• The Journal of Korea Institute of Information, Electronics, and Communication Technology
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• v.11 no.5
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• pp.579-585
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• 2018

This study is to figure out the fuel injection characteristics according to the injection pressure and engine speed in the fuel supply system for gas fuel. The fuel rail pressure was from 1.5 to 6.0 bar by 1.5 bar increment and engine speed was set 1,000 ~ 6,000 RPM at interval of 1000 RPM. Considering the real engine operation, the injection pulse width was set 2.5ms, 5.0ms, and 13.0ms which correspond low, mid and high load condition respectively. In conclusion, in case of 100cc fuel rail, 4.5 bar of injection pressure showed best performance and the minimum required injection quantity 53cc which guarantees engine output can be obtained in each 1000~ 6000 rpm engine speed.

• 한국전산유체공학회:학술대회논문집
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• 2008.03b
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• pp.332-336
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• 2008

A pulsation damper is usually mounted on the fuel rail to diminish undesirable noise in the vehicle cabin room. However, pulsation dampers are quite expensive. Therefore, several studies have focused on reducing fuel pressure pulsations by increasing the self-damping characteristics of the fuel rail. This paper is a basic study in the development of a fuel rail that can reduce pulsations via a self-damping effect. In this study, the pressure pulsation characteristics were of investigated with respect to the aspect ratio of the cross section, wall thickness, and fuel rail material through oil hammer simulations. An oil hammer simulation was performed in advance to simulate the pressure pulsations at the resonant speed, which is a time-saving way. The pressure pulsation peak of fuel rail was observed to rise as the injection period increases. Increase of the aspect ratio and decrease of the wall thickness can reduce the pressure pulsation efficiently.

• Transactions of the Korean Society of Automotive Engineers
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• v.15 no.1
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• pp.186-192
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• 2007

In general, pulsation damper is installed in fuel rail for conventional MPI engine to decrease undesirable noise in vehicle cabin room. However, pulsation damper is so expensive that there are prevailing studies to reduce fuel pressure pulsations with integrated damping effect. This paper is one of basic studies for development of fuel rail to abate pulsations with self-damping effect. Primarily, the pressure pulsation characteristics was investigated with aspect ratio of cross section, wall thickness, and materials of fuel rail. A high aspect ratio or thin wall was found to absorb the pressure pulsations effectively. But volume effects on the fuel pressure pulsation reductions were not especially significant than cross section effects because volume increment rate is larger than pressure pulsation reduction rate. The fuel rail made of aluminum is effective for reduction of pressure pulsation than that of low-carbon steel. Pressure change period increases on the basis of same lengths of supply line and fuel rail as the volume is enlarged and/or the thickness of wall is thinned.

• 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 ILASS-Korea
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• v.4 no.1
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• pp.34-44
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• 1999

The purposes of this study were to evaluate engine performance and to analyze smoke emission characteristics for varied injection pressures and engine operating conditions of an electronically-controlled ultra high pressure fuel injection system(UHPFIS). It was discovered that the engine performance with the present UHPFIS was far better than what was initially expected. And the UHPFIS permitted engine operation at air/fuel ratios richer than 20 : 1 without increasing smoke emissions. It was discovered that the indicated mean effective pressure was increased, while the specific fuel consumption and the amount of soot were decreased, as the fuel rail pressures were improved atomization of the fuel spray. As the intake air temperature was increased from $38\sim205^{\circ}C$ in 38 degree increments, the indicated mean effective pressure was dropped while the specific fuel consumption was increased.

• Proceedings of the KSME Conference
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• 2007.05b
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• pp.3323-3328
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• 2007

Conventional LPG pump for Liquified Petroleum injection(LPi) engine has been adopted vane type. But the BLDC type fuel pump for LPi system has complicated structure and its price is high. Therefore, as a alternative, this study has mainly focused on the development of turbine type LPG pump which has lower cost and simple structure than conventional BLDC type. To verify the possibility of substitute the performance tests were performed for each fuel pump. The comparative items were pressure settling time, variation of fuel outlet temperature and engine performance of hot restart ability. As a result, performances of turbine type LPG pump were equivalent or high comparing to the BLDC type all over the tests for different fuel composition.

• Transactions of the Korean Society of Automotive Engineers
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• v.23 no.4
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• pp.444-453
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• 2015

In the previous study, several problems were observed in a NG conversion vehicle, which were fail of air-fuel ratio closed loop control, aggravated fuel economy, increased harmful emission and declined roadability. It was provisionally supposed that the mismatch of injection system with the engine caused these performance deterioration. In this context, the characteristics of fuel injection system of commercial conversion kit for NG were investigated experimentally varying the engine speed, fuel rail pressure and volume. The results are as follows; The injection quantity decreases as the engine speed increases due to the extremely small rail volume of the presenting system and flow rate of No. 2 injector are always lower than that of the other ones regardless of the speed under the dynamic operation condition. Furthermore the existing system does not meet the required fuel quantity for the normal engine operation over 3000 RPM. On the other hands, the large rail volume systems ease and/or eliminate the difference of injection quantity between the injectors according to the speed variation, however, these systems decrease injection flow rate and still cannot supply sufficient fuel. Finally, suitable combination of the higher rail pressure and the larger rail volume might be a solution about these problems.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.38 no.2
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• pp.107-114
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• 2014

This paper proposes a common rail pressure control algorithm for passenger car diesel engines. For handling the parameter-varying characteristics of common rail systems, the quantitative feedback theory (QFT) is applied to the design of a robust rail pressure control algorithm. The driving current of the pressure control valve and the common rail pressure are used as the input/output variables for the common rail system model. The model parameter uncertainty ranges are identified through experiments. Rail pressure controller requirements in terms of tracking performance, robust stability, and disturbance rejection are defined on a Nichols chart, and these requirements are fulfilled by designing a compensator and a prefilter in the QFT framework. The proposed common rail pressure control algorithm is validated through engine experiments. The experimental results show that the proposed rail pressure controller has a good degree of consistency under various operating conditions, and it successfully satisfies the requirements for reference tracking and disturbance rejection.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.10
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• pp.102-109
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• 2017

The high pressure pump of a diesel injection system compresses the fuel supplied at low pressure into high pressure fuel and maintains the fuel of the common rail at the required pressure level according to the engine operating conditions. The high pressure pump is required to operate normally in order to compress the fuel to a high pressure of 2000 bar during the entire lifetime of the vehicle. Consequently, a suitable design technique, material durability and high precision machining are required. In this study, the high pressure pump simulation model of a 1-plunger radial piston pump is modelled by using the AMESim code. The main simulation parameters are the displacement, flow rate and pressure characteristics of the inlet and outlet valves, cam torque characteristics, and operating characteristics of the fuel metering valve and overflow valve. In addition, the operating characteristics of the pump are simulated according to the parameter changes of the hole diameter and the spring initial force of the inlet valve. The simulation results show that the operation of the developed pump model is logically valid. This paper also proposes a simulation model that can be used for current pump design changes and new pump designs.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.36 no.7
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• pp.759-765
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• 2012

This study investigates the effect of diesel combustion strategies on exhaust emissions and hydrocarbon species emissions for a 1.7 L common rail direct injection diesel engine at 1500 rpm and 3.9 bar BMEP. The first strategy is a method to adopt no EGR with a split injection composed of pilot and main injection (split injection). The second is to adopt a moderate EGR rate with main injection only (single-1). The third is to use a high level of EGR and main injection with rail pressure increase, $i.e.$ low-temperature diesel combustion (single-2). Split injection and single-1 showed a renowned phenomenon of a PM-NOx trade-off, whereas single-2 was observed of a PM-NOx trade-off to reduce PM and NOx simultaneously. HC speciation results show that the split injection produced the least amount of HC species, regardless of the carbon number bin, followed by single-1 and single-2. The ratios of methane, acetylene, and CO to THC increased as a combustion A/F ratio is richer due to reduced oxygen content in the vicinity of the combustion zone, thus enhancing pyrolysis.