• 한국환경과학회:학술대회논문집
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• 한국환경과학회 2001년도 정기총회 및 봄 학술발표회 초록집
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• pp.98-99
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• 2001

B화력발전소 3호기의 배가스를 플라즈마를 이용한 탈황/탈질 동시처리기술에 적용하기 위하여 pilot-plant를 설치하고 실 배가스를 이용한 동시처리 실험을 시행하여 배가스 인입온도 $90^{\circ}C$에서 $NH_3$를 $SO_2$와 NOx에 대하여 0.65당량, $C_2$$H_4$를 NOx에 대하여 0.6 당량 주입하고 비전력량을 3～4 Whr/N㎥로 배가스에 인가하면, 탈황율 90%, 탈질율 70% 이상이 얻어지는 것을 확인하였다.

• 한국자동차공학회논문집
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• 제14권1호
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• pp.115-122
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• 2006

EGR system has been widely used to reduce NOx emission in light duty diesel engines, but its application to heavy duty diesel engine is not common yet. In this study, simulation model for EURO-3 engine was developed using commercial code WAVE and then verified by comparison with experimental results in performance and emission. Possibility to meet EURO-4 regulation using modified EURO-3 engine with LPL EGR system was studied. Each components of the engine was modeled using CATIA and WaveMesher. The engine test mode was ESC 13 and injection timing and quantity were changed to compensate engine performances, because applying EGR causes power reduction. As a results of the simulation, it was found that EURO-4 NOx regulation could be achieved by applying LPL EGR system to current EURO-3 engine even with some BSFC deterioration.

• 한국분무공학회지
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• 제20권4호
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• pp.223-229
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• 2015

This paper was designed to investigate emission characteristics of regulated pollutants (CO, HC, NOx and PM) from 134 diesel and gasoline passenger cars based on emission standards according to fuel additives. The experiments using chassis dynamometer were conducted under NEDC and CVS-75 modes. Comparison for fuel additive management and test between Korea, USA, EU and Japan, Korea was more strict than others. The fuel additives of this study was satisfied within fuel manufacturing standards. For with/without fuel additives according to diesel emission standards, NOx of EURO 4 and EURO 5 showed a relatively similar tendency. In the case of PM reduction rate, EURO 5 was over 20% increased than EURO 4. In the case of standard deviation/average ratio for gasoline vehicles, variation interval was big for LEV 23.3~58% and ULEV 31.6~56.4%. Following the imposition of stricter regulations (EURO 5 and ULEV), difference rate for standard deviation was big. Especially, in the case of diesel vehicles, difference rate for NOx 68% and PM 48% was most big. The results of present study will be of assistance in completing the legislative process and will provide basic data to set up emission standards for fuel additives in Korea.

• 대한기계학회논문집B
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• 제22권2호
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• pp.193-204
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• 1998

Numerical analysis was performed with multicomponent transport properties and detailed reaction mechanisms for axisymmetric 2-D CH$_{4}$ jet diffusion flame. Calculations were carried out twice with the $C_{2}$-Thermal Mechanism including $C_{2}$ and thermal NO reactions and the $C_{2}$-Full Mechanism including prompt NO reactions in addition to the above $C_{2}$-Thermal NO mechanism. The results show that the flame structures such as flame temperature, major and minor species concentration are indifferent to respective mechanisms. The production path of Thermal NO is dominant comparing with that of Prompt NO in total NO production of pure CH$_{4}$ jet diffusion flame. This is because thermal NO mechanism mainly contributes to positive formation of NO in the whole flame region, but Prompt NO mechanism contributes to negative formation in the fuel rich region. In addition, 0$_{2}$ penetration near the nozzle outlet affects the flame structures, especially N0$_{2}$ formation characteristics.

• 한국환경과학회지
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• 제13권3호
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• pp.245-250
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• 2004

The SBR(Sequencing Batch Reactor) process is ideally suited to treat high loading wastewater due to its high dilution rate. SBR operates by a cycle of periods consisting of filling, reacting, settling, decanting and idling. The react phases such as aeration or non-aeration, organic oxidation, nitrification, denitrification and other bio-logical reactions can be achieved in a reactor. Although the whole reactions can be achieved in a SBR with time distributing, it is hard to manage the SBR as a normal condition without recognizing a present state. The present state can be observed with nutrient sensors such as ${NH_{4}}^{+}-N$, ${NO_{2}}^{-}-N$, ${NO_{3}}^{-}-N} and ${PO_{4}}^{ 3-}-P.$ However, there is still a disadvantage to use the nutrient sensors because of their high expense and inconvenience to manage. Therefore, it is very useful to use common on-line sensors such as DO, ORP and pH, which are less expensive and more convient. Moreover, the present states and unexpected changes of SBR might be predicted by using of them. This study was conducted to get basic materials for making an inference of SBR process from ORP(oxidation reduction potential) of synthetic wastewater. The profiles of ORP, DO, and pH were under normal nitrification and denitrification were obtained to compare abnormal condition. And also, nitrite and nitrate accumulation were investigated during reaction of SBR. The bending point on ORP profile was not entirely in the low COD/NOx ratio condition. In this case, NOx was not entirely removed, and minimum ORP value was presented over -300mV. Under suitable COD/NOx ratio which complete denitrification was achieved, ORP bending point was observed and minimum ORP value was under -300m V. Under high COD/NOx ratio, ORP bending point was not detected at the first subcycle because of the fast denitrification and minimum ORP value was under -300mV at the time.

• 한국해양환경ㆍ에너지학회지
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• 제4권4호
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• pp.42-50
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• 2001

본 논문에서는 수출입컨테이너 화물의 육상운송에서 연안운송으로의 전환을 이용한 CO₂가스 및 배기가스 배출량 삭감이 제안되어진다. 먼저 국내의 CO₂가스 배출량, 배기가스 배출량, 수출입컨테이너화물의 물동량 등에 대하여 간단히 살펴본다. 또한 경인지역과 부산항사이의 수출입컨테이너화물 수송에 대하여 육상운송에서 연안운송으로의 변환에 의한 CO₂가스 및 배기가스 배출량 삭감효과에 대하여 고찰한다. 마지막으로 연안운송의 분담율 변화와 320TEU 소형컨테이너선 이용에 따른 NOx가스 배출량 변화를 고찰한다. 본 연구의 결과 육상운송에서 연안운송으로의 전환이 CO₂가스 및 배기가스 배출량 삭감에 효과적인 것을 확인하였다.

• 한국입자에어로졸학회지
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• 제15권4호
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• pp.159-171
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• 2019

The cap-and-trade system against the air pollutants in the Seoul Metropolitan Area (SMA), Korea has been implemented since 2008 and will be implemented other areas in Korea on 2020. In this study, to identify the outcome and effectiveness of the cap-and-trade system in the SMA, (1) the rate of change for NOx and SOx emissions, (2) differences between the real emission and allocated amount, and (3) the status of trading are reviewed. It was found that the NOx and SOx emissions from the sources under the cap-and-trade system decreased in the SMA but the reduction was mainly due to the reduction of fuel usage not related to the system. It was found that the average percentage of annual emission in the SMA to the allocated amount between 2008 and 2018 was 66.9% for NOx and 69.3% for SOx, respectively. It suggests that there was over allocation of the emission amounts. The average trading prices in the SMA were 0.193 $/kg for NOx and 0.128 $/kg for SOx, far lower than those in RECLAIM, 131.942 $/kg and 81.677 $/kg, respectively. It was suggested that (1) the cap system for NOx and SOx emissions should be implemented only for the area with high emission ratio from large point sources, (2) the trade system is not suitable for the effective implementation of the cap system, and (3) Korean government should not allow over allocation in order to ensure sound market function without delaying the introduction of technology.

• 수산해양기술연구
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• 제46권4호
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• pp.487-494
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• 2010

In order to test the applicability of bunker-A in a diesel engine for small-fishing boat, the investigation of the engine performance and the exhaust emission was performed under various conditions of fuel property, intake air pressure and fuel temperature. It was also performed based on IMO NOx Technical code. At high load, the energy consumption rate of bunker-A was lower than that of diesel oil, and the characteristics of exhaust emission of bunker-A were similar to those, and NOx emission rates of both fuels satisfied the IMO NOx emission regulation limits. The energy consumption rate and characteristics of exhaust emission were improved as the intake air pressure was increased, but these were not improved remarkably as the temperature of bunker-A was heated. However, at low load the energy consumption rate, CO emission rate and HC emission rate of bunker-A were higher than those of diesel oil, but NOx emission rates of the fuels were about the same. In addition, at low load the energy consumption rate and CO emission rate of bunker-A were increased as the intake air pressure and the temperature were higher than normal conditions. Accordingly, it is thought that the use of bunker-A in a kind of test engine is possible at high load. On the other hand, it is thought that more research is needed to improve the combustion efficiency under low temperature and low load condition.

• 에너지공학
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• 제24권4호
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• pp.24-32
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• 2015

국내외적으로 디젤엔진에 대한 배출가스 규제가 강화되고 있고 다양한 방식의 엔진연소 및 후처리 시스템에 대한 연구가 진행되고 있다. 질소산화물(NOx)의 제거방법으로는 HC-SCR, LNT, Urea-SCR 등이 있으며, Urea-SCR은 높은 변환 효율 및 연비특성으로 향후 NOx의 저감을 위한 유력한 기술로 많은 기술개발이 진행되고 있다. 본 연구에서는 요소함량의 변화에 따른 요소수의 물리적/화학적 특성을 조사하고 배출가스의 특성을 분석하였다. 요소함량의 증가에 따른 요소수의 뷰렛, 알데히드, 인산염 함량은 증가하였으며, 배출가스 중 일산화탄소(CO), 탄화수소(HC) 및 입자상물질(PM)의 배출량 변화는 미미하였다. 질소산화물(NOx)의 배출량은 요소함량이 증가함에 따라 감소하였으며, 30.0 wt%이상의 요소수에서는 질소산화물의 저감효율이 80 %이상을 나타내었다.

• Journal of Advanced Marine Engineering and Technology
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• 제39권4호
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• pp.418-424
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• 2015

국제해사기구 해양환경보호위원회는 2016년 1월 1일부터 배출통제지역을 통항하는 선박에 대해서 Tier III를 적용하여 질소산화물 배출 규제를 더욱 강화하기로 결정하였다. 본 논문에서는 질소산화물 배출 저감을 위한 연구의 일환으로 한국해양대학교 실습선 한바다호를 이용하여 실제 운항 중에 주기관을 단일분사와 이단지연분사의 두 가지 조건으로 운전하여 부하별 배기가스, 실린더 압력, 연료소모량 등을 계측하였다. 그 결과 두 가지 운전조건 모두 엔진의 부하가 증가할수록 질소산화물과 이산화탄소 배출량도 함께 증가하는 경향을 보였으며, 일산화탄소의 농도는 감소하였다. 또한 이단지연분사 시에는 최대폭발압력이 약 10% 이상 감소하였고, 이로 인해 배기가스 내 질소산화물의 농도는 약 25~30% 정도 감소하였다. 하지만 질소산화물 배출 저감의 긍정적인 결과에 반하여 연료소비율이 약 3~5% 정도 증가하는 상반관계가 확인되었다.