Experimental investigation of dwell time characteristics in high-pressure double-solenoid-valve fuel injection system

2019 ◽  
Vol 233 (13) ◽  
pp. 3281-3292
Author(s):  
Dan Xu ◽  
Qing Yang ◽  
Xiaodong An ◽  
Baigang Sun ◽  
Dongwei Wu ◽  
...  
Keyword(s):  
Fuel Injection ◽  
Injection Pressure ◽  
Solenoid Valve ◽  
Injection System ◽  
Fuel Injection System ◽  
Pilot Injection ◽  
Main Injection ◽  
Injection Interval ◽  
The Difference ◽  
Variation Rule

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.

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.

Optimization of operating parameters of an off-road automotive diesel engine running at highway drive conditions using Response Surface Methodology

2020 ◽  
pp. 1-48 ◽  
Author(s):  
Vinod Babu Marri ◽  
K. Madhu Murthy ◽  
G. Amba Prasad Rao
Keyword(s):  
Response Surface Methodology ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Operating Parameters ◽  
Injection Timing ◽  
Boost Pressure ◽  
Pilot Injection ◽  
Injection Quantity ◽  
Main Injection ◽  
Fuel Injection Pressure

Abstract The typical tradeoff between the two major emissions from compression ignition (CI) engines, smoke and oxides of nitrogen, is the unresolved challenge to the researchers. Techniques like engine downsizing, lowering intake oxygen concentration, multiple injections, use of retarded injection timings and higher injection pressures, etc. are widely employed for the alleviation of these harmful emissions. The influence of variation of fuel injection pressure (FIP), boost pressure, pilot injection timing (PIT), pilot injection quantity (PIQ) and main injection timing (MIT) are experimentally investigated in the present work. Mahindra mHawk four-cylinder diesel engine with provisions of a variable-geometry turbocharger (VGT), exhaust gas recirculation (EGR), and common-rail direct injection (CRDi) is chosen for the experimentation. Test runs are conducted at 1750 rpm and 80.3 N.m (4.6 bar bmep) corresponding to highway drive conditions, using 10 % EGR. Response surface methodology is employed for the design of experiments and to analyze the experimental data. Multi-objective response optimization is carried out to optimize engine-operating parameters that give desired performance and engine-out emissions. Confirmatory tests are conducted at design conditions to validate the results predicted by the model. This study reveals that the optimum performance and emission characteristics could be obtained using 120 kPa boost pressure; 61.1 MPa fuel injection pressure; 11.5 % pilot injection quantity with pilot injection at 332 °CA and main injection at 359 °CA.

Effects on Locomotive Diesel Engine Performance by Selecting Solenoid Valve Parameters

2011 ◽  
Vol 467-469 ◽  
pp. 140-145
Author(s):  
Ming Hai Li ◽  
Feng Jiang
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Engine Performance ◽  
Solenoid Valve ◽  
Optimal Combination ◽  
Injection System ◽  
Fuel Injection System ◽  
Drive Current ◽  
Experimental Values ◽  
Locomotive Diesel

Solenoid valve is the key component to determine the performance of electronic fuel injection system for the diesel engine. By theoretically analyzing the characteristics of solenoid valve driver, we found out that one of the factors that affect the closing and opening speed of solenoid valve is drive current. In this paper, GT-Flow software is used to simulate and analyze the drive current, and come to the optimal combination of current. The selected drive current is used to analyze the emission performance of 16V265H diesel engine, to determine the best advance angle for fuel supply, and to compare the simulation results with the experimental values.

Experimental Study on the Adhering Fuel Film of the Impinged N-Butanol-Diesel Blends

2016 ◽  
Author(s):  
Hongsheng Zhang ◽  
Xingyu Liang ◽  
Hanzhengnan Yu ◽  
Yuesen Wang ◽  
Chen Weijian
Keyword(s):  
Fuel Injection ◽  
Measurement Instrument ◽  
Volume Ratio ◽  
Injection Pressure ◽  
Thickness Measurement ◽  
Injection System ◽  
Lubricating Oil ◽  
Fuel Film ◽  
The Difference ◽  
Rate Of Evaporation

In this paper, the characteristics of the adhering fuel film after a spray impingement for the n-butanol-diesel blending fuels have been investigated under different injection pressures (60MPa, 80MPa, 100MPa, and 120MPa) and impingement angles (45°, 60°, 75° and 90° ). The blending fuels include the n-butanol (10%)-diesel (90%) volume ratio (B10), the n-butanol (20%)-diesel (80%) (B20) and the n-butanol (30%)-diesel (70%) (B30). The applied diesel is the commercial No. 0 diesel fuel. A cold rolling flat steel plate with a dry surface (Dry wall) and a plate coated with lubricating oil on its surface (Wet wall) were used as an impingement wall. Adhering ratio of each impinged fuel was calculated from the measurement with a precision balance, the adhering fuel film morphology data were captured using an oil film thickness measurement instrument. All experiments were conducted through a common-rail high-pressure fuel injection system where a single-hole nozzle is employed under the normal temperature and pressure. The experimental results demonstrate that the increase of the injection pressure leads to a lower adhering fuel ratio and a smaller distribution of the thick film regions. Meanwhile, with the reduction of the impingement angle, the oil on the wall shows the shape of droop with a thinner fuel film and the adhering fuel ratios decline gradually. The ratio of the adhered oil of B30 is lowest among the three blends, but the difference of their mean thickness on the wet wall is not huge and there is a large central thinner area for the film of B20 on the dry wall which means the faster rate of evaporation.

scholarly journals Dynamic characteristics of the nozzle opening pressure based on the fluid–structure interaction for a double-solenoid-valve fuel injection system

2016 ◽  
Vol 231 (11) ◽  
pp. 1589-1602 ◽  
Author(s):  
Xiaodong An ◽  
Xinghua Liu ◽  
Baigang Sun
Keyword(s):  
Fuel Injection ◽  
Solenoid Valve ◽  
Injection System ◽  
Fuel Injection System ◽  
Opening Pressure ◽  
Structure Interaction ◽  
Piston Pair ◽  
Initial Fuel ◽  
Nozzle Opening Pressure ◽  
Nozzle Opening

The nozzle opening pressure of fuel injection systems affects the initial fuel atomization, the fuel injection quantity, the emission characteristics and the operation stability of diesel engines. This paper presents an investigation on the dynamic characteristics of the nozzle opening pressure for a double-solenoid-valve fuel injection system. A numerical model for the nozzle opening pressure based on the fluid–structure interaction theory is established, including the models for the physical properties of the fuel, the leakage rate of the piston pair and the elastic deformation of the piston chamber and the piston pair. Also, experiments were carried out to validate the proposed model. Good agreement was found between the simulated results and the measured results. Based on this model, the effects of some factors on the nozzle opening pressure are analysed. The results show that the rotational speed of the cam, the initial clearance of the piston pair and the sealing length of the piston pair have slight effects on the nozzle opening pressure but that the diameter of the piston, the initial fuel temperature and the residual volume greatly influence the nozzle opening pressure.

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