• Transactions of the Korean Society of Automotive Engineers
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• v.12 no.1
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• pp.55-60
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• 2004

Residual gas acts as a diluent which results in reducing the in-cylinder temperature as well as the flame speed, significantly affecting fuel economy, NOx emissions and combustion stability. Therefore it is important to determine the residual gas fraction as a function of the engine operating parameters accurately. However, the determination of the residual gas fraction is very sophisticated due to the unsteady state of induction and exhaust process. There has been little work toward the development of a generally applicable model for quantitative predictions of residual gas fraction. In this paper, a simple model for calculating the residual gas fraction in SI engines was suggested. The amount of fresh air was evaluated through AFR and fuel consumption. After this, from the intake temperature and pressure, the amount of total cylinder-charging gas was estimated. The residual gas fraction was derived by comparing the total charging and fresh air. This results coincide with measured EGR value very well.

• Transactions of the Korean Society of Automotive Engineers
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• v.10 no.6
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• pp.11-18
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• 2002

Residual gas fraction in an engine cylinder affects engine performance, efficiency and emission characteristics. With high residual gas fractions, a flame speed and maximum combustion temperature are decreased and these are deeply related with combustion stability especially at idle and NOx emission at relatively high engine load. In this work, the residual gas fraction was calculated by an engine simulation code, which was validated by the experimental data (cylinder pressure and emissions) obtained from 4-cyliner spark ignition engine. A comparison between experimental and computational calculation results was made. The residual gas is generated mostly at low engine speed by the larger pressure difference between the intake and exhaust port. As the valve overlap duration was increased, the amount of residual gas in the cylinder, the amount of HC emission in the exhaust gas and the variation of power output increased.

• Journal of Advanced Marine Engineering and Technology
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• v.38 no.7
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• pp.806-813
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• 2014

The EGR system being reburned the part of the exhaust gas through intake system indicates more favorable emission characteristics to reduce NOx in a gasoline engine, but the case of inappropriate exhaust gas quantity induced from engine is fallen engine power caused by unstable combustion. In this study, we examined a method to predict EGR ratio according to various engine operation condition based by intake manifold pressure and confirmed such a prediction data through an experimental method. And after having constituted feedback EGR control algorithm in a base with such a prediction data, we acquired qualitatively similar results by having compared data provided through an EGR feedback control experiment with the data which calculated quantity of residual gas for the engine operation condition. Therefore, the applied algorithm and the system for feedback EGR control showed feasibility applied to real electronic control EGR technology.

• Proceedings of the KSME Conference
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• 2001.11b
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• pp.903-908
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• 2001

Residual gas acts as a diluent which results in reducing the in-cylinder temperature as well as the flame speed, significantly affecting fuel economy, NOx emissions and combustion stability. Therefore it is important to determine the residual gas fraction as a function of the engine operating parameters accurately. However, the determination of the residual gas fraction is very sophisticated due to the unsteady state of induction and exhaust process. There has been little work toward the development of a generally applicable model for quantitative predictions of residual gas fraction. In this paper, a simple model for calculating the residual gas fraction in SI engines was formulated. The effects of engine operating parameters on the residual gas were also investigated. The amount of fresh air was evaluated through AFR and fuel consumption. After this, from the intake temperature and pressure, the amount of total cylinder-charging gas was estimated. The residual fraction was derived by comparing the total charging and fresh air. This results coincide with measured value very well.

• Journal of Food Hygiene and Safety
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• v.34 no.3
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• pp.235-241
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• 2019

An analytical method was developed for the determination of an antibiotic fungicide, kasugamycin, in agricultural products (hulled rice, potato, soybean, mandarin and green pepper) using liquid chromatographytandem mass spectrometry (LC-MS/MS). Samples were extracted with methanol adjusted to pH 13 using 1 N sodium hydroxide, and purified with a HLB (hydrophilic lipophilic balance) cartridge. Linearity of a matrix-matched calibration curve using seven concentration levels, from 0.001 to 0.1 mg/kg, was excellent with a correlation coefficient ($R^2$) of more than 0.9998. The limits of detection (LOD) and quantification (LOQ) of instrument were 0.0005 and $0.001{\mu}g/mL$, respectively, and the LOQ of analytical method calculated as 0.01 mg/kg. The average recoveries at three spiking levels (LOQ, $LOQ{\times}10$, $LOQ{\times}50$, n=5) were in the range of 71.2~95.4% with relative standard deviation of less than 12.1%. The developed method was simple and all optimized results was satisfied with the criteria ranges requested in the Codex guidelines and Food Safety Evaluation Department guidelines. The present study could be served as a reference for the establishment of maximum residue limits (MRL) of kasugamycin and be used as basic data for safety management relative to kasugamycin residues in imported and domestic agricultural products.

• Journal of the korean Society of Automotive Engineers
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• v.9 no.2
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• pp.1-4
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• 1987

내연기관 연구에 전념하는 모든 사람들의 한결같은 3대 염원은 연비향상, 비출력증대 및 유해 배기가스 성분 감소이다. 이중 비과급 가솔린 기관의 경우 비출력 증대를 위한 4-stroke cycle 엔진에서의 여구는 현지까지 헤아릴 수 없이 많은 연구가 진행되어 발전의 한계에 도달한 느낌 이다. 따라서 이의 실질적인 증대는 시각을 달리하여 2-stroke cycle로의 전환으로서만 가능하리 라 본다. 2-stroke 엔진은 원래 이목적으로 고안된 것이라는 것은 주지의 사실이다. 그러나 이 장치가 비출력면에서 효과적인 가솔린엔진의 경우에서도 현재까지 별로 각광을 받지 못한 것은 다음과 같은 몇가지 두드러진 이유 때문이라고 본다. 첫째 흡입연료의 일부가 소기(scavenging) 과정에서 배기공으로 곧바로 유출됨으로 배기 공해성분을 증가시키고 연료손실에 따른 연비저감 을 초래하는 것이다. 둘째로 crankcase 소기를 이용하는 소형가솔린 2-stroke 엔진에서는 새 공 기의 흡입이 충분치 못하여 일방적으로 높지 않은 소기효율을 고려한 최종 흡입 체적효율은 상당 히 낮아지게 됨으로써 목적하는바의 비출력 증대의 득을 별로 얻지 못함은 물론 잔류가스율이 높아 저부하, 저속도에서 엔진의 구동이 손조롭지 못ㅎ하고 시동이 어려워지는 특성을 나타나게 된다. 따라서 이러한 바람직하지 못한 결과를 감수할 수 있는 경우에는 소형원동기에 주로 2-stroke 가솔린 엔진이 이용되어 왔다. 요사이 이러한 약점들을 타개할 수 있는 고안들이 미국 SAE지에 소개되어 관심을 끌고 있어 이에 대해 요저먹으로 소개하고자 한다.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.39 no.1
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• pp.45-51
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• 2015

In order to meet the enforced emission regulations and reduce fuel consumption, various new technologies are employed in engines. The problem of NOx emissions under a lean mixture condition should be solved, because a lean-burn direct-injection engine can realize stable lean combustion with a stratified mixture, which results in improvements in fuel economy and emissions. This study investigated the effects of intake and exhaust valve timing changes on the performance and emission characteristics of a lean-burn LPG direct-injection engine. Under a partial-load operating condition without throttling, an increase in the intake valve opening led to an increase in NOx emissions due to an increase in the amount of excess air. The fuel consumption deteriorated with an increase in the exhaust valve opening due to a decrease in the expansion work and an increase in the pumping loss.

• The Korean Journal of Pesticide Science
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• v.18 no.4
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• pp.278-295
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• 2014

Fast and accurate multi-residue pesticides inspecting method needs in Agro-Fishery Products Inspection Center. So, We tried to seek the optimum method using GC-TOF/MS, GC-ECD, GC-NPD after QuEChERS sample preparation. In GC-TOF/MS, 138 kinds of pesticide were spiked at 0.3 and $0.5{\mu}g/g$for the identification and quantification in lettuce sample. Recoveries of 77 pesticides were between 70 and 130% with RSD (relative standard deviation lower than 20% at $0.3{\mu}g/g$. In GC-ECD, NPD, 146 kinds of pesticide were spiked for the identification and quantification in lettuce. Recoveries of 61 species were between 70 and 130% with lower than 20%. These results indicated that GC-TOF/MS, GC-ECD, NPD analysis with the QuEChERS sample preparation can be partly applied to multi-residue pesticides in vegetables.

• The Korean Journal of Pesticide Science
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• v.19 no.3
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• pp.161-173
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• 2015

The multiresidue method 4.1.2.2 in Korea Food Code was extended for the analysis of 24 unregistered pesticide residues. The method includes acetonitrile extraction, liquid-liquid partition, Florisil SPE clean-up and GC analysis. The limits of quantification (LOQ) range of the method was 0.02~0.05 mg/kg for orange, brown rice and banana. The linearity for targeted pesticides were $R^2$ > 0.99 at the level ranged from 0.05 to 5 mg/L. Recovery test was performed at two concentration levels of LOQ and 4~10 times of LOQ. Recoveries and relative standard deviations (RSDs) of target pesticides were acceptable, showing 70~120% range and less than 20%, respectively, except for ethiprole, picloram and sulcotrion. This method is effectively applicable to routine analysis of target pesticides in orange, brown rice and banana.

• Journal of Korean Society of Environmental Engineers
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• v.35 no.5
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• pp.350-355
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• 2013

Little information is available for emission pathway even if HFC-134a that is known as one of the major greenhouse gases has been broadly used in Korea. This paper attempts to clarify the emission characteristics of HFC-134a used for refrigerant of cold drinking vending machines (CDVMs) at the use- and disposal-phase. We measured the residual amounts in the scrap CDVMs of 47 by applying commercial recover for refrigerant. The first-order kinetic model was introduced and the emission rate would be proportional to the remaining quantity of refrigerant. The emission factor at the use-phase was determined indirectly to be $6.9{\pm}0.7$ %/yr within a confidence interval of 95%, using information on residual amount and elapsed operation time at the disposal point. Correspondingly, the annual emission rate of HFC-134a per CDVM was determined to be 11.6 g. The average residual rate of HFC-134a in scrap CDVMs was assessed to be $62.5{\pm}2.2%$, leading to a potential emission amount of 144.8 g per scrap CDVM. The chemical compositions of refrigerants from scrap passenger vehicles are quite similar to those of new refrigerants, suggesting that the refrigerants from scrap passenger vehicles could be reused. During the recovering process of refrigerant, the recovered refrigerant was contaminated by compressor lubricant that accounted for about 30% in weight. It is necessary to separate the refrigerant from the recovered material contaminated by lubricant for recycling and reuse the refrigerant.