje??o dos motores diesel. A metodologia foi dividida em tr?s etapas: s?ntese dos biodieseis por metan?lise a partir de tr?s oleaginosas (soja, dend? e girassol) e caracteriza??o f?sico-qu?mica (viscosidade, estabilidade oxidativa, ponto de fulgor, acidez, umidade e densidade); ensaio pressurizado de compatibilidade dos biodieseis com os elast?meros (NBR e VITON) e por fim, an?lise da lubricidade dos biodieseis atrav?s de ensaio tribol?gico esfera-plano( HFRR). Tamb?m foi avaliado o efeito da mistura do biodiesel ao diesel em diferentes propor??es, que limitam a deteriora??o dos materiais em contato com este combust?vel. O VITON apresentou maior compatibilidade com todos os combust?veis em rela??o ao NBR, no entanto para o contato com o biodiesel de Girassol e suas blendas o grau de inchamento sofreu maiores influ?ncias devido a este biodiesel apresentar maior umidade. Para as demais blendas e combust?veis analisados, este elast?mero manteve suas propriedades mec?nicas praticamente constantes. Em rela??o aos combust?veis estudados e suas blendas, os melhores desempenhos tribol?gicos foram observados para as maiores concentra??es dos biodieseis, com coeficientes de atrito menores para o biodiesel de dend?. Os principais mecanismos de desgaste observados foram abrasivo e oxidativo

In recent years, the need for personal urban mobility has increased a lot especially in emerging and developing countries. It becomes increasingly important to explore propulsion systems that use alternative energy sources and are related to the chain of production, storage and use of renewable energy. Several studies have been conducted in this area, but very few have achieved solutions for the interaction of the vehicle with the building by which it is parked in terms of a multi-energy exchange. Technological innovation of house plant parts, of large residences / hotels, of shelter stations for vehicles, it is now crucial to implement the integration of more renewable energy sources within the same building structure: this is one of the aspects covered by the most general definition of "Smart Housing". Sustainable mobility is perceived as a strong need to match individual urban and sub-urban mobility, to the least environmental and social impact of such personal need. This research project proposes a possible scenario for energy integration between smart housing and smart mobility using a common energy platform that allows self-generation, storage and energy exchange between residential district buildings and smart vehicles. The project integrates multidisciplinary approaches with the aim of designing, evaluating technical and industrial feasibility for the development of: 1) Modular and scalable energy storage devices dedicated to a smart house. 2) a modular city vehicle, with high flexibility of use, with energy storage system and energy-efficient switching capabilities with smart building.

Les industries automobile et aéronautique sont confrontées dans le futur proche à une raréfaction des carburants fossiles, ainsi qu'au problème de pollution de l'environnement émis par les systèmes propulsifs. Pour s'affranchir de ces problèmes, l'utilisation de carburants alternatifs censés apporter rendement et préservation de l'environnement, s'est considérablement développée ces derniers temps. Cependant, leurs impacts sur la pollution, consommation et rendement de combustion ne sont toujours pas clairement établis. En particulier, il est nécessaire de quantifier leurs effets sur les phénomènes physiques clés à la base des processus que sont l'évaporation du carburant liquide et le mélange carburant vapeur/air. L'analyse expérimentale de ces processus physiques nécessite alors l'emploi de diagnostics lasers non-intrusifs et quantitatifs, permettant de mesurer des grandeurs physiques comme les distributions spatiales instantanées de température et de concentration du carburant en phase vapeur. Parmi les techniques optiques les plus attrayantes, l'imagerie de fluorescence induite par laser (PLIF) offre de nombreux avantages. L'objectif de la thèse a été, dans un premier temps, de caractériser les propriétés spectroscopiques de quatre carburants multi-composants, le kérosène (Jet A1), le Biomass-to-Liquid (BtL), le Diesel et l'Ester Méthylique Huile Végétale (EMHV) qui, mis à part le premier, possèdent des propriétés spectroscopiques encore peu connues. L'exploitation de leurs propriétés de fluorescence a ensuite permis d'évaluer leurs capacités à fournir des signaux autorisant la mesure de la température et de la concentration du carburant en phase vapeur. Dans un second temps, un étude exhaustive des propriétés de fluorescence de plusieurs cétones (3-pentanone, benzophénone) et aromatiques (fluoranthène, acénaphtène, naphtalène, 1,2,4-triméthylbenzène...) en fonction de la température et du quenching de l'oxygène moléculaire, a été réalisée à pression atmosphérique pour identifier les traceurs fluorescents potentiellement adaptés au dosage optique des quatre carburants. Les données photophysiques collectées ont ensuite été utilisées pour parfaire l'établissement des couples carburants/traceurs fluorescents ainsi que les stratégies de mesures de température et de concentration de carburant associées. L'exploitation des données acquises lors de différentes campagnes de mesures a ainsi mis en évidence la possibilité de détecter simultanément la fluorescence de plusieurs molécules aromatiques (mono-, di- et/ou tri-aromatique) naturellement présentes ou ajoutées artificiellement dans les carburants. Le cas du Diesel a nécessité le développement d'un carburant modèle pour permettre une étude de son évaporation. L'application de cette nouvelle approche PLIF a été validée sur un injecteur hélicoptère LPP de nouvelle génération fonctionnant avec trois carburants spécifiques que sont le Jet A1, le BtL et un mélange Jet A1/BtL

碩士
元智大學
機械工程學系
106
The engines of small unmanned aerial vehicle are mostly carburetor engine in used. And the carburetor is sensitive to environmental changes, so it needs to be adjusted often. However, the electronic fuel injection engine can precisely control the fuel supply, reduce fuel consumption and increase flight time. The purpose of this study is to build an electronic fuel injection engine system for small unmanned aircraft, using a four-stroke 50cc scooter engine as the experimental object. Then replace the carburetor of the scooter with the electronic fuel injection component developed by Ecotrons, and design an ECU to integrate the components. Finally, test and compare two fuel supply strategies, and the ignition control is added to complete the fuel injection and ignition control.

碩士
國立虎尾科技大學
機械與機電工程研究所
97
Nowadays the measurements of the sensor signal of the engine management system in the vehicle are special purpose diagnostic tools which are primarily provided by the trade car makers. However, these instruments are often limited by the memory size of the hardware itself. This is the reason why the vehicle servicemen fail to monitor the frequency and time instant of the intermittent faults of the various sensors in engine management system over a long period of time. The objective of this research is to develop a data acquisition application program with Chinese human interface which runs in the Windows operating system environment. The research divides into two aspects: the hardware and the software. The hardware of the research mainly consists of the USB - 4711A data acquisition card produced by ADVANTECH and the Fluck 98 automotive scope. By comparing the functionality and the accuracy of measurement we can estimate the performances of the two equipments. In the software aspect, we develop the functionalities and human interfaces of the application program by using MFC of Microsoft Visual Studio 2005. The windows of the application program consist of the Profile demonstration, the parameters configuration, and the setting of voltage scale as well as time base. The functionalities of the data acquisition includes: loading from the files and displaying the results which are measured real-time from the various sensor signals. The experiment results demonstrate that the data acquisition system developed in the research is more accurate than the Fluck 98 automotive scope. The developed data acquisition system is more excellent than the Fluke 98 automotive scope in resolution, transmitting speed and flexibility. According to the results of the research, the developed data acquisition system except can satisfy the demands of the engine repair and the performance analysis. It can also save the expenses the vehicles repair needed including the repair time, spare parts, as well as has the elastic merit and so on. It’s not only a powerful and quick engine repair system but it is also a new learning system. It not only helps the servicemen speeding up the services but also increases the accuracy when diagnosis a fault engine.

碩士
國立臺北科技大學
車輛工程系碩士班
92
This research is a parametric study for a commercialized four-stroke 125c.c. electronic fuel injection (EFI) motorcycle engine. The electronic control unit (ECU) with 8-bit of original engine is replaced by a Motorola MC68376 32-bit microprocessor, The main purpose is to study effects of injection timing and spark advance on engine combustion characteristics and performance at various engine speed and throttle position. Then, relationship between the control variables, injection timing and spark advance, and engine performance will be set up. The conclusions from exponential results are as follows: 1. It will be easier and more flexible to adopt the embedded control system for the varies of engine control parameters. And it can reduce the time and cost for engine control system design. 2. Fuel injection timing should be varied according to the condition of engine speed and throttle position. The excess advance or delay of spark timing will affect severely to engine performance, fuel consumption, and exhaust emissions. Furthermore it will even cause engine misfire. 3. The horsepower and torque of an engine with spark timing varies with engine speed only are lower than that of an engine with spark timing varies with speed and load. The previous one also causes higher specific fuel consumption. Therefore, spark timing has to be properly controlled according to engine speed and load. 4. In the same throttle position, the minimum-spark-advance for beset torque (MBT) will be a little advanced with the increase of engine speed. That will increase the engine performance and reduce fuel consumption and exhaust emission. The experimental results of this thesis will provide a good reference for the design of motorcycle fuel injection system control. Furthermore it can reach the purpose of energy-saving, low exhaust emissions, and high engine performance.

碩士
國立中興大學
機械工程學系所
97
Because of the requirements and applications in military, farming industry and meteorology measurement…etc, the development of Unmanned Air Vehicles (UAV) grows fast in recent years. One of the main requirements of an UAV engine is to have small volume, light weight with large power output, which is exactly the main advantage of a Wankel engine. Besides, the power outputs of Wankel engines are more continuous with lower variations and lesser moving parts compared with reciprocating piston engines. For these reasons, Wankel engines once again become popular in small aircraft application field. But the drawback of a wankel engine is the higher fuel consumption which is critical to an aircraft. In order to overcome this drawback, this study developed a fuel injection system for an UAV wankel engine, to improve the performance and fuel consumption of the UAV wankel engine. In this study the required thrust of an UAV in several steady fly conditions were simulated. The power requirements and operating conditions of a Wankel engine with a fixed propeller to fit the required thrust were then been calculated. Based on the result of simulation, the fuel injection system was built under several steady operating modes for the Wankel engine to improve the fuel consumption and the endurance of the UAV.

碩士
逢甲大學
航太與系統工程所
98
In this study, the computer-aided engineering（CAE）is used to simulate the combustion and thermo fluid field of a four-stroke single-cylinder spark ignition engine （SI Engine） used for power generation. In addition, the dynamic simulation of the engine is also carried out. The performance and the exhaust waste of the engine are investigated through parametric study. The main parameters include the amount of hydrogen, engine speed, the location of ignition, and the type of fuel injection. In the process of thermo fluid simulation, the dynamic model and the adaptive mesh generation are used. It is assumed that the working fluid is compressible and internal flow is turbulent. It is shown that, when an appropriate amount of hydrogen added an auxiliary fuel, it can reduce the carbon dioxide emissions, increase the thermal efficiency of the engine. However, it only reduces the power output slightly. Furthermore, the optimal thermal efficiency of the engine does not coincide with the maximum power output. Finally, if the fuels inject into the cylinder directly, the carbon dioxide emissions and the engine power output are higher than those of pre-mixed fuels before injection. However, the thermal efficiency of the engine for the first case reduce significantly.

碩士
國立高雄海洋科技大學
輪機工程研究所
104
In response to increasingly tough international environmental regulations and rising oil prices, the development of marine diesel engines, worth exploring in depth for. At present the mainframe manufacturers are mustering their efforts to develop high-performance fuel-efficient, saving energy and environmentally friendly hosts. The heart is the host of the high-pressure fuel injection system, fuel injection performance upgrade if the better to promote as much as possible to achieve complete combustion of fuel, so that more output horsepower can save fuel and reduce pollution of its ultimate goal. The diesel engine fuel injection after the high-pressure pump to generate sufficient pressure fuel injection pressure to the cylinder, either double or oil-type injection pump injection pressure, injection amount and injection timing by the fuel injection pump are the control, fuel pressurized by each line to the injection nozzle, and the high-pressure injection pump is a mechanical action, so that is a period of time after the parts wear out, thereby affecting the injection timing, injection pressure and injection quantity, to solve this problem, and ultimately the formation to produce high-pressure common-rail fuel injection system, the type of engine operating mode to a computer to be monitored, so the timing, injection quantity and the injection pressure can be controlled in a jet full domain of the most appropriate, complete combustion and reduce emissions, the province in order to achieve the advantages of oil and improve the performance of the engine. Marine diesel power after years of fierce competition in the shipping market, and gradually form a MAN B & W (the electronic control type of high-pressure fuel injection system) and Wärtsilä-Sulzer (RT-flex), led by two world-renowned brands. This paper will examine the highest market share of these two marine main factory, how to improve the combustion efficiency of energy-saving win performance through high-pressure common rail fuel injection system.

Thesis (M.S.)--University of Wisconsin--Madison, 2002.
Typescript. eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references (leaves 152-156).

碩士
大葉大學
機電自動化研究所碩士班
95
The purpose of this research is to develop an electric injection control system for a single cylinder engine with active control. To the essence of HONDA 25CC four-stroke single cylinder engine, it has been converted into an electric injection engine. The intake manifold with addition of TPS sensors is replaced by the fuel injection system. We installed several sensors in the engine for the purpose of monitoring and feedback control. The closed loop control has been achieved by fed back the signal from LSU. Then the fuel injection controller was fine tuned according to the standard of vehicular pollution. 　　The approach of this research is to use 8051chips as fuel injection system ECU. To the essence of HONDA GX-25 OHC, we modified the intake system and designed a special-purpose computer to control the fuel supply to the engine. Based on the sensed values of engine RPM, TPS Sensor and wide range O2 sensor which are the control parameters, we designed and fabricated engine ECU in order to improve and to increase horsepower and torsion of the engine. Based on a pre-planned driving schedule, we constructed an optimum fuel injection control map for the best power performance as well as the most effective air-fuel ratio. Also, we build database by optimizing injection block, fuel injection advancing angle, and ignition advancing angle. The signals of bent axle and camshaft are used to find the corresponding compression and TDC values. Finally, we program the active engine control system using C language. 　　Based on the pre-planned driving schedule, the optimization fuel injection advancing angle, fuel injection block, and ignition advancing angle are calculated. Then fuel is injected into the engine and ignited according to intake and TDC conditions. By feedback of engine RPM and TPS, the injection block and advancing angle are determined from the database. The mechanism for air pollution control is that the LSU signal is fed back to fine turn the block of the fuel injection, and it was also the last measure to reduce air pollution. The purpose is to improve the deficiency of the commercial motorcycles of which the air-fuel ratio can not be determined. 　　We made the special-purpose EFI computer to support fuel, and built injection control with optimization horsepower and effective air-fuel ratio. By using ECU active control and dynamical system testing machine, our experimental result can reach the environmental protection standard.

碩士
大葉大學
機械工程研究所碩士班
93
ABSTRACT In this study, we used a HONDA GX-25 traditional carburetor engine, and replaced the engine’s original carburetor system with an improved fuel injection system. The ECU (Electric Control Unit) used consists of a Philips-P89C51RD2 microprocessor and sensors used to sense the rotational speed , fuel temperature, bent axle position, throttle angle, and controls the engine. The ECU provides an optimal injection duration of fuel at different throttle angles and rotational speeds as based on the A/F ratio, in order to save fuel. This engine is the smallest four-stoke engine in the market, and has an extensive range of uses. Because of the fast development of the semiconductor industry in recent years, the stability of such microprocessors have increased while costs have decreased. In comparison to carburetor engines, electric fuel injection engines have numerous advantages and are becoming the mainstream in engine development.

Thesis (M.S.)--University of Wisconsin--Madison, 2005.
Typescript. eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references (leaves 99-100)

Da un punto di vista storico, la diffusione e il grande successo dei motori diesel sono dovuti all'introduzione del Common Rail System (CRS). Questo sistema di iniezione ha consentito un preciso dosaggio del carburante attraverso gli niettori agendo sui tempi di iniezione e regolando la pressione common rail. Inoltre, la capacità di controllare la pressione di iniezione ha permesso di eseguire più iniezioni, che è il punto cruciale per il moderno motore diesel per ridurre le emissioni inquinanti. L'evoluzione del CRS nel tempo è principalmente legata al metodo utilizzato per controllare la pressione del common rail. Inizialmente, la regolazione della pressione common rail veniva eseguita dalla cosiddetta Pressure Control Valve (PCV). Questa valvola veniva montata direttamente sul common rail o, equivalentemente, in uscita alla pompa di alta pressione. Questa topologia garantisce una regolazione rapida e precisa della pressione, scaricando il carburante in eccesso nel serbatoio. L'inconveniente principale di questo approccio è rappresentato dalle fluttuazioni di pressione dovute al funzionamento della valvola, che agiscono da disturbo sul funzionamento degli iniettori. Inoltre, il ricircolo del flusso compresso al serbatoio provoca dissipazione di energia e riscaldamento indesiderato nel serbatoio del carburante. Per ovviare agli svantaggi della PCV, nel moderno CRS è stata introdotta una Fuel Metering Unit (FMU), che consiste in una valvola montata sulla pompa ad alta pressione per regolarne il flusso in ingresso e quindi controllare la pressione common rail. Questo tipo di regolazione riduce la dissipazione di energia perché la quantità di carburante compresso dalla pompa è esattamente la quantità impostata dalla Engine Control Unit (ECU) per ottenere il corretto rapporto aria / carburante. La nuova topologia di CRS proposta in questo lavoro, che è ancora in fase di sviluppo, introduce una trasmissione a variazione continua (CVT) tra il motore e la pompa ad alta pressione al posto del tradizionale giunto a ingranaggi. Consente la regolazione della velocità della pompa in base alla pressione common rail richiesta e al flusso di iniezione richiesto, riducendo così le perdite meccaniche nella pompa ad alta pressione. In questo lavoro, riassumiamo i principali risultati ottenuti studiando l'efficacia di questo nuovo approccio. In particolare, presentiamo la strategia di controllo per un CRS completo dotato di una trasmissione a variazione continua, che è stata validata in simulazione, e un proof of concept sviluppato su una versione semplificata del sistema.
From a historical point of view, the diffusion and the great success of diesel engines were induced by the introduction of the Common-Rail System (CRS). This injection system enabled precise metering of the fuel through the injector nozzles by acting on injection timings and by regulating the common-rail pressure. Moreover, the ability to control the injection pressure made it possible to perform multiple injections, which is the crucial point for the modern diesel engine to reduce pollutant emissions. The evolution of the CRS over time is mostly related to the method used to control the rail pressure. Initially, the common-rail pressure regulation was performed by the so-called Pressure control valve (PCV). This valve was mounted directly on the common-rail or, equivalently, on the outlet port of the pump. This topology ensures a fast and precise regulation of the pressure by discharging the fuel in excess to the tank. The main drawback of this approach is represented by the pressure fluctuations due to the valve functioning, which acts as disturbances on the operation of the injectors. Furthermore, the recirculation of the compressed flow to the tank causes energy dissipation and undesired heating in the fuel tank. To overcome the disadvantages of the PCV, in the modern CRS was introduced a Fuel Metering Unit (FMU), which consists of a valve mounted on the high-pressure pump to adjusts its inlet flow and thus control the common-rail pressure. This kind of regulation reduces energy dissipation because the quantity of fuel compressed by the pump and delivered to the rail is exactly the quantity set by the ECU to obtain the proper air/fuel ratio. The new topology of CRS proposed in this work, which is still under development, introduces a Continuously Variable Transmission (CVT) between the engine and the high-pressure pump in place of a conventional gear coupling. It enables the adjustment of the pump speed according to the required common-rail pressure and demanded injection flow, thus reducing mechanical losses in the high-pressure pump. In this work, we summarize the main results obtained investigating the effectiveness of this novel approach. In particular, we present the control strategy for a complete CRS equipped with a continuously variable transmission, which has been validated in simulation, and a preliminary experimental proof of concept performed on a simplified prototype version of the system.

碩士
崑山科技大學
機械工程研究所
99
The study of this thesis is how to use the vacuum decay method to diagnose the evaporative system leak of motorcycles with the fuel injection system. When the engine is at idle, the vapor in the evaporative system is sucked by the intake manifold vacuum. If the parts in the system is broken, the vapor will leak out and pollute the air. In order to test whether the pipe of the system was broken or not, we can check the rate of vacuum decay by using the vacuum decay method. First, one vacuum sensor was installed in the pipe of the evaporative system near the fuel tank. One normally open solenoid valve was installed in canister inlet and another normally closed solenoid valve was installed in the feeder near the intake manifold. The vacuum in the intake manifold at idle was used to suck the vapor in the pipes, canister, and the fuel tank of the evaporation system. The rate of vacuum decay measured by the tank vacuum sensor can decide whether the evaporative system is broken or not. To avoid the engine instable or stall, the idle stability control must be equipped. The program of the fuel injection control and idle stability control was written by using the MatlabSimulink software. The PI feedback controller was to trim the injection period with the help of a wide-band O2 sensor. The opening of the idle air control valve was regulated to stabilize the idle at the same time. To imitate the evaporative system leak, the bronze tubes with 0.5 mm, 0.7 mm, 1 mm, and 1.5 mm aperture were installed in the evaporative system in experiments. The results of experiments prove the vacuum decay method can diagnose the aperture size of the tubes.

The scarcity of fossil energy resources in conjunction with increasing demand has recently created record commodity price rises. Global warming and dimming are some of the harmful effects of increasing use of this resource. Furthermore, fossil fuel exhaust emissions, produced in internal combustion engines (ICE), generate significant health concerns. For decades, fears and numerous alarms have been raised regarding these problems. Many researchers believe that hydrogen would be an ideal alternative solution. Reduced fossil fuel consumption and lower thermal emanations (CO, CO2, HC and NO) are expected if hydrogen is used, as a principal or supplementary fuel, in standard ICE’s. However, hydrogen dual-fuel use has historically been associated with injection and/or detonation problems. Direct injection (DI) strategy, in spark and compression engines, is commonly used to overcome some, but not all, of these difficulties. This experimental research investigated detonation free, diesel-hydrogen fuel consumptions, and exhaust emissions using an indirect injection (IDI) strategy in a generic compression diesel engine. A novel analogue Mechatronic Injection Unit (MICU) in conjunction with a multi point injection tactic (MPI) were devised to indirectly deliver low pressure hydrogen to a stationary Lister-Pitter diesel engine combustion chamber. The hydrogen injection system was created to be used as a generic dual-fuel kit. With off-the-shelf parts the MICU design was simple, robust, and purposeful in its function. The MICU component also formed an important element of a proposed innovative dual-fuel conversion kit. Nine hydrogen injection rates were tested. Diesel consumption savings were measured and the ‘effectiveness’ of hydrogen vitiated injection was computed. The research outcomes demonstrated that with a conventional diesel mechanical governor and an assumed engine compression ratio of 15.5, detonation free combustion can be achieved with low pressure hydrogen vitiation and enrichment . However, an injection rate limit existed above which detonation occurred. The study also demonstrated that through low pressure hydrogen vitiation and enrichment, diesel consumption savings were achieved. The research confirmed that the experimental fuel mass savings were lower than their expected/theoretical counterparts. The research particularly established that vitiation and enrichment effectiveness was only realised at low rather than high loads indicating that hydrogen achieved more than diesel mass substitutions. In this study a new confined area dual-fuel static emission testing procedure, coupled with an on-site use test cycle was proposed and termed the Dual-fuel fixed speed emission-testing guideline. Dry thermal emissions were measured, and both the cycle average and median dry- and wet-emissions were computed, substance/species comparisons were performed and conclusions were drawn. The shortcomings of the procedure however were also highlighted. Finally, the research established that one action or measure, such as dual-fuel hydrogen vitiation and enrichment, can not address all the environment and health concerns. Contrary to the common belief, green house gases, nitrogen oxides, hydrocarbons and opacity substances do not coincidently all increase and/or decrease. Indeed, this experiment demonstrated that although the diesel-hydrogen nitrogen monoxide (NO) wet-emissions at all injection rates were partially lower than the diesel baseline, carbon oxides, hydrocarbon emissions, opacity (N) and absorption coefficients (k) were higher. In other words, a measure taken to limit the harm done to human health can increase the damage to the environment and vice versa.

This diploma thesis deals with the Common-Rail fuel system. The aim of this work is to develop an overview of development of the fuel-injection system. The first part is devoted to the description of the selected fuel system. All the parts of the system are described and explained there. Also the explanation of the management of the injection is included. Subsequently, other variants of the fuel system are described here. Further parts focuse on the diagnostic instruments and measuring emissions, also operational materials are described and divided in there. The last part of the thesis is devoted to the economic calculations which were made from the perspective of the economy operation of motor vehicles. The work also includes an evaluation of the measurements results and determines the appropriateness of the use of the Common-Rail fuel system for vehicles.

В дипломній роботі спроектовано дільницю обкатки та діагностики ДВЗ та досліджено вплив паливної суміші на роботу системи керування та характеристики λ-регулювання.
The diploma thesis designed the running and diagnostics section of the ICE and investigated the effect of the fuel mixture on the operation of the control system and the characteristics of λ-regulation.
Вступ 1 Загально-технічний розділ 2 Технологічний розділ 3. Конструкторський розділ 4 Спеціальний розділ 5 Науково-дослідний розділ 6 Проектний розділ 7 Обгрунтування економічної ефективності 8 Охорона праці та безпека в надзвичайних ситуаціях 9 Екологія Загальні висновки щодо магістерської роботи Бібліографія Додатки