• 한국연소학회:학술대회논문집
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• 2014.11a
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• pp.283-284
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• 2014

• Transactions of the Korean hydrogen and new energy society
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• v.25 no.6
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• pp.636-642
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• 2014

As environment problem became a worldwide issue, countries are tightening regulations regarding greenhouse gas reduction and improvement of air pollution problems. With these circumstances, one of the renewable energies produced from biomass is getting attention. Bio-ethanol, which is applicable to SI engine, showed a positive effect on the PFI (Port Fuel Injection) type. However, Ethanol has a problem in homogeneous mixture formation because it has high latent heat of vaporization characteristics and in the GDI (Gasoline Direct Injection) type, mixture formation is required quickly after fuel injection. Particularly, South Korea is one of the countries with great temperature variation among seasons. With this reason, South Korea supply fuel additive for smooth engine operation during winter. Therefore, experimental study and investigation about application possibility of blending fuel is necessary. This paper demonstrates the spray characteristics by using the CVC direct injection and setting the bio-ethanol blending fuel temperature close to the temperature during each seasons: -7, 25, $35^{\circ}C$. The diameter and the width of the CVC are 86mm and 39mm. High-pressure fuel supply system was used for target injection pressure. High-speed camera was used for spray visualization. The experiment was conducted by setting the injection pressure and ambient pressure according to each temperature of bio-ethanol blending fuel as a parameter. The result of spray visualization experiment demonstrates that as the temperature of the fuel is lower, the atomization quality is lower, and this increase spray penetration and make mixture formation difficult. Injection strategy according to fuel temperature and bio-ethanol blending rate is needed for improving characteristics.

• Transactions of the Korean Society of Automotive Engineers
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• v.22 no.1
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• pp.157-164
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• 2014

Dual fuel combustion strategy with di-methl ether (DME) and gasoline was tested in a compression ignition engine. Characteristics of combustion and emissions were analyzed with the variation of engine operating parameters such as fuel proportion, DME injection timing, intake oxygen concentration, DME injection pressure and so forth. Gasoline was injected into the intake manifold to form the homogeneous mixture with intake charge and DME was injected directly into the cylinder at the late compression stroke to ignite the homogeneous gasoline-air mixture. Dual fuel combustion strategy was advantageous in achievement of higher thermal efficiency and low NOx emission compared with DME single fuel combustion. Higher thermal efficiency was attributed to the lower heat tranfer loss from the decreased combustion temperature since the amount of lean premixed combustion was increased with the larger amount of gasoline proportion. Lower NOx emissions were also possible by lowering the combustion temperature.

• Journal of Power Electronics
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• v.14 no.5
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• pp.946-956
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• 2014

Cascaded H-Bridge (CHB) converters can be directly connected to medium-voltage grids without using transformers and they possess the advantages of large capacity and low harmonics. They are significant tools for providing grid connections in large-capacity renewable energy systems. However, the reliability of a grid-connected CHB converter can be seriously influenced by the number of power switching devices that exist in the structure. This paper proposes a fault-tolerant control strategy based on double zero-sequence voltage injection and DC voltage optimization to improve the reliability of star-connected CHB converters after one or more power units have been bypassed. By injecting double zero-sequence voltages into each phase cluster, the DC voltages of the healthy units can be rapidly balanced after the faulty units are bypassed. In addition, optimizing the DC voltage increases the number of faulty units that can be tolerated and improves the reliability of the converter. Simulations and experimental results are shown for a seven-level three-phase CHB converter to validate the efficiency and feasibility of this strategy.

• Journal of Microbiology and Biotechnology
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• v.27 no.10
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• pp.1892-1895
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• 2017

IK can downregulate interferon-gamma-induced major histocompatibility complex (MHC) class II expression through the MHC class II transactivator, which suggests that IK can inhibit the interactions between immune cells. We delivered adeno-associated virus serotype 2 (AAV2) encoding the genes for truncated IK (tIK) or green fluorescent protein (GFP) to DBA1/J mice via intravenous injection. Seven weeks after injection, collagen-induced arthritis was induced in the AAV2-treated mice. AAV2-tIK injection reduced the severity of arthritis and the percentage of pathogenic Th17 cells compared with AAV2-GFP injection. These results suggest a novel gene therapy strategy for treatment of inflammatory arthritis.

• Transactions of the Korean Society of Automotive Engineers
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• v.12 no.5
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• pp.32-39
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• 2004

HCCI (Homogeneous Charge Compression Ignition) combustion has a great advantage in reducing NOx (Nitrogen Oxides) and PM (Particulate Matter) by lowering the combustion temperature due to spontaneous ignitions at multiple sites in a very lean combustible mixture. However, it is difficult to make a diesel-fuelled HCCI possible because of a poor vaporability of the fuel. To resolve this problem, the two-stage injection strategy was introduced to promote the ignition of the extremely early injected fuel. The compression ratio and air-fuel ratio were found to affect not only the ignition, but also control the combustion phase without a need for the intake-heating or EGR (Exhaust Gas Recirculation). The ignition timing could be controlled even at a higher compression ratio with increased IMEP (Indicated Mean Effective Pressure). The NOx (Nitrogen Oxides) emission level could be reduced by more than 90 % compared with that in a conventional DI (Direct Injection) diesel combustion mode, but the increase of PM and HC (Hydrocarbon) emissions due to over-penetration of spray still needs to be resolved.

• International Journal of Automotive Technology
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• v.7 no.6
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• pp.675-680
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• 2006

In the direct injected gasoline engine, atomized spray is desired to achieve efficient mixture formation needed to good engine performance because the injection process leaves little time for the evaporation of fuels. Therefore, substantial understanding of global spray structure and quantitative characteristics of spray are decisive technology to optimize combustion system of a GDI engine. The combustion and emission characteristics of gasoline-fueled stratified-charge compression ignition(SCCI) engine according to intake temperature and compression ratio was examined. The fuel was injected directly to the cylinder under the high temperature condition resulting from heating the intake port. With this injection strategy, the SCCI combustion region was expanded dramatically without any increase in NOx emissions, which were seen in the case of compression stroke injection. Injection timing during the intake temperature was found to be an important parameter that affects the SCCI region width. The mixture stratification and the fuel reformation can be utilized to reduce the required intake temperature for suitable SCCI combustion under each set of engine speed and compression ratio conditions.

• Transactions of the Korean hydrogen and new energy society
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• v.33 no.3
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• pp.255-260
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• 2022

Hydrogen gas fuel was applied to a small-sized two stroke engine for a mobile power source instead of gasoline fuel. Port fuel supply showed a limitation in terms of power due to the back fire at the engine intake manifold. So in this study, hydrogen direct injection system was applied to overcome this drawback by using a low pressure direct gas injector. The result from this strategy showed that hydrogen direct injection improved fuel efficiency as well as torque and power comparing to the port fuel supply system.

• Transactions of the Korean Society of Automotive Engineers
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• v.19 no.5
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• pp.118-124
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• 2011

To reach the Euro-6 regulations of PM and $NO_x$ for light-duty diesel vehicles, it will be necessary to apply the CDPF and the de-$NO_x$ catalyst. The described system consists of a catalytic configuration, where the CDPF is placed downstream of the diesel engine and followed by a urea injection unit and a urea-SCR catalyst. One of the advantages of this system configuration is that, in this way, the SCR catalyst is protected from PM, and both white PM and deposits become reduced. In the urea-SCR system, the injection control of reductant is the most important thing in order to have good performance of $NO_x$ reduction. The ideal ratio of $NH_3$ molecules to $NO_x$ molecules is 1:1 based on $NH_3$ consumption and having $NH_3$ available for reaction of all of the exhaust $NO_x$. However, under the too low and too high temperature condition, the $NO_x$ reduction efficiency become slower, due to temperature window of SCR catalyst. And space velocity also affects to $NO_x$ conversion efficiency. In this paper, rig-tests were performed to evaluate the effects of $NO_x$ and $NH_3$ concentrations, gas temperature and space velocity on the $NO_x$ conversion efficiency of the urea-SCR system. And vehicle test was performed to verify control strategy of reductatnt injection. The developed control strategy of reductant injection was improved over all $NO_x$ reduction efficiency and $NH_3$ consumption in urea-SCR system. Results of this paper contribute to develop urea-SCR system for light-duty vehicles to meet Euro-5 emission regulations.

• Nuclear Engineering and Technology
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• v.42 no.6
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• pp.636-655
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• 2010

A thermal-hydraulic code, named CUPID, has been being developed for the realistic analysis of transient two-phase flows in nuclear reactor components. The CUPID code development was motivated from very practical needs, including the analyses of a downcomer boiling, a two-phase flow mixing in a pool, and a two-phase flow in a direct vessel injection system. The CUPID code adopts a two-fluid, three-field model for two-phase flows, and the governing equations are solved over unstructured grids with a semi-implicit two-step method. This paper presents an overview of the CUPID code development and assessment strategy. It also presents the code couplings with a system code, MARS, and, a three-dimensional reactor kinetics code, MASTER.