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Архивы рубрики: Fuel Systems for IC Engines

Function tolerances with component contributions

The function tolerance values given above lack the regard of component tolerances like rail pressure sensor or pump curve. To consider several extreme value combinations tolerance scenarios were defined (Fig. 11). Tolerances can be just max. or min. with regard to nominal, however, gradient deviations are also possible as well as point-to-point (P2P) tolerances i.

Function tolerances without component contributions

In a first step the tolerance calculation scheme is operated in a "golden-component­mode" i. e. the involved hardware components are assumed to have no tolerances at all. However even in that fictional scenario AMC function tolerances occur due to a limited parameter space of the learning function. Each learning information comes with a set of

Component identification by Design-of-Experiments

The data-based pump model is made up of an n-dimensional hyper matrix for n input signals that describe specific sensitivities. Model input considers several boundary conditions. The high pressure pump characteristics are calculated out of a DoE model that is set up in advance. The tool used here is called ASCMO (3) developed by ETAS

TOLERANCE CALCULATION SCHEME Overview

A tolerance calculation scheme for AMC has been set up. It is fed by a Monte Carlo algorithm (4) which provides a large variety of operation point parameter sets. Monte-Carlo simulation describes a stochastic procedure that is based on the „Law of Large Numbers". In the context of the tolerance calculation scheme described here it

RAIL PRESSURE CONTROL

Common rail systems can be divided into two major groups with respect to high pressure control: one-actuator and two-actuator systems. The latter feature a fuel metering unit (FMU) as well as a pressure control valve (PCV). Most of the one- actuator systems use FMU only. PCV-only systems have been common in the past; however, because

Determining common rail system tolerances using Monte Carlo Method and Design-of-Experiments

A Sommerer, J Gerhardt, U Projahn, J KrauЯ, M Marheineke, S Nonnenmacher Robert Bosch GmbH, Diesel Systems, Germany ABSTRACT Common rail systems provide fuel at a defined rate, pressure and time. These parameters vary from system to system, injector to injector, shot to shot due to component and subcomponent tolerances. A precise forecast of these

GDI INJECTOR APPLICATION

The spray momentum measurement can be applied also for GDI injectors in order to analyze the sprays generated by these components. Cleary it is possible to carry out the same analysis described above for common rail injectors in terms of spray momentum uniformity and spray axis measurement. However most of GDI injectors can be difficult

RESULTS

The following measurement examples were carried out with one CR injectors. Figure: 4 shows a typical force time history of a global spray momentum measurement at different distance from the nozzle. As expected, increasing the nozzle distance, the force signal is delayed and less intense. 0 1 2 3 4 5 10 15 20 25

SPRAY MOMENTUM TEST BENCH DESCRIPTION

Loccioni Group has developed a automatic test bench that is able to measure the spray momentum of diesel and GDI injectors. The bench is composed of a positioning system that moves, inside the space in a spherical coordinate system, a piezoelectric force sensor with three ranges of 0-2/20/200 N with a linearity of ±1% FS.

Figure: 1 — Sketch of a spray momentum measurement rig and flow control volume THEORETICAL BACKGROUND

The global spray momentum flux measurement in steady state conditions is a well known technique that is used to evaluate the influence of the nozzle design on the fuel flow and the spray evolution. The global spray momentum flux is measured with an indirect method based on the evaluation of the spray impact force onto