• 한국수소및신에너지학회논문집
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• 제29권3호
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• pp.299-305
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• 2018

The domestic label fuel economy measurement method is the same as the North American measurement method. The results of two test modes (city [FTP-75 mode], highway [HWFET mode]) are calculated to be equivalent to the final fuel economy value calculated as the result of five test modes reflecting various environmental conditions and driving patterns 5-cycle correction formula is used. In this study, we tried to find out that the difference between the domestic label fuel economy of the vehicle and the real road fuel economy felt by the driver compared to the new vehicle condition as the mileage increases. Using domestic label fuel economy measurement method, Four gasoline vehicles and four diesel vehicles were tested for the fuel economy of a new vehicle with a mileage of 150 km or less and domestic fuel economy test $6,500{\pm}1,000km$ durability condition and 15,000 km durability. It is confirmed that the certain portion (6,500 km endurance vehicle) The increase in mileage did not affect the fuel economy or the emission gas significantly, indicating that vehicle durability was limited.

• 대한기계학회논문집B
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• 제35권4호
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• pp.409-416
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• 2011

차량에 의한 대기오염을 실제 주행 조건에서 시간과 공간에 구애받지 않고 실시간으로 측정하기 위하여 이동형 배출가스 측정장치 (MEL)가 제작되었다. 미니밴 차량에 배출가스 측정을 위한 장비와 입자의 수 농도 및 입경분포 측정을 위한 FMPS, CPC가 탑재되었다. 차량 전단에 장착되는 흡입 샘플링 포트를 사용하여 여러 종류의 차량 추적 실험을 수행하였다. 본 연구에서는 MEL의 구축 과정 및 디젤, CNG, LPG 연료를 사용하는 버스를 추적 실험한 결과를 나타내었다. 배출가스의 희석비는 추적차량의 엔진 배기 NOx 및 MEL 차량에서 샘플링 되는 NOx의 비로 계산하였다. 디젤버스에서 배출되는 입자의 대부분은 300 nm 이하의 크기이며 입경분포의 피크값은 30~60 nm 사이에 위치하였다. 하지만, 가스연료인 CNG와 LPG를 사용하는 버스에서 배출되는 입자들은 극미세입자 영역인 50 nm 이하로 측정되었다.

• 한국산업보건학회지
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• 제27권1호
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• pp.13-22
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• 2017

Objectives: The objective of this study was to evaluate the exposure levels of door-to-door deliverers to fine particulate matter (PM2.5). Another objective was to confirm the general working patterns of door-to-door deliverers via survey. Methods: In the city of Daegu, ten door-to-door deliverers who wished to join the study were recruited. The general working characteristics of door-to-door deliverers were surveyed using self-reported questionnaires. In the cabin of each car driven by a deliverer, a real-time PM2.5 sampler (Sidepak, Model AM510, TSI Inc., MN, USA) and a GPS device (GPS 741, Ascen, Korea) were installed. Each deliverer was monitored for four days per week so that each day could be monitored at least four times. Results: A total of 40 measurements of PM2.5 concentrations were taken during delivery of parcels. The average exposure levels of door-to-door deliverers to PM2.5 was $44.62{\mu}g/m^3$ ($7-9443{\mu}g/m^3$. Exposure levels to PM2.5 according to the day of the week and coverage areas were not significantly different (p>0.05). Door-to-door deliverers using trucks with older diesel engines manufactured before 2006 had significantly higher exposure levels to PM2.5 than in the case of trucks with diesel engines manufactured after 2006 (p<0.05). Many of the door-to-door deliverers reported the status of having windows open during the delivery task. During delivery services, the working hours spent in residential areas were higher than on roadsides, but exposure levels to PM2.5 in residential areas and on roadsides were $46.17{\mu}g/m^3$ and $49.90{\mu}g/m^3$, respectively. Real-time PM2.5 exposure levels were significantly different between roadways and residential areas (p<0.001). Conclusions: PM2.5 exposure levels of door-to-door deliverers were found to be affected by higher vehicle emissions from the roadsides near their vehicle during deliveries and while driving to other locations compared to by PM2.5 from the diesel engines of their own trucks. Particle concentrations from roadsides and emissions from nearby vehicles through open windows were the main source of PM2.5.

• 한국수소및신에너지학회논문집
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• 제30권1호
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• pp.76-82
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• 2019

This study was investigate the characteristics of GHGs ($CO_2$, $CH_4$, and $N_2O$) emissions of diesel medium duty trucks according to their various driving modes. GHGs emissions decreased as vehicle speed increased, and emissions increased after 64.7 km/h. The 4.5 ton trucks show higher values of $CO_2$, $CH_4$, $N_2O$, 35%, 25%, and 57%, respectively, comparing of the 2.5 ton trucks. Also, $CO_2$ emissions under WHVC mode were 20% lower than those under the NEDC mode. In the case of cold start condition, $CO_2$ emissions were 12-13% higher than those for hot start condition. In the future, the result of present study will provide basic data to set up GHGs emission standards for medium and heavy duty vehicles.

• Journal of Korean Society for Atmospheric Environment
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• 제22권E2호
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• pp.57-68
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• 2006

Four intensive seasonal sampling campaigns between October 1998 and October 1999 were undertaken at an urban site of Chongju, in which polyurethane foam (PUF) sampler was used to collect particulate- and vapor-phase polycyclic aromatic hydrocarbons (PAHs). The contribution to total (particulate+vapor) PAH concentration by the vapor phase component exceeded the particulate phase contribution by factor of ${\sim}2.6$. Summed concentrations of phenanthrene (30.9%), pyrene (16.6%), naphthalene (11.3%) and fluoranthene (11.0%) account for significant amounts of the vapor-phase, while chrysene (12.5%), benzo[b]fluoranthene (11.6%), indeno[123-cd]pyrene (9.9%), benzo[ghi]perylene (9.5%), benzo[k]fluoranthene (9.4%), pyrene (8.9%), and benzo[a]pyrene (8.3%) are found to be the most common PAH compounds in the particulate phase. The results from application of principal component analysis to particulate-phase PAH data demonstrate that a combination of PAH and $PM_{2.5}$ inorganic data is a more powerful tracer of emission sources than PAH species data alone. Particulate-phase PAH species were found to be associated predominantly with emissions from diesel engine vehicles and incineration.

• 한국산업융합학회 논문집
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• 제1권1호
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• pp.31-41
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• 1998

근래 전 세계적으로 전기자동차에 대한 광범위한 연구개발의 근본 동기는 연료보존과 환경공해의 영향을 재어하기 위한 것이다. 본 논문은 차세대 복합형 전기자동차에 적용시키기 위하여 현재 이용이 가능한 여러 가지 형태의 에너지 저장장치, 즉 밧데리, 후라이휠 및 울트라 커페시터와 에너지원으로 사용되는 동력장치인 가솔린엔진, 디젤엔진, 가스터빈 및 연료전지의 특성에 대하여 검토한 것이다. 기술적인 추세에 따라 효율적인 적용 가능성을 비교하여 본 결과 가까운 장래에 복합형 전기자동차에 이용 가능한 시스템으로 에너지 저장장치는 밧데리이고 동력원으로는 가솔린 엔진임을 보여 주었다.

• 동력기계공학회지
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• 제21권5호
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• pp.71-78
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• 2017

The purpose of this study is to propose the basic data for the development of a sensor capable of simultaneously measuring the liquid-level, concentration and temperature of a urea tank using ultrasonic and electrical conductivity sensors for diesel vehicles with a urea-SCR system. It was found that the liquid-level of the urea tank using the ultrasonic sensor showed a good linearity with the actual liquid-level, and the urea concentration maintained good linearity in the range of 32.5 wt% to 10 wt%. It was an effective measurement of urea concentration to use the electrical conductivity sensor in the temperature range of $-10{\sim}22^{\circ}C$ and to use the ultrasonic sensor at $22^{\circ}C$ or more. Simultaneous measurement of concentration, liquid-level and temperature of the urea tank will be possible by attaching the electrical conductivity sensor and the ultrasonic sensor (split-type) to one sensor together.

• 한국대기환경학회지
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• 제31권5호
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• pp.437-448
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• 2015

The purpose of this study is to present the source contribution of the fine particles ($PM_{2.5}$) in Chungju area using the CMB (chemical mass balance) method throughout the four seasons in Korea. The Chungju's annual average level of $PM_{2.5}$ was $48.2{\mu}g/m^3$, which exceeded two times higher than standard air quality. Among these particles, the soluble ionic compounds represent 54.2% of fine particle mass. Additionally, the OC concentration in Chungju stayed similar to other domestic cities, while the EC concentration decreased significantly compared to other domestic/international cities. The concentration of sulfur represented the highest composition (8%) among the fine particle compounds. According to the CMB results, the general trend of the $PM_{2.5}$ mass contributors was the following: secondary aerosols (50.5%: ammonium sulfate 26.5% and ammonium nitrate 24.0%) > gasoline vehicle (18.3%) > biomass burning (11.0%) > industrial boiler (6.0%) > diesel vehicles (4.4%). The contribution of the secondary aerosols was the main cause than others. This impact is assumed to be emitted from air pollutants of urban cities or neighbor countries such as China.

• 한국환경보건학회지
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• 제40권1호
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• pp.38-46
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• 2014

Objectives: This study was carried out in order to estimate atmospheric polycyclic aromatic hydrocarbon (PAH) concentrations and sources using pine needles as a passive air sampler (PAS) in urban (Pyeongtaek), semirural (Anseong) and rural (Jincheon) sites. Methods: One-year-old pine needles were collected for analysis of their PAH concentrations ($C_{p,n}g/g$ dry) at the end of December. PAHs concentrations in the ambient air ($C_a$, $ng/m^3$) were calculated with a $Log(C_p/C_a)-LogK_{oa}$ correlational equation. Results: PAHs concentrations in ambient air ($C_a$) were high, in the order of urban ($114.03ng/m^3$), semirural ($105.17ng/m^3$) and rural ($61.91ng/m^3$) sites. However, distributions of PAH isomer concentrations were very similar. PAHs of which molecular weight is smaller than 228.30 (AcPy, Acp, Flu, Phen, Ant, Flt, Pyr, BaA, Chry) made up most of the PAHs in the ambient air (96.6-98.5%). Conclusion: At urban, semirural and rural sites, it was concluded that the main source of PAHs in the ambient air ratio of each PAH isomer concentration was cars, especially diesel vehicles.

• 한국수소및신에너지학회논문집
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• 제25권6호
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• pp.643-647
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• 2014

Two types of fuel supply method ar used in CNG vehicles. One is premixed ignition and the other is gas-jet ignition. In premixed ignition, the fuel is introduced with intake air so that homogeneous air-fuel mixture may form. The ignitability of this method depends on the global equivalence ratio. In gas-jet ignition, CNG is introduced directly into the engine combustion chamber. The overall mixture is stratified by retarded fuel injection. In this study, a visualization technique was employed to obtain fundamental properties regarding overall mixture formation of direct injected CNG fuel inside a constant volume chamber. Jet angles, penetrations and projected jet area with respect to ambient pressure are investigated. The penetration decreases apparently and the time reaching the CVC wall was delayed as the chamber pressure increases. This is caused by the higher inertia of the fluid elements that the injected fluid must accelerate and push aside. It is same to liquid fuel such as diesel and gasoline, but this phenomenon is far more prominent for the gaseous fuel.