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Simulation of the magnetic properties for common rail electro-injector
Journal of Materials Processing Technology 155–156 (2004) 1611–1615
Simulation of the magnetic properties for common rail electro-injector M. Ricco a , S. De Matthaeis b , A.G. Olabi c,∗ a b
Centro Ricerche Fiat (CRF), Valenzano, BA, Italy Centro Ricerche Fiat (CRF), Valenzano, BA, Italy c Dublin City University (DCU), Dublin, Ireland
Abstract After the great success of the application of the common rail system on the vehicles, it became very attractive to apply this new injection system on small engine, which has much industrial application. This work represents a comprehensive study on optimising the magnetic properties of the electro-injector used in off-road application. In this work analytical studies were implemented to simulate the solenoid actuator for the electro-injector, depend on the required quantities of the diesel oil. To reach our goal different models with different concepts were built-up to evaluate the best magnetic properties of the applied materials. Different types of steels were simulated, to achieve the better working force from the solenoid actuator. Different models were built-up by varying the material properties from one side and the working parameters such as the coil turn, current for a fixed gap between the armature and the back iron from the other side. Comprehensive structural modelling was carried out to secure and optimise the function ability of the electro-injector, in particular the interference fitting between different parts of this injector. The analytical study was carried out with the application of FEM using ANSYS 6.1 and Pro/Mech. programmes. As a result of this simulation, the magnetic characterization has been determined, by choosing the right steel for the best solenoid actuator application. The electro-injector parts were optimised. Finally, the experimental and analytical results both were in good agreement. © 2004 Elsevier B.V. All rights reserved. Keywords: Electro-injector; Common rail system; Magnetic materials; Solenoid; Diesel; Engine
1. Introduction At the last few years, new technologies in the field of diesel fuel injection have been developed, to increase the engine performance and reduce the emission to meet European and International emission standard, also to reduce the fuel consuming cost. The great impact on the diesel vehicles started with the development of the high pressure common rail system in 1994 [1,2], followed by extensive development by introducing the multiple injection system [3–5] to get further reduction in the emission and fuel consuming. After the eminent success of the common rail system, the research Centre of Fiat (CRF) has carried out a full research development to design and implement the common rail system on the industrial engine, by developing the whole system and in particular the electro-injector. Fig. 1 shows the
new design of the industrial common rail electro-injector. In fact, after a great effort a new electro-injector has been developed for different industrial application, during the course of this development the electro-injector has been designed and analyzed, the solenoid system has been optimised [6]. Many investigations have been carried out to develop and investigate different aspects of the magnetic properties and to develop new types of materials with a greater magnetic characteristics [7–10]. In this work the solenoid material has been optimised to get the best force to open and close the injector, as well a structural analysis for assembling the electro-injector without loosing its functionability has been carried out.
2. Finite element procedures 2.1. FINITE ELEM software
∗
Corresponding author. E-mail addresses: [email protected] (M. Ricco), [email protected] (S. De Matthaeis), [email protected] (A.G. Olabi). 0924-0136/$ – see front matter © 2004 Elsevier B.V. All rights reserved. doi:10.1016/j.jmatprotec.2004.04.343
In this work ANSYS 6.1 and Pro/Mech. were applied [11], for the structural and electro-magnetic analysis by
1612
M. Ricco et al. / Journal of Materials Processing Technology 155–156 (2004) 1611–1615
Fig. 1. The new industrial common rail electro-injector.
using Penalty–Lagrange method as the basis of the structural contact analysis, while ANSYS 6.1 has been applied again for the electromagnetic simulation using the Maxwell’s equations as the basis of the magnetic field analysis. Different models were built up to simulate the effect of interference fit for assembling the body and the valve-body of the electro-injector without effecting the movement of the piston-valve, as well electromagnetic simulations have been carried out to optimise the magnetic materials of the solenoid. Fig. 1 shows the new industrial common rail electro-injector.
model. From the previous study [6] the useful zone before the saturation has been determined for different gaps and ampere-coil turns. In the current study seven ampere-coil turns before the saturation were applied with a gap of
2.2. Boundary conditions 2.2.1. Contact analysis After creating the geometry of the interference fit parts as can be seen in Fig. 2, then the following steps have been carried out; defining the mesh; defining the material; defining the real constant; creating the contact elements and defining their key points and real constants, finally, defining the appropriate constraints. The interference fit was varied between 10 and 30 m also the geometrical tolerance has been considered in these simulations. 2.2.2. Electromagnetic analysis Many models were created to determine the gained force of the solenoid after passing the determined ampere for each
Fig. 2. The contact model.
M. Ricco et al. / Journal of Materials Processing Technology 155–156 (2004) 1611–1615
1613
3. Results and discussions
investigated with values of: 10, 20 and 30 m. Also the geometrical tolerances have been considered, by simulating two models with cliconal shape with a difference of 10 m between the top and bottom of the simulated models. The results show that the displacement at the inner surface of the valve is quite uniform with the value of 35% of the original fit value, it can be noticed that by increasing the interference fit value for 20 and 30 m the displacement is quite large and would affect the functionability of the electro-injector. Fig. 4 shows an example of the obtained displacement results by ANSYS for an interference of 20 m, while Fig. 5 shows the results obtained by Pro/Mech. for the same previous conditions. As it can be noticed that a great coincide has be obtained by applying these packages (ANSYS and Pro/Mech.). By varying the interference from 10 m at the top to 20 m at the bottom or 20 m at the top to 30 m at the bottom, the displacement at the inner surface of the valve was varied between 20 and 50%. These variations, which would affect the function ability of the electro-injector. It was evidence in this study that a full agreement between the simulated results either by ANSYS or by Pro/Mech. have been obtained.
3.1. Structural analysis
3.2. Electromagnetic analysis
Different models were built-up to simulate the effect of interference fit on the final geometry of the assembled components. In this work, three interference values have been
This part of simulation concerns on optimising the electromagnetic material properties. To do so, many models were built-up with a gap of 0.1 mm and seven different current-coil turns with the following values: 128, 160, 192, 224, 256, 288 and 320 A per coil turns.
Fig. 4. Interference fit (ANSYS).
Fig. 5. Interference fit (Pro/Mech.).
Fig. 3. Shows the electromagnetic model.
0.1 mm, while the materials properties were varied. Fig. 3 shows the electromagnetic model.
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M. Ricco et al. / Journal of Materials Processing Technology 155–156 (2004) 1611–1615 180
Gap=0.1mm
160
Force [N]
140
Ampere/ Coil-Turns 128 160 192 224 256 288 320
AISI 410 C 10 Fe-3Si Fe-50N 100Cr6
0
224 80.2 82.9 87.2 95.1 94.5
256 85.3 94.7 101 116.3 122.6
100
200
300
400
Ampere-Coil Turn
Fig. 8. The obtained force for the finite element simulations with a gap of 0.1 mm.
Table 1 The obtained force for the finite element simulations with a gap of 0.1 mm 192 64.5 65.4 68 70.1 69.6
Fe-50Ni C 10
60
0
The materials were varied between soft magnetic material and high magnetic material properties. Fig. 6 shows the main parameters of this simulation. The results show that the saturation of these materials were varied for different levels, the value of the obtained force has been determined for the above materials with different current-coil turns and a fixed gap. Fig. 7 shows the magnetic flux for Fe–3Si steel with an ampere-coil turns of 224 and a gap of 0.1 mm. It is obvious from the above figure that the useful force could be obtained by the application of 224 A-coil turns before arriving to the saturation value of that steel. In these simulations the gained forces have been determined for all these simulated cases. Fig. 8 and Table 1 could
160 46 46.3 47.5 48.7 48.3
410
80
20
Fig. 7. The magnetic flux for Fe–3Si with 224 A-coil turns and a gap of 0.1 mm.
128 29.6 30 30.4 31.2 30.9
100Cr6
100
40
Fig. 6. Electromagnetic simulation parameters.
Ampere-coil turn AISI 410 C10 100Cr6 Fe–3Si Fe–50Ni
Fe-3Si
120
288 88 103.7 112 131 148.1
320 90.3 111.1 119.5 138.4 158.5
summarise the results of these different finite element simulation. It can be noticed that the saturation for AISI 410 is within 220 A-turn, while it is higher to C10 and much higher for 100Cr6 and Fe–3Si and the highest value is about 280 A-turn for Fe–50Ni. The results show that the maximum force could be gained by using Fe–50Ni steel for both the armature and the back-iron, where the force were a twice of steel 410 with the same current and coil turn of a 320 A-coil turns. It is evident from these results that Fe–50Ni and Fe–3Si have a higher saturation values and the obtained force is much higher than the other steels. It can be noticed from Fig. 7 that with a current-coil turn of less than 250 the difference between the obtained force is not notable as much as the current-coil turns are above 250. It could be advised to use Fe–50Ni and Fe–3Si steels for a special application of the electro-injector, where a great force value is essential point, while for normal application steel C10 or 100Cr6 could be used. Finally, it is evident from a previous study [6] that a very good agreement has been demonstrated between the analytical and the experimental results.
4. Conclusion It can be concluded from the above study the following points: 1. The fit interference of 10 m between the valve and the body will not affect the functionability of the electro-injector, after applying the appropriate tolerances on the piston. 2. The fit interference of 20 and 30 m is not advisable due to the large deformation on the inner surface of the valve. 3. The geometrical tolerance would have a great affect on the uniformity of the inner displacement and would affect the electro-injector functionability. 4. Fe–50Ni and Fe–3Si give a very high electro-magnetic performance with the highest gained force.
M. Ricco et al. / Journal of Materials Processing Technology 155–156 (2004) 1611–1615
5. 100Cr6 and C10 give reasonable electromagnetic performance with a good gained force. References [1] G. Stumpp, M. Ricco, Common Rail—an Attractive Fuel Injection System for Passenger Car DI Diesel Engines, SAE 960870, 1996. [2] R. Rinolfi, R. Imarisio, The potentials of third generation direct injection diesel engines for passengers cars, in: Proceedings of the International Conference on Engine and Environment, Graz, September 1997. [3] R. Imarisio, G.M. Rossi Sebastiano, Potential common rail DI diesel engines, in: Proceedings of the International Conference on the Future of Diesel Engine Technology, Italy, 2000. [4] R. Imarisio, M. Ricco, G.M. Rossi Sebastiano, Multiple injection, a cost effective solution for emmision reduction of common rail DI diesel engines, in: Proceedings of the International Conference on Automobile and Engine Technology, Aachen, Germany, October 2000.
1615
[5] L. Bernard, M. Casalone, G.M. Rossi Sebastiano, Achieving very high fuel economy and good performance with engine downsizing, in: Proceedings of the Ricardo International Conference, Brighton, 2000. [6] A.G. Olabi, M. Ricco, Optimisation of multi-purpose solenoid actuator used for automotive application, in: Proceedings of the International Conference AMPT, Madrid, 2001. [7] P. Allia, M. Coisson, V. Selvaggini, P. Tiberto, F. Vinai, Novel aspects of magnetoresistance in nanogranular magnetic systems, J. Magn. Magn. Mater. 262 (1) (2003) 47–51. [8] M. Ledieu, O. Acher, New achievements in high-frequency permeability measurements of magnetic materials, J. Magn. Magn. Mater. 258–259 (2003) 144–150. [9] S.E. Lofland, T. Scabarozi, K.V. Ramanujachary, W.H. McCarroll, Unusual magnetic properties of La5 Mo4 O16 , J. Magn. Magn. Mater. 260 (1–2) (2003) 184–187. [10] R. Grössinger, H. Sassik, D. Holzer, N. Pillmayr, Magnetic characterization of soft magnetic materials––experiments and analysis, J. Magn. Magn. Mater. 254–255 (2003) 7–13. [11] Electromagnetic Field Analysis Guide, ANSYS.
Simulation of the magnetic properties for common rail electro-injector M. Ricco a , S. De Matthaeis b , A.G. Olabi c,∗ a b
Centro Ricerche Fiat (CRF), Valenzano, BA, Italy Centro Ricerche Fiat (CRF), Valenzano, BA, Italy c Dublin City University (DCU), Dublin, Ireland
Abstract After the great success of the application of the common rail system on the vehicles, it became very attractive to apply this new injection system on small engine, which has much industrial application. This work represents a comprehensive study on optimising the magnetic properties of the electro-injector used in off-road application. In this work analytical studies were implemented to simulate the solenoid actuator for the electro-injector, depend on the required quantities of the diesel oil. To reach our goal different models with different concepts were built-up to evaluate the best magnetic properties of the applied materials. Different types of steels were simulated, to achieve the better working force from the solenoid actuator. Different models were built-up by varying the material properties from one side and the working parameters such as the coil turn, current for a fixed gap between the armature and the back iron from the other side. Comprehensive structural modelling was carried out to secure and optimise the function ability of the electro-injector, in particular the interference fitting between different parts of this injector. The analytical study was carried out with the application of FEM using ANSYS 6.1 and Pro/Mech. programmes. As a result of this simulation, the magnetic characterization has been determined, by choosing the right steel for the best solenoid actuator application. The electro-injector parts were optimised. Finally, the experimental and analytical results both were in good agreement. © 2004 Elsevier B.V. All rights reserved. Keywords: Electro-injector; Common rail system; Magnetic materials; Solenoid; Diesel; Engine
1. Introduction At the last few years, new technologies in the field of diesel fuel injection have been developed, to increase the engine performance and reduce the emission to meet European and International emission standard, also to reduce the fuel consuming cost. The great impact on the diesel vehicles started with the development of the high pressure common rail system in 1994 [1,2], followed by extensive development by introducing the multiple injection system [3–5] to get further reduction in the emission and fuel consuming. After the eminent success of the common rail system, the research Centre of Fiat (CRF) has carried out a full research development to design and implement the common rail system on the industrial engine, by developing the whole system and in particular the electro-injector. Fig. 1 shows the
new design of the industrial common rail electro-injector. In fact, after a great effort a new electro-injector has been developed for different industrial application, during the course of this development the electro-injector has been designed and analyzed, the solenoid system has been optimised [6]. Many investigations have been carried out to develop and investigate different aspects of the magnetic properties and to develop new types of materials with a greater magnetic characteristics [7–10]. In this work the solenoid material has been optimised to get the best force to open and close the injector, as well a structural analysis for assembling the electro-injector without loosing its functionability has been carried out.
2. Finite element procedures 2.1. FINITE ELEM software
∗
Corresponding author. E-mail addresses: [email protected] (M. Ricco), [email protected] (S. De Matthaeis), [email protected] (A.G. Olabi). 0924-0136/$ – see front matter © 2004 Elsevier B.V. All rights reserved. doi:10.1016/j.jmatprotec.2004.04.343
In this work ANSYS 6.1 and Pro/Mech. were applied [11], for the structural and electro-magnetic analysis by
1612
M. Ricco et al. / Journal of Materials Processing Technology 155–156 (2004) 1611–1615
Fig. 1. The new industrial common rail electro-injector.
using Penalty–Lagrange method as the basis of the structural contact analysis, while ANSYS 6.1 has been applied again for the electromagnetic simulation using the Maxwell’s equations as the basis of the magnetic field analysis. Different models were built up to simulate the effect of interference fit for assembling the body and the valve-body of the electro-injector without effecting the movement of the piston-valve, as well electromagnetic simulations have been carried out to optimise the magnetic materials of the solenoid. Fig. 1 shows the new industrial common rail electro-injector.
model. From the previous study [6] the useful zone before the saturation has been determined for different gaps and ampere-coil turns. In the current study seven ampere-coil turns before the saturation were applied with a gap of
2.2. Boundary conditions 2.2.1. Contact analysis After creating the geometry of the interference fit parts as can be seen in Fig. 2, then the following steps have been carried out; defining the mesh; defining the material; defining the real constant; creating the contact elements and defining their key points and real constants, finally, defining the appropriate constraints. The interference fit was varied between 10 and 30 m also the geometrical tolerance has been considered in these simulations. 2.2.2. Electromagnetic analysis Many models were created to determine the gained force of the solenoid after passing the determined ampere for each
Fig. 2. The contact model.
M. Ricco et al. / Journal of Materials Processing Technology 155–156 (2004) 1611–1615
1613
3. Results and discussions
investigated with values of: 10, 20 and 30 m. Also the geometrical tolerances have been considered, by simulating two models with cliconal shape with a difference of 10 m between the top and bottom of the simulated models. The results show that the displacement at the inner surface of the valve is quite uniform with the value of 35% of the original fit value, it can be noticed that by increasing the interference fit value for 20 and 30 m the displacement is quite large and would affect the functionability of the electro-injector. Fig. 4 shows an example of the obtained displacement results by ANSYS for an interference of 20 m, while Fig. 5 shows the results obtained by Pro/Mech. for the same previous conditions. As it can be noticed that a great coincide has be obtained by applying these packages (ANSYS and Pro/Mech.). By varying the interference from 10 m at the top to 20 m at the bottom or 20 m at the top to 30 m at the bottom, the displacement at the inner surface of the valve was varied between 20 and 50%. These variations, which would affect the function ability of the electro-injector. It was evidence in this study that a full agreement between the simulated results either by ANSYS or by Pro/Mech. have been obtained.
3.1. Structural analysis
3.2. Electromagnetic analysis
Different models were built-up to simulate the effect of interference fit on the final geometry of the assembled components. In this work, three interference values have been
This part of simulation concerns on optimising the electromagnetic material properties. To do so, many models were built-up with a gap of 0.1 mm and seven different current-coil turns with the following values: 128, 160, 192, 224, 256, 288 and 320 A per coil turns.
Fig. 4. Interference fit (ANSYS).
Fig. 5. Interference fit (Pro/Mech.).
Fig. 3. Shows the electromagnetic model.
0.1 mm, while the materials properties were varied. Fig. 3 shows the electromagnetic model.
1614
M. Ricco et al. / Journal of Materials Processing Technology 155–156 (2004) 1611–1615 180
Gap=0.1mm
160
Force [N]
140
Ampere/ Coil-Turns 128 160 192 224 256 288 320
AISI 410 C 10 Fe-3Si Fe-50N 100Cr6
0
224 80.2 82.9 87.2 95.1 94.5
256 85.3 94.7 101 116.3 122.6
100
200
300
400
Ampere-Coil Turn
Fig. 8. The obtained force for the finite element simulations with a gap of 0.1 mm.
Table 1 The obtained force for the finite element simulations with a gap of 0.1 mm 192 64.5 65.4 68 70.1 69.6
Fe-50Ni C 10
60
0
The materials were varied between soft magnetic material and high magnetic material properties. Fig. 6 shows the main parameters of this simulation. The results show that the saturation of these materials were varied for different levels, the value of the obtained force has been determined for the above materials with different current-coil turns and a fixed gap. Fig. 7 shows the magnetic flux for Fe–3Si steel with an ampere-coil turns of 224 and a gap of 0.1 mm. It is obvious from the above figure that the useful force could be obtained by the application of 224 A-coil turns before arriving to the saturation value of that steel. In these simulations the gained forces have been determined for all these simulated cases. Fig. 8 and Table 1 could
160 46 46.3 47.5 48.7 48.3
410
80
20
Fig. 7. The magnetic flux for Fe–3Si with 224 A-coil turns and a gap of 0.1 mm.
128 29.6 30 30.4 31.2 30.9
100Cr6
100
40
Fig. 6. Electromagnetic simulation parameters.
Ampere-coil turn AISI 410 C10 100Cr6 Fe–3Si Fe–50Ni
Fe-3Si
120
288 88 103.7 112 131 148.1
320 90.3 111.1 119.5 138.4 158.5
summarise the results of these different finite element simulation. It can be noticed that the saturation for AISI 410 is within 220 A-turn, while it is higher to C10 and much higher for 100Cr6 and Fe–3Si and the highest value is about 280 A-turn for Fe–50Ni. The results show that the maximum force could be gained by using Fe–50Ni steel for both the armature and the back-iron, where the force were a twice of steel 410 with the same current and coil turn of a 320 A-coil turns. It is evident from these results that Fe–50Ni and Fe–3Si have a higher saturation values and the obtained force is much higher than the other steels. It can be noticed from Fig. 7 that with a current-coil turn of less than 250 the difference between the obtained force is not notable as much as the current-coil turns are above 250. It could be advised to use Fe–50Ni and Fe–3Si steels for a special application of the electro-injector, where a great force value is essential point, while for normal application steel C10 or 100Cr6 could be used. Finally, it is evident from a previous study [6] that a very good agreement has been demonstrated between the analytical and the experimental results.
4. Conclusion It can be concluded from the above study the following points: 1. The fit interference of 10 m between the valve and the body will not affect the functionability of the electro-injector, after applying the appropriate tolerances on the piston. 2. The fit interference of 20 and 30 m is not advisable due to the large deformation on the inner surface of the valve. 3. The geometrical tolerance would have a great affect on the uniformity of the inner displacement and would affect the electro-injector functionability. 4. Fe–50Ni and Fe–3Si give a very high electro-magnetic performance with the highest gained force.
M. Ricco et al. / Journal of Materials Processing Technology 155–156 (2004) 1611–1615
5. 100Cr6 and C10 give reasonable electromagnetic performance with a good gained force. References [1] G. Stumpp, M. Ricco, Common Rail—an Attractive Fuel Injection System for Passenger Car DI Diesel Engines, SAE 960870, 1996. [2] R. Rinolfi, R. Imarisio, The potentials of third generation direct injection diesel engines for passengers cars, in: Proceedings of the International Conference on Engine and Environment, Graz, September 1997. [3] R. Imarisio, G.M. Rossi Sebastiano, Potential common rail DI diesel engines, in: Proceedings of the International Conference on the Future of Diesel Engine Technology, Italy, 2000. [4] R. Imarisio, M. Ricco, G.M. Rossi Sebastiano, Multiple injection, a cost effective solution for emmision reduction of common rail DI diesel engines, in: Proceedings of the International Conference on Automobile and Engine Technology, Aachen, Germany, October 2000.
1615
[5] L. Bernard, M. Casalone, G.M. Rossi Sebastiano, Achieving very high fuel economy and good performance with engine downsizing, in: Proceedings of the Ricardo International Conference, Brighton, 2000. [6] A.G. Olabi, M. Ricco, Optimisation of multi-purpose solenoid actuator used for automotive application, in: Proceedings of the International Conference AMPT, Madrid, 2001. [7] P. Allia, M. Coisson, V. Selvaggini, P. Tiberto, F. Vinai, Novel aspects of magnetoresistance in nanogranular magnetic systems, J. Magn. Magn. Mater. 262 (1) (2003) 47–51. [8] M. Ledieu, O. Acher, New achievements in high-frequency permeability measurements of magnetic materials, J. Magn. Magn. Mater. 258–259 (2003) 144–150. [9] S.E. Lofland, T. Scabarozi, K.V. Ramanujachary, W.H. McCarroll, Unusual magnetic properties of La5 Mo4 O16 , J. Magn. Magn. Mater. 260 (1–2) (2003) 184–187. [10] R. Grössinger, H. Sassik, D. Holzer, N. Pillmayr, Magnetic characterization of soft magnetic materials––experiments and analysis, J. Magn. Magn. Mater. 254–255 (2003) 7–13. [11] Electromagnetic Field Analysis Guide, ANSYS.