Pressure wave compensation in common rail diesel

pump
 Dayanandan. M
Dhanasurya. R Raghav. R. V
Department of Mechanical engineering
Department of Mechanical engineering Department of Mechanical engineering
Sri Sai Ram Engineering College
Sri Sai Ram Engineering College Sri Sai Ram Engineering College
Chennai, India
Chennai, India Chennai, India
disisdaya@gmail.com
dhanasurya98@gmail.com mathushraghav@gmail.com
Vignesh. R
Department of Mechanical engineering
Sri Sai Ram Engineering College
Chennai, India
vigneshrvvicky@gmail.com
 Abstract—Diesel engines have high efficiency, durability,
and reliability together with their low-operating cost. These
important features make them the most preferred engines
especially for heavy-duty vehicles. The interest in diesel engines
has risen substantially day by day. In addition to the
widespread use of these engines with many advantages, they
play an important role in environmental pollution problems
worldwide. Diesel engines are considered as one of the largest
contributors to environmental pollution caused by exhaust
emissions, and they are responsible for several health problems
as well. Many policies have been imposed worldwide in recent
years to reduce negative effects of diesel engine emissions on
human health and environment. Many researches have been
carried out on both diesel exhaust pollutant emissions and after
treatment emission control technologies. One such method is
multi-injection technique, carried out in common rail diesel
pump. Under this an activity called Pressure Wave
compensation is implemented in order to improve the accuracy
of multi-injection.
Keywords—diesel engines, engine emission, multi-injection,
pressure wave compensation
I. COMMON RAIL DIESEL PUMP
Common-rail direct fuel injection is a direct fuel injection
system for diesel engines. On diesel engines, it features a
high-pressure (over 100 bar or 10 MPa or 1,500 psi) fuel rail
feeding solenoid valves, as opposed to a low-pressure fuel
pump feeding unit injectors (or pump nozzles). Third-
generation common-rail diesels now feature piezoelectric
injectors for increased precision, with fuel pressures up to
2,500 bar (250 MPa; 36,000 psi). High pressure injection
delivers power and fuel consumption benefits over earlier
lower pressure fuel injection, by injecting fuel as a larger
number of smaller droplets, giving a much higher ratio of
surface area to volume. This provides improved vaporization
from the surface of the fuel droplets, and so more efficient
combining of atmospheric oxygen with vaporized fuel
delivering more complete and cleaner combustion.
II. PRINCIPLE OF COMMON RAIL DIESEL PUMP
Common-rail direct fuel injection is a direct fuel injection
system for diesel engines. On diesel engines, it features a
high-pressure (over 100 bar or 10 MPa or 1,500 psi) fuel rail
feeding solenoid valves, as opposed to a low-pressure fuel
pump feeding unit injectors (or pump nozzles). Third-
generation common-rail diesels now feature piezoelectric
injectors for increased precision, with fuel pressures up to
2,500 bar (250 MPa; 36,000 psi). High pressure injection
delivers power and fuel consumption benefits over earlier
lower pressure fuel injection, by injecting fuel as a larger
number of smaller droplets, giving a much higher ratio of
surface area to volume. This provides improved vaporization
from the surface of the fuel droplets, and so more efficient
combining of atmospheric oxygen with vaporized fuel
delivering more complete and cleaner combustion.
III. PRESSURE WAVE COMPENSATION
During the injection of the fuel after injection there will
be pressure wave generated. In case of single injection per
cycle i.e. in Rotary and Inline pumps, the wave will be
automatically nullified or compensated because there will be
a single injection for every 720 degrees. But in case of
pumps, using common rail we use split injection i.e. there
will be pilot, main and post injection. The gap between these
injections will be around 10 – 30 degrees. So we have to
artificially nullify or compensate the pressure wave
generated due to injection. The effect of pressure wave is
mentioned in the graph. Consider if we are working at 800
bar at a particular RPM to get a discharge of 20mg (Main).
The pulse required to get 20 mg discharge is 400 µs
(assumption). In case of multiple injections, a pressure wave
will be generated during main injection due to pilot injection.
The wave generated may alter the existing pressure to 810
bar or 790 bar (Assumption) i.e. it will increase or decrease
the existing pressure. In such condition if we operate the
injector with same pulse, more fuel will be discharged
because with increased or decreased pressure valve we are
giving same pulse so it will surely alter the discharge. In such
conditions, we have to alter the pulse value (Sec) i.e. we
have to study the pressure variations generated due to the
pressure and alter the pulse given accordingly to the pulse
variations. The pulse variations are given to reduce the
additional delivery or lack of delivery due to the pressure
changes created by the pressure wave.
A. Requirements of Pressure Wave Compensation
• FIE (Fuel Injection Equipment)
• ECU and ECU Wire Harness
• Engine specifications and PTC test request.
• Engine spec list
1. Maximum and minimum RPM
2. Maximum and minimum pressure
3. Drive ratio
4. Battery Voltage
5. Maximum and Minimum fuelling
6. Crank and cam pattern
Software: A2L,ULP, Plugin
B. Pressure Wave Compensation procedure
 Gain curve
 ODCD
 Before PWC
 After PWC
C. Gain curve
Main ton = MDP + FPPO + I3C Correction + BRC + MDP
Correction [1]
MDP – Minimum Drive Pulse
FPPO – Fuel Pulse Period Offset
MDP is the minimum pulse required to lift the nozzle
needle. MDP decreases with increase in pressure. If 400 is
the minimum drive pulse for lifting the nozzle needle and
1000 pulse is the knee point.
FPPO = Main ton – MDP – Other corrections [2]
Knee point is the point where the nozzle needle is lifted to
its maximum position. Before knee point, the slope of
discharge is steep so that for a minimum change in pulse,
the discharge change will be high. After knee point, the
slope will be gradual so that for change in pulse, the change
in discharge will be low.
I3C, I2C – In I2C the number of intermediate
points will be low.
In I3C the number of intermediate points will be
more.
BRC – Battery Resistance Correction
When the vehicle is running, the RPM changes effect in the
dynamo which in turn affects the supply to the injector, so
some corrections has to be done.
D. Open delay and close delay
If we give an electric pulse to the solenoid to actuate it, it
will open at the instant but the pressure change above and
below the nozzle needle will change after small time lag only
after that the nozzle will start spraying the fuel. This small
time lag between the application of voltage to the solenoid
and the uplift of the nozzle is called as the OD and the
minimum pulse (sec) required to lift the nozzle needle is
Minimum Drive Pulse (MDP). Similarly there will be a time
lag in the closing of the nozzle after the voltage to the
solenoid has been cut off. It is called as closing delay.
Fig. 1. Open delay
Fig. 2. Close delay
IV. EMISSION NORMS IN INDIA
Bharat stage emission standards (BSES) are emission
standards instituted by the Government of India to regulate
the output of air pollutants from internal combustion engines
and Spark-ignition engines equipment, including motor
vehicles. The standards and the timeline for implementation
are set by the Central Pollution Control Board under the
Ministry of Environment & Forests and climate change. The
standards, based on European regulations were first
introduced in 2000. Progressively stringent norms have been
rolled out since then. All new vehicles manufactured after the
implementation of the norms have to be compliant with the
regulations. Since October 2010, Bharat Stage (BS) III
norms have been enforced across the country. In 2016, the
Indian government announced that the country would skip
the BS-V norms altogether and adopt BS-VI norms by 2020.
In its recent judgment, the Supreme Court has banned the
sale and registration of motor vehicles conforming to the
emission standard Bharat Stage-IV in the entire country from
April 1, 2020. On November 15, 2017 The Petroleum
Ministry of India in consultation with Public Oil Marketing
Companies decided to bring forward the date of BS-VI grade
auto fuels in NCT of Delhi with effect from April 1, 2018
instead of April 1, 2020. In fact, Petroleum Ministry OMCs
were asked to examine the possibility of introduction of BS-
VI auto fuels in the whole of NCR area from April 1, 2019.
This huge step was taken due the heavy problem of air
pollution faced by Delhi which became worse around this
year. The decision was met with disarray by the automobile
companies as they had planned the development according to
roadmap for 2020.The phasing out of 2-stroke engine for two
wheelers, the cessation of production of Maruti 800 &
introduction of electronic controls have been due to the
regulations related to vehicular emissions.While the norms
help in bringing down pollution levels, it invariably results in
increased vehicle cost due to the improved technology &
higher fuel prices. However, this increase in private cost is
offset by savings in health costs for the public, as there is
lesser amount of disease causing particulate matter and
pollution in the air. Exposure to air pollution can lead to
respiratory and cardiovascular diseases, which is estimated to
be the cause for 6.2 lakh early deaths in 2010, and the health
cost of air pollution in India has been assessed at 3% of its
GDP.
TABLE I. INDIAN EMISSION STANDARDS
STANDARD REFERENCE DATE
BHARAT STAGE II EURO 2 1 APRIL 2005
BHARAT STAGE III EURO 3 1 APRIL 2010
BHARATH STAGE IV EURO 4 1 APRIL 2017
BHARATH STAGE VI EURO 6 APRIL 2020 WITH
MANDATE
(PROPOSED)
A. Overview of the emission norms in India
• 1991 – Idle CO Limits for Petrol Vehicles and Free
Acceleration Smoke for Diesel Vehicles, Mass
Emission Norms for Petrol Vehicles.
• 1992 – Mass Emission Norms for Diesel Vehicles.
• 1996 – Revision of Mass Emission Norms for
Petrol and Diesel Vehicles, mandatory fitment of
Catalytic Converter for Cars in Metros on
Unleaded Petrol.
• 1998 – Cold Start Norms Introduced.
• 2000 – India 2000 (Equivalent to Euro I) Norms,
Modified IDC (Indian Driving Cycle), Bharat
Stage II Norms for Delhi.
• 2001 – Bharat Stage II (Equivalent to Euro II)
Norms for All Metros, Emission Norms for CNG &
LPG Vehicles.
• 2003 – Bharat Stage II (Equivalent to Euro II)
Norms for 13 major cities.
 • 2005 – From 1 April Bharat Stage III (Equivalent
to Euro III) Norms for 13 major cities.
• 2010 – Bharat Stage III Emission Norms for 2-
wheelers, 3-wheelers and 4-wheelers for entire
country whereas Bharat Stage – IV (Equivalent to
Euro IV) for 13 major cities for only 4-wheelers.
Bharat Stage IV also has norms on OBD (similar to
Euro III but diluted)
• 2017 – Bharat Stage IV Norms for all vehicles.
• 2018 - BS-VI fuel norms from April 1, 2018 in
Delhi instead of 2020
• 2020 – Proposed date for country to adopt Bharat
Stage VI norms for cars, skipping Bharat Stage V
B. CO2 Emission
India's auto sector accounts for about 18% of the total
CO2 emissions in the country. Relative CO2 emissions from
transport have risen rapidly in recent years, but like the EU,
currently there are no standards for CO2 emission limits for
pollution from vehicles.
C. NOX Emission
The main problem areas for diesel engines are emissions
of nitrogen oxides (NOx) and particulates, and these two
pollutants are traded against each other in many aspects of
engine design. Very high temperatures in the combustion
chamber help reduce the emission of soot but produce
higher levels of nitric oxide (NO).
V. RESULT
Thus by carrying out PWC, the existing fueling error has
been reduced. The inaccuracy caused by the pressure wave
created during the succeeding injections has been reduced.
By changing finding out the corrected pulse value for the
corrected fuel delivery is found out and calibrated into the
ECU. Thus the effect of the pressure wave created inside the
injector is reduced, or compensated. By reducing the fueling
error, the power delivery obtained for the following
injection is increased. Subsequently the torque and the
engine efficiency has been increased. Also the engine out
emission has been reduced.
Fig. 3. Before PWC
Fig. 4. After PWC
ACKNOWLEDGMENT
We express our sincere gratitude to our beloved
Chairman Late Shri. MJF. Ln LEO MUTHU, for his kind
inspiration and supporting us with necessary infrastructure
for completion of this project.
Our heartfelt thanks to Mr. SAI PRAKASH LEO
MUTHU, CEO and Dr. C.V. JAYAKUMAR, Principal for
their help and for the advice they shared upon us.
We wish to express our gratefulness and gratitude to our
beloved Head of the Department Dr. A. RAJENDRA
PRASAD, Dean (R&D) for his encouragement, support, and
guidance.
We also thank our project coordinator Dr. N. MANI,
Professor, Department of Mechanical Engineering, for his
continuous support and guidance.
We express our indebtedness and sincere thanks to and
our internal guide Mr. K. VETRI VELMURUGAN,
Assistant Professor, Department of Mechanical Engineering,
for his assistance throughout the course of our project.
We express our indebtedness and sincere thanks to and
our external guide Mr. G. HARI KRISHNAN, Engineer,
Delphi – TVS Diesel System Limited, for his assistance
throughout the course of our project.
We express our sincere gratitude to Delphi – TVS Diesel
System Limited, for giving us an opportunity to work on this
project.
We also express our sincere gratitude to all the Teaching
and non-teaching faculty of our Department of Mechanical
Engineering who contributed directly or indirectly to our
project.
REFERENCES
[1] E.S. Lox, “Diesel Emission Control” Studies in Surface Science and
Catalysis, 1991.
[2] R. Sindhu, “Effective reduction of NOx emissions from diesel engine
using split injections” Alexandria Engineering Journal, 2017.
[3] Mohammad Reza Herfatmanesh, “Characteristics of pressure wave in
common rail fuel injection system of high-speed direct injection diesel
engines” Advances in Mechanical Engineering, 2016.