A High-Pressure Pulsed Water Jet Cutting System by Means of Water Hammer in a Convergent Pipeline

2003 ◽  
Author(s):  
Koji Yamane ◽  
Hiromitsu Sasaki ◽  
Yuzuru Shimamoto
Keyword(s):  
High Pressure ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Water Jet ◽  
Injection System ◽  
Source Pressure ◽  
Electromagnetic Valve ◽  
Water Jet Cutting ◽  
Pulsed Water Jet ◽  
Cutting System

One of the authors has developed a high-pressure fuel injection system using an oil hammer for diesel engines in 1993. In the present study, we applied this novel principle of the fuel injection system to the water-jet cutting system, and a pulsed water jet cutting system by means of water hammer in convergent pipeline caused by strong spool acceleration was developed. The system consisted of a pump having a small size plunger and spool, a convergent pipeline, and automatic injector having a hole-type nozzle with a small orifice. This pump, generating strong compression waves at the convergent pipeline inlet by strong acceleration of spool and plunger, is controlled by the low source oil pressure and electromagnetic valve. The wave propagated in the convergent pipeline is dynamically intensified by water hammering in the pipeline. High pressure is then developed at the nozzle. The injection pressure and injection frequency are fully controllable by the source pressure, and by the valve-opening frequency of the electromagnetic valve (EMPV). A computer simulation demonstrated that an operation and the injection pressure are satisfactory as a water jet cutting system. It is shown that a pressure of 140 MPa is obtained in nozzle inlet by a source pressure of 11.8MPa in experiments. The dimension of the nozzle orifice was determined by visualizing the spray origin using a laser-sheet imaging technique. Stagnation force and its spectrum of water jet on work was measured to evaluate effects of injection period and standoff distance on punching time and area. Practical feasibility of water jet cutting system was demonstrated by cutting/punching tests for soft/no-heating materials or metal plates and by paint removing tests.

Key Technology Research on Abrasive Water Jet Cutting System in Deepsea

2013 ◽  
Vol 310 ◽  
pp. 309-313 ◽  
Author(s):  
Ling Sun ◽  
Yong Jun Gong ◽  
Ji Rui Fan ◽  
Zu Wen Wang
Keyword(s):  
High Pressure ◽  
New Technology ◽  
Water Jet ◽  
High Tech ◽  
Abrasive Water Jet ◽  
Ultra High Pressure ◽  
Water Jet Cutting ◽  
Core Technology ◽  
Abrasive Water Jet Cutting ◽  
Cutting System

Ultra high pressure abrasive water jet cutting is a new technology device in salvage, ocean development, military fields, and it also is one of the hottest and most advanced topics in the field of fluid control. The present study is aiming at designing a deep sea abrasive water jet cutting system and executive instrument for core technology of large-tonnage salvage equipment. The analysis on the kinematics of cutting trail about executive instrument of abrasive water jet, and the control of actuator movement through the reverse kinematics solution are of certain significance on the establishment of a technological base of application on ultra high pressure abrasive jet and the improvement of the ocean high-tech equipment level.

Analysis on Effects of Fuel Cam on High-Pressure Fuel System

2011 ◽  
Vol 328-330 ◽  
pp. 948-952
Author(s):  
Ming Hai Li ◽  
Biao Liu ◽  
You Bo Ning
Keyword(s):  
High Pressure ◽  
Diesel Engine ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Fuel Mixture ◽  
Injection System ◽  
Engine Fuel ◽  
Operating Characteristics ◽  
Engine Simulation ◽  
Cam Profile

GT-Suite software is used to establish the simulation model of high-pressure fuel injection system for diesel engine. Simulation parameters are modified based on the comparison with given experimental results. In order to improve diesel engine fuel injection performance, the cam profile was improved to ensure a high injection pressure and smooth operating characteristics. A more reasonable fuel cam profile was designed by analyzing the injection characteristics and dynamics. It improves the fuel mixture formation and combustion, so diesel economy and emissions performance are also guaranteed.

High-Pressure Electronic Fuel Injection for Small-Displacement Single-Cylinder Diesel Engine

2015 ◽  
Author(s):  
Andrew L. Carpenter ◽  
Robert E. Mayo ◽  
Jerald G. Wagner ◽  
Paul E. Yelvington
Keyword(s):  
High Pressure ◽  
Diesel Engines ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Injection System ◽  
Orifice Diameter ◽  
Small Displacement ◽  
Fuel System ◽  
Single Cylinder ◽  
Injection Parameters

Small-displacement, single-cylinder, diesel engines employ mechanically actuated fuel injection systems. These mechanically governed systems, while robust and low-cost, lack the ability to fully vary injection parameters, such as timing, pulse duration, and injection pressure. The ability of a particular injection system to vary these injection parameters impacts engine efficiency, power, noise, and emissions. Modern, multi-cylinder automotive engines employ some form of electronically controlled injection to take advantage of the benefits of fully variable injection, including advanced strategies such as multi-pulse injections and rate shaping. Modern diesel electronic fuel injection systems also operate at considerably higher injection pressures than mechanical fuel systems used in small-bore industrial engines. As the cost of electronic fuel systems continues to decrease and the demand for high-efficiency engines increases, electronic fuel injection becomes a more viable option for incorporation into small industrial diesel engines. In particular, this technology may be well-suited for demanding and critical applications such as military power generation. In this study, a small-bore, single-cylinder diesel was retrofit with a custom, four-hole, high-pressure electronic fuel system. Compared to the mechanical injector, the electronic, common-rail injector had a 50% smaller orifice diameter and was designed for a 4x higher injection pressure. The mechanical governor was also replaced with an electronic speed controller. The baseline and modified engines were installed on a dynamometer, and measurements of exhaust emissions, fuel consumption, brake torque, and in-cylinder pressure were made. The electronic injector led to lower smoke opacity and NOx emissions, while CO and hydrocarbon emissions were observed to increase slightly, likely due to some wall wetting of fuel with the initial prototype injector. Testing with low ignition quality fuels was also performed, and the electronic fuel system enabled the engine to operate with fuel having a cetane number as low as 30.

High-Pressure Electronic Fuel Injection for Small-Displacement Single-Cylinder Diesel Engines

2016 ◽  
Vol 138 (10) ◽  
Author(s):  
Andrew L. Carpenter ◽  
Robert E. Mayo ◽  
Jerald G. Wagner ◽  
Paul E. Yelvington
Keyword(s):  
High Pressure ◽  
Diesel Engines ◽  
Fuel Injection ◽  
Cetane Number ◽  
Injection Pressure ◽  
Injection System ◽  
Orifice Diameter ◽  
Small Displacement ◽  
Single Cylinder ◽  
Injection Parameters

Small-displacement single-cylinder diesel engines employ mechanically actuated fuel injection systems. These mechanically governed systems, while robust and low cost, lack the ability to fully vary injection parameters, such as timing, pulse duration, and injection pressure. The ability of a particular injection system to vary these injection parameters impacts engine efficiency, power, noise, and emissions. Modern, multicylinder automotive engines employ some form of electronically controlled injection to take advantage of the benefits of fully variable injection, including advanced strategies such as multipulse injections and rate shaping. Modern diesel electronic fuel injection (EFI) systems also operate at considerably higher injection pressures than mechanical fuel systems used in small-bore industrial engines. As the cost of electronic fuel systems continues to decrease and the demand for high-efficiency engines increases, EFI becomes a more viable option for incorporation into small industrial diesel engines. In particular, this technology may be well-suited for demanding and critical applications, such as military power generation. In this study, a small-bore single-cylinder diesel was retrofit with a custom high-pressure EFI system. Compared to the mechanical injector, the electronic, common-rail injector had a 50% smaller orifice diameter and was designed for a fourfold higher injection pressure. The mechanical governor was also replaced with an electronic speed controller. The baseline and modified engines were installed on a dynamometer, and measurements of exhaust emissions, fuel consumption, brake torque, and in-cylinder pressure were made. The electronic injector leads to lower smoke opacity and NOx emissions, while CO and hydrocarbon emissions were observed to increase slightly, likely due to some wall wetting of fuel with the initial prototype injector. Testing with low ignition quality fuels was also performed, and the electronic fuel system enabled the engine to operate with fuel having a cetane number as low as 30.

scholarly journals Diagnostics of common rail components based on pressure curves in the fuel rail

2018 ◽  
Vol 173 (2) ◽  
pp. 3-8
Author(s):  
Mirosław KARCZEWSKI ◽  
Krzysztof KOLIŃSKI
Keyword(s):  
High Pressure ◽  
Fuel Injection ◽  
Dynamic Pressure ◽  
Common Rail ◽  
Injection System ◽  
Fuel Injector ◽  
Labview Software ◽  
Cr System ◽  
Data Acquisition Module ◽  
Pressure Changes

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

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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