Fuel Systems for IC Engines

306 Pages·2012·102.05 MB·English

Fuel Systems for IC Engines
Combustion Engines & Fuels Group Organising Committee
Dr Roy Horrocks (Chairman) Ford Motor Company
Mr Bruno Annycke Delphi Diesel Systems
Dr Frank Atzler Continental Automotive GmbH
Prof Colin Garner Loughborough University
Mr Manolis Gavaises City University London
Mr Dennis Gill AVL List GmbH
Mr Philip Hore Ricardo UK Ltd
Dr Rainer Jorach J Eberspächer GmbH & Co KG
Mr Mike Kenhard DENSO International Europe
Mr Matthew Knight Robert Bosch Ltd
Mr Ian Larbey Robert Bosch GmbH
Dr Ralf Schernewski Robert Bosch GmbH
Mr Arun Srinvasan Robert Bosch Ltd
Fuel Systems for IC Engines
14–15 MARCH 2012
IMECHE, LONDON
Oxford Cambridge Philadelphia New Delhi
Published by Woodhead Publishing Limited
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First published 2012, Woodhead Publishing Limited
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British Library Cataloguing in Publication Data
A catalogue record for this book is available from the British Library.
ISBN 978-0-85709-210-6 (print)
ISBN 978-0-85709-604-3 (online)
Cover image courtesy of Robert Bosch GmbH.
Produced from electronic copy supplied by authors.
Printed in the UK and USA.
CONTENTS

KEYNOTE ADDRESS
Energy prognosis until 2030; reserves; transport fuels 3
K-H Schult-Bornemann, Otto-von-Guericke-Universität
Magdeburg, Germany
SYSTEMS ARCHITECTURE
C1342/014 CO2 savings due to electronically controlled fuel pumps 11
in fuel delivery modules
D Collins, Delphi – Mexico Technical Centre, Mexico;
A Frilling, I Hislaire, A V Iseghem, H Cremer, M Sanchez,
S Schilling, Delphi – Customer Technology Centre,
Luxembourg; R Bouloc, Delphi – Blois Technical Centre,
France
C1342/007 Influences of AdBlue® spray targeting and mixing devices 21
on the UWS distribution upstream of the SCR catalyst
J Maass, A Eppler, J Scholz, H Gentgen, R Marohn,
IAV GmbH, Germany; F Grumbrecht, IAV UK Ltd, UK
C1342/013 Significance of droplet size when injecting aqueous urea 43
into a Selective Catalytic Reduction after-treatment system
in a light-duty diesel exhaust
S F Benjamin, C A Roberts, Coventry University, UK
GASOLINE DI SYSTEMS
C1342/015 Outwardly opening solenoid injector for homogenous 63
gasoline engines with direct injection
G Hoffmann, G M Ramsay, W F Piock, S Schilling,
Delphi Powertrain Systems, Luxembourg
C1342/025 Advanced fuel metering gasoline – requirements and 77
Bosch system solutions
R Busch, J Hammer, R Herynek, K Wehmeier,
Robert Bosch GmbH, Germany
MEDIUM/HEAVY-DUTY DIESEL
C1342/009 Latest fuel injection systems on medium speed engines 89
used for IMO tier 3 requirements in 2016
D C Jay, D Delneri, F Cavressi, Wärtsilä Finland Oy,
Finland
C1342/023 Ultra high pressure and enhanced multiple injection – 103
potentials for the diesel engine and challenge for the fuel
injection system
O Herrmann, M Nakagawa, M Kenhard, H Schwab,
DENSO International Europe; M Miyaki, Y Shinohara,
K Takeuchi, K Uchiyama, DENSO Corporation, Japan
C1342/031 Pressure is nothing without control: Evolution of control 115
valve design
C S Hardy, C M Hudson, M S Harper, D M Ainsworth,
Delphi Diesel Systems: Heavy Duty Business, UK
C1342/017 Medium and heavy duty diesel fuel injection system 129
requirements to meet future emissions legislation
S Daum, D Gill, H Theissl, AVL List GmbH, Austria
C1342/021 Diesel common rail fuel systems technology for high 141
efficiency ultra low emissions medium duty engines
R W Jorach, R Judge, B Annycke, F Lamacchia,
Delphi Diesel Systems Ltd, UK
LIGHT-DUTY DIESEL
C1342/003 Diesel injector internal deposits in High Pressure Common 157
Rail diesel engines
J Galante-Fox, J Bennett, Afton Chemical Corporation, USA
C1342/011 Investigations of injection strategies for stable cold idling 167
of an HPCR diesel engine with a compression ratio of 15.5:1
M J McGhee, P J Shayler, A La Rocca, University of
Nottingham; M Murphy, I Pegg, Ford Motor Company, UK
C1342/034 Multiple small vs single large pilot injections for diesel 183
engines
O Kastner, F Atzler, O Soriano, A Weigand, Continental
Automotive GmbH, Germany
GASOLINE DI SPRAY GENERATION
C1342/033 Fuel spray structure, flame propagation and charge motion 199
at fuel impingement locations within a DISI engine
J E T Rimmer, M H Davy, C P Garner, G K Hargrave,
Loughborough University; D Richardson, Jaguar Land
Rover, UK
C1342/008 Effects of highly-heated fuel and/or high injection pressures 215
on the spray formation of gasoline direct injection injectors
M Sens, J Maass, S Wirths, R Marohn, IAV GmbH, Germany
C1342/022 Fuel economy and emission potential of spray-guided 239
combustion in gasoline engines
H Breitbach, P Lückert, A Waltner, J Bieler, Daimler AG,
Germany
DIESEL SPRAY
C1342/006 Reynolds number effects on atomization and cyclic spray 253
fluctuations under gasoline direct injection conditions
L Zigan, I Schmitz, M Wensing, A Leipertz, Universität
Erlangen-Nürnberg, Germany
C1342/012 Effect of viscosity, temperature and nozzle length-to- 265
diameter ratio on internal flow and cavitation in a
multi-hole injector
J M Nouri, S Mackenzie, C Gaskell, A Dhunput,
City University London, UK
C1342/019 Spray stability from VCO and a new diesel nozzle design 279
concept
N Mitroglou, M Gavaises, D Arcoumanis, City University
London, UK
C1342/032 Virtual erosion prediction, design optimization and 291
combustion system integration of high pressure fuel
injector systems
M Gouda, D Greif, M Suffa, E Winklhofer, D Gill,
AVL List GmbH, Austria; V Srinivasan, AVL Powertrain
Engineering Inc., USA
DEVELOPMENT AND METHODOLOGY
C1342/002 Innovative measurement technologies for fuel injection 301
systems
C Majer, B Janetzky, R Döll, Robert Bosch GmbH, Germany
C1342/027 Instrument for the test of the injectors based on the 313
measuring of spray momentum
A Mariani, C Ungaro, Loccioni Mobility R&D; L Postrioti,
University of Perugia, Italy
C1342/030 Determining common rail system tolerances using Monte 325
Carlo Method and Design-of-Experiments
A Sommerer, J Gerhardt, U Projahn, J Krauß,
M Marheineke, S Nonnenmacher, Robert Bosch GmbH,
Germany
AUTHOR INDEX
Energy prognosis until 2030; reserves;
transport fuels

K-H Schult-Bornemann, Dozent
Otto-von-Guericke-Universität Magdeburg, Germany

A prognosis about the development of the worldwide energy demand and the
possibilities of the necessary supply has to take into account several factors. It is
not just the availability of primary energy sources like oil, gas or coal, but also the
development of the gross domestic product (GDP), inflation and energy efficiency
has to be assessed. The transport sector is still dominated by the internal
combustion engine, burning gasoline and diesel and will stay so for decades to
come. It has to earn the financial means for future development in the propulsion
area. Thus, it is nurturing its own competition. CNG, LPG, bio fuels, electricity, fuel
cells and hydrogen are either already in use or very heavy R&D-budgets are being
spent on these areas. Government support ranges from direct subsidies and tax
exemptions to regulations prescribing the use of certain energy sources, e.g.
biofuels. All of these primary energy sources are competing in several ways against
each other, not only in the area of automotive fuels. Because of this
interdependency a view on availability, price and future acceptance of all primary
energy sources has to be the basis for a closer look on fuels for transport purposes.

The most important part in each prognosis, though, is the human being, because
humans are deciding which energies are used in which way, e.g. by heating their
home, lighting it, cooking or how they are going to produce industrial goods like
cars.

POLITICAL INFLUENCE

Political decisions significantly influence future energy use and supply and have to
be accounted for just as the technical and economic development. Political
(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) decisions are not always rational and may be changed very quickly. A prognosis is
something entirely different than a scenario. In a prognosis, sector by sector is
assessed and calculated regarding both availability and consumption. A scenario on
the other hand starts from a set of assumptions which are the basis for further
calculations, either in the upward or in the downward direction. Obviously the big
difference is that within scenarios certain desired outcomes are influencing the
basic assumptions and thus the results, both as limitation and driving factor. In the
prognosis on the other hand the technical, economic and political development will
be evaluated on the basis of probabilities. If that is done professionally, meaning
not influenced by political factors and desired results, generally they are a lot more
exact. In the last two decades the energy prognosis by ExxonMobil has proven to
be the most correct worldwide in retrospective. That’s why it is used here as a basis
for this purpose; it is a prognosis very similar to that of the IEA (International
Energy Agency). During its creation process it is permanently compared with other
research work, e.g. that one of CERA (Cambridge Energy Research Associates).

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© The author(s) and/or their employer(s), 2012