Transient states analysis of CI engine injectors with the use of optical methods

Skowron, Maciej; Pielecha, Ireneusz; Wisłocki, Krzysztof

doi:10.1088/1757-899x/148/1/012085

Cited by 7 publications

(6 citation statements)

References 9 publications

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“…The authors of this article, using the gasoline burning systems [27,28], diesel [29][30][31][32] and dual fuel systems [33], used a combustion system with a prechamber for the research and analysis of the gas supply system thermodynamic optimization of a CNG spark ignition engine.…”

Section: Motivationmentioning

confidence: 99%

Turbulent spark-jet ignition in SI gas fuelled engine

et al. 2017

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Abstract. The article contains a thermodynamic analysis of a new combustion system that allows the combustion of stratified gas mixtures with mean air excess coefficient in the range 1.4-1.8. Spark ignition was used in the pre-chamber that has been mounted in the engine cylinder head and contained a rich mixture out of which a turbulent flow of ignited mixture is ejected. It allows spark-jet ignition and the turbulent combustion of the lean mixture in the main combustion chamber. This resulted in a two-stage combustion system for lean mixtures. The experimental study has been conducted using a single-cylinder test engine with a geometric compression ratio  = 15.5 adapted for natural gas supply. The tests were performed at engine speed n = 2000 rpm under stationary engine load when the engine operating parameters and toxic compounds emissions have been recorded. Analysis of the results allowed to conclude that the evaluated combustion system offers large flexibility in the initiation of charge ignition through an appropriate control of the fuel quantities supplied into the pre-chamber and into the main combustion chamber. The research concluded with determining the charge ignition criterion for a suitably divided total fuel dose fed to the cylinder.

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Section: Motivationmentioning

confidence: 99%

Turbulent spark-jet ignition in SI gas fuelled engine

et al. 2017

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“…earlier publications of the authors of this paper [7,8] focused on quantitative analysis of gasoline injection delay, ze względu na bardzo duże częstotliwości i szybkości jej ruchu. Z tych względów tylko nieliczne zespoły badawcze mogą ocenić rzeczywisty ruch iglicy we wtryskiwaczu, a podejmowane badania mają raczej charakter wnioskowania pośredniego.…”

Section: The Research Problemunclassified

“…wcześniejsze prace autorów tego opracowania [7,8] dotyczyły analiz ilościowych opóźnienia wtrysku benzyny, bez uwzględnienie aparatu matematycznego, pozwalającego na opis zależności funkcyjnych. w badaniach tych wykazano, że opóźnienie hydrauliczne (t h ) wtryskiwaczy piezoelektrycznych benzyny wynosi około 90 µs, co stanowi 95% całkowitego opóźnienia (t d ) wtrysku paliwa (przy ciśnieniu paliwa o wartości 5 MPa).…”

Section: Problem Badawczyunclassified

Mathematical models of delaying opening of SIDI injectors formulated on basis of optical tests

2016

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An appropriate moment of the fuel injection start is one of the parameters determining the characteristics of fuel flow from the injector and preparation of fuel-air mixture for combustion. However, knowledge of the characteristics of signals controlling the beginning of the injector opening does not provide enough information about the time of the actual fuel injection, which often leads to incorrect conclusions and decisions in relation to the required changes in the map of injection control. What was undertaken in this research was an attempt to evaluate the delay times of the actual opening of the high-pressure injectors of gasoline in relation to the time of triggering the current control signals opening the solenoid and piezoelectric injectors. The conducted tests take into account the variability of fuel injection pressure and backpressure prevailing in the operational chamber of the engine. To accurately determine the time of actual start of injection, the optical tests analysing the optical image of the tip of the dispenser were used. Such high resolution images were obtained thanks to high-speed filming with a frequency of 250 kHz (Dt = 0.004 ms). Correlation of the results of these analyses with the records of parameters of the fast-varying processes (voltage and current in the injector) allowed determining the times of the electric and hydraulic delay of the injection for piezoelectric and solenoid fuel injectors. Based on a comparison of the results obtained, it was found that the delay time of fuel injection for a piezoelectric injector of gasoline is about 3.5 times shorter than for a solenoid injector. It was also found that for the injection pressure above 10 MPa the delay is constant and does not depend on the pressure of fuel and the medium. Experimentally obtained results of the injection time delay were a basis to formulate mathematical models describing the delay of the actual fuel injection in relation to the signal controlling the opening of the injectors. These models take into account the dependence of the injector reaction on the injection pressure and the backpressure in the operational chamber of the engine. The correctness of the obtained models is confirmed by high values of the coefficient of determination (above 0.84).

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“…Important in this issue is to know the relationship between the energising time and the real fuel injection process [8,11,12] For the driver development design assumptions, it was assumed that the control of this parameter is to be carried out on the basis of the set fuel quantity (Q) and rail pressure (p rail ). The driver based on the programmed algorithm will determine the energising time.…”

Section: Introductionmentioning

confidence: 99%

The experimental determination of the relationship between the energising time of the common rail injector and the set fuel quantity and rail pressure

2017

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Abstract. The article discusses the issue of experimentally determining the relationship between the energising time of the common rail electromagnetic injector and the set fuel quantity and rail pressure. Experimental studies according to the assumed methodology were made on a test bench enabling the dynamic flow rate measurement of the injector. The fuel system mounted on the test bench was controlled by the laboratory CI engine control unit based on the original concept of one of the authors of the article. The results of the experimental studies have made it possible to determine many of the characteristics of the fuel flow rate depending on the specified rail pressure and the energising time of the injector. An analysis was then performed followed by extrapolation of the obtained results. The data obtained from these analyses are the basis for the development of the energising time control algorithm based on a set fuel quantity and rail pressure.

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Transient states analysis of CI engine injectors with the use of optical methods

Cited by 7 publications

References 9 publications

Turbulent spark-jet ignition in SI gas fuelled engine

Turbulent spark-jet ignition in SI gas fuelled engine

Mathematical models of delaying opening of SIDI injectors formulated on basis of optical tests

The experimental determination of the relationship between the energising time of the common rail injector and the set fuel quantity and rail pressure

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