Статті в журналах: "Fuel injection control"

1

Tsai, Wen-Chang. "Optimization of Operating Parameters for Stable and High Operating Performance of a GDI Fuel Injector System." Energies 13, no. 10 (May 12, 2020): 2405. http://dx.doi.org/10.3390/en13102405.

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In this study, a novel injector driving circuit was developed to achieve the regulation of fuel injection quantity and to work with the engine control system in a vehicle. The main purpose of the proposed injector driving circuit is to control the quantity and timing of fuel injection within the gasoline direct injection (GDI) fuel injector system. In this paper, a mathematical state model of a high-pressure (H.P.) fuel injector system is derived and the improved Taguchi method is proposed to define the optimal operating parameter settings of a fuel injector system. The experiments on fuel injection quantity were performed to achieve the requirements of the injector driving circuit. The fuel quantity sprayed from a fuel injector system under these control parameters was analyzed by leading the design of experiments. The S/N and β slopes were analyzed to determine their optimal control settings. The H.P. injector driving circuit developed was designed to drive the fuel injector and spray the injected quantity of fuel into the flask following the optimized control factors. The experimental results demonstrate that the H.P. fuel injecting system exhibits better and more stable operating performance, to assure the accurate injection quantity for the GDI injector, and it was also realized with low cost metal oxide semiconductor field effect transistor (MOSFET) switches.

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2

Tsai, Wen Chang, and Zong Hua Wu. "Use of Taguchi Method to Optimize the Operating Parameters of a High-Pressure Injector Driving Circuit." Applied Mechanics and Materials 130-134 (October 2011): 2795–99. http://dx.doi.org/10.4028/www.scientific.net/amm.130-134.2795.

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This paper develops a superior injector driving circuit for a 500c.c. motorcycle GDI engine. The POWER MOSFET component is introduced in the design of the three-pulse injector driving circuit. Experiments for the designed electric driving circuit are investigated to verify its feasibility. The experiments of the H.P. injector driving circuit are conducted for the fuel injection quantity of the H.P. injector under 80~100 bar fuel pressure, 1200~2000 μs injection pulse duration and DC 55~65V power supply voltage. PWM control is introduced to the last pulse 3A holding current for fast cut-off response time of the H.P. injector. Next, Taguchi method was used to lead the design of experiments (DOE). The fuel injection quantities were measured in the various control parameters as engine speeds, power supply voltages, injector driving currents, and fuel supply pressures by the designed injector driving circuit. Effect of these control parameters of the high-pressure (H.P.) injector driving circuit on the fuel injection quantity are analyzed in the paper. Taguchi orthogonal array optimizes the operating parameters of the H.P. fuel injecting system. Results show that the three-pulse POWER MOSFET injector driving circuit is capable of operating stably and assure the accurate injection quantity of the H.P. injector.

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3

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.

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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.

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4

Tsai, Wen-Chang. "A Hybrid Taguchi-Regression Algorithm for a Fuel Injection Control System." Sensors 22, no. 1 (December 30, 2021): 277. http://dx.doi.org/10.3390/s22010277.

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The fuel injection system is one of the key components of an in-cylinder direct injection engine. Its performance directly affects the economy, power and emission of the engine. Previous research found that the Taguchi method can be used to optimize the fuel injection map and operation parameters of the injection system. The electronic control injector was able to steadily control the operation performance of a high-pressure fuel injection system, but its control was not accurate enough. This paper conducts an experimental analysis for the fuel injection quantity of DI injectors using the Taguchi-Regression approach, and provides a decision-making analysis to improve the design of electronic elements for the driving circuit. In order to develop a more stable and energy-saving driver, a functional experiment was carried out. The hybrid Taguchi-regression algorithm for injection quantity of a direct injection injector was examined to verify the feasibility of the proposed algorithm. This paper also introduces the development of a high-pressure fuel injection system and provides a new theoretical basis for optimizing the performance of an in-cylinder gasoline direct injection engine. Finally, a simulation study for the fuel injection control system was carried out under the environment of MATLAB/Simulink to validate the theoretical concepts.

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5

Manzie, C., M. Palaniswami, and H. Watson. "Gaussian networks for fuel injection control." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 215, no. 10 (October 2001): 1053–68. http://dx.doi.org/10.1243/0954407011528617.

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6

Wang, Tianbo, Hongchen Wang, Lanchun Zhang, Yan Zheng, Li Li, Jing Chen, and Wu Gong. "A Numerical Study on the Transient Injection Characteristics of Gas Fuel Injection Devices for Direct-Injection Engines." Actuators 12, no. 3 (February 25, 2023): 102. http://dx.doi.org/10.3390/act12030102.

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Natural gas has emerged as one of the preferred alternative fuels for vehicles owing to its advantages of abundant reserves, cleaner combustion and lower cost. At present, the gas supply methods for natural-gas engines are mainly port fuel injection (PFI) and direct injection (DI). The transient injection characteristics of a gas fuel injection device, as the terminal executive component of the PFI or DI mode, will directly affect the key performance of a gas fuel engine. Therefore, gas fuel injection devices have been selected as the research object of this paper, with a focus on the transient injection process. To explore the impacts of valve vibration amplitude, period, frequency and velocity on transient injection characteristics, one transient computational fluid dynamics (CFD) model for gas fuel injection devices was established. The findings thereof demonstrated that there is a linear relationship between the instantaneous mass flow rate and instantaneous lift during the vibration process. However, this relationship is somewhat impacted when the valve speed is high enough. A shorter valve vibration period tends to preclude a shorter period of flow-hysteresis fluctuation. The near-field pressure fluctuation at the throat of an injection device, caused by valve vibration, initiates flow fluctuation.

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7

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

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

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8

Liu, Zhenming, Nan Liu, and Jingbin Liu. "Study of the Influencing Factors on the Small-Quantity Fuel Injection of Piezoelectric Injector." Micromachines 13, no. 5 (May 23, 2022): 813. http://dx.doi.org/10.3390/mi13050813.

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The piezoelectric injection-system provides a reliable approach for precise small-quantity fuel injection due to its fast, dynamic response. Considering the nonlinearity of a piezoelectric actuator, the complete electro-mechanical-hydraulic model of the piezoelectric injector was established and verified experimentally, which showed that it could accurately predict the fuel injection quantity. The small-quantity fuel injection with different driving voltages, pulse widths, and rail pressures was analyzed. The effects of key structural parameters of the injector on the delivery, control-chamber pressure fluctuation, and small-quantity injection characteristics were studied. The results show that the linearity of the curve of the injection volume with the pulse width was relatively poor, and there was a significant inflection point when the piezoelectric injector worked in the small pulse width region (PW < 0.6 ms). The bypass valve significantly accelerated the establishment of the control-chamber pressure, reduced the pressure fluctuation in the chamber, shortened the closing delay and duration of the needle valve, and reduced the rate of the fuel-quantity change so that it provided a greater control margin for the pulse width over the same fuel volume change interval. Under the condition of a small-quantity fuel injection of 20 mm3, decreasing the inlet orifice diameter and increasing the outlet orifice diameter shortened the minimum control pulse width and fuel injection duration required for the injector injection, which is beneficial for multiple and small-quantity fuel injection. However, these behaviors reduce the control margin for the pulse width, especially in small pulse width regions.

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9

Sim, Hansub, Kangyoon Lee, Namhoon Chung, and Myoungho Sunwoo. "A study on the injection characteristics of a liquid-phase liquefied petroleum gas injector for air-fuel ratio control." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 219, no. 8 (August 1, 2005): 1037–46. http://dx.doi.org/10.1243/095440705x34621.

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Liquefied petroleum gas (LPG) is widely used as a gaseous fuel in spark ignition engines because of its considerable advantages over gasoline. However, the LPG engine suffers a torque loss because the vapour-phase LPG displaces a larger volume of air than do gasoline droplets. In order to improve engine power as well as fuel consumption and air-fuel ratio control, considerable research has been devoted to improving the LPG injection system. In the liquid-phase LPG injection systems, the injection rate of an injector is affected by the fuel temperature, injection pressure, and driving voltage. When injection conditions change, the air-fuel ratio should be accurately controlled in order to reduce exhaust emissions. In this study, correction factors for the fuel injection rate are developed on the basis of fuel temperature, injection pressure, and injector driving voltage. A compensation method to control the amount of injected fuel is proposed for a liquid-phase LPG injection control system. The experimental results show that the liquid-phase LPG injection system works well over the entire range of engine speeds and load conditions, and the air-fuel ratio can be accurately controlled by using the proposed compensation algorithm.

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10

Khalid, Amir, Azwan Sapit, M. N. Anuar, Him Ramsy, Bukhari Manshoor, Izzuddin Zaman, and Zamani Ngali. "Analysis of Fuel Injection Parameter on Biodiesel and Diesel Spray Characteristics Using Common Rail System." Advanced Materials Research 974 (June 2014): 362–66. http://dx.doi.org/10.4028/www.scientific.net/amr.974.362.

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Precise control of fuel injection is essential in modern diesel engines especially in controlling the precise injection quantity, flexible injection timing, flexible rate of injection with multiple injections and high injection pressures. It was known that the fuel-air mixing is mainly influenced by the fuel injection system and injector nozzle characteristics. Thus, mixture formation during ignition process associated with the exhaust emissions. The purpose of this study is to investigate the influence of spray characteristics on the mixture formation. In this study, common rail injector systems with different model of injector were used to simulate the actual mixture formation inside the engine chamber. The optical visualization system was constructed with a digital video camera in order to investigate the detailed behavior of mixture formation. This method can capture spray penetration length, spray angle, spray evaporation and mixture formation process clearly. The spray characteristic such as the penetration length, spray angle and spray area are increasing when the injection pressure increased. The mixture formation can be improved effectively by increasing the injection pressure.

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11

Li, Y., H. Zhao, N. Brouzos, and B. Leach. "Managing controlled auto-ignition combustion by injection on a direct-injection gasoline engine." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 221, no. 9 (September 1, 2007): 1125–37. http://dx.doi.org/10.1243/09544070jauto372.

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Controlled auto-ignition (CAI) combustion in gasoline engines has great potential for reducing both NO x emissions and fuel consumption, but its application is still hindered by the lack of direct control of combustion phasing and by the limited CAI operation range. In this paper, the effect of injection timing and split injection on CAI combustion is presented in a single-cylinder direct-injection gasoline engine with an air-assisted injector. The CAI combustion was achieved by trapping some of the burned gases within the cylinder by using low-lift short-duration camshafts and early closure of the exhaust valves. During the experiments, the engine speed was varied from 1200 to 2400 r/min and the air-fuel ratio was altered from stoichiometric to the misfire limit. Both single and split injections were investigated at different injection timings and fuel quantities. The experimental results show that injection timing has an important effect on CAI combustion for single and split injections. Early injection produces faster and more stable combustion, less hydrocarbon and CO emissions, but very rapid heat release rates and higher NO x emissions. The CAI operation range could be extended significantly by early injection. Split injection gives even further extension of the CAI range in both stoichiometric and lean mixture operations. These results indicate that optimizing the injection timing and using split injection is an effective way to control and extend CAI operation in a direct-injection gasoline engine.

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12

Allocca, Luigi, Daniele Davino, Alessandro Montanaro, and Ciro Visone. "Proof of Principle of a Fuel Injector Based on a Magnetostrictive Actuator." Actuators 10, no. 9 (September 14, 2021): 237. http://dx.doi.org/10.3390/act10090237.

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One of the goals of modern internal combustion engines is the NOx-soot trade-off, and this would be better achieved by a better control of the fuel injection. Moreover, this feature can be also useful for high-performance hydraulic systems. Actual fuel injection technology either allows only the control of the injection time or it is based on very complex mechanical-hydraulic systems, as in the case of piezo-actuators. This work describes the basic steps that brought the authors to the realization of a concept fuel injector based on a Terfenol-D magnetostrictive actuator that could overcome the previous issues, being both simple and controllable. The study provides the design, development, and a feasibility analysis of a magnetostrictive actuator for fuel injection, by providing a basic magneto-static analysis of the actuator, the adaptation of a suitable standard fuel injector, and its experimental testing in a lab environment, with different shapes and amplitude of the reference signal to follow.

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13

Satkoski, Chris A., Neha S. Ruikar, Scott D. Biggs, and Gregory M. Shaver. "Piezoelectric fuel injection: Cycle-to-cycle control of tightly spaced injections." Control Engineering Practice 20, no. 11 (November 2012): 1175–82. http://dx.doi.org/10.1016/j.conengprac.2012.06.002.

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14

Richards, G. A., M. J. Yip, E. Robey, L. Cowell, and D. Rawlins. "Combustion Oscillation Control by Cyclic Fuel Injection." Journal of Engineering for Gas Turbines and Power 119, no. 2 (April 1, 1997): 340–43. http://dx.doi.org/10.1115/1.2815580.

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A number of recent articles have demonstrated the use of active control to mitigate the effects of combustion instability in afterburner and dump combustor applications. In these applications, cyclic injection of small quantities of control fuel has been proposed to counteract the periodic heat release that contributes to undesired pressure oscillations. This same technique may also be useful to mitigate oscillations in gas turbine combustors, especially in test rig combustors characterized by acoustic modes that do not exist in the final engine configuration. To address this issue, the present paper reports on active control of a subscale, atmospheric pressure nozzle/combustor arrangement. The fuel is natural gas. Cyclic injection of 14 percent control fuel in a premix fuel nozzle is shown to reduce oscillating pressure amplitude by a factor of 0.30 (i.e., −10 dB) at 300 Hz. Measurement of the oscillating heat release is also reported.

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15

Xu, Dan, Qing Yang, Xiaodong An, Baigang Sun, Dongwei Wu, and Zhihao Zhang. "Experimental investigation of dwell time characteristics in high-pressure double-solenoid-valve fuel injection system." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 13 (January 12, 2019): 3281–92. http://dx.doi.org/10.1177/0954407018822423.

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The double-solenoid-valve fuel injection system consists of an electronic unit pump and an electronic injector. It can realize the separate control of fuel supply and injection and has the advantages of adjusting pressure by cycle and flexible controlling of the injection rate. The interval angle between the pilot and main injection directly affects the action degree and the characteristics of two adjacent injections, affecting engine performance. This work realizes multiple injection processes on the test platform of a high-pressure double-solenoid-valve fuel injection system, with maximum injection pressure reaching 200 MPa. In this study, the interval between driven current signal of pilot injection termination and that of main injection initiation is defined as the signal interval (DT1), whereas the interval between pilot injection termination and main injection initiation is defined as the injection interval (DT2). The differences between the signal and the injection intervals are calculated, and the variation rule of the difference with respect to the signal interval is analyzed. Results show that the variation rule of the difference with the signal interval first decreases, then increases, and finally decreases. The variation rule of the delay angle from the start of needle movement to the start of fuel injection is found to be the root cause of this rule. The influence of the injection pressure on needle deformation and fuel flow rate of the nozzle results in the variation rule. In addition, the influence of the cam speed, temperature, and pipe length on the difference between the signal and injection interval is determined. This research provides guidance for an optimal control strategy of the fuel injection process.

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16

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.

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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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17

Dunin, A. Y., M. G. Shatrov, L. N. Golubkov, and A. L. Yakovenko. "Providing Boot-Type Injection Rate Shape by Electric Impulse Control of the Common Rail Injector." Proceedings of Higher Educational Institutions. Маchine Building, no. 01 (718) (January 2020): 32–42. http://dx.doi.org/10.18698/0536-1044-2020-1-32-42.

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For effective reduction of noise level and nitrogen oxide content in exhaust fumes of diesel engines, multistage fuel injection is used in combination with control of the front edge shape of the main injection. At the Moscow Automobile and Road Construction State Technical University (MADI), a method of control of the injection rate shape using an electric impulse was proposed, which was applied to the electromagnet of the control valve of the injector of the common rail fuel system. A computational and experimental analysis of the possibility of boot-type injection rate shape was carried out. The studies involved three most used designs of the common rail injector (CRI): CRI 1 featuring a control valve with shut-off cone and piston; CRI 2 consisting of a flat-lock control valve and a needle, which does not overlap the drain when the needle is in the highest position; CRI 3 with an injector that partially overlaps the drain. It was established that friction in the control valve piston and the guide surface pair of CRI 1 complicated the implementation of the boot-type injection rate due to its smoothing. CRI 2 and CRI 3 provide boot-type injection rate at different pressures in the fuel accumulator. The CRI 3 example shows that the instability of fuel supply during boot-type injection rate is comparable with that of fuel pre-injection, which is widely used in the organization of the common rail diesel engines working process.

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18

Chen, Li Dan, and Huang Xiang Shan. "Fuel Injector Design Based on 2D Technology." Advanced Materials Research 482-484 (February 2012): 1943–46. http://dx.doi.org/10.4028/www.scientific.net/amr.482-484.1943.

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Through the discussion of main shortages of the high-speed electromagnetic valve used in electronic fuel injection system, the author introduced a new design thought of fuel injector based on 2D technology. Axial displacement of controlling valve was used to control the volume of gushing oil, while radial revolution of spool valve was used to change the time of injection. Additionally, mathematic modeling and MATLAB simulating indicated that, the injector designed based on 2D technology acquired the advantages of quick response and also realized the ideal shape of fuel injection rate.

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19

Krishna, B. Rama, M. V. S. Murali Krishna, and P. Usha Sri. "Control exhaust emissions of insulated diesel engine fuelled with biogas and cottonseed biodiesel." Ecology, Environment and Conservation 29 (2023): 424–31. http://dx.doi.org/10.53550/eec.2023.v29i01s.066.

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Gaseous fuels have many advantages than liquid fuels, as their calorific values of fuels are high, pollutants emitted by gaseous fuels are low and less dangerous when compared with liquid fuels. The drawbacks associated with use of vegetable oils in diesel engines such as high viscosity and low volatility can be reduced to some extent by converting them into biodiesel. However, they (biodiesel) cause combustion problems in diesel engine, due to their moderate viscosity, and hence call for low heat rejection (LHR) engine, which can burn low calorific value fuel, give high heat release rate and faster rate of combustion. The concept of LHR engine is to minimize heat loss to the coolant, thereby increasing thermal efficiency. LHR engine in this investigation consisted of ceramic coated diesel engine. They are many methods toinduct gaseous fuels such as port injection, carburetion technique, injection of gaseous fuel at the near endof compression stroke etc,. Investigations were carried out with biogas gas as primary fuel inducted by port injection and cottonseed biodiesel was injected into the engine in conventional manner, as India is second large producer of cottonseed oil in the world. Particulate matter (PM), oxides of nitrogen (NOx), carbon mono oxide (CO) levels and un-burnt hydro carbons (UBHC) are the exhaust emissions from a diesel engine. They cause health hazards, once they are inhaled in. They also cause environmental effects like Green-house effect and Global Warming. Hence control of these emissions is an immediate effect and an urgent step. The pollutants of PM, NOx ,CO and UBHC were determined at full load operation of the engine with varied injection timing such as recommended injection timing and optimum injection timing. NOx levels were reduced with provision of exhaust gas recirculation (EGR) at optimum flow rate of 10%. The maximum induction of biogas with conventional engine (CE) was 35% of total mass of biodiesel as full load operation, while it was 45% with LHR engine. Particulate emissions were determined by AVL Smoke meter, while other emissions were measured by Netel Chromatograph multi-gas analyzer at full load operation. These pollutants were drastically reduced with induction of biogas and further reduced with advanced injection timing. NOx levels drastically reduced with EGR.

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20

Jensen, Samuel J., Pramod M. Paul, A. Ramesh, Anand Mammen Thomas, N. S. Prasad, and A. Kumarasamy. "Development of a Fuel Quantity based Engine Control Unit Software Architecture." Defence Science Journal 69, no. 3 (April 30, 2019): 203–7. http://dx.doi.org/10.14429/dsj.69.14420.

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Conventionally diesel engines are controlled in open loop with maps based on engine speed and throttle position wherein fuel quantity is indirectly fixed using the rail pressure and injection duration maps with engine speed and throttle position as the independent variables which are measured by the respective sensors. In this work an engine control unit (ECU) software architecture where fuel quantity is directly specified in relation to the driver demand was implemented by modifying the control logic of a throttle position based framework. A desired fuel quantity for a given engine speed and throttle position was mapped from base line experiments on the reference engine. Injection durations and rail pressure required for this quantity was mapped on a fuel injector calibration test bench. The final calculation of injection duration in the new architecture is calculated using the fuel injector model. This enables determination of fuel quantity injected at any moment which directly indicates the torque produced by the engine at a given speed enabling smoke limited fuelling calculations and easing the implementation of control functions like all-speed governing.

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21

Li, Dongmin, Jianzhong Zhang, Jianjun Yuan, FancanGuo, and Huiming Wang. "Simulation and Measurement of Fuel Injection Quantity Based on TB4P." Journal of Robotics and Mechatronics 26, no. 1 (February 20, 2014): 34–39. http://dx.doi.org/10.20965/jrm.2014.p0034.

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In order to improve the measurement accuracy of fuel injection quantity based on Test Bench for fuel injection Pump (abbr. TB4P), on the basis of the function between needle valve lift and fuel injection quantity, two-level pressure adjustment module, which combines proportional flow rate valve with pressure sensor and takes advantage of spring of fuel injector, is used to control the outlet pressure of fuel injection pump, which results in the fuel injection pressure stably. Fuel injection pump and fuel injector are modeled by use of HCD of AMESim, and the system model of fuel injection quantity measurement is built. Simulation curve of fuel injection quantity is got by AMESim, which is compared with the curve of standard fuel injection quantity according to relative error. The results show that the relative error from the data of simulation system is smaller, so the methods of measurement and simulation in this paper are effective.

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22

Wang, Jia Jun, Jun Wei Tao, Hong Da Zhang, and Jin Bo Guo. "Research on Control System of Quasi-Homogeneous Lean-Burn Engine." Applied Mechanics and Materials 496-500 (January 2014): 1248–51. http://dx.doi.org/10.4028/www.scientific.net/amm.496-500.1248.

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Quasi-homogeneous lean mixture combustion technology can take full advantages of lean-combustion, and help reduce the engine fuel consumption and emissions. Quasi-Homogeneous Lean-burn engine Control System, combined virtual instruments with engine electronic control technology, can precisely control air-fuel ratio injection, timing, fuel injection pulse and ignite on timing, which provides a reliable and convenient platform for the engine lean-burning performance tests..

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23

Wang, Yixuan, Yan Shi, Maolin Cai, Weiqing Xu, Jian Zhang, Wei Zhong, and Na Wang. "Optimization of Fuel Injection Control System of Two-Stroke Aeroengine of UAV." Complexity 2020 (July 9, 2020): 1–12. http://dx.doi.org/10.1155/2020/8921320.

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Power efficiency of two-stroke spark-ignition engine is generally low because improper amount of fuel injection leads to a lot of unburned fuel loss during the engine working process. However, parameters of the fuel injection system are hard to confirm by aviation experiments due to expensive test costs. This paper proposes a method of calibrating injection parameters of two-stroke spark-ignition engine based on thermodynamic simulation and parameter optimum algorithm. Firstly, the one-dimensional thermodynamic model is built according to the internal structure and thermodynamic process of the engine; then, the model parameters are corrected according to the operating principle of the injector; after experimental verification of the model, considering both the engine power sufficiency and fuel economy, Analytic Hierarchy Process method is applied to look for the optimal injection amount and fuel injection advance angle at different engine working speeds; finally, an aeroengine experiment station with an electronic fuel injector system is built. Through simulation and experiment studies, it can be seen that when the engine speed changes from 3000 to 3500 RPM, the oil consumption rate of the optimal results is higher than that of the previous ones; when the aeroengine speed is higher than 4000 RPM, the oil consumption rate results of the optimal method are 10% to 27% higher than the original results. This paper can be a reference in the optimization of UAV aircraft engine.

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24

Fawzi, Mas, Norrizal Mustaffa, Mohd Faisal Hushim, and Shahrul Azmir Osman. "Application of Injector-Volume Ratio Values in the Development of a Fuel Injection Controller." Applied Mechanics and Materials 773-774 (July 2015): 595–99. http://dx.doi.org/10.4028/www.scientific.net/amm.773-774.595.

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The primary function of an electronic control unit (ECU) of an engine is to calculate the amount of fuel to be delivered into the combustion chamber. The injection duration and duty cycle of the injector will be based on several sensors whose signals the ECU will process to ensure the best engine running condition. However, to study new injection and combustion strategies, where such operation is unavailable in standard ECU, a custom-built fuel injection control system need to be made. This paper describes the development of a fuel injector signal controller, which is being used for internal combustion engine experiment or for the evaluation of any fuel injector static flow rate. Herewith a new term Injector-Volume Ratio (IVR) was introduced to assist the development process. Using the custom-built fuel injection controller, the static flow rate of an injector for a single cylinder 125cc motorcycle engine was determined in accordance to SAEJ1832. From the experiment, the IVR value is proven useful in choosing the right size of a fuel injector to fit any specified engine displacement of a spark ignition engine.

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25

Shinde, Mr Bhushan Subhash, Dr Usha C. Pawar, and Mr Rajesh Kumar. "Diesel Engine Fuel Pump Pressure, Time Setting and Calibration." International Journal for Research in Applied Science and Engineering Technology 10, no. 3 (March 31, 2022): 2014–31. http://dx.doi.org/10.22214/ijraset.2022.41025.

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Abstract: For a diesel engine, fuel pressure time setting and calibration are very important parameters, which influence and increase the engine efficiency, performance, emissions, and combustion. Other injection parameters affecting engine performance are rate of injection, injection pattern, number of injections etc. A single cylinder research engine was used to experimentally determine the effects of fuel injection strategies and injection timings on engine combustion, performance and emission characteristics. The experiments were conducted at constant speed (2500 rpm) with two FIPs (500 and 1000 bars respectively) and different start of injection (SOI) timings. Cylinder pressure and rate of heat release (ROHR) were found to be higher for lower FIPs however advanced injection timings gave higher ROHR in early combustion stages. Brake thermal efficiency (BTE) increased with increased injection pressures while exhaust gas temperature and brake mean effective pressure (BMEP) increased up to 500 bars. These parameters reduced slightly with increase in fuel pressure time pump. Diesel engine combustion quality is based on the formation of fuel-air mixture. Enormous efforts have made to reduce the harmful diesel engine emissions. High engine noise, Particulate matter (PM) and NOx production are the results of improper combustion process and considered as the major constraints. The performance and emission characteristics of diesel engines depend on many parameters. Precise control over the fuel injection process is one of the most important factors and plays a very important role in combustion to increase the engine performance with minimal exhaust emission. The injection system must satisfy high pressure capability, injection pressure control, flexible timing control, and injection rate control. The purpose of this study is to find the performance and exhaust emission of diesel engines by implementing the combination of various high injection pressures and variable injection timings. Present paper is concentrated towords optimization of the best combination of high pressure injection with suitable injection timing in a diesel engine fueled with pure diesel, to reduce the emission and fuel consumption with increased engine power. Keywords: Diesel Engine fuel pump pressure, time,setting and calibration.

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26

Yamasaki, Yudai, Ryosuke Ikemura, Motoki Takahashi, Shigehiko Kaneko, and Akane Uemichi. "Multiple-input multiple-output control of diesel combustion using a control-oriented model." International Journal of Engine Research 20, no. 10 (February 10, 2019): 1005–16. http://dx.doi.org/10.1177/1468087418820739.

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In this study, a multiple-input multiple-output feedforward controller for use with multiple-point fuel injection systems is applied to a diesel engine using an original control-oriented model. The target-tracking performance of this multiple-input multiple-output feedforward controller was then tested in terms of how well the controller adjusts the fuel delivery ratios to the pilot injection, pre-injection, main fuel injection, and the main fuel injection timing, and controls the in-cylinder peak pressure and its timing. Control experiments are conducted at different engine outputs and speeds while changing the targets of the in-cylinder peak pressure and its timing. The controller is able to track the varying targets within an acceptable error included in the original model. The calculation time, which is almost double that of a single-input single-output controller, is sufficiently fast to derive the applicable inputs.

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27

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

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

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Yang, Tie Zao, Hai Bo Xue, Chang Sheng Wang, Xin Yang Wang, and Lei Yuan. "Research on Fitting Method for Flow Characteristics of Small Injection Pulse Width of Injector." Applied Mechanics and Materials 448-453 (October 2013): 3421–25. http://dx.doi.org/10.4028/www.scientific.net/amm.448-453.3421.

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Due to the fact that it is generally difficult to accurately calculate the nonlinear section of flow characteristics curve of small injection pulse width of electronic control injector, it is impossible for electronic control unit (ECU) to accurately control fuel injection quantity when the small engine such as motorcycle is under a working condition of idle speed or small load. This paper introduces the principle and method to make a fitting for flow characteristics of nonlinear section in the developed software system in details. Take the electronic control injector of motorcycle as an example, the programming method combined with LabVIEW and MATLAB is utilized to make a fitting treatment for accurate fuel injection quantity obtained via measuring single-chip microcomputer through Smoothing Spline method, so as to obtain the flow characteristics of small injection pulse width and normal injection pulse width of electronic control injector of motorcycle.

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29

Du, Bingxuan, and Zhenfeng Zhao. "Experimental Investigation on the Effects of Injection Parameters on the Air-Assisted Diesel Spray Characteristics." International Journal of Aerospace Engineering 2022 (February 28, 2022): 1–21. http://dx.doi.org/10.1155/2022/6814732.

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The air-assisted fuel injection (AAFI) system may be installed in the spark ignition aviation piston engine for the atomization of heavy fuels. However, studies on the effects of injection parameters on the spray characteristics are insufficient, which affects the improvement of AAFI engine performance. In this study, air-assisted diesel spray characteristics are investigated experimentally using a high-speed backlit imaging technique. The effects of main air-assisted injection control parameters such as fuel injection pressure, fuel temperature, and fuel injection duration on the spray characteristics are examined. The results show that spray shape changes from “spindle” to “cone” with an increase in fuel injection pressure. As the fuel injection pressure increases to 1.0 MPa, both the spray penetration and spray width increase significantly. “Protrusions” appear on the spray edge at high fuel temperatures. When the fuel temperature drops to 268 K, the spray penetration and spray width increase slightly. The spray shrinks significantly in both the axial and radial directions with an increase in fuel injection duration. Key parameters that directly affect air-assisted spray characteristics include the difference between the fuel-air mixture injection pressure and the ambient pressure, the density of fuel-air mixture in the air-assisted injector premixed chamber, and the kinetic energy density of the fuel. The former two parameters affect the spray penetration while the latter affects the spray width. The study is beneficial for the design of AAFI engines.

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30

Cho, Dong-Il Dan, and Hee-Keun Oh. "Variable Structure Control Method for Fuel-Injected Systems." Journal of Dynamic Systems, Measurement, and Control 115, no. 3 (September 1, 1993): 475–81. http://dx.doi.org/10.1115/1.2899125.

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A nonlinear control method for automotive fuel-injection systems is developed using the theory of variable structure systems. This fuel-injection control method is formulated to be compatible with production sensors and actuators, and its feasibility and potential benefits are demonstrated using a research automobile. The motivation for this research stems from the fact that fuel-injection control is a difficult control problem due to the nonlinear and complex nature of engine dynamics and due to the limitations imposed by a switching-type feedback sensor.

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31

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

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

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32

Fang, T.-G., R. E. Coverdill, C.-F. F. Lee, and R. A. White. "Effect of the injection angle on liquid spray development in a high-speed direct-injection optical diesel engine." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 223, no. 8 (August 1, 2009): 1077–92. http://dx.doi.org/10.1243/09544070jauto1221.

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In this paper, the spray development and its interaction with the piston geometry were investigated in a small-bore high-speed direct-injection optical diesel engine. The effects of injection angle, injection timing, injection pressure, and injection fuel quantity were studied. The entire liquid spray cycle was visualized by a background-corrected Mie-scattering technique using a high-speed digital video camera synchronized with a high-repetition-rate copper vapour laser. For some conditions, the initial injection velocity was estimated quantitatively. The results show that the injection angle and injection timing predominantly control the spray interaction with the piston geometry and the resulting air—fuel mixing mode. Narrow-angle injection leads to a significantly different air—fuel mixing process from the traditional wide-angle injector. If properly controlled, the narrow-angle direct-injection technique offers more flexibility on injection timing control with the fuel confined in the central bowl region without wetting the cylinder liner.

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33

Tanaka, Takahiro, Kouji Tsujioka, and Kouichi Tanabe. "Diesel Engine with Electronic Control Fuel Injection System." Journal of The Japan Institute of Marine Engineering 51, no. 3 (2016): 263–64. http://dx.doi.org/10.5988/jime.51.263.

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34

Caprotti, Rinaldo, Nadia Bhatti, and Graham Balfour. "Deposit Control in Modern Diesel Fuel Injection Systems." SAE International Journal of Fuels and Lubricants 3, no. 2 (October 25, 2010): 901–15. http://dx.doi.org/10.4271/2010-01-2250.

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35

DZIUBIŃSKI, Mieczysław, Stanisław WALUSIAK, and Wiktor PIETRZYK. "Computerized diagnostic for the fuel injection control system." Combustion Engines 132, no. 1 (February 1, 2008): 25–31. http://dx.doi.org/10.19206/ce-117280.

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The purpose of the study is to carry out the experimental tests for the propulsion unit of the selected passenger car i.e. Skoda Felicia 1.3 MPI provided with Simos 2P system (manufactured by Siemens). The tests were carried out by means of an appropriate measuring equipment, among others AOC1K oscilloscope (digital recorder integrated with PC by means of RS232 interface) and a personal computer. The measurements of signals on the contacts of the electronic control device encompass the measuring procedures for individual signals, in accordance with the contact symbols: the camshaft position sensor, the engine speed sensor, the lambda probe, the pressure sensor, the throttle position sensor, the idle speed control actuator, the knock sensor. In some cases it is impossible to confirm the standard codes by the execution of diagnostic tests of the modern control system of ZI combustion engine, using the Simos 2P system.

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36

Hathout, J. P., M. Fleifil, A. M. Annaswamy, and A. F. Ghoniem. "Combustion Instability Active Control Using Periodic Fuel Injection." Journal of Propulsion and Power 18, no. 2 (March 2002): 390–99. http://dx.doi.org/10.2514/2.5947.

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37

White, Andrew, Jongeun Choi, Ryozo Nagamune, and Guoming Zhu. "Gain-scheduling control of port-fuel-injection processes." Control Engineering Practice 19, no. 4 (April 2011): 380–94. http://dx.doi.org/10.1016/j.conengprac.2010.12.007.

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38

Yanagita, Y., T. Eisaka, and R. Tagawa. "A Robust Control of Fuel Injection Servo System." IFAC Proceedings Volumes 24, no. 8 (September 1991): 185–90. http://dx.doi.org/10.1016/s1474-6670(17)54167-1.

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39

SANADA, Kazushi. "Control of the Quantity of Fuel Injection for Marine Diesel Engine by DDVC Fuel Injection System." TRANSACTIONS OF THE JAPAN FLUID POWER SYSTEM SOCIETY 47, no. 3 (2016): 15–21. http://dx.doi.org/10.5739/jfps.47.15.

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40

Simpson, Tyler, and Christopher Depcik. "Multiple Fuel Injection Strategies for Compression Ignition Engines." Energies 15, no. 14 (July 19, 2022): 5214. http://dx.doi.org/10.3390/en15145214.

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Анотація:

Until the early 1990s, the predominant method of fuel delivery for compression ignition engines was the mechanical pump-line-nozzle system. These systems typically consisted of a cam-driven pump that would send pressurized fuel to the fuel injectors where injection timing was fixed according to the pressure needed to overcome the spring pressure of the injector needle. These configurations were robust; however, they were limited to a single fuel injection event per thermodynamic cycle and respectively low injection pressures of 200–300 bar. Due to their limited flexibility, a poorly mixed and highly stratified air fuel mixture would result in and produce elevated levels of both nitrogen oxides and particulate matter. The onset of stringent emissions standards caused the advancement of fuel injection technology and eventually led to the proliferation of high-pressure common rail electronic fuel injection systems. This system brought about two major advantages, the first being operation at fuel pressures up to 2500 bar. This allowed better atomization and fuel spray penetration that improves mixing and the degree of charge homogenization of the air fuel mixture. The second is that the electronic fuel injector allows for flexible and precise injection timing and quantity while allowing for multiple fuel injection events per thermodynamic cycle. To supply guidance in this area, this effort reviews the experimental history of multiple fuel injection strategies involving both diesel and biodiesel fuels through 2019. Summaries are supplied for each fuel highlighting literature consensus on the mechanisms that influence noise, performance, and emissions based on timing, amount, and type of fuel injected during multiple fuel injection strategies.

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41

Canakci, M., and R. D. Reitz. "Effect of Optimization Criteria on Direct-Injection Homegeneous Charge Compression Ignition Gasoline Engine Performance and Emissions Using Fully Automated Experiments and Microgenetic Algorithms." Journal of Engineering for Gas Turbines and Power 126, no. 1 (January 1, 2004): 167–77. http://dx.doi.org/10.1115/1.1635395.

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Homogeneous charge compression ignition (HCCI) is a new low-emission engine concept. Combustion under homogeneous, low equivalence ratio conditions results in modest temperature combustion products, containing very low concentrations of NOx and PM as well as providing high thermal efficiency. However, this combustion mode can produce higher HC and CO emissions than those of conventional engines. Control of the start of combustion timing is difficult with pre-mixed charge HCCI. Accordingly, in the present study charge preparation and combustion phasing control is achieved with direct injection. An electronically controlled Caterpillar single-cylinder oil test engine (SCOTE), originally designed for heavy-duty diesel applications, was converted to a direct-injection gasoline engine. The engine features an electronically controlled low-pressure direct injection-gasoline (DI-G) injector with a 60 deg spray angle that is capable of multiple injections. The use of double injection was explored for emission control, and the engine was optimized using fully automated experiments and a microgenetic algorithm optimization code. The variables changed during the optimization include the intake air temperature, start of injection timing, and the split injection parameters (percent mass of fuel in each injection, dwell between the pulses) using three different objective (merit) functions. The engine performance and emissions were determined at 700 rev/min with a constant fuel flow rate at 10 MPa fuel injection pressure. The results show the choice of merit or objective function (optimization goal) determines the engine performance, and that significant emission reductions can be achieved with optimal injection strategies. Merit function formulations are presented that minimized PM, HC, and NOx emissions, respectively.

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42

Sun, Wen Fu, Xiao Bo Li, and Gui Xin Wang. "Simulation of Diesel Electronic Control PPVI Fuel Injection System." Key Engineering Materials 419-420 (October 2009): 693–96. http://dx.doi.org/10.4028/www.scientific.net/kem.419-420.693.

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The structure and properties of diesel fuel injection system directly influence the performance of diesel, and calculation and analysis are important methods to improve engine performance. So, by analyzing the structure, math models and working process theory of the electronic control PPVI fuel injection system, this paper founds initial and improved simulation models of the diesel electronic control PPVI fuel injection system, completes simulation and analysis. The simulation results show that the improved model has better cushion effect than the initial model by adding a constant pressure delivery valve between the nozzle and electromagnetic valve, what is more, the improved model can avoid the instability of the work state, such as second injection, cavitation and anomaly injection, etc., therefore, the diesel forms perfect unloading characteristic, and its performance has also been improved.

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43

Aalam, C. Syed. "Effect of Fuel Injection Pressure on Spray Characterization of Mahua Biodiesel Blend Using CRDI Injection System." International Journal for Research in Applied Science and Engineering Technology 10, no. 6 (June 30, 2022): 2189–90. http://dx.doi.org/10.22214/ijraset.2022.44248.

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Abstract: In this study, the effect of fuel injection pressure on spray characterization of mahua biodiesel blend (B20) was visually analysed using CRDI fuel injection system. To analyse the spray characteristics, biodiesel blend fuel (B20) has injected at different injection pressures like 20, 30, 40and 50 MPa pressures. The fuel injection pressures and fuel injection durations were varied using electronic control module fitted with CRDI system. The spray structure of mahua biodiesel blend (B20) were recorded using a high-speed camera. For testing purpose one port of CRDI unit was connected with the solenoid fuel injector and other ports were closed. From the results obtained, it is clear that the spray tip penetration and spray cone angle were increased when the fuel injection pressure was increased from 20 to 50 MPa.

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44

Khac, Hoang Nguyen, Amin Modabberian, Xiaoguo Storm, Kai Zenger, and Jari Hyvönen. "Model predictive control for a multiple injection combustion model." Open Engineering 11, no. 1 (January 1, 2021): 1134–40. http://dx.doi.org/10.1515/eng-2021-0113.

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Abstract In this work, a model predictive controller is developed for a multiple injection combustion model. A 1D engine model with three distinct injections is used to generate data for identifying the state-space representation of the engine model. This state-space model is then used to design a controller for controlling the start of injection and injected fuel mass of the post injection. These parameters are used as inputs for the engine model to control the maximum cylinder pressure and indicated mean effective pressure.

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45

Alexa, Vasile, Sorin Ratiu, and Imre Kiss. "Laboratory assembly for analysis of fuel injection systems in the modern internal combustion engines." Analecta Technica Szegedinensia 8, no. 1 (January 11, 2014): 54–58. http://dx.doi.org/10.14232/analecta.2014.1.54-58.

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The complexity of the processes taking place in a system of fuel injection management for an internal combustion engine requires extra effort for a proper understanding of the operating principles. This paper is intended to be an intuitive practical application able to simulate the complex electronic control of injection, through a PC and specialized software. The application provides an intuitive and friendly analysis of the processes occurring during the operation of an injection computer. Moreover, the system allows the determination of the gasoline amount injected by the various types of fuel injectors, in a certain period of time and at different pressures of the fuel, depending on the load, speed and thermal regime of the engine. The laboratory assembly for a fuel injection system is intended as an experimental stand with exclusive didactical applicability. We want to observe the main characteristics of a fuel feeding and injection system, as the identification of components for the control system, data acquisition system and fuel injection system, the analysis of the different types of signals that can be used to actuate the injectors, the establishing the principles of injector operation in accordance with the control electronics, the visualization of the injection cadence and amount injected, depending on the engine speed and load, the programming of injection computers etc.

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46

Zhang, Ziwei. "Simulation Study on the Influence of Injector Coupling Leakage on Fuel Injection." Journal of Physics: Conference Series 2097, no. 1 (November 1, 2021): 012014. http://dx.doi.org/10.1088/1742-6596/2097/1/012014.

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Abstract In order to study the effect of fuel leakage of an ultra-high pressure common rail injector control valve coupling on fuel injection performance, a simulation model was established by AMESim and the accuracy was verified by fuel injection test data. The leakage law of couples with different clearances was analyzed by using numerical simulation method and then the influence of control valve coupling on fuel injection performance was analyzed. The results demonstrate that the increase of the matching clearance of the slide valve coupling makes the start time of needle valve advanced and delay its end time. The injection rate and injection duration increase with the increase of the matching clearance of slide valve coupling. The increase of the matching clearance of the control plunger coupling keeps the start time of the needle valve unchanged at first, and then delay slightly, while the end time remains unchanged at first, and then show the trend of advance. The injection rate and injection duration decrease with the increase of the matching clearance of plunger coupling.

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47

Glikin, P. E. "Fuel Injection in Diesel Engines." Proceedings of the Institution of Mechanical Engineers, Part D: Transport Engineering 199, no. 3 (July 1985): 161–74. http://dx.doi.org/10.1243/pime_proc_1985_199_154_01.

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In his address the Automobile Division Chairman develops the theme that fuel injection equipment is the heart of the diesel engine. He explains the task that the fuel injection equipment has to carry out and how this has been solved in the past. He describes some present-day systems and sets out the problems in optimizing the injection characteristics. Finally he points to future trends in this field and outlines some recent developments in electronic control of fuel injection.

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48

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

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Анотація:

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

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49

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.

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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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Jairam, Karthick, Feroskhan Mohammed Musthafa, Kishorre Annanth Vijayan, and Manimaran Renganathan. "Computational investigations on port injected DEE in a biogas inducted HCCI engine." International Journal for Simulation and Multidisciplinary Design Optimization 12 (2021): 9. http://dx.doi.org/10.1051/smdo/2021010.

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Owing to global climate change and atmospheric pollution, several automobile manufacturing companies look for homogeneously charged engines to satisfy strict emission levels. In the present work, computational fluid dynamics (CFD) investigations have been carried out to showcase the homogeneity of air-fuel mixture formation by port fuel injection and manifold fuel injection of a Biogas-Diethyl Ether (DEE) homogeneous charge compression engine (HCCI). The distributions of equivalence ratio based on fuel and the total air-fuel mixture is formulated and found to be in close agreement with the literature. Earlier investigations have shown that the use of biogas as a single fuel causes lower power output compared to other alternative fuels. Hence the present study is planned to use biogas with DEE as an ignition improver via fuel injection systems to find the best suitable fuel injection system. In the mesh independent study, port injection mode is found to perform better against the manifold injection mode when compared with the homogeneity factor. Iso-volumes of excess-air ratio based on biogas, diethyl ether and other variables such as the density, turbulent kinetic energy, turbulent dissipation rate of air-fuel mixture influencing the homogeneity and equivalence ratio are studied for better in-cylinder distribution under the port injection mode.

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