著者

カマル イザム 上田 隆正 荒木 幹也 志賀 聖一 宮下 直幸 小保方 富夫 津江 光洋 河野 通方

出版者

一般社団法人日本エネルギー学会

雑誌

日本エネルギー学会大会講演要旨集

巻号頁・発行日

no.12, pp.310-311, 2003-07-30

著者

荒木 幹也 嶋津 有宏 小保方 富夫 石間 経章 志賀 聖一 増渕 匡彦 杉本 知士郎

出版者

一般社団法人日本機械学会

雑誌

日本機械学會論文集. B編 (ISSN:03875016)

巻号頁・発行日

vol.73, no.726, pp.622-630, 2007-02-25

被引用文献数

9

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Atomization characteristics of an ultrasonic fuel injector using a micro nozzle array were investigated experimentally. Micro nozzles whose exit diameter is d=3, 6 and 9μm are mounted on a thin metal film. The number of the micro nozzle is 2.0×10^4. Using an ultrasonic oscillator, gasoline is periodically pushed out from the micro nozzles at the frequency of 63.6 kHz. A disk-type PZT is used as an ultrasonic oscillator, and the oscillation is amplified using a step-type horn. The input voltage is varied from 0 to 200 V. At the natural frequency, the oscillation amplitude of the horn is about 10μm. The droplet diameter and velocity are measured with a phase Doppler analyzer at 15 mm downstream from the micro nozzle array. For d =3μm, the Sauter mean diameter (SMD) is about 10μm, and the fuel flow rate is 0.023 cc/s. The SMD is much smaller when compared to conventional port fuel injectors. For d=6μm, the SMD is about 10 to 18μm, and the fuel flow rate is 0.055 cc/s. For d=9μm, the SMD is about 16 to 28μm, and the fuel flow rate is 0.41 cc/s. It is shown that, using the micro nozzle array, a uniform-diameter steady spray can be obtained without high-pressure fuel pump and nozzle type injectors.

著者

志賀 聖一 江原 秀治 柄沢 隆夫 倉林 俊雄

出版者

一般社団法人日本機械学会

雑誌

日本機械学會論文集. B編 (ISSN:03875016)

巻号頁・発行日

vol.51, no.471, pp.3823-3827, 1985-11-25

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In previous paper, it was suggested the effect of exhaust gas recirculation (EGR) on the diesel knock is relevant to the reaction rate of spontaneous ignition which occurs at the initial stage of diesel combustion. In a present study, this suggestion is verified by measuring the ignition lag and separating it into physical and chemical lags by applying the statistical technique presented by S. Kumagai. Under the operating condition used in this study, the physical lag is rather longer than the chemical lag and hardly changes with an increase in EGR ratio. On the other hand, the chemical lag is considerably affected by EGR. Though the dependent behaviour of the chemical lag on EGR is not simple, it is clearly shown that the tendency of chemical lag versus EGR ratio is quite the reverse of that of the diesel knock intensity. This means that the diesel knock intensity with EGR is dominated by the reaction rate of spontaneous ignition.