Internal Combustion Engines

Mixture Preparation (3)

Diesel injection Systems
Dr. Mohamed Anwar Ismail
 Text Book
Fundamentals of Internal Combustion Engines
H. N. Gupta
Chapter: 10

2
 Functional Requirements of An Injection System

1. Accurate metering of the fuel injected per cycle: The

quantity of the fuel metered should vary to meet changing
speed and load requirements of the engine

2. Timing the injection of the fuel correctly in the cycle: to

obtain maximum power ensuring fuel economy and clean
burning

3. Proper control of rate of injection: The desired heat

release pattern is achieved during combustion

4. Proper atomization of fuel into very fine droplets.

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 Functional Requirements of An Injection System

5. Proper spray pattern to ensure rapid mixing of fuel and

air
6. Uniform distribution of fuel droplets throughout the
combustion chamber
7. To supply equal quantities of metered fuel to all
cylinders in case of multi cylinder engines
8. No lag during beginning and end of injection i.e., to
eliminate dribbling of fuel droplets into the cylinder

4
 Classification of Injection Systems

 A fuel-injection system is required to inject and

atomize fuel into the cylinder of CI engines:

 For producing the required pressure for atomizing the

fuel either air or a mechanical means is used.

 Thus the injection systems can be classified as:

a- Air injection system

b- Airless- or Solid-injection system

5
 Air Injection System
 Fuel is forced into the cylinder by means of compressed air:
 Advantages:
o Very good atomization and distribution of the fuel (good
mixing) in the air with resultant higher mean effective pressure.
o It has the ability to utilize high viscosity (less expensive) fuels
o Lower pressure fuel pump.
 Disadvantages:
o The system is obsolete due to the requirement of multistage
air compressors (Pair > 70 bar).
o High engine weight (compressor and linkage)  reduced brake
power.
o The fuel ignites very near to the injection nozzle, resulting in
overheating and burning of the fuel valve and the valve seat.
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 Solid Injection System
 In this system the liquid fuel is injected directly into the
combustion chamber without the aid of compressed air.

 Solid injection systems can be classified into four types.

I. Individual pump and nozzle system

II. Unit injector system

III. Distributor system

IV. Common rail system

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 Components of Fuel Injection System
 All the previous systems consist of the following components:
o Fuel tank: to store the fuel.
o Fuel filters: to prevent dust and abrasive particles from entering the
pump and injectors thereby minimizing the wear and tear of the
components.
o Fuel feed pump: or low pressure (3 bar) transfer pump to supply
fuel from the main fuel tank to the injection system and overcome
the pressure drops in filters.
o High pressure fuel injection pump: to meter and pressurize the
fuel (100-200 bar) for injection.
o Governor: to ensure that the amount of fuel injected is in accordance
with variation in load.
o Injector: to take the fuel from the injection pump and distribute it in
the combustion chamber by atomizing it into fine droplets.
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Components of Fuel Injection System

Simple Representation of Diesel Engine Fuel Injection

System (In-line Pump)
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 I. Individual Pump and Nozzle System
 In this system, each cylinder is
provided with one pump and one
injector.
 The high pressure pump plunger is
actuated by a cam, and produces the
fuel pressure necessary to open the
injector valve at the correct time.
 The amount of fuel injected depends
on the effective stroke of the
plunger.
 The spray pattern depends on the
type of the orifice attached to the
nozzle. 10
 I. Individual Pump and Nozzle System

 The pump may be placed close to

the cylinder or they be arranged in
cluster.
 The fuel pump in this system is of
reciprocating type.
 This system is used for large slow-
speed engine (brake power > 150
kW)

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 II. Unit Injector System

 In this system the pump and

the Injector nozzle are
combined with one housing
(No high pressure pipes).

 Each cylinder is provided with one of these unit injectors.

 Fuel is brought up to the injector by low pressure pump.
 Requires a push rod and a rocker arm to actuate the plunger and
thus injects the fuel into the cylinder at the proper time.
 This system is used extensively on large two-stroke cycle diesel
engines. 12
 III. Distributor System
 In this system the pump which pressurizes the fuel also meters
and times it.
 Fuel pump after metering the required amount of fuel supplies it to a rotating
distributor at the correct time for supply to each cylinder.
 The number of injection strokes per cycle for the pump is equal to the
number of cylinders.
 Since there is one metering element in each pump, a uniform distribution
is automatically ensured.

 This system is found on medium- and

small-sized (7.5 kW – 75 kW per
cylinder) diesel engines.

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 IV. Common Rail System

 A HP pump supplies fuel, under

high pressure, to a common rail
called the header.
 High pressure in the header
forces the fuel to each of the
nozzles located in the cylinders.
 At the proper time, mechanically
operated valve allows the fuel to
enter the cylinder through the
nozzle.
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 IV. Common Rail System

 The amount of fuel entering the

cylinder is regulated by varying
the length of the push rod
stroke.
 This system was popular for
large, slow-speed engines, but
over the years, has been
replaced by the jerk-pump
injection.
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 Fuel Feed Pump
 It is of spring loaded plunger type. The plunger is actuated through a push

rod from the Cam shaft.

 At the minimum lift position of the cam, the spring force on the plunger

creates a suction which causes fuel flow from the main tank into the pump.

 When the cam is turned to its maximum

lift position, the plunger is lifted upwards.
 At the same time the inlet valve is closed
and the fuel is forced through the outlet
valve.

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 Fuel-Injection Pump
 The main objectives of fuel-injection pump is to deliver accurately
metered quantity of fuel under high pressure (in the range from
120 to 200 bar) at the correct instant to the injector fitted on
each cylinder.

 Injection pumps are generally of two types:

1- Jerk type pumps

2-Distributor type pumps

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 Jerk Type Bosch Fuel-Injection pump
 It consists of a barrel in which a plunger
reciprocates.
 Pump plunger is lifted by a cam.
 Very small clearance (0.002 - 0.003 mm)
provides perfect sealing at very high
pressures.
 The barrel has two radially opposing ports
(inlet port and spill or bypass port).
 Plunger moves vertically in the barrel with a
constant stroke.
 Plunger rotational movement about its axis
by means of rack .
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 Operation of Jerk Type Bosch Fuel-Injection pump
 Plunger at bottom of its stroke, inlet and
spill ports are uncovered.
 Fuel enters the barrel.
 As plunger rises, both ports are covered.
 Trapped fuel is compressed and lifts to the
delivery valve and then injection begins.
 As plunger continues to rise, spill port is
uncovered by the helical groove on the
plunger.
 High pressure fuel above the plunger returns
to the sump.
 When pressure falls, the delivery valve is
closed by the spring and the injection stops.
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 Operation of Jerk Type Bosch Fuel-Injection pump

 By moving the rack, the quantity of fuel injected can be

varied by the helix according to the load on the engine.

Full load condition, Part load, shorter Stop position for shutting
effective travel is max effective travel down the engine, no fuel is
before the spill port is trapped and all fuel is
uncovered by the helix returned to the sump via
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spill port
 Distributor Type Pump

 This pump has only a single pumping

element and the fuel is distributed to
each cylinder by means of a rotor.
 A central longitudinal passage in the
rotor and also two sets of radial holes
(each equal to the number of engine
cylinders) located at different heights.
 One set is connected to pump inlet via
central passage whereas the second set is
connected to delivery lines leading to
injectors of the various cylinders.

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 Injectors
 Injection Process
 A metered amount of fuel is trapped in the nozzle end
of the injector
 A high pressure is applied to it
 At the proper time, the nozzle is opened and the fuel is
sprayed into the surrounding air.
 Injection nozzles
 Injection nozzles are the interface between the injection system and
combustion chamber.
 They significantly influence an engine’s power, exhaust emissions and noise and
seal the injection system from the combustion chamber between injections.
 Injection nozzle and nozzle holders
 Nozzle Holder Assemblies (NHA)
 Unit Injectors (UI)
 Common Rail Injectors (CRI) 22
Nozzle Holder Unit Injectors
Assemblies
Common Rail Injectors

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 Injector Action

 Needle closes/seals the injection system from the combustion

chamber: A mechanically or hydraulically generated closing
force that acts on the end of the needle presses the nozzle
needle into the nozzle seat.

 Needle opens: The nozzle needle opens at the start of the

injection phase as soon as the ‘‘hydraulic’’ force FD on the seat
side (the injection pressure acting on the annulus area
between the needle guide and nozzle seat) becomes greater
than the closing force FS.
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 Injectors
• NHA and UI are cam-driven injection systems
with pressure controlled nozzle needles.
• CRI are pressure accumulator injection systems
with lift controlled nozzle needles.

A standard nozzle consists of

 nozzle body with a high pressure inlet
 needle guide
 seat and spray hole zone
 needle.

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Injectors

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 Injectors
 Nozzle size depends on cylinder displacement and the injected
fuel quantity.
 The goal of nozzle design is to convert pressure energy into
kinetic energy with optimized efficiency.
 Injection sprays with penetration, breakup and atomization
characteristics optimally adjusted to:
 the combustion system
 combustion chamber geometry
 injected fuel quantity
 engine air management
 the load and speed-dependent injection pattern 27
 Injectors

 Seat geometry
 The seat’s design incorporates the sealing
function and its diameter determines the opening
pressure.

 Needle guide
 The needle guide in the nozzle body centers the needle on the body
seat during injection and separates high and low pressure regions.
 Guide clearances are in the range of 1–5 mm.
 The higher the injection or system pressure, the smaller the guide
clearance is  in order to minimize leakage losses.
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 Injectors

 Trapped volume
 The size of the trapped volume remaining under the seat edge
after the needle closes is the feature relevant for emissions.
 The fuel content evaporates sub-optimally burned and
increases HC emissions.

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 Hole geometry and spray
 The goal is to produce optimal fuel distribution, atomization and mixture
preparation in the combustion chamber.

 The number of nozzle holes ought to be as high as possible (4-10 holes)

 Smallest possible cross section ( but away from choke conditions)is optimal for
atomization and mixture formation
 Hydro-erosive rounding anticipates wear and, depending on the extent of
rounding, influences the internal spray hole flow (with/without cavitation)
 The shorter the length, the smaller the depth of spray penetration 30
 Hole geometry and spray

 The spray hole cross section is defined by:

 the maximum injected fuel quantity
 the related injection pressure
 the acceptable duration of injection.
 The number of spray holes depends on the combustion system and air
management. 31
 Fuel Injector
 Fuel injectors atomize the fuel into very fine droplets, and increases the surface
area of the fuel droplets resulting in better mixing and subsequent combustion.
 Atomization is done by forcing the fuel through a small orifice under high
pressure.
 The injector assembly consists of:
- a needle valve - a compression spring
- a nozzle - an injector body
 Fuel supplied by the injection pump exerts:
o sufficient force against the spring to lift the
nozzle valve
o After injection the spring pressure pushes
the nozzle valve back on its seat
o small quantity of fuel is allowed to leak
through the clearance between nozzle valve
and its guide for proper lubrication
o valve opening pressure is controlled by
adjusting the screw (spring tension)
32
Cross section of an Electronic Fuel Injector

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 Nozzle
 Nozzle is that part of an injector through which the liquid fuel is
sprayed into the combustion chamber.
 The nozzle should fulfill the following functions.
i. Atomization: This is a very important function since it is the
first phase in obtaining proper mixing of the fuel and air in the
combustion chamber.
ii. Distribution of fuel: Distribution of fuel to the required areas
within the combustion chamber. Factors affecting this are:
a) Injection pressure
b) Density of air in the cylinder
c) Physical properties of fuel: like self-ignition temperature,
vapor pressure, viscosity, etc.
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 Nozzle
iii. Prevention of impingement on walls: Prevention of the fuel
from impinging directly on the walls of combustion chamber
or piston. This is necessary because fuel striking the walls,
decomposes and produces carbon deposits. This causes smoky
exhaust as well as increase in fuel consumption.
iv. Mixing: Mixing the fuel and air in case of non turbulent type
of combustion chamber

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 Types of Nozzles
 The most common types of Nozzles are:
a) pintle nozzle
b) single hole nozzle
c) multi-hole nozzle
d) pintaux nozzle

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 (a) Pintle Nozzle
 The stem of the nozzle valve is extended to form a pin or
pintle which protrudes through the mouth of the nozzle
 It provides a spray operating at low injection pressures of
80-100 bar.
 The spray can vary from hollow cone with large angle
(up to 60o) for standard pintle nozzles, or heavy core
spray with small angle for throttling nozzles.
Advantages
 It avoids weak injection and dribbling.
 It prevents the carbon deposition on the nozzle hole.

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 (a) Pintle Nozzle

 The throttling nozzle gives

smoother combustion by
reducing the initial rate of
injection during the ignition
delay period.

 For standard pintle nozzle, orifice area increases

rapidly above 0.1 mm valve lift.

 For throttle nozzle, orifice area is very small up to

0.48 mm valve lift.
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 (b) Single Hole Nozzle
 At the center of the nozzle body, there is a
single hole which is closed by the nozzle
valve
 The size of the hole is usually of the order of
0.2 mm.
 Injection pressure is of order of 80-180 bar
and spray cone angle is about 15o.
Disadvantages
 They tend to dribble.
 Spray angle is too narrow to facilitate good
mixing unless higher velocities are used.
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 (c) Multi-hole Nozzle
 It consists of a number of holes bored in the tip of
the nozzle.
 The number of holes varies from 4 to 10 and the
size from 125 to 850 μm.
 The hole angle may be from 20o upwards.
 These nozzles operate at high injection pressures
of the order of 165-200 bar for small engines and
240-300 bar for large engines.
Advantage
 the ability to distribute the fuel properly even
with lower air motion available in open
combustion chambers.
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 (d) Pintaux Nozzle
 It is a type of pintle nozzle which has an auxiliary
hole drilled (0.2 mm) in the nozzle body.
 It injects a small amount of fuel through this
additional hole (pilot injection) in the upstream
direction slightly before the main injection.
 The needle valve does not lift fully at low speeds
and most of the fuel is injected through the auxiliary
hole.
 Main advantage of this nozzle is Better cold starting
performance (20 to 25 °C lower than multi hole
design).
 A major drawback of this nozzle is that its injection
characteristics are poorer than the multi hole nozzle
(Choke of auxiliary hole). 41
42
 Spray Formation
Break-up Regimes of Liquid Jets
Break-up length: The distance between the nozzle and the point
of first droplet formation
 Liquid Weber number:

 Reynolds number:

 Ohnesorge number:

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 Break-up Regimes of Liquid Jets
 At very low velocity (ABC): drip flow occurs and no jet is formed.
 As u increases (CD), unbroken jet length is formed (Rayleigh break-up)

 Break-up occurs due to the growth

of axis-symmetric oscillations of the
complete jet volume, initiated by
liquid inertia and surface tension
forces.
 The droplets are pinched off the jet,
and their size is greater than the
nozzle hole diameter D.

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 Break-up Regimes of Liquid Jets
 A further increase in jet velocity results in a decrease of the break-up

length (EF), but it is still a multiple of the nozzle diameter.

 The average droplet size decreases and is now in the range of the

nozzle diameter.

 In this first wind-induced regime,

the relevant forces of the Rayleigh
regime are amplified by aerodynamic
forces.

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 Break-up Regimes of Liquid Jets
 In the second wind-induced break-up regime (FG), the flow inside
the nozzle becomes turbulent.
 Jet break-up now occurs due to jet turbulence and amplified by
aerodynamic forces due to the relative velocity between gas and jet.
 The diameter of the resulting droplets is smaller than the nozzle
diameter.
 The break-up length decreases with an increasing Reynolds number.

46
 Break-up Regimes of Liquid Jets
 The jet now no longer breaks up as a whole. Due to the separation of
small droplets from the jet surface, the disintegration process begins at
the surface and gradually erodes the jet until it is completely broken up.
 Now two break-up lengths, the length describing the beginning of
surface break-up (intact surface length) and the length describing the
end of jet break-up (core length) should be accounted for.
 While the intact surface length decreases with increasing jet
velocity, the core length may increase.
 The atomization regime is reached if the intact
surface length approaches zero. (Beyond G or H)
 A conical spray develops, and the spray
divergence begins immediately after the
jet leaves the nozzle. 47
 Break-up Regimes of Liquid Jets
 A dense core consisting of large liquid fragments may still be
present several nozzle diameters downstream the nozzle.
 The resulting droplets are much smaller than the nozzle
diameter.
 This is the relevant regime for engine sprays.

48
 Break-up Regimes of Liquid Drops
 The break-up of drops in a spray is caused by aerodynamic forces
(friction and pressure) induced by the relative velocity urel
between droplet and surrounding gas.
 The surface tension force on the other hand tries to keep the
droplet spherical and counteracts the deformation force.
 The surface tension force depends on the curvature of the
surface: the smaller the droplet, the bigger the surface tension
force and the bigger the critical relative velocity, which leads to an
instable droplet deformation and to disintegration.

 gas phase Weber number:

49
Break-up Regimes of Liquid Drops

Transition Weber numbers of

the different drop break-up
regimes
50
 Full Cone Spray

 Hole diameters
of about 180
µm and less.

 Length of the
injection holes
is about 1 mm.

51
 Full Cone Spray
 Today, injection pressures of up to 200 MPa are used.
 The liquid enters the combustion chamber with velocities of 500 m/s
and more.
 The jet breaks up according to the mechanisms of the atomization
regime.

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 Spray Characteristics
 Penetration depth of the spray:

 The spray cone angle:

53
 Spray Characteristics

 The Sauter mean diameter (SMD):

 The smaller the SMD, the more surface per unit volume. The more
surface, the more effective evaporation and mixture formation.
 SMD is not indication for the particle size distribution.

54
 Spray Characteristics
The fuel jet velocity at the exit of the orifice, Vf , is of the order of
400 m/s. It is given by the following equation

Where: Cd = coefficient of discharge for the orifice

Pinj = fuel pressure at the inlet to injector N /m2
Pcyl = pressure of charge inside the cylinder, N/m2
ρf = fuel density, kg/m3

55
 Spray Characteristics
Quantity of Fuel & the Size of Nozzle Orifice:
 The quantity of the fuel injected per cycle depends to a great extent
upon the power output of the engine.
 The volume of the fuel injected per second, Q, is given by:

56
Hollow Cone Spray

57
 General Properties of Spray
 The spray from a circular orifice has a denser and compact core,
surrounded by a cone of fuel droplets of various sizes and vaporized
liquid.
 Larger droplets provide a higher penetration into the chamber but
smaller droplets are required for quick mixing and evaporation of
the fuel.
 The diameter of most of the droplets in a fuel spray is less than 5
microns.
 The droplet sizes depends on various factors which are listed below:
i. Mean droplet size decreases with increase in injection pressure.
ii. Mean droplet size decreases with increase in air density.
iii. Mean droplet size increases with increase in fuel viscosity.
58
 General Properties of Spray
 Usually the rate of fuel-injection is expressed in mm3/degree crank angle/liter
cylinder displacement volume to normalize the effect of engine size.
 The rate of fuel injected/degree of crankshaft rotation is a function of :
1- injector camshaft velocity
2- the diameter of the injector plunger
3- flow area of the tip orifices
 Increasing the rate of injection decreases the duration of injection for a given fuel
input and subsequently introduces a change in injection timing.
 A higher rate of injection may permit injection timing to be retarded from
optimum value. This helps in maintaining fuel economy without excessive smoke
emission.
 However, an increase in injection rate requires an increased injection pressure and
increases the load on the injector push rod and the cam. This may affect the
durability of the engine.
59
Thank You

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