• Fire Science and Engineering
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• v.26 no.4
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• pp.70-76
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• 2012

This paper deal with vehicle fire caused by damage of diesel particulate filter (DPF) on diesel passenger vehicles. In order to reduce particulate matters included exhaust gases, a DPF in the exhaust system were installed diesel vehicles. A DPF was broken by excessively trapped particulate matters, regeneration error with a malfunction of ECU and defect of suction system such as swirl valve. If the DPF was broken, hot exhaust gases was released to the bottom of vehicle and released hot exhaust gases lead to occur the fire through combustible materials around the exhaust system. When a fire happened in the diesel vehicle caused by damage of DPF, silicate inorganic compounds were attached to the exhaust ventilation pipe and muffler. The silicate inorganic compounds were created by DPF combustion consisting of raw material ceramics. If the silicate inorganic compounds attached to the tail pipe in the diesel passenger vehicles, its fire cause will be assumed damage of DPF.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.2
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• pp.355-362
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• 2021

To facilitate low-pressure selective catalyst reduction (L.P SCR), a high exhaust-gas temperature of a four-stroke diesel engine for a ship's generator is required. This study aimed at reducing the exhaust-gas temperature by adjusting the valve open-close timing and fuel injection timing to satisfy the operating conditions of L.P SCR and prevent accidents associated with the generator engine due to high temperature. To lower exhaust-gas temperature, the angle of the camshaft was adjusted and the shim of the fuel injection pump was added. As a result, the maximum explosion pressure increased and the average of the turbocharger outlet temperature dropped. Considering the heat loss from the turbocharger outlet to the SCR inlet, the operation condition for L.P SCR was satisfied with 290 ℃. The study demonstrates that safe operation of a diesel generator can be achieved by lowering the exhaust-gas temperature.

• Journal of Mechanical Science and Technology
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• v.20 no.12
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• pp.2052-2060
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• 2006

The wear of engine valve and seat insert is one of the most important factors which affect engine performance. Because of higher demands on performance and the increasing use of alternative fuel, engine valve and seat insert are challenged with greater wear problems than in the past. In order to solve the above problems, a simulator was developed to be able to generate and control high temperatures and various speeds during motion. The wear simulator is considered to be a valid simulation of the engine valve and seat insert wear process with various speeds during engine activity. This work focuses on the different degrees of wear at three different singular test speeds (10 Hz, 25 Hz & multi-Hz). For this study, the temperature of the outer surface of the seat insert was controlled at 350$^{\circ}C$, and the test load was 1960 N. The test cycle number was $6.0{\times}10^6$. The mean ($\pm$standard error) wear depth of the valve at 10 Hz and 25 Hz was 45.1 ($\pm$3.7)$\mu$m and 81.7 ($\pm$2.5)$\mu$m, respectively. The mean wear depth of the seat insert at 10 Hz and 25 Hz was 52.7 ($\pm$3.9)$\mu$m and 91.2 ($\pm$2.7)$\mu$m, respectively. In the case of multi-Hz it was 70.7 ($\pm$2.4)$\mu$m and 77.4 ($\pm$3.8)$\mu$m, respectively. It was found that higher speed (25 Hz) cause a greater degree of wear than lower speed (10 Hz) under identical test condition (temperature, valve displacement, cycle number and test load). In the wear mechanisms of valves, adhesive wear, shear strain and abrasive wear could be observed. Also, in the wear mechanisms of seat inserts, adhesive wear, surface fatigue wear and abrasive wear could be observed.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.40 no.6
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• pp.613-619
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• 2016

A pneumatic control valve performs a major role in controlling the flow of a system or the level of a key tank in many power plants, and its performance should be guaranteed during the plant's lifetime. Its operation starts by supplying air to the pneumatic actuator or by exhausting the air from the actuator. To control the valve position, the amount of air supply or exhaust is adjusted by a control loop where various accessaries are equipped. In this paper, air leakage in the air supply line, changes in the valve packing force, and false adjustments of zero and the span of the positioner are simulated and analyzed using a 2-in pneumatic valve with a position control loop including an I/P converter and positioner, where the valve position is controlled within ${\pm}2%$ of the control pressure at 67% opening position.

• Progress in Superconductivity and Cryogenics
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• v.20 no.3
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• pp.21-27
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• 2018

It is difficult to fabricate and maintain moving parts of expander at cryogenic temperature. This paper describes numerical analysis and experimental investigation on a cryogenic reciprocating expander without moving piston. An intake valve which takes high-pressure gas, and an exhaust valve which discharges low-pressure gas, are connected to a tube. The inside pressure of the tube is pulsated for work production. This geometric configuration is similar to that of pulse tube refrigerator but without regenerator. An orifice valve and a reservoir are installed to control the phase of the mass flow and the pressure. At the warm end, a heat exchanger rejects the heat which is converted from the produced work of the expanded gas. For the numerical analysis, mass conservation, energy conservation, and local mass function for valves are used as the governing equations. Before performing cryogenic experiments, we carried out the expander test at room temperature and compared the performance results with the numerical results. For cryogenic experiments, the gas is pre-cooled by liquid nitrogen, and then it enters the pulse tube expander. The experiments are controlled by the opening of the orifice valve. Numerical analysis also found the expander conditions that optimize the expander performance by changing the intake pressure and valve timing as well as the opening of the orifice valve. This paper discusses the experimental data and the numerical analysis results to understand the fundamental behavior of such a newly developed non-mechanical expander and elucidate its potential feature for cryogenic application.

• Transactions of the Korean Society of Automotive Engineers
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• v.15 no.4
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• pp.101-107
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• 2007

This study investigated the wear of the valve and seat insert seating faces. A tester, an exhaust valve and a seat insert were used. Test variables were cycle numbers ($2{\times}10^6,\;4{\times}10^6,\;6{\times}10^6\;and\;8{\times}10^6$) and Hz (10Hz and 25Hz). The other test conditions such as temperature ($350^{\circ}C$), fuel (LPG) and load (1960N) were fixed. The 10Hz tests indicated that the average Rmax of the valve increased at the rate of $7.76{\mu}m/10^6$ cycles starting from $29.42{\mu}m$ at the $2{\times}10^6$ cycles and that of the seat insert increased at the rate of $8.57{\mu}m/10^6$ cycles starting from $34.19{\mu}m$ at the $2{\times}10^6$ cycles. The 25Hz tests indicated that the average Rmax of the valve increased at the rate of $1.58{\mu}m/10^6$ cycles starting from $74.2{\mu}m$ at the $2{\times}10^6$ cycles and that of the seat insert increased at the rate of $1.25{\mu}m/10^6$ cycles starting from $83.95{\mu}m$ at the $2{\times}10^6$ cycles. The tribochemical reaction product covered the two seating faces, preventing the wear of the seating faces. As cycle numbers became greater, the average Rmax of the seating faces became greater, but the increase rate varied significantly depending on the Hz. The wear mechanism of the two faces was investigated through the tribochemical reaction.

• Transactions of the Korean Society of Automotive Engineers
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• v.9 no.5
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• pp.62-74
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• 2001

In this study, the prediction of performances and emissions of the gasoline engine of a light passenger car has been accomplished. The method of characteristics including friction, heat transfer, area change and entropy gradients was used to analyze the flow in the intake and exhaust systems. For in-cylinder calculation, the single-zone model was adopted for the periods of the intake, exhaust, compression and the expansion of the burnt gas and the 2-zone expansion model was applied to the period of combustion process. The simulation program was verified by comparison with the experimental values both for the naturally aspirated engine and the turbocharged engine showing good agreements. Using the simulation program, multi-valve system and turbocharging were examined as a means of increasing engine Performances.

• Journal of Power System Engineering
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• v.14 no.2
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• pp.12-15
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• 2010

It is requested to shorten the starting duration for idle stop function equipped cars without harmful effects on the environment. Higher cranking speeds can be achieved with high torque starter. The object of this study is to develope the high torque starter and evaluate its effect on the exhaust emissions. The test was conducted on a 1.5 L, 4-cylinder, 16 valve, multipoint-port-fuel-injection gasoline engine. Engine out emissions such as HC, CO, $CO_2$, and the excess air ratios, lambda were measured using MEXA-554JK. The result showed that a high torque starter, HTS-II shortened the starting duration and reduced engine out emissions of HC, CO and improved starting performance with larger excess air ratio than that of the original starter, Org. S and a high torque starter, HTS-I.

• Journal of Advanced Marine Engineering and Technology
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• v.18 no.2
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• pp.97-103
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• 1994

This paper describes briefly the simulation program for predicting the performance of a high speed turbocharged four cycle diesel engine. The wave phenomena in the intake and exhaust systems are calculated by the characteristic method. The combustion process in the power cycle is represented by the heat release pattern which is given by the Wiebe's function or the pattern based on measured values. Turbocharger matching for the engine is described by utilizing the characteristic maps of both the compressor and turbine, which are obtained from quasi-steady states. A comparison of experimental and calculated results shows a good agreement. Then the influences of the intake system, the period of valve overlap and the characteristics of the turbine are numerically investigated by the simulation.

• Journal of the korean Society of Automotive Engineers
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• v.15 no.2
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• pp.44-52
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• 1993

In this study, the characteristics of decreasing exhaust gas of diesel engine was examined in dual fuel method by using commertial LPG for automotive. LPG was supplied to engine intake port by fumigation method and flow rate was controlled by using the needle valve. LPG supply ratios were 0, 20, 30% of total fuel amount to be supplied to engine by mass base. We investigated the effect of LPG supply ratio on exhaust gas concentrations related to excess air ratio and engine load at 1600, 1800, 2000 rpm. Soot concentration decreased about 30% in proportion to the increase of the LPG supply ratio. NOx concentration decreased in proportion to the increase of the LPG than diesel only and the increase rate was higher at low engine load. BSFC(Brake specific fuel consumption) was lower in proportion to the increase of the LPG supply ratio at high engine load and to the decrease of LPG supply ratio at low engine load.