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

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

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

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.

scholarly journals Characterization of a Novel Porous Injector for Multi-Lean Direct Injection (M-LDI) Combustor

2017 ◽  
Author(s):  
Jianing Li ◽  
Umesh Bhayaraju ◽  
San-Mou Jeng
Keyword(s):  
Air Temperature ◽  
Mass Fraction ◽  
Direct Injection ◽  
Flame Temperature ◽  
Gaseous Fuel ◽  
Nox Emissions ◽  
Fuel Injector ◽  
Porous Tube ◽  
Lean Direct Injection ◽  
Air Mixing

A generic novel injector was designed for multi-Lean Direct Injection (M-LDI) combustors. One of the drawbacks of the conventional pressure swirl and prefilming type airblast atomizers is the difficulty of obtaining a uniform symmetric spray under all operating conditions. Micro-channels are needed inside the injector for uniformly distributing the fuel. The problem of non-uniformity is magnified in smaller sized injectors. The non-uniform liquid sheet causes local fuel rich/lean zones leading to higher NOx emissions. To overcome these problems, a novel fuel injector was designed to improve the fuel delivery to the injector by using a porous stainless steel material with 30 μm porosity. The porous tube also acts as a prefilming surface. Liquid and gaseous fuels can be injected through the injector. In the present study, gaseous fuel was injected to investigate injector fuel-air mixing performance. The gaseous fuel was injected through a porous tube between two radial-radial swirling air streams to facilitate fuel-air mixing. The advantage of this injector is that it increases the contact surface area between the fuel-air at the fuel injection point. The increased contact area enhances fuel-air mixing. Fuel-air mixing and combustion studies were carried out for both gaseous and liquid fuel. Flame visualization, and emissions measurements were carried out inside the exit of the combustor. The measurements were carried out at atmospheric conditions under fuel lean conditions. Natural gas was used as a fuel in these experiments. Fuel-air mixing studies were carried out at different equivalence ratios with and without confinement. The mass fraction distributions were measured at different downstream locations from the injector exit. Flame characterization was carried out by chemiluminescence at different equivalence ratios and inlet air temperatures. Symmetry of the flame, flame length and heat release distribution were analyzed from the flame images. The effects of inlet air temperature and combustion flame temperature on emissions was studied. Emissions were corrected to 15% O2 concentration. NOx emissions increase with inlet air temperature and flame temperature. Effect of flame temperature on NOx concentration is more significant than effect of inlet air temperature. Fuel-air mixing profile was used to obtain mass fraction Probability Density Function (pdf). The pdfs were used for simulations in Chemkin Pro. The measured emissions concentrations at the exit of the injector was compared with simulations. In Chemkin model, a network model with several PSRs (perfectly stirred reactor) were utilized, followed by a mixer and a PFR (plug flow reactor). The comparison between the simulations and the experimental results was investigated.

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