Effect of Nozzle hole Geometry on a HSDI Diesel Engine-Out Emissions

Singh, Inderpal; Zhong, Lurun; Lai, Ming‐Chia; Henein, Naeim A.; Bryzik, Walter

doi:10.4271/2003-01-0704

Cited by 14 publications

(6 citation statements)

References 39 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…A Reynolds number of 100, which represents a laminar flow, was simulated in this analysis. The Reynolds number can be calculated as shown in equation (5).…”

Section: Discussionmentioning

confidence: 99%

“…The internal hole shape is believed to influence the spray and performance of fuel injection nozzles. Research has been carried out on the effects that hydroerosive grinding and nozzle hole geometry can have on cavitation and flow within the nozzle [3][4][5][6][7]. A higher spray tip speed can be achieved with a nozzle that has been processed by hydroerosive grinding compared to one that has a sharp edge [8].…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Improving the geometry and quality of a micro-hole fuel injection nozzle by means of hydroerosive grinding

Diver¹,

Atkinson

Befrui

et al. 2007

Proceedings of the Institution of Mechanical Engineers, Part B:

View full text Add to dashboard Cite

Hydroerosive grinding of small orifice components often creates a feature known, for the purposes of this paper, as a keyhole. The keyhole is created by undesirable erosion close to the entry of a hole, which results in an asymmetrical geometrical form and poor quality. This paper details how the keyhole problem can be eliminated and applied to diesel fuel injection nozzle manufacture.The hydroerosive grinding process consists of a low viscosity fluid, similar to the viscosity of diesel fuel, containing abrasive particles such as silicon carbide and boron carbide. A fuel injection nozzle tends to have five to seven injection holes ranging in diameter from 100 mm to 200 mm. This fluid is passed through the injection holes in a fuel injection nozzle to calibrate the nozzle flowrate, improve surface finish, pre-age the nozzle radius and microdeburr the hole edge at the fuel inlet, and to improve the flow efficiency of the hole. The paper addresses problems associated with hydroerosive grinding, such as the keyhole feature and asymmetrical holes, and describes a solution to eliminate the keyhole effect and to increase the flowrate of the nozzle without resulting in poor hole geometry. The paper contains a study on the process development, understanding of the two-phase flow characteristics, and practical implementation of the technique.

show abstract

“…A Reynolds number of 100, which represents a laminar flow, was simulated in this analysis. The Reynolds number can be calculated as shown in equation (5).…”

Section: Discussionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Improving the geometry and quality of a micro-hole fuel injection nozzle by means of hydroerosive grinding

Diver¹,

Atkinson

Befrui

et al. 2007

Proceedings of the Institution of Mechanical Engineers, Part B:

View full text Add to dashboard Cite

show abstract

“…From the literature, it is found that rather expensive techniques are available to combat pollution problems in comfort vehicles and it is found essential to develop an economical technology for small passenger vehicles with minimum modifications [18][19][20][21]. Moreover, the engine manufactures are also facing serious challenges to keep their industries alive and making modifications in the products, so as to comply with periodic changes in the emission norms.…”

Section: Introductionmentioning

confidence: 99%

Development of variable timing fuel injection cam for effective abatement of diesel engine emissions

Rao

Kaleemuddin²

2011

Applied Energy

View full text Add to dashboard Cite

“…Increasing fuel injection pressure [3] and optimal use of exhaust gas recirculation [4] (among other combustion controls) can significantly reduce the engine-out PM. However, it is anticipated that, even with in-cylinder methods, exhaust gas after-treatment will be needed to achieve future PM emission legislative targets [5].…”

Section: Introductionmentioning

confidence: 99%

“…Increasing awareness of the health impacts of diesel engine particulate matter (PM) emissions [1,2] has led to stringent legislation limiting the engine-out quantities of PM emitted from automotive sources. Increasing fuel injection pressure [3] and optimal use of exhaust gas recirculation [4] (among other combustion controls) can significantly reduce the engine-out PM. However, it is anticipated that, even with in-cylinder methods, exhaust gas after-treatment will be needed to achieve future PM emission legislative targets [5].…”

Section: Introductionmentioning

confidence: 99%

Correcting mass measurement of diesel particulate filters at non-ambient temperatures

Williams

Garner

2009

Proceedings of the Institution of Mechanical Engineers, Part D:

View full text Add to dashboard Cite

• This is an article from the journal, Proceedings of the In- Abstract: Diesel particulate filters (DPFs) are becoming a widespread method for reducing the particulate matter (PM) emissions from both on-highway and off-highway automotive diesel engines. Mass measurements of DPFs are commonly used to determine rapidly both the amount of PM trapped by the filter and the amount regenerated (removed) by regeneration systems. To avoid issues with adsorption of atmospheric water the filters are often weighed at elevated temperatures. It is shown in this work that at elevated temperatures the filters weigh less than at lower temperatures as a direct result of the buoyant hot air within the filter substrate. This study shows that consideration of the buoyancy forces allows for correction of the mass measurement for the errors relating to the non-ambient temperature of the filter, allowing mass measurements at elevated temperatures while avoiding adsorption of atmospheric water on to the filter substrate and, therefore, improving the accuracy of mass-measurement-based studies of filtration and regeneration performance of DPFs. It is demonstrated that a filter with approximately 85 per cent overall porosity weighed at 150 uC in ambient temperatures will have an error of about 0.3 g/l (typically about 10 per cent of the trapped PM mass) in the mass measurement when not correcting for the temperature. By way of an example, this is shown to have potentially an important effect on the calculated trapped PM.

show abstract

Effect of Nozzle hole Geometry on a HSDI Diesel Engine-Out Emissions

Cited by 14 publications

References 39 publications

Improving the geometry and quality of a micro-hole fuel injection nozzle by means of hydroerosive grinding

Improving the geometry and quality of a micro-hole fuel injection nozzle by means of hydroerosive grinding

Development of variable timing fuel injection cam for effective abatement of diesel engine emissions

Correcting mass measurement of diesel particulate filters at non-ambient temperatures

Contact Info

Product

Resources

About