Compression Ignition Engine :

• We will deal with Compression Ignition

engine.
• The ideal diesel cycle PV diagram is
shown in following figure 8.
Figure8: Ideal diesel cycle P-V Diagram.
Figure9: Four strokes of ideal Diesel cycle.
Figure10:Suction stroke
Figure11: Compression stroke
 Four strokes of CI Engine Cycle :
• Intake/Suction Stroke : The same as the intake stroke in an
SI engine with one major difference : no fuel is added to the
incoming air, refer figure 10.
• Compression Stroke : The same as in an SI engine except
that only air is compressed and compression is to higher
pressures and temperature, refer figure11.
• Late in the compression stroke fuel is injected directly
into the combustion chamber, where it mixes with very
hot air.
• This causes the fuel to evaporate and self ignite,
causing combustion to start.
» Combustion is fully developed by TDC and continues at
about constant pressure until fuel injection is complete and
the piston has started towards BDC, refer figure12.
Figure12:Fuel injection and combustion followed by Expansion
stroke .
Figure13: Exhaust stroke followed by exhaust blowdown.
• Expansion/Power stroke : The power stroke
continues as combustion ends and the piston
travels towards BDC, refer figure 12.
• Exhaust blowdown same as with an SI
engine.
• Exhaust stroke : Same as with an SI engine, refer
figure 13.
The Complex Nature of Fuel Injection- Spray
Colour Coded Evolution of Diesel Spray
Onset of The Inevitable Danger
 Fuel Injection In CI Engines

Diffusion Combustion -
smoke

Rapid Combustion -
knock
 First Generation Common Rail Diesel Injection System

The Common Rail Diesel Injection System delivers a more

controlled quantity of atomised fuel, which leads to better fuel
economy; a reduction in exhaust emissions; and a significant
decrease in engine noise during operation.
Second Generation (Electronically Controlled)
CRDI
 Spray Formation

Spray formation is explained as Breakup Mechanism,

described as:
Stretching of fuel ligament into sheets or streams.
Appearance of ripples and protuberances.
Formation of small ligaments or holes in sheets.
Collapse of ligaments or holes in sheets.
Further breakup due to vibration of droplets.
Agglomeration or shedding from large drops.
The flow parameters of a jet:
Jet Reynolds number
Jet weber number
Ohnesorge number
Spray Structure
Distribution of Droplets in A Spray
Distribution of Droplets in A Spray
Distribution of Droplets in A Spray
 Sauter Mean Diameter
The representative diameter is defined as Sauter mean
diameter (SMD).
Introducing the definition of SMD:
 Fuel Injection System
The fuel is to be introduced into the cylinder of a diesel
engine through a nozzle with a large pressure differential
across the nozzle orifice.
The cylinder pressure at injection is typically in the range of 50
to 100 atm.
Fuel injection pressures in the range of 200 to 1700 atm are
used depending on the engine size and type of combustion
system employed.
These large pressure differences across the injector nozzle
are required so that the injected liquid fuel jet will enter the
chamber at sufficiently high velocity to
Atomize into small-sized droplets to enable rapid evaporation
Traverse the combustion chamber in the time available and
fully utilize the air charge.
European Standards
 Types of CI Engine Injection Systems
Fuel-Injection Systems
Unit Injector System (UIS) – Single-Cylinder CI Engine.
Unit Pump System (UPS) – Multi-cylinder CI Engine.
Common Rail Injection System (CRS) – Multi-cylinder CI Engine.
The Unit Injector System (UIS) and the Unit Pump System (UPS)
are among the most significant innovations in this field.
They inject precisely the right amount of fuel individually into
each cylinder, at very high pressure, and at exactly the right
moment in time.
This results in considerably more efficient combustion than is
the case with conventional injection systems.
This, in turn, equates to higher output, less fuel consumption,
and lower levels of noise and exhaust-gas emissions.
Unit Injector System
Functional Principle of Modern Unit Injection
System
Actuation of Solenoid Valve
Actuation of Injector Nozzle
Unit Pump Diesel Injection System
 Common Rail Diesel Injection System

The Common Rail Diesel Injection System delivers a more

controlled quantity of atomised fuel, which leads to better fuel
economy; a reduction in exhaust emissions; and a significant
decrease in engine noise during operation.
 Common rail diesel injection system
In the Common Rail system, an accumulator, or rail, is
used to create a common reservoir of fuel under a
consistent controlled pressure that is separate from
the fuel injection points.
A high-pressure pump increases the fuel pressure in the
accumulator up to 1,600 bar .
The pressure is set by the engine control unit and is
independent of the engine speed and quantity of fuel
being injected into any of the cylinders.
The fuel is then transferred through rigid pipes to the fuel
injectors, which inject the correct amount of fuel into
the combustion chambers.
 Injectors for CRDI

The injectors used in Common Rail systems are triggered

externally by an Electronic Diesel Control, or EDC unit.
EDC controls all the engine injection parameters including the
pressure in the fuel rail and the timing and duration of
injection.
Diesel fuel injectors used in Common Rail injection systems
operate differently to conventional fuel injectors used in the
jerk pump system.
Some common rail injectors are controlled by a magnetic
solenoid on the injector.
Hydraulic force from the pressure in the system is used to
open and close the injector, but the available pressure is
controlled by the solenoid triggered by the Electronic Diesel
Control unit.
Some injectors use Piezo crystal wafers to actuate the
injectors.
These crystals expand rapidly when connected to an
electric field.
In a Piezo inline injector, the actuator is built into the
injector body very close to the jet needle and uses no
mechanical parts to switch injector needles.
The electronic diesel control unit precisely meters the
amount of fuel injected, and improves atomization of
the fuel by controlling the injector pulsations.
This results in quieter, more fuel efficient engines; cleaner
operation; and more power output.