Design of Driving Circuit of Solenoid Valve for High Pressure Common Rail Diesel Engine Injector

2012 ◽  
Vol 562-564 ◽  
pp. 1054-1057
Author(s):  
Jun Wang ◽  
Yong Hui Jia ◽  
Bing Jie Zu
Keyword(s):  
High Pressure ◽  
Diesel Engine ◽  
Pulse Width ◽  
High Speed ◽  
Simulation Analysis ◽  
Solenoid Valve ◽  
Common Rail ◽  
Experimental Results ◽  
Drive Circuit ◽  
Driving Circuit

Based on the BOSCH injector for research object, driving circuit is adopted the "dual voltage" adjustable pulse width driven model. Using the method of combining simulation analysis and correlation calculation, the key parameters in the boost circuit and the logical drive circuit is studied and selected. Experimental results show that the driver modules meet the needs of high speed solenoid, basically achieved the target.

Design and Simulation of Solenoid Valve Driving Circuit Module for High Pressure Common Rail Diesel Injector

2014 ◽  
Vol 602-605 ◽  
pp. 2645-2648 ◽  
Author(s):  
Jie Hui Li ◽  
Da Wei Liu ◽  
Guo Wei Shi ◽  
Le Sheng Ding ◽  
Guang Yao Zhong
Keyword(s):  
High Pressure ◽  
Diesel Engine ◽  
Control Unit ◽  
Current Mode ◽  
Solenoid Valve ◽  
Common Rail ◽  
Practical Application ◽  
Drive Circuit ◽  
Driving Circuit ◽  
High Pressure Common Rail

According to the principle of BOOST and working characteristics of current mode PWM control chip UC3842, a drive circuit of injector solenoid valve was designed for high pressure common rail diesel engine, and simulation model of drive circuit was build with full use of Multisim. Through the simulation of that model and the practical application of the circuit, the results of comparison show that the design of injector solenoid valve drive circuit is reliable and can meet the working demands of high pressure common rail diesel engine, which provides a theoretical basis and practical application for hardware design of high pressure common rail diesel engine control unit.

Design of Intelligent Driving Module for High Pressure Common Rail

2013 ◽  
Vol 344 ◽  
pp. 182-185 ◽  
Author(s):  
Yong Zhi Zhang ◽  
Zhe Zuo ◽  
Bo Lan Liu
Keyword(s):  
High Pressure ◽  
Fuel Injection ◽  
Solenoid Valve ◽  
Common Rail ◽  
Experimental Results ◽  
Injection System ◽  
Fuel Injection System ◽  
Peak Current ◽  
Driving Circuit ◽  
High Pressure Common Rail

This paper proposed a kind of intelligent driving module based on the requirements of high pressure common rail fuel injection system. Many functions of this module were designed such as current multiply holding , boosting and energy recovering. This module occupies less microcontroller resources and makes injectors solenoid valve pull more smoothly. The experimental results show that the solenoid valves peak current can achieve to 20A within 0.1 ms and the storage capacitys potential was not changed significantly. This intelligent driving module could achieve the requirements of high pressure common rail driving circuit.

Research on Fast Driving Control Technology of Electric-Control Injector for Marine High Pressure Common Rail Diesel

2014 ◽  
Vol 672-674 ◽  
pp. 1568-1573
Author(s):  
Yan Feng Kong ◽  
Guang Yao Ouyang ◽  
Zhen Ming Liu ◽  
Lu Li
Keyword(s):  
High Pressure ◽  
Low Voltage ◽  
Fast Response ◽  
Solenoid Valve ◽  
Common Rail ◽  
Time Sharing ◽  
Marine Diesel ◽  
Driving Circuit ◽  
Dual Power ◽  
High Pressure Common Rail

Based on the analyses of the current solenoid valve driving circuits in marine diesel, a new type of dual-power double-maintain injector driving circuit is designed for marine high-pressure common-rail diesel. The circuit uses BOOST high voltage (80V) and storage battery low voltage (24V) to make up of dual-power time-sharing driver, which achieves automatic PWM feedback modulation of the solenoid valve injection current from the hardware. Experiments were carried out on a certain type of injector, the results showed that: the driving circuit had fast response time, only 0.045ms from zero to 22A of the solenoid valve current was required; the peak value of driving current has a good consistency, parameters including peakvalue current altitude, lasting time, maintain current altitude and maintain current lasting time could be adjusted flexibly. Besides, the circuit could be flexibly configured without occupying MCU resources.

The Study on Control Strategy of Rail Pressure in the Starting Process for Common Rail Diesel Engine

2012 ◽  
Vol 588-589 ◽  
pp. 273-277
Author(s):  
Xian Qiang Liu ◽  
Jia Yi Du ◽  
Yin Nan Yuan ◽  
Lei Zhu
Keyword(s):  
High Pressure ◽  
Diesel Engine ◽  
Control Strategy ◽  
Engine Speed ◽  
Initial Period ◽  
Common Rail ◽  
Experimental Results ◽  
Rail Pressure ◽  
Idle Speed ◽  
Starting Process

The analysis on the characteristics of each period in the starting process for common rail diesel engine was carried out. Rail pressure simulation model in the starting process was set by Matlab/Simulink. And rail pressure was tested in 4JB1 high pressure common rail diesel engine. The experimental results showed that idle rail pressure and engine speed fluctuated severely. Solution to correction of duty of metering unit(MeUn) at initial period was proposed, and effect of dragged laps on duty of MeUn was added in control strategy. The improved experimental results showed that amplitude of rail pressure fluctuation was very small and idle speed was no longer overshoot. The performance of diesel engine in the starting process has been greatly improved.

Experimental Study of Spray Penetration under High Pressure Common Rail Condition

2011 ◽  
Vol 347-353 ◽  
pp. 66-69
Author(s):  
Jian Xin Liu ◽  
Song Liu ◽  
Hui Yong Du ◽  
Zhan Cheng Wang ◽  
Bin Xu
Keyword(s):  
High Pressure ◽  
High Speed ◽  
Injection Pressure ◽  
Electronic System ◽  
Common Rail ◽  
Spray Penetration ◽  
Jet Breakup ◽  
Secondary Breakup ◽  
Breakup Time ◽  
High Pressure Common Rail

The fuel spray images were taken with an equipment (camera-flash-injection) which has been synchronized with a purpose made electronic system under the condition of the high pressure common rail in two injection pressure has been expressed in this paper. It is discovered when fitting spray tip penetration that after jet breakup for a period of time, the spray tip begin to slow down rapidly, and the speed of spray tip running becomes smooth. Hiroyasu and other traditional tip penetration fitting formula are fitting larger to this phase. This is because that after jet breakup, the secondary breakup of striker particles will occur under the influence of the aerodynamic, surface tension and viscosity force. Therefore, a spray penetration fitting formula containing secondary breakup time to fit penetration in three sections was proposed in this paper. Results show that when pressure difference increase, both first and second breakup time become earlier. The former is because of gas-liquid relative velocity increasing, while the latter is due to high speed interface movement acceleration increasing.

scholarly journals Effects of Plateau Environment on Combustion and Emission Characteristics of a Plateau High-Pressure Common-Rail Diesel Engine with Different Blending Ratios of Biodiesel

Energies ◽  
2022 ◽  
Vol 15 (2) ◽  
pp. 550
Author(s):  
Guohai Jia ◽  
Guoshuai Tian ◽  
Daming Zhang
Keyword(s):  
High Pressure ◽  
Diesel Engine ◽  
Heat Release ◽  
Mass Fraction ◽  
Combustion Temperature ◽  
Common Rail ◽  
Maximum Temperature ◽  
Emission Characteristics ◽  
Mass Fractions ◽  
Maximum Combustion Temperature

Taking a plateau high-pressure common-rail diesel engine as the research model, a model was established and simulated by AVL FIRE according to the structural parameters of a diesel engine. The combustion and emission characteristics of D, B20, and B50 diesel engines were simulated in the plateau atmospheric environment at 0 m, 1000 m, and 2000 m. The calculation results show that as the altitude increased, the peak in-cylinder pressure and the cumulative heat release of diesel decreased with different blending ratios. When the altitude increased by 1000 m, the cumulative heat release was reduced by about 5%. Furthermore, the emission trend of NO, soot, and CO was to first increase and then decrease. As the altitude increased, the mass fraction of NO emission decreased. As the altitude increased, the mass fractions of soot and CO increased. Additionally, when the altitude was 0 m and 1000 m, the maximum temperature, the mass fraction of OH, and the fuel–air ratio of B20 were higher and more uniform. When the altitude was 2000 m, the maximum temperature, the mass fraction of OH, and the fuel–air ratio of B50 were higher and more uniform. Lastly, as the altitude increased, the maximum combustion temperature of D and B20 decreased, and combustion became more uneven. As the altitude increased, the maximum combustion temperature of B50 increased, and the combustion became more uniform. As the altitude increased, the fuel–air ratio and the mass fractions of OH and NO decreased. When the altitude increased, the soot concentration increased, and the distribution area was larger.

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