Diesel Injection System Report MN-136
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ScribdTranslationsDiesel Injection System Report MN-136
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ScribdTranslationsNATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
LABORATORY REPORT
COURSE: Internal Combustion Engines MN - 136
THEME: Diesel Injection System
STUDENT:
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PROFESSOR: Ing. Lastra
Lima, October 3, 2014
NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
CONTENT
Resumen...................................................................................................3
Objectives...................................................................................................4
FoundationTeHistoric..................................................................................5
Diesel Injection System.............................................................5
Types of Injection Pumps.........................................................8
Types of Governors or Regulators...........................................12
Metodología............................................................................................14
Instruments and Equipment Used.................................................14
Process Description..........................................................................16
ToData management........................................................................................17
Results obtained..............................................................................18
Graphical Representation of the Results..............................................19
Conclusions...........................................................................................20
Bibliografía..............................................................................................21
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
SUMMARY
In the operation of an internal combustion engine, the injection
The fuel means a very important process within it
operation.
In the case of Diesel engines, we must consider that the organ of
control is closely related to the fuel injection, it is
therefore it is necessary to study the phenomena related to the systems
injection, in order to be able to determine the behavior of
our engine at different speeds.
In order to gain knowledge about the functioning of the
injection in the Bosch rotary pump tests were conducted in the
Institute of Engines of the Faculty of Mechanical Engineering of the
National University of Engineering.
En el siguiente informe presentaremos el método utilizado para
determine fuel consumption in diesel injection systems.
We hope that this report achieves its objective, which is to involve a
a little more to the UNI students in research.
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines – MN136
OBJECTIVES
The primary objectives of these experiences are the following:
Know the different diesel injection systems, as well as the
pumps used for such injection systems.
Recognize the Bosch VE type Injection Pump; as well as its
basic operating principles.
Verify, with tests, the flow rate that the pump can inject
diesel at speed regime.
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NATIONAL ENGINEERING UNIVERSITY
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
THEORETICALFOUNDATION
DIESEL INJECTION SYSTEM
The mechanism that deals with dosing, pulverizing, and introducing into the cylinder
the moment and for the right time the fuel in the cylinder is called
system of injection.
The process of injecting fuel into theDiesel engineit can be summarized
in a few words how it has been done, and it apparently seems to be
simple, but in reality it is surrounded by a large number of
particularities that make it one of the greatest achievements
technological advancements made by man in precision mechanics of the
20th century.
The following will define some of the factors inherent to the process.
injection.
ADVANCE MECHANISM
The fuel that enters the cylinder does so in liquid form, so that
this fuel ignites once it comes into contact with air
hot enough to ignite it, it has to be heated, evaporated and
mix with the air so that ignition occurs. This process
although brief, it takes some time, so the beginning of the
injection must be done a certain time before the piston
has reached the upper dead center, so that the fuel can
evaporate, mix and ignite before the piston reaches the point
suitable after the upper dead point, and make the most of it
pressure increase from combustion to produce work
useful.
This lead time to the upper dead point where it
the injection begins and is measured in degrees of crankshaft rotation angle
and it is known as advance angle at injection. In a Diesel engine
fast can be for high speeds in the range of 30 to 40
degrees.
The system must regulate the start of the injection according to the
engine rotation speed and it varies.
FUEL SPRAYING
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines – MN136
For the process of evaporation, mixing, and inflammation of
fuel must be as efficient, stable, and short as possible
injected into the combustion chamber as one or moreaerosoleswith
extremely fine particles, at high speed and well directed so that
they reach everywhere in the combustion chamber, regardless
from the speed of the motor. This way a better one is produced
mixed and an intimate contact with all the hot air to take advantage
its heat in the evaporation and preparation of the air and the
flammable both before the start of the inflammation and after,
during the burning process across the entire range of operation.
In conclusion, the system must guarantee an aerosol of particles.
very fine, fast, and well-distributed combustibles with a beginning and end
abrupt
FUEL DOSAGE
Diesel engines, like any other engine, operate on the
automobilein a wide range of power delivery and speed of
rotation, this power is obtained at the expense of the fuel therefore
more power more fuel. This power delivered by the engine
it is done at the driver's will by pushing the pedal more or less
accelerator according to the needs of the road.
In the conventional diesel engine, theinput ductair to the engine
It is always the same, with nothing to interfere with the free flow of air.
being the losses due to friction of the conduit, in this way the
the engine cylinder is always completely filled with air so that the
power delivery will depend solely on the amount of fuel that
it is injected.
During operation at idle revolutions, it is only necessary to
produce power to overcome the internal losses of the motor and those of
the coupled aggregates (fan, generator, etc.) during this
work status the amount of fuel being injected is a
very small volume, while during power operation
the injected volume is many times higher.
The system must allow for continuous and gradual changes in quantity
fuel that is injected into the cylinder.
MAXIMUM SPEED
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
In the Diesel engine, the intake duct is constructed to minimize its losses.
so that friction is kept to a minimum and thus achieve a constant filling
maximum of the cylinder, in this way the maximum rotational speed of the
The engine does not self-limit as in the case of the gasoline engine.
Since the rotational speed of the diesel engine cannot increase
indefinitely because forces are produced within the engine
growing with speed, which endangers the integrity of
motor, it is essential to limit the maximum rotation speed to a value
Sure. This speed regulation is achieved by cutting off the fuel supply.
So, the injection system must regulate the rotational speed.
engine maximum.
MINIMUM SPEED
Unless otherwise desired, when the accelerator is released from a
The diesel engine must be kept running at low speed.
rotation constant (idle). As the engine load at the speed
the idling rate can vary considerably at different times of
use, for example; it may or may not be taking action on acompressorde
air conditioning, or ofrefrigeration, or of the brakesof vehicle, or a
hydraulic drive system etc. it is not enough to establish a
a fixed amount of fuel injected so that it keeps running at
stable speed at idle. If it were done this way, the engine would accelerate
when the load decreases or would stop when it increases.
SYSTEM SCHEME
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NATIONAL ENGINEERING UNIVERSITY
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines – MN136
Figure 1.- Injection system diagram.
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NATIONAL UNIVERSITY OF ENGINEERING
SCHOOL OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
TYPES OF INJECTION PUMPS
INJECTOR PUMP
Pump-injector unit UIS
The injection pump and the injector constitute a unit. For each
a unit is mounted on the cylinder head that is driven
well directly through a pusher, or indirectly through
rocking chairfor part del tree from you carrydelete motor
Due to the suppression of high-pressure pipes, a
injection pressure essentially higher (up to 2000 bar) than in the
in-line and rotary injection pumps. With this high pressure of
injection and through electronic regulation by characteristic field
from the start of injection and the duration of injection (or flow of
(injection), a notable reduction of emissions is possible.
diesel engine pollutants.
Figure 2.- UIS System. Figure 3.- System
UPS.
Pump-pipe-injector unit UPS
This system operates according to the same procedure as the unit of
pump-injector. This is a high-pressure injection system.
modularly structured. Contrary to the pump unit-
injector, the injector and the pump are connected by a short pipe of
injection. The UPS system has an injection unit for each
engine cylinder, which is driven by the engine's camshaft.
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines – MN136
An electronic regulation by characteristic field at the beginning of
injection and the duration of injection (or injection flow) contributes
a significant reduction in engine pollutant emissions
diesel. In combination with the fast switching solenoid valve,
electronically operated, the corresponding is determined
characteristic of each injection process in particular.
LINEAR INJECTION PUMP
These pumps have a component for each cylinder of the engine.
pumping consists of a pump cylinder and a pump piston. The
the pump piston moves in the supply direction through the shaft
you are driven by the engine, and you move backward pushed by the spring of
piston
The pump elements are arranged in line. The stroke of
the piston is invariant. To enable a variation of the flow of
supply, there are inclined control edges in the piston, in the form of
such that by rotating the piston using a regulating rod, the result is the
desired useful career. Between the high-pressure pump chamber and the
beginning of the pumping pipe, there are pressure valves
additional according to the injection conditions. These valves
determine an exact injection endpoint, prevent further injections in
the injector and they provide a uniform characteristic field of the pump.
Standard inline injection pump PE
The start of supply is determined by a drill of
aspiration that closes by the upper edge of the piston. An edge of
control lever arranged at an angle in the piston, which leaves free the
opening of aspiration, determines the injection flow rate.
The position of the adjustment rod is controlled with a regulator.
centrifugal force mechanic or with an electric actuator mechanism.
Inline injection pump with sliding valve
This pump is distinguished from a line injection pump.
conventional, by a slide that moves over the plunger of the
pump through a conventional actuator shaft, which allows it to
to modify the previous career, and with it also the beginning of
supply or injection. The position of the sliding valve is adjusted
based on various influential magnitudes. In comparison with the
standard inline injection pump PE, the injection pump in
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
The line with slide valve has a degree of freedom for adaptation.
additional.
Figure 4.- Linear injection pump.
ROTARY INJECTION PUMP
These pumps use a speed regulator.
mechanic to adjust the injection flow as well as a regulator
hydraulic to vary the injection advance. In rotary pumps
electronically controlled replace the mechanical elements
by electronic actuators. The rotary pumps only have a
high-pressure pumping element for all cylinders.
Figure 5.- Rotary injection pump.
Axial plunger rotary injection pump
This pump consists of a vane pump that draws fuel from the
deposit and supplies it to the inside of the pump chamber. A piston
central distributor that rotates through a cam disk, assumes the
pressure generation and distribution to the various cylinders. During
one turn of the drive shaft, the piston makes as many strokes
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
as engine cylinders to supply. The camshaft lobes on the side
the underside of the cam disk slide over the rollers of the ring
rollers and thus originate a movement in the distributor piston
additional elevation to the rotational movement.
In the conventional axial piston rotary pump VE with regulator
revolution mechanic by centrifugal force, or with mechanism
electronically regulated actuator, there is a regulation slider
what determines the useful stroke and doses the injection flow rate. The
the supply start of the pump can be regulated by a ring
of rollers (variable speed drive). In the axial piston rotary pump
controlled by an solenoid valve, there is a high-pressure solenoid valve
electronically controlled, which doses the injection flow, in
place of the injection runner. The control and regulation signals
are processed in two electronic control units ECU (unit of
pump control and motor control unit). The number of
revolutions are regulated by the appropriate activation of the element
actuator.
Figure 6.- Axial piston injection pump.
Radial plunger rotary injection pump
This pump is characterized by using radial pistons to generate
pressure. There can be two or four radial pistons that are activated
for a camshaft. A high-pressure solenoid valve doses the
injection flow rate. The start of the injection is regulated by the
camshaft rotation, with the advance adjuster. Just like in the pump
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
of axial piston controlled by solenoid valve, all the signals of
Control and regulation are processed in two electronic control units.
ECU (pump control unit and engine control unit).
By appropriately activating the actuator element, the regulation of the
number of revolutions.
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NATIONAL ENGINEERING UNIVERSITY
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines – MN136
TYPES OF GOVERNORS OR REGULATORS
The regulator or governor serves to automatically maintain the
speed or revolutions regime of a Diesel engine in a way
independent of the load or effort to which it is subjected depending on the case
the case or work in idle.
To control the speed of the motor, a control rod is moved in
the injection pump which activates a mechanism that varies the
amount of fuel injected into the combustion chambers; the
The regulator is located at one end of the injection pump.
Regulators can be classified according to the equipment that is present.
working
Mechanics
Tires
Hydraulic
Centrifugal Regulator
Suitable for large vehicle engines. A centrifugal regulator
takes advantage of centrifugal force for its operation. Its mechanism
is based on an axis driven by the motor and provided with weights to which
a lever is placed.
When the engine stops, its shaft does not rotate and the weight set...
located close to each other, this way there is no passage of
combustible. When starting the movement, the shaft and the regulator are turned.
centrifugal opens its weights blocking the flow of fuel achieving
a controlled acceleration in the engine.
Centrifugal or mechanical governors have systems with stops.
to maintain the different engine regimes; these stops are
used for: minimum march, maximum speed without load, maximum
fuel and excess fuel.
MINIMUM SPEED LIMIT
This stop adjusts against the control rod to the governor linkage.
so it allows adjusting the engine's idle RPM.
Maximum Fuel Limit or Full Limit
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NATIONAL ENGINEERING UNIVERSITY
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
Send maximum fuel at full load. It is at the end.
from the bomb opposite to the governor. It is adjusted at the travel limit
from the control rod in the maximum fuel consumption position.
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
SPEED LIMIT
It is a stop that prevents the movement of the governor lever.
driven by the operator thus limiting the force applied to the spring of
governor preventing the engine speed from increasing
excessively when it is found without load.
PNEUMATIC REGULATOR
The pneumatic governor takes advantage of the vacuum in the intake manifold
to activate a diaphragm connected to the control rod of the
inline injection pump.
This device consists of a tube through which regulated air circulates.
entry through a butterfly that is activated by the accelerator, the
air flows toward the cylinders and if the throttle is closed the
air at high speed stagnates and compresses due to atmospheric pressure
that surrounds it and that becomes sensitive in the elastic membrane moving
thus the control rod, regulating the fuel load to the
helical of the inline injection pump.
HYDRAULIC REGULATOR
Pressure oil is used to move a piston of a servomotor.
other hydraulic components to actuate the control rod of
fuel and vary the amount delivered to the injectors, there are
other hydraulic governors use counterweights to detect the
motor speed and connect them to a hydraulic valve to actuate
the governor.
The hydraulic pressure for the governor is provided by a pump, from
spindle or gears. The pump generally is part of the pump
of injection or of the governor.
The engine drives the pump and thus the pressure varies according to the speed of the
motor.
Hydraulic governors are used with some pumps of
distributor type injection.
The operation of the hydraulic regulator begins when the pump
supplies the fuel through the inlet pipe, the pressure
increases with the motor speed but is regulated by the
regulating valve.
The pressurized liquid acts on the head of the piston and produces a
hydraulic force that moves this and the control rod. The spring has
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
a force that opposes the movement of the piston, maintaining a
constant motor speed. The control rod that is connected to the
piston, in turn, has a dosing valve at its other end
the injection area of the pump.
In this way, the position of the piston determines the amount of
fuel delivered to the injectors.
METHODOLOGY
INSTRUMENTS AND EQUIPMENT USED
BOSCH INJECTOR PUMP TYPE VE 4/10F 2300 R ND
761
Figure 7.- Bosch VE type injection pump.
DESCRIPTION OF THE BOMBAVE CODE 4/10F 2300 R
ND 761
Rotary pump
4:4 times
10F:Diameter of the plunger
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NATIONAL ENGINEERING UNIVERSITY
SCHOOL OF MECHANICAL ENGINEERING
Internal Combustion Engines – MN136
2300: Nominal speed or cutting speed
Right
ND: Brand of the bomb Nikon Denso
761:Code for pump spare parts
Injection Pump Test Bench
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines – MN136
Figure 8.- Test bench for injection pumps.
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
DESCRIPTIONOFTHEPROCESS
We verify the correct functioning of the instruments to be used.
Then we turn on the test bench, we must first check
that the containers where the pumped fuel will be emptied are
completely clean and empty to reduce experimental errors.
We set up the embolized counter and we put it at the value
What we are going to measure, in this case, 200 missed attempts.
Upon reaching the indicated value above, the measurement of
volume of fuel pumped in each of the 4 test tubes
placed in parallel.
At the end of the measurement of the 4 samples, the fuel is thrown into a
deposit under the test bench, in order to continue this way
with the following points to measure, the governor remains in a
single position during all measurements and what changes is the
speed (RPM).
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines – MN136
DATA COLLECTION
V1 V2 V3 V4
[c [c [c [c
Δh n m m m m
c [RP ^3 ³ ^3 ^3 t
[%] M] ] ] ] ] [s]
10 20 19. 19. 19.
0 0 5 5 5 21 60
10 40 10. 10. 11. 29.
0 0 11 6 5 4 9
10 80
0 0 5.2 4.8 4.8 5.2 15
10 12 10.
0 00 3.8 3.4 3.4 3.6 1
10 15
0 00 3.9 3.2 3.2 3.6 8
10 18
0 00 3.6 3 3 3.4 6.6
10 20
0 00 1.4 1 0.9 1.2 6
10 23
0 00 0 0 0 0 5.2
Table 1.- Data obtained in the test bench Δhc [%]=100.
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines – MN136
RESULTS OBTAINED
n Vsc Gc[
Δhc [RP cm gcc kg/
[%] M] ^[3] [gr] h]
19. 16.
100 200 9 7 4.0
10.
100 400 9 9.1 4.4
100 800 5.0 4.2 4.0
120
100 0 3.6 3.0 4.3
150
100 0 3.5 2.9 5.3
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NATIONAL UNIVERSITY OF ENGINEERING
SCHOOL OF MECHANICAL ENGINEERING
Internal Combustion Engines – MN136
180
100 0 3.3 2.7 6.0
200
100 0 1.1 0.9 2.3
230
100 0 0.0 0.0 0.0
Table 2.- Calculated parameters of the injection pump.
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NATIONAL ENGINEERING UNIVERSITY
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
GRAPHICAL REPRESENTATION OF THE RESULTS
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NATIONAL UNIVERSITY OF ENGINEERING
SCHOOL OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
Cyclic fuel consumption [gcc] and Hourly fuel consumption [Gc] in
variable speed regime [RPM].
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NATIONAL UNIVERSITY OF ENGINEERING
FACULTY OF MECHANICAL ENGINEERING
Internal Combustion Engines - MN136
CONCLUSIONS
As the rotational speed (RPM) of the engine increases, the decreases the
cyclical fuel consumption due to the action of the centrifugal governor
flammable.
Despite the decrease in cyclical fuel consumption, hourly consumption
fuel increases with the speed of rotation (RPM) and as it approaches the
packaging speed tends to decrease sharply.
David Ortecho Luna Page 26
NATIONAL UNIVERSITY OF ENGINEERING
SCHOOL OF MECHANICAL ENGINEERING
Internal Combustion Engines – MN136
BIBLIOGRAPHY