Models for Design & Selection of Injection System - II

P M V Subbarao Professor Mechanical Engineering Department

Mathematical Tools for Sizing of Hard Ware As per the Need.

Schematic of a diesel spray & flame with temperatures and chemistry

Component of Design Model

The Global design model contains the following submodels: spray development, Air entrainment and mixing, Droplet evaporation, Heat transfer of a zone, Combustion and thermodynamic calculation, NOx formation, Calculation of gas properties Chemical equilibrium compositions.

Model to Design a Spray

SOI : 11o BTDC

Impingement of Spray
After the fuel jet has impinged the opposite chamber wall, the movement of the wall jet is complicated. Many experimental formulae have been suggested in the design methodologies. One such formulae used to calculate the velocity of the zone that has impinged on the wall :

The initial wall velocity uw0 is estimated according to the potential jet theory. The absolute velocity is invariant along the streamline. The initial wall penetration sw0 is estimated according to the situation of the impingement point The velocity of the fuel zone reaching the point (, s) is

The penetration of each zone is calculated by integrating the zonal velocity. ce is the entrainment factor.

Spray Velocity Distribution in A Two Hole Nozzle Effect of Swirl

Spray Velocity Distribution in A Two Hole Nozzle Effect of Swirl

Air entrainment and mixing

The rate of air entrainment into each zone is calculated on the basis of the momentum conservation principle. The rate of entrainment relates not only to the fuel but also to the airfuel ratio in the quiescent combustion chamber. It is observed that the rate of air entrainment increases with the increase of airfuel ratio in the cylinder. The entrainment factor ce is linearly related to the equivalence airfuel, .

Where a and b are constants for a certain engine type.

 u The relation takes some account of incomplete mixing for low airfuel ratios. The relationship given above also improves the predictive ability of the model for transient operating conditions, for which the airfuel ratio is low and the fresh air in the cylinder may be consumed by entrainment of fuel zones.

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.

Development of Injection Pressure & Injection System in CI Engines

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.

Diesel fuel injection nozzles

Sac type

VCO-type

The holes in a modern injection system are very small, typically 50 250 m, and they are manufactured using a complicated EDM (Electro Discharge Machining) process.

Mass flow rate through Nozzle

m f C D An 2 f p

m f CD An

d 2 f p 360N

Coefficient of Discharge

Nuricks Number, K

p1 pv K p1 p2

pv is the vapor pressure of the fuel.

Optimal Design of Nozzle Hole