http://www.cnr.it/ontology/cnr/individuo/prodotto/ID190183
Impact of injector flow number and fuel properties on spray evolution and combustion in a common rail diesel engine (Abstract/Poster in atti di convegno)
- Type
- Label
- Impact of injector flow number and fuel properties on spray evolution and combustion in a common rail diesel engine (Abstract/Poster in atti di convegno) (literal)
- Anno
- 2012-01-01T00:00:00+01:00 (literal)
- Alternative label
L.Allocca, E.Mancaruso, A.Montanaro, B.M.Vaglieco (2012)
Impact of injector flow number and fuel properties on spray evolution and combustion in a common rail diesel engine
in Conference on Thermo-and Fluid Dynamic Processes in direct injection engines -THIESEL 2012, Valencia (Spain)
(literal)
- Http://www.cnr.it/ontology/cnr/pubblicazioni.owl#autori
- L.Allocca, E.Mancaruso, A.Montanaro, B.M.Vaglieco (literal)
- Note
- Http://www.cnr.it/ontology/cnr/pubblicazioni.owl#affiliazioni
- Titolo
- Impact of injector flow number and fuel properties on spray evolution and combustion in a common rail diesel engine (literal)
- Http://www.cnr.it/ontology/cnr/pubblicazioni.owl#isbn
- 978-84-8363-913-9 (literal)
- Abstract
- The different physical-chemical characteristics of the Biofuel, with respect to Diesel fuel, af-fect the combustion phenomenon in Diesel engines being different the droplets distribution in the combustion chamber and, consequently, the air-fuel mixture preparation in the ignition delay ready to be burned [1,3,4,6,7].
In this study the spray behaviour of Diesel (#1) and Rapeseed Methyl Ester (RME #2) fuels have been analysed at different injection strategies both for non-evaporative and evaporative condi-tions. The injection apparatus has been a second-generation Common Rail (CR) Bosch system, 160 MPa maximum injection pressure, fitted on Euro5 Diesel engine for passenger car applications. Three injector configurations with 136 (A), 122 (B) and 107 (C) ?m duct diameters, have sprayed the fuels at pressures representative of idle, medium an high load engine conditions. In non-evaporative condi-tions, spatial and temporal evolution of the jets has been carried out in a high-pressure optically-accessible vessel. The different flow number of the injectors has been used at 40, 80 and 160 MPa in-jection pressure and 1000, 600 and 300 ?s time durations. The evaporative analysis have been per-formed in an optical single-cylinder engine in firing conditions, representative of 1500 rpm - 0.2 MPa brake mean effective pressure (BMEP) and 2000 rpm - 0.5 MPa of BMEP engine setting. In the en-gine the implemented injection strategies consisted of pilot + main pulses and have been downloaded by the electronic control unit of the real engine. Engine calibration has been set in order to replicate in the optical combustion chamber almost the same thermodynamic conditions of the reference 2.0 L engine. (literal)
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