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The aim of this work is to propose modifications to the managing of the 1st generation Common Rail injectors in order to reduce actuation time towards multiple injection strategies. The current Common Rail injector driven by 1st ECU generation is capable of operating under stable conditions with a minimum dwell between two consecutive injections of 1.8 ms. This limits the possibility in using proper and efficient injection strategies for emission control purposes. A previous numerical study, performed by the electro-fluid-mechanical model built up by Matlab-Simulink environment, highlighted different area where injector may be improved with particular emphasis on electronic driving circuit and components design. Experiments carried out at injector Bosch test-bench showed that a proper control of the solenoid valve allowed reducing drastically the standard deviation during the pilot pulses.

The effects of numerical methodology in defining the initial conditions and simulating the compression stroke in D.I. diesel engine CFD computations are studied. Lumped and pointwise approaches were adopted in assigning the initial conditions at IVC. The lumped approach was coupled with a two-dimensional calculation of the compression stroke. The pointwise methodology was based on the results of an unsteady calculation of the intake stroke performed by using the STAR-CD code in the realistic engine and port geometry. Full engine and 60 deg. sector meshes were used in the compression stroke calculations in order to check the accuracy of the commonly applied axi-symmetric fluid dynamics assumption. Analysis of the evolution of the main fluid dynamics parameters revealed that local conditions at the time of injection strongly depend on the numerical procedure adopted.

Diesel engine CFD simulation is challenged by the need to improve the accuracy in the spray modeling due to the strong influence played by spray dynamics on evaporation rate, flow field, combustion process and emissions. This paper aims to present a hybrid model able to describe both primary and secondary breakup of high-dense high-pressure sprays. According to this approach, the model proposed by Huh and Gosman is used to compute the atomization of the liquid jet (primary breakup) while a modified version of the TAB model of O'Rourke and Amsden is used for the secondary breakup. The atomization model considers the jet turbulence at the nozzle exit and the growth of unstable wave on the jet surface. In order to validate the hybrid model, a free non-evaporating high-pressure-driven spray at engine like conditions has been simulated. The accuracy of the breakup time evaluation has been improved by tuning the TAB constant Ck according to the Pilch's experimental correlations.