• Journal of Korean Society for Atmospheric Environment
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• v.20 no.3
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• pp.281-290
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• 2004

The main purpose of this study was to characterize the air pollutants emission factors in electric power plant (EPP) using fossil fuels. The electric power plant is a major air pollution source, thus knowing the emission characteristics of electric power plant is very important to develop a control strategy. The major air pollutants of concern from EPP slacks are particulate matter (PM), sulfur oxides (SOx), nitrogen oxides (NOx), carbon monoxide (CO) and heavy metals. Throughout the study, the following results are estimated - PM : 8.671E-05 ∼ 8.724E+01 PM emission (kg) per fuel burned (ton) - SOx : 4.149E-04∼7.877E+01 SOx emission (kg) per fuel burned (ton) - NOx 1.578E-02∼9.857E+00 NOx emission (kg) per fuel burned (ton) - CO : 3.800E-04∼1.291E+00 CO emission (kg) per fuel burned (ton) - Hg : 1.220E+01∼3.108E+02 Hg emission (mg) per fuel burned(ton) From the statistical analysis by Wilcoxon signed ranks test between the emission factors of ours and U.S. EPA's, we can yielded that : p 〉0.05.

• Journal of Korean Society for Atmospheric Environment
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• v.12 no.1
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• pp.91-99
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• 1996

Ozone, sulfur dioxide, and nitrogen oxides were measured at Kosan, Cheju Island, Korea during the period of March 11 .sim. April 19, 1994. During the measurement period, the average SO$_{2}$ and NOx concentrations were about 0.97 ppb and 3.5 ppb, respectively. Average NO concentration was below the detection limit and thus the effect of NO during the period was negligible. The concentrations of SO$_{2}$ and Nox were lower than those at other urban area in Korea but higher than other remote areas in the world. Average $O_{3}$ concentration for the period was about 55 ppb, slightly higher than or comparable to those at remote marine areas in the world. Detailed analyses of trend of gaseous species concentrations show that the effects of local NO emission sources for NOx concentration were significant during the period, while those of local SO$_{2}$ emission sources were not high. Backward trajectory analysis results show that when SO$_{2}$ or $O_{3}$ concentration was higher than the average concentrations, the air parcels were transported from China.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.29 no.3 s.234
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• pp.417-423
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• 2005

This paper describes the engine performance of a Homogeneous Charge Compression Ignition(HCCI) engine according to Exhaust Gas Recirculation(EGR), cylinder-to-cylinder, fuel of propane and butane. HCCI engines are being considered as a future alternative for diesel and gasoline engines. HCCI engines have the potential for high efficiency, very low NOx emissions and very low particulate matter(PM). On experimental work, we have done an evaluation of operating conditions in a 4-cylinder compression engine. The engine has been run with propane and butane fuels at a constant speed of 1800rpm. This work is intended to investigate the HCCI operation of the engine in this configuration that has been modified from the base diesel engine. The performance and emissions of the engine are presented. In this paper, the start of combustion(SOC) is defined as the $50{\%}$ point of the peak rate of heat release. SOC is delayed slightly with increasing EGR. As expected, NOx emissions were very low for all EGR range and nbuned HC and CO emission levels were high. CO and HC emissions are lower with using propane than butane as fuels of HCCI engines.

• Journal of Environmental Science International
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• v.29 no.11
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• pp.1025-1032
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• 2020

This work was performed to develop a dip injection wet scrubber (DIWS) system with chlorine dioxide as the oxidant. The exhaust pollutants from a lime kiln of paper-mill were introduced to the system. When NaClO₃ was used to oxidize NO into NO₂, the oxidation was unsatisfactory and the combination of HNO₃ or H₂SO₄ was required for 100% oxidation. ClO₂ is recommended to oxidize NO and SO₂ effectively. With the combination of 1^st stage of DIWS and ClO₂, 57.1% of NOx and 98% of SO₂ were effectively removed. In the case of 2^nd stage of DIWS and ClO₂, 93.5% of NOx and 99% of SO₂ were removed. The ClO₂+DIWS process was superior to the ClO₂+Scrubber process in terms of investment, running cost and NOx removal efficiency.

• Journal of the Korean Society of Propulsion Engineers
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• v.12 no.4
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• pp.63-77
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• 2008

This paper described the general concept of combustion instability and its mechanism in gas turbine engines. The approaching method to study this phenomenon was introduced including the up-to-date research activity in tile world. Combustion instability is one of critical problems, still now, affecting engine performance, durability and operation. In addition it is known that this problem is caused by coupling between fuel or air flow fluctuation and heat release rate in gas turbine engines, which is related with NOx reduction strategies. Therefore, in order to understand the current status of combustion instability we reviewed the combustion instability phenomenon in gas turbine engines.

• International Journal of Automotive Technology
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• v.8 no.5
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• pp.543-553
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• 2007

It is becoming increasingly difficult for engines using conventional fuels and combustion techniques to meet stringent emission norms. The homogeneous charge compression ignition(HCCI) concept is being evaluated on account of its potential to control both smoke and NOx emissions. However, HCCI engines face problems of combustion control. In this work, a single cylinder water-cooled diesel engine was operated in the HCCI mode. Diesel was injected during the suction stroke($0^{\circ}$ to $20^{\circ}$ degrees aTDC) using a special injection system in order to prepare a nearly homogeneous charge. The engine was able to develop a BMEP(brake mean effective pressure) in the range of 2.15 to 4.32 bar. Extremely low levels of NOx emissions were observed. Though the engine operation was steady, poor brake thermal efficiency(30% lower) and high HC, CO and smoke were problems. The heat release showed two distinct portions: cool flame followed by the main heat release. The low heat release rates were found to result in poor brake thermal efficiency at light loads. At high brake power outputs, improper combustion phasing was the problem. Fuel deposited on the walls was responsible for increased HC and smoke emissions. On the whole, proper combustion phasing and a need for a well- matched injection system were identified as the important needs.

• Transactions of the Korean Society of Automotive Engineers
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• v.13 no.4
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• pp.182-189
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• 2005

In order to investigate the effect of premixed gasoline, diesel fuel, and n-heptane charges on the combustion and exhaust emission characteristics in a direct injection (DI) diesel engine, the experimental studies are performed. The premixed fuels are injected into the premixing chamber that installed upstream of the intake port in order to minimize the inhomogeneity effect of premixed charge. The injection nozzle for directly injected fuel is equipped in the center of the combustion chamber. The air temperature control system is equipped in the intake manifold to examine the effect of air temperature. The experimental results of this study show premixing fuel is effective method to reduce the NOx and soot emissions of diesel engine. NOx emissions are linearly decreased with increasing premixed ratio for the three kinds of premixed fuels. The heating of intake air $(80^{\circ}C)$ reduced the deterioration of BSFC in high premixed ratio, because it promotes evaporation of premixed diesel droplet in the premixing chamber.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.6
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• pp.1092-1099
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• 2022

Research on exhaust aftertreatment devices to reduce air pollutants and greenhouse gas emissions is being actively conducted. However, in the case of the particulate matters/nitrogen oxides (PM/NOx) simultaneous reduction device for ships, the problem of back pressure on the diesel engine and replacement of the filter carrier is occurring. In this study, for the optimal design of the integrated device that can simultaneously reduce PM/NOx, an appropriate standard was presented by studying the flow inside the device and change in back pressure through the inlet/outlet pressure. Ansys Fluent was used to apply porous media conditions to a diesel particulate filter (DPF) and selective catalytic reduction (SCR) by setting porosity to 30%, 40%, 50%, 60%, and 70%. In addition, the ef ect on back pressure was analyzed by applying the inlet velocity according to the engine load to 7.4 m/s, 10.3 m/s, 13.1 m/s, and 26.2 m/s as boundary conditions. As a result of a computational fluid dynamics analysis, the rate of change for back pressure by changing the inlet velocity was greater than when inlet temperature was changed, and the maximum rate of change was 27.4 mbar. This was evaluated as a suitable device for ships of 1800kW because the back pressure in all boundary conditions did not exceed the classification standard of 68mbar.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.35 no.6
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• pp.577-583
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• 2011

To meet the requirements of the Tier 4 interim regulations for off-road vehicles, emissions of particulate matter (PM) and nitrogen oxides (NOx) must be reduced by 95% and 30%, respectively, compared to current regulations. In this research, both the DPF and HPL EGR systems were investigated, with the aim of decreasing the PM and NOx emissions of a 56-kW off-road vehicle. The results of the experiments show that the DOC-DPF system is very useful for reducing PM emissions. It is also found that the back pressure is acceptable, and the rate of power loss is less than 5%. By applying the HPL EGR system to the diesel engine, the NOx emissions under low- and middle-load conditions are reduced effectively because of the high differential pressure between the turbocharger inlet and the intake manifold. The NOx emissions can be decreased by increasing the EGR rate, but total hydrocarbon (THC) emission increases because of the increased fuel consumption needed to compensate for the power loss caused by EGR and DPF.

• Applied Chemistry for Engineering
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• v.28 no.5
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• pp.576-580
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• 2017

In the present paper, the thermal deactivation characteristics of plate-type commercial $V_2O_5-WO_3/TiO_2$ SCR catalyst were investigated. For this purpose, the plate-type catalyst was calcined at different temperatures ranging from $500^{\circ}C$ to $800^{\circ}C$ for 3 hours. Structural and morphological changes were characterized byXRD, specific surface area, porosity, SEM-EDS and also NOx conversion with ammonia according to the calcine temperature. The NOx conversion decreased with increasing calcine temperature, especially when the catalysts were calcined at temperatures above $700^{\circ}C$. This is because the crystal phase of $TiO_2$ changed from anatase to rutile, and the $TiO_2$ grain growth and $CaWO_4$ crystal phase were formed, which reduced the specific surface area and pore volume. In addition, $V_2O_5$, which is a catalytically active material, was sublimated or vaporized over $700^{\circ}C$, and a metal mesh used as a support of the catalyst occurred intergranular corrosion and oxidation due to the formation of Cr carbide.