DGMENSEONAL EFFECTS cm Amwzmou PATTERNS EN LEQ‘UQD FUEL ENJEC'HON: $Y$TEMS ' ‘i‘hzesi': f‘az' {in mm :f m. s. , meme-AN 5mm mama Cufi‘és' ww-ard Bahram W55 THhSlS This is to certify that the thesis entitled Dimensional Effects on Automization Patterns in Liquid Fuel Injection Systems presented by Curtis Edward Behrens has been accepted towards fulfillment of the requirements for _M°§°___ degree in __M0_Eo_ ézi:H&L4a1 é2#?C::):TZ:§/ Major professor Date May 131 1955 0-169 DIEEKSIOUAL EFFECTS ON ATOKlZATION PATTEFN IE LIQUID FUEL INJECTION SYSTEKS -\ by Curtis Edward Behrens Submitted to the School of Graduate Studies of Michigan State College of Agriculture and Applied Science in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Department of Heohanical Engineering Year 1955 THESIS ACiNOWLEDGKENTS The author wishes to express his sincere thanks to Dr. Louis L. Otto, under whose supervision ani guidance this in- vestigation was undertaken and to whom the results are here- with dedicated. The author also wishes to express indebtedness to the Mechanical Engineering Separtment, whose Sheet Ketal and Machine Shep laboratories made possible the construction of the test equipment. Curtis Edward Behrens candidate for the degree of Master of Science Final Examination: April 19, 1955, 1:00 P.fi., Room 209, Olds Hall Dissertation: Dimensional Effects on Atomization Patterns in Liquid Fuel Injection Systems Outline of Studies: Kajor Subject: Automotive Engineering Hinor Subject: Physical Petallurgy Biographical Items: Born, September 24, 1927, Saginaw, Michigan High School, Muskegon Senior High School, Graduated August 1946 United States Air Force 1946-49 Undergraduate Studies, Muskegon Junior College, 1949-51, Michigan State College, 1951-54 Graduate Studies, Michigan State College, 1954-55 Kember of Pi Tau Sigma, Society of Automotive Engineers DIRIEI‘ISIOETAL EFFECTS ON ATOI‘JIZATIOZ‘I PATTEMZS IJ IN LIQUID FUtL INJECTION SYSTEKS BY Curtis Edward Behrens AN ABSTRACT Submitted to the School of Graduate Studies of Richigan State College of Agriculture and Applied Science in partial fulfillment of the requirements for the degree of MASTER OF SCIEX E Department of Lechanical Engineering Year 1955 Approved 02::u>;d<>2{2::L:Zi:; ABSTRACT This investigation involved research into the problems connected with liquid-fuel injection systems. A chamber was constructed to enclose and study the Spray patterns of fuel-injection nozzles. The variables involved were the speed of the injection pump, the length, size, and material used in the injector tubing, and the nozzle Opening pressure of the nozzle. The Spray characteristics were visually studied and correlated with the variables involved. It was found that the largest source of difficulty in proper injection of the fuel was the metal tubing used to connect the high pressure oil pump with the injection noz- zle. It was found that the process of dribble, which is the issuance of coarse particles of oil from the nozzle after the injection process should have been completed, was present re- gardless of the type of tubing used. It was also found that the type of tubing influenced the appearance of trailing pha- ses, which tend to increase the duration of the injection process. The eXperiments indicated that the injection nozzle used had very little effect on the characteristics of the spray other than to alter its shape and general profile. The chang- hing of the pressure at which the nozzle Opens to release the oil had no effect other than to cause the appearance of coarse particles in the spray. The speed variable, combined with the type of tubing used affected the most important subject of the studies, the injection delay or lag. The delay is the late beginning or lag of the beginning of the injection process, the most sig- nificant characteristic requiring adjustment to the operating requirements of the individual engine. The conclusions drawn from the experiments were that the lines connecting the high pressure pump with the injection nozzle should be kept as short as possible to minimize the effects of line length variation on the length of the delay period and the duration of the injection process. The lines of a multi-cylinder engine should all be of the same length to assure uniform tim‘ng of injection to the cylinders. It was suggested that investigation be made of an injec- tion system utilizing a low pressure hydraulic system to trans- mit the force necessary for injection. The use of low press- ure oil is expected to reduce the effects of the resiliency of the tubing encountered with the high pressure systems. .1 TATLT OT CONTELTS Acknowledgements. . . . . . . . . . . . . . ‘; \fita. O O O . Abstract. . . Table of Illustrations. . . . . . . . . . . Introduction. Discussion. . Summary and Conclusions . . . . . . . . . . Appendix I: Appendix II: Appendix III: Appendix IV: Appendix V: Description of Test Apparatus Graphs and Charts . . . . . . Photographs of Test Apparatus Photographs of Spray Patterns Original Data . . . . . . . . .Page .Page .Page .Page .Page 0] comm- TABLW OT ILLYSTSATIOB" i ‘N .1 Fuel Flow Rate versus Throttle Rack Opening. Injection Delay versus Pump Speed. . Appearance of the Second Phase . . . Chart of Injection Delay versus Pump Side View of Test Stand. . . . . . . Near End View of Test Stand. . . . . A Detailed View of the Pump. . . . . A Side view of the Rotor . . . . . . Photographs of Spray Patterns. . . . Speed Pages Page Page Page Page Page Page Page Page 41 - 59 4O 50 INTRODUCTION This eXperiment was a visual study of the characteris- tics of the process of liquid-fuel injection. A spray test chamber was built to confine the spray of a diesel engine fuel-injection nozzle of the standard type, an.American Bosch system being used for these experiments. A strobo- sc0pic light was employed to visually step the action of the spray at various points in the injection process. The problems of liquid-fuel injection that were studied fell into three main categories. The first was the phenom- enon of injection-delay period. Injection delay, probably the most significant problem connected with fuel-injection, is the delay of the beginning of the injection process with reference to the beginning of the pumping action by the fuel- injection pump. The injection delay is cited in terms of the number of degrees of injection pump shaft rotation from the point Where the fuel inlet port of the pump is closed and the displacement begins to the point where oil begins to discharge from the injection nozzle. This lag in the be- ginning of the injection process will change with different Operating characteristics of an engine. The variables affect- ing the delay period are the speed of the injection pump, the delivery valve used in the pump, and the type and length of metal tubing used to connect the injection pump with the lO nozzle. The effect of injection delay on the diesel engine is not definite, since the delay characteristics of an injec- tion system must be eXperimentally adapted to the Operating requirements of each individual engine. The second problem Of liquid-fuel injection is an appear- ance of coarse particles or drOplets in the spray and a 'drib- ble' of coarse drOplets from the injection nozzle after the bulk Of the Oil has been injected and the injection process should have been completed. The coarse drOplets, apparently affected by the length and type of tubing used, and by the nozzle valve Opening pressure would affect the engine by lengthening the process of combustion with a resulting reduc- tion in efficiency. The third trouble encountered in liquid-fuel injection is the breakup of the injection spray into separate phases and the lengthening of the injection process. The results of results of the increase in the duration of the injection pro- cess are the same as the other problems, namely, a possible reduction in combustion efficiency due to imprOper injection of the fuel. The factors affecting these variables were studied in relation to the visual characteristics of the Spray patterns in order to determine the steps necessary to insure an appro- ach toward ideal injection with respect to the engine. The problem reduces itself to one of causing injection to take place in the desired length of time with little after-spray or dribble, with Optimum atomization of the fuel, and with injection beginning at the prOper time. 11 12 DISCUSSIOH The first experiments made produced data on the basic test nozzle used, an American Bosch model AKC 45 SD 51. This was a narrow pintle type nozzle with an Opening pres- sure for these eXperiments of seventeen hundred pounds per square inch. The data was recorded, without varying the nozzle-Opening pressure, for one-eighth inch increments of throttle rack Opening, a speed range of one hundred to two thousand revolutions per minute of pump speed, and using three different types Of injector tubing. Upon completion of these experiments, a fuel-flow rate determination was recorded. The nozzle pressure was not changed, and rates were recorded near a speed of one thou- sand revolutions per minute for one-eighth inch increments of throttle rack Opening. The next series of eXperiments involved changing the nozzle-Opening pressure of the basic test nozzle used, the American Bosch AKC 45 SD 51. Increments of approximately five hundred pounds per square inch were chosen between the limits of one thousand to twenty-four hundred pounds per square inch. The data was recorded for three different throttle settings; one-quarter, one-half, and three-quarters of an inch throttle rack Opening, using the two standard steel injector lines. 15 In order to compare the general orientation of the Spray pattern, two other pintle type nozzles were visually studied, the American Bosch model AKB 55 SD 175 and the American Bosch model AKB 25 R 75. The variables involved were the length and type of in- jector tubing and the nozzle-Opening pressure used, since these factors undesireably affect the spray characteristics and can be altered within limits in engine installations. Other variables were present and are taken into consideration. The eleven inch length of standard extruded steel tubing, one-quarter of an inch outside diameter, was accepted as the control in these experiments, as it would represent a typical short line as installed on an engine. A forty-four inch length of standard extruded steel tubing was employed to rep- r esent a typical long line as used on engines. These two lines differed only in length. These lines are generally used on engines, and have heavy walls to resist the internal pressure without undue elastic yield. The small inside diam- eter assures a small internal volume Of Oil under compression during injection. The oil in the tubing was compressed sig- nificantly by the pressures encountered, two thousand pounds per square inch being a typical value. The yielding of the tubing to the high pressures would be determined by the mod- ulus of elasticity of the metal used, the wall thickness, and he length of the tubing. 14 In order to exaggerate the variables imposed by the in- jector tubing a forty-one inch long, five-sixteenths inch outside diameter thin wall COpper tubing was fabricated. COp- per was chosen for its low stiffness, and the thin walled tub- used had a very high internal volume under compression. [4. DE The nozzle-Opening pressure represents the pressure that must build up in the injector tubing and nozzle before the valve in the nozzle Opens and releases the Oil. The pressure is allowed to build up high enough to overcome the pressure encountered in the cylinder of an engine, and enough addition- al pressure allowed to assure complete atomization Of the fuel for prOper combustion. The valve in its closed position pre- vents the products of combustion from entering the nozzle and clogging the mechanism. Attached to the valve in the nozzles used in these tests was a pintle, a conical shaped device that assures prOper radial diSpersion and breakup Of the spray. The actual pressure available for atomization of the fuel would be the pressure in the nozzle during injection minus the pressure inside the cylinder of an engine. The pressure settings in practice will range from sixteen hundred to twen- ty-two hundred pounds per square inch on Bosch injection sys- tems. The pressure inside the cylinder at the time of injec- tion would be approximately five hundred pounds per square inch. The nozzle Opening pressure of the model AKC 45 SD 51 nozzle was adjusted by placing shims consisting of small steel washers behind the valve spring. The three different nozzles used differed primarily only in the shape of the pintle used to disperse the spray. The basic test nozzle used, the model AKC 45 SD 51, was equipped with a narrow type pintle giving little radial dispersion of the spray. The model AKB 55 SD 175 nozzle could be classi- fied as a medium pintle type, giving slightly more radial dis- persion Of the spray. The model AKB 25 B 75 nozzle was a large diameter wide angle pintle nozzle, giving a relatively wide angle radial diSpersion to the spray. It was felt that the setting Of the nozzle valve and the injector tubing used determined the characteristics of the spray, consequently the last two nozzles were only visually and photographically stud- ied. The rack or throttle Opening on the fuel pump determines the amount of fuel injected by each pumping stroke. Since the total rack movement was exactly one inch, increments of one-eighth inch were chosen for these experiments. A micro- meter barrel was employed tO accurately determine the amount of rack movement. An important variable in these experiments was the speed at which the pump was driven. A speed range of one hundred to two thousand revolutions per minute of pump speed was cho- sen to represent the range of speeds that would be encounter- ed in Operation of both two-stroke cycle and four-stroke cycle engines. Difficulty was encountered in selecting speeds in the low speed end Of Operation, consequently data was recorded 16 for speeds near one hundred, two hundred and sixty, and four hundred and eighty revolutions per minute, with increments of two hundred revolutions per minute at speeds from six hundred to two thousand revolutions per minute inclusive. The nozzle would not discharge with the throttle rack set at one-eighth inch Open When Operating at low speeds, even with the eleven inch long line installed. It was assumed that the surges of oil in the line caused by the pumping action were not of great enough magnitude to Open the nozzle valve at low speeds when pumping the very small quanity of oil, and the pulsations were absorbed by the elasticity of the line. A slight leakage of oil past the plunger in the injection pump would also prevent discharge Of Oil at low speeds and small throttle openings. When the speed was increased sufficiently to cause discharge from the nozzle, a fine dribble was obser- ved, usually over a relatively long period of time. The number of degrees of pump shaft rotation represented the time element involved at any given speed. All references to the spray were made in terms Of degrees of pump shaft ro- tation, with the zero point being the point of port closure of the pump, the theoretical beginning of the pumping process. The intervals of time could have been computed, but the pump rotation was more easily correlated to Operating conditions in an engine. It was observed that the injection process would increase in duration as the speed was increased at a given throttle rack setting, but would not double as the speed was doubled. The pump is cam Operated and will pump for a 17 certain number of degrees of shaft rotation, but at high pump speeds the velocity of the Oil in the lines reaches a value sufficient to impart enough kinetic energy to the Oil to change the valve closing characteristics. The bleed-Off Of pressure after the pumping stroke was completed was apparent- ly a time function, as the trailing phases and the dribble were extended over a greater number of degrees as the speed was increased. The first characteristic of the spray to be discussed is he determination of the injection delay period, made by ad- justing the timing of the Strobolux to observe the beginning of injection, or the point at which the Oil just began to emerge from the nozzle. The number of degrees of pump shaft rotation from the point of port closure was recorded, as the amount Of delay of the beginning of injection. The injection delay was definitely held to a minimum by the short steel line. With no exceptions a maximum of seven degrees delay was Observed with this line, and considering the three to five degrees delay necessary to Open the nozzle valve, this represents two to five degrees of actual delay. The amount of injection delay was not significantly affected by the throttle Opening, although it varies slightly with different throttle settings. Reference is made to the en- closed chart which illustrates the insignificant effect of throttle Opening on delay for the three lines tested. The forty-four inch length of standard steel tubing gave 18 results involving the largest amount of injection delay, gen- erally reaching a value of fifteen degrees and more in the higher speed ranges. Again considering the number of degrees necessary to Open the nozzle valve, this represents ten or more degrees of actual delay. It is interesting to note that the large internal-volume, low-stiffness OOpper tubing used to exaggerate the conditions affecting delay gave less injec- tion delay than the long standard steel tubing of the type used on engines. It must be remembered when speaking of delay referred to in the number of degrees, that this was degrees of pump shaft rotation. This is important in that ten degrees of pump shaft rotation represents twenty degrees of crankshaft rota- tion in a four-stroke cycle engine. The American Bosch injec- tion pump and system used in these experiments is most widely used on four-stroke cycle diesels and not two-stroke cycle en- gines. The important implications of fifteen degrees of injec- tion delay can be more readily realized When it is remembered that this signifies injection would be thirty degrees of crank- shaft rotation late in a four-stroke cycle engine. An interesting phenomenon was Observed in reference to the injection-delay period. A series of points in the speed range would appear between four and eight hundred revolutions per minute where the delay period would become unusually short. Injection would start between five and seven degrees after pump port closure at very low speeds, and in this critical 19 speed range would drOp to a value as low as two and one-half degrees followed by an increase after reaching this minimum. The low point in the curve did not appear at the same speeds for the three different lines used, but appeared about three hundred revolutions per minute higher for the short steel tu- bing than the two long lines used. The amount of dip in the curve was the greatest for the forty-one inch COpper tubing used. It was hypothesized that one of the factors causing this phenomenon was the frequency of the injection pulses, which would be some multiple of the natural frequency of the spring and mass combination formed by the injector nozzle valve and related parts of the system that could be set into vibration. Another factor affecting the delay period is the type of discharge valve used in the injection pump. The valve used for these experiments was a simple pOppet valve, with a short movement necessary to Open and close the oil passage. This valve allows a pressure to remain in the line, the amount de- termined by the closing pressure of the valve in the nozzle. Another type of pOppet valve with a relatively long movement before Oil flow can occur, (not tested) will relieve the pressure in the line after the pumping action is completed. The large movement of the valve necessary, and the buildup Of the pressure in the line before the next pumping cycle can occur results in an increase in the delay period before Oil is discharged from the nozzle. 20 The second characteristic of the spray that was observed was the breakup of the spray into separate and distinct phases, or individual discharges of oil from the nozzle. These phases would fall into three general categories, where (l) a second phase would appear near the beginning of injection, where (2) individual phases would appear after the bulk of the oil had been injected, and (3) the breakup of the whole spray into separate phases caused by valve bounce or nozzle squeak. The pintle nozzle is designed to limit the amount of oil that is injected for the first few degrees in order to assure the starting of the combustion process without introduction of a large quanity of fuel into the cylinder at a time where combustion knock would occur. The separate and distinct phase that would occur under certain conditions at the beginning of injection was caused by the Opening and closing of the nozzle valve, due to a release of the built-up pressure in the line. The pressure drOpped to a low enough value to allow the nozzle valve to close before the pressure built up again sufficiently to hold the nozzle valve open to allow discharge of the bulk of the oil. The phases appearing at the end of the injection process, after the bulk of the Oil was injected, were caused by the same nozzle-valve bounce. The nozzle-valve action under these circumstances was often caused by harmonic surges in the line, and occasionally by the bouncing of the nozzle valve at its natural frequency assisted by the Oil held under pressure in the line at a pressure near the nozzle-valve Opening and (‘0 H closing pressure by the resiliency of the line. The large di- ameter OOpper tubing would often allow several trailing phases to appear due to its ability to hold a large quanity Of oil under pressure after the pumping process was completed. The breakup of the whole quanity Of Oil into separate phases was accompanied by a squeak from the nozzle. The noz- zle valve would vibrate at its natural frequency at low Speeds due to the slow discharge of Oil from the pump and the press- ure and Oil-flow conditions at the nozzle valve. The squeak would generally disappear with an increase in speed, when the flow rate of Oil through the nozzle valve was sufficient to hold the valve Open. Similar to the breakup into phases was the breakup of the spray into nodes. The breakup was not separate and dis- tinct as when the nozzle valve was Opening and closing, but seemed to indicate that the valve was vibrating, but not com- pletely closing. The nodes of the spray were most notice- able using the short steel tubing, where little resiliency was present and the Oil would be delivered to the nozzle with small fluctuations in the pressure at the nozzle. The nodes were also affected by the throttle Opening, suggesting the flow of Oil through the nozzle valve at small throttle settings was not sufficient to hold the valve Open. The forty-one inch long large diameter OOpper tubing ‘ allowed the nozzle to squeak through a wide speed range. The high resiliency of this line and the correSponding ability to 22 store and release the pressure would allow the nozzle valve to vibrate under many conditions of Operation. The trailing phases that appeared particularly when us- ing the long injector lines were also observed to be subject to what might be termed a form of delay. If a consistent second phase would appear near the end of the injection pro- cess and remain present over a wide speed range, the point of appearance (with an increase in speed) would be delayed a larger number of degrees than would the beginning of injec- tion. The varying time of appearance of the trailing phases of injection was one of the large factors contributing to the lengthening of the injection process over a large number of degrees as the speed was increased with a given throttle Open- ing. In the high speed ranges it was Often observed that a large number of degrees would separate the end of the injec- tion of the bulk of the spray from the trailing second or third phase. The point Of beginning of the trailing phases was affected also by the pump Speed, the trailing phase begin- ning at a later time (larger number of degrees) as the speed was increased. As the Speed is increased, the velocity of the Oil in the line and its associated kinetic energy is a factor contributing to the holding Open of the nozzle valve and the lengthening Of the duration of the Spray. Another factor is the pressure bleed-Off from the line due to line resilience. The enclosed graph of the appearance Of the second phase using the forty-four inch long standard steel tubing illustrates the trailing phase sensitivity to throttle-rack Opening and pump 25 speed. The regular increase in the second phase appearnace with incremental increase in throttle rack Opening can be seen from this graph. The portion of the fuel oil injected well after the bulk of the Spray represents wasted fuel in an engine, Since the combustion process is substantially comple- ted. This wasted fuel will appear as a smoky eXhaust from the engine. The duration of the injection process is necess- arily longer with increases in throttle-rack Opening, as the construction Of the injection pump requires a larger number of degrees Of pump rotation to pump larger quanities of fuel. The third characteristic Of the injection Spray was the 'after-Spray' or dribble. This condition was always present to some degree under the conditions of these experiments, and consisted of an appearance of well—separated coarse particles of Oil issuing from the nozzle after the bulk of the oil had been injected and the injection process would be considered complete. Certain conditions caused an increase in the amount of dribble appearing, occuring sometimes for many degrees af- ter the injection process. The dribble process was considered to be caused by the leakage of Oil from the nozzle due to the residual pressure in the line after the pressure had drOpped sufficiently to cause the valve Spring to close the nozzle valve. The large diameter OOpper tube, which gave the largest quanity Of dribble, would be able to hold a relatively large volume of Oil under pressure after the nozzle valve had clo- sed, explaining the appearance of the large volume Of dribble 24 using this line. The number of degrees Of the dribble dura- tion was dependent on the Speed Of pump rotation, suggesting that the dribble process of leakage past the nozzle valve re- quires approximately the same interval Of time regardless Of the pump Speed. The observance Of the dribble from the noz- zle was not possible at high pump Speeds and large throttle rack Openings Since the chamber had to be relatively free Of mist to observe the small, widely separated particles of Oil. It was not possible to photograph the dribble drOpletS. A different type of pump discharge valve, mentioned pre- viously, uses a relatively long closing stroke to relieve the trapped pressure in the injection line between injections. This type valve would probably greatly reduce the amount Of dribble, but it was not tested. A series of fuel-rate tests were recorded to determine the rate of flow of fuel from the nozzle at the throttle rack settings used. The choice of one thousand revolutions per minute pump Speed was determined by the fact the nozzle would not discharge at low speeds with a one-eighth inch throttle rack Opening, and the chosen speed represents approximately the middle Of the Operating range. NO attempt was made tO regulate the speed during the long fuel-rate timed runs, but a close Observation as made on the Speed with a mental ave- rage over the test interval. The Speed would vary Slightly with changes in the line voltage supplied to the motor, but it was estimated that the speed was accurate to within plus or minus five revolutions per minute, an error of one-half percent. Care was taken to keep error to a minimum in these tests, as it was known there was much source Of error present. The overall error was estimated to be within plus or minus three percent. The tabulated data is enclosed as well as a graph of the amount Of fuel discharged with respect to the throttle rack Opening. It is interesting to note that when allowance is made for experimental error, if a curve is plotted through the distribution Of points, a straight line relationship seems apparent between the rack Opening and the amount Of fuel dis- charged from the nozzle. This discharge rate to rack position relationship is determined by the curvature of the helix cut in the pump plunger, and any desired relationship can be Ob- tained by changing the helix. This data was recorded only to establish this relationship and is not thought to have any di- rect relationship to the spray patterns. The series of photographs enclosed pictorially illustra- tes the spray patterns seen in the spray chamber. The pic- tures were taken using the Strobolux gas discharge light, fired once for each picture by a manually Operated contactor in conjunction with the timer-contactor device mounted on the pump shaft. The first series Of seven pictures Show the steps in the injection process for the Bosch AKC 45 SD 51 noz- zle, with a comparison Of the effect Of low nozzle-valve Open- ing pressure. These photographs illustrate the effect of the pintle limiting the amount Of fuel injected for the first few degrees Of injection. The next two pictures Show the breakup Of the Spray at the beginning of the injection process. The following four pictures Show the later stages Of the Spray, with coarse particles caused by the low nozzle-Opening press- ure, and the orientation Of the Spray breakup in the last stages and after the injection process. An excellent picture is included of the breakup Of the Spray into seven phases caused by the nozzle squeak at low Speeds. The next four photographs Show the stages of the Spray pattern using the Bosch AKB 55 SD 175 nozzle. It can be seen that the pintle of this nozzle does not alter the shape Of the spray materially. The last four pictures are the stages Of the Spray for the AER 25 R 75 wide pintle nozzle, showing the large radial diSpersion Of this pintle and the lack of the restrained beginning Of the Spray to control engine knock. These pictures give a visual account of the differences in the overall pattern produced by this nozzle with the pattern produced by the other two types Of pintle nozzles. The original data enclosed represents a complete log Of the experiments performed. Individual details of the steps Of the tests may be compared to the generalizations and the summaries presented in this text. 27 SUKKAHY The studies detailed in this thesis warrant certain de- sign recommendations intended to reduce the undesireable effects of the problems encountered in liquid-fuel injection systems. It was apparent from the Spray patterns and know- ledge already available that the injector lines must be kept as short as possible on engines to reduce the effects of line resilience, the trailing phases and dribble. In order to in- sure that individual cylinders Of a multi-cylinder engine Op- erate under the same conditions, an injection system layout should be chosen with the injector lines all the same length. One system employed today combines the features of Short lines and lines the same length by the use of separate injection pumps for each cylinder mounted close to the individual injec- tor nozzles. The indications Of the nozzle—Opening pressure experi- ments point to the use of higher nozzle-Opening pressures to increase the atomization and reduce the presence Of coarse par- ticles in the Spray. The nozzle-opening pressure apparently had no effect on the delay period or the appearance of trail- ing phases in the injection process. The process of dribble after the completion of the injection process can be controll- ed by the use Of the large-travel pump-discharge valve. In an effort to reduce the effects of the injector tubing (\‘2' CD on the spray characteristics of nozzles, the unit injector was develOped and is in wide use today. The unit injector has the high pressure Oil pump and the discharge nozzle built integrally so that the Oil passage between the pump and the nozzle is extremely Short, not subject to the compressibility and resiliency effects of the injector line. The unit-injec- tor pump is actuated by a positive rocker arm mechanism, and will have injection pressures as high as thirty thousand pounds per square inch. This system is not without its own limitations, and is not the whole answer to liquid-fuel in- jection problems. The American Bosch system and other sim- ilar systems with the high-pressure fuel pump separate from the nozzle are still the pOpular injection systems from the standpoint of the number Of engine manufacturers. These studies seem to indicate that the undesireable effects of delay and dribble cannot be completely eliminated when the system used employs a length Of tubing under high Oil pressure to connect the supply Of high pressure fuel with the injection nozzle. It is suggested that perhaps investi- gation of a different method of delivery of the fuel to the injectors might yield significant results. A system is vis- ualized using a high volume low pressure hydraulic system to deliver the force necessary for injection. The hydraulic fluid used would be diesel fuel, so that the low pressure system would also supply the Oil to be injected. This change in the method Of transmission Of the force might eliminate (Y) LO some of the line resilience problems causing delay and length- ening of the duration of the spray. The injector nozzle would consist of a double piston, to step the hydraulic press- ure to a sufficient value for injection into the cylinder. This method would also allow higher injection pressures for more complete atomization of the fuel, since the connecting line ressure would not be a limiting factor. J 5O APPENTIX I DESCRIPTION OF TEST APPAEATUS The experiments were performed with the nozzle mounted in a closed test chamber, three feet on a side in dimensions. The chamber had two glass windows approximately thirty-four inches square fitted in opposite sides of the chamber for observation of the Spray. A Strobolux gas-discharge strobo- sc0pic light was mounted in the tOp of the chamber to illumi- nate the spray. Inlet and outlet air plenum chambers and diffusers were fitted to each end. Removal of the oil mist and vapor created by the spray was accomplished by a stove pipe outlet from the rear plenum chamber connected to a large sheet metal box filled with ten pounds of fine steel wool. The filtered air was removed from the steel wool by a centri- fugal air blower and returned to the Spray chamber by the in- let plenum chamber and diffuser. The joints of the chamber and filter box were soldered, gasketed and sealed, in an attempt to make a closed system. It was found that a press- ure was develOped inside the test chamber during Operation, and that oil mist was forced out the gasketed joints. A standard American Bosch two-cylinder fuel pump was used, using only one cylinder to supply the injector nozzle. The pump was driven by a three-horsepower direct current 51 motor, using a dynamometer panel for armature current supply. The motor drove a short, large diameter shaft by vee-belt which was mounted on ball bearing pillow blocks. A one hun- dred and fifty pound flywheel was used to reduce angular jerk caused by the pump. The shaft was connected to the pump by a sheet metal coupling, constructed so no angular motion could take place between the flywheel and the pump. A timing device was fitted to the flywheel shaft to fire the Strobotac, a neon discharge light used to determine pump Speed and timing of the Strobolux light. The flywheel was marked in degrees of pump Shaft rotation, with zero degrees being the point at which the inlet port of the pump was closed, The Strobotac, fired by the timing device, was arranged to illuminate the flywheel and pointer to determine the relative position of the firing of the lights. The fuel system consisted of a five gallon can containing diesel-engine fuel oil with a pair of standard diesel fuel filters to filter the oil. The oil passed from the filters to the low-pressure fuel pump, mounted on the side of the in- jector pump. The low-pressure pump kept a constant supply of oil in the high-pressure injection pumps, with an overflow system used to dispose of the surplus. The bottom of the spray chamber drained into the filter box, and the box was periodically drained from a petcock and the oil reused. A micrometer barrel (permanently mounted on the test rig) was used to accurately determine the rack positions during 52 the tests. A stovepipe butterfly valve was installed in the inlet air pipe to regulate the amount of air passing through the spray chamber, but it was found necessary to leave the valve Open to insure sufficient air circulation through the chamber to carry away the mist. Air circulation at high velocity had no apparent effect on the Spray patterns of the nozzles used in these tests. The whole test stand was six feet high, three feet wide, and five and one-half feet long, with the dimensions of the Spray chamber three feet on a side. The fuel-flow rate was measured from the nozzle by sub- merging the injector nozzle in diesel oil held in an overflow can, running the pump at approximately one thousand revolu- tions per minute, and weighing the oil discharged over a per- iod of time. 53 mozH z¢ mo mmfimmmmbome ZH UZHEmmO Hodm mgeaomme ooo.a mew. one. new. con. men. 0mm. mma. _ a _ _ T .UoESmmw dagmeoapsamw mesa psmwewpm ‘\\ massed mo soapsnawpmae esp nmdomnp Gawhw o>hdo "mpoz \ W\ mszmmo seam mqeeomma mpmmm> iV\ meam sous amps 01d TEfld a L f,“ O NOILflTOAEH 83d IBSNVSHOHT MEL MI I .- 6.1 LLdVE—IS dE-‘Ifld GNflOd V d0 S A; no EBDHHE .mm meHBDQo>mm ho mQMmQZDm 2H Qmmmm mapm ommamflfi mamafinamafloa m m s e m e n m H o oapmfimopowwmno m o>Hw on spewed do coapsnanpmwe map :wdomflp madam o>950 “opoz fi/fl \. a \nu . / mJuMHJflJNHJ.c= v» ‘v\\\ \\ f x/ X 4/13. / K Vin” Hm 4.1%,;va \ Timxiw a x z i\ \ /Jr as \\ \ L \\ mm unjuswwax L t x \ mBDzHa mmm I V\i mZOHepqo>mm 2H ammmm I mADm mbmxm> Mmqm. .l “\w3 ZOHBOmezH so mammemm .1 a m a) b- <0 '0 V‘ “3 C“ '4 O "LdV NOILVLOH awna e: .4 o H r1 r4 "HQSOTO JHOd S ,3 Lu. m e' v: H r4 .4 d0 3 WBDZHE mmm mEOHBDQO>m ho mammazbm EH .Hmmm mzbm OmmHmeHmHmawamHmHflHonmhmmwnNHO ________ eopsoaeaa ma m>930 owpmfipopompmgo on pcaod oe pesos eoppoam "mpoz \i\ as \ (.5. “Ink \\ \4.8mfi \. m \XT‘ \HE.OWF. A \% \zma. \ 1\\xflmuhu\fi\\¥\\x .11 emHmpe aoHeomezH ammem \\; v\:\\x§aa mmaaaaam moaH we . swam \ \Nl \ oncomm mas so mozamammma \ny NH ma Om mm mm mm on ow «iv mm mm 00 HHSO'IO lHOd 831,th MOILVLOH LdVHS dL-"ifld LEO SEEHDECI s, '— mm .J-J‘ SP DELAY VERSUS PUNP CHART 0F INJECT 10hT 600 800 1000 1200 1400 1600 1800 2000 480 260 Speed in revolutions per minute oprump shaft - Injection delay in degrees 110 ll 11 ll 10%? 10-27 11 103‘- 10 10 10 10% 19 9? 9% H,’\‘r‘113 03030303me H15H1C‘é-fi‘32 L‘ CO L‘ b L\ (I) (I) H.182 r11: D-ECOL‘tOtOLO H102 Hire—21m l0 LO LO L0 10 LO LO H152 d‘fl‘d‘fi‘fiisfitfl INJIQtQtOtOtOlQl H102 H1N—61N—11CQr-10H1 t0 to N (\2 02 N H102 film H102 to to <11 <4 <24 sf :0 4102 “30003000 Burqni Jeddoo “It 11 10 <14 H101 6 Ave. Him H102 mowmmmm .Ifi r1101 LDKOLOLOLDLOLO H102 HjcwiNHk-Hofiov‘ H10 Locomu’uouno H102 H10 IDLDLDLDSI'HDLO H1Nr1101 H102 wwmwmmm d‘d‘fi‘d‘d‘fl‘d‘l H 1 1 {ONDEODOL‘Q NHM—«jczake H1C <11 to H101 H102 IOUDEOIOBOV'LO Him-4102 chvzainwiim‘p LO Sfi L0 L0 to LC) LO H132H1C€ mwwmmmm H101 V‘LOLOLDLOLOLO H102 «4103-1101 Entqni 19943 .11 5 Ave. 15 15 15 14 14 15 15 12% 15% 12 14 15 15 12 1 11% 11% 12 15 12 12 11 .1. :3 1' i" g, HHHQOOH HHHHHHH H101 OI—‘lf—lOr-NQOO l—Il—‘IHH Hr—l Hicwm r1102 030303030300) H1N H1C‘ L‘FL‘mCDwL‘ Him-4102 Him-1102 L0 L0 (0 b (O 10 (0 401—412»: LOIDKOKOCOKDQO H10? L‘L‘CDtOD-bb H103 (Oth-L‘L‘co EUanL 19918 new 15 11% 12 10% I7 Ave. 56 PLATE 1: Side view of test stand showing Spray chamber, Strobolux light, rear plenum chamber, filter box and connect- ing tubing. The meters seen are reflections in the glass. The Strobolux power supply, the Strobotac, part of the cen- trifugal blower, and the field control rheostats can also be seen. 57 PLATE 2: Near end view of the test stand showing inlet plenum chambers, Strobolux light, and nozzle mounting bracket. The Strobotac, flywheel, and motor field controls can also be seen in addition to the centrifugal blower and Strobolux power supply. 58 «1,1 Runs-Rnfillnz . I *s 9" ‘- :-~ ‘ Q . .. . ‘ > -A-.~. QF~5~ 1 PLATE 5: A detailed view of the pump, flywheel and the Strobotac. The timer and control, flywheel bearings, micro- meter throttle adjustment, and flywheel pointer can also be seen. This illustration also shows the nozzle mounted in the end of the spray chamaer, and tle pipe to the inlet plenum chamber. PLATE 4: This Side view shows the details of the mount- ing of the motor, the vee belt drive, and the coupling con- necting the flywheel shaft and the pump. The details of the fuel system can also be seen, with the five gallon reservoir, the fuel filters, and the overflow and supply tubing. 40 41 PLATE 5: Injection begins at 5°, photo at 9°, 250 rpm., .500 inch rack opening, AKC 45 SD 51 narrow pintle nozzle,.ll inch long steel tube, 1000 psi. nozzle opening pressure. An "ideal” injection. A small cloud from the previous Spray is Shown. PLATE 6: Injection begins at 4&0, photo at 110, 250 rpm., .575 inch rack Opening, AKC 45 SD 51 narrow pintle noz- zle, 1675 psi. nozzle Opening pressure, 11 inch long steel tube. Injection is Single phase. PLATE 7: Injection begins at 5°, photo at 15°, 250 rpm., .500 inch rack Opening, AKC 45 SD 51 narrow pintle nozzle, 11 inch long steel tube, 1000 psi. nozzle Opening pressure. The middle of an "ideal” injection. PLATE 8: Injection begins at 4%O, photo at 15°, and of injection at 15°, 260 rpm., .575 inch rack opening, AKC 45 SD 51 narrow pintle nozzle, 1675 psi. nozzle opening pressure, 11 inch long steel tube. PLATE 9: Injection begins at 50, photo at 19°, 250 rpm., .500 inch rack Opening, ABC 45 SW 51 narrow pintle nozzle, 11 inch long steel tube, 1000 psi. nozzle Opening pressure. PLATE 10: Injection begins at 5°, photo at 24°, injec- tion ends at 25°, 250 rpm., .500 inch rack opening, AKC 45 SD 51 narrow pintle nozzle, 11 inch long steel tube. PLATE 11: Injection begins at 5°, photo at 11°, second phase starts at 8°, 420 rpm., .250 inch rack Opening, ARC 45 SD 51 narrow pintle nozzle, 1675 psi. nozzle Opening pressure, 41 inch long c0pper tube. The breakup of the spray at the beginning of injection. PLATE 12: Injection begins at 5°, photo at 9°, 250 rpm., .575 inch rack Opening, ARC 45 SD 51 narrow pintle nozzle, 41 inch long cOpper tube, 1000 psi. nozzle Opening pressure. Two phase. Me- (n PLATE 15: Injection begins at 50, photo at 170, second phase begins at 16 , injection ends at 20°, 260 rpm., .575 inch rack Opening, AKC 45 SD 51 narrow pintle nozzle, 1675 psi. nozzle Opening pressure, 41 inch long copper tube. An illustration of the breakup of the Spray near the end of in- jection. PLATE 14: Injection begins at 5°, photo at 25°, 250 rpm., .500 inch rack Opening, AKC 45 SD 51 narrow pintle noz- zle, 1000 psi. nozzle Opening pressure, 41 inch long cOpper tube. Coarse particles are shown. ‘ Wu 0) PLATE 15: Injection begins at 5°, photo at 55°, 250 rpm., .500 inch rack Opening, AKC 45 SD 51 narrow pintle noz- zle, 1000 psi. nozzle Opening pressure, 41 inch long copper tube. This shows coarse particles appearing after injection. PLATE 16: Injection begins at 4°, photo at 14°, 105 rpm., .625 inch rack Opening, AKC 45 SD 51 narrow pintle noz- zle, 1000 psi. nozzle Opening pressure, 41 inch long COpper tube. A breakup into seven distinct phases is shown caused by nozzle squeak at low speeds. 47 PLATE 17: Injection begins at 5%0, photo at 7°, 250 rpm., .575 inch rack Opening, AKB 55 SD 175 medium pintle nozzle, 2000 psi. nozzle Opening pressure, 44 inch long steel tube. The first stage of injection of this nozzle. PLATE 18: Injection begins at 54°, photo at 12°, 250 rpm., .575 inch rack Opening, AKB 55 SD 175 medium pintle nozzle, 2000 psi. nozzle Opening pressure, 44 inch long steel tube. The second stage Of injection of the nozzle. PLATE 19: Injection begins at 3%°, photo at 16%O, 250 rpm., .575 inch rack Opening, A33 55 SD 175 medium pintle nozzle, 2000 psi. nozzle Opening pressure, 44 inch long steel tube. The end of the first phase. PLATE 20: Injection begins at 54°, photo at 25°, 250 rpm., .575 inch rack Opening, AKB 55 SD 175 medium pintle nozzle, 2000 psi. nozzle Opening pressure, 44 inch long steel tube. This shows the appearance of the second phase. 43 PLATE 21: Injection begins at 9°, photo at 120, 250 rpm., .575 inch rack Opening, A15 25 R 75 wide pintle nozzle, 2000 psi. nozzle Opening pressure, 44 inch long steel tube. 1' ill PLATE 22: Injection begins at 9°, photo at 15°, 250 rpm., .575 inch rack Opening, AKB 25 B 75 wide pintle nozzle, 2000 psi. nozzle ooening pressure, 44 inch long steel tube. The end Of injection. PLATE 25: Injection begins at 9°, photo at 18°, 250 rpm., .500 inch rack Opening, ARE 25 R 75 wide pintle nozzle, 2000 psi. nozzle Opening pressure, 44 inch long steel tube. The end of the injection. PLATE 24: Injection begins at 7°, photo at 50°, 465 rpm., .575 inch rack Opening, AKB 25 R 75 wide pintle nozzle, 2000 psi. nozzle Opening pressure, 44 inch steel tube. F17 Ine breakup of the spray aft r injection. APPENDIX V ORIGINAL DATA Speed Injection ' begins- rpm. degrees after port closure 1n DATA: Appearance of later phases- degrees after port closure Comments .125 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 41 inch long cOpper tube 106 262 480 600 800 1000 1200 1400 1600 1800 2000 tJiH 20 NIH 25, as 26, 44 so, 51 34, 56 NO spray NO spray NO spray NO spray Tiny trickle Bulk of spray after second phase Third phase very small Third phase small Two-three phase 2nd and 5rd blend together Speed Injection Appearance of in begins- later phases- rpm. degrees after degrees after ,port closure «port closure Comments DATA: .250 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 41 inch long OOpper tube 106 5% 255 6% 11 477 5% 6%, 15% 600 5 6, 15, 22 800 4 18 1000 5 20 1200 7 22%, 56, 49 1400 7 24;, 54 40, 55 1600 9 27%, 44, 51, 64 1800 10 50, 49, 56, 67 2000 11 54, 65 Inconsistent - nozzle squeak - many phases Consistent lst phase very small lst & 4th phase small 4th phase very small 5rd & 5th small 4th & 5th small 4th & 5th small 5rd phase small ORIGIHA DATA Speed Injection Appearance of in begins- later phases- rpm. degrees after degrees after Comments Aport closure Aport closure DATA: .575 inch throttle rack Opening, ARC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 41 inch long cOpper tube 112 6 Inconsistent - nozzle squeak - many phases 268 5 15, 20 2nd & 5rd irregular and snall - 49a 5 18, 25, 28% 5rd 5 4th small 600 5 19%, 25, 4th a 5th very small 27, 51 800 4% 21, 50, 58 4th phase small 1000 5% 24, 54, 4th a 5th phase small 41, 45 1200 7 26, 57%, 41 4th phase small 1400 a 27, 45 1600 9 29, 45 1900 10, 51, 49 2000 11 55%, 51 ORIGINAL EATA 54 Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure _port closure DATA: .500 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 41 inch long OOpper tube 96 5 260 4 18% 470 25 21, 56 600 7 23, 29, 55, 40 800 4 24, 52%, 54, 55, 57, 41, 45 1000 5 264, 57, 58%, 42 1200 6% 29, 57%, 40‘, 45, 48% 1400 7% 511 45, 45, 474, 49 1600 9 55, 48 1800 10 54, 51, 55 2000 11 55, 54% Inconsistent - nozzle squeak - many phases 4th a 5th phase small 4th, 5th, 8th phase 6th, 7th, and small but clear 5rd & 4th blend together 4th & 5th phase small 4th, 5th, & 6th blend together After 55° many more phases blending together 55 Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure port closure DATA: .675 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 41 inch long COpper tube 98 8 ll, 15, 18 Phases fairly consistent 275 45 25,_26% consistent 465 21 26, 51, 40% 4th phase weak 600 5 54, 59, 46 5rd & 4th phase small 800 4 28%, 57, 41 5rd, 4th, a 5th blend 45%, 51,62 together — 7th small 1000 5% 51%, 40, 44, 4th, 5th, 6th, 7th, 8th a 46, 55, 58, 9th small - 5th unsteady 61, 66 1200 7 55, 44, 50, 4th, 5th, a 6th small 56, 66 1400 7; 55, 49, 59, 4th, 5th, a 6th small 65, 66 1600 9 58, 52i 54, Last 5 phases small 57, 64g, 67 1800 10% 59, 55% 2000 10% 40, 60 56 Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after ,port closure Aport closure DATA: .750 inch throttle rack Opening, ARC 45 S? 51 nozzle, 1675 psi. nozzle Opening pressure, 41 inch long c0pper tuoe 100 6 10, 14, 17, 2nd phase inconsistent 21. 294 4 25 Dribble 475 2%, 27, 55, 57% 4th phase small 600 5 29%, 56, 41 800 4 51, 59, 44%, 4e, 51 1000 5% 54, 44, 49 1200 6 56, 47 1400 7% 57, 50 1600 9 59%, 56, 67 1800 10 , 59%, 56 2000 10% 42%, 61% N ORIGIHAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after ,port closure port closure DATA: .875 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 41 inch long 00pper tube 104 6 Inconsistent - many phases - nozzle squeak 260 4% 50 499 2% 55%, 59 600 5 54%, 40, 45 900 4 56, 44, 49 1000 5 59%, 49, 51, 55 1200 6 40, 52 1400 9 40, 52% 1600 9% 42, 56, 69 1900 9% 45, 60, 62 2000 11 45, 64 ORIGINAL 2414 Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure Aport closure DATA: 1.000 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 41 inch long COpper tube 100 6 Inconsistent - many phases - nozzle squeak 242 6 Single phase to 550 469 2%» 59 Dribble 600 5 50 900 4 44%, 55 1000 5 47 Dribble 1200 6% 49, 61, 69 1400 8 50, Injection continues past 750 1600 9% 52, 69 Past 750 1800 % 56 Continuous past 750 2000 10% Continuous a single 15.: phase past 750 59 ORIGINAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure port closure EnTA: .125 inch throttle rack Opening, AhC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 11 inch long steel tube 110 No spray 274 No spray 492 No spray 600 Very small trace of spray 800 4 Dribble to 11° 1000 4 Thin stream to 16° .1200 5 Very fine stream to 580 Single phase with nodes 1400 5 Fine Spray to 55° 1600 5% Fine to 450 — nodes 18 OO 7 Fine to 45° - nodes 2000 6% Fine to 67° — nodes ORIGIHAL EATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after ,port closure port closure DATA: .250 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 114 4% 272 5 499 5% 600 5 900 5 1000 4 14 1200 5 1400 5 1600 5% 1900 5% 2000 5% 24 11 inch long steel tube Nodes or phases plus dribble to 12° Fine spray to 160 Very fine dribble to 50° Node - fine dribble Node - fine dribble Fine dribble Single phase Single phase Second phase small ORIGIIAL DATA 61 Appearance of later phases- degrees after ,port closure Speed Injection in begins- rpm. degrees after ,port closure DATA: .575 inch throttle rack Opening, Comments KC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 11 inch long steel tube 1 08 5 6% y 7% i: 272 4% 480 4% 600 3 5 800 5% 17 1000 4 19 1200 4% 20 1400 5 21 1600 6 24 1800 6 25 2000 6 29 5rd incnnsistent - fine spray to 16° Single phase to 14° With dribble Single phase to 22° with dribble Kain injection begins at 5° - ends at 10° fine spray after 10° Kofles - 2nd very small 2nd phase small 2nd very small ORIGIHAL DATA 62 Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure 4port closure DATA: .500 inch throttle rack Opening, KC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 114 5 6%, 9, 10 12, 14 266 4% 492 5 19 600 5% 5%, 900 5% 21 1000 4 22 1200 5 25% 1400 5 26% 1600 5 29, 42% 1900 5% 40 2000 6 40 11 inch long steel tube Inconsistent Single phase with small dribble to 19° Second phase small (?) small Two phase 2nd phase 2nd phase very small 2nd phase extremely small 2nd phase small ORIGIIAL DATA Speed InjectiOn Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure port closure DhTA: .675 inch throttle rack Opening, AEC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 11 inch long steel tube 102 5% Inconsistent - nozzle squeak - many phases 244 5 Single phase to 220 475 5% Single phase to 26° 600 5 5% Rain body or spray at 5% ends at 270 900 5% Single phase to 27% 1000 4 28 Dribble - 2nd phase small 1200 4% 50 1400 5 44 1600 5 44, 46a 1900 5% 45%, 46, 51 2000 5 45 64 ORIGIIAL DATA Speed Injection Appearance Of in begins- later phases- Comments rpm. degrees after degrees after port closure ,port closure DATA: .750 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 11 inch long steel tube 108 5 Inconsistent - nozzle squeak - many phases 270 5 Single phase tO 250 no perceptible dribble 490 5% Single phase to 50° 600 5% 5% Main stream at 5%° - ends at 50° 900 5% 29 1000 4 50 1200 5 52% 1400 4% 45 1600 5 46, 49% 1900 5% 45, 49 2000 6 42, 45 ORIGINAL DATA 65 Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure ,port closure DATA: .875 inch throttle rack Opening, AFC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 11 inch long steel tube 102 5% 250 5 470 5% 600 4 5% 900 4 1000 5 1200 5 57 1400 5 40 1600 5 41 1900 5% 50 2000 5% 45, 49 Inconsistent - nozzle squeak - many phases Single phase to 29%° Single phase to 52° Ends at 52° Single phase to Single phase to 2nd phase small ORIG IIIAL DATA Speed Injection Appearance Of in begins- later phases- Comments rpm. degrees after degrees after «port closure port closure DATA: 1.000 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 11 inch long steel tube 104 5% Inconsistent - many phases - nozzle squeak 268 5 55, 55 Slightly irregular - Dribble to about 400 495 5% Single phase with nodes to about 450 600 5 Single phase to 400 NO apparent dribble 900 5% Single phase to 42° No apparent dribble 1000 4 Single phase to 45° 1200 5 Single phase to 45° 1400 5% 45 2nd phase small 1600 5% 47 2nd phase small 1800 5% 50 2nd phase small 2000 6 52, 64% ORIGIIAL DATA 67 Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after ,port closure _port closure DATA: .125 inch throttle rack Opening, AFC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 44 inch long steel tube 119 268 500 6 600 7 900 9 1000 10 16 1200 10% 19 1400 12 20 1600 15% 24% 1900 14% 27 2000 15% 29 NO spray NO Spray Small spray with trace dribble to about 55° Dribble to about 21° and at 15° — Good pattern 2nd phase small - end 400 2nd end phase small - indeterminate 2nd phase small ORIGINAL DATA Speed Injection IAppearance of in begins- later phases- Comments rpm. degrees after degrees after ,port closure port closure DATA: .250 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 44 inch long steel tube 117 6% 9 270 7 505 5% 600 5% 900 7 1000 9 1200 10% 1400 11% 1600 12% 1900 14 2000 16 59 2nd phase small - end 12° Inconsistent Single phase to 15° Single phase to 17° Single phase to 18° no apparent dribble Single phase to 250 Single phase to 24° Single phase to 50° Apparently single phase 2nd phase jerky ORIGINAL DATA 69 Speed ’Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure port closure DATA: .575 inch throttle rack Opening, ARC 45 S3 1675 psi. nozzle opening pressure, 44 inch long steel tube 110 7 10, 11 25s 7 500 5% 500 5% 500 7 1000 9% 1200 11 25% 1400 11% 50% 1500 15 54 1500 15% 2000 15 57 Inconsistent squeak heard to about 50° Single phase Single phase Single phase Single phase Single phase Second phase intermittent 51 nozzle, - no nozzle - dribble d. O |—" \7 O ('1- O (\T; U ‘ O to 27° to 27° to 50° jerky and 7O ORIGIHAL DATA Speed ’InjectiOn Appearance of in begins- later phases- Comments rpm. degrees after degrees after gport closure Aport closure DATA: .500 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 44 inch long steel tube 114 7 Several inconsistent phases to 500 274 8 Inconsistent - single phase to 20° 502 6 Single phase & dribble to 270 600 6 Single phase & dribble to 270 800 7 Single phase & dribble to 50° 1000 9% 25 1200 11 52 1400 11% 54 1600 12 . 56 1500 15 57% ‘1 2000 15 40% 71 ORIGIHA DATA Speed Injection Appearance of in begins- later phases- rpm. degrees after degrees after _port closure port closure Comments DATA: .675 inch throttle rack Opening, ARC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 44 inch long steel tube 110 7 Inconsistent - nozzle squeak - many phases 250 5% Single phase to 550 492 6 Single phase & dribble to 55° 600 7 Single phase to 50° 800 8 51 1000 9 55% 1200 l0 56 1400 11% 41% 1500 11% 41% 1800 15 45 2000 14 47 ORIGINAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after gport closure pport closure DATA: .750 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1675 si. nozzle 0 ening ressure 44 inch long steel tube P P 3 P , 5 105 7 260 7 494 5 600 5% 800 8% 52% 1000 9 1200 9% 58% 1400 10% 40% 1600 12 45 180° 12% 45 2000 I4 49 Inconsistent - nozzle squeak - many phases Single phase & dribble to 29° Single phase to 52° Single phase to 55° Single phase to 40° ORIGINAL DATA Speed Injection Appearance of in begins- later phases- rpm. degrees after degrees after port closure port closure DATA: .875 inch throttle rack Openin 1675 psi. nozzle Opening pressure, 44 102 7 250 7 455 5 500 5% 54 500 5 1000 9% 1200 10 42 1400 10 45 1500 11 47 1500 12 55 2000 I5 58 Comments g, AKC 45 SD 51 nozzle, inch lorg steel tube 'LL. Inconsistent - nozzle squeak - many phases Single phase to 52° Single phase to 56° Single phase to 40° Single phase to 40° ORIGINA DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after gport closure port closure DATA: 1.000 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 44 inch long steel tube 100 6 Inconsistent - nozzle squeak - many phases 258 7 34 End at 58° 485 6 58 2nd phase inconsistent 600 6 Single phase to 44° 800 7% Single phase to 45° 1000 9 Single phase to 50° 1200 10 Single phase to 55° 1400 ll 50 2nd phase small 1600 11% 55 2nd phase small 1800 12 56 2000 15 58 ORIGIIAL DATA Speed Throttle Gross het Pounds Can in rack pounds Kinutes Pounds per tare rpm. opening_ & oz. revolution oz. FUEL FLOW RATE: ALC 45 SD 51 nozzle, 1675 psi. nozzle Opening pressure, 44 inch long steel tube used 1050 .125 1% 11 5/4 50 .907 .0000255 15% oz. 1045 .250 2% 2 5/4 10 1.544 .0001252 15% oz. 1044 .575 7% 2% 10 2.55 .000225 15% oz. 1055 .500 2% 5 oz. 5 1.57 .0005225 15% oz. 1055 .500 2% 5% 5 15% oz. 1055 .500 2% 7 5/4 5 15% oz. 1057 .525 2% 15 5/4 5 2.05 .000592 15% oz. 950 .750 5% 14 5/4 5 5.09 .000527 15% oz. 975 .575 5; 14% 5 5.05 .000525 15% oz. 975 1.000 4% 4% 5 5.45 .00071 15% oz. hote: Strobotac adjusted for correct speed, periodic speed readings with mental average, weight accuracy to less than plus or minus 5 oz., timer checked with electric clock for accuracy, speed average estimated accurate to within plus or minus 5 rpm. 76 Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure port closure DATA: .250 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1050 psi. nozzle Opening pressure, 11 inch long steel tube 110 5 Inconsistent - nozzle squeak - many phases 257 5 Single phase & dribble to about 17° 487 5% Single phase to 19° 600 5% 15 2nd phase small 800 4 Single phase to 20° 1000 5 15%, 151 1200 5% 15% 1400 6 22, 24 1600 5 1500 5% 2000 7 ORIGIIAL DATA 77 Appearance of later phases- Speed Injection in begins- Comments rpm. degrees after degrees after 4port closure 4port closure DATA: .500 inch throttle rack Opening, ARC 45 SD 51 nozzle, 1050 psi. nozzle Opening pressure, 11 inch long steel tube 112 5 272 4% 497 5% 21 500 5% 500 4 1000 4% 25 1200 5 27 1400 5 29 1500 5 45, 45 1500 5% 45 2000 5% 45 Inconsistent - nozzle squeak - many phases Single phase to 25° Single phase to 22° Single phase to 26° ORIGINAL DATA Speed Injection Appearance of in begins- later phases- rpm. degrees after degrees after port closure port closure DATA: .750 inch throttle rack Openin 1050 psi. nozzle Opening pressure, ll 108 5 250 4% 450 5% 500 4 50 500 4% 1000 5 55 1200 5 54% 1400 5 55, 52 1500 4% 47 1800 47 5 2000 5 48 Comments g, AKC 45 SD 51 nozzle, inch long steel tube Inconsistent - nozzle squeak - many phases Single phase to 270 Single phase to 28%0 Single phase to 510 5rd phase inconsistent ORIGINAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure port closure DATA: .250 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1450 psi. nozzle Opening pressure, 11 inch long steel tube 104 5% Nozzle squeak 250 5 Single phase and much dribble to 27° 415 5% Single phase & dribble to 160 500 5% Single phase & dribble to 210 800 4 Single phase & dribble to 180 1000 5 15%, 17 End at 250 1200 5% 18 2nd phase small 1400 6% 20% 2nd phase small 1500 5% 22 2nd phase small 1800 7 25% 2nd phase small 2000 7% 25 2nd phase small ORIGINAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure 4port closure DATA: .500 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1450 psi. nozzle Opening pressure, 11 inch long steel tube 108 5% Nozzle squeak 260 5 Single phase & dribble to 20° 455 4 Single phase & dribble to 25° 600 4 Single phase & dribble to 27° 800 4% Single phase & dribble to 26° 1000 5% 25 2nd phase small 1200 6 27 2nd phase small 1400 6 29 2nd phase small 1600 5% 1800 5% 45% 2nd phase shaky 2000 6 41% 2nd phase shaky If»: EDIT.1 magi... - _..._V a w 81 ORIGINAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after 4port closure #port closure DATA: .750 inch throttle rack Opening, AKC 45 SD 51 nozZle, 1450 psi. nozzle Opening pressure, 11 inch long steel tube 105 5% Nozzle squeak 250 5% Single phase & dribble to 27° 415 5% Single phase & dribble to 52° 600 4 Single phase & dribble to 55° 800 4% Single phase & dribble to 550 (7) 1000 5 Single phase & dribble to 550 1200 5% 54 2nd phase Small 1400 5 55, 55 1500 5 47, 51 1800 5 47%, 55' 2000 5 45 OEIGIEAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after qport closure port closure DATA: .250 inch throttle rack Opening, AKC 45 SD 51 nozzle, 2000 psi. nozzle Opening pressure, 11 inch long steel tube 105 5 Nozzle 249 5% Single to 15° 470 5% Single to 15° 500 5% Single to 240 800 4% Single to 18° 1000 5 15 1200 5 18 1400 5% 1500 7 1500 7% 2000 7% 25 squeak phase & 0 phase a phase & phase & dribble dribble dribble dribble v IL: ORIGIKAL DATA Speed Injection Appearance of in begins— later phases— rpm. degrees after degrees after gport closure port closure DATA: .500 inch throttle rack Opening, AKC 45 SD 51 nozzle, Comments 2000 psi. nozzle Opening pressure, 11 105 5 250 5% 452 5 500 5% 800 4 1000 5 1200 5% 1400 5% 27 1500 5 29 1500 5 41, 45 2000 5 40 inch long steel tube Inconsistent - nozzle squeak - many phases Single phase to 200 Single phase to 22° Single phase to 22° Single phase to 250 Single phase to 26° Single phase to 50° 2nd phase inconsistent 84 Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure gport closure D ATA: .750 inch throttle rack opening, ABC 45 SD 51 nozzle, 2000 psi. nozzle opening pressure, 11 inch long steel tube 106 Inconsistent - nozzle squeak - many phases 256 5% Single phase to 27° 480 5% 2a 600 6% Single phase with nodes to 50° 800 4 Single phase & dribble to 55° 1000 5 51 2nd phase small 1200 5% 55 2nd phase small 1400 5 55, 48 1600 5% 48, 51 1800 6 48 2000 5% 45, 49 ORIGIIAL DATA 85 Speed in rpm. DATA: Injection begins- degrees after _pgrt closure Appearance of later phases- degrees after port closure 2400 psi. nozzle Opening pressure, 104 269 500 600 BOO 1000 1200 1400 1600 2000 1 ‘L r) A: 03 CDQQO) NIH l6 1 l 7 ‘2"? Comments .250 inch throttle rack Opening, ABC 45 SD 51 nozzle, 11 inch long steel tube Inconsistent - nozzle squeak - many phases Single phase to 14° Single phase & dribble to 19° Single phase & dribble to 18° Single phase & dribble to 18° 2nd phase small 2nd phase small Single phase to 19° Single phase to 22° Single plase to 24° Single phase to 250 ORIGIIAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after _pprt closure Aport closure DATA: .500 inch throttle rack opening, AKC 45 SD 51 nozzle, 2400 psi. nozzle Opening pressure, 11 inch long steel tube 108 7 Inconsistent - nozzle squeak - many phases 255 5% Single phase to 18%° 505 6% Single phase to 22° 600 6% Single phase to 22° 800 6 22 1000 5% Single phase to 270 1200 5% Single phase to 280 1400 6 27 1600 6% 28 1800 7 40, 45 2000 7 59, 45% ORIGIIAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure pport closure DATA: .750 inch throttle rack Opening, A50 45 SD 51 nozzle, 2400 psi. nozzle Opening pressure, 11 inch long steel tube. 102 7 Nozzle squeak 255 5% Single phase to 250 495 6 Single phase to 280 500 5% Single phase to 290 800 7% 29 1000 5% Single phase to 550 1200 5 55 1400 5 55 1500 5% 50 1800 7 45, 45% 2000 5% 47, 54 ORIGIHAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure Aport closure DATA: .250 inch throttle rack Opening, ARC 45 SD 51 nozzle, 1000 psi. nozzle Opening pressure, 44 inch steel tubing 106 5% No nozzle squeak - phases and dribble to 160 252 5 7% End at 17° 450 5% Single phase & dribble to 220 600 5% Single phase & dribble to 250 800 8% Single phase & dribble to 420 1000 10% Single phase & dribble to 570 1200 12 Single phase & dribble to 420 1400 12 Single phase & dribble to 440 1600 14 55 1800 16 54 2000 17 58 89 ORIGIIAL DATA Speed Injection Appearance of in begins- later phases— Comments rpm. degrees after degrees after port closure port closure DATA: .500 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1000 psi. nozzle Opening pressure, 44 inch long steel tube 104 7 Inconsistent - nozzle squeak - many phases 245 5 7 Dribble to 210 455 5 Single phase & dribble to 550 500 7 24 Eni at 550 800 9 Single phase to 290 1000 10% Single phase to 55° 1200 11% Single phase to 45° 1400 12 1500 12% 40 1800 15% 41% 2000 15 47 ORIGIEAL DATA 90 Speed Injection Appearance of in begins— later phases- rpm. degrees after degrees after port closure port closure Comments DATA: .750 inch throttle rack Opening, KC 45 SD 51 nozzle, 1000 psi. nozzle Opening pressure, 44 inch long steel tube 105 5 258 5 7 452 5 50 500 7 500 9 1000 9% 57 1200 10 40 1400 10% 41 1500 10% 44% 1800 12 47 2000 5% 5o Nozzle squeak Dribble to 50° End at 47° Single phase to 55° Single phase to 590 ORIGINAL DATA Speed Injection Appearance of in begins— later phases- rpm. degrees after degrees after port closure _port closure DATA: .250 inch throttle rack Opening, AKC 45 SD 51 nozzle, Comments 1450 psi. nozzle Opening pressure, 44 inch long steel tube 112 7 272 7 505 5% 500 5 800 7% 17% 1000 9% 1200 ll 27 1400 12 1500 15 1800 14% 54 2000 15% 55 Single phase & dribble to 12%0 Single phase & dribble to 17%0 Single phase & dribble to 190 Single phase & dribble tO 250 2nd phase small 2nd phase small ORIGIKAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure port closure DATA: .500 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1450 psi. nozzle Open'ng pressure, 44 inch long steel tube 114 7 Nozzle squeak 265 7 Single phase & dribble to 21° 498 6 Single phase & dribble to 27° 500 5% Single phase & dribble to 50° 800 8 Single phase & dribble to 510 1000 10 29 1200 11% 55 1400 12 55 1500 12% 57 1800 15% 55% 2000 14% 42 N ORIGILAL DATA Speed Injection Appearance of in begins- later phases— Comments rpm. degrees after degrees after port closure port closure DATA: .750 inch throttle rack Opening, AKC 45 SD 51 nozzle, 1450 psi. nozzle Opening pressure, 44 inch long steel tube 108 6% Nozzle squeak 262 7 Single phase & dribble to 27° 495 6 Single phase & dribble to 510 500 5% 50 2nd phase small - 3nd at 57° 800 8% Single phase to 38° 1000 10 56 1200 10% 59 1400 11 40% 1500 11% 45 1800 12% 45 2000 15% 49% 94 ORIJIXAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure _port closure DATA: .250 inch throttle rack Opening, AKC 45 SD 51 nozzle, 2000 psi. nozzle Opening pressure, 44 inch long steel tube 114 7 NO nozzle squeak Single phase & dribble to 110 25s 7% Single phase & dribble to 15° 495 6 Single phase & dribble to 19° 500 5% End at 190 500 7 End at 290 1000 9 End at 250 1200 10% 3nd at 510 1400 12 End at 540 1500 15 End at 420 1800 14 50 2nd phase shaky 2000 15% 55 2nd phase shaky 95 ORIGINAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure ,port closure DATA: .500 inch throttle rack Opening, ARC 45 SD 51 nozzle, 2000 psi. nozzle Opening pressure, 44 inch long steel tube 102 7 Nozzle squeak 244 7% Single phase & dribble to 25° 465 7 10 Ends at 24° 600 7 Single phase to 51° 800 7% 25 1000 9 28 1200 11 51 2nd phase small 1400 11% 54 2nd phase small 1500 12% 55 1800 15% 57% 2000 14% 40% 45 (q n; ’ ORIGIEAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure pport closure DATA: .750 inch throttle rack Opening, AIC 45 SD 51 nozzle, 2000 psi. nozzle Opening pressure, 44 inch long steel tube 110 7 Nozzle squeak 260 7% Single phase to 210 482 7 10 Ends at 250 600 7 Single phase & dribble to 270 800 8 26 2nd phase small - ends at 500 1000 9 28% 2nd phase small - ends at 550 1200 11 51 2nd phase small - ends at 580 1400 12 54 2nd phase small 1600 12% 55 1800 15% 58 2000 14% 40% J ORIGIKAL :RTA Speed in Injection Appearance of rpm. begins- later phases- Comments degrees after degrees after port closure ,port closure DATA: .250 inch throttle rack Opening, AKC 45 SD 51 nozzle, 2400 psi. nozzle Opening pressure, 44 inch long steel tube 112 7% Eozzle squeak 262 7% Inconsistent - dribble to 250 495 7 Single phase to 160 600 7 Single phase & dribble to 220 800 8 17 2nd phase small - ends at 500 1000 9 Single phase & dribble to 500 1200 10% 25 2nd phase small 1400 12 Single phase to 50° 1600 15 27% 2nd phase small 1800 14 50 2nd phase small 2000 15% 52 2nd phase small ORIGINAL ERTA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after ,port closure port closure DATA: .500 inch throttle rack Opening, AKC 45 SD 51 nozzle, 2400 psi. nozzle opening pressure, 44 inch long steel tube. 108 7% Hozzle squeak 260 8 Single phase to 210 467 8 10, 22 End at 27° 600 8 11% 2nd phase inconsistent - end at 27° 800 8 26 2nd phase small 1000 9 28 2nd phase small 1200 ll 51 2nd phase small 1400 12 55 1600 15 55 1800 14 57 2000 15 4O ORIGIIAL DATA Speed Injection Appearance of in begins- later phases- Comments rpm. degrees after degrees after port closure pport closure DATA: .750 inch throttle rack Opening, KC 45 SD 51 nozzle, 2400 psi. nozzle Opening pressure, 44 inch long steel tube 100 7% 255 a 455 7 500 7% 29 800 9 52 1000 10 51 1200 ll 57 1400 11% 4c 1500 12% 42 1800 15% 45 2000 14% 4e Nozzle Single to 290 Single to 5 2nd 2nd 2nd 2nd 2nd 2nd 2nd 50 phase phase phase phase phase phase phase phase phase a squeak 0 small small small small small small small small dribble phase & dribble I A STATE UNIVERSITY LIBRARIES ”'Tmfiulfll lllllll 1193 03083 0842