• Journal of Power System Engineering
• /
• v.6 no.1
• /
• pp.20-26
• /
• 2002

The purpose of this study is preventing the stick, scuffing, scratch between piston and cylinder in advance, and obtaining data for duration test in actual engine operation. The temperature gradient in cylinder bore according to coolant temperature were measured using $1.5{\ell}$ class diesel engine. 20 thermocouples were installed 2mm deep inside from cylinder wall near top ring of piston in cylinder block, at which points major thermal loads exist. It is suggested as proper measurement points for engine design by industrial engineers. Under full load and $70^{\circ}$, $80^{\circ}C$ and $90^{\circ}C$ coolant temperature conditions, the temperature in cylinder block and engine oil increased gradually according to the increase of coolant temperature, the siamese side temperature of top dead center is $142^{\circ}C$ in peripheral distribution, that is about $20^{\circ}C$ higher than that at thrust, anti-thrust, and rear side temperature, respectively. The maximum pressure of combustion gas in $70^{\circ}C$ coolant temperature is about 2 bar lower than those of $80^{\circ}C$ and $90^{\circ}C$ coolant temperature. The engine torque in $80^{\circ}C$, $90^{\circ}C$ coolant temperature condition is about 4.9Nm higher than that of $70^{\circ}C$ coolant temperature.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
• /
• v.20 no.8
• /
• pp.541-546
• /
• 2008

A coolant operating condition in al fuel cell stack was an important factor to determine the temperature distribution which affected the fuel cell performance and relative humidity. In this study, the fuel cell performance was evaluated as a function of the coolant flow rate with the range of $0.1{\sim}0.8$ liter/min cell and the coolant inlet temperature of $20{\sim}82^{\circ}C$. The cell temperature increased with increasing the coolant inlet temperature and with decreasing the coolant flow rate. The coolant inlet temperature and flow rate to maintain the better performance of the fuel cell were in the range of $45{\sim}60^{\circ}C$ and $0.2{\sim}0.4$ liter/min cell, respectively. The experimental results showed that the optimal heat removal rate from the stack by coolant was $0.4{\sim}0.6W/cm^2$ cell.

• Journal of the Korean Society for Precision Engineering
• /
• v.18 no.12
• /
• pp.110-115
• /
• 2001

In this paper, a multiple comparison was proposed to minimize the amount of coolant. And new coolant level, called "low level", was suggested to show usefulness of multiple comparison for experiments. The amount of this levee is about 1/4 of conventional coolant amount-called "high level", and dry cutting is called "none level". Using these coolant levels, the cutting temperatures of each coolant level in turning process were analyzed by analysis of variance(ANOYA)-test and a multiple comparison. As the result of ANOVA-test, we have just known that the average of temperature of each coolant level is not equal. However by Tukey's HSD, one of multiple comparison. it was analyzed that the average of temperature of low level is similar to that of high levee and different from that of none level.erent from that of none level.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.22 no.7
• /
• pp.57-62
• /
• 2014

This study presented the feasibility of a coolant heat-source heat pump system as an alternative heating system for electrically driven vehicles. Heat pumps are among the most environmentally friendly and efficient heating technologies in residential buildings. In various countries, electric mobiles devices such as EV, PHEV, and FCEV, have been mainly concerned with heat pumps for new mobile markets. The experiments herein were conducted for various ambient temperatures and coolant temperatures to reflect the winter season. The system, a coolant heat-source heat pump, consisted of an inside heat exchanger, an outside heat exchanger, a motor driven compressor, an electronic expansion valve, and plumbing parts. For the experimental results, the maximum heating capacity and air discharge temperature are up to 6.3 kW and $62^{\circ}C$ respectively at an ambient temperature of $10^{\circ}C$, and coolant at $10^{\circ}C$. However, at $-20^{\circ}C$ ambient temperature and $-10^{\circ}C$ coolant temperature, conditions were insufficient to warm the cabin as the air discharge temperature was $13^{\circ}C$.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
• /
• v.11 no.6
• /
• pp.835-845
• /
• 1999

The objective of the present study was to investigate heat and mass transfer characteristics in a vertical falling film type absorber using LiBr-$H_2O$ solution with 6owt%. The experimental apparatus consisted of an absorber with inner diameter of 17.2 mm and length of 1150mm, a generator, an evaporator/condenser, a solution tank, a sampling trap etc. The parameters were solution temperature of 45 and $50^{\circ}C$, coolant temperature of 30 and $35^{\circ}C$, and film Reynolds numbers from 50 to 150. Pressure drop in the absorber increased as solution and coolant temperatures decreased. Pressure drop in the absorber increased up to the film Reynolds number of 90, and then decreased at the further increase of the Reynolds number above 90. The maximum absorption mass flux observed at the film Reynolds number of 90. Absorption mass flukes increased as coolant temperature decreased. Absorption mass fluxes and heat transfer coefficients under subcooled condition were larger than those under superheated condition. Heat transfer coefficients were affected by solution temperature more than coolant temperature. The maximum absorption effectiveness under the subcooled condition was 23% for coolant temperature of $30^{\circ}C$ and 31% for coolant temperature of $35^{\circ}C$ under the present experimental conditions.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.9 no.3
• /
• pp.35-41
• /
• 2001

In recent applications, map controlled thermostat has been adapted to optimize engine cooling system and vehicle cooling system. First of all, this strategy is focused on improving fuel consumption rate and reducing emissions, especially unburned hydrocarbon. The object can be obtained through controlling engine metal temperature by varying engine coolant temperature with engine load and speed. To achieve this goal, it is necessary to understand the characteristics of engine metal temperature and heat rejection rate to coolant. From the results of tested engines, it is obvious that fuel consumption rate has more dominant effect on engine metal temperatures than the corresponding engine power does. Also, Re-Nu relation which shows heat rejection rate to coolant in function of air-fuel mixture and engine specifications has been studied. Also, the empirical Re-Nu relation at full loaded engine was developed.

• Journal of the Korean Society of Clothing and Textiles
• /
• v.48 no.3
• /
• pp.501-510
• /
• 2024

This study aimed to compare the cooling effect of specific body parts to increase workers' thermal comfort. The parts to be cooled comprised the head and neck; the coolant was a phase change material. The participants were ten men in their 20s of average size according to the 8th Size Korea. The experiment was conducted under the following conditions: 28.0 ± 0.5℃, 60.0 ± 5.0% RH, and 0.2 ± 0.1m/s. The exercise consisted of participants moving for 15 min at a constant speed of 80 BPM; later, a subjective sensation was performed, and the clothing surface temperature was measured. In doing so, heat, wetness, and discomfort after exercise were confirmed to have increased without a coolant. Significant differences over time appeared only when no coolant was used, showing that thermal comfort decreased. Despite the addition of coolant, the clothing surface temperature gradually increased over time, but it decreased with coolant rather than without it. Therefore, additional coolant areas, a lower temperature, and simultaneous cooling convection were required to improve thermal comfort.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
• /
• v.26 no.7
• /
• pp.329-334
• /
• 2014

This study indicated the possibility of energy regeneration from waste coolant heat, by using thermoelectric generation integrated with heat pipe. The internal combustion engine rejects more than 60% wasteful energy to the atmosphere by heat. The thermoelectric generator has recently been studied, to convert the energy from engine waste heat into electricity. For coolant waste heat recovery, a thermoelectric generator was investigated, to find out the possibility of vehicular application. Performance characteristics were conducted with various test conditions of coolant temperature, coolant mass flow rate, air temperature, and air velocity, with the thermoelectric generator installed either horizontally or vertically. Experimental results show that the electric power and conversion efficiency increases according to the temperature difference between the hot and cold side of the thermoelectric generator, and the coolant flow rate of the hot side heat exchanger. Performance improvement can be expected by optimizing the heat pipe design.

• Proceedings of the Korea Concrete Institute Conference
• /
• 2000.10a
• /
• pp.555-558
• /
• 2000

It has been increasingly proving in interest of environment pollution around the world. so, recycling of waste resources are seriously taken into consideration. Great deal of coolant for the car have been wasted for along time. due to the end of life time of them. Therefore, validities of wasted coolant as an agent for concrete are described in this paper. Mechanical properties of concrete using coolant wastes is investigated. As contents of coolant wastes increase, slump and slump flow decrease, while air content show reverse tendency. setting time shows to be accelerated with increase of waste contents. As for the effect of low curing temperature, low curing temperature increase compressive strength with increase of coolant waste. Application of coolant waste to cold weather concrete is considered to achieve favorable effects.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
• /
• 2002.10b
• /
• pp.407-408
• /
• 2002

This paper presents a split cooling system for a new inline 4-cylinder automotive engine. The split cooling system circulates coolant to the cylinder head and cylinder block separately. The coolant flow in the cylinder block is controlled by a $2^{nd}$ Thermostat installed at the outlet of cylinder block. The $2^{nd}$ thermostat closes when the coolant temperature is low. And this makes the coolant flow in cylinder block nearly stagnant, thereby reducing the coolant-side heat transfer coefficient and raising cylinder bore temperature. The $2^{nd}$ thermostat starts to open when the coolant temperature reaches a specified temperature. The test results on engine dynamometer show improved fuel economy and lower exhaust emission which result from the decrease in friction works and cooling loss. Also, several vehicle tests, with application of the new engine have been performed. Fuel economy improvement of 0.5{\sim}2.0%$ yields from different test modes and details are discussed in this paper.