• Journal of the Korean Society of Propulsion Engineers
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• v.25 no.1
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• pp.1-11
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• 2021

POGO is a dynamic axial instability phenomenon that occurs in liquid-propelled rockets. As the natural frequencies of the fuselage and those of the propellant supply system become closer, the entire system will become unstable. To predict POGO, the propellant (oxidant and fuel) tank in the first stage is modeled as a shell element, and the remaining components, the engine and the upper part, are modeled as mass-spring, and structural analysis is performed. The transmission line model is used to predict the pressure and flow perturbation of the propellant supply system. In this paper, the closed-loop transfer function is constructed by integrating the fuselage structure and fluid modeling as described above. The pogo suppressor consists of a branch pipe and an accumulator that absorbs pressure fluctuations in a passive manner and is located in the middle of the propellant supply system. The design parameters for its design optimization to suppress the decay phenomenon are set as the diameter, length of the branch pipe, and accumulator. Multiple-objective function optimization is performed by setting the energy minimization of the closed loop transfer function in terms of to the mass of the pogo suppressor and that of the propellant as the objective function.

• Clean Technology
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• v.20 no.1
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• pp.1-6
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• 2014

$CO_2$ is generated by the combustion reaction, when getting the energy from fossil fuel. If the carbon dioxide emissions increases more, the global warming problem will become more serious. CCS (carbon capture storage) needs to be developed for the prevention of this. When liquefied $CO_2$ is transported, BOG (boil-off gas) is generated because of several problems. In the study, by injecting liquefied $CO_2$ in two tanks which contains $40m^3$each, the amount of BOG and its composition were measured during 30 days when generating pressure changes and external heat, loading, unloading. In result, 16,040 kg of BOG was generated and the composition has been found out to be 99.95% $CO_2$ and 0.05 % $N_2$. Also, we conducted simulation process for reliquefaction of generated BOG with vapor compression cycle using the PRO/II with PROVISION version 9.2. As a result, the refrigeration cycle of the total circulation flow rate was 42.07 kg/h and the condenser utility consumption was 48.85 kg/h.

• Korean Chemical Engineering Research
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• v.59 no.3
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• pp.345-358
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• 2021

This study focuses on the development of the liquid air production process that uses LNG (liquefied natural gas) cold energy which usually wasted during the regasification stage. The liquid air can be transported to the LNG exporter, and it can be utilized as the cold source to replace certain amount of refrigerant for the natural gas liquefaction. Therefore, the condition of the liquid air has to satisfy the available pressure of LNG storage tank. To satisfy pressure constraint of the membrane type LNG tank, proposed process is designed to produce liquid air at 1.3bar. In proposed process, the air is precooled by heat exchange with LNG and subcooled by nitrogen refrigeration cycle. When the amount of transported liquid air is as large as the capacity of the LNG carrier, it could be economical in terms of the transportation cost. In addition, larger liquid air can give more cold energy that can be used in natural gas liquefaction plant. To analyze the effect of the liquid air production amount, under the same LNG supply condition, the proposed process is simulated under 3 different air flow rate: 0.50 kg/s, 0.75 kg/s, 1.00 kg/s, correspond to Case1, Case2, and Case3, respectively. Each case was analyzed thermodynamically and economically. It shows a tendency that the more liquid air production, the more energy demanded per same mass of product as Case3 is 0.18kWh higher than Base case. In consequence the production cost per 1 kg liquid air in Case3 was $0.0172 higher. However, as liquid air production increases, the transportation cost per 1 kg liquid air has reduced by $0.0395. In terms of overall cost, Case 3 confirmed that liquid air can be produced and transported with $0.0223 less per kilogram than Base case.

• Journal of the Korean Institute of Gas
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• v.20 no.6
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• pp.37-42
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• 2016

The purpose of this paper is to study for the emission gas control of passenger car. The first example, the PCSV never open when operating condition, but it opened by causing malfunction because of trouble. As a result, the purge gas entered into surge tank, a mount of fuel was displayed with excessive supply on tester. Therefore, it certified the bad-condition of the engine when idling by decreasing of fuel injection quantity from engine ECU. The second example, the hose activating a EGR valve didn't supply the vacuum pressure because of assembling the other part. Thus, it knew the bad-condition of engine that the EGR valve would not work normally by leaking with the other port. The third example, as the rear oxygen sensor of two sensor were fault-installing by changing the sensor of other a car it could not detect of oxygen quantity. Finally, it found the phenomenon of abruptly decreasing vehicle speed when braking a car. Therefore, the system including with emission control has to drastically manage by maximizing condition to role decreasing the emission gas.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.9
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• pp.6397-6402
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• 2015

This research was performed to review operating parameters, optimum condition and check characteristic of microbubble generation for using bubble size distribution according to venturi specification. Optimum operating condition have airflow rate 0.3 LPM, 3 bar(pressure tank) and connecting nozzle directly(without valve), it is advantageous to generate microbubble. In case of characteristic of microbubble generation according to venturi specification, effect that nozzle specification affects bubble size distribution is low impact. But considering performance aspects, when using nozzle that throat diameter 3-4 mm, $D_{50}$ are $54.98-61.19{\mu}m$(D3L15, D4L15), fraction of bubble less than $50{\mu}m$ are 0.326, 0.345. And it is superior to others. Besides, $D_{50}$ and fraction of bubble less than $50{\mu}m$ of throat length 20 mm are $49.40-54.98{\mu}m$, 0.447, respectively And nozzle that throat length 20 mm is relatively tendency to generate microbubble stably.

• Journal of Korean Tunnelling and Underground Space Association
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• v.24 no.6
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• pp.659-677
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• 2022

Hydrogen is emerging as a next-generation energy source and development and supply of FCEV (hydrogen fuel cell electric vehicle) is expected to occur rapidly. Accordingly, measures to respond to hydrogen car accidents are required and researches on the safety of hydrogen cars are being actively conducted. In this study, In this study, we developed a hydrogen car accident scenarios suitable for domestic conditions for the safety evaluation of hydrogen car in road tunnels through analysis of existing experiments and research data and analyzed and presented the hazard distance according to the accident results of the hydrogen car accident scenarios. The accident results according to the hydrogen car accident scenario were classified into minor accidents, general fires, jet flames and explosions. The probability of occurrence of each accident results are predicted to be 93.06%, 1.83%, 2.25%, and 2.31%. In the case of applying the hydrogen tank specifications of FCEV developed in Korea, the hazard distance for explosion pressure (based on 16.5 kPa) is about 17.6 m, about 6 m for jet fire, up to 35 m for fireball in road tunnel with a standard cross section (72 m²).