• 한국신재생에너지학회:학술대회논문집
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• 한국신재생에너지학회 2009년도 춘계학술대회 논문집
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• pp.636-639
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• 2009

Fuel consumption measurement of Hydrogen fuel cell vehicle is considerably different form internal combustion engine vehicle such as carbon balance method. A practical method of fuel Consumption measurement has been developed for Hydrogen fuel cell vehicles. There are three method of hydrogen fuel consumption testing, gravimetric, PVT(Pressure, Volume and temperature), and Coriolis mass flow, all of which necessitate physical measurements of the fuel supply. The purpose of this research is to measure the fuel consumption of hydrogen fuel cell vehicles on chassis-dynamometer and to give information when the research is intended to develop method to measure hydrogen fuel consumption.

• 한국수소및신에너지학회논문집
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• 제16권4호
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• pp.391-399
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• 2005

This paper deals with the survey of domestic hydrogen production, consumption, and distribution. The amount of domestic hydrogen production and consumption has not been identified, and we survey the amount of domestic hydrogen production and consumption by industries. The hydrogen production industries are classified into the oil industry, the petrochemical industry, the chemical industry, and the other industry. In 2004, the amount of domestic hydrogen production was 972,601 ton, which corresponded to 1.9% of the global hydrogen production. The oil industry produced 635,683 ton(65.4%), the petrochemical industry produced 241,970 ton(24.9%), the chemical industry produced 66,250 ton(6.8%), the other industry produced 28,698 ton(2.9%). The hydrogen consumptions of corresponding industries were close to the hydrogen productions of industries except that of the other industry. Most hydrogen was used as non-energy for raw materials and hydrogen additions to the process. Only 122,743 ton(12.6%) of domestic hydrogen was used as energy for heating boilers. In 2004, 47,948 ton of domestic hydrogen was distributed. The market shares of pipeline, tube trailers and cylinders were 84.4% and 15.6%, respectively. The purity of 31,848 ton(66.4%) of the distributed hydrogen was 99.99%, and 16,100 ton(33.6%) was greater than or equal to 99.999%. Besides domestic hydrogen, we also identify the byproduct gases which contain hydrogen. The iron industry produces COG( coke oven gas), BFG(blast furnace gas), and LDG(Lintz Donawitz converter gas) that contain hydrogen. In 2004, byproduct gases of the iron industry contained 355,000 ton of hydrogen.

• 한국신재생에너지학회:학술대회논문집
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• 한국신재생에너지학회 2007년도 추계학술대회 논문집
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• pp.152-155
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• 2007

Fuel cell electric vehicles (FCEVs) using hydrogen gas are zero emission vehicles, thus emission measurement for combustion vehicles is not applicable. The hydrogen gas consumption for fuel economy will be measured by the stabilized pressure/temperature method, mass flow method and electrical current method, etc. In this research, weight method with a newly manufactured test equipment is applied to measure the hydrogen consumption because above 3-methods have a deviation. The hydrogen consumption is directly calculated by the weight differences of the external hydrogen tank before and after the chassis dynamometer test. Ultimately the fuel economy for FCEVs is obtained with a deviation less than 1% in all chassis dynamometer tests.

• 한국수소및신에너지학회논문집
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• 제21권3호
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• pp.207-213
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• 2010

Fuel consumption measurement of hydrogen fuel cell vehicle is considerably different from internal combustion engine vehicle such as carbon balance method. A practical method of fuel consumption measurement has been developed for hydrogen fuel cell vehicles. There are three method of hydrogen fuel consumption testing, gravimetric, PVT (pressure, volume and temperature), and mass flow, all of which necessitate physical measurements of the fuel supply. The purpose of this research is to measure the fuel consumption of hydrogen fuel cell vehicles on chassis-dynamometer and to give information when the research is intended to develop test method to measure hydrogen fuel economy.

• 한국자동차공학회논문집
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• 제19권5호
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• pp.143-147
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• 2011

Operating points of a fuel cell system (FCS) can be shifted to its high-efficiency region by hybridization in a fuel cell hybrid vehicle (FCHV), so the hydrogen can be saved. In this paper, the hydrogen consumption of an FCHV is compared to that of a fuel cell vehicle (FCV). A power management strategy is applied to the FCHV and the related simulation is carried out. The concept of equivalent hydrogen consumption is introduced in order to consider the effect of the difference between initial and final battery SOC on the total hydrogen consumption.

• 한국수소및신에너지학회논문집
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• 제33권3호
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• pp.247-254
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• 2022

Slush hydrogen containing liquid and solid hydrogen is expected to achieve zero boil-off by suppressing boil-off gas because heat of fusion for solid absorbe the heat ingress from atmosphere. In this paper, quantitative analysis on storage cost considering specific energy consumption between 1,000 m³ class liquid hydrogen storage system with re-liquefaction and slush hydrogen storage system during equivalent zero boil off period. Even though approximately 50% of total storage capacity should be converted into solid phase during the initial cargo bunkering, total energy consumption to convert into slush hydrogen is relatively 25% less than re-liquefaction energy for boil off hydrogen during zero boil off period. That's because energy consumption of slush phase change take up only 1.8% of liquefaction energy. moreover, annual revenue requirement including CAPEX, OPEX and electric cost for slush hydrogen storage could be more reduced approximately 32.5% than those of liquid hydrogen storage and specific energy storage cost ($/kg-H₂) could also be lowered by about 41.7% compared with liquid hydrogen storage.

• 한국수소및신에너지학회논문집
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• 제22권6호
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• pp.794-799
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• 2011

In order to reduce the oil consumption for a 2 stroke free piston hydrogen fueled engine, the behaviors of residual lubricant oil of the cylinder wall surface were visualized and oil mass emitted into exhaust port was measured by using research engine with cross-head and eccentric crankshaft. As the results, it was shown that characteristics of residual lubricant oil such as oil thickness and distribution were remarkably different from a conventional 4 stroke engine. It was also analyzed that these tendencies relied on the configuration and installed position of the exhaust port, piston pin boss and so on.

• 한국신재생에너지학회:학술대회논문집
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• 한국신재생에너지학회 2009년도 추계학술대회 논문집
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• pp.243-246
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• 2009

Fuel consumption measurement of Environmentally Friendly Vehicles is considerably different form internal combustion engine vehicle such as Carbon balance method. A practical method of fuel Consumption measurement has been developed for Hydrogen fuel cell vehicles and Electricity Vehicles. The purpose of this research is to measure the fuel consumption of hydrogen fuel cell vehicles and Electricity Vehicles on chassis-dynamometer and to give information when the research is intended to develop method to measure Energy consumption.

• 한국연소학회:학술대회논문집
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• 한국연소학회 2013년도 제46회 KOSCO SYMPOSIUM 초록집
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• pp.37-40
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• 2013

Hydrogen-dimethy ether (DME) and hydrogen-diesel compression ignition engine combustion were investigated and compared each other in a single cylinder compression ignition engine. Hydrogen and DME were used as low carbon alternative fuels to reduce green house gases and pollutant. Hydrogen was injected at the intake manifold with an injection pressure of 0.5 MPa at fixed injection timing, $-210^{\circ}CA$ aTDC. DME and diesel were injected directly into the cylinder through the common-rail injection system at injection pressure of 30 MPa. DME and diesel inejction timing was varied to find the optimum CI combustion to reduce CO, HC and NOx emissions. When DME was injected early, CO and HC emissions were high while NOx emission was low. Fuel consumption, heat release rate, and exhaust emissions were measured to analyze each combustion characteristics of each ignition promoter. Fuel consumption was decreased when diesel was used as an ignition promoter. This is due to the lower volatility of diesel which created more stratified charge than DME.

• 한국자동차공학회논문집
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• 제7권5호
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• pp.81-88
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• 1999

In order to understand the relationship between the phase angle of piston ring and oil consumption was measured by analyzing $CO_2$concentration in exhaust gas. The use of hydrogen fuel not gasoline makes this possible because all of the carbon component in exhaust gas can be assumed to be produced from oil. As a result of experiment, it is known that the oil consumption varies periodically and a specific location of ring end gap was found at each peak of oil consumption. Therefore, it was found that the oil consumption was not constant even at the same operating conditions and this is because the relative locations of top and 2'nd ring end gap change arbitrarily.