Статті в журналах з теми "Diesel fuel injector"
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1
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.
Повний текст джерелаАнотація:
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.
2
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.
Повний текст джерелаАнотація:
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.
3
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.
Повний текст джерелаАнотація:
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.
4
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.
Повний текст джерелаАнотація:
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.
5
Mata, Carmen, Jakub Piaszyk, José Antonio Soriano, José Martín Herreros, Athanasios Tsolakis, and Karl Dearn. "Impact of Alternative Paraffinic Fuels on the Durability of a Modern Common Rail Injection System." Energies 13, no. 16 (August 12, 2020): 4166. http://dx.doi.org/10.3390/en13164166.
Повний текст джерелаАнотація:
Common rail (CR) diesel fuel injection systems are very sensitive to variations in fuel properties, thus the impact of alternative fuels on the durability of the injection system should be investigated when considering the use of alternative fuels. This work studies a high-pressure CR (HPCR) diesel fuel injection system operating for 400 h in an injection test bench, using a fuel blend composed of an alternative paraffinic fuel and conventional diesel (50PF50D). The alternative fuel does not have aromatic components and has lower density than conventional diesel fuel. The injection system durability study was carried out under typical injection pressure and fuel temperature for the fuel pump, the common rail and the injector. The results show that the HPCR fuel injection system and its components (e.g., piston, spring, cylinder, driveshaft and cam) have no indication of damage, wear or change in surface roughness. The absence of internal wear to the components of the injection system is supported by the approximately constant total flow rate that reaches the injector during the whole the 400 h of the experiment. However, the size of the injector nozzle holes was decreased (approximately 12%), being consistent with the increase in the return fuel flow of the injector and rail (approximately 13%) after the completion of the study. Overall, the injection system maintained its operability during the whole duration of the durability study, which encourages the use of paraffinic fuels as an alternative to conventional diesel fuel.
6
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.
Повний текст джерелаАнотація:
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).
7
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.
Повний текст джерелаАнотація:
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.
8
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.
Повний текст джерелаАнотація:
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.
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.
Повний текст джерелаАнотація:
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.
10
Ismael, Mhadi Abaker, Morgan Ramond Heikal, and Masri Ben Baharoom. "Spray Characteristics of Diesel-CNG Dual Fuel Jet Using Schlieren Imaging Technique." Applied Mechanics and Materials 663 (October 2014): 58–63. http://dx.doi.org/10.4028/www.scientific.net/amm.663.58.
Повний текст джерелаАнотація:
Natural gas is a low cost fuel with high availability in nature. However, it cannot be used by itself in conventional diesel engines due to its low flame speed and high ignition temperature. The addition of a secondary fuel to enhance the mixture formation and combustion process facilitate its wider use as an alternative fuel. An experimental study was performed to investigate the diesel-CNG dual fuel jet characteristics such as: jet tip penetration, jet cone angle and jet tip velocity. A constant-volume optical chamber was designed to facilitate maximum optical access for the study of the jet macroscopic characteristics at different injection pressures and temperatures. The bottom plate of the test rig was made of aluminum (piston material) and it was heated up to 500 K at ambient pressure. An injector driver was used to control the single-hole nozzle diesel injector combined with a natural gas injector. The injection timing of both injectors were synchronized with a camera trigger. Macroscopic properties of diesel and diesel-CNG dual fuel jets were recorded with a high speed camera using the Schlieren imaging technique and associated image processing. Measurements of the jet characteristics of diesel and diesel-CNG dual fuel are compared together under evaporative and non-evaporative conditions as well as different injection pressures are presented in this paper.
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Tutunea, Dragoș, Ilie Dumitru, and Laurenţiu Racilă. "Experimental Stand to Investigate the Injection Process in Diesel Engines." Advanced Engineering Forum 42 (September 7, 2021): 79–84. http://dx.doi.org/10.4028/www.scientific.net/aef.42.79.
Повний текст джерелаАнотація:
The objective of this paper is to investigate the fuel injection system in diesel engines by using inline pumps. In a diesel engines, the fuel injection pressure plays an important role in the combustion process in order to obtain high performance and low fuel consumption. The experiments in this paper are been performed on a 6 cylinder inline pump which is actioned by an electric motor with variable r.p.m.-s The quantity of the fuel injected by each injector is measured function of time and the speed of electric motor. The experiments show the degree of non-uniformity of the fuel delivered by the pump to injectors.
12
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.
Повний текст джерелаАнотація:
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.
13
Iswantoro, Adhi, I. Made Ariana, and Muhammad Syuhri. "Analysis of Performance, Emission, Noise and Vibration on Single Cylinder Diesel Engine After Installing Dual Fuel Converter-Kit Based on ECU." Kapal: Jurnal Ilmu Pengetahuan dan Teknologi Kelautan 19, no. 1 (March 11, 2022): 42–49. http://dx.doi.org/10.14710/kapal.v19i1.44126.
Повний текст джерелаАнотація:
Now the demand for fuel oil has increased, this can cause fuel oil reserves to be depleted. To reduce the use of fuel oil, alternative energy is needed. One alternative energy that can be used to reduce fuel oil consumption is LPG (Liquid Petroleum Gas). The use of alternative fuels for LPG in diesel engines is done by converting diesel engines into dual fuel. This research aims to determine the effect of using dual fuel that are LPG-Diesel fuel on engine performance including power, torque, fuel consumption, emissions, vibration and noise. The research was conducted using a Yanmar TF 85 MH engine at 2000 RPM engine speed with variations in loading of 1000, 1500, 2000, 2500, and 3000 watts, and dual fuel with variations in injector openings of 3ms, 4ms, 5ms. Based on the research results, the use of LPG in dual fuel system with installing ECU (Electronic Control Unit) converter-kit, can replace diesel fuel oil consumption up to 93%. In the use of dual fuel there is an average decrease in power and torque of up to 1.95% if using only diesel fuel have average power up to 2.32 kW and torque up to 11.09 Nm. When using dual fuel there is a decrease in specific fuel oil consumption by up to 44% when using only diesel fuel have average fuel oil consumption up to 414.15 g/kWh. The maximum NOx emission produced is 1.83 g/kWh for a 3ms gas injector opening, 1.48 g/kWh for a 4ms gas injector opening, and 1.81 g/kWh for a 5ms injector opening. The maximum vibration generated is 33.2 m/s² for a 3ms injector opening, 31.4 m/s² for a 4ms injector opening, 27.46 m/s² for a 5ms injector opening, and when used only Diesel Fuel is 32.8 m/s2. The maximum noise generated is 92.33 dBA for 3ms injector opening, 92.43 dBA for 4ms injector aperture, 93.20 dBa for 5ms injector aperture, and 91.73 dBa when using diesel oil only.
14
Xia, Hua, Fuqiang Luo, and Zhong Wang. "Experimental Research on the Measurement of High-Pressure Microflow Based on Momentum Principle." Mathematical Problems in Engineering 2021 (November 15, 2021): 1–13. http://dx.doi.org/10.1155/2021/2393799.
Повний текст джерелаАнотація:
The fuel injector is an important component of the diesel engine. It has a great influence on the atomization of diesel fuel injection, the formation of mixed gas, and combustion emissions. Due to the current nozzle structure, processing level, and the internal hydraulic conditions of each nozzle, there are certain differences between the injection rules of each hole, and there are few methods to quantify the quality of the injector using mathematical methods in engineering. Based on the principle of spray momentum, this paper measures the injection characteristics of each hole of four five-hole pressureless chamber injectors of the same model and analyzes the circulating fuel injection volume and flow coefficient of each injector and each hole under different working conditions. It is proposed to evaluate the quality of the injector with the average circulating fuel injection volume, average flow coefficient, and nonuniformity as indicators. The test results are as follows: there are differences in the circulating fuel injection volume and flow coefficient between each hole of the same fuel injector. With the increase of the fuel injection pump speed, the average circulating fuel injection volume of each hole differs by 2.8%–47.5%, and the average flow coefficient differs by 3.7%–30%; as the fuel injection volume increases, the average circulating fuel injection volume of each injector differs 1.8%–36%, and the average flow coefficient difference is 2.5%–28.7%. The circulating fuel injection volume and flow coefficient of different fuel injectors of the same model are different. With the increase of the fuel injection pump speed, the average circulating fuel injection volume of each injector differs by 3.5%–9.6%, and the average flow coefficient differs by 1.4%–5.7%; as the fuel injection volume increases, the average circulating fuel injection volume of each injector differs 0.3%–5.5%, and the average flow coefficient difference is 2.8–4.2%. The relative flow coefficient of each hole differs from 0 to 0.02, and the nonuniformity differs from 1.8% to 16.9%. The relative circulating fuel injection amount of each hole differs from 0.02 to 0.1, and the nonuniformity differs from 1.1% to 6.9%. The relative flow coefficient of each hole and its nonuniformity is smaller than the relative circulating fuel injection volume of each hole and its nonuniformity.
15
SLAVINSKAS, Stasys, Gvidonas LABECKAS, and Tomas MICKEVIČIUS. "Effect of biodiesel on the development of split injection characteristics." Combustion Engines 177, no. 2 (May 1, 2019): 103–7. http://dx.doi.org/10.19206/ce-2019-218.
Повний текст джерелаАнотація:
The paper presents the experimental test results of a common rail injection system operating with biodiesel and the diesel fuel. The three fuel split injection strategies were implemented to investigate the effects made by biodiesel and a fossil diesel fuel on the history of injector inlet pressure and the injection rate. In addition, the three intervals between split injections and the different injection pressures were used to obtain more information about the studied subjects. The obtained results showed that the peak mass injection rates of the main injection phase were slightly higher when using biodiesel than the respective values measured with the normal diesel fuel. Because the first injection phase activated the fuel pressure fluctuations along the high-pressure line and in front of the injector, the time-span between injections has an impact on the injector inlet pressure and thus the fuel injection rate during the second injection phase. Since the nozzle closes little later for biodiesel, the injector inlet pressure also occurred latter in the cycle.
16
Kumar, N. Sathish, and P. Govindasamy. "Design and Evaluation of Fuel Injector for Biodiesel Injections Using Sequential Fuel Injection." Journal of Computational and Theoretical Nanoscience 15, no. 2 (February 1, 2018): 690–96. http://dx.doi.org/10.1166/jctn.2018.7145.
Повний текст джерелаАнотація:
Introducing a fuel injector is a systems for explaining fuel keep on interior combustion engine and also in the automatically engine based vehicles for this procedure need diesel engine is a necessity while using petrol engines fuel injector is an different to the carburettor, mainly this work is used in spray nozzle may be this process of a fuel comes output cars consume. Biodiesel may produce the chemical function called Tran's esterification from the vegetable oil or animal fact oil glycerine should be removed this kind of the procedure may create two chemical reaction named as methyl ester and glycerine. Biodiesel is namely called as diesel fuel it has the pure form (B100) or blended with petroleum diesel. For many kind of the cars are mechanism in internal combustion (IC) the issues expend Sequential Fuel Injector (SFI) is similar called as timed injection it can remain generates. When the subsequent intake control device unlocks individually, nozzle self-sufficient and be the consumption regulator unties.
17
Bankston, C. P., L. H. Back, E. Y. Kwack, and A. J. Kelly. "Experimental Investigation of Electrostatic Dispersion and Combustion of Diesel Fuel Jets." Journal of Engineering for Gas Turbines and Power 110, no. 3 (July 1, 1988): 361–68. http://dx.doi.org/10.1115/1.3240130.
Повний текст джерелаАнотація:
An experimental study of electrostatically atomized and dispersed diesel fuel jets has been conducted. A new electrostatic injection technique has been utilized to generate continuous, stable fuel sprays at charge densities of 1.5–2.0 C/m3 of fluid. Model calculations show that such charge densities may enhance spray dispersion under diesel engine conditions. Fuel jets were injected into room temperature air at one atmosphere at flow rates of 0.25–1.0 cm3/s and delivery pressures of 100–400 kPa. Measured mean drop diameters were near 150 μm with 30 percent of the droplets being less than 100 μm in diameter at typical operating conditions. The electrical power required to generate these sprays was less than 10−6 times the chemical energy available from the fuel. The spray characteristics of an actual diesel engine injector were also studied. The results show considerable differences in spray characteristics between the diesel injector and electrostatic injection. Finally, ignition and stable combustion of electrostatically dispersed diesel fuel jets was achieved. The results show that electrostatic fuel injection can be achieved at practical flow rates, and that the characteristics of the jet breakup and dispersion have potential application to combustion systems.
18
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.
Повний текст джерелаАнотація:
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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N., Keerthi Kumar, N. R. Banapurmath, T. K. Chandrashekar, Jatadhara G. S., Manzoore Elahi M. Soudagar, Ali E. Anqi, M. A. Mujtaba, et al. "Effect of Parameters Behavior of Simarouba Methyl Ester Operated Diesel Engine." Energies 14, no. 16 (August 13, 2021): 4973. http://dx.doi.org/10.3390/en14164973.
Повний текст джерелаАнотація:
Being an energy source of another origin, the compression ignition (CI) engine’s typical design parameters might not suit Simarouba oil methyl ester (SuOME). Present experimental investigation targets are determining the effects of engine design parameters, including fuel injection pressure and nozzle geometry, on the engine, concerning performance and emissions such as carbon monoxide (CO), unburnt hydrocarbon (HC), oxides of nitrogen (NOx), and smoke opacity, with SuOME as fuel. Comparisons of brake thermal efficiency (BTE) and different emissions from the engine tailpipe were performed for different fuel injection pressures and a number of injector holes and diameter of orifices were opened in the injector to find the optimum combination to run the engine with SuOME. It was observed that the combined effect of an increase in injection pressure of 240 bar from 205 bar, and increasing number of injector holes from three to six with reduced injector hole diameters from 0.2 to 0.3 mm, recorded higher brake thermal efficiency with reduced emission levels for the SuOME mode of operation compared to the baseline standard operation with SuOME. For 240 bar compared to 205 bar of injection pressure (IP) for SuOME, the BTE increased by 2.35% and smoke opacity reduced by 1.45%. For six-hole fuel injectors compared to three-hole injectors, the BTE increased by 3.19%, HC reduced by 9.5%, and CO reduced by 14.7%. At 240 bar IP, with the six-hole injector having a 0.2 mm hole diameter compared to the 0.3 mm hole diameter, the BTE increased by 5%, HC reduced by 5.26%, CO reduced by 25.61%, smoke reduced by 10%, while NOx increased marginally by 0.27%. Hence, the six-hole FI, 240 IP, 0.2 mm FI diameter holes are suitable for diesel engine operation fueled by Simarouba biodiesel.
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Aziz, Amiral, and Zul Fahmi. "Recondition injector nozzle and its pressure effect on performance parameters of diesel engine Komatsu types SAA12V140E-1." SINERGI 26, no. 2 (May 1, 2022): 165. http://dx.doi.org/10.22441/sinergi.2022.2.005.
Повний текст джерелаАнотація:
The injector is one of the main components of a diesel engine fuel system. A typical fuel injector has two basic parts: the nozzle and the injector body. If either of these components is clogged or damaged, it will compromise the entire performance of the engine. Any injector problem can easily be fixed by cleaning, reconditioning, or replacement. If the engine is producing low power, replacing the injector nozzle with a new injector nozzle is necessary, so that engine performance reaches standard performance. However, replacing a new injector nozzle carries a huge maintenance cost. In this research, reconditioning or repairing the used injector nozzle to increase the fuel injection pressure in the engine is one solution that can be done to improve engine performance with low maintenance costs. The testing results found that brake power and brake thermal efficiency increase as fuel injection pressure increases, but specific fuel consumption decreases. For both the used injector and repaired injector, the minimum specific fuel consumption (SFC) does occur at the maximum brake power (BP) not generated. This means that the diesel engine never occurs in a condition of maximum power generated with minimum specific fuel consumption or vice versa.
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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.
Повний текст джерелаАнотація:
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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Roman, Mihai-Vasile, and Daniela Popescu. "Effect of Anti-Corrosion Treatment Applied to Diesel Injector Nozzles." Bulletin of the Polytechnic Institute of Iași. Machine constructions Section 67, no. 4 (December 1, 2021): 9–15. http://dx.doi.org/10.2478/bipcm-2021-0018.
Повний текст джерелаАнотація:
Abstract To comply with latest standards regarding emission regulations, diesel technology focuses on how to obtain a very good spray quality, by identifying the appropriate geometry for injector nozzles, the optimum size of injection holes and the best hydraulic parameters for efficient fuel spray evolution and dispersion. In practice, injectors are often subject to operating problems, mainly because inside the diesel fuel injector nozzle, accumulation of deposits might occur. To control the phenomenon, the scientific literature proposes anti-corrosion treatment. The present paper studies the effect of applying anti-corrosion treatment to a new diesel injector. The investigation method consists in using a Scanning Electron Microscope next to EDX Spectrometry. The results indicate that chemical treatment can lead to new deposits that also contaminate the nozzles. Concluding, the anticorrosion treatment must include monitoring and control of the process and as a final step, a method to remove detergent deposits.
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Lacey, Paul, Sandro Gail, Jean Marc Kientz, Geoffroy Benoist, Peter Downes, and Christian Daveau. "Fuel Quality and Diesel Injector Deposits." SAE International Journal of Fuels and Lubricants 5, no. 3 (September 10, 2012): 1187–98. http://dx.doi.org/10.4271/2012-01-1693.
Повний текст джерела
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Wang, T. C., J. S. Han, X. B. Xie, M. C. Lai, N. A. Henein, E. Schwarz, and W. Bryzik. "Parametric Characterization of High-Pressure Diesel Fuel Injection Systems." Journal of Engineering for Gas Turbines and Power 125, no. 2 (April 1, 2003): 412–26. http://dx.doi.org/10.1115/1.1498268.
Повний текст джерелаАнотація:
The focus of the study described herein is the characterization of the high-pressure hydraulic electronic unit injector (HEUI) and of the electronic unit injector (EUI) diesel injection systems. The characterization items include injection pressure, injection rate, injector response time, needle lift, start up injection transient, and dynamic discharge coefficient of the nozzles. Macroscopic and microscopic spray visualizations were also performed. The effects of injection conditions and nozzle configurations on injection characteristics were reviewed. Nozzle sac pressure was measured to correlate with the up-stream injection pressure. A LabVIEW data acquisition and controls system was implemented to operate the injection systems and to acquire and analyze data. For an HEUI system, based on the results of the study, it can be concluded that common-rail pressure and length of the injection rate-shaping pipe determine the injection pressure, while the pressure rising rate and injection duration determine the peak injection pressure; it was also found that the nozzle flow area, common-rail pressure, and the length of the rate-shaping pipe are the dominating parameters that control the injection rate, and the rate shape is affected mainly by common-rail pressure, especially the pressure rising rate and length of the rate-shaping pipe. Both injection pressure and ambient pressure affected the spray tip penetration significantly. The penetration increased corresponding to the increase of injection pressure or decrease of ambient pressure. The variation of spray penetration depends on the type of injection system, nozzle configuration, and ambient pressure. The large penetration variation observed on the HEUI sprays could be caused by eccentricity of the VCO (valve-covered-orifices) nozzle. The variation of the mini-sac nozzle was 50% less than that of the VCO nozzle. The near-field spray behavior was shown to be highly transient and strongly depended on injector design, nozzle configuration, needle lift and oscillation, and injection pressure.
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Olsen, R. E., H. K. Newhall, and G. A. Eberhard. "Automotive Diesel Fuel Emissions Durability Trends." Journal of Engineering for Gas Turbines and Power 118, no. 3 (July 1, 1996): 680–91. http://dx.doi.org/10.1115/1.2816702.
Повний текст джерелаАнотація:
Regional mandates for reduced exhaust emissions, sustainable over the useful lives of vehicles or equipment, are influencing diesel fuel compositions and engine designs. Laboratory and real-world examples are provided to illustrate that both fuel composition and engine design can impact injector deposit formation and injector spray-hole corrosion rates, with associated potentials for deterioration of emissions compliance. Potential impacts of poor lubricity fuels are also discussed. A field test in California of a deposit control additive in trucks with Cummins L10 engines is detailed, including measurements of transient cycle emissions performance using conventional and reformulated fuels.
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Suthisripok, Tongchit, and Teerasak Ruechakiatdtikun. "Biodiesel B10 – An Alternative Fuel for Diesel Pick-Up Trucks." Advanced Materials Research 931-932 (May 2014): 1007–14. http://dx.doi.org/10.4028/www.scientific.net/amr.931-932.1007.
Повний текст джерелаАнотація:
From the test study of the use of biodiesel B10 in a diesel pick-up truck with an engine size not over 2500 cc, it showed that biodiesel B10 can be effectively used as an alternative fuel giving low polluted emission. On dynamometer performance test of the Isuzu TFR 2500 Di pick-up truck used over 200,000 kilometers, it resulted that the maximum power output from the use of diesel was 60.9 hp@3,630 rpm whereas from the use of biodiesel B10 was 58.1 hp@3,700 rpm which was about 4.6% lower. Considering the heating value of diesel of 35,970 kJ/l, it was 8.4% higher than that of the pure biodiesel (32,940 kJ/l). Since biodiesel B10 is a mixture of 10% pure biodiesel and 90% diesel fuel, and the molecular structure of biodiesel contains 11%wt oxygen gives better combustion. However, biodiesel was more viscous compared to diesel at the same fuel injection pressure of 180 kgf/cm2, therefore, the fuel nozzle injector was changed to a 5-hole nozzle from the original 4-hole nozzle for better fuel spray and atomization in the combustion chamber. The maximum power output of 58.6 hp@3,685 rpm was achieved but the fuel consumption rate and soot emission were lower. Comparing the road test results at the average speed of 90 km/h, the average consumption rate of biodiesel B10 was 16.4 km/l which was about 5.2% higher than that of diesel of 17.3 km/l. When changing to 5-hole fuel injector, the average consumption rate of biodiesel B10 was 18.4 km/l, about 12.2% saver than from the original 4-hole nozzle use. Similarly the average consumption rate of diesel when using the 5-hole nozzle injector was saver to 18.6 km/l. It clearly provided better fuel atomization in the combustion chamber. From the random emission measurements, it showed that there was 33.7% soot from using biodiesel B10 which was lower than the use of diesel of 34.2% for 4-hole fuel injector, and decreased to 31.2% when switching to the 5-hole fuel injector. Keywords: biodiesel, B10, alternative fuel, diesel pick-up truck, fuel nozzle injector
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Ra, Y., E. J. Hruby, and R. D. Reitz. "Parametric study of combustion characteristics in a direct-injection diesel homogeneous charge compression ignition engine with a low-pressurefuel injector." International Journal of Engine Research 6, no. 3 (June 1, 2005): 215–30. http://dx.doi.org/10.1243/146808705x7392.
Повний текст джерелаАнотація:
Homogeneous charge compression ignition (HCCI) combustion is an alternative to current engine combustion systems and is used as a method to reduce emissions. It has the potential nearly to eliminate engine-out NOx emissions while producing diesel-like engine efficiencies, when a premixture of gas-phase fuel and air is burned spontaneously and entirely by an autoignition process. However, when direct injection is used for diesel fuel mixture preparation in engines, the complex in-cylinder flow field and limited mixing times may result in inhomogeneity of the charge. Thus, in order to minimize non-uniformity of the charge, early injection of the fuel is desirable. However, when fuel is injected during the intake or early compression stroke, the use of high-pressure injection is limited by the relatively low in-cylinder gas pressure because of spray impingement on the cylinder walls. Thus, it is also of interest to consider low-pressure injectors as an alternative. In the present paper, the parametric behaviour of the combustion characteristics in an HCCI engine operated with a low-pressure fuel injector were investigated through numerical simulations and engine experiments. Parameters including the start-of-injection (SOI) timing and exhaust gas recirculation were considered, and diesel and n-heptane fuels were used. The results show good agreement of behaviour trends between the experiments and the numerical simulations. With its lower vaporization rates, significant effects of the SOI timing and intake gas temperature were seen for diesel fuel due to the formation of wall films. The modelling results also explained the origin of high-temperature NO x-producing regions due to the effect of the gas density on the spray.
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Tarasenko, Viktor, Oleg Mukhlya, Alexander Zheshko, and Andrey Syrbakov. "Enhancement of Test Bench DD 10-01." АгроЭкоИнфо 2, no. 50 (April 1, 2022): 15. http://dx.doi.org/10.51419/202122215.
Повний текст джерелаАнотація:
The work considers questions related to the diagnosing of high-pressure fuel-injection equipment of modern diesel engines. Comparative analysis of the use of modern benches for testing injectors and fuel-injection equipment of motor-and-tractor diesel engines on the basis of common-rail injection system “Common Rail” is cited. Engineering modification of fuel bench DD 10-01 for testing injectors of common-rail injection system “Common Rail” of “Euro 3, 4, 5, 6” class was proposed with regard to the requirements for the design of modern test benches. Functionality of modified bench DD 10-01 with specification of main characteristics and its basic measures when testing injectors of modern diesel engines is considered in detail. Test calculations of basic components of modified bench drive were carried out using computer simulation by means of strength analysis. Keywords: TEST BENCH, COMBUSTION ENGINE, POWER SYSTEM, INJECTOR, PRESSURE, DRIVE, CLUTCH
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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.
Повний текст джерелаАнотація:
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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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.
Повний текст джерелаАнотація:
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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Farooqi, Q. R., B. Snyder, and S. Anwar. "Real Time Monitoring of Diesel Engine Injector Waveforms for Accurate Fuel Metering and Control." Journal of Control Science and Engineering 2013 (2013): 1–9. http://dx.doi.org/10.1155/2013/973141.
Повний текст джерелаАнотація:
This paper presents the development, experimentation, and validation of a reliable and robust system to monitor the injector pulse generated by an engine control module (ECM) which can easily be calibrated for different engine platforms and then feedback the corresponding fueling quantity to the real-time computer in a closed-loop controller in the loop (CIL) bench in order to achieve optimal fueling. This research utilizes field programmable gate arrays (FPGA) and direct memory access (DMA) transfer capability to achieve high speed data acquisition and delivery. This work is conducted in two stages: the first stage is to study the variability involved in the injected fueling quantity from pulse to pulse, from injector to injector, between real injector stators and inductor load cells, and over different operating conditions. Different thresholds have been used to find out the best start of injection (SOI) threshold and the end of injection (EOI) threshold that capture the injector “on-time” with best reliability and accuracy. Second stage involves development of a system that interprets the injector pulse into fueling quantity. The system can easily be calibrated for various platforms. Finally, the use of resulting correction table has been observed to capture the fueling quantity with highest accuracy.
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Eliasz, Jacek, Tomasz Osipowicz, Karol Franciszek Abramek, and Łukasz Mozga. "Model Issues Regarding Modification of Fuel Injector Components to Improve the Injection Parameters of a Modern Compression Ignition Engine Powered by Biofuel." Applied Sciences 9, no. 24 (December 13, 2019): 5479. http://dx.doi.org/10.3390/app9245479.
Повний текст джерелаАнотація:
This article presents a theoretical analysis of the use of spiral-elliptical ducts in the atomizer of a modern fuel injector. The parameters of the injected fuel stream can be divided into quantitative and qualitative. The quantitative parameter is the injection dose amount, and the qualitative parameter is characterized by the stream of injected fuel (width, atomization, opening angle, and range). The purpose of atomizer modification is to cause additional flow turbulence, which may affect the stream parameters and improve the combustion process of the combustible mixture in a diesel engine. The spiral-elliptical ducts discussed here could be used in engines powered by vegetable fuels. The stream of such fuels has worse quality parameters than conventional fuels, due to their higher viscosity and density. The proposal to use spiral-elliptical ducts is an innovative idea for diesel engines.
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Efendi, Hasrul, Adi Pratama Putra, and Dewi Sartika. "Kalibrasi Pompa Injeksi Tipe In-Line Dalam Persamaan Volume Bahan Bakar Motor Diesel 4 Silinder." V-MAC (Virtual of Mechanical Engineering Article) 6, no. 1 (April 20, 2021): 15–21. http://dx.doi.org/10.36526/v-mac.v6i1.1150.
Повний текст джерелаАнотація:
Injector is an important component in the diesel engine fuel injection system. This study aims to obtain the results of the in-line type injection pump calibration in the equation of the fuel volume of a 4 cylinder diesel motor. The research was conducted by making simple calibration equipment. Experiments were carried out for 200-300 rpm, 350-450 rpm and 550-600 rpm experimental apparatus rotation speed. Measurements are made for the volume of fuel using a measuring cup. Injection pump calibration is done by loosening the lock on the sleeve then sliding the sleeve to the left or right on each plunger to get fuel volume similarity. The results of data collection before calibration showed the volume of fuel was 26 ml, 30 ml, 30 ml, and 28 ml.
Keywords: calibration, injecton pump, in-line, diesel engine
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Orliński, Piotr, Piotr Laskowski, Magdalena Zimakowska-Laskowska, and Paweł Mazuruk. "Assessment of the Impact of the Addition of Biomethanol to Diesel Fuel on the Coking Process of Diesel Engine Injectors." Energies 15, no. 3 (January 18, 2022): 688. http://dx.doi.org/10.3390/en15030688.
Повний текст джерелаАнотація:
The paper presents unique research results on the effect of coking of diesel engine injector nozzles powered by mixtures of 10%, 20% and 30% biomethanol and diesel fuel compared to the engine being supplied with pure diesel fuel. The test results, obtained from an experiment conducted in accordance with the ISO 15550-1 standard, show the legitimacy of using biomethanol as an additive to diesel fuel due to the lower coking effect of the injector nozzles, which has a positive impact on the reduction of pollutant emissions during engine operation. Regarding the CEC PF-023 test, the tendency to reduce the coking tendency increases the percentage of biomethanol additive to diesel fuel. With a 10% share of biomethnol, the average coking effect of the injectors is over 1% lower, but with a share of 30% of bio-methanol, the coking effect is nearly 2% lower.
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Lešnik, Luka, Breda Kegl, Eloísa Torres-Jiménez, Fernando Cruz-Peragón, Carmen Mata, and Ignacijo Biluš. "Effect of the In-Cylinder Back Pressure on the Injection Process and Fuel Flow Characteristics in a Common-Rail Diesel Injector Using GTL Fuel." Energies 14, no. 2 (January 15, 2021): 452. http://dx.doi.org/10.3390/en14020452.
Повний текст джерелаАнотація:
The presented paper aims to study the influence of mineral diesel fuel and synthetic Gas-To-Liquid fuel (GTL) on the injection process, fuel flow conditions, and cavitation formation in a modern common-rail injector. First, the influence on injection characteristics was studied experimentally using an injection system test bench, and numerically using the one-dimensional computational program. Afterward, the influence of fuel properties on internal fuel flow was studied numerically using a computational program. The flow inside the injector was considered as multiphase flow and was calculated through unsteady Computational Fluid Dynamics simulations using a Eulerian–Eulerian two-fluid approach. Finally, the influence of in-cylinder back pressure on the internal nozzle flow was studied at three distinctive back pressures. The obtained numerical results for injection characteristics show good agreement with the experimental ones. The results of 3D simulations indicate that differences in fuel properties influence internal fuel flow and cavitation inception. The location of cavitation formation is the same for both fuels. The cavitation formation is triggered regardless of fuel properties. The size of the cavitation area is influenced by fuel properties and also from in-cylinder back pressure. Higher values of back pressure induce smaller areas of cavitation and vice versa. Comparing the conditions at injection hole exit, diesel fuel proved slightly higher average mass flow rate and velocities, which can be attributed to differences in fluid densities and viscosities. Overall, the obtained results indicate that when considering the injection process and internal nozzle flow, GTL fuel can be used in common-rail injection systems with solenoid injectors.
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Lebedevas, Sergejus, Andrius Vaicekauskas, Galina Lebedeva, Prutenis Janulis, and Violeta Makarevičienė. "RESEARCH INTO OPERATIONAL PARAMETERS OF DIESEL ENGINES RUNNING ON RME BIODIESEL." TRANSPORT 21, no. 4 (December 31, 2006): 260–68. http://dx.doi.org/10.3846/16484142.2006.9638076.
Повний текст джерелаАнотація:
The results of motor experimental researches on operational parameters of diesel engines F2L511 and A41 are presented in the publication. Change of harmful emission of exhaust gases was determined and evaluated, fuel economy and thrust characteristics of diesel engines running on RME biodiesel compared to diesel fuel. The influence of technical condition of fuel injection aggregates was evaluated for parameters of harmful emission of diesel engines running on biodiesel by simulation of setback of fuel injection in alowable range of technical conditions ‐ the coking of nozzles of fuel injector. The complex improvement of all ecological parameters was evaluated by optimisation of fuel injection phase of diesel engines running on RME biodiesel. Objectives and aspects of further researches on indicator process of diesel engines were determined.
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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.
Повний текст джерелаАнотація:
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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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.
Повний текст джерелаАнотація:
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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Winklhofer, E., B. Ahmadi-Befrui, B. Wiesler, and G. Cresnoverh. "The Influence of Injection Rate Shaping on Diesel Fuel Sprays—An Experimental Study." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 206, no. 3 (July 1992): 173–83. http://dx.doi.org/10.1243/pime_proc_1992_206_176_02.
Повний текст джерелаАнотація:
A current strategy in the development of direct injection (DI) diesel engine combustion systems is the control and limitation of the initial ‘premixed’ combustion heat release ensuing from the auto-ignition of the injected fuel. This requires control of the amount of fuel vaporization and mixing taking place during the ignition delay time. Since the latter is determined by the fuel composition and the in-cylinder gas temperature, development efforts have focused on the injection of well-controlled, portioned fuel quantities prior to the ignition as a means of achieving the desired goal. This practice is becoming known as ‘fuel rate shaping’. Consequently, the fuel spray penetration during this period, fuel evaporation and mixture preparation, as well as the influence of in-cylinder air motion on mixture distribution, are main subjects of interest in affording insight into fuel rate shaping attempts. These have been addressed through a combined experimental and theoretical investigation of the spray characteristics associated with different injection practices. The experimental investigations have been performed in an optically accessed spray research engine. Basic aspects of fuel spray tip penetration, time and location of auto-ignition and flame propagation have been recorded with a high-speed line-scan camera. The results provide the space and time-scale characteristics for the propagation, ignition and combustion of a selection of diesel fuel sprays. Investigations have been carried out for a conventional fuel injection system equipped with a set of different single-hole injector nozzles, as well as for a dual-spring injector and an injector with a split injection device. The experimental results provide an insight into the propagation of the fuel spray front, yield qualitative information about its spatial and temporal distribution, and, in the case of split injection, show the interaction of the initial pilot fuel portion with the main injection.
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Galin, Dmitriy A., Nikolay V. Rakov, Aleksandr M. Davydkin, and Leonid O. Krush. "JUSTIFYING THE FUEL SUPPLY IN THE COMMON RAIL SYSTEM WHEN DIAGNOSING THE VEHICLE ENGINE." Tekhnicheskiy servis mashin 2, no. 143 (June 2021): 12–20. http://dx.doi.org/10.22314/2618-8287-2021-59-2-12-20.
Повний текст джерелаАнотація:
Analysis of technical condition of diesels with accumulator Common Rail power supply system shows that the largest share of fuel equipment failures is associated with malfunction of high-pressure fuel injectors. The electronic engine control unit generates commands for biphasic fuel injection from each injector. Due to the wear of the injector elements, there is an uneven fuel supply to the engine cylinders and, as a rule, deterioration of its operation. (Research purpose) The research purpose is in studying the process of adjusting the fuel supply in the Common Rail system when diagnosing the engine of a Ford Transit vehicle. (Materials and methods) The most relevant method of commissioning Common Rail fuel system injectors are various service procedures, such as the Low Injection Training procedure. Authors used a scanner and appropriate software to estimate total fuel delivery at idle mode. Authors performed the study on a 2.4 liter Duratorq diesel engine. (Results and discussion) The article presents the engine parameters before and after adjustment (Small Injection Procedure). Before adjustment, two cylinders of the engine received more fuel than the other cylinders. It manifests in an increase in crankshaft speed. After the adjustment, the fuel supply to the cylinders was equalized, resulting in an equalization of crankshaft RPM, reduced vibration and noise. (Conclusions) The study showed that fuel adjustment and Low Injection Training should be a must for engine diagnostics. Correction is effective if the value of injection discrepancy is no more than 5 mg/stroke.
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Li, Xiaolu, Xiaomin Fang, Liyun Lao, Lijun Xu, and Lijuan Qian. "On-line mixing and emission characteristics of diesel engine with dimethyl ether injected into fuel pipeline." Thermal Science 21, no. 1 Part B (2017): 627–38. http://dx.doi.org/10.2298/tsci150927283l.
Повний текст джерелаАнотація:
This article presents a new on-line dimethyl ether/diesel mixing method, researches its blend characteristics, and also validates combustion and emission effects on a light-duty direct injection engine. This new blend concept is that dimethyl ether is injected into the fuel pipeline to mix with local diesel as the injector stops injection, and this mixing method has some advantages, such as utilization of the original fuel system to mix dimethyl ether with diesel intensively, flexibility on adjustable mixing ratio varying with the engine operating condition, and so on. A device was designed to separate dimethyl ether from the blends, and its mixing ratios and injection quantity per cycle were also measured on a fuel pump bench. The results show that compared with the injected diesel, the percentages of dimethyl ether injected into fuel pipeline are 13.04, 9.74, 8.55, and 7.82% by mass as the fuel pump speeds increase, while dimethyl ether injected into fuel pipeline are 45.46, 35.53, 31.45, and 28.29% of wasting dimethyl ether. The power outputs of engine fueled with the blends are slight higher than those of neat diesel at low speeds, while at high speeds, its power outputs are a little lower. Smoke emissions of the blends are lower about 30% than that of neat diesel fuel at medium and high loads with hardly any penalty on smoke and NOx emissions at light loads. The NOx and HC emissions of the blends are slight lower than that of neat diesel fuel at all loads.
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Rao, A. K., C. H. Melcher, R. P. Wilson, E. N. Balles, F. S. Schaub, and J. A. Kimberley. "Operating Results of the Cooper-Bessemer JS-1 Engine on Coal–Water Slurry." Journal of Engineering for Gas Turbines and Power 110, no. 3 (July 1, 1988): 431–36. http://dx.doi.org/10.1115/1.3240139.
Повний текст джерелаАнотація:
Successful operation of the Cooper-Bessemer JS-1 engine on coal–water slurry (CWS) fuel has been achieved at full power output, part load, and part speed conditions with varying degrees of diesel pilot fuel including zero pilot (auto-ignition of CWS). Selected results of the effect of pilot fuel quantity, pilot fuel timing, and manifold air temperature on engine performance are presented. Also, the influence of injector nozzle hole size and CWS mean particle size on engine performance is studied. High injection pressures resulted in good atomization of CWS and in combination with heated combustion air resulted in short ignition delays and very acceptable fuel consumption. Low CO/CO2 ratios in exhaust gas analysis confirmed good combustion efficiency. NOx emissions are compared for CWS and diesel fuel operation of the engine. Effect of injector nozzle hole size and manifold air temperature on NOx emissions is studied.
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Urban, C. M., H. E. Mecredy, T. W. Ryan, M. N. Ingalls, and B. T. Jett. "Coal–Water Slurry Operation in an EMD Diesel Engine." Journal of Engineering for Gas Turbines and Power 110, no. 3 (July 1, 1988): 437–43. http://dx.doi.org/10.1115/1.3240140.
Повний текст джерелаАнотація:
The U.S. Department of Energy, Morgantown Energy Technology Center has assumed a leadership role in the development of coal-burning diesel engines. The motivation for this work is obvious when one considers the magnitude of the domestic reserves of coal and the widespread use of diesel engines. The work reported in this paper represents the preliminary engine experiments leading to the development of a coal-burning, medium-speed diesel engine. The basis of this development effort is a two-stroke, 900 rpm, 216-mm (8.5-in.) bore engine manufactured by Electro-Motive Division of General Motors Corporation. The engine, in a minimally modified form, has been operated for several hours on a slurry of 50 percent (by mass) coal in water. Engine operation was achieved in this configuration using a pilot injection of diesel fuel to ignite the main charge of slurry. A standard unit injector, slightly modified by increasing diametric clearances in the injector pump and nozzle tip, was used to inject the slurry. Under the engine operating conditions evaluated, the combustion efficiency of the coal and the NOx emissions were lower than, and the particulate emissions were higher than, corresponding diesel fuel results. These initial results, achieved without optimizing the system on the coal slurry, demonstrate the potential for utilizing coal slurry fuels.
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Dhanamurugan, A., and R. Subramanian. "Performance and Emission Characteristics of a Diesel Engine with Various Injection Pressures Using Bael Biodiesel." Applied Mechanics and Materials 592-594 (July 2014): 1714–18. http://dx.doi.org/10.4028/www.scientific.net/amm.592-594.1714.
Повний текст джерелаАнотація:
Fuel injection pressures in diesel engines play an important role to distribute the fuel jet quickly and to form a uniform gas mixture after fuel injection in order to reduce fuel consumption and emissions. In this study, an attempt has been made to study the effect of injection pressure on a single cylinder direct injection diesel engine fueled with diesel, diesel – bael biodiesel blend (B20) and methyl ester of bael (Aegle marmelos) seed oil with injection pressures of 220,230,240 and 250 bar. Increasing the injector opening pressure has been found to increase brake thermal efficiency and reduce CO, HC and smoke emissions significantly. The optimum injection pressure was found to be 240 bar for bael seed biodiesel.
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Kobori, S., T. Kamimoto, and A. A. Aradi. "A study of ignition delay of diesel fuel sprays." International Journal of Engine Research 1, no. 1 (February 1, 2000): 29–39. http://dx.doi.org/10.1243/1468087001545245.
Повний текст джерелаАнотація:
Diesel fuel ignition delay times were characterized in a rapid compression machine (RCM) using cylinder ambient gas temperature and pressure measurements as diagnostics. The objective of the study was to investigate the dependency of ignition delay time on: (a) cylinder ambient gas temperature, (b) cylinder ambient gas pressure, (c) injection pressure, (d) injector nozzle orifice diameter, (e) base fuel cetane number and (f) 2-ethylhexyl nitrate (2-EHN) cetane improver additive. The results presented here show that diesel ignition delay times can be shortened by increasing cylinder gas ambient temperatures and pressures, injection pressures and base fuel cetane number, either through blend components or by addition of cetane improver. Decreasing the injector nozzle orifice diameter also decreases the ignition delay time. It was also found that ignition chemistry is rate controlled by the molar concentration of the cylinder gas oxygen.
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Sies, Mohamad Farid, Norrizal Mustaffa, Hanis Zakaria, Hamidon bin Salleh, Bukhari Manshoor, and Amir Khalid. "Development of the Premixing Injector in Burner System." Applied Mechanics and Materials 465-466 (December 2013): 302–7. http://dx.doi.org/10.4028/www.scientific.net/amm.465-466.302.
Повний текст джерелаАнотація:
Today, global warming is the biggest issues due the increasing of emissions from diesel fuel in transportation and manufacturing sectors [1-. The solution for this issue is by using Biodiesel fuel as alternative fuel in both sectors. Malaysia government has introduced the Biodiesel (B5) in the diesel engine for transportations [3]. Biodiesel fuel (BDF) in alternative fuel and renewable energy but it has low quality of fuel and can reduce the performance compared to the diesel fuel (DF)[4-6].
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Tuccar, Gökhan, Tayfun Ozgur, Erdi Tosun, Ceyla Ozgur, and Kadi̇r Aydin. "Investigation of Effects Ofinlet Boundary Conditions on the Flow Behaviour in a Diesel Injector." Advanced Materials Research 1016 (August 2014): 602–6. http://dx.doi.org/10.4028/www.scientific.net/amr.1016.602.
Повний текст джерелаАнотація:
Diesel engines become popular from this point of view because of their high thermal efficiency. However, new and developing technologies are expected to lower their emission levels. Atomization of the fuel has a vital importance in order to control heat release rate and exhaust emission during combustion. With the known injection devices, atomization of the fuel is realized with high pressure systems such as common rail direct injectors (CRD) which operate at pressures exceeding 1300 bar. However, atomization of the fuel by simply increasing injection pressure can create cavitation erosion which may lead to mechanical failure of the nozzle. Utilization of air in diesel engine injectors will increase fuel atomization, provides more complete combustion of any diesel fuel consumed, enhance fuel economy and results in lower engine emissions. Therefore the aim of this study is to design a special injection device for use in a diesel engine which improves combustion by mixing air and fuel inside itself at optimum ratio. Proper air inlet pressure was determined for favorable diesel air mixing by investigation of the flow behavior in a newly designed injection device with the help of computational fluid dynamics based software. Three different air inlet pressures (20, 30 and 40 bar) are simulated and the contours of turbulence intensity, velocity and volume fraction of diesel fuel are discussed, and compared with each other.
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Xu, Shuonan, David Anderson, Mark Hoffman, Robert Prucka, and Zoran Filipi. "A phenomenological combustion analysis of a dual-fuel natural-gas diesel engine." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 231, no. 1 (August 5, 2016): 66–83. http://dx.doi.org/10.1177/0954407016633337.
Повний текст джерелаАнотація:
Energy security concerns and an abundant supply of natural gas in the USA provide the impetus for engine designers to consider alternative gaseous fuels in the existing engines. The dual-fuel natural-gas diesel engine concept is attractive because of the minimal design changes, the ability to preserve a high compression ratio of the baseline diesel, and the lack of range anxiety. However, the increased complexity of a dual-fuel engine poses challenges, including the knock limit at a high load, the combustion instability at a low load, and the transient response of an engine with directly injected diesel fuel and port fuel injection of compressed natural gas upstream of the intake manifold. Predictive simulations of the complete engine system are an invaluable tool for investigations of these conditions and development of dual-fuel control strategies. This paper presents the development of a phenomenological combustion model of a heavy-duty dual-fuel engine, aided by insights from experimental data. Heat release analysis is carried out first, using the cylinder pressure data acquired with both diesel-only and dual-fuel (diesel and natural gas) combustion over a wide operating range. A diesel injection timing correlation based on the injector solenoid valve pulse widths is developed, enabling the diesel fuel start of injection to be detected without extra sensors on the fuel injection cam. The experimental heat release trends are obtained with a hybrid triple-Wiebe function for both diesel-only operation and dual-fuel operation. The ignition delay period of dual-fuel operation is examined and estimated with a predictive correlation using the concept of a pseudo-diesel equivalence ratio. A four-stage combustion mechanism is discussed, and it is shown that a triple-Wiebe function has the ability to represent all stages of dual-fuel combustion. This creates a critical building block for modeling a heavy-duty dual-fuel turbocharged engine system.
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Hsu, B. D., G. L. Confer, and Z. J. Shen. "Progress on the Investigation of Coal-Water Slurry Fuel Combustion in a Medium-Speed Diesel Engine: Part 5—Combustion Studies." Journal of Engineering for Gas Turbines and Power 114, no. 3 (July 1, 1992): 515–21. http://dx.doi.org/10.1115/1.2906619.
Повний текст джерелаАнотація:
In the GE 7FDL single-cylinder research diesel engine, coal-water slurry (CWS) fuel combustion optimization studies were conducted using electronically controlled CWS and pilot accumulator injectors. The most important performance parameters of peak firing pressure, combustion efficiency (coal burnout), and specific fuel comsumption were evaluated in relationship to CWS and pilot injection timing, CWS injector hole size, shape, and number, CWS fuel injection spray angles and injection pressure. Heat release diagrams, as well as exhaust samples (gaseous and particulate), were analyzed for each case. Interesting effects of fuel spray impingement and CWS fuel “Delayed Ignition” were observed. With the engine operating at 2.0 MPa IMEP and 1050 rpm, it was able to obtain over 99.5 percent combustion efficiency while holding the cylinder firing pressure below 17 MPa and thermal efficiency equivalent to diesel fuel operation.
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Zöldy, Máté, and István Péter Kondor. "Simulation and Injector Bench Test Validation of Different Nozzle Hole Effect on Pyrolysis Oil-Diesel Oil Mixtures." Energies 14, no. 9 (April 23, 2021): 2396. http://dx.doi.org/10.3390/en14092396.
Повний текст джерелаАнотація:
The tire pyrolysis oil is a waste-derived fuel with a lower cetane number and higher den-sity than diesel fuel, but this is a promising waste-based fuel for compression ignition en-gines. In the European Union, it is necessary to increase the bio-share of fuels, and the second-generation waste-derived blend components are essential for achieving the 2030 goals. The injection characteristics of tire pyrolysis oil and diesel oil were investigated on a Bosch solenoid type common rail (CR) injector. Six different premixed ratios were investi-gated, including in a low volume percentage 250 ppm and higher 10%, 20%, and 100% pyrolysis oil and 100% diesel oil. The simulation investigation was done in the AVL Fire software, the experimental investigations were done on a LDX CR injection test bench, and the videos were taken on an Olympus Ispeed 3 camera. The scope of the research was to record the flow pattern of the fuel mixture, flowing out of the high-pressure injector, from which the mixing with air and the quality of the resulting combustion can be deduced, which has a significant effect on the emissions.