Diesel Spray Characterization at Ultra-High Injection Pressure of DENSO 250 MPa Common Rail Fuel Injection System

2017 ◽  
Author(s):  
Qinglin Xu ◽  
Min Xu ◽  
David Hung ◽  
Shengqi Wu ◽  
Xue Dong ◽  
...  
Keyword(s):  
Fuel Injection ◽  
Injection Pressure ◽  
Common Rail ◽  
Injection System ◽  
Diesel Spray ◽  
Fuel Injection System ◽  
High Injection ◽  
High Injection Pressure ◽  
Spray Characterization

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.

Biodiesel Combustion and Emissions in Engines Using Modern Common-Rail Fuel Injection Systems

2008 ◽  
Author(s):  
Prashanth K. Karra ◽  
Matthias K. Veltman ◽  
Song-Charng Kong
Keyword(s):  
Fuel Injection ◽  
Injection Pressure ◽  
Exhaust Gas Recirculation ◽  
Common Rail ◽  
Injection System ◽  
Injection Timing ◽  
Fuel Injection System ◽  
Nox Emissions ◽  
Exhaust Gas ◽  
Gas Recirculation

This study performed experimental testing of a multi-cylinder diesel engine using different blends of biodiesel and diesel fuel. The engine used an electronically-controlled common-rail fuel injection system to achieve a high injection pressure. The operating parameters that were investigated included the injection pressure, injection timing, and exhaust gas recirculation rate. Results showed that biodiesel generally reduced soot emissions and increased NOx emissions. The increase in NOx emissions was not due to the injection timing shift when biodiesel was used because the present fuel injection system was able to give the same fuel injection timing. At high exhaust gas recirculation rates, emissions using regular diesel and 20% biodiesel blends are very similar while 100% biodiesel produces relatively different emission levels. Therefore, the increase in NOx emissions may not be a concern when 20% biodiesel blends are used with high exhaust gas recirculation rates in order to achieve low temperature combustion conditions.

Organization of the Six-Cylinder Tractor Diesel Working Process

2021 ◽  
Vol 13 (4) ◽  
Author(s):  
Heorhi Kukharonak ◽  
◽  
Mikhail Klesso ◽  
Andrei Predko ◽  
Dmitry 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 the organization of the six-cylinder diesel engines (with a power of 116 and 156 kW) working process with exhaust gas recirculation. The following systems and components were used in the experimental configuration of the engine: Common Rail BOSСH accumulator fuel injection system with an injection pressure of 140 MPa equipped with electro-hydraulic injectors with 7-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 and 67.5 mm; cylinder heads providing a 3-4 swirl ratio for Common Rail system, 3.5-4.5 for mechanical injection system; recirculation rate was set by gas throttling before the turbine using original design rotary valve. The tests were conducted at characteristic points of the NRSC cycle: minimum idle speed 800 rpm, maximum torque speed 1600 rpm, rated power speed 2100 rpm. It is established: achievement of emission standards for the 116 kW diesel engine is possible with the use of direct-acting fuel equipment and a semi-open combustion chamber; on the 156 kW diesel - using the Low Cost type common Rail fuel supply system and an open combustion chamber.

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.

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