• Journal of the Korea Society for Simulation
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• v.12 no.3
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• pp.41-53
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• 2003

The major components of an engine are engine block (or cylinder block), cylinder head, crank shaft, connecting rod and cam shaft. Thus the engine shop usually consists of six sub-lines, five machining lines and one assembly line. Flow line is the typical concept of layout for machining these parts, especially for engine block. In order to design an engine block machining line, several factors should be considered such as yearly production target, working hours, machines, tools, material handling equipments and so on. If the designers of manufacturing line were unaware of some factors those would be influenced on the system performance, it would make greater problems in the phase of mass production. Therefore the initial design of engine block machining line should be verified carefully. Simulation is the most powerful tool for analyzing the initial layout. This paper introduces the major factors those should be considered for designing the machining line and their effects on the system performance. 3D simulation models are developed with QUEST. Using the simulation model developed the initial layout is analyzed, and we suggest some ideas for improvement.

• 한국전산유체공학회:학술대회논문집
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• 2002.10a
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• pp.150-155
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• 2002

A commercial CFD code is applied to analyze the 3-D viscous flow field within vertical multi-stage centrifugal pump including impeller with 6 blades and guide vane with 11 blades and is performed by changing flow rate from 10 to $26m^3/h$ at the constant 3500rpm. The purpose of this 3-D numerical simulation is not only to confirm how much the effect of three kinds of blade inlet breadth (11mm, 11.5mm, 12mm) of impeller has influence on the performance of vertical multi-stage pump but also to make clear the cause about performance difference at the exit side of impeller and guide vane. The vertical multi-stage pump consisit of the impeller, guide, vane and cylinder. The grid of numerical analysis used to the vertical multi-stage pump is 18,000, 45,000, and 100000 cells in case of the impeller, guide vane, cylinder and total grid is 730,000 cells. The characteristics such as total pressure coefficient, total head, shaft horse power, power efficiency at the exit side of impeller and guide vane, discharge coefficient are represented according to flow rage changing.

• Transactions of the Korean Society of Automotive Engineers
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• v.14 no.5
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• pp.121-129
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• 2006

An Intake Port of SI engines plays a key role on improving engine performance by maximizing full load volumetric efficiency or by optimizing in-cylinder air motion. However, designing an intake port has been usually performed based on port experts' experience and know-how, which means that analytical analyses are relatively insufficient. In this paper, port design parameters which decide an overall port shape were defined in order to correlate them relevantly with flow test results accumulated so far. Test species were composed of all twenty eight SI engines which cover major engine displacements from 1,000cc to 4,000cc. First, they were tested on a steady state flow test rig to find out their flow coefficients. Secondly, those flow coefficients were analyzed based on the port design parameters measured from the engines. The most effective parameters were port height, valve head diameter, and the ratio of port size and cylinder bore diameter. The final correlation equation could predict flow coefficients within 2% deviation.

• Transactions of the Korean Society of Automotive Engineers
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• v.13 no.4
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• pp.145-151
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• 2005

Natural gas is one of clean fuels that can replace petroleum-based fuels, because it has low exhaust emission, comparatively high thermal efficiency and abundant deposits. In this addition, owing to high octane number and wide lean flammability limit, it has a strong point to increase the compression ratio. For this reason, the research is being actively executed to increase the generating power and thermal efficiency of the engine by raising the compression ratio through utilization of high octane number relevant to development of CNG engine. In this study, 0.63L single cylinder diesel engine has been used to alter easily compression ratio. Compression ratio has gotten under control by modifying the thickness of gasket between cylinder head and block without major structural modifications. As the result, as compression ratio has increased, generating power and fuel consumption ratio have been improved. As for emission concentration, as compression ratio has increased, THC concentration has been decreased while exhause concentration of NOx increased. In case compression ratio has excessively increased, brake output decrease and cycle variation have been increased. As the result acquired by analyzing brake output, fuel consumption ratio, cycle variation and exhaust, the engine driving condition has acquired $\varepsilon=13$ as the optimal compression ratio in this study.

• Journal of ILASS-Korea
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• v.26 no.2
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• pp.81-87
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• 2021

This study was performed to calculate the swirl ratio of a diesel engine intake port by a 1D computer simulation under actual engine operating conditions. The swirl ratio of the intake port was simulated according to the change of the engine speed during the operation of the motoring without fuel injection. The swirl ratio of the intake port was simulated according to changes in the crank angle during the four-cycle operation of intake, compression, expansion and exhaust. The swirl ratio represented by the three regions of the piston, center and squish was simulated. Among the three regions, the piston-region swirl ratio is important for effective air-fuel mixing in the engine cylinder. In particular, it was confirmed during the simulation that the piston swirl ratio before and after the compression top dead center (TDC) point when fuel is injected in the DI diesel engine can have a significant effect on the mixing of air and fuel. It was desirable to set the average piston swirl ratio over a crank angle section before and after compression TDC as the representative swirl ratio of the cylinder head intake port according to the change of the engine speed.

• Transactions of the Korean Society of Mechanical Engineers
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• v.15 no.1
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• pp.107-119
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• 1991

This dissertation analyzes the running mechanism of flexible and thin tape above rotating head through the experiment. The scope of study is confined to measure the vertical deformation of running tape under hydrodynamic pressure invoking phenomena of elasto-hydrodynamic lubrication between the protruded bump on a rotating cylinder ad the running tape. Experimental system is devised to measure the vertical deflection of the running tape by opto-electronical displacement gauge, which enables to detect microscopic surface deflection of high frequency. Thorough the tests of small specimens of groove and bump, the accuracy and reliability of this experimental method is confirmed and achieved an accuracy within 5%(2.mu.m) error for the microscopic deflection with high frequency. In experimental works, the effects of bump size on flying characteristics of the tape were evaluated and examined. For the vertical deformation of the running tape. the numerical results and its trend agree qualitatively with the experimental ones.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.21 no.7
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• pp.948-961
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• 1997

The effects of intake port eccentricity and a partition between the two intake ports on the incylinder swirl characteristics in a 4 valve diesel engine having the two intake ports, one is a helical intake port and the other is a tangential intake port, were investigated by using the impulse swirl meter(ISM) in a steady flow test rig. Mean flow coefficient ( $C_{f(mean)}$, swirl ratio ( $R_{s}$) and the mass flowrate through the two intake ports with and without intake port partition were measured. The results showed that the characteristics of in-cylinder swirl ratio formed by a 4-valve cylinder head were largely affected by valve eccentricity ratio ( $N_{y}$) and the existence of an intake port partition between the two intake ports. Mean flow coefficient ( $C_{f(mean)}$) increases and swirl ratio ( $R_{s}$) decreases in case of being the partition between the two intake ports. And also the mass flowrate through the tangential intake port is 19.0% and 7.7% more than that of the helical intake port in case of the two intake ports with and without partition respectively.ively.

• Journal of Biosystems Engineering
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• v.16 no.2
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• pp.124-132
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• 1991

This study was carried out to obtain the information needed in the development of forward speed control system and the improvement of combine performance. The effects of variety, grain moisture content and forward speed on the combine load characteristics were investigated through experiments. The results of this study are summarized as follows. 1. A data acquisition system was developed to measure the engine speed and the torques and speeds of the threshing cylinder, dean-grain auger and tailings-return auger. The system consisted of transducers, signal conditioner, interface board and microcomputer. The system accuracy is better than ${\pm}2.3%$ full scale. 2. Linear regression equations were obtained for the torque, speed and power requirement of threshing cylinder for different paddy varieties, grain moisture contents and feed rates. 3. The maximum value of relative frequency for threshing cylinder torque decreased as the increase in feed rate and moisture content. The range of torque fluctuation was 1.2~3.7 and 1.2~1.9 times the average and maximum torque, respectively. The maximum value of power spectrum density (PSD) appeared to be about 11 Hz regardless of paddy variety, grain moisture content and feed rate. 4. The speed of tailings return thrower decreased rapidly at below 900rpm, and it fell to near zero about 3 seconds after that time. When the travelling of combine harvester was stopped immediately after sensing the overload, it took about 7 seconds for a full recovery of the no-load speed of tailings return thrower.

• Journal of Advanced Marine Engineering and Technology
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• v.29 no.7
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• pp.801-807
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• 2005

Any failure of intake and exhaust valves of marine diesel engine must be regarded as serious, and any steps which can be taken to prevent such failure are desirable. The purposes of this study is to investigate and to analyse the failure causes of intake and exhaust valves for marine diesel engine during sea trial after completion of overhauling. In this study, to analyse the failure causes, we have carried out on board inspection, fractography test and discussion based on the specimen and repairing report provided by the ship owner. From the results of above inspection, test and discussion, it has been considered reasonable to conclude that the causes of damaged valves of the ship are as follow ; 1) During operation, the stick or seizure of valve spindle occurred and hence the movement of exhaust valve spindle was to be resisted and subsequently the engine was to be operated under an unappropriated valve timing and the exhaust valve sustained the repeated loads exceeding the fatigue strength of valve material. 2) By the loads above described, the fatigue fracture was initiated at the structural noncontinuous part of exhaust valve spindle, and then the valve head was finally fractured and dropped in the cylinder. 3) The fractured exhaust valve head impacted the intake valve at various direction to be bent or damaged.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2006.05a
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• pp.288-293
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• 2006

The combustion performances and characteristics of the subscale liquid rocket combustion chamber are discussed in this paper. Subscale combustion chamber is composed of mixing head, ablative cooling cylinder, and water cooling nozzle. The mixing head has eighteen coaxial swirl injectors and one center coaxial swirl injector for ignition. The mixing heads employing the injectors of low different recess length are considered in this paper. The results of the firing test, comparison of performance, and characteristics of static and dynamic pressures of the four different mixing heads are described. The characteristics of combustion at design and of design points are also discussed.