Soft Spray Formation of a Low-Pressure High-Turbulence Fuel Injector for Direct Injection Gasoline Engines

2002 ◽  
Author(s):  
Min Xu ◽  
David Porter ◽  
Chao Daniels ◽  
Gus Panagos ◽  
James Winkelman ◽  
...  
Keyword(s):  
Direct Injection ◽  
Low Pressure ◽  
Fuel Injector ◽  
Gasoline Engines ◽  
Spray Formation ◽  
High Turbulence

Parametric study of combustion characteristics in a direct-injection diesel homogeneous charge compression ignition engine with a low-pressurefuel injector

2005 ◽  
Vol 6 (3) ◽  
pp. 215-230 ◽  
Author(s):  
Y Ra ◽  
E J Hruby ◽  
R D Reitz
Keyword(s):  
Numerical Simulations ◽  
Diesel Fuel ◽  
Homogeneous Charge Compression Ignition ◽  
Direct Injection ◽  
Low Pressure ◽  
Combustion Characteristics ◽  
Compression Ignition ◽  
Fuel Injector ◽  
Compression Ignition Engine ◽  
Homogeneous Charge

Homogeneous charge compression ignition (HCCI) combustion is an alternative to current engine combustion systems and is used as a method to reduce emissions. It has the potential nearly to eliminate engine-out NOx emissions while producing diesel-like engine efficiencies, when a premixture of gas-phase fuel and air is burned spontaneously and entirely by an autoignition process. However, when direct injection is used for diesel fuel mixture preparation in engines, the complex in-cylinder flow field and limited mixing times may result in inhomogeneity of the charge. Thus, in order to minimize non-uniformity of the charge, early injection of the fuel is desirable. However, when fuel is injected during the intake or early compression stroke, the use of high-pressure injection is limited by the relatively low in-cylinder gas pressure because of spray impingement on the cylinder walls. Thus, it is also of interest to consider low-pressure injectors as an alternative. In the present paper, the parametric behaviour of the combustion characteristics in an HCCI engine operated with a low-pressure fuel injector were investigated through numerical simulations and engine experiments. Parameters including the start-of-injection (SOI) timing and exhaust gas recirculation were considered, and diesel and n-heptane fuels were used. The results show good agreement of behaviour trends between the experiments and the numerical simulations. With its lower vaporization rates, significant effects of the SOI timing and intake gas temperature were seen for diesel fuel due to the formation of wall films. The modelling results also explained the origin of high-temperature NO x-producing regions due to the effect of the gas density on the spray.

K-1923 Development of a Battery-Voltage-Driven Fuel Injector for Direct-Injection Gasoline Engines

2001 ◽  
Vol II.01.1 (0) ◽  
pp. 479-480
Author(s):  
Makoto YAMAKADO ◽  
Motoyuki ABE ◽  
Yuzo KADOMUKAI ◽  
Hiromasa KUBO ◽  
Yasunaga HAMADA
Keyword(s):  
Direct Injection ◽  
Fuel Injector ◽  
Battery Voltage ◽  
Gasoline Engines

Design and Development of a Battery-Voltage-Driven Fuel Injector for Direct-Injection Gasoline Engines

2001 ◽  
Author(s):  
Makoto Yamakado ◽  
Yuzo Kadomukai ◽  
Motoyuki Abe ◽  
Hiromasa Kubo ◽  
Yasunaga Hamada
Keyword(s):  
Direct Injection ◽  
Fuel Injector ◽  
Battery Voltage ◽  
Design And Development ◽  
Gasoline Engines

Potential of a Low Pressure Drop Filter Concept for Direct Injection Gasoline Engines to Reduce Particulate Number Emission

2012 ◽  
Author(s):  
Takehide Shimoda ◽  
Yoshitaka Ito ◽  
Chika Saito ◽  
Takahiko Nakatani ◽  
Yukinari Shibagaki ◽  
...  
Keyword(s):  
Pressure Drop ◽  
Direct Injection ◽  
Low Pressure ◽  
Gasoline Engines ◽  
Particulate Number

Quick Response Fuel Injector for Direct-Injection Gasoline Engines

2011 ◽  
Author(s):  
Motoyuki Abe ◽  
Noriyuki Maekawa ◽  
Yoshihito Yasukawa ◽  
Tohru Ishikawa ◽  
Yasuo Namaizawa ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Delay Time ◽  
Direct Injection ◽  
Dominant Factor ◽  
Needle Valve ◽  
Quick Response ◽  
Fuel Injector ◽  
Gasoline Engines ◽  
Injection Quantity ◽  
Closing Mechanism

We developed a new injector for direct injection gasoline engines that reduce the exhaust emissions and help to reduce fuel consumption. The newly developed actuator in this injector has two features. One is a bounce-less valve closing mechanism, and the second is quick-response moving parts. The first feature, the bounce-less valve closing mechanism, can prevent ejecting a coarse droplet, which causes unburned gas emission. The new actuation mechanism realizes the bounce-less valve closing. We analyzed the valve motion and injection behavior. The second feature, the quick response actuator, achieves a smaller minimum injection quantity. This feature assists in reducing the fuel consumption under low load engine conditions. The closing delay time of the needle valve is the dominant factor of the minimum injection quantity because the injection quantity is controlled by the duration time of the valve opening. The new actuator movements can be operated with a shorter closing delay time. The closing delay time is caused by a magnetic delay and kinematic delay. A compact magnetic circuit of the actuator reduces the closing delay time by 26%. In addition, the kinematic delay was improved when the hydraulic resistance was reduced by 9%. As a result, the new injector realizes reduction of the minimum injection quantity by 25% compared to a conventional injector.

Quick Response Fuel Injector for Direct-Injection Gasoline Engines

2012 ◽  
Vol 134 (6) ◽  
Author(s):  
Motoyuki Abe ◽  
Noriyuki Maekawa ◽  
Yoshihito Yasukawa ◽  
Tohru Ishikawa ◽  
Yasuo Namaizawa ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Delay Time ◽  
Direct Injection ◽  
Dominant Factor ◽  
Needle Valve ◽  
Quick Response ◽  
Fuel Injector ◽  
Gasoline Engines ◽  
Injection Quantity ◽  
Closing Mechanism

We developed a new injector for direct injection gasoline engines that reduce the exhaust emissions and help to reduce fuel consumption. The newly developed actuator in this injector has two features. One is a bounceless valve closing mechanism, and the second is quick response moving parts. The first feature, the bounceless valve closing mechanism, can prevent ejecting a coarse droplet, which causes unburned gas emission. The new actuation mechanism realizes the bounceless valve closing. We analyzed the valve motion and injection behavior. The second feature, the quick-response actuator, achieves a smaller minimum injection quantity. This feature assists in reducing the fuel consumption under low load engine conditions. The closing delay time of the needle valve is the dominant factor of the minimum injection quantity because the injection quantity is controlled by the duration time of the valve opening. The new actuator movements can be operated with a shorter closing delay time. The closing delay time is caused by a magnetic delay and kinematic delay. A compact magnetic circuit of the actuator reduces the closing delay time by 26%. In addition, the kinematic delay was improved when the hydraulic resistance was reduced by 9%. As a result, the new injector realizes reduction of the minimum injection quantity by 25% compared to a conventional injector.

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