Study Background. Study Contents. Future Works

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1 8 th Asian DME Conference Study Background Study Contents - Development of CR DME Injector - Development of DME HP Pump - Development of CR DME E/G - CR DME Vehicles for EURO-5 - Conclusions Future Works 1

Shale gas Revolution : The U.S. now seems to possess a 100-year supply of natural gas, which is the cleanest of the fossil fuels November 3 2011 New York Times. - U.S. government's Energy Information Administration predicts that by 2035, 46% of the USA s natural gas supply will come from shale gas shale gas - worldwide energy supply - U.

2 Shale gas Revolution : The U.S. now seems to possess a 100-year supply of natural gas, which is the cleanest of the fossil fuels November New York Times. - U.S. government's Energy Information Administration predicts that by 2035, 46% of the USA s natural gas supply will come from shale gas shale gas - worldwide energy supply - U.S., China, Argentina, Algeria, Canada and Mexico account for nearly two-thirds of the assessed, technically recoverable shale gas resource Source: EIA, April 2011 Study of 48 Basins in 32 countries including India South Korea's second-biggest LPG importer E1 Corp said it would purchase 180,000 mt/year of LPG produced from US shale gas in 2014 because of 10% lower than import prices of LPG produced in the Middle East. SK Gas, Korea's biggest LPG importer, also considering buying LPG produced from shale gas to help lower import costs Korean government has vowed to invest more in DME, a clean-burning fuel can be blended with LPG (South Korea has been seeking ways to increase LPG consumption as an alternative to LNG) used on its own as transportation fuel as an alternative of LNG, LPG and Diesel gaining attention from automakers also as it is cheaper than LPG and produces little pollution from combustion Korea gas Corporation has announced a Roadmap of DME (Korea Gasnews, July ) 2

3 DME has tremendous potential as an effective way to use the abundant natural gas DME generates significantly less carbon emissions Combustion produces extremely low levels of particulates and nitrogen oxide DME can easily converted into liquid at a pressure of just 5 bar. Handling is uncomplicated and resembles that of liquefied petroleum gas(lpg) DME is injected as a liquid, so very similar fuel injector to diesel can be used and multi-point injection strategy can be applied Unlike LNG, DME does not require cryogenic temperature; it is handled and stored like propane, with tank pressured of 75psi. DME is nontoxic, already being used as an aerosol propellant in cosmetics and other household products DME can be made from natural gas and bio-mass. When produced from biomass, DME can provide up to a 95% CO2 reduction compared to diesel(oberon Fuels) Year Nation Manufacturer Type/engine displacement Technology/specification 1996 Japan JFE Holdings (Japan) NKK Cargo truck, 4636 cc In-line pump 1998 Japan 2000 Sweden Isuzu Advanced Engineering Center, Ministry of Land, Infrastructure and Transport (Japan) Danish Technological Institute, Haldor Topsoe A/S, Statoil A/S, Volvo Truck & Bus Group (Sweden) Medium-sized bus, 8226 cc City bus, 9600 cc Common-rail, 48 passengers Common-rail type, DH10A engine, In-line 6 cylinder, Turbocharged 2001 Japan Mitsubishi, JOGMEC a, Iwatani Int Corp (Japan) Cargo truck, 4214 cc Distribution pump 2002 Japan Isuzu (Japan) Medium-sized truck, 7166 cc In-line pump 2002 USA The Penn. State University, Air Products and Chemicals (USA) Shuttle bus, 7300 cc HEUIb, Navistar T444E engine (V-type 8 cylinder), Turbo diesel engine 2003 Japan Hino Motors, NEDC c (Japan) Hybrid bus, 7961 cc Common-rail 77 passengers 2004 Japan Isuzu (Japan) Cargo truck with crane, 4777 cc Common-rail 2004 Japan Nissan diesel, NTSEL d (Japan) Large-sized cargo truck, 6925 cc In-line pump, w/denox cat China Shanghai Jiaotong Univ., Shanghai Automobile, Shanghai Diesel (China) Shanghai city bus, 8300 cc 2005 Japan AIST e, JOGMEC (Japan) Medium duty truck, 7166 cc In-line pump, Turbocharger, Inter-cooler In-line pump, In-line 6 cylinder, Natural aspiration 2006 Korea KIER f (Korea) Truck, 3 ton In-line pump 2006 Japan Nissan Diesel Motor, NTSEL (Japan) Heavy-duty truck, 6825 cc Jerk pump type, FE6T engine (Nissan), FE6T engine (Nissan), In-line 6 cylinder, Turbocharger 2008 Korea KIER (Korea) Bus, 8071 cc In-line pump, 6 cylinder 2009 Korea Hanyang University (Korea) Passenger car, 1582 cc Common-rail, In-line 4 cylinder 2009 Korea KATECH g (Korea) SUV, 1991 cc Common-rail, EGR, VGT 2012 Sweden Volvo, Dreem, Chemrec Truck, 12800cc In-line 6 cylinder, DOC a JOGMECD: Japan Oil, Gas and Metals National Corporation b HEUI: Hydraulically actuated electronically controlled unit injectors c NEDO: New Energy and Industrial Technology Development Organization d NTSEL: National Traffic Safety and Environment Larboratory e AIST: National Institute of Advanced Industrial Science and Technology f KIER: Korea Institute of Advanced Industrial Scrience and Technology g KATECH: Korea Automotive Technology Institute h 3

In Europe, several countries have headed the development of DME-fueled vehicles AVL(Austria) has promoted R&D of DME-fueled engines since 1995 Volvo trucks has completed

05million km of DME testing in Europe Completion of two field trials with DME fueled vehicles, the 1 st with a bus in 1999 and then with a truck in 2005 Volvo : DME

HD truck using by mechanical fuel system(nissandiesel, MLIT, NTSEL) Development of DME LD truck through empirical evaluations(bosch Japan, NTSEL) Developing of DME LD/MD

4 In Europe, several countries have headed the development of DME-fueled vehicles AVL(Austria) has promoted R&D of DME-fueled engines since 1995 Volvo trucks has completed more than 1.05million km of DME testing in Europe Completion of two field trials with DME fueled vehicles, the 1 st with a bus in 1999 and then with a truck in 2005 Volvo : DME vehicle and engine Item Specification Engine type/cylinder number D13/ Inline 6 Capacity 328kW Displacement volume 13L Exhaust level EURO ,Development of DME HD truck using by mechanical fuel system(nissandiesel, MLIT, NTSEL) Development of DME LD truck through empirical evaluations(bosch Japan, NTSEL) Developing of DME LD/MD truck according to unique common-rail tech.(isuzu) Developed some of the trucks, Performing a road test evaluation(tokyo Nigata) DME charging station construction and its operation(kawasaki, Yokohama, Nigita, etc) <Field Test Area and Route of the Medium Duty DME Truck> <Current situation of DME trucks and DME charging stations> 4

Development of CR DME Vehicles for Meeting EURO-5 Requirements Study Contents Development of High Pressure Pump and Injection for DME Fuel Development of Common-rail DME Fuel Supply System

5 Development of CR DME Vehicles for Meeting EURO-5 Requirements Study Contents Development of High Pressure Pump and Injection for DME Fuel Development of Common-rail DME Fuel Supply System Development of 2.9-liter Common-rail DME Engine Evaluation of Power and Emission Performance for DME vehicle Development of Common-rail DME Vehicles for meeting EURO-5 Field Test of the DME Vehicle - About twice the DME fuel volume must be injected compared to diesel fuel, in order to ensure the equivalent power output as diesel engine 0.187mm(inner dia.) 0.295mm(inner dia.) 0.286mm(inner dia.) 0.145mm(outer dia.) 0.314mm(outer dia.) 0.3mm(outer dia.) 10 5

Design of Injection Nozzle and Needle using Nozzle Flow Model Production of DME Injector Prototype by 3D Design and Numerical Analysis Enlargement of DME flow rate Nozzle Design of DME Injector

6 Design of Injection Nozzle and Needle using Nozzle Flow Model Production of DME Injector Prototype by 3D Design and Numerical Analysis Enlargement of DME flow rate Nozzle Design of DME Injector Production of CR DME Injector Prototype Nozzle-hole design(type II) Nozzle-hole design(type III & IV) 3D Design Hole cutting - Limit of increasing injection rate only by enlargement of nozzle hole (0.16mm0.25mm) - Enlargement of orifice diameter in high pressure line leads to further increasing injection rate Enlarging orifice diameter from 0.6mm to 1mm 191.9% increase of injection rate Modification of Orifice hole 6

Replacement of Elastomer Static Seal to HNBR(Hydrogenated Nitrile

to prevent leakage and Corrosion Addition of Guide Adaptor made of

개선된 HNBR Solenoid sealing <Addition of HNBR Solenoid Sealing > Leak,

of Fuel Pressure Experimental Set-up Test Results of CR DME Injector

7 Replacement of Elastomer Static Seal to HNBR(Hydrogenated Nitrile Butadiene Rubber) - Addition of HNBR High Pressure Solenoid Sealing to prevent leakage and Corrosion Addition of Guide Adaptor made of HNBR <HNBR Guide Adaptor > 기존 Solenoid sealing HNBR Solenoid sealing 개선된 HNBR Solenoid sealing <Addition of HNBR Solenoid Sealing > Leak, Response, Injection Rate, Fluctuation Rate of DME Injector Pulsation of Fuel Pressure Experimental Set-up Test Results of CR DME Injector Leak test Injection quantity Multi-injection(I) Multi-injection(II) 7

Spray Angle [degree] Penetration Length [mm] 2013-11-13 Spray Visualization Experiment by Using High Pressure Chamber Computational Fluid Dynamics STAR-CD, KIVA V3 15 Comparison of spray

8 Spray Angle [degree] Penetration Length [mm] Spray Visualization Experiment by Using High Pressure Chamber Computational Fluid Dynamics STAR-CD, KIVA V3 15 Comparison of spray visualization test results with numerical analysis Breakup and evaporation of DME droplet occur rapidly in the early period of injection Momentum magnitude of droplet is directly related to the droplet break-up The biggest spray angle in the nozzle-hole diameter 0.25 mm; excellent atomization characteristics Spray Development and Pattern DME_Φ=0.166_P inj 70MPa_P amb 5MPa 0.4ms 0.8ms 1.2ms 1.6ms 2.0ms 2.4ms DME_Φ=0.250_P inj 70MPa_P amb 5MPa 0.4ms 0.8ms 1.2ms 1.6ms 2.0ms 2.4ms 3.0ms DME_Φ=0.300_P inj 70MPa_P amb 5MPa 0.4ms 0.8ms 1.2ms 1.6ms 2.0ms 2.4ms Spray penetration length /Spray angle DME_0.300 mm_35 MPa DME_0.300 mm_70 MPa DME_0.250 mm_35 MPa DME_0.250 mm_70 MPa DME_0.166 mm_35 MPa Injection DME_0.166 mm_70 MPa Delay DME_0.300 mm_35 MPa DME_0.300 mm_70 MPa DME_0.250 mm_35 MPa DME_0.250 mm_70 MPa DME_0.166 mm_35 MPa DME_0.166 mm_70 MPa After Start of Injection [ms]

3-dimensional,multi-phase, compressible, turbulent flow analysis with moving grid technique Prediction of cavitation region and effective flow area for various nozzle geometries DME causes much

Cavitation C f of DME & Diesel Cavitation region (Section A-A ) R-0 A R- 0.

9 3-dimensional,multi-phase, compressible, turbulent flow analysis with moving grid technique Prediction of cavitation region and effective flow area for various nozzle geometries DME causes much larger recirculation zone than Diesel, resulting in larger cavitation region DME is much more sensitive to geometrical effect of injection nozzle on Internal flow characteristics Volume Fraction of Cavitation C f of DME & Diesel Cavitation region (Section A-A ) R-0 A R Recirculation zone Effective flow area DME Diesel 4 A 5 Developed a new DME High Pressure Pump 1 st DME High pressure pump (3L) 2 nd DME High pressure pump (3L) Type Eccentric cam Wobble plate No. of plunger 2 5 Bore (mm) Stroke (mm) 10 - Flow rate (kg/h) 50@1,000 rpm 135@2,000 rpm System pressure (bar) Speed (rpm) 2,000 2,000 Photo Feature High-pressure and high-efficiency Very difficult to apply variable capacity Large size (but insufficient discharge flow) High-pressure and high-efficiency Easy to apply variable capacity Small size (but sufficient discharge flow) 9

Components of DME Pump Addition of Lubricity and Viscosity Index Improver - Lubricity

10 5 Plunger Wobble Plate Type Pump - Ø10.5 Plungers, 12 mm Stroke, 5.2 cc/rev Drawing Design of Wobble Plate Type HP Pump Details of Components of DME pump Components of DME Pump Addition of Lubricity and Viscosity Index Improver - Lubricity improver(lz539m) 1,200 ppm + Viscosity index improver(newpol V-10-C) 600 ppm Good Cylinder Surface of Inner High Pressure Chamber 10

11 DME exhibits higher Nox emissions than Diesel due to the longer injection duration for Diesel power equivalence steep heat-release rate in the premixed combustion phase of single and multi-step injection Rapid fuel evaporation reduces the period of the mixing-controlled combustion Three-stage injection process [Source : SAE Technical Paper No ] Comparison of Injection timing of three-point injection strategy for Diesel & DME - Three-stage injection(pilot Pre Main) is very effective for reducing NOx at partial load - Optimization of Injection Timing Optimization of Injection Timing Optimized Timing DME Diesel NEDC mode driving range (1,200~2,200rpm, 2~6bar) Pilot timing( CA ATDC) Pre timing( CA ATDC) Main timing( CA ATDC) 11

Nox Emission Performance of CRDI DME Engine - Comparison of Nox emission between DME and Diesel E/G

5% compared to Diesel NOx Emission Map NOx Emission(ppm) by DME NOx Emission(ppm) by Diesel Specification

12 Nox Emission Performance of CRDI DME Engine - Comparison of Nox emission between DME and Diesel E/G Optimized Injection Strategy can reduce Nox emission from NEDC by 68.5% compared to Diesel NOx Emission Map NOx Emission(ppm) by DME NOx Emission(ppm) by Diesel Specification of 3L Common-rail DME Prototype Engine Item Displacement Volume Bore Stroke Specification 2,902cc 98 mm 101.5mm Compression Ratio 17.4 : 1 Idle speed 800 ± 10 rpm Intake timing BTDC 26 / ABDC 50 Exhaust timing BBDC 72 / ATDC 32 Performance Test of DME Engine Fuel system Common-rail direct injection Installation of DME HP Pump Installation of CR DME Injector 12

13 Full load performance of DME engine equivalent to that of Diesel base engine Maximum torque(22.5kgm) of the DME engine could equal to that of Diesel Comparable thermal efficiency of DME engine to that of Diesel DME Engine Performance Engine Torque Thermal efficiency Main Components for DME Fuel Supply System 13

Pressure Pump Development of Fuel Supply System for Common-rail DME Light-Duty

14 Development of DME fuelled Common-rail Passenger Van Modularization Design for Fuel Supply System is Applied Modularization Design of Fuel System DME Fuel Tank DME Low Pressure Pump Development of Fuel Supply System for Common-rail DME Light-Duty Vehicle Meeting Euro-5 Emission Regulation DME Common-rail Light-Duty Truck for EURO-5 14

15 Performance & Emission Test Road Test NEDC mode Test Emission Modal Data of CRDI DME Vehicle under NEDC Test Cycle 30 15

As Results of Performance and Emission Tests, - Meeting EURO-5 Emission Regulation for the First in Korea - Best Performance : 125HP (Equivalent to Diesel Engine) - Fuel Consumption rate(based on

16 As Results of Performance and Emission Tests, - Meeting EURO-5 Emission Regulation for the First in Korea - Best Performance : 125HP (Equivalent to Diesel Engine) - Fuel Consumption rate(based on Vehicle) : 5.7km/L THC+NOx (g/km) CO (g/km) NOx (g/km) PM (g/km) EURO Base Diesel (EURO-4 ) CRDI DME Vehicle Purpose Building and operating DME refueling station in Chungju city Field test of the DME vehicle on public road for reliability Development of field evaluation technique Ministry of Trade, Industry and Energy Republic of Korea Period : ( ~ ) Research Group : Korea Automotive Technology Institute, Ulsan University, Korea Gas Corporation Korea Gas Safety Corporation, Korea National University of Transportation One DME refueling station is planning to build up in Chungju city The first operation on public roads was between KNU to Hoam Reservior To date, the field test has involved 1 Passenger van, which have accumulated about 6,000km No durability trouble of the injection pump was encountered Korea National University of Transportation Hoam Reservior 16

Equipment 4 Calibration ECU BOX 5 Driving Imaging Device 6 Navigation location Logger Time Synchronization of Data 05.

3 Pre inj. Time 9 Common Rail Temp. 4 Pilot Inj. Time 10 Compressor Press 5 Main Inj. Time 11 HP Pump IMV Duty 6 BMEP <Monitoring Env.> No.

17 Monitoring System Configuration No. Parameter Name EMS Program Control Environment Driving Information Control System Environment Navigation Information Control data-logging Equipment 4 Calibration ECU BOX 5 Driving Imaging Device 6 Navigation location Logger Time Synchronization of Data 차년도기술개발연구결과 Monitoring data Sheet <EMS Data Logging Env.> No. Parameter Name No. Parameter Name 1 RPM 7 Oil Temp. 2 Acc. Pedal Sinal 8 Intake Air Temp. 3 Pre inj. Time 9 Common Rail Temp. 4 Pilot Inj. Time 10 Compressor Press 5 Main Inj. Time 11 HP Pump IMV Duty 6 BMEP <Monitoring Env.> No. Parameter Name No. Parameter Name 1 Coolant Temp. 14 DME LP Pump Outlet Press. 2~3 T/C inlet / outlet Temp. 15 DME Res. Tank Return Press. 4 Intercooler outlet Temp. 16 Monitoring Screen 5~8 Intake Manifold Temp. #1~#4 17 Position 9~12 Exh. Manifold Temp. #1~#4 18 Speed 13 DME LP Pump inlet Press. 19 Path and Distance 17

18 Time Synchronization of Data Data Analysis from Integrated Monitoring System 18

KATECH has successfully developed DME fuelled common-rail

injector and high pressure pumps corresponding to DME fuel.

plays a important role in meeting tight regulation, EURO-5.

developed by optimizing EGR rate, injection timing and

A diagnostic method has been developed for monitoring DME

To date, the field test has involved 1 Passenger van, which

19 KATECH has successfully developed DME fuelled common-rail light-duty vehicle by optimum modification and design of injector and high pressure pumps corresponding to DME fuel. ECU system has also developed for DME common-rail engine, plays a important role in meeting tight regulation, EURO-5. The common-rail DME vehicle for EURO-5 were successfully developed by optimizing EGR rate, injection timing and duration. A diagnostic method has been developed for monitoring DME vehicle. To date, the field test has involved 1 Passenger van, which have accumulated about 6,000km In future, much more high performance of injector and high pressure pump are required with consideration of reliability and characteristics of DME fuel. 19

20 In case of using bio-diesel as lubricant, friction parts of high pressure pump were easily damaged due to harsh wear. Long term storage of bio-diesel can cause problem of clogging DME fuel system part photo cause Low pressure parts - Damaged bearing retainer - Sever friction between plates causes many metal chips inside the pump piston - Scratch on the surface of piston occurring in high load engine running condition Check valve - Malfunctioning of check valve due to incoming metal chips The latent heat from each DME injection is 2.4 times that from Diesel fuel injection ( a lower charge temperature at SOC under the same intake condition) Shorter ignition delay results in reducing the rate of temperature rise in the premixedcombustion phase The evaporation rate for fuel drops in the DME spray is about 3 times that of Diesel fuel, resulting in reducing the charge heterogeneity DME exhibits higher Nox emissions than Diesel due to the longer injection duration for Diesel power equivalence steep heat-release rate in the premixed combustion phase of single and multi-step injection Rapid fuel evaporation reduces the period of the mixing-controlled combustion 20

Damaged parts of the DME Injector due to friction and

Decompression chamber Adhesion & Corrosion Contamination

opening of the nozzle; highly compressible Pressure drop -

nozzle exit velocity Pressure oscillations and residual

fuel pump and injector Flow phenomena and flow rate in the

21 Damaged parts of the DME Injector due to friction and corrosion -Corrosion of Needle parts, Contamination of Decompression chamber Adhesion & Corrosion Contamination Breakage of Solenoid Sealing Needle lift behavior - Slow opening of the nozzle; highly compressible Pressure drop - Increasing pressure drop in the valve Seat - Reduction of the nozzle exit velocity Pressure oscillations and residual pressure in the injection line - Pulsation occurs between fuel pump and injector Flow phenomena and flow rate in the nozzle orifice - High fluid velocity, low static pressure - Expanded cone angle of nozzle exit 21

Injection rate, Q inj (mm 3 /ms) Injection amount, m inj (mg/st) 2013-11-13 단순노즐홀확경 (0.16mm0.25mm) 만으로는 400bar 이하조건에서는분사유량증대없음 분사율평가를통한원인분석결과, 인젝터노즐내부의연료공급부족으로니들닫힘시기빨라짐 고압측오리피스변경결과 (0.6mm1.

22 Injection rate, Q inj (mm 3 /ms) Injection amount, m inj (mg/st) 단순노즐홀확경 (0.16mm0.25mm) 만으로는 400bar 이하조건에서는분사유량증대없음 분사율평가를통한원인분석결과, 인젝터노즐내부의연료공급부족으로니들닫힘시기빨라짐 고압측오리피스변경결과 (0.6mm1.0mm) 베이스대비 191.9% 유량개선 분사율평가 ( 디젤 ) DME 분사유량평가 P inj =400bar P amb =20bar t eg =1.0ms Type I Type II Type II 1.0mm Type II 1.5mm P amb =20bar t eg =1.0ms Base(DIE) Base (DME) Type I (DME) Type II (DME) Type II 1.5mm (DME) Type II 1.0mm (DME) % 유량개선 % Time after start of injection, SOI (ms) 니들닫힘시기빨라짐 Injection pressure, P inj (bar) - 노즐유동모델을이용한인젝터노즐설계, 3D 해석을통한설계개선및보완 - DME 인젝터시제품에대한문제점분석 - HNBR 소재를이용한솔레노이드 Sealing 및 Flexible 리턴호수변경완료 DME 인젝터노즐설계및제작 기존 Solenoid sealing HNBR Solenoid sealing 개선된 HNBR Solenoid sealing 22

Injection amount [mg/st] 2013-11-13 DME 인젝터홀및오리피스변경으로분사량증가확인 100 80 60 40 20 0 +191.9% +60.2% P amb : 2MPa, t eng : 1ms Base(DIE) Base (DME) Type I (DME) Type I 1.0mm (DME) Type II (DME) Type II 1.

23 Injection amount [mg/st] DME 인젝터홀및오리피스변경으로분사량증가확인 % +60.2% P amb : 2MPa, t eng : 1ms Base(DIE) Base (DME) Type I (DME) Type I 1.0mm (DME) Type II (DME) Type II 1.5mm (DME) Type II 1.0mm (DME) Injection pressure [MPa] 노즐과오리피스를확경시기존의 Base인젝터의 분사량에비해최대 191.9% 가증가 ( 분사압 40MPa 기준 ) 모델 홀수 [ea] 홀직경 [mm] 오리피스직경 [mm] Base Type-I Type-I Type-II Type-II-1mm Type-II-1.5mm DME 실증차량 DME 인젝터신뢰성기술개발 - DME 실증차량의연료시스템은프로토타입개발품과디젤시스템을개량하여사용 인젝터 ( 솔레노이드 Seal 개량 ), 고압펌프 ( 프로토타입개발 ), 저압펌프 ( 프로토타입개발 ) - 자동차부품연구원내주행결과인젝터내부에서 DME연료누출확인 인젝터바디와솔레노이드간의결합단차를최소화하기위한 Sealing (HNBR) 장착 가스누출 <DME 가스누출경로 > < 인젝터파손 > < 개발인젝터파손 > 23

Emission 도달거리와 SMD 예측 (Pinj 35MPa, Pamb 5MPa) 연료공급압력이증가하고, 분위기압력이낮을수록도달거리는증가 DME 입자의분열과기화로인한모멘텀감소확인 해석을통한 SMD

24 Optimum Injection Strategy is Applied - Nox Emission can be reduced by Max. 68.5% in NEDC Mode(1,200~2,200rpm, 2~6bar) Nox Emission Map for DME & Diesel Diesel - NOx Emission DME - NOx Emission 도달거리와 SMD 예측 (Pinj 35MPa, Pamb 5MPa) 연료공급압력이증가하고, 분위기압력이낮을수록도달거리는증가 DME 입자의분열과기화로인한모멘텀감소확인 해석을통한 SMD 측정으로실제 DME 입자의분열예측가능 분무초기입자의분열은분무속도에의한영향력이지배적 시간에따른분무발달및분무형상비교 분무해석과가시화실험의도달거리비교 실험 해석 실험 시간 0.1ms 0.5ms 1.0ms 실험 해석 해석 시간 1.5ms 2.0ms 2.3ms 24

25 Flow rate(kg/h) Larger diameter plunger - Increasing DME requirements Pumping stroke increase - Increasing requirements flow rate; highly compressible Cam profile or wobble plate angle change - Changing requirements DME requirements pressure and flow rate Special treatment of the plunger surface - Leak-Proof; low viscosity of DME DME 커먼레일시스템적용을위한고압연료펌프사양및용량검토완료 - 편심형 DME 고압펌프는엔진속도 2500rpm 이상에서는연료량부족현상발생 대유량의사판형 DME 고압펌프개발 P s = 12bar 100 DME Pump (Pr=600bar) DME Pump (Pr=400bar) DME Injection (Pr=400 bar) - Exp. 80 Req. DME Pump (Pr=400 bar) DME 고압연료펌프사양및용량검토 nd AFT DME Pump (Pr=400bar) ITV Duty 100% DME Pump (in Bench) DME Injector return (Predic.) DME Injector (in Engine) 1 st DME High Pressure Pump 2 Plunger Eccentric Type Pump Ø9.0 Plungers, 10 mm Stroke, 2 nd DME High Pressure Pump 5 Plunger Wobble Plate Type Pump Ø10.5 Plungers, 12 mm Stroke, 5.2 cc/rev Engine speed(rpm) 25

Effects of Pilot Injection Strategies on Spray Visualization and Combustion in a Direct Injection Compression Ignition Engine using DME and Diesel

7 th Asian DME Conference 16-18 November, 2011 Toki Messe Niigata Convention Center, Niigata, Japan Effects of Pilot Injection Strategies on Spray Visualization and Combustion in a Direct Injection Compression