• 한국자동차공학회논문집
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• 제11권1호
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• pp.87-94
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• 2003

Recently, LPLi(Liquied-Phase LPG injection) system is studied for the new stringent emission regulations. But , there are some problems to be solved such as injector tip icing and fuel leakage for LPLi system development. In this paper, the icing problem near injector tip which leads to difficulty of accurate A/F control was studied and reported. Icing of injector tip and port wall was observed at all the cases in this study regardless of injection duration and angle, air humidity change. The spray angle of LPLi was observed approximately two times wider than that of Gasoline injection. This makes the LPLi spray collide with intake port around injector tip. Temperature of the wetted area was decreased and icing of water vapor contained in intake air because of evaporation of the fuel film. The ice of the injector tip and port wall is also affected by the materials related to heat transfer.

• 한국추진공학회:학술대회논문집
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• 한국추진공학회 2004년도 제22회 춘계학술대회논문집
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• pp.79-84
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• 2004

This paper report our preliminary results of characterizing the jet structures of kerosene injection into quiescent atmosphere and a Mach 2.5 crossflow at various preheat temperature. A heating system has been designed and tested that can prepare heated kerosene of 0.8 kg up to 670 K at a pressure of 5.5 ㎫. Temperature measurement near the injector shows that the temperature of pressurized kerosene can be kept constant during the experimental duration. Comparison of kerosene jet structures in the preheat temperature range of 290-550 K demonstrates that with injection pressure of 4 ㎫ the jet plume turns into vapor phase completely at injection temperature of 550 K, while keeping the penetration depth essentially unchanged. The results suggest that the injection of vaporized fuel would improve the performance of a liquid hydrocarbon-fueled supersonic combustor because the evaporation process is now omitted.

• 에너지공학
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• 제15권4호
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• pp.277-283
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• 2006

본 연구에서는 온도 변화에 따른 실제 연료에서의 증기압 변화를 관찰하기 위하여 부탄 100%를 사용하였다. 연료공급방식은 V-6 엔진의 다점분사시스템과 동일하며 연료의 액상 가능성을 최소화하기 위하여 연료레일은 'L' 형상으로 설계하였고, 순차분사시스템을 사용하여 한 열로 작동되도록 하였다. 분사유량은 분사시간, 엔진속도, 연료공급압력에 따라서 측정되었다 또한 액상으로 분사되는 것을 방지하기 위하여 베이퍼라이져와 연료레일 온도를 변화시켜 가며 실험하였다. 그 결과 연료분사의 기본적인 특징으로 공기와 LPG분사의 상대적인 차이를 확인하였다. 하지만 냉 시동 하에서는 압력이 조금만 증가하여도 액상분사가 발생하였고, 베이퍼라이져와 연료레일 사이에서의 충분히 높은 온도가 가스분사를 하는데 매우 중요한 인자임을 확인하였다. 또한, 베이퍼라이져의 온도는 LPG를 기상으로 유지하는데 보다 중요한 역할을 했고, 연료레일의 'L' 형상은 액상분사의 억제에 기여를 하였다.

• 한국진공학회지
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• 제20권5호
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• pp.374-380
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• 2011

니켈촉매 막을 증착시킨 산화규산 기판위에 아세틸렌기체와 수소기체를 원료로 육불화황기체를 첨가기체로 탄소코일을 증착하였다. 육불화황이 투입되는 단계에 따라 성장된 탄소코일의 특성(형성 밀도, 형상)을 조사하였다. 육불화황을 연속적으로 주입하였을 경우 선형, 마이크로크기 코일, 나노크기 코일, 그리고 파동형 나노크기 코일 등 다양한 형태의 탄소코일들이 성장하였다. 하지만, 탄소코일 초기 증착단계에서 1분정도의 짧은시간 동안 육불화황을 주입한 경우 나노크기의 탄소코일 형상만을 대부분 얻을 수 있었다. 탄소코일 합성반응시간이 1분 정도 지체된 후의 단계에서 짧은시간 동안의 육불화황 주입은 코일형상 제어를 저해하였다. 따라서, 육불화황의 주입 시간과 주입단계가 탄소 코일의 형상을 결정하는 중요한 요인임을 알 수 있었다.

• 한국분무공학회지
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• 제20권1호
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• pp.43-52
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• 2015

Experimental study was conducted to investigate the effects of ultra-high injection pressure and nozzle hole diameter on diesel flow and spray characteristics. Electronically controlled ultra-high pressure fuel injection system was made to supply the fuel of ultra-high pressure consistently. Three injection pressures, 80, 160, and 250MPa were applied. Four type of injectors with identical eight nozzle holes were used. The four injectors have nozzle hole diameters of 115, 105, 95, and $85{\mu}m$ respectively. Injection quantity and rate were measured to investigate flow characteristics according to injection pressures and nozzle hole diameters. Mie-scattering and shadowgraph were performed to visualize liquid and vapor phases of diesel spray in a constant volume combustion chamber (CVCC). Ambient conditions of high pressure and high temperature in a diesel engine were simulated by using CVCC.

• 대한기계학회논문집B
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• 제25권5호
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• pp.688-696
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• 2001

Vaporizing characteristics of two GDI injectors with different spray angles were investigated using exciplex fluorescence method. Injector I has narrower spray angle, while injector II has wider one. The exciplex system of fluorobenzene and DEMA in a non-fluorescing base fuel of hexane was employed. In quantifying concentration of fuel vapor, quenching of concentration and temperature was corrected. Droplet size and velocity were also measured by PDPA under non-vaporizing condition. From obtaining the images of liquid and vapor phases, vaporizing GDI sprays could be divided as two regions: cone and mixing regions. For injector I, vortex region was not developed. High concentration of fuel vapor due to vaporization of many fine droplets was distributed near the spray axis. For injector II, droplets with the diameter of about 10 $\mu$m were distributed in the vortex region. The vortex region had high concentration of fuel vapor due to vaporization of these droplets. Particularly, higher and lower concentrations of fuel vapor were balanced at 2ms after the start of injection for injector II.

• International Journal of Automotive Technology
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• 제6권6호
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• pp.571-577
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• 2005

Combustion of turbulent sprays in a direct injection diesel engine is modeled by the conditional moment closure (CMC) model. The CMC routines are combined with the KIVA code to provide conditional flame structures to determine mean state variables, instead of mean reaction rates. An independent transport equation is solved for each flame group with equal mass of sequentially evaporating fuel vapor. CMC calculation begins as the fuel mass for each flame group begins to evaporate with corresponding initialization conditions. Comparison is made with measured pressure traces for four operating conditions at different rpm's and injection conditions. Results show that the CMC model with multiple flame histories can successfully be applied to ignition and mixing-controlled combustion phases of a diesel engine.

• 한국세라믹학회지
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• 제29권9호
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• pp.681-688
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• 1992

Ultrafine Si3N4 and Si3N4+SiC mixed powders were synthesized through thermal plasma chemical vapor deposition(CVD) using a hybrid plasma, which was characterized by the supersposition of a radio-frequency plasma and arc jet. The reactant SiCl4 was injected into an arc jet and completely decomposed in a hybrid plasma, and the second reactant CH4 and/or NH3 mixed with H2 were injected into the tail flame through double stage ring slits. In the case of ultrafine Si3N4 powder synthesis, reaction efficiency increased significantly by double stage injection compared to single stage one, although crystallizing behaviors depended upon injection speed of reactive quenching gas (NH3+N2) and injection method. For the preparation of Si2N4+SiC mixed powders, N/C composition ratio could be controlled by regulating the injection speed of NH3 and/or CH4 reactant and H2 quenching gas mixtures as well as by adjusting the reaction space.

• Journal of Advanced Marine Engineering and Technology
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• 제32권6호
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• pp.877-885
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• 2008

Steam injection heater is the most widely used method for fresh water generator throughout industry. This method is often chosen because of its simplicity. The steam bubbles condense and give up their heat to the surrounding liquid. Experimental study on steam injection heater has been performed in order to find the effect of major parameter. And conservation equation and Bernoulli obstruction theory are used for numerical simulation model of vapor flow-rate. Qualitative comparisons between simulations and measurements show a good agreement and the simulation models are thereby verified.

• 대한기계학회:학술대회논문집
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• 대한기계학회 2003년도 추계학술대회
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• pp.454-459
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• 2003

The one of the most important subject to develop a LPDi engine is to suppress the generation of bubble inside LPG direct injector. For the purpose of this, in this study, the analogy visualization injector to visualize the generation and behavior of bubble, is manufactured and the bubbling phenomenon and behaviors are visualized and studied. The bubble inside the injector is generated at injection hole and after rising by buoyancy, it disappear around the top of a nozzle. The number of bubble generated is little changed regardless of the lapse of time but it is increased remarkably as the temperature around the injector is increased. With injection, the temperature around the injector at which the bubble is generated in_cylinder is much lower than that without injection because the transient pressure drop of fuel by injection.