While our LLC formation officially occurred in 2009, the initial design work on our injector originally began in 2001. Our first patent was issued in 2007. Since that time, work has been planned into three different phases.
Phase 1: Testing of the Magnetostrictive Transducer
(Completed December 2010)
As the design of our injector was completely centered around the magnetostrictive transducer, we designed and built two test units for the purposes of analysis. Working through the IPRT Program, Dr. LeAnn Faidley of Iowa State University headed up testing of our transducers and proved that speed and proportionality of the transducer was easily possible. A summary of test results are available here. Sample images are provided here as well.
Dr. Faidley published SAE Paper 2011-01-0381 based upon the results of the testing work. The paper was then presented at the annual SAE World Conference in Detroit, MI in April, 2011. The video you see below was produced by Iowa State University and features the test of the transducer unit.
Phase 2: Bench Test of a Full Prototype Fuel Injector
(In Progress)
Scout 1
Two prototype injector units have been created and given the design name "Scout 1". The units are comprised of the mangnetostrictive transducer in combination with our proprietary spool valve (needle replacement.) Both units have been designed specifically for the purpose of "bench test" evaluation and are not intended for engine use.
Testing of these injectors will be completed on a bench setting both internally and via a third party test and evaluation company to determine the controllability, speed and proportionality limits, open and closing rates of the spool valve, and internal pressure losses of the injector itself. Tests will be performed at a variety of pressure ranges ranging from 400 bar to 2000 bar. Further detail of test evaluation targets are described as follows:
- Determine if the DUT (Device Under Test) can transition from full closed to full open in not greater than 238 µs (two hundred thirty-eight microseconds), which is the time required for the engine to rotate three degrees of crank angle at 2,100 rpm.
- Determine if the DUT can transition from full open to full closed in not greater than 238 µs (two hundred thirty-eight microseconds), which is the time required for the engine to rotate three degrees of crank angle at 2,100 rpm.
- Characterize DUT mass flow rates with respect to time.
- Characterize the minimum time required of a single injection event and the minimum closed time between multiple injection events. This characterization will be performed for different pressures and different multiples of events.
Phase 3: Injector Re-Packaging and Engine Test
Phase 3 will begin immediately after the successful completion of Phase 2 and will consist of repacking and refining our injector design to fit the envelope required of running on a Single Cylinder Engine (SCE). This work will be completed via a Tier 1 Automotive Supplier with experience in injector design and test. The purpose of this work is to design, manufacture, and test a fully functional and controllable injector and measure the following performance characteristics:
- BSFC (Brake Specific Fuel Consumption)
- BSPM (Brake Specific Particulate Matter)
- BSHC (Brake Specific Hydro Carbon)
- BSCO (Brake Specific Carbon Monoxide)
- Combustion noise at various BSNOx levels
Completion of this work will result in a proven and commercially viable injector design as well as its control systems. | 
Transducer Displacement Data
Transducer Speed Data |