• Journal of the korean Society of Automotive Engineers
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• v.25 no.6
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• pp.25-29
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• 2003

• Journal of the korean Society of Automotive Engineers
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• v.25 no.6
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• pp.19-24
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• 2003

• Proceedings of the Korean Society for Agricultural Machinery Conference
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• 1996.06a
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• pp.22-27
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• 1996

• Journal of the korean Society of Automotive Engineers
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• v.25 no.6
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• pp.7-12
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• 2003

• Journal of Advanced Marine Engineering and Technology
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• v.30 no.3
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• pp.351-358
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• 2006

The capability of high pressure injection with small fuel quantify at all engine operating conditions is one of the main feature in common rail fuel injection system, which is used in small and light-duty Diesel engine. The key parameter for the better atomized fuel sprays and multiple injections of this common rail fuel injection control, that can be freely selected irrespective of the engine speed and load is the mechanism controlling the needle energizing and movement in high pressure Diesel injector. In the electro-hydraulic injector, the injection nozzle is being opened and closed by movement of the injector's needle which is balanced by pressure between the nozzle seat and the needle control chamber. This study describes the macroscopic spray structure characteristics of the common rail Diesel injectors with different electric driving method i.e. the solenoid-driven and piezo-driven type. The macroscopic spray characteristics such as spray tip speed. spray tip penetration and spray cone angle were investigated by the high speed spray, which is measured by the back diffusion light illumination method with optical system for the high speed temporal photography in a constant volume chamber pressurized by nitrogen gas. As the results, the prototype piezo-driven injector system was designed and fabricated for the first time in domestic case and the effect of injector's needle response driven by different drive type was compared between the solenoid and piezo-driven injector It was found therefore. that the piezo-driven injector showed faster needle response and had better needle control capability by altering the electric input value than the solenoid-driven injector.

• Archives of Plastic Surgery
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• v.33 no.1
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• pp.120-123
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• 2006

Spontaneous extensor pollicis longus tendon rupture is commonly caused by attrition of the tendon from trauma or inflammatory processes. We experienced a patient with extensor pollicis longus tendon rupture after steroid injection, in which the rupture may have been caused by the effects of steroid itself as well as direct damage from the needle. A 51-year-old woman complained of inability to extend her right thumb at the first metacarpophalangal & interphalangeal joint level. The patient had a history of local steroid injection into the dorsal & radial side of wrist on two occations, and had no history of trauma or rheumatologic disease. After a physical examination of the patient, we decided to explore the wrist. The patient agreed with operation. Intraoperatively, an incision was made into the wrist and the proximal and distal ends of the ruptured extensor pollicis longus tendon were identified. The defect between the proximal and the distal end was measured to approach 8cm, and a palmaris longus tendon graft was performed. After three months of rehabilitation, the first metacarpophalangal & interphalangeal joint recovered the normal range of motion. Steroid injection has been widely used in various musculoskeletal disorders such as rheumatoid arthritis and osteoarthritis. However, inadvertent steroid injection into the extra or intra articular spaces may lead to tendon rupture. Steroids reduce tensile strength by decreasing tenocyte activity and collagen synthesis. Also, the physical effect of direct needle-stick injury into the mesotenon and blood vessels around the tendon may cause damage. In addition, hematoma and edema may increase pressure around the tendon and compromise blood supply, leading to tendon degeneration and subsequent rupture. When injecting steroid into an articular area, all physicians should have a complete understanding of the surrounding anatomy and always keep in mind the hazards of such procedures.

• Transactions of the Korean Society of Automotive Engineers
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• v.10 no.4
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• pp.23-32
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• 2002

Combustion and flame propagation characteristics of the liquid phase LPG injection (LPLI) engine were investigated in a single cylinder optical engine. Lean bum operation is needed to reduce thermal stress of exhaust manifold and engine knock in a heavy duty LPG engine. An LPLI system has advantages on lean operation. Optimized engine design parameters such as swirl, injection timing and piston geometry can improve lean bum performance with LPLI system. In this study, the effects of piston geometry along with injection timing and swirl ratio on flame propagation characteristics were investigated. A series of bottom-view flame images were taken from direct visualization using an W intensified high-speed CCD camera. Concepts of flame area speed, In addition to flame propagation patterns and thermodynamic heat release analysis, was introduced to analyze the flame propagation characteristics. The results show the correlation between the flame propagation characteristics, which is related to engine performance of lean region, and engine design parameters such as swirl ratio, piston geometry and injection timing. Stronger swirl resulted in foster flame propagation under open valve injection. The flame speed was significantly affected by injection timing under open valve injection conditions; supposedly due to the charge stratification. Piston geometry affected flame propagation through squish effects.

• Journal of the Korean Society of Combustion
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• v.15 no.3
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• pp.57-66
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• 2010

The purpose of this paper is to investigate the effects of fuel injection strategy and engine load on the structure and emissions characteristics of a DI diesel engine with 1.6L of piston displacement. In order to analyze the particulate matter (PM) and exhaust emissions characteristics in a direct injection diesel engine, the quantity of PM and exhaust emissions (including HC, CO and $NO_X$) were investigated under various injection strategies and engine loads. Two different injection strategies (one pilot/main injection and two pilots/main injection) was investigated under the various engine loads. A thermophoretic sampling method with a scanning electron microscope (SEM) were used to obtain the PM morphology (including primary particles, the size of the agglomerates, the number of agglomerates, the fractal dimension). The quantity of soot gradually increased with increasing engine load at both injection strategies. The primary particles in the PM agglomerates indicate that the average of the primary particle and radius of gyration increased as the engine load increased.

• Journal of the Korean Society of Combustion
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• v.16 no.4
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• pp.1-7
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• 2011

The purpose of this study was to analyze the effect of pilot injection strategy on the combustion and emissions characteristics in a four cylinder common-rail direct injection diesel engine fueled with biodiesel(soybean oil) blend. The tested fuel was mixed of 20% biodiesel and 80% ULSD(Ultra low sulfur diesel) by volume ratio. The experiments were performed under two load conditions, and results were compared with those of single injection. The experimental results showed that the ignition delay of BD20 was shorter than compared to that of ULSD in the case of low load condition. Also, the fuel consumption of BD20 was more higher than that of ULSD. Fuel consumption by applied pilot injection strategy were generally decreased compared with that of single injection. In the case of pilot injection, the exhaust emissions such as CO and HC emissions were decreased compared to the single injection.

• Journal of ILASS-Korea
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• v.9 no.1
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• pp.30-36
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• 2004

The purpose of this study was to investigate the fuel spray characteristics that made most important at an homogeneous air fuel mixture, in a common rail direct injection type HCCI engine. As a study conducted relation which a back pressure and injection pressure are influenced to air fuel mixture characteristics, we tried to offer date even through we select suitable to a HCCI engine running condition of the fuel injection condition. To accomplish the study, to measure a injection rate of common rail type injector and to visualize and simulate a fuel spray was conducted. From the result of injection rate, a common rail injector was confirmed to appear a initial delay of 0.3msec and a latter period delay of 0.7msec. Therefore, real injection duration was determined by about 0.5msec increasing. From the result of fuel spray, the spray penetration was proportional to 1/4 exponent of atmosphere pressure. An experimental equation was deduced from the spray penetration of spray visualization experiment and the relation of injection duration and penetration was estimated in HCCI engine using an experimental equation.