Diesel Fuel

Injection Systems

23-Feb-20 Prof A E Magdy Riad Meseha 1

 DIESEL COMBUSTION PROCESS

PROCESS
• Liquid fuel injected into compressed charge
• Fuel evaporates and mixes with the hot air
• Auto-ignition with the rapid burning of the
fuel/air that is “premixed” during the ignition
delay period
– Premixed burning is fuel rich
• As more fuel is injected, the combustion is
controlled by the rate of diffusion of air into
the flame

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 NATURE OF DIESEL COMBUSTION

• Heterogeneous
– liquid, vapor and air
– spatially non-uniform
• turbulent diffusion flame
– High temperature
and pressure
– Mixing limited

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• Intake air not throttled
– Load controlled by the amount of fuel injected
>A/F ratio: idle ~ 80
>Full load ~19 (the stoichiometric A/F ratio is 14.6)
• No “end-gas”; avoid the knock problem
– High compression ratio: better efficiency
• Combustion:
– Turbulent diffusion flame
– Overall lean

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 Combustion stages of CIE
• Ignition delay (ab)-fuel is injected directly into the
cylinder towards the end of the compression stroke.
The liquid fuel atomizes into small drops and
penetrates into the combustion chamber. The fuel
vaporizes and mixes with the high-temperature high-
pressure air.
• Premixed combustion phase (bc)–combustion of the
fuel which has mixed with the air to within the
flammability limits (air at high-temperature and high-
pressure) during the ignition delay period occurs
rapidly in a few crank angles.

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• Mixing controlled combustion phase (cd)–after
premixed gas consumed, the burning rate is
controlled by the rate at which mixture becomes
available for burning. The rate of burning is
controlled in this phase primarily by the fuel-air
mixing process.
• Late combustion phase (de)–heat release may
proceed at a lower rate well into the expansion
stroke (no additional fuel injected during this
phase). Combustion of any unburned liquid fuel
and soot is responsible for this.

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 Four Stages of Combustion in CI Engines

Part of combustion affected

most by the charge motion

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 Diesel Fuel Injection
Systems

Air Solid
Injection Injection

Mechanically Electronically
Controlled Injection Controlled Injection

Direct
Direct Indirect
Injection
Injection Injection

Pre-chamber Swirl Chamber

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 Pre-chamber and swirl-chamber systems
Two-phase combustion process is
obtained: the first phase with a
surplus of fuel, and at the second
phase with a surplus of air

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 For Efficient Fuel
Burning

Excess Air Quick Efficient Mixing

50-100% at full load Time available for
(Reduces the engine mixing is 0.01 S at 1200
power) rpm

Finely Atomized and

Air Motion distributed Fuel
Swirl - Squish, 5- 40 micron

Role of Role of
Combustion Chamber Design Injection System
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 Methods of Fuel Mixture Formation
Two fuel distribution methods are commonly
used.
1- The air distributed method (Space mixture)
The mixture formation is achieved by mixing fuel
particles with air particles surrounding them.
2- The wall distribution method (Film mixture)
The fuel is injected with a single-hole nozzle at
relatively low pressure towards the walls of the
combustion chamber. The fuel evaporates from
the combustion chamber walls and is picked up by
the swirling air.
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 Direct injection system- air
distributed system (space mixture)
Multi-hole nozzle sprays

Mixture is achieved by
mixing fuel particles
with the air particles
surrounding them

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 Direct injection systems—wall
distributed system (Film mixture)
a single-hole nozzle sprays

This system thus

uses the heat of the
piston recess wall
to vaporize the fuel.

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 air distributed system (space
mixture)

wall distributed system (Film

mixture)

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 Functions of Fuel Injection Systems
(1) Metering
(2) Timing
(3) Injection Pressure and Rate Control
(4) Atomization
(5) Distribution (penetration and dispersion)
(6) Quick Start & Stop
(7) Mixing (in case of non turbulent chamber)
(8) Prevention of wall impingement

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 Types of Fuel Injection System
1). Mechanical fuel injection system
a) In-line fuel injection pump
b) Distributor-type fuel pump
c) Unit injector
d) PT fuel injection system
2). Electronically controlled Fuel injection
a) Electronically controlled in-line pump
b) Electronically controlled distributor pump
c) Electronically controlled unit injector
d). Hydraulically Actuated Electronically Controlled Unit
Injector (HEUI)
e) Common rail fuel injection system
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 In-line fuel injection pump system

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Distributor-type fuel pump system

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 Unit injector system

Detroit Diesel
General Motors

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 PT fuel injection system

Cummins

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 Common rail fuel injection system

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 Hydraulically Actuated Electronically
Controlled Unit Injector (HEUI)

CATERPILLAR

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 Mechanically Controlled In-Line
Fuel Injection System

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 System Components
• The in-line fuel injection pump, driven by a
camshaft, has one pumping element for each
cylinder.
• Pumping elements are mounted vertically in
a straight line, side by side.
• The lower half of the pump housing supports
and encloses a horizontally positioned cam
shaft, which has so many cam profiles as
there are pumping elements.

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 Pumping Element
Each pumping element consists of
• A pump plunger which reciprocates in the barrel
in dependence on camshaft profile.
• The camshaft profile converts the angular
movement of the camshaft into a linear plunger
motion
• The individual cam profiles are arranged
according to the engine’s firing order sequence.
• The top of each barrel is enclosed by its own
delivery valve and optional snubber valve
assembly (eliminates the fuel pressure spikes to
the fuel pressure sensor specially at start up).
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 Pumping elements

gallery
pressure up
to 1.5 bar

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 High pressure
chamber

The plunger has two

motions:
• Reciprocating
continuous linear motion
to pressurize the fuel.
• Rotary motion to meter
the quantity of fuel when
required.

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 Pump Operation
• The plunger moves up in dependence on camshaft
rotation following the cam profile and cuts off the
feed/spill ports.
• When all feed/spill ports are closed, the geometrical
fuel delivery begins.
• The in-barrel chamber pressure rises opens the
delivery valve.
• The pressure in the in-barrel chamber increases until
the edge of the plunger helix uncovers the feed/spill
ports.
• The in-barrel pressure collapses as fuel begins to
escape This is the moment of the geometrical end of
fuel delivery

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 Fuel delivery process with
geometrical start and end of delivery

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 High Pressure Tubes and Injector
• The pressure rise in the in-barrel results in a
pressure wave traveling towards the injector.
• When this pressure wave reaches the injector
nozzle, the needle opens and the injection
starts.
• After the fuel delivery ends, the pressure in
the injector chamber falls, the needle closes,
and the injection process terminates.

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 Injector nozzle

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 Plunger-and-barrel Pumping Action.

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• The delivery valve closes the fuel
line quickly at the end of fuel
injection in order to keep the
residual pressure inside the
injection pipe.
• At the same time, the fuel is drawn
back in allowing the injection
nozzle to snap shut, thus
preventing fuel dribble (drippling).

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 Function of Delivery Valve
• It provides injection line retraction
,which is the pulling back of a small
amount of fuel in the injection line to
prevent nozzle drippling.
• This lowers the fuel line pressure
and allows the injector nozzle to
close quickly, abruptly cutting of
injection

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  The residual pressure must
be with just the right amount
of pressure!
 High enough to stop
cavitation and to reduce the
time to reach the injection
pressure.
 Low enough to avoid
secondary injection
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• If the pressure inside the injection pipe after
the fuel injection is low, the fuel volume is
decreased.
• Because the injection pressure does not
reach quickly if the pressure inside the pipe is
low.
• Therefore, it is necessary to keep the
pressure constant inside the injection pipe all
the times.

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 Types Of Injection Nozzles
A. Open Injector nozzles
B. Closed Injector nozzles:
1- Hole injector nozzle
-Single hole
-Multi-hole
2- Pintle nozzles
- Pintle type
- Throttle type
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 Hole injector nozzle

Pintle nozzles

Electronic Hole
Injector

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 Fuel injector essential parts
1- A nozzle assembly
2- A steel nozzle holder
3- A steel nozzle nut or nozzle cap nut,
7- A cap nut
5- A steel spindle
6- A spring adjusting mechanism
4- A heavy-duty compression spring

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 Spring Force

Nozzle and
Needle Valve

Fuel pressure
Force

1- Spray pattern
2- Valve seat test
3- Back leakage test
4- Injection pressure

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 The delay (or throttling) nozzle
a narrow gap between the pintle and the
nozzle body.

Injection
Rate
Control

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 Space
mixture

Film
mixture

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 Calculations of the
Quantity of Fuel Injected
per cycle
Assumptions:
Quasi-Steady flow through the injector nozzle
t.or. Duration of fuel injection
*
Af Instantaneous effective flow area


A f Average effective area

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 Mass of fuel injected/cycle

t .
m f   m f dt
0

t *
m f  2  f p  A f dt
0

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• The average effective area:
 t *
1
Af 
t 0 A f dt

• The mass of fuel injected/cycle:


m f  2  f p A f t

m f  c d n Ageom 2  f p t
 
m f  c d n Ageom 2  f p
6N
 ....in...o CA
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 .
N
mf  mf .n.
60x
.
mf  Rate of fuel injected (kg/s)
mf  Fuel injected per cycle per cylinder (kg)
n  Number of cylinders
N  Rotationalspeed (rpm)
x  2 for 4 - Stroke engine, 1 for 2 - Stroke engine

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 • The volume of fuel/cycle:
 2p 
V f  c d n Ageom
 f 6N
• For open injector:
p  pinj  pch
• For closed injector:
p  p1  pch
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• Vp=Aplunger Sp

• Sp= Total plunger

stroke

• Vp=injected volume Vf

+ Retraction Volume

+ Leakage volume

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 As the engine speed increases, the burn
time still the same.
 Much of combustion process would occur
after TDC if some type of timing device
were not used to advance the start of fuel
injection.

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 Automatic Timing Advance Device

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 To injection pump
camshaft

Automatic-Timer
Input

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 The spring is compressed
depending on the centrifugal force
of the flying weights as a function
of engine speed

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 Limiting speed governors
Highway vehicles.
 Variable speed governors
tractors, locomotives and marine
engines
 Constant speed governors
Generators

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 Speed Droop
• Droop has many uses and applications in the control
of engines. Without some form of droop, engine-
speed control would be unstable in most cases.
• Droop is defined as a decrease in speed setting at the
load increases. Droop is expressed as a percentage of
the original speed setting from no load to full load.
Droop is calculated with the following formula:
• % droop = ( (Speed at no load - Speed at full load) /
(Speed at full load))*100

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 the governor is to maintain that speed despite the variations in load.

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Dr Magdy
Riad

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 Dr Magdy Riad

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