• Transactions of the Korean Society of Automotive Engineers
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• v.11 no.1
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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.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2004.03a
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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.

• Journal of Energy Engineering
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• v.15 no.4 s.48
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• pp.277-283
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• 2006

In this study, butane 100% was used as fuel to verify the real fuel effect such as vapor pressure variation due to temperature change. A MPI fuel injection system for V-6 engine, which has reverse 'L' type cross section to minimize the possibility of liquid phase injection, was composed and one bank was operated under sequential injection scheme. Flow rate were measured according to injection duration, interval, and pressure. Also occurring of liquid phase injection was monitored with varying vaporizer and fuel rail temperature. The result shows that basic characteristics of injection is a relatively difference between air and LPG injection. Under cold start condition, however, the occurrence of liquid injection becomes more severe as the pressure increases, and sufficiently high temperature both in vaporizer and fuel rail is very important to insure gaseous injection. In addition, the temperature of vaporizer plays more important role in keeping LPG vapor state and the reverse 'L' type cross section of the rail is available to prevent liquid injection.

• Journal of the Korean Vacuum Society
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• v.20 no.5
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• pp.374-380
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• 2011

Carbon coils could be synthesized on nickel catalyst layer-deposited silicon oxide substrate using $C_2H_2$ and $H_2$ as source gases and $SF_6$ as an additive gas under thermal chemical vapor deposition system. The characteristics (formation density and morphology) of as-grown carbon coils according to the injection stage of $SF_6$ gas incorporation were investigated. A continuous injecting of $SF_6$ gas flow could give rise to many types of carbon coils-related geometries, namely linear tub, micro-sized coil, nano-sized coil, and wave-like nano-sized coil. However, the limitation of the geometry as the nano-sized geometries of carbon coils could be achieved by the incorporation of $SF_6$ in a short time (1 min) during the initial deposition stage. A delayed injection of a short time $SF_6$ gas flow can deteriorate the limitation of the geometries. It confirms that the injection time and its starting point of $SF_6$ gas flow would be very important to determine the geometries of carbon coils.

• Journal of ILASS-Korea
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• v.20 no.1
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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.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.25 no.5
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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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• v.6 no.6
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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.

• Journal of the Korean Ceramic Society
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• v.29 no.9
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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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• v.32 no.6
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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.

• Proceedings of the KSME Conference
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• 2003.11a
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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.