See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/327945295

CI Diesel Engine Fuel Injection System

Presentation · September 2018

DOI: 10.13140/RG.2.2.18989.95205

CITATIONS READS

0 21,726

1 author:

Medhat Elkelawy
Tanta University
133 PUBLICATIONS   1,261 CITATIONS   

SEE PROFILE

Some of the authors of this publication are also working on these related projects:

Diesel Fuel Injector Nozzles View project

LABORATORY OF INTERNAL COMBUSTION ENGINES AND COMBUSTION DEVICES View project

All content following this page was uploaded by Medhat Elkelawy on 28 September 2018.

The user has requested enhancement of the downloaded file.

 FUEL SYSTEM

CI Diesel Engine Fuel Injection

System

Prof. Dr. Eng. Medhat A. M. Elkelawy

medhat_abo@yahoo.com
medhatelkelawy@f-eng.tanta.edu.eg
Combustion in Direct-Injection

Cylinder pressure P.
injector needle lift (IN)
and injection-system
fuel-line pressure Pi
as functions of crank
angle for small DI
diesel engine
 Combustion in Direct-Injection
This graph shows the fuel injection flow rate, net heat release rate and
cylinder pressure for a direct injection CI engine.

Start of injection
Start of combustion
End of injection
Stages of the overall compression-ignition diesel
combustion process can be identified on the typical
heat release- rate (HRR) diagram for a DI engine.
Stages of the overall compression-
ignition diesel combustion process
Stages of the overall compression-
ignition diesel combustion process
 Basic injection, mixing, and burning patterns
of CI DI Diesel engines
 A. Fuel injection across the chamber with substantial
momentum.
• Mixing proceeds immediately as fuel enters the chamber
and is little affected by combustion.
 B. Fuel deposition on the combustion chamber walls.
• Negligible mixing during the delay period due to limited
evaporation.
• After ignition, evaporation becomes rapid and its rate is
controlled by access of hot gases to the surface, radial
mixing being induced by differential centrifugal forces.
• Burning is therefore delayed by the ignition lag.
 C. Fuel distributed near the wall.
• Mixing proceeds during the delay but at a rate smaller than
in mechanism A.
• After ignition, mixing is accelerated by the same mechanism
as in mechanism B.
 Application of Model to Other
Combustion Systems

DI Multihole nozzle
DI "M" type engine
fuel injected on wall
 Application of Model to Other
Combustion Systems

DI Multihole nozzle IDI swirl chamber

engine.
Ignition delay is defined as the time
(or crank angle interval) from when
the fuel injection starts to the onset
of combustion.
Both physical and chemical processes must
take place before a significant fraction of the fuel
chemical energy is released.

Physical processes are fuel Spray Atomization,

Evaporation and Mixing of Fuel Vapor with
Cylinder Air.
Good atomization requires high fuel pressure,
small injector hole diameter, optimum fuel
viscosity, high cylinder pressure , large spray
divergence angle.

Rate of vaporization of the fuel droplets

depends on droplet diameter, velocity, fuel
volatility, pressure and temperature of the air.

Chemical processes similar to that described

for autoignition phenomenon in premixed fuel-air,
only more complex since heterogeneous
reactions (reactions occurring on the liquid fuel
drop surface) also occur.
Fuel Quality Vs Ignition Delay
The ignition characteristics of the fuel affect the ignition
delay.

The ignition quality of a fuel is defined by its Cetane

number CN.

For low Cetane number fuels the ignition delay is long

and most of the fuel is injected before autoignition. This
leads to rapid combustion. Under extreme cases, this
produces an audible knocking sound referred to as “diesel
knock”.

For high Cetane number fuels the ignition delay is short

and very little fuel is injected before autoignition, the heat
release rate is controlled by the rate of fuel injection and
fuel-air mixing – smoother engine operation.
Cetane Number
Cetane Number Measurements
ON and CN are Inversely Correlated so Gasoline
Makes a Poor Diesel Fuel and Vice Versa!
Factors Affecting Ignition Delay Time
 Factors Affecting
Ignition Delay Time
 FUEL SPRAY BEHAVIOR
Sequence of Events in CI Combustion
Fuel Spray and
Entrainment of Surrounding Gas.
Atomization Process.
Vaporization of Fuel.
Ignition
Mixing and Premixed Combustion.
Diffusion Combustion.
Geometrical Features of Fuel Spray
 FUEL SPRAY BEHAVIOR

Structure of
Engine Sprays
Cavitation & Spray breakup
Improvement of Spray Atomization
and Penetration Behaviors

Secondary Evaporation ”OR”

Spray Secondary Atomization

Burning Space

Initial Droplet
 Spray formation is Known as Breakup
Mechanism, described as:
 Stretching of fuel ligament into sheets or streams.
 Appearance of ripples and protuberances(‫)نتوءات‬.
 Formation of small ligaments or holes in sheets.
 Collapse of ligaments or holes in sheets.
 Further breakup due to vibration of droplets.
 Agglomeration ‫ تكتل‬or shedding from large drops.

The flow parameters of a jet:

 Jet Reynolds number
 Jet weber number
 Ohnesorge number
 Characterization of Fuel Spray
 The air-fuel mixing process is a key event in diesel
combustion.

 A good knowledge of the formation of the spray is essential to

improve mixing efficiency.

 The spray penetration length and spray penetration rate from a

fuel injector are the parameters used to judge fuel spray
performance.

 The merits of high or low penetration largely depend on engine

design and geometry.

 Shorter spray penetration may be of an advantage where it

reduces fuel impingement, but in larger engines may inhibit
maximum air utilization.
Approximate Estimation of the injection
Rate through the Injector Nozzles
 If the pressure upstream of the injector nozzle can be
estimated or measured, and assuming the flow through
each nozzle is quasi steady, incompressible, and one
dimensional, the mass flow rate of fuel injected through
the nozzle is given by
Spray Cone Angle
 Spray Penetration

t time after the start of injection second

 Droplet Size Distribution
Sauter Mean Diameter

The representative diameter is defined as

Sauter mean diameter (SMD).

Introducing the definition of SMD:

An empirical expression for the Sauter mean diameter DSM
(in micrometers) for typical diesel fuel properties

Where
 is the liquid surface tension,
L is the liquid viscosity,
A is the air density,
 L is the liquid density,
pL, is the injection pressure differential across the nozzle,
 is the half spray angle and
t is the film thickness, given by
where do is the discharge orifice diameter
and
FN is the nozzle flow number defined by
Effect of fuel-injection pressure and nozzle geometry and size on Sauter mean drop diameter
The Diesel fuel injection
system has the most
dominant effect on flow
processes in the
combustion of
compression ignition
engines; because it
controls the process of
fuel atomization, and the
subsequent fuel/air
mixing,
mixture ignition,
combustion and pollutant
formation

Diagram of the Diesel

combustion system
Description of the Whole Events
in DICI Spray Combustion
 Schematic of a diesel spray, flame
temperatures, and fuel combustion
chemistry profile
Demands placed upon the injection system for
the modern diesel engines
high injection pressures,
shaping of injection timing characteristics,
multiple injections,
values for injected fuel quantity, start of
injection and boost pressure adapted to every
operating condition,
load-independent idle speed control,
closed-loop EGR (Exhaust Gas Recirculation),
low injection timing and injected fuel quantity
tolerances and high degree of precision over the
entire service life,
comprehensive diagnostic facilities,
substitute strategies in the event of faults.
The common rail injection system has a large range of
features to meet the modern diesel engines demands
Solenoid valve-controlled fuel injectors
With CRI type of diesel injection or engine
management, the driver has no direct influence on
the injected fuel quantity. For example, there is no
mechanical connection between the accelerator
pedal and the injection pump. The injected fuel
quantity is determined by various parameters.
These include:

• Driver demand (accelerator pedal position),

• Operating condition,
• Engine temperature,
• Effects on exhaust emissions,
• Prevention of engine and transmission damage,
• Faults in the system.
The following requirements must be
met by the common rail system:
The injection timing must be exact. Even small
variations have a significant effect on fuel consumption,
exhaust emissions and combustion noise.

The fuel injection pressure is independently adapted to

all operating conditions.

Injection must be reliably terminated. Calculation of the

injected fuel quantity and the injection timing is precisely
adapted to the mechanical components of the injection
system. Uncontrolled fuel dribble (e.g. caused by a
defective fuel injector) results in increased exhaust
emissions and increased fuel consumption.
Simple main injection

Needle lift of the fuel injector nozzle and pressure curve

in a cylinder without pilot injection
 Pilot injection
Needle lift of the fuel injector
nozzle and pressure curve in a
cylinder with pilot injection

Advantage:
• Continuous build-up of combustion pressure, resulting in reduced
combustion noise.
• Reduction of oxides of nitrogen in the exhaust gas.
Post-injection (vehicles with DPF
(Diesel Particulate Filter) system)

Advanced post-injection : is initiated in certain load/speed ranges

immediately after main injection. Fuel is then injected during the on-
going combustion. The main purpose of this advanced post-injection
is to raise the exhaust gas temperature during the regeneration
process of the DPF. In addition, some of the diesel particulates
produced during regeneration are after-burned.

Retarded post-injection : only occurs shortly before BDC (Bottom

Dead Center) and also serves to raise the exhaust gas temperature.
Secondary Atomization and Micro Explosion Phenomenon
Secondary atomization, which is cased by the micro
explosion phenomenon, was further followed and
traced through photos taken by using Particle Sizing
Shadowgraph technique to a zone of 0.5 mm x 0.5
mm inside the spray of the fuel at an axial distance of
120 mm from the tip of the injector nozzle

0.5 mm

0.5 mm
 SUMMARY
1. A diesel engine uses heat of compression to ignite the
diesel fuel when it is injected into the compressed air in
the combustion chamber.

2. There are two basic designs of combustion chambers

used in diesel engines. Indirect injection (IDI) uses a
precombustion chamber whereas a direct injection (DI)
occurs directly into the combustion chamber.

3. The three phases of diesel combustion include:

– a. Ignition delay
– b. Rapid combustion
– c. Controlled combustion

4. The typical diesel engine fuel system consists of the fuel

tank, lift pump, water-fuel separator, and fuel filter.
 SUMMARY
5. The engine-driven injection pump supplies high-
pressure diesel fuel to the injectors.

6. The two most common types of fuel injection used

in automotive diesel engines are:
– a. Distributor-type injection pump
– b. Common rail design where all of the injectors are fed
from the same fuel supply from a rail under high pressure

7. Injector nozzles are either opened by the high-

pressure pulse from the distributor pump or
electrically by the computer on a common rail
design.

8. Glow plugs are used to help start a cold diesel

engine and help prevent excessive white smoke
during warm-up.
 SUMMARY
9. The higher the cetane rating of diesel fuel, the more
easily the fuel is ignited.

10. Most automotive diesel engines are designed to

operate on grade #2 diesel fuel in moderate weather
conditions.

11. The API specific gravity of diesel fuel should be 30

to 39 with a typical reading of 35 for #2 diesel fuel.

12. Diesel engines can be tested using a scan tool, as

well as measuring the glow plug resistance or
compression reading to determine a weak or
nonfunctioning cylinder.
 REVIEW QUESTIONS
1. What is the difference between direct injection and
indirect injection?

2. What are the three phases of diesel ignition?

3. What are the two most commonly used types of

automotive diesel injection systems?

4. Why are glow plugs kept working after the engine

starts?

5. What is the advantage of using diesel fuel with a

high cetane rating?

6. How is the specific gravity of diesel fuel tested?

 CHAPTER QUIZ
1. How is diesel fuel ignited in a warm
diesel engine?
a) Glow plugs
b) Heat of compression
c) Spark plugs
d) Distributorless ignition system
 CHAPTER QUIZ
2. Which type of diesel injection
produces less noise?
a) Indirect injection (IDI)
b) Common rail
c) Direct injection
d) Distributor injection
 CHAPTER QUIZ
3. Which diesel injection system
requires the use of a glow plug?
a) Indirect injection (IDI)
b) High-pressure common rail
c) Direct injection
d) Distributor injection
 CHAPTER QUIZ
4. The three phases of diesel ignition
include ________.
a) Glow plug ignition, fast burn, slow burn
b) Slow burn, fast burn, slow burn
c) Ignition delay, rapid combustion, controlled
combustion
d) Glow plug ignition, ignition delay, controlled
combustion
 CHAPTER QUIZ
5. What fuel system component is used in a
vehicle equipped with a diesel engine
that is not usually used on the same
vehicle when it is equipped with a
gasoline engine?
a) Fuel filter
b) Fuel supply line
c) Fuel return line
d) Water-fuel separator
 CHAPTER QUIZ
6. The diesel injection pump is usually
driven by a ________.
a) Gear off the camshaft
b) Belt off the crankshaft
c) Shaft drive off of the crankshaft
d) Chain drive off of the camshaft
 CHAPTER QUIZ
7. Which diesel system supplies high-
pressure diesel fuel to all of the injectors
all of the time?
a) Distributor
b) Inline
c) High-pressure common rail
d) Rotary
 CHAPTER QUIZ
8. Glow plugs should have high resistance
when ________ and lower resistance
when ________.
a) Cold/warm
b) Warm/cold
c) Wet/dry
d) Dry/wet
 CHAPTER QUIZ
9. Technician A says that glow plugs are used
to help start a diesel engine and are shut
off as soon as the engine starts. Technician
B says that the glow plugs are turned off as
soon as a flame is detected in the
combustion chamber. Which technician is
correct?
a) Technician A only
b) Technician B only
c) Both Technicians A and B
d) Neither Technician A nor B
 CHAPTER QUIZ
10. What part should be removed to test
cylinder compression on a diesel
engine?
a) An injector
b) An intake valve rocker arm and stud
c) An exhaust valve
d) A glow plug
 END
View publication stats