Browse Topic: Fuel pumps

Items (273)
This procedure is intended to apply to fuel pumps. This procedure will be defined in terms of recommended test fluid, test setup, test conditions, and test method. This procedure may be used for other fuel system components, by testing in conjunction with the pump, which normally supplies the component inlet flow, or a substitute test pump of similar capacity. This procedure may be used, with variations in test conditions and test fluid for performing pump evaluation tests. Tests at progressively increasing pump speeds and pressures will provide design limitation data. Alternate test periods on a test pump and another pump, of a design for which actual service durability is known, will provide useful comparison data.
AE-5B Aircraft and Engine Fuel and Lubricant Sys Components
The correct setting and adjustment of fuel injection pumps requires standardized testing conditions. This SAE Standard summarizes the design and operating parameters for test benches so that, using certain information supplied by the pump manufacturer, the pump test schedule, and certain information supplied by the test bench manufacturer, it can be determined whether a particular test bench is suitable for driving a particular injection pump. This document is in most cases a summary of the ISO Standard 4008, Parts 1, 2, and 3 and is intended to provide its critical aspects. Standard ISO 4008 should be referred to for more details.
Diesel Fuel Injection Equipment Standards Committee
This SAE Recommended Practice defines a guideline for the fuel injection pump designer to select appropriate fastener designs which are considered to be tamper-resistant. It applies to fuel injection pumps used on diesel engines.
Diesel Fuel Injection Equipment Standards Committee
The fuel injection pump is intended to validate the accuracy of calibrating nozzle and holder assemblies for applications using 0.4 - 0.8 mm diameter orifice plates and to assist in identifying problems in fuel injection pump test stands. This SAE Recommended Practice is divided into two parts: Part I—Design, Description and Specifications of the Fuel Injection Pump; and Part II—Test Procedures for Using the Fuel Injection Pump.
Diesel Fuel Injection Equipment Standards Committee
This standard covers the operational characteristics, environment, durability procedures, and test procedures for in-tank electric fuel pumps for automotive gasoline applications. Specific performance and test criteria used in conjunction with this procedure are specified on the pump drawing. Particular sections of this document may be required for all applications. This standard is intended to evaluate specific characteristics as a supplement to normal material inspections, dimensional checking, and in-process controls, and should in no way adversely influence other inspection operations.
USCAR
Towards Dual and Three-Channel Electrical Architecture Design for More-Electric Engines2018-01-193510/30/2018
In recent years, the More-Electric Aircraft (MEA) concept has undergone significant development and refinement, striving towards the attainment of reductions in noise and CO2 emissions, increased power transmission efficiency and improved reliability under a range of flight scenarios. The More-Electric Engine (MEE) is increasingly being seen as a key complementary system to the MEA. With this concept, conventional engine auxiliary systems (i.e. fuel pumps, oil pumps, actuators) will be replaced by electrically-driven equivalents, providing even greater scope for the combined aircraft and engine electrical power system optimisation and management. This concept, coupled with extraction of electrical power from multiple engine spools also has the potential to deliver significant fuel burn savings. To date, single or dual channel electrical power generation and distribution systems have been used in engines and aircrafts. However, with the increasing electrification of flight-critical engine auxiliaries along with the requirement for greater load transfer flexibility, a three-channel architecture should be considered. This paper investigates potential concepts for a three-channel power system architecture in an MEE system. The paper considers issues such as architecture layout and key technologies that may be considered for MEE architecture. Using an extensive database of public domain MEA/MEE power system component failure rates, a detailed fault tree analysis is then presented. This provides a quantitative comparison of dual channel and three-channel architecture candidates under the pertinent failure modes as well as showing the impact of common architecture features on system reliability and robustness. Finally, the paper concludes with a discussion of the ring busbar topology operation and power electronics technology requirements that could successfully implement a flexible and robust three-channel architecture for MEE systems.
Zhang, QiyangSztykiel, MichalNorman, PatrickBurt, Graeme
Advances in Gasoline Direct Injection Fuel Pump Technologies2018-01-03674/3/2018
The introduction of gasoline direct injection (GDI) fuel systems has created numerous technical and manufacturing challenges for fuel system engineers. Direct injection systems run at significantly higher pressures compared to port fuel injection, leading to increased stresses on fuel system components. The demands of GDI pump applications have led to significant innovation opportunities in areas such as high-pressure sealing, control of pumping noise and management of increased loads on pumping elements and pump structure. Shifts in the methodologies for the design of components and materials used, as well as changes to the validation and manufacturing processes, have been required to develop fuel systems for direct injection engines. New technologies for the assembly and joining of materials have also been important to further optimize designs for size, weight, and cost. Recent advances in materials and forming technologies have opened design possibilities to integrate pump sub-systems for improved function and packaging. Of these technologies, laser welding, metal injection molding, and precision stamping are key aids in creating robust, cost-effective and low-weight solutions. Additionally, the control of debris generation and migration during all stages of the value stream is a critical enabler of pump performance consistency and quality. Part transport, handling and cleaning, audit and analysis considerations must be fully integrated into process layout and material flows to achieve target requirements. Control of environmental air quality and airborne aerosols also plays a critical role in assembly quality. In this paper, design strategies, production methodologies and key lessons learned are reviewed for current and upcoming Stanadyne GDI pump technology.
Cavanagh, MarkPellini, RichardPinson, John
Experimental Analysis of Fuel and Injector Body Temperature Effect on the Hydraulic Behavior of Latest Generation Common Rail Injection Systems2018-01-02824/3/2018
The present paper describes the effect of thermal conditions on the hydraulic behavior of Diesel common rail injectors, with a particular focus on low temperatures for fuel and injector body. The actual injection system thermal state can significantly influence both the injected quantity and the injection shape, requiring proper amendments to the base engine calibration in order to preserve the combustion efficiency and pollutant emissions levels. In particular, the introduction of the RDE (Real Driving Emission) test cycle widens the effective ambient temperature range for the homologation cycle, this way stressing the importance of the thermal effects analysis. An experimental test bench was developed in order to characterize the injector in an engine-like configuration, i.e. fuel pump, piping, common rail, pressure control system and injectors. One of the injectors is used for the measurement of injection rate time profile by means of a Zeuch method-based injection analyzer, mean injected volume per shot and dynamic pressure time-history at pump outlet and injector inlet. The fuel temperature, measured at the fuel pump inlet, and the injector body temperature are independently conditioned in a range between −10 °C and 90 °C. Latest generation common rail injectors - featuring the first a pressure-balanced pilot stage, the other a three-way valve pilot stage respectively - were tested over a wide range of thermal conditions as combination of fuel and injector body temperatures, injection pressure level (up to 2000 bar), and injection strategies (solo-main, pilot-main and main-post injection patterns). The experimental results showed a strong effect of thermal conditions on the injector hydraulics. The injected volume can be varied up to 30% compared to the reference operating condition (Tfuel = 40 °C, Tbody = 90 °C). The injection rate analysis evidenced that the injector closure timing can be seriously affected by the system thermal state, while the nozzle steady flow is typically less influenced by the fuel and injector body temperature in the examined range. It was also evidenced a different temperature effect for different pilot stage architectures. In one case the temperature reduction led to an injection volume decrease and in the other case, comparable differences where observed but with a completely opposite trend.
Cavicchi, AndreaPostrioti, LucioPesce, Francesco ConcettoFerrara, Umberto
Combined Discrete-Continuous Simulation for Maintenance Training and Execution2017-01-20259/19/2017
One of the most important activities associated with the Aerospace or Defense industry is maintenance. Maintainability procedures have a direct impact on safety and operational availability of systems. The processes and procedures that are used during maintenance activities, whether removing and replacing a component of a system, or conducting troubleshooting, are generally discrete by design, and in most cases, a maintainer, or a field service representative (FSR), will follow a sequence of steps as part of a maintenance work package or work instruction to complete the necessary tasks. Depending on the system, those maintenance activities could be complex, requiring a large maintenance window and the availability of resources to ensure completion. In order to successfully accomplish those complex tasks, besides having access to the required hardware/software and tools, one of two alternatives need to exist: either the maintainer is well trained and experienced, or the maintenance work instructions are extremely detailed and precise; both options can be time consuming and expensive to achieve. In addition, and depending on the FSR, or how the work instructions were captured, the maintenance task will be done in a particular way, not leaving room for process improvement. Maintenance activities are generally conducted by utilizing a series of discrete steps, although the process of developing maintenance procedures can be open to interpretation, depending on how and who created the procedure. By utilizing the maintenance procedures, system data, and the information on the component(s) affected, the approach users take to accomplish the particular maintenance task can be collected in the form of quantitative data. Utilizing that data, discrete-continuous models can be generated for specific maintenance activities in order to maximize efficiency and reduce system downtime.
Rodriguez, Eugenio
Approaches of NVH Improvements for Fuel Pump Noise Issues2017-01-04423/28/2017
With the increasing expectation of customer for a quiet and comfortable ride, automobile manufacturers need to continuously work upon to improve automobile powertrain NVH. Today’s customer has become so aware of vehicle related noises that in-tank fuel pump noise is no exception to the checklist of evaluating cabin NVH. In-tank fuel pump, that is responsible for delivering the fuel from fuel storage tank to delivery rail, uses an electric driven motor. The rotating parts such as rotor, etc. produce vibrations that may traverse to tank body & subsequently vehicle body. Since noise is essentially an audible vibration at its root, these structure borne vibrations may be perceived as noise inside passenger cabin. Additionally, the noise may also be produced by fuel flow pulsations if transferred through piping to vehicle body. This paper focuses on various approaches to reduce the fuel pump generated noise heard inside passenger cabin. Some of the approaches used for the aforementioned are: dampening or isolating source vibrations, changing modal/frequency response behavior, reducing/eliminating the resonance factor in the traversed medium, etc. These approaches have been formulized based on various iterations conducted at fuel pump level, fuel tank level and piping layout. The results were gauged by subjective feeling as well as objective data measurement. Furthermore, the paper also touches upon the use of CAE tools to identify resonating points.
Aneja, Harchetan SinghTripathi, ManasSingh, HarmeetParmar, Aashish
Multi-Fidelity Total Integrated Simulation Technology for High Pressure Pump with Squeeze Film Effect2017-01-13253/28/2017
Automotive fuel can be efficiently combusted by injecting it into the cylinders at high pressure to atomize it to pass the regulations for exhaust gas and fuel economy. For this reason, automotive companies have developed direct injection engines, which can inject gasoline into the cylinders directly. Furthermore, the demand for lower-noise high pressure pumps is also increasing from the viewpoint of automotive comfort. Since the valve velocity and noise level will increase as the pressure in fuel pumps increases, noise problems need to be solved under the high pressure conditions. Accordingly, the valve motion should be predicted with high accuracy under operating conditions to evaluate the noise caused by valve impingement. In addition, the squeeze film effect phenomenon will occur in the physical fuel pumps affect the prediction of the noise level caused by valve impingement. Therefore, we focused on high pressure fuel pumps to develop multi-fidelity (MF) total integrated simulation technology. We couple 1D system analysis and 3D moving boundary analysis with the squeeze film effect to predict the valve motion under operating conditions in the MF simulation. The valve motion and the boundary conditions of a 3D moving boundary analysis are predicted by 1D system analysis. The fluid force that acts on the valve is predicted by 3D moving boundary analysis. Finally, we could predict the valve deceleration phenomena by applying the MF technology to the high pressure fuel pumps.
Oh, UKusano, KazuyaNonaka, NorihikoYamakawa, Hironobu
Development of High-resolution Exciting Source Identification System2016-01-13254/5/2016
We have developed an excitation source identification system that can distinguish excitation sources on a sub-assembly level (around 30mm) for vehicle components by combining a measurement and a timing analysis. Therefore, noise and vibration problems can be solved at an early stage of development and the development period can be shortened. This system is composed of measurement, control, modeling, and excitation source identification parts. The measurement and the excitation source identification parts are the main topics of this paper. In the measurement part, multiple physical quantities can be measured in multi-channel (noise and vibration: 48ch, general purpose: 64ch), and these time data can be analyzed by using a high-resolution signal analysis (Instantaneous Frequency Analysis (IFA)) that we developed. The main difference from the conventional method (Short Time Fourier Transform Analysis (STFT)) is the calculation of the instantaneous frequency from temporal changes in phase. The advantage of IFA is that it has higher resolution than STFT. On the other hand, in the excitation source identification part, the excitation sources can be identified by using a measurement technique such as IFA and an analysis technique such as 1D modeling and timing analysis. We applied this system to high pressure fuel pumps to identify the excitation sources. In the results, six excitation sources were almost all distinguished. Furthermore, the impact noise of the inlet valve and the pressure pulsation noise of the outlet valve were distinguished correctly. These results show that the inlet and outlet valves can be identified as excitation sources.
Watanabe, MasanoriTanabe, YosukeYoneya, Naoki
Perception of Diesel Engine Gear Rattle Noise2015-01-23336/15/2015
Component sound quality is an important factor in the design of competitive diesel engines. One component noise that causes complaints is the gear rattle that originates in the front-of-engine gear train which drives the fuel pump and other accessories. The rattle is caused by repeated tooth impacts resulting from fluctuations in differential torsional acceleration of the driving gears. These impacts generate a broadband, impulsive noise that is often perceived as annoying. In most previous work, the overall sound quality of diesel engines has been considered without specifically focusing on predicting the perception of gear rattle. Gear rattle level has been quantified based on angular acceleration measurements, but those measurements can be difficult to perform. Here, the emphasis was on developing a metric based on subjective testing of the perception of gear rattle. In the first part of the present work, a method to simulate gear rattle noise and incorporate it into a no-gear-rattle (baseline) recording was developed. That procedure enabled controlled variation of rattle within the total engine noise signal. The simulations were then used in a psychoacoustic test that was designed to quantify detectable levels, perception of growth, and increase in annoyance due to the presence of gear rattle noise. Forty subjects participated in the threshold detection tests and a paired comparison annoyance test. The responses of people who reported having experience with diesel engines were compared to those of a more general population. The subjects with diesel engine experience were found to be better at detecting gear rattle noise and found rattle more annoying than the other subjects, particularly at high rattle levels. Current work is focused on development of metrics that accurately reflect human responses to gear rattle.
Sobecki, BrandonDavies, PatriciaBolton, J StuartEberhardt, Frank
Volumetric Efficiency Improvement of High-Pressure Fuel Pump for Gasoline Direct Injection Engine2015-01-12734/14/2015
A recent trend in high-pressure gasoline pumps is increasing the outlet pressure. One of the most important topics for increasing this pressure is improving volumetric efficiency. Therefore, the purpose of this research is to quantify the breakdown of efficiency loss factors and to suggest a new design for improving volumetric efficiency. Authors developed a method of quantifying the efficiency loss breakdown of high-pressure gasoline pumps by using 1D fluid pressure simulation results and conducting evaluation experiments regarding sensitivity. Authors separated pump movement into three phases; suction, compression, and delivery. Authors then investigated the loss factors in each phase. As a result, authors obtained an equation for predicting the final output volume. The equation consists of a limit output volume and other types of leakage volumes. The limit output volume is calculated from the volume sucked into the pump chamber, output pressure, dead volume of the pump chamber, and displacement volume. Finally, authors analyzed the efficiency loss breakdown of a previous pump design by using the developed method. According to the analysis, the major loss factor was reduction in effective displacement volume due to the dead volume of the pump chamber. This effect becomes stronger under high pressure. Based on this result, authors suggest a new low-dead-volume pump chamber design. Authors predict that the new design can maintain volumetric efficiency over 60% up to 30MPa delivery pressure.
Aritomi, ShunsukeKuniyoshi, HiroyasuTokuo, KenichirouUsui, SatoshiSaito, AtsujiSaso, Yuta
Improving STL Performance of Automotive Carpets with Multi-layering and Effective Decoupling2015-26-01361/14/2015
Automotive floor carpet serves the purpose of insulating airborne noises like road-tire noise, transmission noise, fuel pump noise etc. Most commonly used automotive floor carpet structure is- molded sound barrier (PE, vinyl etc.) decoupled from the floor pan with an absorber such as felt. With increasing customer expectations and fuel efficiency requirements, the NVH requirements are increasing as well. The only possible way of increasing acoustic performance (Specifically, Sound Transmission Loss, STL) in the mentioned carpet structure is to increase the barrier material. This solution, however, comes at a great weight penalty. Theoretically, increasing the number of decoupled barrier layers greatly enhances the STL performance of an acoustic packaging for same weight. In practice, however, this solution presents problems like- ineffectiveness at lower frequencies, sudden dip in performance at modal frequencies. Also, practical constraints in achieving ideal decoupling limit the advantages of the technique. This paper aims at exploring the effects of multi-layering of barrier material on STL performance of automotive carpets. Another focus area of this paper is the optimization of several multi-layered structures to make it effective for automotive floor carpet application in frequency band of 500Hz to 8000 Hz. Also, methods of improving decoupling in automotive carpet to improve STL performance have been studied. An approximate mathematical model has been developed in the paper to explain the STL behavior of automotive carpets. The model has been validated by comparing results with actual test results at ARAI. Based on the model, effect of changes in parameters of backing material, absorber/decoupler, type of bonding between backing and absorber has been discussed. In addition, guidelines for a part designer have been developed to decide the kind of carpet structure to be used for given NVH requirements.
Mahajan, DeepakSandilya, ArnabKhandelwal, LokeshSrivastava, Sameer
Achieving Very Low PN Emissions with an Advanced Multi-Hole Injector Functionality and Adapted Spray Targeting Under High Fuel Pressure Conditions2014-01-260510/13/2014
In the near future, emissions legislation will become more and more restrictive for direct injection SI engines by adopting a stringent limitation of particulate number emissions in late 2017. In order to cope with the combustion system related challenges coming along with the introduction of this new standard, Hitachi Automotive Systems Ltd., Hitachi Europe GmbH and IAV GmbH work collaboratively on demonstrating technology that allows to satisfy EU6c emissions limitations by application of Hitachi components dedicated to high pressure injection (1). This paper sets out to describe both the capabilities of a new high pressure fuel system improving droplet atomization and consequently mixture homogeneity as well as the process of utilizing the technology during the development of a demonstrator vehicle called DemoCar. The Hitachi system consists of a fuel pump and injectors operating under a fuel pressure of 30 MPa. Revised spray patterns have been developed following an IAV process using optical spray vessel investigations as well as CFD simulation for a specific engine (boosted engine with 1.4L engine displacement and direct injection). For the system evaluation on the engine test-bench and inside the vehicle on the chassis roller dyno, Hitachi Automotive Systems, Ltd. manufactured the new spray patterns accordingly. The chosen test engine has been equipped with the Hitachi components and has been optimized on the engine test-bench in steady state conditions. Subsequently, the high pressure injection system has been installed onto a DemoCar in order to also improve the calibration in transient operation on the chassis roller dyno. Since injector properties are different from the reference injectors, the injection strategy has been modified and re-calibrated at catalyst heating, warm-up operation and hot condition operation. The final calibration with 30 MPa maximal injection pressure enabled a reduction by 60% of particulate number over NEDC compared to the reference without a strong penalty on fuel consumption.
Frottier, CyrilleSens, MarcRieß, MichaelWigger, MalteBenz, AndreasMaekawa, NoriyukiOnishi, KojiOryoji, KazuhiroMachida, Kenichi
Internal Injector Deposits From Sodium Sources2014-01-13884/1/2014
There have been reports of internal injector deposits causing problems in diesel engines in the field from 2008. Such problems manifest themselves as rough idling, power loss, high emissions, high-pressure fuel pump wear, injector sticking, internal component corrosion and engine failure. These reports coincided with the use of common rail diesel injection systems and of ultra-low sulphur fuels introduced because of emission regulation demands. The injection systems have design features that are more conducive or susceptible to deposit formation such as severe high temperature and pressure operating conditions, the tolerances of critical parts, and lower force internal component actuation. The changes to fuels have also affected the fuels ability to solubilise these deposits. The deposits formed manifest themselves in complex form in the field, often being mixtures of inorganic and organic compounds. One sub-group of this complex picture that is of current major interest is “sodium soaps”, also known as sodium carboxylates. Various sources of sodium have been used to research IDID with varying results. Work with the different sodium precursors, sodium hydroxide and sodium 2-ethylhexanote (a fuel soluble sodium salt) showed that interaction with monoacid lubricity additives produced filter blocking in one case and injector sticking in the other. With the possible development of a standard engine test it is important to understand the effects of a variety of sodium sources to ensure any future test reflects field problems. Investigation of a number of sodium salts and their interactions with different acid species in fuels are described in this paper. The effect of water and other factors are also presented. Finally, a commercial deposit control additive that is effective in controlling this type of IDID is provided.
Reid, JacquelineCook, StephenBarker, Jim
Investigating “De Minimis” Level of Fatty Acid Methyl Esters (FAME) in Distillate Marine Gas Oil2013-01-269710/14/2013
According to the existing maritime regulation, the marine diesel equipment will be necessary to operate with low sulfur marine fuels. Low Sulfur Middle Gas Oils (MGOs) often have a viscosity that is lower than that of Heavy Fuel Oil (HFO). The problems in diesel engines are mainly related to high pressure fuel pumps that depend on the fuel oil for their lubrication. A solution to that problem probably will be the addition of Fatty Acid Methyl Esters (FAME) as an additive to the fuel. On the other hand, for the purposes of International Standard ISO 8217:2012 in the case of distillate fuels it is recommended that “de minimis” level of FAME is recommended. “De minimis” level is determined approximately as the 0.1% volume of the fuel. In this study, Distillate Marine Diesel Oil with good lubricity performance was used blended with FAME fuel, according to national and European Standard (ELOT EN 14214), was used as an additive. The FAME was stored for three months period in a plastic container. Then mixture with concentrations of 0.5%, 1.0%, 2.0%, 3.0%, 4.0% and 5.0% by volume were used. The obtained results shown that all the mixtures are within the specification limits but the tribological measurements, which were carried out with an applied load of 600 g using the High Frequency Reciprocating Rig (HFRR) with test duration for each test 150 min., revealed an increased wear. This happened because after the storage period the water content of the FAME increased significant.
Kalligeros, Stamatios SpyridonKotsokolos, PanagiotisKotsifis, ManousosAnastopoulos, GeorgeLois, EvripidisZannikos, Fanourios
Corrosion on Electric Fuel Pump Housing at Durability Test in Test Bench2013-36-062210/7/2013
For lifetime verification in automotive components it is necessary to simulate their operation in test benches that reproduce the conditions of vehicular application, according to the boundary conditions defined in the project. In durability tests of electric fuel pumps for Otto cycle engines, test benches are often used comprised of fuel tanks made of stainless steel provided with a fuel temperature control system. They also have a hydraulic system that allows simulating the fuel circulation loop of the vehicle consisting of fuel filter and fuel pressure regulator. Moreover, they are also equipped with flow meters and fuel pressure for monitoring the test. It has been observed in test bench durabilities that fuel pumps of Flex Fuel type are likely to present high levels of corrosion on their outer housing, even higher than expected after this kind of test. However this behavior has not been found in automotive vehicles under real conditions of use and after a long period of running, suggesting that the problem lies in the operational conditions of the test bench itself. This paper aims to study the cause of this phenomenon, associated with the ground difference between the bench and the tank of the vehicle, describe it from a theoretical perspective and propose modifications to the settings that best simulate the test vehicle conditions, leading to more reliable results at the end of the test.
Fávero, Celso Eduardode Souza, Leandro BarcellosPacheco, FabianePereira, Mário Celso Duarte
Cavitation Prediction in Liquid Ring Pump for Aircraft Fuel Systems by CFD Approach2013-01-22389/17/2013
Liquid ring pumps are used in aircraft fuel systems in conjunction with main impeller pumps. These pumps are used for priming the pump system as well as to remove fuel vapor and air from the fuel. Prediction of cavitation in liquid ring pumps is important as cavitation degrades the performance of these pumps and leads to their failure. As test based assessment of cavitation risk in liquid ring pump is expensive and time consuming, recent approaches have been to assess and predict the risk of cavitation using Computational Fluid Dynamics (CFD) methods with the goal to quicken the design process and optimize the performance of these pumps. The present study deals with the development and assessment of a CFD methodology to simulate cavitation for a liquid fuel pump used in aircraft fuel systems. The study simulates the cavitation phenomena using a multi-phase flow model consisting of fuel vapor, air, and liquid fuel phases. The rotation of the blades is simulated using two approaches, a steady state multiple reference frame approach and a transient sliding mesh approach. The results demonstrate that the numerical model employing transient sliding mesh approach along with a standard k-e turbulence model, although computationally expensive, is required to predict the cavitation phenomenon in liquid ring pumps accurately.
Radle, ManojShome, Biswadip
Online Adjustment of Start of Injection and Fuel Rail Pressure Based on Combustion Process Parameters of Diesel Engine2013-01-03154/8/2013
Most modern diesel engines are equipped with common fuel rail system. The common fuel rail pressure and start of injection are two important fuel path control variables which are needed to be carefully calibrated over all engine operation range. They both have big effects on engine emissions, fuel consumptions and combustion noise performance. Though there are mature techniques such as design of experiment, model based calibration together with optimization method for engine calibration task, the engine test points are still many and the calibration costs are still high. Besides, the outputs of the calibration are look up tables or maps which are used in engine open loop control strategy in engine control system. Open loop control system has no adaptive and disturbance rejection ability. So the initially optimally calibrated look up control tables will gradually become less and less optimal when the engine is aging. Furthermore, if the fuel property or the fuel injection system performance changes, those calibrated look up tables may not fit and may need to be recalibrated. A reliable and simple combustion process parameters based two-input-two-output feedback control structure was proposed in this paper to replace the lookup table based start of injection and fuel rail pressure control system. The controlled combustion parameters are combustion phasing and a variable consists of combined information of ignition delay and combustion width. The control strategy is a decentralized control which also can be named as two single loop control system. The references for these two combustion parameters were calculated from two linear algebra equations involved with only two engine variables: speed and load. The constants in the reference algorithm were obtained by a solution to a neural network engine model based optimization problem subjected to a specific engine transient test type. The results of engine speed and torque transient test show that this combustion parameters feedback based start of injection and fuel rail pressure online adjustment system works not only smoothly but reliably and makes engine has improved fuel consumption and exhaust gas emissions performance compared to lookup table control system. By applying this control strategy, enormous calibration work could be reduced and combustion process is closed loop controlled.
Yang, ZhijiaStobart, RichardWinward, Edward
Development and Validation of a Forklift Truck Powertrain Simulation2013-01-08174/8/2013
Fuel economy has become an important consideration in forklift truck design, particularly in Europe. A simulation of the fuel consumption and performance of a forklift truck has been developed, validated and subsequently used to determine the energy consumed by individual powertrain components during drive cycles. The truck used in this study has a rated lifting capacity of 2500kg, and is powered by a 2.6 litre naturally aspirated diesel engine with a fuel pump containing a mechanical variable-speed governor. The drivetrain consisted of a torque convertor, hydraulic clutch and single speed transmission. AVL Cruise was used to simulate the vehicle powertrain, with coupled Mathworks Simulink models used to simulate the hydraulic and control systems and governor. The vehicle has been simulated on several performance and fuel consumption drive cycles with the main focus being the VDI 2198 fuel consumption drive cycle. To validate the model, a truck was instrumented and measurements taken to compare the performance and instantaneous fuel consumption to simulated values. The fuel injector pump was modified and calibrated to enable instantaneous fuel flow to be measured. The model has been validated to within acceptable limits and has been used to investigate the effect four different torque converters have on the fuel consumption and performance of the forklift truck. The study demonstrates how the model can be used to compare the fuel consumption and performance trade-offs when selecting drivetrain components.
Murtagh, MartinKee, RobertMcCullough, GeoffreyStuart, CharlesBradley, ConorTrimble, StephenAllen, MatthewChen, ChenyaoKolkemo, AlanReichenbach, Drew
Design of DME-Diesel Fuel Supply System for Non-Gasification2013-01-11524/8/2013
As efficient and low-pollution alternative fuel, dimethyl ether (DME) has shown its excellent performance of combustion and emissions. There is a phenomenon of DME gasification in the in-line fuel pump of DME-diesel engine. DME gasification can result in “vapor lock” and serious inequality of the fuel supply in DME-diesel fuel system. This paper presents a simple solution to improve DME gasification in DME-diesel fuel system. The key feature of the solution is just a bypass check valve, which is assembled between the intake fuel supply and the plunger chamber of the in-line pump. DME gasification in the in-line pump can be effectively eliminated by means of the bypass valve design. The feasibility of the solution design is validated against AVL-HYDSIM simulations of both fuel systems, including the baseline of DME-diesel duel fuel system and the fuel system with the bypass check valve, on factors such as intake fuel pressure, DME content ratio, engine speed, DME vapor pressure and so on. The research shows that (1) the design of the bypass check valve is one solution to eliminate DME gasification in the in-line pump fuel-injection system, and (2) DME gasification is inevitable in the plunger chamber of the in-line pump due to the powerful vacuum suction of the plunger, and (3) there is less effect of intake fuel pressure and DME fuel content ratio on the elimination of the gasification in the in-line pump, because the cause of DME gasification is the structure of the plunger and barrel assembly in the in-line pump fuel-injection system.
Dong, JianPan, QingchuanPan, ZhixiangYang, Dong
Diesel Vehicle Cold Operability: Design of Fuel System Essential Besides Fuel Properties2012-01-15929/10/2012
Cold operability is estimated by fuel's cold filter plugging point (CFPP). However, correlation of CFPP with diesel vehicle performance originates from a period when simple in-line or distributor fuel injection systems were applied and fuels did not contain biocomponents. Today, common rail fuel injection systems are used and there seem to be remarkable differences in their design between vehicle models. Seven cars were tested in a climate chamber. The best cars operated down to 8°C below fuel's CFPP but the worst get into problems 5°C above CFPP with the same fuel. It is challenging to define what CFPP is needed in order to guarantee trouble-free winter performance because there are big differences between car models. It is fundamental to get the fuel temperature of a vehicle's fuel filter above the fuel's cloud point during driving, and this depends on fuel system design factors, such as location and size of fuel filter and fuel heater if it is used. Oil companies prefer diesel fuels which do not have unnecessary good cold properties because better cold properties reduce the diesel fuel yield at refineries at a time when there is shortage of diesel fuels in Europe. Light middle distillate fractions suitable for winter grades are needed also for aviation kerosene production. Cold operability problems related to biocomponents can be avoided by using isomerized HVO. Trouble-free operation in cold conditions is important for all stakeholders: oil companies, automotive companies and vehicle owners. Further exchange of information and cooperation between oil, automotive and fuel additive companies would be valuable as well as more vehicle testing.
Mikkonen, SeppoKiiski, UllaSaikkonen, PirjoSorvari, Jari
Possible Mechanism for Poor Diesel Fuel Lubricity in the Field2012-01-08674/16/2012
Traditionally, diesel fuel injection equipment (FIE) has frequently relied on the diesel fuel to lubricate the moving parts. When ultra low sulphur diesel fuel was first introduced into some European markets in the early 1980's it rapidly became apparent that the process of removing the sulphur also removed other components that had bestowed the lubricating properties of the diesel fuel. Diesel fuel pump failures became prevalent. The fuel additive industry responded quickly and diesel fuel lubricity additives were introduced to the market. The fuel, additive and FIE industries expended much time and effort to develop test methods and standards to try and ensure this problem was not repeated. Despite this, there have recently been reports of fuel reaching the end user with lubricating performance below the accepted standards. Recent publications have also suggested that it is not uncommon for sodium hydroxide used in the fuel refining industry to be present in fuel entering the supply chain downstream of the refinery. Due to the chemical nature of some lubricity additives there is clearly the possibility of interaction. This paper briefly reviews the need for diesel fuel lubricity improver additives, previous work on such additives and possible interactions. It then goes on to present new work performed to investigate how the presence of sodium compounds in the fuel may affect the performance of a range of lubricity additives of different chemistries. It shows that the presence of the sodium hydroxide can lead to reactions with and hence the depletion of certain types of lubricity additive. This could inevitably lead to reduced lubricity performance and fuels reaching the customer that do not meet specification.
Cook, StephenBarker, JimReid, JacquelineRichards, Paul
Development of Electronic Control System for a Single Cylinder Motorcycle Engine2012-01-05084/16/2012
In this paper, an Electronic Control System (ECS) is designed to manage a 125 cc single-cylinder air-cooled motorcycle engine. The aim of this study was to accomplish low cost, high reliability and mainly meet the motorcycle engine emission standard of China Stage III. The intake port fuel injection mode was chosen with a redesigned part of intake pipe. Gathering information of speed, throttle position (TP), inlet temperature and pressure, cylinder temperature, switch-type exhaust gas oxygen sensor and the battery voltage, an Engine Control Unit (ECU) was devised to calculate fuel injecting pulse width, advance ignition angle and control the working conditions of the fuel pump and the exhaust gas oxygen sensor. Additionally, a three-way catalytic converter (TWC) was used to reduce exhaust gas emissions. The basic fuel injection table and ignition advance angles table according to the speed-TP were calibrated accurately through bench test with consideration to engine performance, emission and AFR. Taking account of the cylinder temperature correction term, air pressure correction term, the inlet air temperature and pressure correction terms and the battery voltage term, the AFR in stationery on a feedback control constantly fluctuated around the stoichiometric ratio. In terms of transient AFR control, a nonlinear compensator based on the fueling dynamics parameters x and τ was designed and the x Table and τ Table were acquired through the method of pulse-changing the fuel injection rate and recording the AFR response. As for the fact that either x or τ varies among speed, TP and cylinder temperature, the final value of each other was calculated by timing the MAP-searching value and the cylinder temperature coefficient. For startup conditions, cold or hot, an approach by reducing the enriching fuel gradually rather than the nonlinear compensator was applied to ensure the success of start. The following bench tests demonstrated that the fuel economy, exhaust gas emission and output torque under low-medial load conditions all showed great improvement while less than 5% decrease in maximum power compared to the original motorcycle engine equipped with a carburetor.
Wan, Liping WanJiang, YankunHong, GuangLiu, XinZhang, Jianping
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