• Journal of the Korean Society of Safety
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• v.24 no.6
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• pp.150-156
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• 2009

The oil pressure switch(OPS) for automobile is very important part to prevent an overheated engine and other problems by checking the operation of an engine oil system and displaying oil signs on a dashboard. OPS is the part that receives various stress caused by temperature, vibration, and corrosion in an engine room. Regarding existing steel OPS cases, there occur field errors due to the rust, and much concern comes from the low anticorrosion caused by CR6+ Free according to the restrictions of heavy metals. Therefore, the study analyzed average life, the failure rate, and reliability through the tests of performance according to temperature changes, mechanical strength, and run-test in order to confirm if the use of the oil pressure switch with Al of anti-corrosion can improves the reliability, instead of the existing steel products.

• Transactions of the Korean Society of Automotive Engineers
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• v.9 no.5
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• pp.46-53
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• 2001

To optimize the intake flow condition in the heavy-duty LPG SI engine, five different swirl ratios of intake port were investigated experimentally by oil spot method, LDV and single cylinder engine test. The flow characteristics near the piston surface were observed by oil spot method and magnitudes of swirl flow were measured quantatively by LDV method in the steady flow rig. The engine performances of various swirl flow were also tested with the heavy-duty LPG SI single cylinder engine. In the results, high swirl ratio, above $R_s$=2.3, was not suitable to develope a stable flame kernel and to produce high engine performance. Especially it was more serious under lean burn conditions, since turbulence intensity was smaller than bulk flow though those are increased together. These results were also confirmed by LDV measurement and oil spot method. On the contrary, low swirl ratio($R_s$=1.3) is not good to propagate a flame since the turbulence intensity and bulk flow are vanished during compression stroke and low swirl ratio has too weak initial energy for stable combustion. Therefore, the of optimized swirl ratio f3r the heavy-duty LPG engine in this work was found around $R_s$=2.0.

• Applied Chemistry for Engineering
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• v.25 no.6
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• pp.639-644
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• 2014

Domestic vehicle companies have been selling genuine engine oils with higher price than that of the same grade of regular engine oils. In this study, our group investigated the properties of engine oils for 14 kinds of the genuine and equivalent regular engine oil (KS product) species under a fresh as well as used condition recovered after 10,000 km driving. From analytic results, genuine engine oils had similar physical properties to regular engine oils under the fresh condition. But recovered regular engine oils had better properties in lubricity, kinematic viscosity and acid number change than those of recovered genuine engine oils.

• Journal of the korean Society of Automotive Engineers
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• v.11 no.1
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• pp.31-43
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• 1989

The paper shows a solution by giving vegetable oil a chemical treatment, i.e., transesterification of the rapeseed oil without any modification of the diesel engine for reducing carbon deposits, and to evaluate rate of combustion with vegetable oils, their esterified fuel and their blend fuels using a double Wiebe's function approximation in a naturally aspired D.I. diesel engine. Since any oil will be as material for ester, if it is fatty acid, the sardine oil was considered. In the experiment, engine performance, exhaust gas emissions, and combustion characteristics were measured and calculated for a number of fuels: rapeseed oil, palm oil, ester of rapeseed oil, and these fuels blended with ethanol or diesel fuel.

• Journal of the Korean Professional Engineers Association
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• v.18 no.2
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• pp.6-15
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• 1985

A new process disregraded the H$_2$SO$_4$ treatment process heretofore in use, was developed and substituted for mineral base engine used oil of homemade SAE-30 grade H.V.I., which was used covering 4,500km, as samples, and the following results in research, was obtained. (1) A good quality of rerefinded base oil was obtained through roughly a course of developed processes of vacuum distillation process, solvent extraction process, neutralization treatment process and clay treatment process. (2) Through vacuum distillation process, the size of fine grains of insoluble colloid carbon that is, colloid carbon which was produced by burning of internal combustion engine oil and fuel, could be brought up and precipitated (3) The insoluble matters and admixtures could be easily dispersed and dissolved by mixing and extracting solvent disregarded the H$_2$SO$_4$ treatment process heretofore in use (4) waste matter heretofore called acid sludge in consequence of the process, did not appear at all. accordingly, the environmental pollution could be removed. (5) The troubles of corrosion to copper strip which was faults of the usual used oil refined products and peculiar offensive odor of the rerefined oil, could be solved through the neutralization process. (6) The yield of rerefined oil obtained through a course of processes was over 86 percent, and it is of practical use, not to speak of commercial value.

• Journal of Korea Foresty Energy
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• v.7 no.1
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• pp.28-36
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• 1987

To know the possibility of fuel substitution for Diesel engine with the seed oil of Evodia daniellii, which is one of the native oil seed trees in Korea. the refined seed oil mixed with light oil in the various rates was tested in the 8 PS Diesel engine: the output, the fuel consumption rate, the governor performance, the rpm stability in the total loading condition. the content of graphite in the burned gas, and the traction coefficients at the different gear stages were maintained The following results were discussed. 1. The output at the normal revolution (2200rpm)was increased as the percent seed oil increased. At the lower rpm (2000-1500rpm )there were no consistent difference in the outputs among fuels of the different percent seed oil 2. The rate of fuel consumption was inclosed as the percent seed oil increased in each loading condition. 3. The more percent sud oil was mixed in the fuel. the better governor performance appeared at both the instantaneous and stable speed. 4. The more percent seed oil was mixed In the fuel, the more stable rpm ratio was maintained 5. The graphite content In the burned gas was increased as the load increased, but there was no apparent difference in the content at each load among the 100$\%$ seed oil, the 100$\%$ light oil, and the mixtures in various rates. 6. In all fuel mixtures the maximam traction coefficent appeared at the third transmission gear stage. Generally in over all transmission gear stages the fuel mixtures of the seed oil:light oil ratio from 7:3 to 5:5 resulted greater traction force than the other fuels.

• Transactions of the Korean Society of Automotive Engineers
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• v.24 no.2
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• pp.144-151
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• 2016

This study effect of engine oils on regulated fuel economy and emissions including particulate matter (PM) to provide basic data for management of engine oil in vehicles. Three engine oils (Group III base oil, Group III genuine oil with additive package and synthetic oil with poly alpha olefins (PAOs)) were used in one gasoline, one LPG(liquefied petroleum gas) and two diesel vehicles. In the case of diesel vehicles, one is a diesel vehicle without DPF (diesel particulate filter) other is a diesel vehicle with DPF. In this study, the US EPA emission test cycle FTP-75, representing city driving, was used. HORIBA, PIERBURG, and AVL gas analyzers were used to measure the fuel economy and regulated emissions such as CO, NOx, and THC. The number of PM was measured using a PPS (pegasor particle sensor). And, the shape of PMs was analyzed by SEM (scanning electron microscope). The effects of oil type on fuel economy, exhaust gas, and PM were not significant because engine oil consumption by evaporation and combustion in the cylinder is very tiny. Fuel and vehicle type were dominant factors in fuel economy and emissions. HC emission from gasoline vehicles was higher than that from other vehicles and NOx emission from diesel vehicles was higher than that from other vehicles. The number of PM was not affected by the engine oil, but by the driving pattern and fuel. The shapes of the PM, sampled from each vehicle using any test engine oil, were similar.

• Elastomers and Composites
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• v.40 no.3
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• pp.196-203
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• 2005

In this work, the engine oil resistant evaluation and breakdown analysis of room temperature vulcanizing silicone adhesives were performed through the surface properties, thermal stabilities, adhesive strength, and morphology measurements. As a result, the permeation of engine oil into adhesive specimens was carried out from surface to center in the specimens. And the oil content in the adhesive specimens was increased and the Si-O-Si bond of the adhesives was decomposed with increasing the aging time. The TGA results indicated that the thermal degradation was mainly occurred at under and surfaces of the specimens. The tensile strength, elongation, and adhesive strength of the adhesives were significantly decreased after the engine oil resistant tests, which could be attributed to the initial lose of adhesive properties resulting from the engine oil absorption and thermal aging. And the failure mode of the adhesive specimens was changed from cohesive failure to interfacial failure.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 1998.04a
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• pp.3-43
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• 1998

Technical and business transformations are reshaping the business of Diesel engine builders, Diesel lubricant marketers and additive companies. Key issues facing engine builders and end users under these transformations include: -Emission regulations -Vehicle operating costs -Evolving business environments With these challenges come opportunities. For equipment builders and lubricant marketers, these include: -Lubricants meeting global performance requirements -High value lubricant applications -Profitable new businesses

• Transactions of the Korean Society of Mechanical Engineers A
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• v.33 no.6
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• pp.614-619
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• 2009

An engine for marine propulsion and power generation consists of several cylinder liner-piston sets. And the oil groove is on the cylinder liner inside wall for the lubrication between a piston and cylinder. The machining process of oil groove has been carried by manual work so far, because of the diversity of the shape. Recently, we developed an automatic grinding robot system for oil groove machining of engine cylinder liners. It can covers various types of oil grooves and adjust its position by itself. The grinding robot system consists of a robot, a machining tool head, sensors and a control system. The robot automatically recognizes the cylinder liner's inside configuration by using a laser displacement sensor and a vision sensor after the cylinder liner is placed on a set-up equipment.