scholarly journals Experimental Research on the Measurement of High-Pressure Microflow Based on Momentum Principle

2021 ◽  
Vol 2021 ◽  
pp. 1-13
Author(s):  
Hua Xia ◽  
Fuqiang Luo ◽  
Zhong Wang
Keyword(s):  
Fuel Injection ◽  
Flow Coefficient ◽  
Fuel Injector ◽  
Average Flow ◽  
Injection Volume ◽  
Pump Speed ◽  
Injection Pump ◽  
Fuel Injection Pump ◽  
Relative Flow

The fuel injector is an important component of the diesel engine. It has a great influence on the atomization of diesel fuel injection, the formation of mixed gas, and combustion emissions. Due to the current nozzle structure, processing level, and the internal hydraulic conditions of each nozzle, there are certain differences between the injection rules of each hole, and there are few methods to quantify the quality of the injector using mathematical methods in engineering. Based on the principle of spray momentum, this paper measures the injection characteristics of each hole of four five-hole pressureless chamber injectors of the same model and analyzes the circulating fuel injection volume and flow coefficient of each injector and each hole under different working conditions. It is proposed to evaluate the quality of the injector with the average circulating fuel injection volume, average flow coefficient, and nonuniformity as indicators. The test results are as follows: there are differences in the circulating fuel injection volume and flow coefficient between each hole of the same fuel injector. With the increase of the fuel injection pump speed, the average circulating fuel injection volume of each hole differs by 2.8%–47.5%, and the average flow coefficient differs by 3.7%–30%; as the fuel injection volume increases, the average circulating fuel injection volume of each injector differs 1.8%–36%, and the average flow coefficient difference is 2.5%–28.7%. The circulating fuel injection volume and flow coefficient of different fuel injectors of the same model are different. With the increase of the fuel injection pump speed, the average circulating fuel injection volume of each injector differs by 3.5%–9.6%, and the average flow coefficient differs by 1.4%–5.7%; as the fuel injection volume increases, the average circulating fuel injection volume of each injector differs 0.3%–5.5%, and the average flow coefficient difference is 2.8–4.2%. The relative flow coefficient of each hole differs from 0 to 0.02, and the nonuniformity differs from 1.8% to 16.9%. The relative circulating fuel injection amount of each hole differs from 0.02 to 0.1, and the nonuniformity differs from 1.1% to 6.9%. The relative flow coefficient of each hole and its nonuniformity is smaller than the relative circulating fuel injection volume of each hole and its nonuniformity.

Simulation and Measurement of Fuel Injection Quantity Based on TB4P

2014 ◽  
Vol 26 (1) ◽  
pp. 34-39 ◽  
Author(s):  
Dongmin Li ◽  
◽  
Jianzhong Zhang ◽  
Jianjun Yuan ◽  
FancanGuo ◽  
...  
Keyword(s):  
Relative Error ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Valve Lift ◽  
Needle Valve ◽  
Fuel Injector ◽  
Injection Pump ◽  
Injection Quantity ◽  
Fuel Injection Pump ◽  
Fuel Injection Pressure

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.

scholarly journals Root Cause Detection for Excess Control Rod Vibration in Fuel Injection Pump Using Shainin Methodology

2018 ◽  
Vol 7 (3.6) ◽  
pp. 364
Author(s):  
Shivdarshan Sherugar ◽  
K Jaychandran
Keyword(s):  
Six Sigma ◽  
Fuel Injection ◽  
Rejection Rate ◽  
Manufacturing Industries ◽  
Control Rod ◽  
Root Cause ◽  
Injection Pump ◽  
Fuel Injection Pump ◽  
Type Fuel

Fuel Injection Pump (FIP) is one of the important component of any engine and any issue related to FIP will directly affect the engine. One such issue is excess vibration at full load in multi-cylinder fuel injection pump. Many problem-solving techniques are used in manufacturing industries to reduce rejection rate caused in production line and to improve quality of a product. This study mainly focuses on shainin methodology integrated with six sigma DMAIC, in which various steps were followed to detect and validate the root cause for causing excess vibration of control rod in A-type fuel injection pump.

Comparison of intake and exhaust throttling for diesel particulate filter active regeneration of non-road diesel engine with mechanical fuel injection pump

2020 ◽  
pp. 146808742092603
Author(s):  
Wonmo Kang ◽  
Sukang Pyo ◽  
Hongsuk Kim
Keyword(s):  
Fuel Consumption ◽  
Diesel Particulate Filter ◽  
Fuel Injection ◽  
Particulate Filter ◽  
Diesel Particulate ◽  
Air Mass ◽  
Filter Regeneration ◽  
Exhaust Temperature ◽  
Injection Pump ◽  
Fuel Injection Pump

Diesel particulate filter regeneration using intake and exhaust throttling is technically simple and economically efficient compared to other methods. The purpose of this study is to investigate not only the reasons for the increase in exhaust temperature during intake or exhaust throttling but also their feasibility as a diesel particulate filter regeneration technology. In this study, a non-road diesel engine having a mechanical fuel injection pump was used for experiments. The changes in exhaust temperatures were measured during intake and exhaust throttling for the no-load maximum revolutions per minute engine condition. The experimental results exhibited that both intake and exhaust throttling reduced the intake air mass flow rate and increased piston pumping, which then increased fuel consumption. These effects were the primary reasons for increasing the temperature of exhaust gases. In particular, intake throttling was more effective than exhaust throttling in terms of reducing the intake air mass flow rate. However, exhaust throttling caused larger pumping losses, resulting in higher fuel consumption. Furthermore, in case of exhaust throttling, engine combustion was possible even at high equivalence ratios because of the larger amounts of residual gases in the combustion chamber. In summary, exhaust throttling is more effective for regenerating a diesel particulate filter at a high temperature than intake throttling. In addition, this study verified the feasibility of diesel particulate filter regeneration using exhaust throttling through analyses of diesel particulate filter regeneration efficiency, fuel consumption, and exhaust concentration when regenerating the diesel particulate filter by increasing the exhaust temperature through exhaust throttling.

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