• Journal of Advanced Marine Engineering and Technology
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• v.35 no.4
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• pp.379-387
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• 2011

Research and development of LP EGR system for the performance improvement and emission reduction on diesel engine is proceeding at a good pace. LP EGR system seems to be helpful method to further reduce$NO_x$ emissions while maintaining PM emissions at a low level because the boost pressure is unchanged while varying EGR rate. This study is experimentally conducted on a 2.0L common rail DI engine at the medium load condition (2000 rpm, BMEP 1.0 MPa, boost pressure 181.3 kPa) that difficult to use large amount of EGR gas because of deteriorations of performance and fuel consumption. And we investigated the characteristics of performance and fuel consumption while varying EGR systems. The overall results using LP EGR system equipped with ETC identified benefits on reduction of PM and improvement of fuel consumption and thermal efficiency while keep the $NO_x$ level compared to HP EGR and LP EGR with back pressure valve.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.4
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• pp.368-373
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• 2015

As a preliminary study for the development of the gas fueled marine engine, prediction of indicated performances was carried out for a spark-ignition engine using commercial software, GT-POWER. The optimized models through a previous study were applied for the simulation of the intake and exhaust systems in a SI engine. The Spark-Ignition Wiebe model was used to calculate the burn rate in the cylinders and the modified Woschni model was used to calculate the heat transfer to the walls. The predicted performances, such as air delivery, cylinder pressures and indicated mean effective pressures under a range of operating conditions showed good agreement with the experiments.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.15 no.5
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• pp.2573-2578
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• 2014

An experimental study was performed to investigate the characteristics of combustion pressure and exhaust emissions when the pilot injection timing and EGR rate were changed in a CRDI 4-cylinder diesel engine using bio-diesel blended fuel. The pilot injection timing and EGR rate have a significant impact on the combustion and emission characteristics of diesel engine. In this study, the pilot injection timing and EGR rate variation were conducted to 2000rpm of engine speed with fuel of bio-diesel blended rate 20%. In these experimental results, IMEP was shown maximum pressure at pilot injection timing BTDC$10^{\circ}$ combustion pressure and heat release rate were decreased in proportion to increase of EGR rate under the same pilot injection timing conditions. The NOx emission was decreased with increasing the EGR rate without influence on pilot injection timing. However, soot emission was reduced to a minimum at pilot injection timing BTDC$20^{\circ}$.

• Geophysics and Geophysical Exploration
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• v.15 no.4
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• pp.209-218
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• 2012

Repeatability and reproducibility in solid weight and effective porosity measurements have been discussed using 8 core samples with different diameters, lengths, rock types, and effective porosities. Further, the effect of temperature on the effective porosity measurement has been discussed as well. Effective porosity of each sample has been measured 7 times with vacuum saturation method with vacuum pressure of 1 torr and vacuum time of 80 minutes. Firstly, effective porosity of each sample is measured one by one, so that it can provide a reference value. Then for reproducibility check, effective porosity measurements with vacuum saturation of 2, 4, and 8 samples simultaneously have been performed. And finally, repeated measurements for 3 times for each sample are made for repeatability check. Average deviation from the reference set in solid weight showed 0.00 $g/cm^3$, which means perfect repeatability and reproducibility. For effective porosity, average deviations are less than 0.07% and 0.05% in repeatability and reproducibility test sets, respectively, which are in good agreement too. Most of porosities measured in reproducibility test lies within the deviation range in repeatability test sets. Thus, simultaneous vacuum saturation of several samples has little impact on the effective porosity measurement when high vacuum pressure of 1 torr is used. Air temperature can cause errors on submerged weight read and even effective porosity, because it is closely related to the temperature, density, and buoyancy of water. Consequently, for accurate measurement of effective porosity in a laboratory, efforts for maintaining air or water temperature constant during the experiment, or a temperature correction from other information are needed.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.12 no.4_1
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• pp.129-136
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• 1992

A precedure for recovering surface displacement from a time series of pressure measured by a pressure gage in a shallow water (that is, FFTM, LCM. IWM) is investigated with respect to a proper cut-off-frequency of a frequency response function for the accurate recovery of wave height and period. The authors examined the applicability of above mentioned three transformation procedures through field observations and laboratory experiments and the following results are obtained. i) The cut-off-frequency of the frequency response function used in FFTM is deeply depend on both the frequency response of the pressure sensor and the water depth at the sensor. In this study, a relatively accurate surface displacement can be recovered when the frequency response function is cut off at the frequency corresponding to kh=3.0 where k is a wave number at the depth of h. The frequency response function in the region higher than the cut-off-frequency is set constant to be the value at the cut-off-frequency. ii) The transformed surface displacements by LCM are affected by the small waves of short periods included in the measured pressure. It is found that pressure variation whose local frequency is higher than kh=1.5 has to be neglected to recover surface displacement sufficiently. iii) In IWM, the linear pressure response function is usually utilized by multiplying a coefficient N which is a function of the frequency (or kh) and takes a value around unity. However, in this study, a constant value of N(=1.0) gives a relatively accurate recovery of surface displacements.

• Nuclear Engineering and Technology
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• v.22 no.2
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• pp.116-127
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• 1990

The fission gas release model used In the SPEAR-BETA fuel performance code was modified by use of effective thermal conductivity for cracked fuel and by laking Into account axial fission-gas mixing between the fuel-clad gap and the plenum. With use of this modified model the fission gas release was analyzed under various power ramping conditions of P$_{max}$ and $\Delta$.fP. Effective fuel thermal conductivity that accounts for the effect of fuel tracking was used in calculation of the fuel temperature distribution and the Internal gas pressure under power ramping conditions. Mixing and dilution effects due to axial gas flow were also considered in computing the width and the thermal conductivity of the gap. The effect of axial gas flow w3s solved by the Crank-Nicholson method. The finite difference method was used to save running time in the calculation. The present modified fission-gas release model was validated by comparing its predicted results with experimental data from various lamping tests In the literature and calculated results with use of the models used In the SPEAR-BETA and FEMAXI-IV codes. Results obtained with use of the present modified model showed better agreement with experimental data reported in the literature than those results with use of the latter codes. The fuel centerline temperature calculated with introduction of effective thermal conductivity for centerline temperature calculated with Introduction of effective thermal conductivity for cracked fuel was 200 higher fission gas release predicted with use of the modified model was nearly 6% larger on the average than that calculated by use of the unmodified model used in the SPEAR-BETA code.e SPEAR-BETA code.e.

• Proceedings of the Korea Water Resources Association Conference
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• 2006.05a
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• pp.194-199
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• 2006

쌍천유역의 강수량과 지하수위의 관계를 분석한 결과 융설효과를 확인하였고 갈수기에 지하수위가 현저히 저하됨을 확인하였다. 쌍천유역의 지하수위와 GOI의 상관관계를 분석한 결과 70일 이동평균값을 이용한 GOI가 가장 높은 상관관계를 보여주었다. 융설효과를 고려하기 위해서 먼저 유역의 DEM 자료를 이용하여 100m 간격으로 고도별 면적분포를 구하고 기온이 100m당 $0.5^{\circ}C$씩 감소하는 것을 고려하여 강수사상이 발생하면 $0^{\circ}C$ 이하가 되는 고도에서는 강설사상이 발생하는 것으로 가정하였다. 이 때 고도별 면적분포에서 구해지는 면적비를 고려하여 강수사상을 강우와 강설로 나누었다. 이후에 고도를 고려한 기온이 $0^{\circ}C$ 이상인 날에 그 고도의 설적이 모두 녹는 것으로 가정하였고 강우가 발생한 것으로 처리하였다. 유역평균 일최대침투량을 알아내기 위하여 강수량자료를 일정값 이상은 고정하여 수정된 강수량자료로 70일 이동평균값을 구하고 이 값들과 지하수위와의 상관관계를 분석해 본 결과 40mm가 일최대침투량으로 가정하였을 때 가장 높은 상관관계를 보여주었다. 쌍천유역의 경우 40mm가 한계침투량이다. 이렇게 수정된 강수자료를 이용하여 이동평균을 구하여 지하수위와의 상관관계를 구해본 결과 쌍천유역의 2003년부터 2005년까지 2개년 자료에 대해서 융설을 고려했을 때 상관관계가 더 높아짐을 알 수 있고 한계침투량을 고려했을 때도 상관관계가 더 높아짐을 알 수 있으며 융설효과와 한계침투량을 동시에 고려했을 경우에 가장 높은 상관관계를 얻을 수 있었다.$2.8g/cm^3$로 가정했을 때, 경상분지의 화강암류의 압력평균값이 약 $0.73{\sim}3.16kbar$의 범위를 가졌고, 경상분지내 백악기 화강암류의 정치 깊이는 $2.6{\sim}11.4km$범위를 가졌다. 이는 경상분지 화강암류에 대해 유추된 기존의 정성적인 생각과 일치한다는 것을 알 수 있었고, 각섬석의 $Al^T$함량을 이용한 여러 경험적, 실험적인 압력계가 많은 제한점이 있지만 경상분지의 백악기 불국사화강암류에는 정성적으로 유효함을 알 수 있었다. 우리는 최종적으로 경상분지내 백악기 화강암류는 천부관입 암체이고 노출된 화강암류가 천부지각이라는 것을 알 수 있었다. 것이 아니라 낙관적 예측을 수행하는 경향이 있음을 발견할 수 있었다.원밭, 화산회밭으로 6개 유형으로 분류할 경우 각각의 분포면적은 41.9%, 23.3%, 17.5%, 13.9%, 1.1. 2.2% 이었다. 도시화 및 도로확대 등 다양한 토지이용 및 지형개변으로 과거의 토양정보가 많이 변경되었다. 그래서, 앞으로는 인공위성자료 및 항공사진을 이용하여 빠르고 쉽게 활용할 수 있는 토양조사 방법개발과 기 구축된 토양도의 수정, 보완 작업이 필요한 절실히 요구되고 있는 현실이다.브로 출시에 따른 마케팅 및 고객관리와 관련된 시사점을 논의한다.는 교합면에서 2, 3, 4군이 1군에 비해 변연적합도가 높았으며 (p < 0.05), 인접면과 치은면에서는 군간 유의차를 보이지 않았다 이번 연구를 통하여 복합레진을 간헐적 광중합시킴으로써 변연적합도가 향상될 수 있음을 알 수 있었다.시장에 비해 주가가 비교적 안정적인

• Nuclear Engineering and Technology
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• v.16 no.2
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• pp.47-57
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• 1984

Mathematically-rigorous time-volume averaged conservation equations were simplified to established the differential equations of THERMIT-6S, which is a two-fluid 3-D code. The difference equations of THERMIT-6S were obtained by discretizing the proceeding set of differential equations. The spatial discretization is characterized by a first-order spatial scheme, donor cell method, and staggered mesh layout. For time discretization, a first order semi-implicit scheme treats implictly sonic terms and terms relating to local transport phenomena and explicitly convective terms. The results were linearized by the Newton-Raphson method. In order to construct the reduced pressure equation, the linearized equations were manipulated so that all variables are coupled between mesh cells through only the pressure variable. By simulating numerically the OPERA-15 experiment, it was found that THERMIT-6S is a very powerful code in predicting reactor behavior after sodium boiling including flow coastdown, reversal flow and flow oscillation.

• 한국신재생에너지학회:학술대회논문집
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• 2010.06a
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• pp.130.2-130.2
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• 2010

한전 전력연구원에서는 2009년 12월부터 125 kW급 용융탄산염 연료전지 발전시스템의 성능평가를 위한 운전이 진행되고 있다. 현재 진행 중인 "250 kW급 열병합 용융탄산염 연료전지 Proto Type개발" 과제의 최종시작품인 250 kW급 발전시스템은 125 kW급 MCFC 스택 2기로 설계되어, 125 kW급 시스템의 시험운전은 매우 중요한 기술적 성과가 될 것이다. 현재 125 kW급 MCFC 스택은 10,000 $cm^2$의 유효전극면적을 갖는 단위전지들로 구성되었으며, 적층 스택의 온도 및 농도분포의 최적화를 위해 내부 매니폴드 및 Co-flow Type 열교환기 기반의 분리판을 개발 적용하였다. 연료극의 전극 구성은 Ni-Al alloy로, 공기극의 전극 구성은 Lithiated-NiO로 이루어졌다. 그리고 매트릭스는 ${\alpha}-LiAlO_2$로 제작되었고, 전해질은 Li과 K Carbonate가 68 : 32 비율로 섞인 용융염을 사용하였다. 본 125 kW급 용융탄산염 연료전지 시스템의 운전평가는 고적층 스택의 온도 및 농도 분포를 확인하고, 최적화된 스택 운전 조건을 도출하는 것을 그 목적으로 하고 있다. 125kW급 스택 1기의 규모의 주변기기 시스템은 외부개질기, 촉매연소기, 이젝터, 고온순환 블로어 및 공기블로어 등으로 이루어져 있다. 고온형 연료전지 시스템에서 연료극과 공기극의 균일한 온도 및 압력 확보는 매우 중요하며, 이를 위하여 외부개질기 및 촉매연소기 연동을 통한 온도편차를 최소화하고, 기존 고온용 순환 블로어 대신 이젝터를 개발 도입하여 압력균형을 조절하였다. 125kW급 MCFC 시스템은 2009년 12월부터 전처리 운전을 시작하여 2010년 1월 말부터 PCS로 전기를 생산하고 있다. 평균전압 0.83V에서 100kW의 출력을 기록하였으며, 피크부하 120 kW, 누적출력량 30 MWh를 초과달성하였다.

• Journal of Advanced Marine Engineering and Technology
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• v.35 no.8
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• pp.1009-1015
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• 2011

In this study, in the high expansion cycle was conduced by variable valve timing system composition to close intake valve late, and in the intake air reduction on the low compression was solved by supercharging pressure. In this wise, by constituting Diesel-Atkinson cycle, this study looked into a possibility of thermal efficiency improvement. As a result, there was improvement in thermal efficiency and output in a whole range of closing timing from ABDC $40^{\circ}$ to ABDC $80^{\circ}$. However, after ABDC $70^{\circ}$ of closing timing, the thermal efficiency increase was getting smaller. As the result of the study, the optimum intake valve closing timing was about ABDC $70^{\circ}$, high loading territory of engine was more effective than low loading territory, and engine operation in middle loading territory was stable. At this time, brake thermal efficiency was 12.5% higher than ordinary engine on average.