• International Journal of Automotive Technology
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• v.2 no.3
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• pp.93-101
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• 2001

Distribution of fuel-air mixture has a strong influence on performance and emissions of a compressed natural gas (CNG) engine. In this paper, parametric study is performed by KIVA-3V to investigate fuel-air mixture with respect to injection timing, cycle equivalence ratio and engine speed. With open-valve injection intensive mixing during intake and compression stroke results in relatively homogeneous mixture in the cylinder. Sequential induction of fuel-air mixture and fresh air results in stratification in the cylinder among the test cases at closed-valve injection. There is close similarity in the calculated distributions of the mixture in the cylinder with different cycle equivalence ratios and engine speeds. The results are compared against pressure traces and flame images obtained in a single cylinder engine converted from a 11L six-cylinder heavy duty diesel engine.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2008.11a
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• pp.277-278
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• 2008

• The Journal of Engineering Geology
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• v.25 no.2
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• pp.179-188
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• 2015

Although permeating injection is ideal for grouting reservoir embankments, it is usually combined with fracturing injection for grouting, which can disturb the original soil. Compaction with low expansive pressure followed by grout injection can overcome this problem. An expansive compaction (EC) packer was developed in this work to easily apply sequential injection and compaction at a work site. Furthermore, to achieve compaction around the grouting hole, a mixture of expansive admixtures and grout was injected with the EC packer to trigger an increase in volume of the grout material. This work verifies the compaction effect of the EC packer and the expansive admixture. It reports the concepts of the EC packer, the range of expansive compaction, the effectiveness of injection, and the results of indoor tests performed to verify the effectiveness of the expansive admixtures. The indoor testing comprised a preparatory test and the main test. The preparatory test assessed the admixtures for their compaction effects, while the main test measured and analyzed the admixtures' expansive force, pressure, and compaction effect with a mold to verify the effectiveness of the compaction effect.

• Transactions of the Korean Society of Automotive Engineers
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• v.20 no.1
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• pp.124-130
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• 2012

An injection mold cooling circuit for an automotive front bumper was optimally designed in order to simultaneously minimize the average of the standard deviations of the temperature and the difference in mean temperatures of the upper and lower molds for uniform cooling. The temperature distribution for a specified design was evaluated by Moldflow Insight 2010, a commercial injection molding analysis tool. For efficient design, PIAnO (Process Integration, Automation and Optimization), a commercial PIDO tool, was used to integrate and automate injection molding analysis procedure. The weighted-sum method was used to handle the multi-objective optimization problem and PQRSM, a function-based sequential approximate optimizer equipped in PIAnO, to handle numerically noisy responses with respect to the variation of design variables. The optimal average of the standard deviations and difference in mean temperatures were found to be reduced by 9.2% and 56.52%, respectively, compared to the initial ones.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.15 no.4
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• pp.675-691
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• 2002

The focus of this work is on the development of large-scale numerical optimization methods for optimal control of steady incompressible Navier-Stokes flows. The control is affected by the suction or injection of fluid on portions of the boundary, and the objective function of fluid on portions of the boundary, and the objective function represents the rate at which energy is dissipated in the fluid. We develop reduced Hessian sequential quadratic programming. Both quasi-Newton and Newton variants are developed and compared to the approach of eliminating the flow equations and variables, which is effectively the generalized reduced gradient method. Optimal control problems we solved for two-dimensional flow around a cylinder. The examples demonstrate at least an order-of-magnitude reduction in time taken, allowing the optimal solution of flow control problems in as little as half an hour on a desktop workstation.

• Proceedings of the KIPE Conference
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• 2013.07a
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• pp.244-245
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• 2013

This paper proposes a control algorithm for permanent magnet synchronous generator with a back-to-back three-level neutral-point clamped voltage source converter in a medium-voltage offshore wind power system under unbalanced grid conditions. The proposed control algorithm particularly compensates for the unbalanced grid voltage at the point of common coupling in a collector bus of offshore wind power system. This control algorithm has been formulated based on the symmetrical components in positive and negative rotating synchronous reference frames under generalized unbalanced operating conditions. Instantaneous active and reactive power are described in terms of symmetrical components of measured grid input voltages and currents. Negative sequential component of ac input current is injected to the point of common coupling in the proposed control strategy. The amplitude of negative sequential component is calculated to minimize the negative sequential component of grid voltage under the limitation of current capability in a voltage source converter. The proposed control algorithm makes it possible to provide a balanced voltage at the point of common coupling resulting in the generated power of high quality from offshore wind power system under unbalanced network conditions.

• Transactions of the Korean Society of Automotive Engineers
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• v.23 no.4
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• pp.444-453
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• 2015

In the previous study, several problems were observed in a NG conversion vehicle, which were fail of air-fuel ratio closed loop control, aggravated fuel economy, increased harmful emission and declined roadability. It was provisionally supposed that the mismatch of injection system with the engine caused these performance deterioration. In this context, the characteristics of fuel injection system of commercial conversion kit for NG were investigated experimentally varying the engine speed, fuel rail pressure and volume. The results are as follows; The injection quantity decreases as the engine speed increases due to the extremely small rail volume of the presenting system and flow rate of No. 2 injector are always lower than that of the other ones regardless of the speed under the dynamic operation condition. Furthermore the existing system does not meet the required fuel quantity for the normal engine operation over 3000 RPM. On the other hands, the large rail volume systems ease and/or eliminate the difference of injection quantity between the injectors according to the speed variation, however, these systems decrease injection flow rate and still cannot supply sufficient fuel. Finally, suitable combination of the higher rail pressure and the larger rail volume might be a solution about these problems.

• The Journal of Korea Institute of Information, Electronics, and Communication Technology
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• v.11 no.5
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• pp.579-585
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• 2018

This study is to figure out the fuel injection characteristics according to the injection pressure and engine speed in the fuel supply system for gas fuel. The fuel rail pressure was from 1.5 to 6.0 bar by 1.5 bar increment and engine speed was set 1,000 ~ 6,000 RPM at interval of 1000 RPM. Considering the real engine operation, the injection pulse width was set 2.5ms, 5.0ms, and 13.0ms which correspond low, mid and high load condition respectively. In conclusion, in case of 100cc fuel rail, 4.5 bar of injection pressure showed best performance and the minimum required injection quantity 53cc which guarantees engine output can be obtained in each 1000~ 6000 rpm engine speed.

• Transactions of the Korean Society of Automotive Engineers
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• v.3 no.6
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• pp.224-237
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• 1995

An ECU(Electronic Control Unit) with 16 bit microcomputer has been developed. This system includes hardware and software for more precise control on fuel injection, ignition timing, and idle speed. This control system employs an air flow sensor of the hot wire type, a direct ignition system, an idle speed control system using a solenoid valve, and a crank angle sensor. Especially, the crank angle sensor provides two separate signals: One is the position signal(POS) which indicates 180 degree pulses per revolution, and the other is the reference signla(REF) that represents each cylinder individually. The conventional engine control system requires at least two engine revolutions in order to identify the cylinder number. However, the developed engine control system can recognize the cylinder number within a quarter of an engine revolution. Therfore, the developed engine control system has been able to control fuel injection and ignition timing more quickly and accurately, Furthermore, the number of misfire reduces during the cold start.

• Transactions of The Korea Fluid Power Systems Society
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• v.8 no.2
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• pp.29-35
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• 2011

These days the injection molding work and press work are in the trend of needing the precision control of position and pressure in a high speed. On the other hand the digital computer technology is developing rapidly. And recently the digital servo controller using micro controller become to be used more broadly, because of the merit of digital communication. In this study the sequential control of hydraulic system switching from position to pressure and to position is tried using the HACD(Hydraulic Axis Controller Digital for electrohydraulic drives) which is manufactured by BoschRexroth. Through this, the possibility of the precision sequential control using the digital servo controller HACD is examined.