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Interactions on the injector nozzle and the positions of frictional power losses: 1-guide part between the nozzle body and the injector needle, 2-inlet passage, 3-throttling space, 4-sealing cone and 5-atomization hole. In addition, C is the gripping force caused by the deformation of the injector nozzle, F s is the spring tension force, H is the hydrodynamic pressure force, Q c is the heat loss for injector-nozzle cooling, Q g is the thermal load with combustion gases, and p c is the counterpressure in the combustion chamber.
Source publication
This article reviews the state of the knowledge and technology in the field of friction-loss measurements in internal combustion piston engines. The dependencies that describe the loss of energy in combustion engines and injection apparatus are presented. Currently, very little can be found in the literature on the study of frictional forces in inj...
Contexts in source publication
Context 1
... for overcoming friction forces in the injection apparatus have an impact on the friction losses in other functional systems, such as the fuselage and the piston-crank system. The power losses in the injector nozzles are shown in Figure 1. A sum of the losses for overcoming the external and internal interactions can be determined, which is described in relation to N in : ...
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... 2022, 15, x FOR PEER REVIEW 4 of 19 guiding part of nozzle needle, Ncs is the power lost in the sealing cone, Ns is the power lost in the suck volume, Nih is the power lost in the spraying holes, Ncp is the power lost to overcome counterpressure in the combustion chamber and Nco is the power lost to the cooling of the injector nozzle. Figure 1. Interactions on the injector nozzle and the positions of frictional power losses: 1-guide part between the nozzle body and the injector needle, 2-inlet passage, 3-throttling space, 4-sealing cone and 5-atomization hole. ...
Context 3
... ϕ is the angle between the mutual position of the body and the nozzle needle, ω-angular speed, τ-time of movement of injector needle, l t -length of the needle in the nozzle body, D c is the diametral clearance, D f is the deformation of the nozzle body and needle, S r is the surface roughness, S d -shape and position deviations of needle guide parts in the nozzle body, F q is the fuel type and quality, W ib is the wear of injector body, W in is the wear of nozzle needle and n is the number of repetitions of measurements for each injector nozzle. Figure 10a shows a field-of-view microscope image of an exemplary surface of the worn guide part of the nozzle needle of L16/24 marine engines. The image shows traces of processing during the production, abrasive wear, deposits formation from the fuel, corrosion, oxidation, etc. Figure 10b,c provide the guide parts of the nozzle needles, while the results of the maximum frictional forces are presented in Table 1. ...
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... 10a shows a field-of-view microscope image of an exemplary surface of the worn guide part of the nozzle needle of L16/24 marine engines. The image shows traces of processing during the production, abrasive wear, deposits formation from the fuel, corrosion, oxidation, etc. Figure 10b,c provide the guide parts of the nozzle needles, while the results of the maximum frictional forces are presented in Table 1. The state of the nozzle needle surface with a higher frictional force value (Figure 10b) is worse (i.e., more covered with deposits) compared to the nozzle needle with a lower friction force value (Figure 10c). ...
Context 5
... image shows traces of processing during the production, abrasive wear, deposits formation from the fuel, corrosion, oxidation, etc. Figure 10b,c provide the guide parts of the nozzle needles, while the results of the maximum frictional forces are presented in Table 1. The state of the nozzle needle surface with a higher frictional force value (Figure 10b) is worse (i.e., more covered with deposits) compared to the nozzle needle with a lower friction force value (Figure 10c). The difference in the surface states was determined by an image-color analysis and a weighting of the deposit masses. ...
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... image shows traces of processing during the production, abrasive wear, deposits formation from the fuel, corrosion, oxidation, etc. Figure 10b,c provide the guide parts of the nozzle needles, while the results of the maximum frictional forces are presented in Table 1. The state of the nozzle needle surface with a higher frictional force value (Figure 10b) is worse (i.e., more covered with deposits) compared to the nozzle needle with a lower friction force value (Figure 10c). The difference in the surface states was determined by an image-color analysis and a weighting of the deposit masses. ...
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... results of the surface roughness measurement of an exemplary nozzle needle of the L16/24 marine engine are shown in Figure 11a. The highest values were reached for the surface-inclination coefficient (kurtosis) and the average wavelength in Figure 11a. ...
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... results of the surface roughness measurement of an exemplary nozzle needle of the L16/24 marine engine are shown in Figure 11a. The highest values were reached for the surface-inclination coefficient (kurtosis) and the average wavelength in Figure 11a. The influence of the diametral clearance on the values of the maximum friction force is presented in the histogram (Figure 11b). ...
Context 9
... highest values were reached for the surface-inclination coefficient (kurtosis) and the average wavelength in Figure 11a. The influence of the diametral clearance on the values of the maximum friction force is presented in the histogram (Figure 11b). The figure shows that, in general, the static maximum frictional force is greater with a small clearance. ...
Context 10
... (a) (c) Figure 10. Surface state of an exemplary worn nozzle needle (a) at magnification of 300× and (b,c) the surface conditions of the nozzle needles at magnification of 5× for the friction forces presented in Table 1. ...
Context 11
... results of the surface roughness measurement of an exemplary nozzle needle of the L16/24 marine engine are shown in Figure 11a. The highest values were reached for the surface-inclination coefficient (kurtosis) and the average wavelength in Figure 11a. ...
Context 12
... results of the surface roughness measurement of an exemplary nozzle needle of the L16/24 marine engine are shown in Figure 11a. The highest values were reached for the surface-inclination coefficient (kurtosis) and the average wavelength in Figure 11a. The influence of the diametral clearance on the values of the maximum friction force is presented in the histogram (Figure 11b). ...
Context 13
... highest values were reached for the surface-inclination coefficient (kurtosis) and the average wavelength in Figure 11a. The influence of the diametral clearance on the values of the maximum friction force is presented in the histogram (Figure 11b). The figure shows that, in general, the static maximum frictional force is greater with a small clearance. ...
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... That cha- Engineering racterization is required to determine the overall engine mechanical losses. When more detailed mechanical losses assessment is needed, test rigs such as rotating or reciprocating tribometers are used to evaluate the performance of individual systems and/or mechanisms [8][9][10][11], or test mockups are built to isolate the mechanism or auxiliary system concerned [9,[12][13][14][15]. Related to mechanical losses, these are composed by the rubbing friction of all the moving pairs, the pumping work due to the intake and exhaust process backpressure and the power needed to drive the auxiliary systems [16][17][18][19][20][21]. ...
As mechanical efficiency has great relevance in the alternative engine performance, the authors research in the development of testing facilities to characterize the sources of engine mechanical losses. The present paper deals with the realization of a hardware platform to conduct experimental studies in small combustion engines to experimentally characterize the mechanical losses of a single-cylinder internal combustion engine by means of the indicated diagram and motoring methods. The system was completed by means of an electrical motor-generator coupled to a single-cylinder air-cooled spark ignition engine, a self-developed electronic hardware control, and a PC-based instrumentation and data acquisition system. Specifications of load-motoring-starting system, including the description of the proprietary electronic load regulation system, are detailed. Also, the instrumentation system of in-cylinder and intake pressures; Temperatures of intake air, exhaust gases, lubricant oil, and engine block; effective torque and crankshaft position are described, including the signal acquisition system. The methodologies for indicated diagram and motoring method are described, mentioning the required measurements to apply each method and the engine load-temperature considerations when an engine is tested in fired or motored conditions. The platform was used to study the mechanical losses of the engine under motored and fired conditions under a wide range of rotational speeds and throttle openings, allowing to draw conclusions about the operating features of the developed test bench in itself, and also about the mechanical losses of the engine tested. Initially, samples of cylinder pressure, torque, intake pressure as function of crank angle and indicate diagram were obtained, showing similar waveforms present in related literature. Then, variations of the aforementioned temperatures against rotation speed and throttle opening and results for the mechanical losses determined by indicated diagram and motoring methods are shown. Finally, two empirical correlations are proposed to estimate the mechanical losses. In the future the hardware platform will be utilized to investigate in-cylinder engine parameters, detailed thermal and mechanical engine performance
... Diagnostic signals were analyzed using the computer program signal analysis system (SAS). A preliminary process by selection in time, low-pass filtering, and synchronous averaging have been applied, and quantitative and qualitative analyses of spectra in the time and frequency domain have been applied [1,44]. This test stand was constantly developed and modernized. ...
... The values of relative maximum errors of individual processing elements of diagnostic signals in Figure 2 are shown in the article [44]. ...
... where ∆t p is the absolute error of supply fuel temperature measurement, ∆t p is the absolute error of supply fuel pressure measurement, ∆N is the absolute error of fuel setting, ∆n is the absolute error of camshaft speed measurement, and ∆P o is the absolute error of injector opening pressure. The values of relative maximum errors of individual processing elements of diagnostic signals in Figure 2 are shown in the article [44]. The total errors of the vibration displacement signal processing track and the subsequent determination of individual diagnostic parameters were qualitatively estimated. ...
The article presents the possibility of using machine learning (ML) in artificial intelligence to classify the technical state of marine engine injectors. The technical condition of the internal combustion engine and injection apparatus significantly determines the composition of the outlet gases. For this purpose, an analytical package using modern technology assigns experimental test scores to appropriate classes. The graded changes in the value of diagnostic parameters were measured on the injection subsystem bench outside the engine. The influence of the operating conditions of the fuel injection subsystem and injector condition features on the injector needle vibration displacement waveforms was subjected to a neural network (NN) ML process and then tested. Diagnostic parameters analyzed in the amplitude, frequency, and time–frequency domains were subjected after a learning process to recognize simulated various regulatory and technical states of suitability and unfitness with single and complex damage of new and worn injector nozzles. Classification results were satisfactory in testing single damage and multiple changes in technical state characteristics for unfitness states with random wear injectors. Testing quality reached above 90% using selected NNs of Statistica 13.3 and MATLAB R2022a environments.
... El problema de determinar la fricción en estos dispositivos se encuentra en que es complejo reproducir la cinemática del motor, lo que afecta el régimen de lubricación. (Kumar et al., 2019;Monieta, 2022;Tormos et al., 2017). ...
Dentro de las vías de disipación de la energía de los motores de combustión interna (MCI) se encuentran las pérdidas mecánicas, en adelante FMEP (friction mean efective pressure), las cuales representan cerca del 12% en promedio de la energía provista por el combustible para las diferentes condiciones de operación y cuya reducción es una alternativa para incrementar la eficiencia de los motores y reducir el consumo de combustible, el desgaste, y las emisiones de dióxido de carbono. En este trabajo se describen algunos fundamentos conceptuales sobre la FMEP de los MCI alternativos, como antesala para abordar una revisión del estado del arte relacionado con el estudio experimental y el modelado de estas pérdidas. Inicialmente se dedica una sección del documento para exponer las componentes principales de la FMEP en MCI, mencionando la naturaleza y las fuentes de la fricción, el bombeo y las pérdidas auxiliares, además de las variaciones de estas con el cambio del régimen de giro y el nivel de carga. Adicionalmente se mencionan algunas alternativas mediante las que se puede disminuir cada componente de pérdidas. En la sección consecutiva, se presentan los diferentes métodos de determinación experimental de la FMEP, mencionando las particularidades, las variables cuya medición es requerida y las consideraciones sobre los resultados de cada uno y detallando las condiciones de operación en cuanto a régimen de giro y nivel de carga del motor de prueba, especificando la presencia o ausencia del proceso de combustión y mencionando el tipo de MCI que puede caracterizarse al aplicar cada método. Finalmente, se presenta una sección en la que se describen diferentes modelos para calcular la FMEP de los MCI mencionando el tipo de modelo y los pares cinemáticos analizados. Adicionalmente, de cada modelo se comenta si es utilizable bajo régimen de operación estacionario o si posibilita la predicción del desempeño mecánico en estado transitorio. Se compila un listado de modelos de la FMEP.
