In this study, the primary breakup of a high-speed diesel jet is investigated using a CFD methodology that combines an LES model with a VOF technique for free surface capture. Inner-nozzle turbulence and cavitation are simplified as the sinusoidal radial velocity with a given amplitude and frequency. The ligament and droplet formation process are captured, the liquid jet is disturbed by the radial velocity, and umbrella-shaped crests are created. Meanwhile, ligaments are formed from the edges of crests because of shear stress and surface tension. We investigate the effect on the characteristics of the surface wave and the liquid structure of different disturbance frequencies and amplitudes. The variation in the disturbance amplitude and frequency facilitates the formation of a variety of liquid structures, such as waves, upstream/downstream-directed bells, and droplet chains. Increasing the disturbance frequency reduces the growth rate of the surface waves of the liquid jet. With an increase in disturbance amplitude, the amplitude of surface waves evidently increases. Furthermore, as the disturbance frequency and amplitude increase, the thickness and Weber number of the radial liquid sheet decrease, and this causes the ligament diameter of the primary breakup to become small. Finally, the primary breakup time is investigated, and the time scale of the liquid jet primary breakup decreases as the disturbance amplitude increases, which indicates that an increase in the disturbance amplitude promotes the atomization of a disturbed liquid jet.

The fuel injector is a critical component of the internal combustion engine. The diameters of the injector nozzle and the control chamber’s oil inlet and outlet are generally between 0.2 and 0.5 mm, which are typical microchannel structures. During high-pressure injection, the cavitation phenomenon in the channel seriously affects the reliability of the internal combustion engine. The choice of turbulence and cavitation models is the key to investigate the cavitation in the microchannel by using numerical methods. Based on the Winklhofer microchannel fuel experiment, five representative turbulence models were used to construct a microchannel model, and the results were compared and analyzed with the experiment. The results show that the pressure gradient values obtained from the combination of RNG k-ε and ZGB models were similar to the experimental data, with an error of less than 6%. The cavitation distribution calculated from the combination of LES and ZGB models was most consistent with the experimental observation data. The outlet mass flow rate obtained from the LES and ZGB models matched the trend of the experimental data in the pressure difference range of 19 bar to 85 bar, with an error of less than 2%. For the cross-sectional flow rate calculation, the RNG k-ε and ZGB models had the smallest calculation errors, with errors below 11%.

This study investigates a prediction model for the cycle injection quantity in a high-pressure common rail injector under a transient thermal boundary. The results show that the transient temperature increase curve calculated by the mathematical model of the common rail injector under adiabatic flow is significantly different from the experimental data. A non-isothermal model of the injector coupled with heat transfer is established, which considers the actual heat transfer phenomenon. The excellent agreement between the new calculation results and the experimental data confirms that the fuel injection process of a common rail injector comprises the coupled phenomena of fuel heating and heat transfer. Based on the established simulation model, it is found that in the continuous injection process of the injector, owing to the thermal effect of injection, the cycle injection quantity decreases gradually with an increase in the injector working time and then stabilizes. Under the condition of an injection pulse width of 1.2 ms and frequency of 100 Hz, when the injection pressure increases from 140 MPa to 300 MPa, the reduction in the cycle injection quantity increases from 3.9% to 7.8%, because the higher injection pressure results in higher transient heat at the nozzle holes. In the work of common rail injector assemblies, to achieve more accurate control of the cycle injection quantity, it is necessary to include the correction of a decreasing cycle injection quantity caused by transient heat in the electronic control system.