Browse Topic: Fuel pumps

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Thermal Management of Gasoline Fuel Tanks2026-01-01144/7/2026
This study presents a fully integrated, vehicle-level thermal management model for gasoline fuel tanks, designed to predict transient fuel temperatures, tank wall heating, and vapor generation under real-world driving conditions. The model simulates coupled thermal contributions from exhaust radiation, transient underbody airflow, conductive heat transfer, in-tank pump heating, and dynamic changes in fuel composition and level. Validation against on-road measurements shows strong agreement for fuel temperature and vapor flow profiles. Results confirm that exhaust radiative heating is the dominant thermal load, particularly during the post-shutdown heat soak period. A well-designed heat shield reduced peak tank wall temperature by approximately 27 °C, significantly lowering fuel heating and evaporation. Parametric analysis indicates that while fuel Reid Vapor Pressure (RVP) and tank material influence evaporation, their effect is secondary to external heat mitigation. While this model employs simplifications, such as assuming a uniform bulk fuel temperature and using empirically based convective correlations, these assumptions proved adequate for vehicle-level thermal management analysis. This adequacy is supported by the strong correlation between the model’s predictions and experimental field data across realistic driving scenarios. As a practical tool, the model successfully supports the optimization of thermal protection strategies and guides heat shield design decisions. Future work to incorporate measurement uncertainties, localized thermal stratification, and experimental validation of vapor composition would further strengthen predictive accuracy and extend the model's applicability to more detailed design phases.
El-Sharkawy, Alaa, Asar, Mona, Taha, Nahla, Sheta, Mai
Effect of Liquidized-Gas Fluid Properties in a High-Pressure Fuel Pump2026-01-02734/7/2026
Paper considers the effects of fluid properties from liquified gases during high pressure pumping, at ranges from 200 to 1500 bar, and at speeds of 500 to 1500 rpm. Tests represent highest to date pressure ranges attained with liquified fluids such as DME. The paper examines the effects of compressibility on the pumping and resulting loading torque characteristics described over the pumping cycle as resolved by a high-fidelity sensor. Experimental tests and simulated performance based on a 1-D model are compared for Diesel and DME for a high-pressure fuel pump, piston style, featuring two plunger-barrels. Each of the pump’s plunger-barrel is inlet metered electronically, allowing the pump to run at a variable displacement and with the flexibility to deactivate one or both plungers fully. The model captures the response of the inlet metering valve and output valve lifts across speed and loads. The output check valve is subject to pressure pulsations and shows the importance to optimize its time response to stabilize it and thus provide optimal pumping. The model also captures the torque response, with contributions arising from the pressure loading, spring return force, and acceleration. Torque depends on the volume pumped, which conversely is dependent on pressure and compressibility. The volumetric efficiency is reduced as pressure increases, but the mechanical efficiency of output pressure-work over input torque remains high, between 80-90% in most of the pump operating conditions. Experimental torque measurements show close alignment with the simulations at elevated pump speeds and pressures but differences are noted at lower speeds. The deviations appear to arise from the outlet check valve stability and from the flow dynamics experienced at the pump inlet. These inlet dynamics were not properly captured in the model, but they are notable in the experimental results. Tests show significant variability in the pump pressure feed owing to the flow dynamics. Test results show this variability is reduced when the pump operates with two plunger-barrels rather than one. With one plunger-barrel the torque profile is notably cyclical, a high torque from one plunger is succeeded by a lower toque on the following plunger, while with the two plunger-barrels configuration the torque profile becomes more uniform from one plunger to the next.
de Ojeda, William, Wu, Simon (Haibao)
Technical management: Focus Matrix Methodology Applied to the 2° GEN of Bosch Flex Fuel Pump2025-36-005212/18/2025
Reliability and performance are critical for product success in engineering. With this aim, the Focus Matrix is a strategic tool designed to enhance the development process by effectively managing technical requirements and prioritizing resources. This paper outlines the application of the Focus Matrix in product development to organize technical packages based on complexity and the technical expertise of the project team. The methodology will be illustrated through a case study on the second-generation Flex Fuel (EVO) fuel pump developed by Bosch. The Fuel pump is responsible for delivering fuel to the engine while maintaining optimal pressure and flow rate. Transitioning to a second generation of a fuel pump focuses on optimizing performance to keep the product relevant in the market, necessitating a thorough analysis of lessons learned and current technological trends. Throughout the development phase, the Focus Matrix provided a structured approach for identifying and mitigating potential risks, ensuring all technical objectives were met. By offering a visual and objective analysis of design elements, it supported agile project management and efficient resource allocation. Additionally, insights from the Focus Matrix extended beyond product development, benefiting manufacturing processes and field operations. Its successful application in the EVO fuel pump project not only addressed key challenges but also ensured product robustness and reliability, contributing to its success in the automotive industry.
de Souza, Ana Laura Lima, de Oliveira Melo, Lazaro Benedito, Aguiar, Rayssa Moreno Silva, Azevedo Fernandes, Luiz Eduardo de, Boa, Nathan Barroso Fonte
Impact of Rotor Balancing on Noise and Vibration Levels in Automotive Fuel Supply Modules2025-36-014612/18/2025
Rotor balancing is essential for minimizing vibration and noise in industrial and automotive applications. With increasing consumer demand for quieter vehicle interiors, automotive components are now subject to stricter noise and vibration standards. This study investigates the noise generated by fuel supply modules, which play a critical role in delivering pressurized fuel to engines while maintaining low noise levels. An overview of rotor balancing standards is presented, followed by an analysis of how varying degrees of unbalance influence the vibration and noise characteristics of fuel supply modules. To achieve this, rotors were assembled on electric pump samples with defined upper and lower limits of unbalance and conducted tests at the Robert Bosch Ltda laboratory. Utilizing frequency domain analysis, we examined the vibration and noise signals to identify fundamental and harmonic frequencies, thereby assessing the impact of unbalance on overall performance. Measurements were taken at both the electric fuel pump and the fuel supply module levels, reflecting realistic operational conditions. The results demonstrate a significant correlation between rotor unbalance and the resultant noise levels in the assembled product, specifically, as the degree of unbalance increases, so does the noise level. These findings highlight the necessity for designers to consider rotor unbalance during product development, ensuring that noise requirements are met while balancing production costs. This research contributes to the ongoing efforts to enhance the acoustic performance of automotive components, aligning with consumer expectations for quieter vehicles.
Aguiar, Rayssa Moreno Silva, Azevedo Fernandes, Luiz Eduardo, Oliveira Melo, Lazaro Benedito, Laura, Ana, Souza, Lima, Boa, Nathan Barroso Fonte
The Study of Major Noise Sources of a Diesel Engine Using Acoustical Duct Method2025-28-041910/30/2025
The internal combustion engine has mechanized the world. Since the early 1900s, it has become a prime source of mechanical power. In modern times, petrol and diesel engine-powered vehicles find wide application in the field of transport and agriculture. However, the progress has resulted in newer problems. Due to the high density of internal combustion engines, the world over has resulted in the severe pollution problem. They are classified as air and noise pollution. Air pollution is caused due to dispersion of emitted from engine exhaust to the atmosphere at different concentration levels. Similarly, the emission of unwanted sound from engine structure, intake and exhaust are the principal sources of noise pollution. Excessive noise can have severe psychological and physiological effects on human beings like hearing loss, muscular and gastric effects and fatigue. In the present problem, we have studied mechanical-induced noise. Mechanical noise refers to noise generated by the vibrating surface of the engine structure, engine components and engine accessories after excitation by reciprocating or rotary engine components. In mechanical noise, sources are as follows. 1 Piston slap 2 Injection system noise 3 Timing gear noise 4 Fuel Injection pump noise 5 Structure noise 6 Oil pan noise In the present study, we are working on the following two engine sources: 1 Fuel Injection Pump 2 Oil Pan These two noise sources were isolated through wooden ducts for an 80KW diesel engine coupled with a hydraulic dynamo-meter at different speeds and load conditions. The results were compared with the overall sound pressure level (SPL).
Goel, Arunkumar, Meena, Avadhesh Kumar
Remaining Useful Life prediction of Engine Fuel System Using Machine Learning2025-01-037710/7/2025
Reliability and uptime are critical priorities in the automotive industry, prompting a shift toward predictive maintenance (PdM) to minimize unexpected failures and associated costs. This study presents a machine learning-based framework for early prediction of engine fuel system failures using embedded field performance data. This study introduces a machine learning-based framework for predicting failures and estimating the remaining useful life (RUL) of mid-range diesel engines with high-pressure common rail fuel systems in vehicles using classification and regression models applied to embedded field performance analysis data, aiming to enhance reliability and reduce unplanned downtime. Two classification models --- Random Forest and XGBoost top our model metrics chart. They were further tuned and evaluated, with XGBoost achieving superior performance, including 94% accuracy and 87% precision, and a low false positive rate of 0.01, enabling an 8-day lead time for proactive maintenance. Additionally, a Gradient boosting regression model was used to predict RUL in miles, achieving R2 values of 0.997 and 0.999 for test and validation datasets respectively, and RMSE as low as 77 and 52 miles for test and validation datasets respectively. Acknowledging challenges such as data quality, computational complexity, and architectural limitations, this study underscores the advantages of our innovative approach and identifies promising avenues for future research in predictive maintenance within the automotive sector, ultimately contributing to increased efficiency and reduced operational costs. Future work will focus on expanding the dataset, enhancing model generalization, and exploring edge computing for real-time deployment.
Wang, Tingting, Goswami, Anil, Akinola, Michael, Yang, Tina, An, Qi
Aerospace Fuel System Specifications and StandardsAIR1408B (Current)7/16/2025
This report lists documents that aid and govern the design of aircraft and missile fuel systems. The report lists the military and industry specifications and standards and the most notable design handbooks that are commonly used in fuel system design. Note that only the principle fuel specifications for the U.S. and Europe (Military Specifications, ASTM, and Def Stan) have been included within this report. The specifications and standards section has been divided into two parts: a master list arranged numerically of all industry and military specifications and standards, and a component list that provides a functional breakdown and a cross-reference of these documents. It is intended that this report be a supplement to specifications ARP8615, MIL-F-17874, and JSSG 2009. Revisions and amendments which are correct for the specifications and standards are not listed. The fuel system design handbooks are listed for fuels and for system and component design.
AE-5A Aerospace Fuel, Inerting and Lubrication Sys Committee
Design of a High-Pressure Fuel System for Use with Dimethyl Ether2025-01-84414/1/2025
The paper documents the modeling and experimental work on a common rail fuel injection system for Dimethyl Ether, a potential diesel substitute with a low carbon intensity signature. The DME fuel system is deployed on a light duty 2.2L compression ignition engine. The paper describes the injector optimization to shift to higher flows to account for the lower heating value and density of the DME when compared to diesel. The type of the injection system used for the DME application is an advanced rendering of the Common rail noted for a one-piece piston-needle injector construction and a solenoid driven spill valve featuring a pressure balanced poppet. A dedicated high-pressure fuel pump designed to pressurize DME is used. The design results in a fast acting open and close injection event, reduced leakage, with reduced cavitation in the fuel injector volume. Design parameters for system optimization included fill and spill orifices, needle lift, bias spring, and injector hole size. The design model provides good correlation of the instantaneous rates of injection with experiments across a wide range of pressure and injection timings. Proposed performance milestones for the design included similar DME injection duration to the diesel counterpart for same fuel energy injected into the cylinder to retain high engine cycle efficiency. The dedicated DME design provided reduced hydraulic delays of 50%. Tests demonstrated sustained operation at pressures of 1000 bar, with capability to reach 1500bar. Durability tests showed no cavitation-deterioration over a 200-hour test cycle by means of spray imaging and hardware inspection.
De Ojeda, William, Wu, Simon (Haibao)
A Transient Friction Rig Capable of Showing Lubricant Differentiation Effects for High Pressure Fuel Pump Friction in Gasoline Engines; with Friction Comparisons Using the Same Engine Running a Standard Internal Combustion Engine Transient Cycle, alongside Two Types of Hybrid Electric2025-01-84674/1/2025
As the global energy transition moves to increased levels of electrification for passenger cars, then the number and role of hybrid electric vehicles (HEVs) increases rapidly. For these, the power reaches the road from an internal combustion engine (ICE) and/or an electric motor, with several switches between these three modes, over a typical drive-cycle. Consequently, this comes with a large increase in the number of significant engine stop and start events. Such events are potentially challenging for the HEV engine lubricant, as by comparison, for standard ICE cycles there is almost continuous relative movement of the two lubricated surfaces, for most areas of the engine. Based on both field and test cell observations, a challenging area for the lubricant within the gasoline direct injection (GDI) engine is the high pressure (HP) fuel pump, typically driven by a cam and follower, whilst lubricated by engine oil. From engine start, the speeds are low, also the fuel pump loads are high and transient. The loads continue to be variable and highly transient over a drive-cycle. A novel motoring friction test rig is described, which measures transient GDI HP fuel pump friction accurately. Using the same engine, further comparison data showing the contribution of this to engine friction is presented over the Worldwide Harmonized Light Duty Transient Cycle (WLTC), for both ICE and two types of HEV operating in charge sustaining mode (CS mode); lubricant friction differentiation in this area is shown. Based on measured data from vehicles tested on a chassis dynamometer, this friction rig runs from a controlled cold start, whilst also achieving the correct transient oil and coolant warm-up profiles. Further, it achieves the vehicle highly transient fuel flow, so the relevant transient GDI pump cam loading, over the WLTC. The frictional energy required is used to compare engine lubricants.
Butcher, Richard, Bradley, Nathan, Lambert, Bertie
Steady Temperature of a Cylindrical Roller to Ring in Pump under Friction Heating – Analytical and Experimental Study2025-01-83634/1/2025
Friction heating in solid cylindrical body contact has been an interesting subject for a long time for physicists (i.e. tribologists) and application engineers. In the current environment where the industry product, such as Diesel Rotary Pump (DRP) which operates at higher speed, the temperature rise from the friction contact is of great importance to the manufacturer for thermal safety and its environment effect. In this paper, a steady-state temperature rise under friction heating is studied on a pump roller to cam ring contact within a cyclic segment of a DRP using quasi steady thermal modeling by both the analytical solution developed to the equations from friction heating and thermal conduction and colling, and the finite element analysis (FEA) method constructed with heat flux data from actual hardware test. In addition to the analytical solution and FEA results, an experimental test was conducted to measure and collect the thermal temperature data adjacent to the contact region to correlate the results from analytical solution and FEA simulation, they are found in good agreement.
Pang, Michael L., Gunturu, Srinu, Mothes, Dave, O'Brien, Michael
Novel Test Method for Accelerated Fatigue Testing of Engine Camshaft2025-28-00552/7/2025
In some IC engines, fuel injection pump is driven by camshaft; thus, these camshafts are designed for bending and torsional loads. Conventionally, camshafts are built-to-specification. Typically, durability assessment of camshaft happens at engine level, this calls for proto or calibration engine to be made and available for testing. As there are limited number of engine level proto testing, the overall scatter in camshafts due to manufacturing/process variations is not possible to be covered. This poses a risk of camshaft failures in the final stages of product development. To mitigate this risk, a component level standard test method is needed for quickly validating design and manufacturing process of camshafts for second source suppliers. The current paper discusses the process followed for arriving at a standard test setup and overcoming the challenges in terms of capturing the appropriate physics for camshaft failure during the engine level testing. Camshaft rear end experiences bending load due to FIP operation. The component level testing method is established by ensuring load and bending moment, and it is used for validating improvements done on manufacturing process and design quickly with confidence for design implementation approval for a test concern. To gain confidence on test outcomes, strain measurement is performed on camshaft with the proposed test setup and found to have more than 98% correlation with CAE results. This newly developed test methodology is added as a DVP requirement for all upcoming projects. It has benefited from time savings of around 120 days per project for camshaft testing.
Chakraborty, Abhirup, S, Aravamuthan, K, Karthikeyan
Experimental Determination of the Residual Torque Range in a Plastic Connector of the Fuel Pump Module at End of Life2024-36-012912/20/2024
The study of residual torque is necessary in various fields to ensure the safety and reliability of bolted joints. The present study aims to determine, experimentally, the decrease in torque applied to a nut used in the assembly of two polymeric components (POM - Polyoxymethylene). These components are part of the fuel supply module, responsible for supplying fuel from the tank to the engine. This reduction in torque initially applied is mapped to the end-of-life of the components and is used as an approval criteria in the audit procedures of the Robert Bosch company. The first component features an overmolded metallic screw, injected into POM. The mating part is also injection molded from POM and is assembled onto the first part, secured by tightening a metal nut. Due to the plastic-to-metal interface, it’s expected that there will be a reduction in the initially applied torque required to fasten the pieces together. The study was based on 5 steps: 1 Theoretical study on residual torque at the plastic-to-metal interface; 2 Verification of plastic component deformation due to applied torque; 3 Assembly of samples for practical tests; 4 Mapping of torque decrease in samples by time. In this case, a digital torque wrench was used; 5 Analysis of the data and determination of the residual torque range at the end of the product’s life. After the study was completed, it was determined a minimum residual torque, for the end of the product’s life, in this application. This criterion enables more accurate control in field part verification, improves product quality, and optimizes failures identification.
Spitaletti, Laís Scotelari, da Fonseca, Márcio Ghiraldelli
The Ranking of Major Noise Sources of a Multi Cylinder Diesel Engine2024-28-013112/5/2024
In the present problem, we have studied mechanical & aero dynamic induced noise. Mechanical noise refers to noise generated by the vibrating surface of the engine structure, engine components and engine accessories after excitation by reciprocating or rotary components. Aero dynamic noises are due to air intake and exhaust of the gases. In the present study, the identification of the engine sources such as Engine Structural Noise, Fuel Pump Noise, Oil Pan Noise, Air Suction Noise and Exhaust Noise has been performed. These four noise sources like Fuel pump, oil pan, Suction noise and Exhaust noise were isolated through wooden/plastic/steel ducts by acoustical duct method for a 80.85 kW diesel engine coupled with a hydraulic dynamo meter at different speeds and load conditions. The results were compared with the overall/structural Sound Pressure Level (SPL). The SPL of engine sources like oil Pan, fuel pump & Air intake are also plotted to show the ranking of all sources and also checked the impact of speed and load on noise ranking of the components/systems of the engine.
Goel, Arunkumar, Meena, Avadhesh Kumar
Combustion and Emissions Comparison between a Diesel and a Dimethyl Ether (DME) Off-Highway Compression Ignition Engine2024-01-270011/5/2024
Dimethyl ether (DME) is a promising substitute for diesel as a fuel in heavy-duty engines. This article presents the comparison between a diesel- and a DME-powered compression ignition engine. The diesel-powered version was initially characterised at a range of operating points before being converted to operate on DME. This was achieved by replacing fuel system components with bespoke DME-compatible engine parts. An off-board fuel pressurisation and conditioning system was designed to replace the existing high-pressure fuel pump, while maintaining all other engine hardware and components. Engine behaviour, in terms of combustion and emissions on both fuels was examined. Firstly, the effect of varying recirculated exhaust gas (EGR) concentration at constant excess air ratio, combustion phasing (CA50) and equal fuel delivery rate (by energy input) was interrogated. DME combustion was significantly faster, as combustion duration was reduced by around 30%, in some cases, when comparing to diesel. The DME-powered version of the engine was also found to produce lower carbon monoxide (CO) and unburned hydrocarbon (uHC) emissions. Up to a threefold reduction was measured, depending on engine load. NOx emissions worsened, when transitioning to DME, for the medium load case. The low-load EGR sweep showed minimal changes in NOx emissions. High-pressure EGR can significantly lower DME NOx emissions to below the diesel baseline levels, depending on engine load and speed, as demonstrated by the results of the 8-mode test runs. Given the extremely low particulate emissions, higher EGR concentrations can be utilised by engines operating on DME. Despite resorting to the use of bespoke equipment in this study, the challenges faced during the engine conversion were deemed manageable with the currently available technology.
Apostolou, Christos, Elliott, Thomas, Rutledge, John, Butcher, Daniel, Long, Edward, Spencer, Adrian
Comprehensive Analysis of Needle Bearing Failures in Fuel Transfer Pumps: Insights from Testing and Finite Element Analysis03-18-01-000410/9/2024
This study investigates the failure mechanisms of needle bearings within fuel transfer pump assemblies through a comprehensive approach combining endurance testing, detailed inspection, the Dykem blue method, proximity sensors, and finite element analysis (FEA). The findings reveal critical insights into the causes of failure, highlighting significant axial displacement, with a maximum of 0.37 mm measured by proximity sensors. The Dykem technique identified distinct wear patterns across various components, pinpointing areas of high stress and potential failure. Detailed bearing inspections uncovered trunnion damage and abrasive wear, corroborated by FEA, which quantified displacements of 0.144 mm in the x-direction, 0.030 mm in the y-direction, and 0.015 mm in the z-direction. The primary operational factors contributing to bearing failure were contamination and inadequate axial control. These insights are pivotal, as they align with and expand upon established literature on bearing failures, providing a deeper understanding of the interplay between mechanical wear and operational conditions. Despite the robustness of the methodology, challenges included ensuring the accuracy of axial displacement measurements and replicating real-world operational stresses in a controlled environment. The study proposes several recommendations to enhance axial support and optimize system design to mitigate the identified issues. The societal impact of this research is significant, offering potential improvements in machinery reliability, which can lead to enhanced industrial efficiency and safety standards. This work advances the current knowledge in the field and provides practical solutions for extending the lifespan and performance of critical mechanical components in fuel transfer systems.
Kaliyanda, Aneesh
Aircraft and Aircraft Engine Fuel Pump Low Lubricity Fluid Endurance TestARP1797B (Current)7/26/2024
This procedure is intended to apply to fuel pumps. This procedure will be defined in terms of recommended test fluid, test setup, test conditions, and test method. This procedure may be used for other fuel system components, by testing in conjunction with the pump, which normally supplies the component inlet flow, or a substitute test pump of similar capacity. This procedure may be used, with variations in test conditions and test fluid, for performing pump evaluation tests. Tests at progressively increasing pump speeds and pressures will provide design limitation data. Alternate test periods on a test pump and another pump, of a design for which actual service durability is known, will provide useful comparison data.
AE-5B Aircraft and Engine Fuel and Lubricant Sys Components
A Study on the Noise Separation Method of Fuel Pump Using AI Model2024-01-28634/9/2024
It is very important to secure the purity of the sound source to improve the degree of development of the noise problem, which is one of the important factors in vehicle development. So far, to acquire only the noise of the component, which is a problem element in vehicle driving noise, the component is removed and driven to acquire the noise, or the method of denoising the noise of other parts has been used. However, the method of removing part takes a lot of time to remove the part, and when the noise of the removed part is acquired, it has a disadvantage in that it differs from the characteristics of the noise measured in the mounting state of the vehicle. In addition, the method of denoising may cause data loss due to the deformation of the sound source of the noise. To maintain the label purity of the fuel pump and noise, the method of measuring the noise data of the fuel pump and the method of acquiring pure noise data only for vehicles excluding the noise of the fuel pump are presented. First of all, we propose a method of creating a mixing sound that can be used as training data using the acquired noise. Also, we used a transfer learning technique using an AI speaker-to-speaker separation model of vehicle noise excluding the fuel pump to separate vehicle noise and fuel pump noise, and we intend to demonstrate its performance through accurate indicators
Kim, Tac Koon
Development of Oxygenated Diesel Fuel and Impact on Vehicle Performance2024-01-23744/9/2024
World is moving towards cleaner, greener and energy efficient fuels. The rapid increase in the consumption of petroleum fuel has led to twin problem of air pollution and energy security. India being a developing nation, fuel demand and consumption in various industries, especially in road transport sector has been rising continuously. Fossil fuels are the main source of energy and approximately 85% of domestic need met through import of crude oil. The increasing fuel consumption has created interest for the blending of biofuels in conventional fuel and renewable fuels also. Among biofuels ethanol is one of them and preferable choice for blending in gasoline which is a fuel for spark ignition engines and flex fuel vehicles. As such ethanol/methanol cannot be used in compression-ignition diesel engines without engine modifications due to inherent low cetane number and lubricity of alcohols. Therefore, fuel consisting of certain concentrations of alcohols such as methanol/ethanol in diesel blends is being promoted. The lower alcohols (methanol/ethanol) are not miscible in diesel due to their polarity differences. An additive package is essential for the solubility and stability of alcohol (methanol/ethanol) in diesel phase or diesel blends. Since diesel fuel pumps operate at much higher pressure (up to 220MPa in high-pressure diesel fuel pumps) than the gasoline pumps, oxygenated diesel blends must impart adequate lubricity to metallic parts of fuel delivery system and engine. Lubricity is the one of the important property of diesel specifications (IS: 1460-2017) and appropriate dosing of additive package is compulsory to maintain the specifications of oxygenated diesel blends / alcohol-diesel blends. To tackle the low cetane number, lubricity issue and stability of alcohol-diesel blends, suitable chemistry and dosage of additive package was optimized. Fuel properties of conventional diesel vis-a-vis oxygenated diesel blends having methanol/ethanol up to 15% (v/v) along with appropriate additive package comprising of lubricity improver (LI), cetane improver (CI) and corrosion inhibitor were studied. In this paper, the detailed critical properties of conventional diesel versus oxygenated diesel blends are discussed.
Chakradhar, Maya, Chakrahari, Kiran K., Prakash, Shanti, Raj, Justin, Arora, Ajay, Maheshwari, Mukul, Harinarain, Ajay
Weight and Drivetrain Optimization via Fuel Pump & Vacuum Pump Drive Integration on Engine Camshaft in a Pushrod Type Valve Actuated Engine2024-26-00461/16/2024
In the realm of modern powertrains, the paramount objectives of weight reduction, cost efficiency, and friction optimization drive innovation. By streamlining drive trains through component minimization, the paper introduces a groundbreaking approach: the integration of fuel pump and vacuum pump drive systems into the main camshaft of a two-valve-per-cylinder push-rod actuated 4-cylinder diesel engine. This innovation is poised to concurrently reduce overall weight, lower costs, and minimize drive losses. The proposed integration entails the extension of the camshaft with a tailored slot, accommodating a three-lobed cam composed of advanced materials. This novel camshaft configuration enables the unified propulsion of the oil pump, vacuum pump, fuel pump, and valve train, effectively consolidating functions and components. The integrated camshaft design is subject to meticulous evaluation, ensuring its capacity to manage higher power transmission and accommodate multiple connected drives. Design verification simulations encompassing high cycle fatigue and timing drive dynamics validate its functionality and safety. Physical validations, including overload and cyclic load testing, confirm the enhanced camshaft's robustness and reliability. The iterative refinement of the design throughout development bolsters fatigue life and strength, meticulously addressing critical failure modes. This rigorous approach culminates in substantial weight reduction ~58% in drive train alone, reflecting in cost savings, while concurrently diminishing service costs. The integration's broader impact encompasses the elimination of a significant sub-assembly station, streamlining manufacturing and aligning seamlessly with design-for-manufacturing principles. In summary, the integration of fuel pump and vacuum pump drives into the main camshaft stands as a groundbreaking innovation, addressing weight, cost, and friction while modernizing a typical conventional engine. The synergy of design innovation, simulation validation, and manufacturing enhancement marks a transformative stride in the automotive industry.
John, Shijino Shaji, Sasikumar, K
DRBFM Methodology Applied to Design Changing in Fuel Supply Modules2023-36-00541/8/2024
Robustness and reliability are key elements for product success in the automotive market. On this purpose, the Design Review Based on Failure Modes (DRBFM) is a product development methodology to guide on potential risks assessment related to new design proposals. This paper shows the DRBFM structure and mindset for new products, using function and behavior evaluation. Moreover, the methodology will be demonstrated for a real automotive case, considering a new component design for Fuel Supply Module (FSM). The FSM is responsible to deliver fuel to the engine and maintain the pressure in the fuel rail during the spark engine operation. To fit these main functions, the electrical fuel pump inside the module must be always working submerged even if the fuel tank is almost empty. This the reason for this product has the jet pump component that is responsible to actively drag fuel during this worst fuel tank volume condition. During a new FSM customer application, the function presented previously had failure in the test bench, so a new design for the Jet Pump Connector (JPC) was proposed to solve the issue. Using an analytical model and experimental results to prove the correlation between design and function, it was possible to validate the influence of the new design proposed to meet the specification. Additionally, due the methodology applied, it was possible to confirm that this change will guarantee all functional and behavior necessary for this product application in the customer’s vehicle.
de Azevedo Fernandes, Luiz Eduardo, de Oliveira Melo, Lazaro Benedito, André, Marco Pellizzon
Hydraulics Characteristics of a Mechanical Diesel Direct Injection System: The Influence of Diameter of High Pressure Pump’s Plunger, Number and Diameter of Injector Nozzles.SAE-PP-0037412/26/2023
The diameter of the high pressure pump plunger, the number and diameter of injector nozzles play a crucial role in influencing hydraulic behaviors such as the start of injection, the pressure profiles developed in the high pressure line, needle lift, and injection rates in Diesel engines. These factors, in turn, significantly impact the distribution of fuel within the engine combustion chamber, fuel-air mixing, combustion quality, and the formation of emissions. However, as the plunger diameter and the number and diameter of nozzles vary, the system's complexity also rises, necessitating careful analysis, design, and calibration. Therefore, further examinations are critically essential to gain deeper insights into this topic. In this study, a high-speed shadowgraph system and a high-resolution pressure recording system were developed to capture the start of injection, spray structure, and pressure profiles in the high-pressure line. The fuel injection system under experimental investigation featured a 10mm plunger and a 7-nozzle injector with a nozzle diameter of 250µm. Additionally, GT-fuel simulation models were created to explore different plunger diameters and numbers and diameters of injector nozzles. These models were validated using the pressure profiles, fuel quantity, and start of injection timing obtained from the experiments. This approach can either individually analyse the influence of each parameter or assess their overall impact. The results indicate that an increase in plunger diameter from 10mm to 12mm advances the start of injection (SOI) to 30.7 degree from 31.4 degree of crankshaft angle. Furthermore, an increase in the number and/or diameter of nozzles results in a higher amount of fuel delivered per cycle. Overall, replacing a an injection system with 10mm plungers and injectors with 7x250µm nozzles by one featuring 12mm plungers and injectors having 8x300µm nozzles can increase the fuel delivery by 1.85 folds. This studying approach could be useful for practical applications, including boosting engines and/or designing more efficient fuel systems. Future investigations into the high-speed shadowgraph images captured in this study could offer additional insights into the Rayleigh-Taylor and Kelvin-Helmholtz models concerning the primary and secondary atomization processes.
Pham, Phuong, Vu, Tuan, Nguyen, Kien, Phung, Duoc, Manh, Vu
Detecting Damage Using Acoustic Emission During Evaluation of High-Pressure Fuel Pump Durability with Low-Viscosity Fuels2024-01-41358/10/2023
This study looks at the effects of low-viscosity fuel on high-pressure fuel pump durability. Several high-pressure fuel pumps were allowed to operate with low-viscosity fuel on a custom test stand until failure. Fuel-pumps lasted 0.3-294 hours before failure. The fuel pumps failed by experiencing a sharp rise in the low-pressure outlet fuel temperature due to scuffing of the camring-bucket interface. We describe a technique for analyzing acoustic emission sensor data to monitor the status of the fuel pump. Acoustic emission signals were able to detect a two-stage failure process of scuffing initiation on a single camring-bucket interface to propagation of damage to the other interfaces.
Murthy, Nikhil, Coburn, Vincent, Matzke, Caleb, Berkebile, Stephen
High-Fidelity CAE Simulation of 4-Cylinder 4-Stroke Hollow Assembled Camshaft under Multi Axial Load2023-01-01634/11/2023
The major area in which the automotive manufacturers are working is to produce high-performance vehicles with lighter weight, higher fuel economy and lower emissions. In this regard, hollow camshafts are widely used in modern diesel and gasoline engines due to their inherent advantages of less rotational inertia, less friction, less weight and better design flexibility. However, the dynamic loads of chain system, valve train and fuel injection pump (if applicable) makes it challenging to design over-head hollow camshafts with the required factor of safety (FOS). In the present work, high-fidelity FE model of a hollow camshaft assembly is simulated to evaluate the structural performance for assembly loads, valve train operating loads, fuel injection pump loads and chain system loads. The investigation is carried out in a high power-density (70 kW/lit) 4-cylinder in-line diesel engine. The camshaft is used for operating the intake valves which induce varying stresses in-line with the engine firing order. Moreover, the camshaft is also used to drive the high-pressure fuel injection pump (FIP) at the rear-end which can add significant torsional stresses. Furthermore, the stresses induced by the hub-loads of timing chain is found to be having a significant effect on the bending behavior of the front-end of the camshaft. In addition to these operating stresses, the camshaft is subjected to different kinds of mean stresses induced by the bolt (used to fasten the drive-sprocket) and interference fit of the camshaft child parts (cam and front plug). Hence, the authors propose a robust and reliable evaluation methodology to evaluate the structural performance and factor of safety (FOS). The dynamic bending behavior of the camshaft under press-fit loads of cam lobes and front plug is discussed. The present work also covers the load-path and multi axial stress state induced on the hollow camshaft under varying load conditions apart from estimating the fatigue life. Moreover, the investigation includes the assessment of different parameters influencing the stress multi-axiality on the camshaft to arrive at potential improvements in the camshaft design. Overall, the results arrived using this methodology is found to be having a good correlation with the parts used for durability testing. Thus, the proposed methodology can be used for evaluating hollow camshafts of modern engines subjected to complex and highly dynamic loads.
K, Karthikeyan, S, Aravamuthan, Nair, Akhilsen, Dharan R, Bharani, Yadav, Vivek
Control Design under Limitation of Motor Current for Electric Fuel Metering System with Redundancy on Aircraft Electrification2023-01-09873/7/2023
Aircraft electrification is one of technological innovations to achieve the goal of CO2 emission reduction in civil aviation. In present research, we focus ourselves on an Electric Fuel Metering System (EFMS). Aircraft systems are commonly expected to make not only simplified configuration and improvement of controllability, but also safety and reliability. The electrification of fuel system also requires the similar approach. Therefore, a simple and reliable redundancy concept is a crucial challenge. In addition, stable and responsive controllability that does not affect engine operation is required, especially in fuel system, it is desired to achieve both accurate metering and short settling time without overshoot or undershoot. However, in such a system, the response is nonlinear due to the fuel flow circuit and the motor drive during current limiting. Systemizing a control design that takes these constraints into considerations and that satisfies the requirements over a large dynamic range, has not been discussed. This paper discusses a design methodology to achieve optimal fuel flow control in the EFMS with redundant electric fuel pumps, considering motor current limitation by current limiters. The flow control model is created by adding the flow command increment limiter estimated as equivalent to the current limiter. Using this model, the gain characteristic map is derived analytically. The control system is extended to an active-active control redundant system. The compensating action of that system ensures that if one of the fuel pumps suddenly shut down, the remaining fuel pumps will autonomously increase their flows to maintain the required flow for the engine fuel burn.
Yamamoto, Yasuhiko, Shibuya, Yotsugi, Oyori, Hitoshi, Muraoka, Mikio
Personal Watercraft Fuel SystemsJ2046_202302 (Current)2/20/2023
This SAE Standard establishes a uniform test procedure and performance requirements for permanently installed petrol fuel systems in personal watercraft. This SAE Standard does not apply to outboard powered personal watercraft and jet powered surfboards.
Personal Watercraft Committee
Gasoline Direct Injection PumpJ2714_202301 (Current)1/25/2023
The scope of this SAE Recommended Practice is limited to gasoline fuel pumps used in automotive direct fuel injection systems. It is primarily restricted to bench tests. This SAE Recommended Practice also defines the minimum design verification testing that is recommended to verify the suitability of gasoline direct injection (GDI) high-pressure fuel pumps used for pumping gasoline or gasoline-blend fuels to direct injection gasoline injectors. Additional tests not specified in SAE J2714 will be required for non-automotive pump applications or pumps, such as those intended for use on aircraft, motorcycles, or marine equipment. The pump and the gasoline direct injector are complementary components, and the direct injector component is fully described in SAE J2713, which provides a full range of test procedures for the characterization of such injectors. Except where specifically stated otherwise, test results are recorded for individual parts under recommended test conditions. Where population characteristics are reported, the sample size, selection method, and statistical analysis technique shall be explicitly stated.
Gasoline Fuel Injection Standards Committee
Mitigation of Abnormal Injector Ticking Noise by Optimization of Hydraulic Operational Modes of Fuel System2022-28-009610/5/2022
With the advent of stricter regulation for tail pipe emission and urge to reduce the carbon foot prints, the engine hardware has undergone through evolutionary changes over the years i.e., boosting, low viscosity engine oil, high pressure fuel injection, cooled EGR, friction reduction, downsizing etc. These technological changes have led to the challenge of increase in radiated noise level from the engine (source) due to increased number of auxiliary drives on engine i.e., Turbo charger, HP fuel pump along with faster combustion & harsher operating conditions. The fuel system is one such system which has become most intricate with operating pressure going above 2000bar in the fuel rail and capability of up to 10 fuel injection per combustion. These changes in hardware could result in abnormal noise generation during specific operating conditions which may result in customer annoyance inside vehicle cabin. This paper explains some of the abnormal intermittent noise sources in the engine and physical phenomenon which results in a ticking type noises which are usually observed during the low engine load and low rpm condition. The method such as Acoustic holography, beam forming, sound intensity could be used to identify noise source location by measuring the sound pressure field with multiple microphones. The measurement of the In-cylinder pressure, noise and vibration data and the experimentation with ECU parameters related to Fuel injection system could help in understanding the broad classification of noise i.e., engine parts knocking, combustion noise & actuator noise. Further this paper describes an approach to mitigate the ticking noise generated from fuel injection system through optimization of hydraulic operational modes of fuel system by ECU calibration parameter tuning.
UNIYAL, RAVINDER, Yadav, Manish, Singhal, Vivek, P, Prasath, Vats, Rajesh
The Effect of Ethanol and Methanol Blends on the Performance and the Emissions of a Turbocharged GDI Engine Operating in Transient Condition2022-24-00379/16/2022
Direct injection spark ignition engines represent an effective technology to achieve the goal of carbon dioxide emission reduction. Further reduction of the carbon footprint can be achieved by using carbon-neutral fuels. Oxygenated alcohols are well consolidated fuels for spark ignition engines providing also the advantages of knock resistance and low soot tendency production. Methanol and ethanol are possible candidates as alternative fuels to gasoline due to their similar properties. In this study a blend at 25 % v/v of ethanol in gasoline (E25) and a blend with 80% gasoline, 5 % v/v ethanol and 15% v/v of methanol (GEM) were tested. These blends were considered since E25 is already available at fuel pump in some countries. The GEM blend, instead, could represent a valid alternative in the next future. Experiments were carried out on a high performance, turbocharged 1.8 L direct injection spark ignition engine over the Worldwide Harmonized Light Vehicles Test Cycle. Gaseous emissions and particles in the range 5.6 - 560 nm were measured at exhaust. Experimental results showed that gaseous emissions are affected beyond of the fuel properties also by the specific phase of the cycle. The results all over the WLTC highlighted the beneficial effect of E25 and even more of GEM blend on CO, THC and NOx emissions. With regard to the particle emissions, they are reduced for alcohol blends compared to gasoline showing a shift of size distribution versus larger particles when methanol is added to the ethanol and gasoline.
Catapano, Francesco, Di Iorio, Silvana, Magno, Agnese, Sementa, Paolo, Vaglieco, Bianca Maria
Fuel Injector Selection in Diesel Engine for BS6 Upgradation2022-01-04413/29/2022
For meeting the stringent BS VI emissions in a 3-cylinder diesel engine the Exhaust after treatment system (EATS) was upgraded from a single brick DOC (diesel oxidation catalyst) to 2 brick DOC+sDPF (Diesel Particulate Filter) configuration. To meet the demands of emission regulation and sDPF requirements, changes were also required in the Fuel injection system. Major changes were done to the fuel injector and fuel pump. This paper primarily discusses the Fuel injector change from 1.1 to 2.2 family with changes in nozzle geometry, Nozzle tip protrusion (NTP), and injector cone angle and the effects on the emission and performance parameters. The various design values of NTP, cone angle, and Sac values are tested in an actual engine to meet the required power, torque and verified to meet NOx, HC, PM values as required by the new BS (Bharat Stage) VI regulation. Other boundary conditions are also checked - BSFC (Brake Specific Fuel Consumption), temperature, etc. The design change that was needed for the injector up-gradation - Cylinder head interface and injector clamp are also described in detail. The paper also discusses the durability tests done for validating the new injector on parameters like nozzle coking, nozzle tip temperature, and various endurance tests reports are discussed. The finalized design has been validated on both engine testbed and vehicle successfully.
Vinaya Murthy, Vijayendra, Dharan R, Bharani, Boita, Dhananjayarao, Amara, Rajesh
The Root-Cause Analysis of Engine Stall at Hot Ambient Resulted from Low Pressure Fuel Pump2022-01-06243/29/2022
In case of all gasoline vehicles such as the passenger vehicle, heavy duty truck and light duty truck etc., a fuel pump is located inside the fuel tank and transfers the fuel to an engine for stable driving, however, engine stall can be occurred by low pressure fuel pump. The boiling temperature of gasoline fuel is very low, the initial boiling point is around 40°C so fuel can boil easily while driving and end boiling point is around 190°C. It boils sequentially depending on the temperature. It becomes the criteria to determine the amount of vapor released inside the fuel tank at high temperature. The main cause of engine stall at high temperature is rapid fuel boiling by increasing fuel temperature. This causes a lot of vapor. Such vapor flows into the fuel pump which leading to decrease the pump load and the current consumption of the fuel pump continuously. This ultimately results in engine stall. The influence on Reid Vapor Pressure(RVP) was also investigated, but it does not seem to have a significant effect on engine stall. Since vapor pressure is involved in the amount of evaporation, it is judged that it does not absolutely affect the amount of vapor generated at high temperatures. The effect on fuel tank inner pressure was also evaluated. When the internal tank pressure abruptly decreases during driving, the boiling amount of the fuel suddenly increases, which leads to create a lot of vapor in the fuel, resulting in engine stall. In this study, the effect of the boiling point, vapor pressure, weathering of fuel on engine stall was also researched. This paper is the result of finding the root-cause of engine stall at hot ambient from a perspective low pressure fuel pump.
Kim, Keunsoo
Investigations of Ignition Delay Behavior in a CFR F5 Cetane Rating Engine and a Modern Heavy-Duty Diesel Engine2022-01-04463/29/2022
The American Society for Testing and Materials (ASTM) D613 test method involves the use of a variable compression ratio CFR F5 engine to determine the cetane number of diesel fuels for use in compression ignition engines. The CFR F5 remains relatively unchanged since its conception, utilizing a swirl prechamber, mechanical jerk fuel pump, and a 10.3 MPa cracking pressure pintle nozzle mechanical injector. Recent efforts to improve the repeatability of the F5 engine involved the development of prototype engines equipped with electronic fuel injection (EFI) and upgraded high-speed instrumentation. These modifications have demonstrated the capability to improve the ASTM D613 precision limits by at least a factor of two. Parameterization of injection strategy has further optimized the test method, producing cycle-to-cycle variations of ignition delay analogous to modern day compression ignition engines. This study aims to expand on these improvements by identifying and quantifying similarities in ignition characteristics between the EFI F5 and a single-cylinder Caterpillar C9.3B heavy-duty diesel engine. Parametrization studies of injection advance and intake air temperature at fixed compression ratio and a gross indicated load of 2 bar were performed on both platforms with reference fuels at varying cetane number. Apparent heat release analysis was performed for the F5 and C9.3B. Despite the different combustion systems, the F5 and C9.3B have very similar ignition delay characteristics as the fuel and operating conditions are varied. This study validates the F5 engines importance and relevance as the primary cetane rating methodology for diesel fuels used in compression ignition engines.
Zeman, Jared, Nielson, Kevin, Dempsey, Adam
A Methodology for the Design Optimization of Fuel Control Unit Bracket and Fuel Pump Housing Integration and Achieving the System Targets2022-01-06363/29/2022
The increasing demand for higher specific power and the need for weight reduction and decrease of emissions have become the driving factors of product development in the automotive market today. Substitution of high-density materials and more precise adjustment of material parameters help in significant weight decrease, but it is accompanied by undesirable cost increase and manufacturing complexity. One of the approaches to optimize the design is through the process of integration which involves integrating the functional elements of two or more components into one and achieving a reduction in weight and cost without impacting required performance. This paper explains a similar approach followed as a part of the Design and Development of 1.5 L, 3 Cylinder CRDI Diesel Engine for a new vehicle platform, developed for automotive passenger car application. Two components of the fuel injection system - the Fuel Injection Pump (FIP) housing and the Fuel Control Unit (FCU) bracket are integrated into one component. The paper discusses the design methodology, integration of classical methods, and verified through CAE simulation to ensure the required targets of modal analysis and strength analysis are met. Simulation results and actual measurement results are discussed in detail to show the effectiveness of an integrated approach used in this development program. Tools like DFMEA, DFMA,etc. are used along with value engineering concepts to make an efficient and cost-effective product to the end customer with minimum iterations in reduced cycle time.
Vinaya Murthy, Vijayendra, Rengaraj, Chandrasekaran, Dharan R, Bharani, Boita, Dhananjayarao
SPARKING LEVEL EVALUATION in DC ELECTRIC FUEL PUMP MOTOR for BRAZILIAN FLEX FUEL VEHICLE APPLICATION2021-36-00472/4/2022
In the Brazilian automotive market, the Flex Fuel vehicles are known for their ability to run with gasoline, ethanol, or any proportional mixture of them. To allow this flexibility, the vehicle’s fuel system has been adapted to support differences in fuel types available in the Brazilian market, including contaminated fuel that in this paper will be treated as aggressive ethanol. The fuel pump, which has the function of supply fuel to the engine, had to be specially developed for the flex fuel application to support the specific characteristics in Brazilian ethanol. The focus of this paper is to evaluate the influence of different fuels - gasoline, ethanol, and aggressive ethanol in the sparking level of the DC fuel pump commutation system. Using a digital oscilloscope, the voltage signals of the fuel pump were recorded, and it was applied a mathematical formulation to determine the sparking level of the DC motor for the different fuels. The results show that the higher the voltage, the larger the spark level intensity in all fuels considered herein. In addition, the increase in the fuel conductivity also showed an increase on the value for the evaluated parameter. Consequently, the fuel electrical conductivity that is one of the parameters monitored by the Brazilian specification, has a critical influence on the fuel pump operation, which can affect the fuel pump lifetime, due to electro erosion wear caused on the carbon brush and carbon commutator owing to the sparking level.
de Oliveira Melo, Lázaro Benedito, de Azevedo Fernandes, Luiz Eduardo, da Silva, Danilo Fanton Ribeiro
Chain Load Optimization through Fuel Pump Lobe Phasing and CAE Simulations for a BS6 Compliant Diesel Engine2021-28-016310/1/2021
The introduction of CAFE (Corporate Average Fuel Economy) norms has put a lot of importance on improving the fuel economy of passenger car vehicles. One of the areas to improve the fuel economy is by reducing engine friction. Camshaft drive torque reduction is one such area that helps in engine friction reduction. This paper explains the camshaft drive torque optimization work done on a passenger car Diesel engine with DOHC (double overhead camshaft). The exhaust camshaft of the engine drives the high-pressure Fuel Injection Pump (FIP) in addition to valve actuation. Camshaft drive torque is reduced by reducing the chain load. This is done through optimum phasing of the FIP lobe that drives the fuel injection pump and the cam lobe actuating the exhaust valves. Additional boundary condition for the phasing is ensuring that the FIP lobe is in the fall region of its profile while the piston is at TDC. This helps in avoiding rail pressure fluctuation. This work is done on the BS VI variant of the engine and results are also compared with the BS IV version of the same engine. Changes in the fuel injection system are also explained. CAE simulations were performed to identify the FIP lobe orientation where the addition of FIP load along with valve train loads results in lowest chain load. Finalizing the FIP lobe orientation led to the re-design of FIP housing which was done successfully. Based on the above optimization the finalized design of camshaft with FIP lobe and chain system was validated in both engine testbed and vehicle conditions successfully. Chain loads are also measured on the engine and they are compared against the simulation results.
vinaya murthy, Vijayendra, NAMANI, Prasad, Vellandi, Vikraman, Rengaraj, Chandrasekaran
A Continuum Design Sensitivity Analysis of Vehicle Aggregates for Refined NVH Performance2021-26-02949/22/2021
Transmission of vibration and noise to the occupants and especially driver contributes significantly to the quality perception of the motor vehicle and eventually, it affects the overall ride comfort. These forces mainly reach to customer through tactile locations, i.e. floor, gearshift lever, steering wheel and seat. Showroom/Parking customer drive pattern of a vehicle evinces the steering system and driver’s seat rail vibration as strikingly linked aspect to evaluate human comfort [1]. This paper deals with the study of vibration at steering wheel and seat affecting human comfort at engine idle rpm with AC ON and OFF condition for passenger vehicles. The transmissibility of engine and radiator induced vibrations has been investigated with respect to modal alignment of steering and seat system. It has been observed that engine (dominant order or firing order) and radiator fan (1st order) excitation frequencies in proximity to system natural frequency drivesresonance and amplifies the vibration level perceivable to customer. Moreover, due to the upper tolerance limit of power train mount stiffness, rigid body mode of power train is close to the engine excitation frequency. This paper also deals with the fuel pump noise intrusion inside the cabin in showroom/parking drive pattern of a vehicle. Disparate system’s such as steering wheel, seat, radiator fan and fuel pump NVH performance has cascaded down from vehicle to subsystem and component level using the functionally designed and developed test rigs to interpret the root cause and securing the well modal separation of system from engine and radiator fan excitation frequencies. The whole work aims at the target setting and achieving the same at commencement of project and thus reducing development time and cost throughout the project duration of full vehicle NVH refinements.
Titave, Uttam Vasant, pilane, Dattatraya, Jha, Kartik, A, Milind Ambardekar
A Holistic Overview of Diesel Fuel Filter Selection Methodologies and Multi-Level Robust Testing and Validation Strategy2021-01-05394/6/2021
Fuel filter’s precise sizing and specification have been challenging with a Diesel engine, considering the severe operating environment and conditions, especially for off-road applications like agriculture, construction, road-making equipment, etc. The scenario further worsens in countries having the worst fuel cleanliness level (beyond 23/22/19 as per ISO-4406), improper storage, handling, and transportation of fuel. In an attempt to be on the safer side, automotive and fuel filter manufacturers prefer to over-design fuel filters - this resulting in cost addition of product and service and high warranty of the Fuel Injection system if fuel filters are under-designed. Factors and variables affecting fuel filtration efficiency over service and engine life have not been clearly known. Inefficient fuel filtration leads to Fuel injection systems’ premature failure, especially critical injectors’ internal parts, like nozzle, needle valve, and control valve, thus directly impacting engine performance with low power/torque, higher fuel consumption, and smoke, etc. In this study, Final Tier-4 or Bharat Stage-4 55kW diesel engines have been considered; however, the fuel filter selection and validation methodologies discussed in this paper can be deployed to other engine ratings as well. This paper includes a holistic overview of fuel cleanliness and filtration, starting from the very first point of filling fuel to the tank to the inlet of the High-pressure fuel injection pump. The paper covers detailed fuel filter specification guidelines and calculations for the targeted region’s worst fuel cleanliness. Further importantly, it gives the off-road industry’s first robust multi-level fuel filters validation approach - starting from an engine to machines/vehicles, and finally to a unique injector durability test to robustly sign off fuel filter specification.
Khan, Mohammad Saifullah, M Patil, Krishnat
Methods to Increase the Relevancy of the Octane Number Tests2021-01-04714/6/2021
The Octane Number test was unveiled in 1928 with a lukewarm response from the oil and automotive industries. The test represented a noble attempt for capturing the antiknock performance of a fuel given the limited knowledge of knock at the time. The test compares the antiknock performance of a fuel in a test engine to a reference fuel. Though simplistic, the test is ingrained in society and has undergone only minor revision despite dramatic changes in engines and fuels. Many studies have discussed the inadequacies of the test, with recent ones questioning their relevancy. This paper provides an overview of these issues, focusing on how to make the tests relevant to modern engines and fuels. Three techniques are recommended for updating the tests. The first technique adjusts the definition for the antiknock index, which is the “Octane Number” displayed on the fuel pump. The antiknock index is currently the average of the Octane Number measured at two test conditions, but recent studies indicate a more complicated relationship. The second technique changes the test’s references fuels, which are currently paraffins. By replacing iso-octane with toluene in the reference fuel blend, it behaves more similarly to modern fuels. The third technique involves changing the test conditions to better replicate the range of knock-limited conditions in modern engines. In particular, the tests would need to achieve higher in-cylinder pressures and lower in-cylinder temperatures. This paper discusses the merits of each of these three approaches while also looking at the challenges with implementing these changes.
Mittal, Vikram, Shah, Rajesh
Tamper Resistance for Adjustable Parameters on Diesel Fuel Injection PumpsJ2317_202103 (Current)3/17/2021
This SAE Recommended Practice defines a guideline for the fuel injection pump designer to select appropriate fastener designs which are considered to be tamper-resistant. It applies to fuel injection pumps used on diesel engines.
Diesel Fuel Injection Equipment Standards Committee
Diesel Engines - Fuel Injection Pump TestingJ1668_202103 (Current)3/17/2021
The correct setting and adjustment of fuel injection pumps requires standardized testing conditions. This SAE Standard summarizes the design and operating parameters for test benches so that, using certain information supplied by the pump manufacturer, the pump test schedule, and certain information supplied by the test bench manufacturer, it can be determined whether a particular test bench is suitable for driving a particular injection pump. This document is in most cases a summary of the ISO Standard 4008, Parts 1, 2, and 3 and is intended to provide its critical aspects. Standard ISO 4008 should be referred to for more details.
Diesel Fuel Injection Equipment Standards Committee
Diesel Injection Pump Testing - Part 1: Calibrating Nozzle and Holder AssembliesJ968/1_202103 (Current)3/17/2021
This part of SAE J968 specifies two types of calibrating nozzle and holder assemblies intended for the testing and setting of diesel injection pumps on test benches. It applies to: a A calibrating nozzle and holder assembly with a single hole orifice plate; b A calibrating nozzle and holder assembly with a delay pintle type nozzle. The approximate range of the calibrating nozzle and holder assembly is up to: a 300 mm3/stroke with the single hole orifice plate; b 150 mm3/stroke with the delay pintle type nozzle. Setting and maintenance requirements are specified in ISO 4008/3.
Diesel Fuel Injection Equipment Standards Committee
Diesel Fuel Injection Pump - Validation of Calibrating Nozzle Holder AssembliesJ1549_202103 (Current)3/17/2021
The fuel injection pump is intended to validate the accuracy of calibrating nozzle and holder assemblies for applications using 0.4 - 0.8 mm diameter orifice plates and to assist in identifying problems in fuel injection pump test stands. This SAE Recommended Practice is divided into two parts: Part I—Design, Description and Specifications of the Fuel Injection Pump; and Part II—Test Procedures for Using the Fuel Injection Pump.
Diesel Fuel Injection Equipment Standards Committee
Diesel Injection Pump Testing—Part 2: Orifice Plate Flow MeasurementJ968/2_202103 (Current)3/17/2021
This part of SAE J968 specifies the flow measuring system, including the fixture, to be used for flow testing the single hole orifice plates used in an orifice plate type nozzle and holder assembly (described in SAE J968/1) which is intended for testing and setting diesel fuel injection pumps on test benches. The flow measuring system and fixture ensure accurate flow testing of the entire range of orifices from 0.4 to 0.8 mm diameter as specified in SAE J968/1. It is intended primarily for use by the manufacturers of single hole orifice plates.
Diesel Fuel Injection Equipment Standards Committee
STANDARD FOR IN-TANK ELECTRIC FUEL PUMPSUSCAR13-1 (Current)11/19/2020
This standard covers the operational characteristics, environment, durability procedures, and test procedures for in-tank electric fuel pumps for automotive gasoline applications. Specific performance and test criteria used in conjunction with this procedure are specified on the pump drawing. Particular sections of this document may be required for all applications. This standard is intended to evaluate specific characteristics as a supplement to normal material inspections, dimensional checking, and in-process controls, and should in no way adversely influence other inspection operations.
USCAR
Considerations on Ice Formation in Aircraft and Engine Fuel SystemsAIR790D (Current)9/18/2020
Ice formation in aircraft fuel systems results from the presence of dissolved and undissolved water in the fuel. Dissolved water or water in solution with hydrocarbon fuels constitutes a relatively small part of the total water potential in a particular system with the quantity dissolved being primarily dependent on the fuel temperature and the water solubility characteristics of the fuel. One condition of undissolved water is entrained water, such as water particles suspended in the fuel as a result of mechanical agitation of free water or conversion of dissolved water through temperature reduction. This can be considered as analogous to an emulsion state. Another condition of undissolved water is free water which may be introduced as a result of refueling or the settling of entrained water which collects at the bottom of a fuel tank in easily detectable quantities separated by a continuous interface from the fuel above. Water may also be introduced as a result of condensation from air entering a fuel tank through the vent system. Assuming good quality of uplifted fuel, vapor passing through the aircraft vent system is a significant water introduction mechanism. Entrained water will settle out in time under static conditions and may or may not be drained, depending on the rate at which it is converted to free water. In general, it is not likely that all entrained water can ever be separated from fuel under field conditions. The settling rate depends on a series of factors including temperature, quiescence, and droplet size. The droplet size will vary depending upon the mechanics of formation. Usually the particles are so small as to be invisible to the naked eye, but in extreme cases can cause a slight haziness in the fuel. Free water can be drained from a fuel tank if low point drain provisions are adequate and recommended maintenance actions are followed. Water in solution cannot be removed except by dehydration or by converting it, through temperature reduction, to entrained, then to free water. Water strictly in solution is not a serious problem in aviation fuel so long as it remains in solution. Entrained and free water are the most problematic because of the potential of freezing on the surfaces of the fuel system. Further, entrained water will freeze in cold fuel and tend to stay in solution longer since the specific gravity of ice is approximately the same as that of hydrocarbon fuels. The elimination of undissolved water, to the extent it is practical, in fuel storage, handling, and delivery systems, as well as in aircraft fuel systems, can reduce or eliminate the potential for icing problems. Appropriate testing of fuel systems, subsystems, and components under controlled icing conditions can establish confidence in the safe operation of the aircraft fuel system in such icing conditions. The objective of testing is not necessarily to demonstrate that no icing will occur but rather that the effects of the icing will not create a hazardous condition. Considerations for these measures to control potential icing problems are addressed herein.
AE-5A Aerospace Fuel, Inerting and Lubrication Sys Committee
Aircraft Fuel System Vapor-Liquid Ratio ParameterAIR1326A (Current)4/29/2020
The AIR is limited to a presentation of the historical background, the technical rationale which generated the V/L fuel condition interface requirement in specifications between the aircraft fuel delivery system and the aircraft engine fuel system, and limitations in the usage of the V/L concept.
AE-5B Aircraft and Engine Fuel and Lubricant Sys Components
Aircraft/Engine Fuel Pump Net Positive Suction Pressure Performance Test and EvaluationARP4024 (Current)4/29/2020
This procedure applies to engine or airframe-mounted fuel pumps. The procedure recommends single-pass operation to minimize changes in fuel properties affecting NPSP capability. An optional method using a recirculation system is also included and may be specified at the discretion of the equipment specification. This procedure defines the recommended test setup, test procedure, data acquisition, and data presentation.
AE-5B Aircraft and Engine Fuel and Lubricant Sys Components
Design and Development of an Ultra-Low Friction and High Power-Density Diesel for the Indian Market2020-01-08344/14/2020
This paper explains the methodology to design a high power-density diesel engine capable of 180 bar peak firing pressure yet achieving the lowest level of mechanical friction. The base engine architecture consists of an 8 mm crank-offset which is an optimized value to have the lowest piston side forces. The honing specification is changed from a standard plateau honing to an improved torque plate slide honing with optimized surface finish values. The cumulative tangential force of the piston rings is reduced to an extreme value of 28.5 N. A rectangular special coated top ring and a low-friction architecture oil ring are used to reduce the friction without increasing the blow-by and oil consumption. A special low-friction coating is applied on the piston skirt in addition to the optimized skirt profile to have reduced contact pressure. The piston pin is coated with diamond-like carbon (DLC) coating to have the lowest friction. The main bearing and crankpin diameter and width are optimized to have the lowest friction yet meeting the bearing unit-load and oil film thickness requirements. A unique oil supply concept is introduced to reduce the oil flow through the main bearings by 24%. The oil pump is driven by a chain to reduce the operating speed and rotor diameter and inertia. Water pump efficiency is improved by adopting a closed-vane curved impeller and low-friction bearing. Chain guides are designed with polyamide 46 (PA46) material to reduce the friction; low friction coating on the chain links is used for further friction reduction. A low-friction single-plunger fuel injection pump (FIP) is used in place of a 3-plunger pump. Engine oil with special additives is used to reduce the cold-friction yet maintaining the required dynamic viscosity at high temperatures. Overall, the final measurement results confirm that the overall engine friction is measured to be about 0.806 bar at a motoring speed of 2000 rpm at 90 deg.C. coolant and oil temperature. The authors give further insight into the future friction reduction potentials which include further reduction of oil ring tension (5N), belt system tension reduction by using an over-running alternator decoupler (OAD), the introduction of variable oil pump, switchable piston cooling jets and switchable water pump. With these measures, it is estimated that the engine friction can be further brought down to an ultra-low value of about 0.680 bar.
Vellandi, Vikraman, Namani, Prasad, Bagavathy, Suresh, Chalumuru, Madhu Kishore
Aircraft Engine Fuel Pump Cavitation Endurance TestARP492C (Current)3/1/2020
This SAE Aerospace Recommended Practice (ARP) defines procedures for testing aircraft engine fuel pumps for the purpose of determining their resistance to deterioration, during steady state endurance test, while receiving MIL-T-5624 Grade JP-4 fuel as a homogenous mixture of gas and liquid expressed as a ratio of vapor volume to liquid volume (V/L). If any of the above conditions do not apply, refer to Section 2.
AE-5B Aircraft and Engine Fuel and Lubricant Sys Components
Devices Providing Backfire Flame Control for Gasoline Engines in Marine ApplicationsJ1928_202002 (Historical)2/25/2020
This SAE Standard covers the minimum requirements for design, construction, and testing of devices to prevent the propagation of backfire flame from within the gasoline engine to the surrounding atmosphere.
Marine Technical Steering Committee
Aircraft Fuel System Design GuidelinesAIR7975 (Historical)12/5/2019
This document describes the major design drivers and considerations when designing a fuel system for a large commercial aircraft. It discusses the design at a system/aircraft level, and is not intended as a design manual for individual system components, though it does refer out to other SAE specifications where more detail on specific components and sub-systems is given. It does include examples of a number of calculations associated with sizing of fuel systems, based on those given in NAV-AIR-06-5-504, as well as an appendix summarizing basic fluid mechanical equations which are key for fuel system design. It is acknowledged that most of these calculations would today be performed by modelling tools, rather than by hand, but it is considered important for the designer to understand the principles. It is intended that later issues of this document will include appendices which give specific considerations for military aircraft, smaller commercial aircraft, and rotorcraft.
AE-5A Aerospace Fuel, Inerting and Lubrication Sys Committee
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