Fuel System Assignment

Q1. With reference to residual fuel burnt in marine diesel engines, explain the significance
of the following :(i) (ii) (iii) (iv) (v) viscosity; Ignition quality; micro carbon residue; flash point; pour point.

1i)

The specific gravity of any substance is defined as the ratio of density of that substance to that of water at the same temperature. For example, it can give a rough indication of the grade oil; an oil of high specific gravity is termed heavy oil and low specific gravity of oil is light oil. The specific gravity of any oil give an indication of its viscosity, carbon residue, heating value and the percentage of carbon and hydrogen present in the oil. The viscosity of oil is the measure of its resistance to flow. It indicates the ability of the fuel to flow in the fuel system and determines the lubricating value needed to lubricate the fuel pump and injector. Viscosity also affects the pattern of the oil spray in the engine cylinder as low viscosity oils tends to give finely divided, short sprays while high viscosity oils produce coarser atomization and longer sprays. When a sample of oil is burnt, it may leave some carbonaceous residue which is known as carbon residue. Fuel with high carbon residue index can leave behind more deposits after combustion. More deposits will cause some of the effect:a) Increased wear of liner, piston rings, ring grooves b) Fouling of exhaust valves, turbocharger turbine c) Carbon accumulation at fuel injector tips

1ii)

1iii)

1iv)

The lowest fuel temperature at which the small flame ignites a flash of flame across the surface of the fuel, indicating the presence of flammable mixture above fuel. This temperature is called the flash point of the fuel. It is an index of fire hazard and the minimum permitted flash point is usually 60C. The temperature at which an oil will just flow under standardized conditions. The pour point indicates the temperature to which fuel must be heated to permit pumping. But if the fuel is below the pour point, wax will begin to separate out which will blocks the filters. The wax will also build

1v)

up on tank bottoms and on heating coil. In order to avoid the waxing problems, the fuel must be stored at least 5C to 7C above pour point.

Q2.

Atomisation, penetration and turbulence are terms associated with combustion in a compression ignition engine. Explain each term and their effect on the combustion process.

Atomization Atomization is the splitting up of fuel into very small droplets by the fuel injector forcing fuel at high pressure through small atomizing holes. Atomized droplets have a high surface to mass ratio giving good heat transfer from the hot compressed air in the cylinder causing rapid evaporation and mixing.

Penetration Penetration refers to the distance the oil droplets travel into the combustion chamber before mixing with the air and igniting. It is desirable that fuel should penetrate into the whole of combustion space for good mixing, but droplets should not impinge on the internal surfaces before burning. Turbulence Turbulence or swirl is the movement of compressed air and fuel within the combustion space before combustion occurs. Swirl is imparted to the air during its entry at scavenge ports. It may be further agitated by the fuel spray pattern and the shape and movement of the piston crown. Turbulence will improve the mixing of fuel and air for effective and rapid combustion. It is particularly desirable for rapid combustion of heavy fuels in medium or higher speed engine.

3.

With the aid of a fully labeled out-of-phase diagram, explain the different stages in combustion process which take place in the cylinder of a diesel engine.

STAGES OF COMBUSTION In a diesel engine the air is normally compressed to about 35 bar at which the temperature will be about 550oC. Highly atomised fuel is injected into this hot air; fuel begins vapourising and combustion follows. Fuel combustion in a diesel engine may be considered to occur in three stages (Figure 5):(1) (2) (3) Ignition delay period Rapid combustion period Steady burning period, and

Ignition Delay Period This is the interval between injector and the start of ignition. During this period the first droplets to enter the cylinder are heated by the surrounding charge air, begin to vapourise, and finally ignite.

Rapid Combustion Period During this period, the fuel that has accumulated in the cylinder during the delay period before ignition, burns rapidly. Because the fuel has already mixed with the charge and begun the process of preparation for combustion, this is sometimes called the premixed combustion phase. The rapid combustion is accompanied by a sharp rise in cylinder pressure. The fuel injector is still injecting during this period. Steady Burning Period Once combustion has been established in the cylinder, further fuel entering the cylinder will burn as soon as they have penetrated, heated, vapourised and mixed. This period is also termed as controlled combustion period. This period ends shortly after the injector closes (cutoff). Cylinder pressure usually peaks just after TDC, near the middle of the steady combustion period, and then falls off smoothly after cutoff as the expansion stroke begins.

After Burning Period Injection ends after the cutoff of injector, but combustion continues until remaining fuel is burnt. This period is known as 'after burning period'.

Crank Angle

4.

Explain how the following factors affect the combustion in a diesel engine cylinder, (a) (b) (c) (d) ignition quality of fuel; timing of injection; compression pressure; temperature of the fuel.

4a)

Ignition quality of fuel should have the ability to ignite by itself and be as high as possible. It is an indication of time lapse after fuel injection and affects ignition delay. Measured and represented as cetane number; HFO is calculated and presented as cetane index. It is also known as Calculated Carbon Aromaticity Index (CCAI). Timing of injection is important because injecting fuel at the right time will make a good combustion which eventually produces more power. But if the fuel is injected into the cylinder too early, then the fuel will enter while the air temperature and pressure is too low. The fuel vaporization time will increase and large quantity of fuel may accumulate even before ignition starts. If the compression is low, then the temperature in the cylinder will also be low. Therefore the time taken for fuel droplets to vaporize will be increased which

4b)

4c)

cause a long ignition delay period. Compression pressure depends on condition of piston rings, liner surface, and clearance volume. 4d) A less dense charge will result in poor combustion and lesser power being developed by the engine. The density of the charge can be reduced due to high intake temperature, defective scavenge valves, air suction choking and defecting cooling.

5.

Sketch & describe the operation of fuel injector.

A typical fuel injector consists of a valve body (or nozzle holder) to which the nozzle is secured by a retaining nut. The valve body contains the spring and its compression nut, with an intermediate spindle if required. Mating surfaces between the body and nozzle are ground and lapped to form an oil-pressure-tight seal. A dowel pin ensures alignment of the oil passages. Essentially there are two chambers in the nozzle. (Figure 4-10) The upper one being charged with fuel from the fuel pump and sealed by the needle valve when closed. The lower chamber (or sac) is sealed by the mitre seat of the needle valve and has a number of small atomizer holes of correct size and pattern to atomise and distribute the fuel spray into the combustion chamber.

A predetermined fuel pressure lifts the needle valve, against the spring compression. The pressure on the spring is adjusted and set under test, to allow the needle valve to lift. The intermediate spindle conveys the spring compression to the needle valve. The valve opens when the pressure from the fuel pump acting on the shoulder of the needle valve overcomes the spring compression. As the needle valve lifts, oil flows to the lower chamber in the atomizer. The additional area of the needle mitre now subjected to pressure causes the needle to lift rapidly, allowing fuel oil at high pressure to pass through the atomizer holes into the combustion chamber. When the fuel pump cuts off pressure, the valve will close under spring compression. The closing of the needle valve is rapid and positive without any oil leakage.

6.

With the aid of sketches, explain the working principle of a plunger controlled type fuel pump.

(a)

Fuel enters the pump from the supply system through the inlet connection and floods the fuel chamber surrounding the barrel. When the plunger is at the bottom of its stroke, the fuel flows through the barrel ports filling the space above the plunger, the vertical slot cut in the plunger and the cut-away area below the plunger helix (scroll). As the plunger moves upward, the barrel ports are covered and compression begins. As the plunger continues to move upward, fuel is discharged through the lifted delivery valve into the high pressure pipe. Fuel delivery stops when the plunger helix uncovers the spill port. The delivery valve returns to its seat and closes.

(b)

(c) (d)

(e) (f)

The quantity of fuel delivered is regulated by the vertical length of the helix where it is in line with the suction port. This setting may be altered by rotating the plunger.

7.

With the aid of sketches, explain the working principle of a valve controlled type fuel pump.

OR

(a) (b) (c)

From the bottom of the stroke the plunger is raised upwards, the spill valve is closed, but the suction valve is held off its seat by its pushrod. As the plunger continues to rise, the suction valve returns to its seat as its push rod moves down. Once the suction valve is seated compression begins as the plunger continues to move upwards. Fuel is pushed into the cylinder, through the high pressure fuel delivery pipe and fuel injector.

(d)

Whilst the plunger is moving upwards and injecting fuel, the spill valve push rod also moves upward. Injection stops as soon as the spill valve is lifted off its seat by its pushrod. On the downward stroke of the plunger, fuel is drawn from the suction space. The suction valve is lifted by the suction effect of the plunger as well as the fuel transfer pressure in the suction space. In the lowest part of the plunger's downward stroke the suction valve is also mechanically lifted by its pushrod.

(e)