Diesel Fuel Spray Penetration at High Injection Pressures

Varde, K. S.; Popa, Daniel M.

doi:10.4271/830448

Cited by 35 publications

(16 citation statements)

References 9 publications

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“…As the injector hole length increases (V3-2 and V3-3), the penetration speed also increases, and an approximation to a linear penetration curve occurs. This characteristic is also described in the references [13]. At the same time, there is a reduction in the average spray angle, whose dependency on the injector hole length is described in a differentiated manner in the reference material [14,15].…”

Section: Macroscopic Spray Parametersmentioning

confidence: 79%

Optical analysis of the influence of injector hole geometry on mixture formation in gasoline direct injection engines

Wetzel

2016

Automot. Engine Technol.

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New and increasingly strict emission standards demand a reduction in the raw emissions from today's gasoline direct injection engines. The optimisation of mixture formation by means of the injector and, in particular, the injector hole geometry offers significant potential in this respect. To achieve this, however, it is crucial to have a basic understanding of the influence of the geometry on spray breakup. To investigate this influence, a test matrix with ten different injector hole geometries was created. This included cylindrical, convergent, divergent and stepped injector holes. Different measuring techniques were used to analyse the microscopic and macroscopic spray parameters as well as the internal flow in the nozzles.

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Section: Macroscopic Spray Parametersmentioning

confidence: 79%

Optical analysis of the influence of injector hole geometry on mixture formation in gasoline direct injection engines

Wetzel

2016

Automot. Engine Technol.

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“…The following expressions are obtained for the bulk modulus of the paraffins as a function of temperature for different numbers of carbon atoms by fitting K T =a+bT+cT 2 (5) K T fc also related, to a small degree, to the rate of compression [2].…”

Section: * T In °Cmentioning

confidence: 99%

“…The bulk modulus depends on the molecular structure of the fuel, its pressure and temperature and, to a lesser degree, on the rate of compression. The bulk modulus may be determined under either isothermal conditions or adiabatic conditions, with the relationship between K T and K s given by Cameron [1] as (3) According to Varde [2] the average value of y for petroleum oils near room temperature is 1.2.…”

Section: Introductionmentioning

confidence: 99%

Effects of Physical Properties of Fuels on Diesel Injection

Henein

Jawad

Gulari

1990

Journal of Engineering for Gas Turbines and Power

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The physical properties of the fuel, such as density, viscosity, surface tension, and bulk modulus of elasticity, affect many aspects of the diesel injection process. The effects of these fuel properties on the fuel pressure in the high-pressure line, rate of injection, leakage, spray penetration, and droplet size distribution were determined experimentally. The mechanism of spray development was investigated by injecting the fuel into a high-pressure chamber. A pulsed Malvern drop-size analyzer, based on Fraunhofer diffraction, was utilized to determine droplet size ranges for various fuels. IntroductionIn the future, diesel engines might be required to run on alternative fuels having a wide range of physical properties. These alternative fuels might be derivatives of crude petroleum, shale oil, and coal or alcohols. The physical properties of the fuel, however, affect the injection process and spray formation, which in turn affect combustion, engine performance, fuel economy, and exhaust emissions. The physical properties that influence the injection process include specific gravity, viscosity, surface tension, and bulk modulus. The injection parameters that depend upon the fuel physical properties are the inlet fuel pressure to the injector, rate of injection, and spray penetration and atomization.The residence time of the fuel in the combustion chamber prior to ignition and combustion is an important parameter that determines the extent of fuel vaporization and mixing with the air. If premixing is complete, combustion takes place in a manner similar to spark-ignition engines, but by flamelets originating from a multitude of ignition sources. In diesel engines, only a part of the fuel is evaporated and mixed prior to ignition. This part burns in a premixed-combustion mode. The rest of the fuel may be in the liquid or vapor state, but is not well mixed with the air. This fraction of the fuel burns in a diffusioncontrolled-combustion mode. The equivalence ratio of the premixed charge determines the extent of the oxidation reactions and the resulting products. For equivalence ratios equal to or less than unity the largest pollutant is NO x . For very lean mixtures below the lean combustion limit, the exhaust will contain substantial amounts of aldehydes and unburned hydrocarbons. For fuel-rich mixtures, the products are carbon monoxide, heavy aldehdyes, unburned hydrocarbons, and carbon. The fraction of the fuel that burns in a diffusion-combustion mode produces complete combustion products and NO x if the local overall mixture F/A ratio is close to stoichiometric, and the mixture turbulence is sufficient to produce proper mixing of the gases. If the overall mixture F/A ratio

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“…The authors agree that spray angle depends primarily on the geometric parameters of the nozzle hole and the density ratio between ambient gas and fuel. The correlations exposed show that the tangent of the spray semi-angle scales with the air/fuel densities ratio powered to an exponent between 0.18 and 0.5 [47,48,91,[95][96][97]. All in all, unless drastic differences in density exist among fuels, there should not be any significant effect over the spreading angle, and even less over spray penetration.…”

Section: Morphological Characterization Of Spray Mixingmentioning

confidence: 99%

An Assessment of fuel physical and chemical properties in the combustion of a Diesel spray

Nerva¹

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Remerciements.À l'heure d'exprimer mes remerciements, je repenseà ce long voyage et le refaisà l'envers. Il aété long, difficile, pénible parfois même. J'ai la chance d'être arrivé au bout. J'y ai certainement beaucoup appris sur moi-même, mes vertus, mes limites, mes vices même. Il y aura indéniablement un avant et un après. Une chose m'apparaît commeévidente cependant: je n'ai pu en voir la fin que grâceà ceux qui m'ont accompagné et aux fructueuses rencontres que j'ai faites en chemin. J'associeévidemmentà ces remerciements le Dr. José Vicente Pastor Soriano pour la confiance et la liberté qu'il m'a accordées. Si commeà l'image d'une plante, un tuteur n'aide pas directementà grandir, il aide avant toutà pousser dans la bonne direction. Ainsi, il a su recadrer mon travail aux moments opportuns, contenir mes enthousiasmes, me soutenir dans les moments plus difficiles. En cela, il a parfaitement rempli la tâche qui lui incombait.Il serait difficile de ne pas citer ceux avec qui l'histoire a commencé : le Dr. José Galindo et Raúl Luján, avec qui j'ai réalisé mes premiers pas comme stagiaire, et qui m'ont en quelque sorte mis le piedà l'étrier. J'étais alors sans aucune maitrise de la langue, et ils ont eu la patience de m'enseigner leur métier et les joies de la programmation. Je les en remercie vivement. Elle s'est poursuivie par le master, la thèse, avec la participation de nombreux professeurs pour leurélaboration respective. Ainsi, je tiensà dire ma reconnaissance aux Drs. José María García Oliver, José Manuel Pastor, Jean Arrègle, Javier López, Ricardo Novella et Antonio García pour leur fine connaissance de la dynamique du jet Diesel et plus globalement des processus de combustion dans un environnement aussi hostile que celui d'une chambre de combustion. Ils ont représenté un soutien quasi-quotidien et leurs orientations bibliographiques m'ontété précieuses. Plusieurs tâches spécifiques ont nécessité le concours d'autres professeurs et chercheurs du Département. J'associe doncégalementà ces remerciements les Drs. Gabriela Bracho, Javier Salvador et Jaime Gimeno pour leur aide sur les taux d'introduction. Agradecimientos. A la hora a expresar mis agradecimientos, echo la vista atrás y recuerdo el viaje realizado. Fue largo, difícil, incluso doloroso. Tengo la suerte de haber llegado al final. Sin duda, aprendí mucho sobre mí mismo, mis virtudes, mis limitaciones, incluso mis vicios. Obviamente, habrá un antes y un después. Sin embargo hay algo que es obvio, y es que solo pude ver su termino gracias a los que me acompañaron, y a aquellos que he conocido y me han ayudado a lo largo del camino.Así pues, quiero dar las gracias en primer lugar al Departamento de Máquinas y Motores Térmicos, y en particular a sus dos dirigentes, el Dr. Francisco Payri y Dr. José María Desantes, por recibirme en su centro de investigación. También quiero agradecer al Ministerio de Investigación e Innovación Español por su apoyo económico y material, que me permitió realizar este trabajo, y poŕ ultimo, el desarrollo de esta tesis.In...

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Diesel Fuel Spray Penetration at High Injection Pressures

Cited by 35 publications

References 9 publications

Optical analysis of the influence of injector hole geometry on mixture formation in gasoline direct injection engines

Optical analysis of the influence of injector hole geometry on mixture formation in gasoline direct injection engines

Effects of Physical Properties of Fuels on Diesel Injection

An Assessment of fuel physical and chemical properties in the combustion of a Diesel spray

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