• Journal of Power System Engineering
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• v.11 no.4
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• pp.18-25
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• 2007

제 2세대 직접분사식 가솔린 기관에서 6공 연료분사기의 연료분무특성을 관찰하였다. 실험에 사용한 직접분사식 가솔린 기관은 2개의 흡입밸브와 2개의 배기밸브를 갖는 텀블형 Spray Guided 연소실과 Quartz로 제작된 실린더 라이너와 실린더 헤드 창으로 구성되어 있다. 선회유동을 유도하기 위하여 흡입매니폴드에 선회유동 제어밸브를 부착하였다. 2차원 Mie 스캐터링 기법을 이용하여 연료분사시기, 연료분사압력과 실린더 내 유동 및 냉각수 온도가 연료분무에 미치는 영향을 관찰하였다. 실험결과로는 흡기과정동안 흡기 선회유동은 분사된 연료의 공간적 분포에 크게 작용하였고, 압축과정동안에는 텀블 및 선회유동의 영향이 흡기과정에 비해 크지 않음을 확인하였다. 또한 성층연소를 위해서 압축과정에서 연료를 분사하는 경우 고압의 연료분사압은 분무도달거리의 성장을 촉진시키나 상승하는 피스톤과 이로 인한 실린더 압력의 상승으로 분무도달거리의 성장이 억제됨을 확인할 수 있었다.

• Journal of ILASS-Korea
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• v.6 no.2
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• pp.9-15
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• 2001

The internal flow characteristics of a gasoline direct injector have been studied to improve fuel economy and reduce exhaust emissions. Computational Fluid Dynamics (CFD) is used to examine the internal flow of the GDI with the purpose of designing the optimum geometry of the injector. This study tests orifice length, cone angle, swirl angle, orifice diameter and needle lift. The results show that optimum sizes of the orifice length, cone angle, swirl angle, orifice diameter and needle lift are 0.8mm, $140^{\circ},\;120^{\circ},\;80mm\;and\;70{\mu}m$, respectively. The size of the lift does not affect the formation of the air core signficantly near the tip of the needle compared to the ball-type needle. The vena contracta phenomenon near the orifice inlet can be released by smoothing the edge.

• Transactions of the Korean Society of Automotive Engineers
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• v.8 no.5
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• pp.20-27
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• 2000

Characteristics of two favorite injection tools for gasoline direct injection application were compared. An air-assisted fuel injector (AAFI) and a high-pressure swirl injector (HPSI) were designed and fabricated for prototype development, and the characterization strategies and processes for both injection tool have been arranged in parallel. Characterization works were carried out mainly through measurements, and in some cases, computational fluid dynamic analysis was utilized. In this paper, overall characteristics defined as flow rate, spray pattern, penetration, internal spray structure and drop size distribution, was discussed. The AAFI was found to be advantageous in flexibility of fuel flow rate, and the HPSI in stability and precision. Spray shape factor was introduced to describe the development of intermittent sprays from both injectors. Axial penetration appeared to be almost linear in the case of the AAFI while its speed continuously decreased with time in the HPSI.

• Transactions of the Korean Society of Automotive Engineers
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• v.8 no.5
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• pp.28-35
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• 2000

As a second part of the comparison study, microscopic features of an air-assisted fuel injector(AAFI) and a high-pressure swirl injector (HPSI) were characterized. They consist of the internal spray structure in terms of fuel mass and drop diameter, the overall atomization performance with respect to operating parameters and the drop size distribution. Large droplets are concentrated in around the head part of a spray field of the HPSI, while in the case of the AAFI, they were distributed in the tail part. Although the AAFI showed the better atomization performance, the feasible ranges of operating parameters such as injection and ambient pressure were found to be wider in the HPSI. Drop size distribution of the AAFI sprays was more dispersed than that of the HPSI. Drop size distribution of the AAFI sprays was more dispersed than that of the HPSI. However, at the well-atomized condition, it appeared to be very uniform.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2010.11a
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• pp.729-732
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• 2010

The present study has been motivated by the development of a reliable numerical methodology for simulation of kerosene/LOx coaxial swirl injectors. To deal with thermodynamic non-ideality and anomalies of transport properties pronounced at supercritical pressures, a set of subroutine libraries has been constructed based on the cubic equations of state, and applied to an existing flamelet analysis code. For computational efficiency, two-dimensional axisymmetric RANS formulation with swirl was adopted and validated successfully against an isothermal coaxial swirling jet. For the actual problem with high pressure combustion, however, numerical results show that the RANS models yield excessive production of turbulence probably due to high density gradient magnitude in the vicinity of mixing layer of swirling film flow, and imply strongly further improvement of the turbulence models.

• Journal of Energy Engineering
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• v.11 no.2
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• pp.90-98
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• 2002

The effects of swirl and combustion parameters on the performance and emission in a turbo-charged D.I. diesel engine of the displacement 9.4L were studied experimentally in this paper. Generally the swirl in the combustion process of diesel engine promotes mixing of the injection fuel and the intake air. It is a major factor to improve the engine performance because the fuel consumption and NO$_{x}$ is trade-off according to the high temperature and high pressure of combustion gas in a turbocharged D.I. diesel engine, it's necessary to thinking over the intake and exhaust system, the design of combustion bowl and so on. In order to choose a turbocharger of appropriate capacity. As a result of steady flow test, when the swirl ratio is increased, the mean flow coefficient is decreased, whereas the gulf factor is increased. Also, through engine test its can be expected to meet performance and emissions by optimizing the main parameter's; the swirl ratio is 2.43, injection timing is BTDC 13$^{\circ}$ CA, compression ratio is 16, combustion bowl is re-entrant 5$^{\circ}$, nozzle hole diameter is $\Phi$0.28*6, turbocharger is GT40 model which are compressor A/R 0.58 and turbine A/R 1.19.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.27 no.1
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• pp.9-16
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• 2003

According as the industry was developed, the pollution of the environment and atmosphere rose up to the surface. So, the focus is now concentrated on the engines of affinity for nature. And the investigators make more effort to the improvement in the performance of engines, depending to the prices of oil and the anxiety about the exhaustion of the fossil fuel go up. So the GDI engines head up for these necessities. In this experimental study, the spray flow characteristics for a commercial injector equipped in the present GDI engine were investigated, which had a strong influence on the engine performance and emissions. The experiment was performed at the injection pressures of 1, 3, 5 and 7MPa under the atmospheric condition. A PDPA system was used to specify the flow characteristics of the spray. Also, the global spray behavior classified into three regions as leading, main spray and vortex cloud region, was analyzed by using a visualization system. And the regions were compared with each other.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.33 no.9
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• pp.722-727
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• 2009

The effect of the intake flow on the spray structure of a high pressure 11-hole fuel injector were examined in a single cylinder optical direct injection spark ignition (DISI) engine. The effects of injection timing and in-cylinder charge motion were investigated using the 2-dimensional Mie scattering technique. It was confirmed that in the homogeneous charge mode, the in-cylinder swirl charge motion played a major role in the fuel spray distribution during the induction stroke rather than the tumble flow. But, in the stratified charge mode, the effect of the in-cylinder charge was not so large that the injected spray pattern was nearly maintained and the increase of in-cylinder pressure by the upward moving piston reduced the fuel spray penetration.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.32 no.11
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• pp.878-883
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• 2008

The spray characteristics of a high pressure 6-hole injector were examined in a single cylinder optical direct injection spark ignition (DISI) engine. The effects of injection timing, in-cylinder charge motion, fuel injection pressure and coolant temperature were investigated using the 2-dimensional Mie scattering technique. It was confirmed that the in-cylinder charge motion played a major role in the fuel spray distribution during the induction stroke while the propagation of fuel spray was restrained during the compression stroke by the increasing pressure and the upward moving piston. In additions, it was confirmed that the liquid fuel droplets existing at the sprays edges were vaporized by the increase of the coolant temperature.

• Journal of ILASS-Korea
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• v.16 no.1
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• pp.7-14
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• 2011

High pressure LPG fuel spray with a conventional swirl injector was visualized and the impact of the injection pressure was also investigated using a DISI (direct injection spark ignition) LPG single cylinder engine. Engine performance and emission characteristics were evaluated over three different injection pressure and engine loads at an engine speed of 1500 rpm. The fuel spray pattern appeared to notably have longer penetration length and narrower spray angle than those of gasoline due to its lower angular momentum and rapid vaporization. Fuel injection pressure did not affect combustion behaviors but for high injection pressure and low load condition ($P_{inj}$=120 bar and 2 bar IMEP), which was expected weak flow field configuration and low pressure inside the cylinder. In terms of nano particle formation the positions of peak values in particle size distributions were not also changed regardless of the injection pressure, and its number densities were dramatically reduced compared to those of gasoline.