• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.3
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• pp.270-275
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• 2016

The characteristics of the fuel quantity, injection rate and macro spray development was investigated under a range of diesel fuel temperatures. The actual injection quantity decreased despite the same signal of the injection start and injection duration as the fuel temperature decreased. The injection rate measurements confirmed that the actual injection commencement was delayed and the actual injection duration was shortened under lower fuel temperature conditions, which explains why the injection quantity decreased. Spray tip penetration with a lower fuel temperature was longer than that with a higher fuel temperature due to the deteriorated atomization. As a pre-test for the combustion experiment under low temperature conditions, piston targeting with pilot injection was accomplished, which showed that the fuel droplet from pilot injection was introduced into the crevice area. This suggests that the pilot injection quantity and timing should be chosen with careful consideration for actual applications.

• Journal of Aerospace System Engineering
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• v.12 no.4
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• pp.81-89
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• 2018

In the present study, a numerical investigation was conducted to analyze the effect of the distance between the adjacent injectors on the characteristics of flow structure, fuel penetration, and air/fuel mixing. Numerical results were validated with experimental data using a single injection. Subsequently, the same injector geometry and properties were applied on a non-reacting flow simulation with multiple injectors. Total pressure loss, penetration height, and mixing efficiency were compared with the distance between the injectors. The results showed that each injected gas merged into a single stream, resulting in the 2D-like flow fields under the condition of short distance and lower mixing efficiency along with higher total pressure loss. When the distance between the injectors increased, total pressure loss reduced and mixing efficiency increased due to the weakening of interactions between the injected gases.

• Transactions of the Korean Society of Mechanical Engineers
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• v.10 no.3
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• pp.367-375
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• 1986

On the hypothesis that the unstable intermediates yield by the pre-reaction of auxiliary fuel become an initiator or an explosive center which promotes the chain reaction of main fuel, various organic compounds below $C_{10}$ are injected as an auxiliary fuel prior to main injection. In the previous papers, the effects of the auxiliary fuel additions on the ignition delay period, the stability of flame, the NO concentrations in their exhaust gases have been investigated. In the present paper, to confirm where the most suitable location of lean pre-mixture for the combustion of main fuel is, and how the lean pre-mixture is contacted with main fuel, the effects of the injection timing of auxiliary fuel and the turbulence on combustion processes are investigated. Moreover, from the schlieren and color photographs of flame in the combution field, it could be found that the ignition nuclei are formed in a wider region of main spray, and that these ignition nuclei promote the development of flame, which results in the reduction of flaming duration.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.35 no.4
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• pp.371-377
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• 2011

The aim of this study is to investigate the effects of aromatics and T90 temperature for high cetane number (CN) of diesel fuels on combustion and exhaust emissions in low-temperature diesel combustion in a 1.9 L common rail direct injection diesel engine at 1500 rpm and 2.6 bar BMEP. Four sets of fuels with CN 55, aromatic content of 20% or 45% (vol. %), and T90 temperature of $270^{\circ}C$ or $340^{\circ}C$ were tested. Given engine operating conditions, all the fuels showed the same tendency of decrease of PM with an increase of an ignition delay time. At the same ignition delay time, the fuels with high T90 produced higher PM. At the same MFB50% location the amount of NOx was similar for all the fuels. Furthermore, at the same ignition delay time the amounts of THC and CO were similar as well for all the fuels. The amount of THC and CO increased with an extension of the ignition delay time mainly because of the increase of fuel-air over-mixing.

• Transactions of the Korean Society of Automotive Engineers
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• v.13 no.1
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• pp.28-35
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• 2005

Fuel injection rate of an injector is affected by various injection conditions such as injection duration, fuel temperature, injection pressure, and voltage in LPG liquid injection systems for either a port-fuel-injection(PFI) or a direct injection(DI) in a cylinder. Even fuel injection conditions are changed, the air-fuel ratio should be accurately controlled to educe exhaust emissions. In this study, correction factor for the fuel injection rate of an injector is derived from the density ratio and the pressure difference ratio. A voltage correction factor is researched from injection test results on an LPG liquid injection engine. A compensation method of the fuel injection rate is proposed for a fuel injection control system. The experimental results for the LPG liquid injection system in a SI-engine show that this system works well on experimental range of engine speed and load conditions. And the fuel injection rate is accurately controlled by the proposed compensation method.

• Journal of Power System Engineering
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• v.15 no.1
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• pp.11-17
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• 2011

본 연구는 라디칼 착화(Radical Ignition이하 RI) 기술을 적용한 부실직분식 CNG(Compressed Natural Gas) 엔진의 구동특성에 관한 것이다. 실험엔진은 단기통 디젤엔진을 개조하여 사용하였으며, 이는 부실식 디젤엔진처럼 연소실이 주실과 부실로 나누어져 있다. 부실에 분사된 CNG는 스파크플러그로 점화하며, 부실로 부터의 연소가스가 주실 희박 혼합기를 시켜 구동하는 엔진이다. RI 기술은 연소속도를 향상시킬 수 있다. 본 연구는 주로 저부하 RI-CNG 엔진의 성능을 연구하였다. 연료분사기간은 9 ms, 공기과잉률은 1.0, 1.2, 1.4로 하였다. 연료분사시기는 엔진의 배가밸브가 닫히는 ATDC $20^{\circ}CA$ 부터 $120^{\circ}CA$ 사이로, $20^{\circ}CA$ 간격으로 지각시켜 가며 실험하였다. 본 연구는 연료분사시기 및 공기과잉률이 연소최고압력 ($P_{max}$), 연소최고압력시기(${\Theta}_{pmax}$), 도시평균유효압력(IMEP), 사이클 변동계수($COV_{imep}$), 연소속도에 미치는 양향 등을 구하고 분석하였다.

• Journal of Advanced Marine Engineering and Technology
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• v.19 no.3
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• pp.33-41
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• 1995

본 연구는 터보 과급기 부착 디젤 기관의 급가속 운전시 기관과 과급기의 과도 응답 성능을 규명하고 이를 개선하기 위한 실험을 수행하였다. 과도 응답 성능 구명은 일정한 회전 속도로 정상 운전중인 기관의 연료 펌프 랙을 10%에서 40%까지 일정 시간동안 급가속하였을 경우에 대하여 수행하였으며, 이때의 과급기 응답 지연 현상을 개선하기 위한 실험은 급가속과 동시에 압축기 출구의 흡기메니폴드 내에 일정한 압력의 공기를 추가 분사하는 방법을 이용하였다. 그리고 공기 분사 압력, 공기분사 기간, 가속률, 가속 시간 등이 압축기 출구의 압력과 온도, 터빈 입구의 압력과 온도, 실린더 압력, 기관과 과급기 회전 속도 등의 응답 성능에 미치는 영향을 가속전 정상 상태의 기관 회전 속도와 적용부하의 변화에 따라 시간의 함수로 나타내었다.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.35 no.11
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• pp.1163-1168
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• 2011

Compared with the spark-ignition gasoline engine, the compression-ignition diesel engine has reduced fuel consumption due to its higher thermal efficiency. In addition, this reduction in the fuel consumption also leads to a reduction in $CO_2$ emission. Diesel engines do not require spark-ignition systems, which makes them less technically complex. Thus, diesel engines are very suitable target engines for using biofuels with high cetane numbers. In this study, the spray characteristics of biofuels such as vegetable jatropha oil and soybean oil were analyzed and compared with those of diesel oil. The injection pressures and blend ratios of jatropha oil and diesel oil (BD3, BD5, and BD20) were used as the main parameters. The injection pressures were set to 500, 1000, 1500, and 1600 bar. The injection duration was set to $500{\mu}s$. Consequently, it was found that there is no significant difference in the characteristics of the spray behavior (spray angle) in response to changes in the blend ratio of the biodiesel or changes in the injection pressure. However, at higher injection pressures, the spray angle decreased slightly.

• 한국연소학회:학술대회논문집
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• 2014.11a
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• pp.283-284
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• 2014

• Transactions of the Korean Society of Mechanical Engineers B
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• v.34 no.12
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• pp.1121-1126
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• 2010

This study is to investigate the effects of aromatics and T90 for low cetane number (CN) fuels on combustion and exhaust emissions in low-temperature diesel combustion. We use a 1.9-L common rail direct injection diesel engine at 1500 rpm and 2.6 bar BMEP. Low temperature diesel combustion was achieved via a high external EGR rate and strategic injection control. The tested fuels four sets: the aromatic content was 20% (A20) or 45% (A45) and the T90 temperature was $270^{\circ}C$ (T270) or $340^{\circ}C$ (T340) with CN 30. Given the engine operating conditions, the T90 was the stronger factor on the ignition delay time, resulting in a longer ignition delay time for higher T90 fuels. All the fuels produced nearly zero PM because of the extension of the ignition delay time induced by the low cetane number. The aromatic content was the main factor that affected the NOx and the NOx increased with the aromatic content.