The higher the injection pressure, the more serious the cavitation phenomenon of the injector control ball valve, which seriously affects the emission and reliability of the diesel engine. The selection of turbulence and cavitation models is the key to study the above-mentioned cavitation problems using numerical methods. Based on the Winklhofer micro-channel fuel test, four turbulence models and two cavitation models with strong representation are used to construct a micro-channel model, and the simulation results are compared with the test results. The combination of the LES and ZGB model is more accurate for the calculation of mass flow at the outlet and the cavitation distribution of the micro-channel. The combination of the SST k-omega and the SS model is more accurate for the calculation of flow rate at the micro-channel cross-section and the pressure gradient inside the micro-channel. The combination of LES and ZGB model is more suitable for numerical simulation of control ball valve. The numerical simulation of the control ball valve is carried out by using combination of LES and ZGB model, and the visualization test of the actual size injector control ball valve is verified, with good consistency. The conclusions of the study provide guidance for the simulation analysis and design of injector control ball valve.

The homogeneous field measurement of internal flow and spray of internal combustion engine injector nozzles under high pressure has always been one of the difficulties in experimental research. In this paper, an actual-size aluminum alloy nozzle is designed, and the simultaneous measurement of internal flow and near-field spray is successfully realized with the help of synchrotron radiation X-ray phase contrast imaging technology under an injection pressure of 30~90 MPa. For a 0.25 mm aperture nozzle, different radii of the inlet corner can induce different cavitation layer thicknesses, and the measured flow section shrinkage ratio is 0.70. The flow characteristics in the nozzle are entirely connected to the jet characteristics, indicating a tight correlation between internal flow and jet morphology. Finally, the internal cavitation of the nozzle was studied by the CFD simulation, and the simulation results are in good agreement with the experiment.

The piezoelectric injection-system provides a reliable approach for precise small-quantity fuel injection due to its fast, dynamic response. Considering the nonlinearity of a piezoelectric actuator, the complete electro-mechanical-hydraulic model of the piezoelectric injector was established and verified experimentally, which showed that it could accurately predict the fuel injection quantity. The small-quantity fuel injection with different driving voltages, pulse widths, and rail pressures was analyzed. The effects of key structural parameters of the injector on the delivery, control-chamber pressure fluctuation, and small-quantity injection characteristics were studied. The results show that the linearity of the curve of the injection volume with the pulse width was relatively poor, and there was a significant inflection point when the piezoelectric injector worked in the small pulse width region (PW < 0.6 ms). The bypass valve significantly accelerated the establishment of the control-chamber pressure, reduced the pressure fluctuation in the chamber, shortened the closing delay and duration of the needle valve, and reduced the rate of the fuel-quantity change so that it provided a greater control margin for the pulse width over the same fuel volume change interval. Under the condition of a small-quantity fuel injection of 20 mm3, decreasing the inlet orifice diameter and increasing the outlet orifice diameter shortened the minimum control pulse width and fuel injection duration required for the injector injection, which is beneficial for multiple and small-quantity fuel injection. However, these behaviors reduce the control margin for the pulse width, especially in small pulse width regions.

In this study, the primary breakup of a high-speed diesel jet is investigated using a CFD methodology that combines an LES model with a VOF technique for free surface capture. Inner-nozzle turbulence and cavitation are simplified as the sinusoidal radial velocity with a given amplitude and frequency. The ligament and droplet formation process are captured, the liquid jet is disturbed by the radial velocity, and umbrella-shaped crests are created. Meanwhile, ligaments are formed from the edges of crests because of shear stress and surface tension. We investigate the effect on the characteristics of the surface wave and the liquid structure of different disturbance frequencies and amplitudes. The variation in the disturbance amplitude and frequency facilitates the formation of a variety of liquid structures, such as waves, upstream/downstream-directed bells, and droplet chains. Increasing the disturbance frequency reduces the growth rate of the surface waves of the liquid jet. With an increase in disturbance amplitude, the amplitude of surface waves evidently increases. Furthermore, as the disturbance frequency and amplitude increase, the thickness and Weber number of the radial liquid sheet decrease, and this causes the ligament diameter of the primary breakup to become small. Finally, the primary breakup time is investigated, and the time scale of the liquid jet primary breakup decreases as the disturbance amplitude increases, which indicates that an increase in the disturbance amplitude promotes the atomization of a disturbed liquid jet.

The flow and cavitation in the flow passage of the control valve are calculated, and the effects of operating conditions (including injection pulse width, rail pressure and ball valve lift) on the flow and cavitation characteristics are analyzed under dynamic boundary conditions. The simulation results show that the cavitation in the outflowing control-orifice (OA) and the guide-hole are almost unaffected by these operating conditions. In contrast, the cavitation process in the ball valve chamber has two distinct stages, which can be classified as violent and relatively smooth. The shorter the pulse width, the more severe the average degree of cavitation in the ball valve chamber; however, the risk of cavitation erosion on the ball valve and the ball valve seat surface does not increase too much. The increase of rail pressure and the increase of ball valve lift will aggravate the cavitation, and the cavitation position will move forward closer to the sealing annular surface.

The fuel injector is a critical component of the internal combustion engine. The diameters of the injector nozzle and the control chamber’s oil inlet and outlet are generally between 0.2 and 0.5 mm, which are typical microchannel structures. During high-pressure injection, the cavitation phenomenon in the channel seriously affects the reliability of the internal combustion engine. The choice of turbulence and cavitation models is the key to investigate the cavitation in the microchannel by using numerical methods. Based on the Winklhofer microchannel fuel experiment, five representative turbulence models were used to construct a microchannel model, and the results were compared and analyzed with the experiment. The results show that the pressure gradient values obtained from the combination of RNG k-ε and ZGB models were similar to the experimental data, with an error of less than 6%. The cavitation distribution calculated from the combination of LES and ZGB models was most consistent with the experimental observation data. The outlet mass flow rate obtained from the LES and ZGB models matched the trend of the experimental data in the pressure difference range of 19 bar to 85 bar, with an error of less than 2%. For the cross-sectional flow rate calculation, the RNG k-ε and ZGB models had the smallest calculation errors, with errors below 11%.

The generation and development of cavitation in the flow channel inside the injector ball valve had been characterized using a high-speed visualization system. The flow field information was obtained by numerical calculation of the dynamic boundary conditions. The generation mechanism and distribution law of cavitation in the ball valve were analyzed. The results show that cavitation first occurs at the gap of ball valve and then the diversion hole and the outflowing control-orifice (OA); the low-pressure area created by the throttling effect is the main factor in causing cavitation; and the flow line and vortex have a significant impact on cavitation distribution. The flow state of the fluid in the diversion hole and OA has a direct and obvious effect on the cavitation in the ball valve chamber. In the case of inlet pressure 35 MPa, when cavitation is stable, the vapor volume fraction of 0.7-1.0 accounts for 9% of the ball valve chamber volume, 89% of the diversion hole and 13% of the OA, and in case of 15 MPa they are <1%, 87% and 14%.

利用计算流体力学(CFD)软件,基于大涡模拟(LES)模型,对球阀及阀座处的空化效应进行了动边界条件下的数值计算,并分析了不同轨压和不同工作脉宽对空化效应的影响.结果表明:球阀开启时刻,空化初生于球阀与阀座密封环面附近,随后空化迅速增强;球阀开启期间,球阀腔内的空化状态分为剧烈和相对平稳的两个阶段;在轨压为70、115和160MPa的工况下,第一阶段的持续时间逐渐增长,分别为0.72、1.16和1.42ms,且腔内整体空化的区域和强度均有所增强;在不同轨压下,阀座面上密封环面及稍下游位置是空化最严重的区域,随轨压的升高该位置的平均蒸气体积分数分别为0.643、0.757和0.777;工作脉宽越短,平均空化程度越高.

This study investigates a prediction model for the cycle injection quantity in a high-pressure common rail injector under a transient thermal boundary. The results show that the transient temperature increase curve calculated by the mathematical model of the common rail injector under adiabatic flow is significantly different from the experimental data. A non-isothermal model of the injector coupled with heat transfer is established, which considers the actual heat transfer phenomenon. The excellent agreement between the new calculation results and the experimental data confirms that the fuel injection process of a common rail injector comprises the coupled phenomena of fuel heating and heat transfer. Based on the established simulation model, it is found that in the continuous injection process of the injector, owing to the thermal effect of injection, the cycle injection quantity decreases gradually with an increase in the injector working time and then stabilizes. Under the condition of an injection pulse width of 1.2 ms and frequency of 100 Hz, when the injection pressure increases from 140 MPa to 300 MPa, the reduction in the cycle injection quantity increases from 3.9% to 7.8%, because the higher injection pressure results in higher transient heat at the nozzle holes. In the work of common rail injector assemblies, to achieve more accurate control of the cycle injection quantity, it is necessary to include the correction of a decreasing cycle injection quantity caused by transient heat in the electronic control system.

针对自主设计研制的压电喷油器,利用喷油规律测试仪,试验研究了压电喷油器的喷油规律,并分析了喷油器在不同轨压和控制脉宽下的动态响应特性和喷射能力.结果表明:在不同轨压和控制脉宽下喷油器进行喷射时,喷油持续期较为稳定;当轨压从120 M Pa增加到160 M Pa时,喷油开启响应延迟仅增加了约14.5％;当控制脉宽从1.0ms增加到2.5ms时,喷油关闭响应延迟减小了约14.9％;喷油器进行多次喷射时,主预喷标准差分别仅为0.4和0.3左右.

基于Matlab/Simulink建立了压电执行器非线性数学模型来描述执行器的电-机转换过程,在试验的基础上对压电材料的压电常数和电容进行了温度修正,并耦合喷油器其他机-液部分,建立了完整的压电喷油器电-机-液模型,经试验验证,执行器数学模型误差为4.6％,喷油器模型误差为7.8％.分析了不同工作温度下压电喷油器喷射特性和各腔室压力波动特性,结果表明:工作温度的升高使得执行器输出位移增加了24.6％,球阀腔泄油后最低压力降低,各腔室压力建立过程后移,针阀升程增加,关闭时刻推迟;在喷油脉宽为0.1 ms时温度的影响更加明显,温度升高至150℃时,相比于30℃,油量偏差率最高至70％,喷油速率峰值增加了约24％,最高喷射压力提高了9 MPa,喷油持续期增加了0.06 ms;脉宽较大(ET=1.0 ms)时,开启阶段喷油速率、最高喷射压力和喷油速率峰值影响不大,但喷油关闭时刻推迟了0.11 ms左右.