The injection rate curve is an important input parameter in the thermodynamic diagnosis and in the predictive models, and it can also be used to simulate fuel sprays under different operating conditions. In this work, a zero-dimensional fuel injection rate model is proposed from experimental data obtained from a common-rail injection system with two solenoidoperated injectors. The model proposed is a useful tool when the internal component's dimensions of the injector are unknown. The presented model only requires the injection pressure, the injector energization signal, the total fuel mass consumed per stroke, the geometry and the holes number of the fuel injector and, finally, some physical properties of fuel. The model has been applied to two different solenoid-operated injectors and two fuels. The comparative results between the experimental and the modelled fuel injection rate show excellent results despite the simplicity of the experimental data requirements. The effects of the introduction of the modelled and measured fuel injection rate in a thermodynamic diagnostic tool are shown. This proposed model can be a useful, simple and alternative tool for estimating rates of injection without the need to carry out a test of the rate of injection. *Revised Manuscript with No Changes Marked Click here to view linked References
This research paper presents a comparative experimental study for determining the functionality of a common-rail injection system used in light-duty diesel vehicles. Two Bosch fuel-injection systems were chosen to be tested using a low sulphur diesel fuel and an ethanol-diesel blend (7.7% v/v). Both systems were composed of a high-pressure injection pump Bosch (320 CDI), a common-rail and a Bosch piezoelectric fuel injector, and were tested during an accelerated durability test. In both cases, the injection systems were mounted in an injection test bench and run for 12 hours/day for 600 hours. An injection pressure of 1500 bar, a pump rotation speed of 2500 min 21 and an injection time of 1 ms were selected to simulate critical engine operating conditions. The selected test conditions were equivalent to driving a lightduty vehicle for over 120,000 km. This work employed several analysis equipment and techniques, including a surface tester for surface roughness characterization of the elements, an optical microscope for observation of the workpiece surface microstructure, a shadow comparator for geometrical characterization of elements, an analytical balance for weighing parts and, finally, a scanning electronic microscopy to determine nozzle dimensions. In both cases, the total fuel delivery was determined using an injection test bench. Results show that the use of the ethanol-diesel blend tested produced a similar effect on the durability of the injection pump parts as that produced when using diesel fuel. However, the effect on the injector nozzle was dissimilar.
In this work a methodology is proposed for measurement and analysis of gaseous emissions and particle size distributions emitted by a diesel city bus during its typical operation under urban driving conditions. As test circuit, a passenger transportation line at a Spanish city was used. Different ways for data processing and representation were studied and, derived from this work, a new approach is proposed. The methodology was useful to detect the most important uncertainties arising during registration and processing of data derived from a measurement campaign devoted to determine the main pollutant emissions. A HORIBA OBS-1300 gas analyzer and a TSI engine exhaust particle spectrometer were used with 1 Hz frequency data recording. The methodology proposed allows for the comparison of results (in mean values) derived from the analysis of either complete cycles or specific categories (or sequences). The analysis by categories is demonstrated to be a robust and helpful tool to isolate the effect of the main vehicle parameters (relative fuel–air ratio and velocity) on pollutant emissions. It was shown that acceleration sequences have the highest contribution to the total emissions, whereas deceleration sequences have the least.
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