Numerical-Experimental Study and Solutions to Reduce the Dwell-Time Threshold for Fusion-Free Consecutive Injections in a Multijet Solenoid-Type CR System

Abstract

In “multijet” common rail (CR) diesel injection systems, when two consecutive injection current pulses approach each other, a merging of the two injections into a single one can occur. Such an “injection fusion” causes an undesired excessive amount of injected fuel, worsening both fuel consumption and particulate emissions. In order to avoid this phenomenon, lower limits to the dwell-time values are introduced in the control unit maps by a conservatively overestimated threshold, which reduces the flexibility of multiple-injection management. The injection fusion occurrence is mainly related to the time delay between the electrical signal to the solenoid and the nozzle opening and closure. The dwell-time fusion threshold was found to strongly decrease particularly with the nozzle closure delay. A functional dependence of the nozzle opening and closure delays on the solenoid energizing time and nominal rail pressure was experimentally assessed, and the injection temporal duration was correlated to the energizing time and rail pressure. A multijet CR injection-system mathematical model that was previously developed, including thermodynamics of liquids, fluid dynamics, mechanics of subsystems, and electromagnetism equations, was applied to better understand the cause and effect relationships for nozzle opening and closure delays. In particular, numerical results on the time histories of delivery- and control-chamber pressures, pilot- and needle-valve lifts, and mass flow rates through Z and A holes were obtained and analyzed to highlight the dependence of nozzle opening and closure delays on injector geometric features, physical variables, and valve dynamics. The nozzle closure delay was shown to strongly depend on the needle dynamics. Parametric numerical tests were carried out to identify configurations useful for minimizing the nozzle closure delay. Based on the results of these tests, a modified version of a commercial electroinjector was built, so as to achieve effectively lower nozzle closure delays and very close sequential injections without any fusion between them.

Development and assessment of a new operating principle for the measurement of unsteady flow rates in high-pressure pipelines

“…In spite of the lower ET value (≈550 µs), intense pressure and flow rate oscillations take place in the system after the end of injection (Figs. 6 and 9), due to hydraulic resonance occurrence [9,28].…”

“…10 shows the time distributions of the current signal to the solenoid and of the flow rate discharged by the pilot valve. The current signal is switched on at t − t 0 = 0 ms. After a delay of about 40 µs [28], the pilot valve opens and at t − t 0 ≈ 0.15 ms a significant amount of fuel has been discharged to the tank. Such expelled fuel makes the injector inlet mass flow rate rise at t − t 0 ≈ 0.20 ms (event marked with 1 in Fig.…”

Premixed-Diffusive Multizone Model for Combustion Diagnostics in Conventional and PCCI Diesel Engines

“…If a direct measurement of the injection rate is not available, the latter can be estimated using specific models that take into account the injection schedule, injected mass per pulse, energizing time, and delays in nozzle opening and closing [11],…”

Near Nozzle Field Conditions in Diesel Fuel Injector Testing

“…(1) (2) It can be seen from the preceding equations that the rate of change of pressure is directly related to the instantaneous value of mass flow rate. The bulk compressibility, K, of the fuel is one of the governing thermodynamic parameters for this type of measurement technique and therefore must be known, as a function of temperature and pressure for measurement or modelling [7].…”

“…rail pressure) are as important as the total quantity delivered for a given "shot". The rate of change of fuel mass flow is an important consideration to engine developers as it allows more complex combustion strategies that can be tailored for a given engine configuration and application [1,2]. This 'rate shaping' is a useful tool in order to gain the incremental improvements of combustion that are needed to meet the latest emissions targets [3].…”