Complete modelling of a piezo actuator last-generation injector for diesel injection systems

Salvador, Francisco; Plazas, Alejandro H.; Gimeno, J.; Carreres, Marcos

doi:10.1177/1468087412455373

Cited by 40 publications

(27 citation statements)

References 21 publications

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“…As already mentioned, the tests were carried out for five different control orifices belonging to two commercial common-rail injectors. The geometry of the orifices was determined by means of the silicone moulding and visualization technique explained by Macián et al [31] and successfully applied in the literature [11] [13]. A summary on the relevant geometrical parameters for each orifice is given in Table 1.…”

Section: Setup and Hardwarementioning

confidence: 99%

Experimental assessment of the fuel heating and the validity of the assumption of adiabatic flow through the internal orifices of a diesel injector

Salvador

Gimeno

Carreres

2017

Fuel

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In this paper an experimental investigation on the heating experienced by the fuel when it expands through the calibrated orifices of a diesel injector is carried out. Five different geometries corresponding to the control orifices of two different commercial common-rail solenoid injectors were tested. An experimental facility was used to impose a continuous flow through the orifices by controlling the pressures both upstream and downstream of the restriction. Fuel temperature was controlled prior to the orifice inlet and measured after the outlet at a location where the flow is already slowed down. Results were compared to the theoretical temperature increase under the assumption of adiabatic flow (i.e. isenthalpic process). The comparison points out that this assumption allows to predict the fuel temperature change in a reasonable way for four of the five geometries as long as the pressure difference across the orifice is high enough. The deviations for low imposed pressure differences and the remaining orifice are explained due to the low Reynolds numbers (i.e. flow velocities) induced in these cases, which significantly increase the residence time of a fuel particle in the duct, thus enabling heat transfer with the surrounding atmosphere. A dimensionless parameter to quantify the proneness of the flow through an orifice to exchange heat with the surroundings has been theoretically derived and calculated for the different geometries tested, allowing to establish a boundary that defines beforehand the conditions from which heat losses to the ambient can be neglected when dealing with the internal flow along a diesel injector.

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Section: Setup and Hardwarementioning

confidence: 99%

Experimental assessment of the fuel heating and the validity of the assumption of adiabatic flow through the internal orifices of a diesel injector

Salvador

Gimeno

Carreres

2017

Fuel

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“…. MOGA's mission is to find the Pareto front while maintaining diversity in the results (Salvador et al 2014;Ge et al, 2009).…”

Section: Optimisation Methodsmentioning

confidence: 99%

Reducing emissions by optimising the fuel injector match with the combustion chamber geometry for a marine medium-speed diesel engine

Zhou

Yang

2017

Transportation Research Part D: Transport and Environment

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The effects of seven matching parameters of a fuel injector and combustion chamber geometries on nitrogen oxide (NOx), soot and specific fuel oil consumption (SFOC) were investigated by means of a parametric study. The study was carried out on four different engine loads, i.e. L25 (25%), L50 (50%), L75 (75%) and L100 (100%) loads. The injection-related parameters were found to have more prominent influences as opposed to the combustion chamber geometries. Then, a multi-objective genetic algorithm (MOGA) method was proposed in order to identify a set of optimal designs for the L100 load. The emissions and performance of these optimal designs were also examined and compared on the other three engine loads. Finally, an optimal design which meets the IMO (International Maritime Organization) Tier II NOx emissions regulations (research shows it is impossible to meet Tier III NOx emissions regulations solely on the basis of the optimisation of the combustion progress) and which has the best fuel economy was singled out

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“…In addition, the hydraulic characteristic of some most important orifices, i.e. the control oil inlet/outlet orifices, and the nozzle orifices, were tested in purpose-made test rigs [37,38]. In this model, some assumptions were made: (1) all the variations are isothermal; and so, the fuel temperature and the fuel properties were assumed to be constant along the injector and equal to those at the injector inlet [32]; (2) the pressure feeding the model is constant; therefore, it ignores the pressure fluctuations caused by the cyclical oil supply from the high-pressure pumps.…”

Section: The Injector Model and Its Validationmentioning

confidence: 99%

“…Additionally, 1D hydraulic models were also established by Han et al [31] and Rahim et al [35]. The detailed modelling of fuel injectors was demonstrated by Bianchi et al [36], Payri et al [32,37] and Salvador et al [38].…”

Section: Introductionmentioning

confidence: 99%

Sensitivity analysis of the dynamic response of an electronic fuel injector regarding fuel properties and operating conditions

Yang

Zhou

2018

Applied Thermal Engineering

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The sensitivity of fuel properties to the dynamic response (needle valve opening/closing delay and needle valve opening/closing time) of a electronic fuel injector was investigated. The fuel properties in different operating conditions were varied individually in bulk modulus, density and viscosity. Firstly, an electronic fuel injector model was built and validated by injection rate and injection mass at three different rail pressures and three different activation times. Secondly, a DOE (design of experiment) model was built and the Uniform Latin Hypercube (ULH) design method was applied to study the influences of the fuel properties on the injector dynamic response from a statistical point of view. The effects of the fuel properties were compared by using a SS-ANOVA (smoothing spline analysis of variance) method at both a low and a high rail pressure. The bulk modulus was found to play a dominant role in influencing the valve opening/closing delay at the low rail pressure. However, at the high rail pressure, the effects of the viscosity are prominent, while the effects of the bulk modulus and the density are negligible. Additionally, how these fuel properties affect the dynamic response were reported by RSM (Response Surface Method) function charts, and the details of the pressure differences and needle valve movements were also disclosed

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Complete modelling of a piezo actuator last-generation injector for diesel injection systems

Cited by 40 publications

References 21 publications

Experimental assessment of the fuel heating and the validity of the assumption of adiabatic flow through the internal orifices of a diesel injector

Experimental assessment of the fuel heating and the validity of the assumption of adiabatic flow through the internal orifices of a diesel injector

Reducing emissions by optimising the fuel injector match with the combustion chamber geometry for a marine medium-speed diesel engine

Sensitivity analysis of the dynamic response of an electronic fuel injector regarding fuel properties and operating conditions

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