• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.40 no.8
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• pp.718-725
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• 2012

Fuel or oil which is leaked into the aircraft engine bay can make a fire when it is contacted to the engine surface of hot temperature. In order to avoid fire, the fire extinguish system should be designed so that the extinguishing agent is quickly injected and its concentration keeps higher in the fire protection region. FAA requires that the extinguishing agent injected within the fire protection region should be sustained longer than 0.5 second on keeping a higher concentration than 6%. For developing a fire protection system satisfying the FAA regulation, numerical and experimental studies for the injection time and the concentration of the extinguishing agent were conducted. These results showed similar trend for the injection time or concentration, but the data acquisition was delayed due to the response of the sensors in the experiment.

• Transactions of the Korean hydrogen and new energy society
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• v.18 no.4
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• pp.374-381
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• 2007

In order to verify the feasibility of expansion of back-fire limit equivalence ratio in the hydrogen-fueled engine with external mixture, the characteristics of performance and combustion are experimentally analyzed with change of intake/exhaust valve timings under the fixed valve overlap period of $0^{\circ}$ CA(non-valve overlap period). These characteristics are also tested for the change of exhaust valve closing timing while intake valve opening timing is fixed to clear the main cause of back-fire occurrence. As the results, the less valve overlap period center is retarded, the more back-fire limit equivalence ratio increases and back-fire does not occurred after TDC. In addition, it was shown that the control of back-fire is dependent on intake valve opening timing than valve overlap period.

• Proceedings of the Korea Institute of Fire Science and Engineering Conference
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• 2006.04a
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• pp.56-60
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• 2006

• Transactions of the Korean Society of Automotive Engineers
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• v.20 no.6
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• pp.9-16
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• 2012

It is often thought that when a fire is found in parked motor vehicles, the fire may occur after an engine stops. Also, it is easy to judge that when motor vehicle fires occur during engine stopping, it may be caused by arson or electrical causes irrespective of a fuel system. This study analyzed motor vehicle fires which occurred in operation but were found after parking and revealed that these fires were caused by the defect of a fuel system and the same motor vehicle types had fires by the same causes. Moreover, this study provided judgement process of major fire causes and periods for fire investigators to apply when investigating fires of parked motor vehicles. And this fire is related to automotive products liability.

• Transactions of the Korean Society of Automotive Engineers
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• v.20 no.6
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• pp.92-99
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• 2012

It is often thought that because no-start motor vehicles cannot start an engine, a fire cannot occur for motor vehicle causes. However, although the engine cannot start up, some parts may be live with electricity if a battery is connected. If the parts have problems, a fire can occur. This study analyzed the causes of fires occurring when a motor vehicle was loaded onto a tow truck to service no-start. It is suggested that no-start motor vehicles should separate a battery terminal to prevent a fire. And this fire is related to automotive products liability.

• Proceedings of the Korea Institute of Fire Science and Engineering Conference
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• 1997.11a
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• pp.598-605
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• 1997

In recent years, the number of vehicle fires, as well as the number of motor vehicles, has been increasing rapidly. Therefore, several types of automatic fire suppression systems for the engine compartment of automobiles have been developed to extinguish automobile fires, and most of these systems use halon 1301 as a fire extinguishing agent. Due to environmental concerns, the phase-out of halons has been announced, so now there is a need to replace halon 1301. For this, a 1,1,1,2,3,3,3-heptaflouropropane (HFC-227ea, FM-$200^{TM}$) gas-filled Aqueous Film- Forming foam (known as AFFF) extinguisher was devised even though air foam extinguishers could be used. This is because the air in the foam bubbles is a source of oxygen required for the combustion reaction. It can be surmised that it is possible to increase the fire extinguishing efficiency of AFFF by filling in foam bubbles with a gaseous extinguishing agent. The best choice is the FM-$200^{TM}$ gas-filled AFFF, Which has the maximum expansion ratio of 62:1. This makes it possible for the expanded foam to rapidly fill the engine compartment.

• Journal of the Korean Society of Industry Convergence
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• v.22 no.5
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• pp.553-559
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• 2019

Various types of nozzles have been used to cope with fire in ships. However, in Korea, precise nozzles that perform fine spraying function are required for fire fighting in case of fire in a ship, and most of these nozzles depend on imports. Therefore, in this study, we developed various types of nozzles to develop the water spray nozzle for evolving fire in the engine room of the ship, and developed an optimal nozzle through flow analysis and fire test. For this purpose, we selected the materials that can satisfy the characteristics of existing nozzle materials and developed the design technology and processing technology in the nozzle considering fluid flow to achieve optimal water spraying performance. In order to develop an optimal nozzle, the flow through the finite element analysis was first analyzed and the nozzle was manufactured. As a result of flow analysis of the developed nozzle, the maximum velocity at the outlets of four holes at 0.3 MPa was about 3m/s and about 0.15 MPa. In addition, when the pressure at the inlet was 1.8 MPa, it showed the outlet speed of about 18m/s and a pressure of 1.2 MPa.

• Fire Science and Engineering
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• v.26 no.5
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• pp.85-91
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• 2012

This paper analyzed firefighting officers' use situations such as the use time, maximum working pressure, hose diameter, etc. of fire pumps at fire sites and carried out various performance tests by pressures, hose diameters and quantities of fire pumps based on its results because the waterproof performance criterion for a fire pump installed in a fire engine is different from the operation situations at the site and is not clearly prescribed. As a result of site survey, the site uses a higher pressure than the standard water discharge pressure (0.85 MPa) or the high-pressure water discharge pressure (1.4 MPa) prescribed by the approval Standard of the fire pump performance on fire truck. In addition, as a result of pump performance test, the discharged water flow rate, water discharge pressure, etc. was measured to be very different from the currently prescribed the approval standard depending on the hose diameter and firefighting nozzle, so the result of this study proposes a new standard.

• Proceedings of the Korea Institute of Fire Science and Engineering Conference
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• 2006.04a
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• pp.114-121
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• 2006

• Proceedings of the Korean Society of Marine Engineers Conference
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• 2006.06a
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• pp.155-156
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• 2006

Developed and conducted a performance test of the Water mist system that is satisfied with the requirement of a fire test requiring Class 3 Engine Mock-up exceeding net volume $3,000m^3$ as per IMO's MSC/Circ. 668 Appendix B(Test method for fire testing equivalent water-based fire-extinguishing systems for machinery spaces of category A and cargo pump rooms).Even though fuel atomizing was continued for 15 sec. after stopping of the system according to the test method relating to the atomizing fire type, no fire was reignited. This result shows the excellence of the system. There was no damage to the contents of the system after the test.