ME 8612 Creative and innovative Project: First review

IMPROVING SPRAY QUALITY

IN DIESEL FUEL INJECTION
NOZZLES
Presented by:
RAMAKRISHNASAMY .

2012111088

Ramprasad P.

2012111093

Sakthi Kannan P.R.

2012111101

Shivram ER.

2012111110

6th Semester / CD batch

Department of Mechanical Engineering
Anna University.

Guide:
Dr.E.Natrajan,
Professor,
Institute for Energy Studies.

BACKGROUND OF THE PROJECT:

Diesel engines are the primary source of power for the light, medium and heavy duty
applications. The advantages of diesel engines are high fuel efficiency, reliability and
durability. The geometry of the nozzle in an injector plays a vital role in controlling diesel
spray atomization and combustion. In order to bring fuel droplet size small, the nozzle-hole
size is required to be reduced to produce smaller droplets . By decreasing the nozzle hole
size, the spray tip penetration is reduced due to the low spray momentum. High injection
pressures with small nozzles are common in the modern diesel engine as they reduce
injection duration and improve combustion efficiency. In this work the effects of fuel
injection pressure and fuel nozzle holes are experimentally studied on performance of single
cylinder direct injection diesel engine..

History:
City-wide compressed air energy systems have been built since 1870. Cities such as
Paris, France; Birmingham, England; Dresden, Rixdorf and Offenbach, Germany and
Buenos Aires, Argentina installed such systems. Victor Popp constructed the first
systems to power clocks by sending a pulse of air every minute to change their pointer
arms. They quickly evolved to deliver power to homes and industry. As of 1896, the
Paris system had 2.2 MW of generation distributed at 550 kPa in 50 km of air pipes
for motors in light and heavy industry. Usage was measured by meters.The systems
were the main source of house-delivered energy in those days and also powered the
machines of dentists, seamstresses, printing facilities and bakeries.
1978 The first utility-scale compressed air energy storage project was the 290
megawatt Huntorf plant in Germany using a salt dome.
1991 A 110 megawatt plant with a capacity of 26 hours was built in
McIntosh, Alabama (1991). The Alabama facility's $65 million cost works out
to $550 per Kilowatt hour of capacity, using a 19 million cubic foot solution
mined salt cavern to store air at up to 1100 psi. Although the compression
phase is approximately 82% efficient, the expansion phase requires combustion
of natural gas at one third the rate of a gas turbine producing the same amount
of electricity.
November 2009 The US Department of energy awards $24.9 million in
matching funds for phase one of a 300 MW, $356 million Pacific Gas and
Electric CAES installation utilizing a saline porous rock formation being
developed near Bakersfield in Kern County, California. Goals of the project are
to build and validate an advanced design.

 December, 2010 DOE provides $29.4 million in funding to conduct

preliminary work on a 150 MW salt-based CAES project being developed by
Iberdrola USA in Watkins Glen, New York. The goal is to incorporate smart
grid technology to balance renewable intermittent energy sources
December, 2012 General Compression completes construction of a 2 MW
near-isothermal CAES project in Gaines, TX; the world's third CAES project.
The project uses no fuel and has 500 MWh of storage capacity.
2013 (projected) The first adiabatic CAES project, a 200 megawatt facility
called ADELE, is planned for construction in Germany.

PROJECT DESCRIPTION:
PURPOSE OF THE PROJECT:
To study and analyse the performance of the diesel fuel injectors to obtain better mixing of
fuel in the combustion chamber. Also to increase the combustion efficiency of the diesel
engine by reducing its specific fuel consumption.

SCOPE OF OUR PROJECT:

Our

SUMMARY OF LITERATURE REVIEW:

S.No.

1.

2.

Title
Effect of injector
nozzle holes on
diesel engine
performance

Author

Abdul Rahim
Ismail

Effects of injector nozzle

geometry on spray
Arya pirooz
characteristics, an
Analysis.

Inferences
In engine performance effect, all
of the nozzles have examined and the five
holes nozzle provided the best result in
indicted power, indicated torque and ISFC
in any different engine speeds.

3.

S.No.

4.

Experimental study of
the Effect of Fuel
Injector nozzle holes on
Direct Injection Diesel
Engine

Title

Rohit Sharma,
Rana Ranjit
Increasing injection pressure and number of
Singh and
holes gave considerable effect on engine
Shailendra
performance.
Kumar
Vishwakarma

Author

Sibendu
Effect of nozzle orifice
Som,
geometry on spray,
Anita I.
combustion, and
Ramirez,
Douglas
emission characteristics
E. Longman ,
under diesel engine
Suresh
conditions
K. Aggarwal.

METHODOLOGY ADOPTED

Inferences
Conicity and hydrogrinding significantly
reduce cavitation and turbulence levels
inside the nozzle orifice, which slows down
primary breakup, leading to larger droplets,
increased spray penetration, and smaller
dispersion. Consequently, with conical and
hydroground nozzles, the vaporization rate
and fuel air mixing are reduced, and
ignition occurs further downstream.

 Selection of suitable diesel engine to study the performance of the fuel injector.

Designing of the proper fuel injector for its optimum geometrical and fluid properties.
Analysing the performance of the fuel injector by testing in the engine.

EXPECTED OUTCOME:

WORK DONE SO FAR

Selection of Engine:
KIRLOSKAR TAF-1 Single Cylinder Air Cooled Diesel Engine

S.No
1
2
3
4
5
6
7
8
8
9

SPECIFICATION
Engine Type
Number of Cylinders
Brake Power
Bore
Stroke
Injection Pressure
Fuel Oil
Fuel Consumption
Injection Timing
Compression ratio

VALUE
4-Stroke
1
4.4kW at 1500 rpm
87.5mm
100mm
210 bar
High Speed Diesel Oil
251g per kWh
23 degree before TDC
16.5:1

Sizing Of Injector Nozzle Diameter:

Based on the given specifications the required value of orifice diameter to

obtain the rated power at the given speed is calculated.
1. Air Intake Pressure Pin =1 bar
2. Pressue when the piston is at TDC PTDC = (Pin )*(compression ratio)
1.4
= (1) * (16.5)
= 50.63 bar
3. Velocity of Fuel Jet
STRESS ANALYSIS

To design the storage tank for withstanding 6 bar pressure, we are considering
our storage tank as an internal pressure thin cylinder. Thin cylinder undergoes two types of
stresses. They are
1. Longitudinal stress
2. Circumferential or Hoop stress
Longitudinal Stress

= Pd/4t

Circumferential Stress = Pd/2t

As the two stresses are perpendicular to each other, by using Principle Stress theorem.
Considering Factor of safety,
Maximum principle stress = Pd * Factor of Safety/2t
Here,

P = 6 bar
d= .88m

Yield Tensile Stress of Mild Steel = 247 MPa

Factor of safety = 3
t = Pd / 2
Thickness, t = (6* 10^5 * 0.88 *3) / (2 * 247 * 10^6 )
Thickness = 3.2 mm

Fig.1 . A model of the storage tank

CALCULATION OF INPUT AND OUTPUT OF COMPRESSOR:

Inlet volume flow rate=7 cfm= 0.198 cubic meter per minute
(1cfm=0.0283 cubic meter per minute)
Universal gas equation, P1V1= mRT1
Inlet pressure

P1=1bar (ambient pressure)

Gas constant of air

R=287 J/kg K

Inlet temperature

T1=300K (ambient temperature)

Inlet mass flow rate V1=0.198 m3/min

m=

P1V 1
RT 1

(110 0.198)

( 287300)
m=0.229 kg/ min
Inlet mass flow rate

m=0.229 kg per minute

Mass coming in to compressor = Mass going out of the compressor

Determining volume flow rate of compressor,
Outlet temperature

T2= 311 K

Outlet pressure

P2= 6 bar

Outlet mass flow rate

= 0.229 kg/minute

Gas constant

R = 287 J / kg K

By using Universal gas law

P2V2= m R T2,
V2=

mRT 2
P2

( .229 * 287 * 311 )

( 6 * 105 )
V2=0.0318 m3/min

So, volume flow rate from compressor

V2=0.0318 m3/min

WORK DONE FOR THE PERIOD UNDER REVIEW:

The time duration required for the charging cycle has been calculated. The amount of energy
that can be stored has been calculated in terms of kWh based on the compressor energy
consumption and the corresponding amount of temperature and pressure at the end of the
charging cycle (theoretical values) have been determined and graphical analysis of the same
with that of actual temperature of the system has been carried out.
Compressor power consumption = 7.5 HP (5.625 kW)
Inlet mass flow ratem=0.229 kg per minute
Volume flow rate from compressorV= 0.0318 m3/min
Energy input Given to the Compressor in kWh in 1 min = 0.09375 kWh

The following tabular column is to determine the pressure built up at the end of the charging
cycle and the total thermal energy stored in the compressed air. The cycle time was
experimentally determined by running the compressor till the cut-off pressure.
Table 1.

Cumulative
Power (kW)

Initial
volume
(m3)

Char
vol
(m3/mi
n)

Total
FAD
(m3/mi
n)

Pressure(b
ar)

Temp
Theoretical
(K)

Temp
(act)
(K)

0.094

0.09

0.72

0.185

0.905

1.40

332

311

0.094

0.19

0.72

0.185

1.09

1.81

358

311

0.094

0.28

0.72

0.185

1.275

2.26

381

311

0.094

0.38

0.72

0.185

1.46

2.73

402

311

Time
Steps
(min)

Power
Input
(kW)

0.094

0.47

0.72

0.185

1.645

3.22

422

311

0.094

0.56

0.72

0.185

1.83

3.74

440

311

0.094

0.66

0.72

0.185

2.015

4.28

457

311

0.094

0.75

0.72

0.185

2.2

4.84

474

311

0.094

0.84

0.72

0.185

2.385

5.42

489

311

10

0.094

0.94

0.72

0.185

2.57

6.02

504

311

Pressure
7.00
6.02
6.00

5.42
4.84

5.00

4.28

Pressure

3.74

4.00

3.22

3.00
2.001.40

1.81

2.26

2.73

1.00
0.00
1

Chart 1.

10

600
500
381

402

400
332

358

300
311

311Temp (Theoritical)
311
311

422

311

440

457

Temp(act)
311
311

474

489

504

311

311

311

10

200
100
0
1

Chart 2.

WORK TO BE DONE:
The sizing of the air motor required for expansion of the air is to be carried out for generating
power, and then the procurement of the same followed by the integration the motor in to the
existing setup viz. the compressor and the storage tank. The analysis amount of power
available at the no load i.e., free speed of the motor by calculating the Torque at the free
speed and then in time permits to analyse the electrical power generation capacity by
coupling the motor with an alternator to get an actual values or to carry out a theoretical
analysis of the same by multiplying the mechanical power obtained from the motor with the
efficiency of the alternator.

RESULTS:
The amount of power generated by the expansion of the motor has been calculated
theoretically at no load speed and Torque values. The amount of energy storage done at the
end of charging cycle considering the adiabatic nature of the process is represented
graphically.

1.000
0.900
0.800
0.700
0.600
0.500
0.400
0.300
0.2000.09
0.100
0.094
0.000
1

0.94
0.84
0.75
0.66
0.56
0.47
Power Input 0.38
0.28

Cummulative Power

0.19
0.094
2

0.094
3

0.094
4

0.094
5

0.094
6

0.094
7

0.094
8

0.094
9

0.094
10

Chart 3.
The above chart is a plot of the power storage at every one minute interval, for the total cycle
time, and the power at the end of total cycle time represents the total amount of mechanical
energy stored in the system. The energy stored is recovered in a similar manner to rotate the
motor and generate mechanical power available at the motor shaft. This, can be used for
doing work.

MAJOR CONCLUSIONS:
The total power generated and efficiency is used for sizing of the plant required based on its
Input power and also the suitable locations based on the wind energy potential ( the surplus
energy available) to meet the Input power requirement of the plant and also the output power
available to meet the demand of the plant when the generation is not during the wind season.
NOMENCLATURE
P1 = Compressor inlet (atmospheric pressure, bar )
P2 = Compressor outlet (bar)
V1 = Compressor inlet volume, m3/min
V2 = Compressor outlet volume, m3/min
T1 = Compressor inlet Temperature, (ambient ,Kelvin)
T2 = Compressor outlet Temperature (Kelvin)
R = Universal Gas Constant (287 J/kgK)
m = Mass flow rate of air kg/min
d = diameter of the storage tank (m)
= circumferential stress induced MPa

P = internal pressure the walls of the tank have to withstand (bar)

WORK PLAN FOR THE NEXT REVIEW:

To estimate the energy losses in the compressor and storage tank.

To select a suitable air expander (air motor).
To analyse the power generated by the expander and its losses.
If possible connecting it to an alternator to find the actual power generated to the
theoretical power developed from the system.
The cooling effect estimation on expanding.
Possible outcomes of the experiment and tabulation of results and analysis.