Electronically Controlled High Pressure Unit Injector System for Diesel Engines

1991 ◽  
Author(s):  
Pierre Lauvin ◽  
Alf Löffler ◽  
Alfred Schmitt ◽  
Werner Zimmermann ◽  
Walter Fuchs
Keyword(s):  
High Pressure ◽  
Diesel Engines ◽  
Pressure Unit ◽  
Injector System ◽  
Unit Injector

Unit Injector System UIS

2018 ◽  
pp. 51-62
Author(s):  
Thilo Klam ◽  
Andreas Rettich ◽  
David Holzer ◽  
Andreas Koch ◽  
Carlos Alvarez-Avila ◽  
...  
Keyword(s):  
Injector System ◽  
Unit Injector

Comparing Cetane Number Measurement Methods

2020 ◽  
Author(s):  
Riley C. Abel ◽  
Jon Luecke ◽  
Matthew A. Ratcliff ◽  
Bradley T. Zigler
Keyword(s):  
High Pressure ◽  
Diesel Engines ◽  
Ignition Delay ◽  
High Efficiency ◽  
Performance Metrics ◽  
Fuel Injection ◽  
Cetane Number ◽  
Compression Ignition ◽  
Fuel Performance ◽  
Compression Type

Abstract Cetane number is one of the most important fuel performance metrics for mixing controlled compression-ignition “diesel” engines, quantifying a fuel’s propensity for autoignition when injected into end-of-compression-type temperature and pressure conditions. The historical default and referee method on a Cooperative Fuel Research (CFR) engine configured with indirect fuel injection and variable compression ratio is cetane number (CN) rating. A subject fuel is evaluated against primary reference fuel blends, with heptamethylnonane defining a low-reactivity endpoint of CN = 15 and hexadecane defining a high-reactivity endpoint of CN = 100. While the CN scale covers the range from zero (0) to 100, typical testing is in the range of 30 to 65 CN. Alternatively, several constant-volume combustion chamber (CVCC)-based cetane rating devices have been developed to rate fuels with an equivalent derived cetane number (DCN) or indicated cetane number (ICN). These devices measure ignition delay for fuel injected into a fixed volume of high-temperature and high-pressure air to simulate end-of-compression-type conditions. In this study, a range of novel fuel compounds are evaluated across three CVCC methods: the Ignition Quality Tester (IQT), Fuel Ignition Tester (FIT), and Advanced Fuel Ignition Delay Analyzer (AFIDA). Resulting DCNs and ICNs are compared for fuels within the normal diesel fuel range of reactivity, as well as very high (∼100) and very low DCNs/ICNs (∼5). Distinct differences between results from various devices are discussed. This is important to consider because some new, high-efficiency advanced compression-ignition (CI) engine combustion strategies operate with more kinetically controlled distributed combustion as opposed to mixing controlled diffusion flames. These advanced combustion strategies may benefit from new fuel chemistries, but current rating methods of CN, DCN, and ICN may not fully describe their performance. In addition, recent evidence suggests ignition delay in modern on-road diesel engines with high-pressure common rail fuel injection systems may no longer directly correlate to traditional CN fuel ratings. Simulated end-of-compression conditions are compared for CN, DCN, and ICN and discussed in the context of modern diesel engines to provide additional insight. Results highlight the potential need for revised and/or multiple fuel test conditions to measure fuel performance for advanced CI strategies.

The Stress Analysis of New Pressure Piping Model

2011 ◽  
Vol 474-476 ◽  
pp. 1215-1220
Author(s):  
Bin Wang ◽  
Cai Liu ◽  
Xue Li Wu ◽  
Xue Fei Qiao
Keyword(s):  
High Pressure ◽  
Load Capacity ◽  
Compressive Load ◽  
Theoretical Formula ◽  
Pressure Pipe ◽  
Unit Design ◽  
Pressure Pipeline ◽  
New Type ◽  
Pressure Unit ◽  
Development Tendency

High-pressure becomes the high pressure unit design main consideration factor to compressive load capacity, security, efficiency, economic and manufacturing process of high-pressure equipment. This article proposes a new pressure piping according to the current high-voltage device development tendency and the future requirement. This new type of pressure pipe can be simplified for pipe casing model. Firstly we establish single, double and multilayer pressure piping model. We push out the multilayer pressure pipe stress formula according to stress situation of the analysis of the knowledge of mechanics of each model. We get this pressure piping withstand by the most intrinsic pressure enhance obviously under each layer within the radius of the cylinder reach the initial limitation of materials and other parameters of model are same through the comparison of the theoretical formula calculation with other general. Pressure pipeline calculated value. The multi-layer pressure piping system's circum radius are smaller than other piping with other pressure piping withstand the same most intrinsic pressure and the most interior radius are the same situation.

Dual-Stage Turbocharger Matching and Boost Control Options

2008 ◽  
Author(s):  
Byungchan Lee ◽  
Dohoy Jung ◽  
Dennis Assanis ◽  
Zoran Filipi
Keyword(s):  
High Pressure ◽  
Diesel Engines ◽  
Pressure Ratio ◽  
Boost Pressure ◽  
High Pressure Turbine ◽  
Multi Stage ◽  
Bypass Valve ◽  
Dual Stage ◽  
Engine System ◽  
The Impact

Diesel engines are gaining in popularity, penetrating even the luxury and sports vehicle segments that have traditionally been strongly favored gasoline engines as the performance and refinement of diesel engines have improved significantly in recent years. The introduction of sophisticated technologies such as common rail injection (CRI), advanced boosting systems such as variable geometry and multi-stage turbocharging, and exhaust gas after-treatment systems have renewed the interest in Diesel engines. Among the technical advancements of diesel engines, the multi-stage turbocharging is the key to achieve such high power density that is suitable for the luxury and sports vehicle applications. Single-stage turbocharging is limited to roughly 2.5 bar of boost pressure. In order to raise the boost pressure up to levels of 4 bar or so, another turbocharger must be connected in series further multiplying the pressure ratio. The dual-stage turbocharging, however, adds system complexity, and the matching of two turbochargers becomes very costly if it is to be done experimentally. This study presents a simulation-based methodology for dual-stage turbocharger matching through an iterative procedure predicting optimal configurations of compressors and turbines. A physics-based zero-dimensional Diesel engine system simulation with a dual-stage turbocharger is implemented in SIMULINK environment, allowing easy evaluation of different configurations and subsequent analysis of engine system performance. The simulation program is augmented with a turbocharger matching program and a turbomachinery scaling routine. The configurations considered in the study include a dual-stage turbocharging system with a bypass valve added to the high pressure turbine, and a system with a wastegate valve added to a low-pressure turbine. The systematic simulation study allows detailed analysis of the impact of each of the configurations on matching, boost characteristics and transient response. The configuration with the bypass valve across high pressure turbine showed better results in terms of both steady state engine torque and transient behavior.

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