《发动机原理》双语教案(chapter 5).docVIP

Chapter 5 Combustion in Compression-ignition Engines Key: Combustion phenomenon in CI engines, C.I. engine combustion chamber. Difficult points: Improve fuel spray and atomization. Section 1 Fuel spray and atomization 5.1.1 Fuel injection system 1. Injection system overview Near the end of the compression stroke, liquid fuel is injected as one or more jets. The injector receives fuel at very high pressures in order to produce rapid injection, with high velocity jet(s) of small cross-sectional area. The fuel jets entrain air and break up into droplets; this provides rapid mixing which is essential if the combustion is to occur sufficiently fast. There will be large variations in fuel/air mixtures on both a large and small scale within the combustion chamber. 2. Traditional injection pumps The fuel can be metered at a high pressure, as in the common rail system, or at a low pressure, as in the jerk pump system. The jerk pump system are two principal types: in-line pumps and rotary or distributor pumps. 3. Fuel injector nozzles Nozzles have a needle that closes under a spring load when they are not spraying. The needle-opening is determined by the spring load and the projected area of the needle. 5.1.2 Fuel spray and atomization 1. Overall spray structure From geometrical shape and atomization quality two aspects describing fuel beam characteristics. Different combustion chamber has different demands on fuel beams. 2. Atomization Under diesel engine injection conditions, the fuel jet usually forms a cone-shaped spray at the nozzle exit. Through two steps of wind-induced breakup regime, the droplets become much smaller than the nozzle diameter. 3. Droplet size distribution Drop size distribution in the fuel spay depends on injection parameters and the air and fuel properties. An appropriate and commonly used mean diameter is the Sauter mean diameter: While, Section 2 Combustion phenomenon in CI engines 5.2.1 Four phases of CI engine co