• Journal of the Institute of Electronics Engineers of Korea TC
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• v.47 no.8
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• pp.99-107
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• 2010

In a single frequency network (SFN) for Advanced Television Systems Committee (ATSC) terrestrial digital television (DTV) system, the interferences induced by the multiple transmitters and/or repeaters using the same frequency are inevitable. Since the presence of interferences results in performance degradation of the SFN, it is crucial to manipulate the interferences by adjusting the transmit power and timing of each transmitter and repeater. In the ATSC terrestrial DTV system, in order to facilitate the interference manipulation process, a transmitter identification (TxID) signal which is uniquely embedded in the signal to be transmitted from each transmitter and repeater is recommended. Even though the injection level of the TxID signal is much lower than the DTV signal, the TxID signal injection infects the DTV signal. Hence, the effect of the TxID signal on the DTV signal must be investigated before deployment. In this paper, the effect of the TxID signal on the performance of legacy DTV receivers under additive white Gaussian noise and multipath channel environments is investigated not only with computer simulation but also with laboratory and field tests. The test results show that the average threshold of visibility degradation of the legacy DTV receivers due to the TxID signal injection is less than 0.2 dB at the TxID injection level of -30 dB.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.24 no.9
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• pp.1247-1254
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• 2000

The effects of recirculated exhaust gas on the characteristics of $NO_x$ and soot emissions under a wide range of engine load have been experimentally investigated by a water-cooled, four-cylinder, indirect injection, four cycle and marine diesel engine operating at two kinds of engine speeds. The simultaneous control of $NO_x$ and soot emissions in diesel engines is targeted in this study. The EGR system is used to reduce $NO_x$ emissions, and a novel diesel soot removal device with a cylinder-type scrubber for the experiment system which has 6 water injectors(A water injector has 144 nozzles in 1.0 mm diameter) is specially designed and manufactured to reduce the soot contents in the recirculated exhaust gas to intake system of the engines. The intake oxygen concentration and the mean equivalence ratio calculated by the intake air flow and fuel consumption rate, and the exhaust oxygen concentration measured are used to analyse and discuss the influences of EGR rate on $NO_x$ and soot emissions. The experiments are performed at the fixed fuel injection timing of $15.3^{\circ}$ BTDC regardless of experimental conditions. It is found that $NO_x$ emissions are decreased and soot emissions are increased owing to the drop of intake oxygen concentration and exhaust oxygen concentration, and the rise of equivalence ratio as the EGR rate rises.

• Journal of Energy Engineering
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• v.11 no.2
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• pp.90-98
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• 2002

The effects of swirl and combustion parameters on the performance and emission in a turbo-charged D.I. diesel engine of the displacement 9.4L were studied experimentally in this paper. Generally the swirl in the combustion process of diesel engine promotes mixing of the injection fuel and the intake air. It is a major factor to improve the engine performance because the fuel consumption and NO$_{x}$ is trade-off according to the high temperature and high pressure of combustion gas in a turbocharged D.I. diesel engine, it's necessary to thinking over the intake and exhaust system, the design of combustion bowl and so on. In order to choose a turbocharger of appropriate capacity. As a result of steady flow test, when the swirl ratio is increased, the mean flow coefficient is decreased, whereas the gulf factor is increased. Also, through engine test its can be expected to meet performance and emissions by optimizing the main parameter's; the swirl ratio is 2.43, injection timing is BTDC 13$^{\circ}$ CA, compression ratio is 16, combustion bowl is re-entrant 5$^{\circ}$, nozzle hole diameter is $\Phi$0.28*6, turbocharger is GT40 model which are compressor A/R 0.58 and turbine A/R 1.19.

• Journal of Embryo Transfer
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• v.26 no.3
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• pp.171-180
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• 2011

In this study I report that in vitro development rates of bovine nuclear transfer embryos activated either with boar sperm cytosolic factor (SCF) or with ionomycin followed by cycloheximide (CHX) and subsequent in vivo developmental rates after embryo transfer are related to blastocyst quality as evaluated by apoptosis analysis. SCF was extracted from porcine semen then purified for post-activation injection after nuclear transfer. The optimal timing for SCF injection was determined to be at least 22 h post-IVM for parthenogenetic activation of bovine oocyies. A total of 364 oocytes were successfully enucleated and 268 (73.6%) fused and were injected with SCF. The survival rate of fused and injected embryos was 109/113 (96.5%) after 2 h. The cleavage rates of nuclear transfer embryos after 3 d of culture in the ionomycin/CHX treated group were significantly higher than those of the SCF-activated group (93.3% vs 81.7%, p<0.01, respectively). However, at 7 d and 9 d there was no significant difference between the total developmental rates to blastocyst for either treatment group. Total blastocyst cell numbers were also not significantly different between the two activation treatments (ionomycin/CHX: 149.5${\pm}$7.7 vs. SCF: 139.3${\pm}$4.4 cells). In contrast, the apoptotic levels in the SCF blastocysts were higher than those produced after the chemical treatment (28.2${\pm}$5.1% vs. 8.8${\pm}$0.6%, respectively). A total of 18 expanded or hatching blastocysts was transferred to nine synchronized recipients in each activation group; 5/9 (55.5%) and 2/9 (22.2%) were pregnant at 40 d in the ionomycin/CHX treatment and SCF activated group, respectively. However, only one went to term in the ionomycin/CHX treatment while none of the pregnancies from the SCF group were maintained by 90 d. In conclusion, these results suggest that SCF derived from different species is a limited activator to be used for activation after bovine nuclear transfer in lieu of a chemical activation protocol.

• Transactions of the Korean Society of Automotive Engineers
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• v.20 no.4
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• pp.150-155
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• 2012

Lean NOx Trap (LNT) catalysts are capable of reducing exhaust NOx emissions from diesel engines. LNT stores NOx in lean condition and exhausts N2 by reducing NOx in rich condition. NOx reduction characteristic of LNT catalysts using throttle position sensor and fuel injection timing control for light-duty diesel engine was investigated. In contrast to SCR system, LNT catalyst uses diesel fuel in resuctant. Also if the concentration of reductant is exceeded, excessive amount of reductant will slip throughout LNT and cause another emission problem. Thus LNT regeneration with precise engine control established that can make higher NOx conversion efficiency and lower fuel penalty, prevent another emission problem. NOx and reductant concentration were measured by the NOx sensor and Mexa7100D equipped inlet and outlet of catalyst. As a result of engine test, regeneration strategy has reached high of 77.8% NOx conversion efficiency according to engine operation condition. Moreover, we have proved that it is possible to use regeneration strategy of LNT within 5% fuel penalty.

• Journal of Advanced Marine Engineering and Technology
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• v.24 no.3
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• pp.70-78
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• 2000

The effects of recirculated exhaust gas on the characteristics of ;$NO_x$ and soot emissions under a wide range of engine load have been experimentally investigated by a water-cooled, four-cylinder, indirect injection, four cycle and marine diesel engine operating at two kinds of engine speeds. The purpose of the present study is to develop the EGR control system for reducing $NO_x$ and soot emissions simultaneously in diesel engines. The EGR system is used to reduce NOx emissions, and a novel diesel soot removal apparatus with a cylinder-type scrubber for the experiment system which has 6 water injectors(A water injector is made up 144 nozzles with 1.0mm in diameter) is specially designed and manufactured to reduce the soot contents in the recirculated exhaust gas to intake system of the engines. The intake oxygen concentration obtained by the intake air flow and the oxygen concentration in the recirculated exhaust gas, and the exhaust oxygen concentration measured in exhaust manifold are used to analyse and discuss the influences of EGR on NOx and soot emissions. The experiments are performed at the fixed fuel injection timing of $15.3^{\circ}$ BTDC regardless of experimental conditions. It is found that $NO_x$ emissions decrease and soot emissions increase owing to the drop of intake oxygen concentration and exhaust oxygen concentration as EGR rate rises. Also, one can conclude that it is sufficient for the scrubber EGR system with a novel diesel soot removal apparatus to reduce $NO_x$ emissions, but not to reduce soot emissions.

• Journal of Advanced Marine Engineering and Technology
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• v.22 no.6
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• pp.827-835
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• 1998

The effects of recirculated exhaust gas on the wear of cylinder liner piston and piston rings have been investigated by the experiment with a two-cylinder four cycle indirect injection diesel engine operating at 75% load and 1600 rpm speed For the purpose of comparison between the rates of two cylinders with and without EGR the recirculated exhaust gas is sucked into one of two cylinders after the soot among exhaust emissions is removed by an intntionally designed cylinder-type scrubber equipped with 6 water injectors(A water injector has 144 nozzles of 1.0 mm diame-ter) while only the fresh air into another cylinder. These experiments are carried out on the fuel injection at a fixed $15.3^{\circ}$ BTDC timing. It is found that firstly the mean wear amount of cylinder liner with EGR is more increased in the measurement positions of the second half than of the first half and the mean wear amount without EGR is almost uniform regardless of measurement posi-tions secondly the wear rates of the first and second piston ring(compression ring)thickness with EGR are more than twice but the wear rate of oil ring thickness without EGR is more increased than that with EGR and finally the wear rate of piston skirt with EGR is a little bit increased but the piston hed diameter is rather increased owing to soot adhesion and corrosion wear and espe-cially larger with EGR.

• Journal of the Korean Society of Propulsion Engineers
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• v.20 no.6
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• pp.1-10
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• 2016

For the active control of a combustion instability, a change should be made in pressure fluctuation or heat release fluctuation using an acoustic driver or a secondary fuel injection. Also, to determine the location and timing of a secondary fuel injection, one needs to know the distribution of heat release fluctuation under combustion instability. In the present research, the distribution of heat release fluctuation has been experimentally measured by changing hydrocarbon fuel, inlet velocity, equivalence ratio, and acoustic forcing condition. It was confirmed that heat release fluctuation with regards to vortex shedding was significantly affected by the $Damk{\ddot{o}}hler$ number. Under the cases of the $Damk{\ddot{o}}hler$ number above approximately 4 - 5, hot spot region was generated in the leading edge of vortex and cold spot region was in the trailing edge. On the contrary, the cases of the $Damk{\ddot{o}}hler$ number below 3 showed the opposite trend.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.15 no.10
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• pp.5980-5987
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• 2014

As a response to exhaust gas regulations, the electronic control system was applied to the diesel engine. The injected fuel mass and injection timing are accurately controlled using it, and the fuel efficiency and the engine output are significantly increased. In addition, the noise and the vibration of vehicles are decreased. To maintain the optimal performance of an electronic control diesel engine, it is important to control the fuel injection pressure accurately using the fuel pressure regulator. When the fuel pressure regulator is not worked normally, the failure phenomena (starting failure, staring delay, accelerated failure, engine mismatch et al.) occurred because the fuel pressure is not stabilized and controlled accurately. In this study, the effects on a fuel pressure, return fuel mass flow, and engine rotating speed according to the control rate of fuel pressure regulator were investigated to analyze the performance variation under the failure conditions of a fuel pressure regulator. As a result, when the control rate of a fuel pressure regulator decreased by 4%~6% compared to that of the standard condition, the variation of engine rotating speed and return fuel flow were increased greatly, and the abnormal condition occurred. In addition, it is possible to diagnose the failure of a fuel pressure regulator by monitoring these conditions.

• Journal of ILASS-Korea
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• v.24 no.1
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• pp.35-42
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• 2019

Syngas is widely produced by incomplete combustion of coal, water vapor, and air (oxygen) in a high-temperature/high-pressure gasifier through a coal-gasification process for power generation. In this study, a simulation syngas which was mainly composed of $H_2$, CO, $CO_2$, and $N_2$ was fueled with diesel. A modified single cylinder compression ignition (CI) engine is equipped with intake port syngas supply system and mechanical diesel direct injection system for dual fuel combustion. Combustion and emission characteristics of the engine were investigated by applying various syngas composition ratios and compression ratios. Diesel fuel injection timing was optimized to increase indicated thermal efficiency (ITE) at the engine speed 1,800 rpm and part load net indicated mean effective pressure ($IMEP_{net}$) 2 to 5 bar. ITE of the engine increased with the $H_2$ concentration, compression ratio and engine load. With 45% of $H_2$ concentration, compression ratio 17.1 and $IMEP_{net}$ 5 bar, ITE of 41.5% was achieved, which is equivalent to that of only diesel fuel operation.