• 한국분무공학회지
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• 제21권1호
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• pp.47-52
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• 2016

This paper describes the modeling of CNG direct injection using gaseous sphere injection model. Simulation of CNG direct injection does not need break up and evaporation model compared to that of liquid fuel injection. And very fine mesh is needed near the injector nozzle to resolve the inflow boundary. Therefore it takes long computation time for gaseous fuel injection simulation. However, simulation of CNG direct injection could be performed with the coarse mesh using gaseous sphere injection model. This model was integrated in KIVA-3V code and RNG $k-{\varepsilon}$ turbulence model needs to be modified because this model tends to over-predict gas jet diffusion. Furthermore, we preformed experiments of gaseous fuel injection using PLIF (planar laser induced fluorescence)method. Gaseous fuel injection model was validated against experiment data. The simulation results agreed well with the experiment results. Therefore gaseous sphere injection model has the reliability about gaseous fuel direct injection. And this model was predicted well a general tendency of gaseous fuel injection.

• 한국분무공학회지
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• 제24권4호
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• pp.171-177
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• 2019

This paper describes numerical study of combustion characteristics in CNG(compressed natural gas) DI(direct injection) engine using gaseous sphere injection model. Simulations were conducted using KIVA-3V Release 2 code. Gaseous sphere injection model, which is modified model of liquid fuel injection, was used to simulate the CNG direct injection. Until now, a very fine mesh smaller than the injector nozzle has been required to resolve the gas-jet inflow boundary. However, the gaseous sphere injection model simulates gaseous fuel injection using a coarse mesh. This model injects gaseous spheres as in liquid fuel injection and the gaseous spheres evaporate together without the latent heat of evaporation. Therefore, it does not require a very fine mesh and reduce calculation time. Combustion simulation were performed under various injection timings and injection pressures.

• 대한기계학회:학술대회논문집
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• 대한기계학회 2008년도 추계학술대회B
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• pp.3090-3095
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• 2008

In this study, variable compression ratio system(VCRS) was applied on the heavy-duty CNG engine and the characteristics of power and emission was investigated according to the increasing of compression ratio. As compression ratio increasing, the increasing of thermal efficiency in direct injection is three times higher than that in port injection. The emission of HC and CO in direct injection is reduced about 14.2%, 17.7% but NOx is increased because of increasing temperature in cylinder.

• 동력기계공학회지
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• 제22권1호
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• pp.56-63
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• 2018

After the recent fabrication of diesel vehicle exhaust gas by Volkswagen, nitrogen oxides ($NO_x$) and particulate matter (PM) are drawing attention as representative pollutants included in exhaust gas. When gasoline and diesel fuels are combusted through direct injection into a combustion chamber at high pressure, PM emission is actually increased. To find a solution to this problem, a basic study was conducted to derive an optimized variable for combustion of compressed natural gas (CNG) by applying CNG, acknowledged as a clean fuel, to direct injection system. The essence of this study is in the introduction of a radical ignition technology for compressed natural gas (RI-CNG) in a sub-chamber type engine. The direct injection system was applied to a sub-chamber to remove residual gas from previous combustion cycle. In addition, optimal mixer distribution was achieved by precisely setting ignition timing based on fuel injection timing and excess air ratio.

• 동력기계공학회지
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• 제19권4호
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• pp.56-68
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• 2015

Liquefied petroleum gas and compressed natural gas haven been regarded as promising alternative fuels because of no smoke, and they are also clean fuel for spark-ignited engine. In spark-ignited direct-injection engine, direct injection technology can increase engine volumetric efficiency significantly and also reduce necessity of throttle valve. This study designed combustion chamber equipped with visualization system. To improve ignition probability, the study designed to help three types of impingement-walls to form mixture. In doing so, LPG CNG-air mixture could be easily formed after spray-wall impingement and ignition probability increased too. The results of this study could contribute as basic resources of spark-ignited direct injection LPG and CNG engine design and optimization extensively.

• 대한기계학회:학술대회논문집
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• 대한기계학회 2007년도 춘계학술대회B
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• pp.3282-3287
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• 2007

Lean combustion is one of the most promising method for increasing engine efficiency and reducing the exhaust emission from SI gas engines. Due to the possibility of partial burn and misfire, however, under lean burn operation, stable flame kernel formation and fast burn rate are needed to guarantee a successful subsequent combustion. Experiment data were obtained on a single-cylinder CNG fueled SI engine to investigate the effect of direct injection, spark timing and variation of injection timing. Experimental results show that lean burn limit is ${\lambda}$=1.3 with port injection, and expansion of lean burn limit ${\lambda}$=1.4 with direct injection method, due to increase of turbulence intensity in cylinder and stratified charge. Combustion duration in lean region is improved by using the variation of injection timing.

• 한국분무공학회지
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• 제21권1호
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• pp.37-46
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• 2016

For the SI engines, at only full load, the pumping loss has a negligible effect, while at part load conditions, the pumping loss increases. To avoid the pumping loss, the spark-ignited engines are designed to inject gasoline directly into the combustion chamber. In the spark-ignited direct-injection engines, ignition probability is important for successful combustion and the flame propagation characteristics are also different from that of pre-mixed combustion. In this paper, a visualization experiment system is designed to study the ignition probability and combustion flame characteristics of spark-ignited direct-injection CNG fuel. The visualization system is composed of a combustion chamber, fuel supply system, air supply system, electronic control system and data acquisition system. It is found that ambient pressure, ambient temperature and ambient air flow velocity are important parameters which affect the ignition probability of CNG-air mixture and flame propagation characteristics and the injected CNG fuel can be ignited directly by a spark-plug under proper ambient conditions. For all cases of successful ignition, the flame propagation images were digitally recorded with an intensified CCD camera and the flame propagation characteristics were analyzed.

• 한국수소및신에너지학회논문집
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• 제25권6호
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• pp.643-647
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• 2014

Two types of fuel supply method ar used in CNG vehicles. One is premixed ignition and the other is gas-jet ignition. In premixed ignition, the fuel is introduced with intake air so that homogeneous air-fuel mixture may form. The ignitability of this method depends on the global equivalence ratio. In gas-jet ignition, CNG is introduced directly into the engine combustion chamber. The overall mixture is stratified by retarded fuel injection. In this study, a visualization technique was employed to obtain fundamental properties regarding overall mixture formation of direct injected CNG fuel inside a constant volume chamber. Jet angles, penetrations and projected jet area with respect to ambient pressure are investigated. The penetration decreases apparently and the time reaching the CVC wall was delayed as the chamber pressure increases. This is caused by the higher inertia of the fluid elements that the injected fluid must accelerate and push aside. It is same to liquid fuel such as diesel and gasoline, but this phenomenon is far more prominent for the gaseous fuel.

• 한국자동차공학회논문집
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• 제15권1호
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• pp.193-200
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• 2007

Natural gas is one of the most promising alternatives to gasoline and diesel fuels because of its lower harmful emissions, including $CO_2$, and high thermal efficiency. In particular, natural gas is seen as an alternative fuel for heavy-duty Diesel Engines because of the lower resulting emissions of PM, $CO_2$ and $NO_x$. Almost all CNG vehicles use the PFI-type Engine. However, PFI-type CNG Engines have a lower brake horse power, because of reduced volumetric efficiency and lower burning speed. This is a result of gaseous charge and the time losses increase as compared with the DI-type. This study was conducted to investigate the effect of injection conditions (early injection mode, late injection mode) on the combustion phenomena and performances in the or CNG Engine. A DI Diesel Engine with the same specifications used in a previous study was modified to a DI CNG Engine, and injection pressure was constantly kept at 60bar by a two-stage pressure-reducing type regulator. In this study, excess air ratios were varied from 1.0 to the lean limit, at the load conditions 50% throttle open rate and 1700rpm. The combustion characteristics of the or CNG Engine - such as in-cylinder pressure, indicated thermal efficiency, cycle-by-cycle variation, combustion duration and emissions - were investigated. Through this method, it was possible to verify that the combustion duration, the lean limit and the emissions were improved by control of injection timing and the stratified mixture conditions. And combustion duration is affected by not only excess air ratio, injection timing and position of piston but gas flow condition.

• 한국자동차공학회논문집
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• 제19권3호
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• pp.38-43
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• 2011

A CNG/diesel dual-fuel engine uses CNG as the main fuel and injects a small amount of diesel as an ignition priming. This study proposed the modification of the existing diesel engine into a dual-fuel engine that injects diesel with a high pressure by common rail direct injection (CRDI) and by injecting CNG at the intake port for premixing. And experiment was progressed for understanding about effect of CNG mixing ratio. The CNG/diesel dual-fuel engine showed equally satisfactory coordinate torque and power regardless of CNG mixing ratio. The PM emission was low at any CNG mixing ratio because of very small diesel pilot injection. In case of NOx and HC, high CNG mixing ratio showed low NOx and HC emissions at low speed. At medium & high speed, low CNG mixing ratio showed low NOx and HC emissions. Therefore, it would be optimized by controlling CNG mixing ratio.