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2004-01-2920
ABSTRACT INTRODUCTION
Combustion and emission formation in a diesel engine The trend towards higher fuel injection pressure has led
are governed by fuel spray formation and mixing to a decrease in soot emissions and fuel consumption
processes. Spray formation depends mainly on the fuel but a slight increase in nitrogen oxide emissions. With a
injection system and its use, i.e. injection strategies. higher injection pressure, the injection rate increases.
Since future emission legislation will focus on sharply This means that more fuel is injected earlier and the
reducing emissions such as NOX and particulate, spray injection duration shortens for constant fuelling (engine
formation and consequently the fuel injection system load) which is beneficial for lower fuel consumption, and
take on increasing importance. Over the years, the that more of the formed soot can oxidize under better
adoption of electronically controlled fuel injection conditions (longer time at high temperatures). A
systems and higher fuel injection pressure have led to a drawback is that the nitrogen oxide emissions will
decrease in fuel consumption, and compliance with increase. To lower nitrogen oxide emissions in order to
emission legislation has been achieved. To achieve meet regulatory emission standards, the injection event
higher injection pressures, much energy needs to be has been retarded at the expense of increased fuel
provided from the engine, i.e. parasitic losses increase. consumption. The higher injection velocity resulting from
Developments in manufacturing techniques now make the higher injection pressure (see equation 1) leads to
different shapes of the orifices on the fuel injector nozzle better air utilization, provided the combustion chamber is
possible. This includes very small orifice diameters, high optimized, and that the kinetic turbulence level and the
inlet corner rounding and, more recently, conically flame lift-off length increases [1, 2, 3]. This results in an
shaped orifices beside several rows of orifices on the increased mixing rate and a more diluted and
nozzle. A differently shaped orifice could lead to lower evaporated spray [4], which further reduces soot
emissions at the same injection pressure level, i.e. emissions.
emission reduction without an increase in the parasitic
losses. This would then enable a better trade-off
between fuel consumption and emissions. ( PInjection − PChamber )
U = CD * 2 * .....(1)
This paper investigates the effects on emissions and fuel ρF
consumption of five nozzles with different orifice shapes
by using a heavy-duty single-cylinder engine under the It has also been shown that soot emissions can be
same injection pressure conditions. To further try to reduced by using a smaller orifice diameter under the
distinguish the effects of the orifice shapes, the minimum same injection pressure level [5]. A reduced orifice
orifice diameter was kept constant. The results show diameter has a lower fuel flow (lower flow area), a
that orifice shapes resulting in lower fuel flow rates can relatively longer flame lift-off length [3] and also a higher
yield lower fuel consumption and lower emissions than mixing rate (shorter mixing time), see equation 2. It was
orifice shapes that have larger fuel flow rates. A negative shown in [3] that an orifice diameter reduction from 0.23
conisity (divergent) orifice shape yields lower emissions to 0.10 mm leads to a relative increase in the flame lift-
and has lower fuel consumption than the reference off length by a factor of approximately 2 times. This
nozzle with a cylindrical orifice shape. It is also shown leads to a more diluted and evaporated spray [4], which
that in terms of fuel consumption, a 50% HE grinded produces less soot but more nitrogen oxides with a
orifice is a more beneficial selection than a positive reduction in fuel consumption [5].
conisity orifice shape.
Downloaded from SAE International by Universidad Politecnica de Valencia, Tuesday, October 06, 2015
by an in-house data acquisition system. The burnt Table 2. Emission measurement equipment.
fraction was calculated from this data samples. NOX ROSEMOUNT CLD 1000079
HC ROSEMOUNT 1000089
Table 1. Engine set-up specifications. CO ROSEMOUNT 1000546
Engine Single-cylinder AVL 501 CO2 ROSEMOUNT 1000444
Cylinder head 4 valve, low swirl CO2EGR MAIHAK UNOR 6N
Bore 131 mm O2 ROSEMOUNT MLT FR-PMD
Stroke 150 mm 1000002
Displacement 2.022 liters Smoke AVL 415 smoke meter
Compression ratio 18.5
Combustion chamber Omega shape with 89 mm piston
bowl diameter NOZZLES
Fuel injector Delphi EUI 200 A3
Plunger diameter 10 mm The production nozzle normally used in the Volvo D12C
Cam rate 0.50 mm/degree engine was used as a reference nozzle. This minisac
Needle Opening 330 bar nozzle had an orifice diameter of 0.23 mm and 6 orifices.
Pressure (NOP) The orifices are manufactured by the electric discharge
Injection pressure Kistler 4067 A 2000 machining (EDM) technique with hydro-erosion grinding
measuring device (HE) to obtain rounded orifice inlets. This nozzle has a
Needle lift measuring Wolff with Hall effect sensor 10% HE grinding, and the steady state fuel flow at 100
device bar differential pressure was 1.67 liters per minute.
Fuel conditioning AVL 753
Fuel consumption AVL 733 S All the other four minisac nozzles were manufactured by
measuring device the same technique and also had 6 orifices at an
Oil conditioning AVL 554 umbrella angle of 157 degrees with the minimum orifice
Water conditioning AVL 553 diameter of 0.23 mm except for one of the four nozzles,
Air compressor Atlas Copco GA 55 W which had a reduced orifice diameter of 0.21 mm with
Max. air flow 159 l/s the same 10% HE grinding. The reduction of flow area
Max. air pressure 7.5 bar by the smaller orifice diameter leads to a lower fuel flow
Dynamometer Siemens 1GG5 319 for this nozzle. Since a smaller orifice diameter also has
a lower discharge coefficient (0.65 compared to 0.72 for
the reference), this leads to a further flow reduction for
The emissions were measured using chemiluminiscence this nozzle. The decreasing discharge coefficient with a
for nitrogen oxides, flame ionization detector (FID) for smaller orifice diameter has been demonstrated for a
hydrocarbons, and a non-dispersive infrared detector range of orifice diameters [3].
(NDIR) for carbon monoxide and dioxide. The oxygen
content was measured with a paramagnetic detector and One of the three nozzles with a 0.23 mm orifice diameter
soot emissions with a smoke meter (Table 2). had an increased HE grinding of 50%, which means a
more rounded orifice inlet corner. This leads to a less
flow-restricted nozzle where the effective flow area is
larger and closer to the geometrical flow area, i.e. the
Compressor discharge coefficient, CD, is higher. The steady state fuel
flow at 100 bar of differential pressure was 1.79 liters per
EGR Valve
minute for this nozzle.
Figure 2. Schematic view of the tested orifice shapes. From left to right: Convergent orifice (positive conisity, k = + 2.4),
Reduced (as reference but with a smaller orifice diameter of 0.21 mm), Reference (cylindrical orifice shape with orifice
diameter of 0.23 mm), 50% HE (as reference but with a more rounded inlet corner) and Divergent orifice (negative
conisity, k = - 2.2).
The conical shape of the orifices affects the effective fuel condition of 25% load (75 Nm) at a higher engine speed
flow where a positive conisity yields an increase in fuel of 28.3 rps was also included. For the low load
flow (higher discharge coefficient) compared to the conditions, the lambda value was kept constant at 3.0,
reference nozzle, while the nozzle with a negative while the lambda value was kept constant at 2.0 for the
conisity has a lower fuel flow (lower discharge high load condition. Four injection timings with the start
coefficient) than the reference nozzle. This has also of injection at -8, -3, 3 and 8 degrees ATDC were used.
been shown previously for a single orifice nozzle with An EGR level of 20% was also used at the low load and
the orifice placed in the axial direction [4]. Further nozzle low speed case of 25% load and 20 rps. For the high
specification data are given in Table 3. load condition, the sensitivity to air excess was tested by
changing the charge pressure to obtain different lambda
Table 3. Nozzle specifications. values (1.5, 2.0, 2.5).
Orifice diameter
Fuel flow
[mm] k- During all conditions, the engine oil temperature was
Nozzle rate @ 100
Sac side Chamber factor kept constant at 100 degrees Celsius, the cooling water
bar ∆P
side at 82 degrees Celsius, the fuel at 40 degrees Celsius
Reduced 0.210 0.222 - 1.28 l/min and the inlet air at 25 degrees Celsius.
Reference 0.233 0.229 - 1.67 l/min
50% HE 0.242 0.234 - 1.79 l/min Data were acquired during a two-minute period after the
Convergent 0.254 0.230 2.4 1.82 l/min engine had stabilized. Directly after this, the two-minute
Divergent 0.227 0.249 -2.2 1.49 l/min measuring period was repeated. From these two
measurements, an average value was calculated for
emissions and fuel consumption.
FUEL
RESULTS AND DISCUSSION
Commercial Swedish MK1 diesel fuel (Environmental
Class 1) was used. The fuel had a lower heating value, LOW LOAD
QHV, of 43.18 MJ/kg, a C/H wt ratio of 6.27, viscosity of
1.90 mm2/s at 40 degrees Celsius, and a density of For the low load and high speed condition of 28.3 rps
0.8139 kg/dm3 at 15 degrees Celsius. The sulfur content and 25% load, the effect of lower flow rate for the nozzle
was less than 1 ppm-wt and the cetane number was 51. with a reduced orifice diameter and the one with
negative conisity leads to a longer injection duration.
EXPERIMENTAL PROCEDURE This leads to a lower injection rate which results in
decreased nitrogen oxide production (retarded
The test procedure included two engine loads at 20 rps, combustion). A few crank angles after the injection ends
one low and one high load condition at 25% (75 Nm) for the nozzle with the longest duration, the nozzle with a
and 75% load (225 Nm), respectively. A low load reduced orifice diameter has a higher rate of heat
Downloaded from SAE International by Universidad Politecnica de Valencia, Tuesday, October 06, 2015
release than the reference nozzle where the burnt the piston shape (wall) and the spray could be regarded
fraction becomes higher than the reference nozzle as a cone. The nitrogen oxide formation depends on the
(Figure 3). This higher mixing rate is sufficient to reduce time the combustion occurs at high temperatures, the
the fuel consumption despite the slower start of heat temperatures and the oxygen availability [12]. Beside
release. this, one should consider the total area of the flame (or
reaction zone). According to the conceptual model by
Dec [13], the combustion zone generating the nitrogen
Div K=-2.2 Red 0.210mmx6 REF 0.230mmx6
oxides is thin and hence a flame area change would
0,9 dominate nitrogen oxide production more than a change
0,8
1,70E+01
in thickness of the flame. A difference in flame area or
0,7 reaction zone surface thus results in a different amount
of nitrogen oxide being produced if other processes
Brunt Fraction
0,6
1,20E+01
0,5 influencing nitrogen oxide formation are the same (time,
0,4
temperature, oxygen content and time history). Since the
7,00E+00
0,3
spray angle, for the same orifice shape, is the same for
0,2
the different orifice diameters [11], a shorter penetration
0,1 2,00E+00 leads to a smaller total spray and reaction zone surface
350 360 370 380 390 400
CAD which then would reduce the amount of nitrogen oxide
formed. This would be one of the contributing factors to
why much lower nitrogen oxide levels are demonstrated
by these two nozzles with shorter penetration besides
Figure 3. The burnt fraction (10% - 90%) and needle lift the somewhat retarded combustion due to a lower fuel
for divergent, reduced and reference orifice shapes at a flow rate.
start of injection of 8 degrees BTDC for the engine
speed of 28.3 rps and 25% load. The needle lift for the
divergent shape is missing due to a sensor failure. 290
280
The nozzle with divergently shaped orifices also has a
lower fuel consumption despite a less favorable injection 270 REF 0.230mmx6
BSFC [g/kWh]
less than the reference nozzle. This contradiction of 250 Red 0.210mmx6
explain the lower nitrogen oxide values for these nozzles effective combustion. This more effective combustion
compared to the reference nozzle (see Figure 6). The shows also in a slightly shorter injection duration despite
soot and carbon monoxide emissions are also higher for a slightly lower fuel flow rate! This more effective
these nozzles, which further implies wall contact that combustion could come from a better fuel spray break-
reduces the oxidation of these emissions. up and atomization generated by higher cavitation. The
nozzle with positive conisity has a convergent orifice
shape which reduces cavitation [14] to a higher degree
0,3
than a smoother inlet corner obtained by a higher HE
0,25
grinding.
Con K=+2.4
0,15 HE=50%
Div K=-2.2 At a test condition of 25% load and 20 rps engine speed,
0,1 Red 0.210mmx6
a case of 20% exhaust gas recirculation (EGR) was
0,05
added. Since the diesel process uses an air excess a
part of the recirculated gas also contains air, which has
0 not participated in the combustion. A rather high amount
-10 -5 0 5 10
SOI (ATDC)
of EGR can be added before the oxygen content starts
to reach really low values. Since the oxygen content
decreases with increasing amounts of EGR, the nitrogen
oxides are consequently reduced. The lower oxygen
Figure 5. Soot emission versus start of injection (SOI)
content in the cylinder will make it more difficult for the
for the five tested nozzles at the engine speed of 28.3
injected fuel to find the oxygen and hence the possible
rps and 25% load.
heat release will be limited (slowed down) and the
ignition delay will start to increase. This leads to a further
0,3 decrease in nitrogen oxides by retarding combustion but
also to increased fuel consumption at high EGR levels.
0,25
By reducing the air and increasing the amount of
0,2
combusted products such as H20 and CO2, the cp/cv
REF 0.230mmx6
ratio will be lower, leading to a lower in-cylinder
Soot [g/kWh]
Con K=+2.4
0,15 HE=50% temperature which, in addition to the slower heat
Div K=-2.2
Red 0.210mmx6
release, also reduces the peak temperatures that will
0,1
further lead to a reduction of the formed nitrogen oxides.
0,05 In Figure 7, the result of adding 20% EGR can be seen.
The nitrogen oxides are reduced by the above-
0
0 2 4 6 8 10
mentioned effects and the differences between the
NOx [g/kWh] nozzles of different orifice shape are also damped out.
8 Con K=+2.4
the higher injection rate (shorter injection duration) HE=50%
would decrease the fuel consumption. The positive 6 Div K=-2.2
Red 0.210mmx6
conical orifice shape has generally the same fuel 4
consumption as the reference nozzle, meaning that the 2
negative effects for higher heat losses are compensated
by the higher injection rate. For the nozzle with 50% HE 0
-10 -5 0 5 10
grind, the fuel consumption is lower than both the SOI (ATDC)
reference nozzle and the nozzle with positive conisity.
The flow rate (and discharge coefficient) are very similar
between the nozzle with positive conisity and the nozzle Figure 7. NOx versus start of injection (SOI) at the
with 50% HE grind where from this point they should engine speed of 20 rps and 25% load. The case of 20%
obtain similar values on fuel consumption, which they do EGR is represented by thick lines (the lower and
not. One can draw the conclusion, since the nozzle with gathered curves).
50% HE grind has a lower fuel consumption but also
lower soot emissions than the nozzle with positive Despite the similarity in nitrogen oxide emissions
conisity, that the nozzle with 50% HE grind has more between the tested nozzles when applying 20% EGR,
Downloaded from SAE International by Universidad Politecnica de Valencia, Tuesday, October 06, 2015
there is a difference in the soot emissions, as seen in The fuel consumption for the nozzle with a divergent
Figure 8. As for the case without EGR, the nozzle with orifice shape (negative conisity) also has a lower fuel
reduced orifice diameter yields the lowest amount of flow rate but yields lower fuel consumption, which
soot due to a more diluted spray combustion as implies better combustion and lower heat losses due to
mentioned earlier. The nozzles with conisity have a shorter fuel penetration compared to the reference
lower soot value than the reference nozzle at injection nozzle. Compared to the low load case, the nitrogen
timings before TDC while they yield higher soot values oxide production for the nozzles with negative conisity
for injection timings ATDC, where no trend or conclusion and reduced orifice diameter is also here in the high load
could be drawn. case lower than the reference nozzle.
The nozzles with a higher fuel flow rate, the nozzle with
0,1
convergent orifice shape (positive conisity) and the
0,09
nozzle with the 50% HE grinding have a lower fuel
0,08
consumption than the reference nozzle. The higher flow
0,07
REF 0.230mmx6 rate shortens the injection duration from which the lower
0,06
Soot [g/kWh]
Con K=+2.4
fuel consumption results. At a high load, the nozzle with
0,05 HE=50%
Div K=-2.2 50% HE grind also has a slightly lower fuel consumption
0,04
0,03
Red 0.210mmx6
compared to the nozzle with positive conisity.
0,02
0,01
206
0 204
0 1 2 3 4 5
202
NOx [g/kWh]
200
Con K=+2.4
Figure 8. NOx – Soot trade-off for the EGR case for the
196
HE=50%
194
five tested nozzles with different orifice shapes at the Div K=-2.2
Red 0.210mmx6
192
engine speed of 20 rps and 25% load. 190
188
Late injection timing (8 degrees ATDC in this study) 186
46
Efficiency [%]
Con K=+2.4
0,035 44
HE=50%
Con K=+2.4
41
0,02 HE=50%
Div K=-2.2
40
0,015 Red 0.210mmx6
1 1,5 2 2,5 3
Lambda
0,01
0,005
0
0 2 4 6 8 10 Figure 11. Efficiency versus lambda at at a start of
NOx [g/kWh]
injection of 8 degrees BTDC for an engine speed of 20
rps and load of 75%.
Figure 10. NOx – Soot trade-off at engine speed of 20
rps and load of 75%. Constant lambda of 2.
0,03
BTDC was made at the high load condition of 75% load 0,015
Con K=+2.4
HE=50%
than a larger orifice diameter [9] and the penetration is 0,015
Div K=-2.2
reduced even more by increasing the charge pressure. 0,01
Red 0.210mmx6
This can lead to a loss in the air utilization for this nozzle
by a lambda increase. At the same time the reference 0,005
nozzle, with its larger orifice diameter, will also lower its
0
wall wetting by the increase in charge pressure and 0 2 4 6 8 10 12 14
possibly improve the fuel consumption since wall wetting NOx [g/kWh]
5. This study demonstrates that a nozzle with a 12. Heywood, J., B., Internal Combustion Engine
smaller fuel flow rate (divergent orifice shape) Fundamentals, Mc Graw-Hill, Inc., 1988.
can achieve a lower fuel consumption with 13. Dec, J., “A Conceptual Model of DI Diesel
competitive emissions compared to a reference Combustion Based on Laser-Sheet Imaging”, SAE
nozzle despite a longer injection duration. The Paper 970873, 1997.
flow rate measured at steady state conditions in 14. Schugger, C., Renz, U., “Experimental Investigation
a flow bench consequently just gives an of the Primary Breakup Zone of High Pressure
indication of the capacity of the nozzle and not Diesel Sprays from Multi-Orifice Nozzles”, ICLASS,
the effect from combustion, which can 2003.
compensate for the lower flow rate. 15. Kampmann, S., Dittus, B., Mattes, P., Kirner, M.,
”The Influence of Hydro Grinding at VCO Nozzles on
the Mixture Preparation in a DI Diesel Engine”, SAE
Paper 960867, 1996.
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Sprays”, Twenty-Sixth Symposium on
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2564, 1996.
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Conditions on the Flame Lift-Off Length of DI Diesel
Spray”, Thiesel, 2000. BSFC = Braked Specific Fuel Consumption
3. Bergstrand, P., Försth, M., Denbratt, I., ”The
Influence of Orifice Diameter on Flame Lift-off BTDC = Before Top Dead Center
Length”, ILASS-Europe, Zaragoza, 2002.
4. Bergstrand, P., Persson, F., Försth, M., Denbratt, I., CD = Discharge coefficient
“A Study of the Influence of Nozzle Orifice
Geometries on Fuel Evaporation using Laser- d = Orifice diameter
Induced Exciplex Fluorescence”, JSAE paper
20030217, SAE paper 2003-01-1836, 2003. DInlet = Orifice diameter at sac side
5. Bergstrand, P., Denbratt, I., ”Diesel Combustion with
Reduced Nozzle Orifice Diameter”, SAE Paper DOutlet = Orifice diameter at chamber side
2001-01-2010, 2001.
6. Bergstrand, P., Denbratt, I., “The Effects of Leaner k = Conisity factor
Charge and Swirl on Diesel Combustion”, SAE
Paper 2002-01-1633, 2002. Lambda = Real AFR / Stoichiometric AFR
7. Bergstrand, P., Denbratt, I., ”The Effects of Multirow = Relative AFR
Nozzles on Diesel Combustion”, SAE Paper 2003-
01-0701, 2003. PChamber = Pressure in the combustion chamber
8. Yoda, T., Tsuda, T., ”Influence of Injection Nozzle
Improvement on DI Diesel Engine”, SAE Paper PInjection = Injection pressure
970356, 1997.
9. Bergstrand, P., Small Orifices – Diesel Combustion U = Injection velocity
and Spray Investigations, PhD Thesis, ISBN 91-
7291-312-6, 2003. QHV = Lower heating value
10. Schmid, M., Leipertz, A., Fettes, C., “Influence of
Nozzle Hole Geometry, Rail Pressure and Pre- ρA = Air density
Injection on Injection, Vaporisation and Combustion
in a Single-Cylinder Transparent Passenger Car ρF = Fuel density
Common Rail Engine”, SAE Paper 2002-01-2665,
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”Investigation of Diesel Spray Injection into High
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