An uncertainty analysis of the time-resolved fuel injection pressure wave based on BOSCH method for a common rail diesel injector with a varying current wave pattern

2018 ◽  
Vol 32 (12) ◽  
pp. 5937-5945 ◽  
Author(s):  
Youngju Lee ◽  
Choong Hoon Lee
Keyword(s):  
Uncertainty Analysis ◽  
Pressure Wave ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Wave Pattern ◽  
Common Rail ◽  
Time Resolved ◽  
Current Wave ◽  
Fuel Injection Pressure

The Effects of Fuel Injection Pressure and Fuel Type on the Combustion Characteristics of a Diesel Engine

2015 ◽  
Vol 137 (10) ◽  
Author(s):  
Jim Cowart ◽  
Dianne Luning Prak ◽  
Len Hamilton
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Common Rail ◽  
Injection System ◽  
Fuel Type ◽  
System Pressure ◽  
Delay Times ◽  
Fuel Injection Pressure ◽  
Physical And Chemical

In an effort to understand the effects of injection system pressure on alternative fuel performance, a single-cylinder diesel engine was outfit with a modern common rail fuel injection system and piezoelectric injector. As future new fuels will likely be used in both older mechanical injected engines as well as newer high pressure common rail engines, the question as to the sensitivity of a new fuel type across a range of engines is of concern. In this study, conventional diesel fuel (Navy NATO F76) was compared with the new Navy hydroprocessed renewable diesel (HRD) fuel from algal sources, as well as the high cetane reference fuel nC16 (n-hexadecane CN = 100). It was seen that, in general, ignition delay (IGD) was shortened for all fuels with increasing fuel injection pressure and was shortened with higher CN fuels. The combustion duration for all fuels was also significantly reduced with increasing fuel injection pressure, however, longer durations were seen for higher CN fuels at the same fuel pressure due to less premixing before the start of combustion. Companion modeling using the Lawrence Livermore National Lab (LLNL) heavy hydrocarbon and diesel primary reference fuel (PRF) chemical kinetic mechanisms for HRD and nC16 was applied to understand the relative importance of the physical and chemical delay periods of the IGD. It was seen that at low fuel injection pressures, the physical and chemical delay times are of comparable duration. However, as injection pressure increases the importance of the chemical delay times increases significantly (longer), especially with the lower CN fuel.

The Effects of Fuel Injection Pressure and Fuel Type on the Combustion Characteristics of a Diesel Engine

2014 ◽  
Author(s):  
Jim Cowart ◽  
Dianne Luning Prak ◽  
Len Hamilton
Keyword(s):  
Diesel Engine ◽  
Diesel Fuel ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Common Rail ◽  
Injection System ◽  
Fuel Type ◽  
Delay Times ◽  
Fuel Injection Pressure ◽  
Physical And Chemical

In an effort to understand the effects of injection system pressure on alternative fuel performance, a single cylinder diesel engine was outfit with a modern common rail fuel injection system and piezoelectric injector. As future new fuels will likely be used in both older mechanical injected engines as well as newer high pressure common rail engines, the question as to the sensitivity of a new fuel type across a range of engines is of concern. In this study conventional diesel fuel (Navy NATO F76) was compared with the new Navy HRD (Hydro-processed Renewable Diesel) fuel from algal sources, as well as the high cetane reference fuel nC16 (n-hexadecane CN=100). It was seen that in general, IGD (Ignition Delay) was shortened for all fuels with increasing fuel injection pressure, and was shortened with higher CN fuels. The combustion duration for all fuels was also significantly reduced with increasing fuel injection pressure, however, longer durations were seen for higher CN fuels at the same fuel pressure due to less pre-mixing before the start of combustion. Companion modeling using the LLNL (Lawrence Livermore National Lab) heavy hydro-carbon and diesel PRF chemical kinetic mechanisms for HRD and nC16 was applied to understand the relative importance of the physical and chemical delay periods of the IGD. It was seen that at low fuel injection pressures, the physical and chemical delay times are of comparable duration. However, as injection pressure increases the importance of the chemical delay times increases significantly (longer), especially with the lower CN fuel.

scholarly journals FORECAST EVALUATION OF POSSIBLE VALUES OF FUEL INJECTION PRESSURE OF COMMON RAIL SYSTEM

2020 ◽  
Vol 15 (2) ◽  
pp. 92-95
Author(s):  
Vladimir Ivanov ◽  
Aleksandr Semenov ◽  
Vladislav Gavrilov ◽  
Aleksey Novikov ◽  
M. Volhonov
Keyword(s):  
Power System ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Operating Conditions ◽  
Common Rail ◽  
Analytical Dependence ◽  
Common Rail System ◽  
Rail System ◽  
The Common ◽  
Fuel Injection Pressure

In engineering practice, forecasting is considered to be the most effective methods for assessing reliability indicators and determining expected technical and economic indicators, taking into account the technical level of improving the diesel power system. The solution of such problems requires a description of changes in the parameters of objects at different points in time. The purpose of the research is to predict the possible values of the fuel injection pressure of the Common Rail system for the near future for the timely creation of operating conditions, maintenance and repair measures. A statistical method was used to predict changes in the fuel injection pressure in the diesel power system. The forecasting technique included the stages of analyzing the initial information, choosing the analytical dependence of the change in the considered parameter in the past, extrapolating the resulting dependence for the forecast period and evaluating the results. The choice of analytical dependences of changes in the estimated pressure value was carried out by the method of least squares. The degree of connection between the considered analytical dependence and the line constructed from the initial data was determined by the value of the correlation coefficient. As the technical, economic and environmental requirements become more stringent, the requirements for the power supply system of internal combustion engines are growing, which necessitates an increase in the functionality of the fuel equipment, primarily in terms of the value of the fuel injection pressure. The paper considers the results of a predictive assessment of possible values of injection pressure of the Common Rail fuel system. The results of the study make it possible to predict an increase in the fuel injection pressure of the Common Rail system by 2026 up to 300 MPa. To ensure high indicators of technical readiness of the enterprises of technical service of diesel fuel equipment, it is necessary to take into account possible changes in the values of the fuel injection pressure in the future

scholarly journals Performance of Common Rail Direct Injection (CRDi) Engine Using Ceiba Pentandra Biodiesel and Hydrogen Fuel Combination

Energies ◽  
2021 ◽  
Vol 14 (21) ◽  
pp. 7142
Author(s):  
T. M. Yunus Khan ◽  
Manzoore Elahi M. Soudagar ◽  
S. V. Khandal ◽  
Syed Javed ◽  
Imran Mokashi ◽  
...  
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Common Rail ◽  
Injection Timing ◽  
Hydrogen Fuel ◽  
Ceiba Pentandra ◽  
Hydrogen Supply ◽  
Hc Emissions ◽  
Fuel Injection Pressure

An existing diesel engine was fitted with a common rail direct injection (CRDi) facility to inject fuel at higher pressure in CRDi mode. In the current work, rotating blades were incorporated in the piston cavity to enhance turbulence. Pilot fuels used are diesel and biodiesel of Ceiba pentandra oil (BCPO) with hydrogen supply during the suction stroke. Performance evaluation and emission tests for CRDi mode were carried out under different loading conditions. In the first part of the work, maximum possible hydrogen substitution without knocking was reported at an injection timing of 15° before top dead center (bTDC). In the second part of the work, fuel injection pressure (IP) was varied with maximum hydrogen fuel substitution. Then, in the third part of the work, exhaust gas recirculation (EGR), was varied to study the nitrogen oxides (NOx) generated. At 900 bar, HC emissions in the CRDi engine were reduced by 18.5% and CO emissions were reduced by 17% relative to the CI mode. NOx emissions from the CRDi engine were decreased by 28% relative to the CI engine mode. At 20%, EGR lowered the BTE by 14.2% and reduced hydrocarbons, nitrogen oxide and carbon monoxide by 6.3%, 30.5% and 9%, respectively, compared to the CI mode of operation.

scholarly journals Organization of Six-Cylinder Tractor Diesel Working Process

2021 ◽  
Vol 20 (5) ◽  
pp. 427-433
Author(s):  
G. M. Kuharonak ◽  
M. Klesso ◽  
A. Predko ◽  
D. Telyuk
Keyword(s):  
Combustion Chamber ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Common Rail ◽  
Injection System ◽  
Fuel Injection System ◽  
Rotary Valve ◽  
Original Design ◽  
Working Process ◽  
Common Rail System

The purpose of the work is to consider the organization of the working process of six-cylinder diesel engines with a power of 116 and 156 kW and exhaust gas recirculation. The following systems and components were used in the experimental configurations of the engine: Common Rail BOSСH accumulator fuel injection system with an injection pressure of 140 MPa, equipped with electro-hydraulic injectors with seven-hole nozzle and a 500 mm3 hydraulic flow; direct fuel injection system with MOTORPAL fuel pump with a maximum injection pressure of 100 MPa, equipped with MOTORPAL and AZPI five-hole nozzle injectors; two combustion chambers with volumes of 55 and 56 cm3 and bowl diameters of 55.0 and 67.5 mm, respectively; cylinder heads providing a 3.0–4.0 swirl ratio for Common Rail system, 3.5–4.5 for mechanical injection system. The recirculation rate was set by gas throttling before the turbine using a rotary valve of an original design. The tests have been conducted at characteristic points of the NRSC cycle: minimum idle speed 800 rpm, maximum torque speed 1600 rpm, rated power speed 2100 rpm. It has been established that it is possible to achieve the standards of emissions of harmful substances: on the 116 kW diesel engine using of direct-action fuel equipment and a semi-open combustion chamber; on the 156 kW diesel using Common Rail fuel supply system of the Low Cost type and an open combustion chamber.

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