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Improving Spray Quality in Diesel Fuel Injection Nozzles: Dr.E.Natrajan
Improving Spray Quality in Diesel Fuel Injection Nozzles: Dr.E.Natrajan
Improving Spray Quality in Diesel Fuel Injection Nozzles: Dr.E.Natrajan
2012111088
Ramprasad P.
2012111093
2012111101
Shivram ER.
2012111110
Guide:
Dr.E.Natrajan,
Professor,
Institute for Energy Studies.
History:
City-wide compressed air energy systems have been built since 1870. Cities such as
Paris, France; Birmingham, England; Dresden, Rixdorf and Offenbach, Germany and
Buenos Aires, Argentina installed such systems. Victor Popp constructed the first
systems to power clocks by sending a pulse of air every minute to change their pointer
arms. They quickly evolved to deliver power to homes and industry. As of 1896, the
Paris system had 2.2 MW of generation distributed at 550 kPa in 50 km of air pipes
for motors in light and heavy industry. Usage was measured by meters.The systems
were the main source of house-delivered energy in those days and also powered the
machines of dentists, seamstresses, printing facilities and bakeries.
1978 The first utility-scale compressed air energy storage project was the 290
megawatt Huntorf plant in Germany using a salt dome.
1991 A 110 megawatt plant with a capacity of 26 hours was built in
McIntosh, Alabama (1991). The Alabama facility's $65 million cost works out
to $550 per Kilowatt hour of capacity, using a 19 million cubic foot solution
mined salt cavern to store air at up to 1100 psi. Although the compression
phase is approximately 82% efficient, the expansion phase requires combustion
of natural gas at one third the rate of a gas turbine producing the same amount
of electricity.
November 2009 The US Department of energy awards $24.9 million in
matching funds for phase one of a 300 MW, $356 million Pacific Gas and
Electric CAES installation utilizing a saline porous rock formation being
developed near Bakersfield in Kern County, California. Goals of the project are
to build and validate an advanced design.
PROJECT DESCRIPTION:
PURPOSE OF THE PROJECT:
To study and analyse the performance of the diesel fuel injectors to obtain better mixing of
fuel in the combustion chamber. Also to increase the combustion efficiency of the diesel
engine by reducing its specific fuel consumption.
S.No.
1.
2.
Title
Effect of injector
nozzle holes on
diesel engine
performance
Author
Abdul Rahim
Ismail
Inferences
In engine performance effect, all
of the nozzles have examined and the five
holes nozzle provided the best result in
indicted power, indicated torque and ISFC
in any different engine speeds.
3.
S.No.
4.
Experimental study of
the Effect of Fuel
Injector nozzle holes on
Direct Injection Diesel
Engine
Title
Rohit Sharma,
Rana Ranjit
Increasing injection pressure and number of
Singh and
holes gave considerable effect on engine
Shailendra
performance.
Kumar
Vishwakarma
Author
Sibendu
Effect of nozzle orifice
Som,
geometry on spray,
Anita I.
combustion, and
Ramirez,
Douglas
emission characteristics
E. Longman ,
under diesel engine
Suresh
conditions
K. Aggarwal.
METHODOLOGY ADOPTED
Inferences
Conicity and hydrogrinding significantly
reduce cavitation and turbulence levels
inside the nozzle orifice, which slows down
primary breakup, leading to larger droplets,
increased spray penetration, and smaller
dispersion. Consequently, with conical and
hydroground nozzles, the vaporization rate
and fuel air mixing are reduced, and
ignition occurs further downstream.
Selection of suitable diesel engine to study the performance of the fuel injector.
Designing of the proper fuel injector for its optimum geometrical and fluid properties.
Analysing the performance of the fuel injector by testing in the engine.
EXPECTED OUTCOME:
Selection of Engine:
KIRLOSKAR TAF-1 Single Cylinder Air Cooled Diesel Engine
S.No
1
2
3
4
5
6
7
8
8
9
SPECIFICATION
Engine Type
Number of Cylinders
Brake Power
Bore
Stroke
Injection Pressure
Fuel Oil
Fuel Consumption
Injection Timing
Compression ratio
VALUE
4-Stroke
1
4.4kW at 1500 rpm
87.5mm
100mm
210 bar
High Speed Diesel Oil
251g per kWh
23 degree before TDC
16.5:1
To design the storage tank for withstanding 6 bar pressure, we are considering
our storage tank as an internal pressure thin cylinder. Thin cylinder undergoes two types of
stresses. They are
1. Longitudinal stress
2. Circumferential or Hoop stress
Longitudinal Stress
= Pd/4t
P = 6 bar
d= .88m
R=287 J/kg K
Inlet temperature
P1V 1
RT 1
(110 0.198)
( 287300)
m=0.229 kg/ min
Inlet mass flow rate
T2= 311 K
Outlet pressure
P2= 6 bar
= 0.229 kg/minute
Gas constant
R = 287 J / kg K
P2V2= m R T2,
V2=
mRT 2
P2
( 6 * 105 )
V2=0.0318 m3/min
V2=0.0318 m3/min
The following tabular column is to determine the pressure built up at the end of the charging
cycle and the total thermal energy stored in the compressed air. The cycle time was
experimentally determined by running the compressor till the cut-off pressure.
Table 1.
Cumulative
Power (kW)
Initial
volume
(m3)
Char
vol
(m3/mi
n)
Total
FAD
(m3/mi
n)
Pressure(b
ar)
Temp
Theoretical
(K)
Temp
(act)
(K)
0.094
0.09
0.72
0.185
0.905
1.40
332
311
0.094
0.19
0.72
0.185
1.09
1.81
358
311
0.094
0.28
0.72
0.185
1.275
2.26
381
311
0.094
0.38
0.72
0.185
1.46
2.73
402
311
Time
Steps
(min)
Power
Input
(kW)
0.094
0.47
0.72
0.185
1.645
3.22
422
311
0.094
0.56
0.72
0.185
1.83
3.74
440
311
0.094
0.66
0.72
0.185
2.015
4.28
457
311
0.094
0.75
0.72
0.185
2.2
4.84
474
311
0.094
0.84
0.72
0.185
2.385
5.42
489
311
10
0.094
0.94
0.72
0.185
2.57
6.02
504
311
Pressure
7.00
6.02
6.00
5.42
4.84
5.00
4.28
Pressure
3.74
4.00
3.22
3.00
2.001.40
1.81
2.26
2.73
1.00
0.00
1
Chart 1.
10
600
500
381
402
400
332
358
300
311
311Temp (Theoritical)
311
311
422
311
440
457
Temp(act)
311
311
474
489
504
311
311
311
10
200
100
0
1
Chart 2.
WORK TO BE DONE:
The sizing of the air motor required for expansion of the air is to be carried out for generating
power, and then the procurement of the same followed by the integration the motor in to the
existing setup viz. the compressor and the storage tank. The analysis amount of power
available at the no load i.e., free speed of the motor by calculating the Torque at the free
speed and then in time permits to analyse the electrical power generation capacity by
coupling the motor with an alternator to get an actual values or to carry out a theoretical
analysis of the same by multiplying the mechanical power obtained from the motor with the
efficiency of the alternator.
RESULTS:
The amount of power generated by the expansion of the motor has been calculated
theoretically at no load speed and Torque values. The amount of energy storage done at the
end of charging cycle considering the adiabatic nature of the process is represented
graphically.
1.000
0.900
0.800
0.700
0.600
0.500
0.400
0.300
0.2000.09
0.100
0.094
0.000
1
0.94
0.84
0.75
0.66
0.56
0.47
Power Input 0.38
0.28
Cummulative Power
0.19
0.094
2
0.094
3
0.094
4
0.094
5
0.094
6
0.094
7
0.094
8
0.094
9
0.094
10
Chart 3.
The above chart is a plot of the power storage at every one minute interval, for the total cycle
time, and the power at the end of total cycle time represents the total amount of mechanical
energy stored in the system. The energy stored is recovered in a similar manner to rotate the
motor and generate mechanical power available at the motor shaft. This, can be used for
doing work.
MAJOR CONCLUSIONS:
The total power generated and efficiency is used for sizing of the plant required based on its
Input power and also the suitable locations based on the wind energy potential ( the surplus
energy available) to meet the Input power requirement of the plant and also the output power
available to meet the demand of the plant when the generation is not during the wind season.
NOMENCLATURE
P1 = Compressor inlet (atmospheric pressure, bar )
P2 = Compressor outlet (bar)
V1 = Compressor inlet volume, m3/min
V2 = Compressor outlet volume, m3/min
T1 = Compressor inlet Temperature, (ambient ,Kelvin)
T2 = Compressor outlet Temperature (Kelvin)
R = Universal Gas Constant (287 J/kgK)
m = Mass flow rate of air kg/min
d = diameter of the storage tank (m)
= circumferential stress induced MPa