Wyniki wyszukiwania - BazTech

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Vehicle simulation on a motor test bench

Kuckertz H., Rinne G., Werner N.

Journal of KONES

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2003

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Vol. 10, No. 1-2

135-139

EN

Abstract In normal case of test bench the combustion engine is connected to a water or eddy current brake. A couple of stationary operating points is measured and the engine chart (M, n-Diagram) is displayed, mostly showing be - const. lines (shell diagram). The engine is considered to work "stand alone ", sometimes a brake mode M - a *n2 may simulate a ship 's propeller. In our application used for student's instruction the real engine on the test bench is connected to a virtual vehicle. Because of its driving resistance characteristics a brake mode M = a *n2 + b is necessary, which a brake normally cannot achieve. For the transfer of vehicle 's driving resistance lines from the driving chart (F, ni-Diagram) to the engine chart gear transmission ratios, dynamic wheel radius and measured driving resistance characteristics must be known. A computer program calculates the suitable torque value, which is supplied to the brake control. The brake is operated in the n = const. mode. By this procedure the road consumption of the simulated vehicle can be determined.

2

New concepts to avoid unwanted pollutants from d.i. diesel engines in passenger cars

Heitland H., Rinne G.

Journal of KONES

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2003

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Vol. 10, No. 1-2

25-31

EN

The self ignition process in Diesel engines with direct injection takes place simultaneously with the disintegration of the injected fuel together with the evaporation of the spray s and the droplets. With shorter ignition delays it is possible to improve the combustion process and reach higher efficiencies of the engine. Also a partly homogeneous combustion could be established in order to reach less formation of soot and NOX. One way to create this favourable combustion process is to work with a ring piston, which allows to achieve two different compression ratios: a higher one in the ring area for self ignition of the Diesel spray and a lower one for the homogenous combustion in the central main chamber. Another way is a double injection into the main chamber, one for ignition, the other for combustion of the major fuel, which must be injected at the beginning of the compression phase. The first concept uses the common rail injector, the last one the VW unit injector. Both concepts need no particle filter or oxi-catfor the fulfilment of emission regulations.

3

Investigations on forming of fuel spray shape in air-assisted fuel injection

Heitland H. H., Rinne G., Kozak W., Wisłocki K.

Journal of KONES

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1998

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Vol. 5, No. 1

90-97

EN

Based on the conventional C.L engine injection system a new air assisted injection has been evaluated for realisation of MESC1-type combustion system. The main task for this work was to achieve relatively short fuel spray, with good premixing and droplet distribution. Two fuel injectors of that kind were in the investigation. They were carried on firstly in the ambient pressure chamber to match some constructional parameters, and to observe and register evaluation of fuel spray using video technic. The observation for different speed and fuel charge were made. Injectors with l and 3 nozzle holes and different hole lengths were investigated, as well as the influance of assisted air pressure on the spray shape. Simultaneously to the above mentioned observation, the measurements of fuel pressure, air pressure and needle lift time history was recorded. The obtained results allow the selection of the proper constructional and operational parameters for achieving the expected charge stratification. Further research work on the model MESC-type 2-stroke S.I. engine was carried on and the observations of the engine behaviour and its parameters working with the air-assisted fuel injection have been made. The results of these works are enclosed in the paper.