• 한국정밀공학회지
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• 제25권6호
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• pp.108-115
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• 2008

The wear on engine valve and seat insert is one of the most important factors affecting engine performance. The engine valve and seat insert must be able to withstand the severe environment that is created by: high temperature exhaust gases generated while the engine is running, rapid movement of the valve spring, high pressure generated in the explosive process. In order to study such problems, a simulator has been developed to generate and control high temperatures and various speeds during motion. The wear simulator is considered to be a valid simulation of the engine valve and seat insert wear process with various speeds during engine activity. This work focused on the test of various degrees of wear on four different exhaust valve materials such as HRV40, HRV40-FNV (face nitrided valve), STL #32, STL #6,. Throughout all tests performed in this study, the outer surface temperature of the seat insert was controlled at $350^{\circ}C$, the cycle number was $4.0{\times}10^6$, the test load was 6860 N, the fuel was LPG the test speed was 20 Hz (2400 RPM) and the seat insert material was HVS1-2. The mean (standard deviation) maximum roughness of the exhaust valve and seat insert was $25.44\;(3.16)\;{\mu}m$ and $27.53\;(3.60)\;{\mu}m$ at the HRV40, $21.58\;(2.38)\;{\mu}m$ and $25.94\;(3.07)\;{\mu}m$ at the HRV40-FNV, $36.73\;(8.98)\;{\mu}m$ and $61.38\;(7.84)\;{\mu}m$ at the STL #32, $73.64\;(23.80)\;{\mu}m$ and $60.80\;(13.49)\;{\mu}m$ at the STL #6, respectively. It was discovered that the maximum roughness of exhaust valve was lower as the high temperature hardness of the valve material was higher under the same test conditions such as temperature, test speed, cycle number, test load and seat insert material. The set of the HRV40-FNV exhaust valve and the HVS1-2 seat insert showed the best wear resistance.

• Journal of Mechanical Science and Technology
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• 제20권12호
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• pp.2052-2060
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• 2006

The wear of engine valve and seat insert is one of the most important factors which affect engine performance. Because of higher demands on performance and the increasing use of alternative fuel, engine valve and seat insert are challenged with greater wear problems than in the past. In order to solve the above problems, a simulator was developed to be able to generate and control high temperatures and various speeds during motion. The wear simulator is considered to be a valid simulation of the engine valve and seat insert wear process with various speeds during engine activity. This work focuses on the different degrees of wear at three different singular test speeds (10 Hz, 25 Hz & multi-Hz). For this study, the temperature of the outer surface of the seat insert was controlled at 350$^{\circ}C$, and the test load was 1960 N. The test cycle number was $6.0{\times}10^6$. The mean ($\pm$standard error) wear depth of the valve at 10 Hz and 25 Hz was 45.1 ($\pm$3.7)$\mu$m and 81.7 ($\pm$2.5)$\mu$m, respectively. The mean wear depth of the seat insert at 10 Hz and 25 Hz was 52.7 ($\pm$3.9)$\mu$m and 91.2 ($\pm$2.7)$\mu$m, respectively. In the case of multi-Hz it was 70.7 ($\pm$2.4)$\mu$m and 77.4 ($\pm$3.8)$\mu$m, respectively. It was found that higher speed (25 Hz) cause a greater degree of wear than lower speed (10 Hz) under identical test condition (temperature, valve displacement, cycle number and test load). In the wear mechanisms of valves, adhesive wear, shear strain and abrasive wear could be observed. Also, in the wear mechanisms of seat inserts, adhesive wear, surface fatigue wear and abrasive wear could be observed.

• 한국추진공학회:학술대회논문집
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• 한국추진공학회 2011년도 제37회 추계학술대회논문집
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• pp.813-816
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• 2011

추진제 탱크 가압 시스템 적용을 위한 솔레노이드 밸브를 제작하여 작동시험 및 기밀시험을 수행하였다. 시험 결과 제작된 모든 밸브에서 작동 시간은 밸브 성능 요구 조건을 만족하고 있다. 그러나 기밀시험 결과 솔레노이드 밸브 내부에서 일부 누설이 있는 것을 발견하였다. 솔레노이드 밸브 분해를 통해 누설은 용접에 의한 Seat면의 손상이 주요 원인이라는 것을 확인하였다. 본 연구를 통해 추진제 탱크 가압용 솔레노이드 밸브 개발 가능성을 확인하였다.

• 한국전기전자재료학회:학술대회논문집
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• 한국전기전자재료학회 2003년도 하계학술대회 논문집 Vol.4 No.2
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• pp.946-949
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• 2003

This paper reports on the fluid flow simulation results of a multilayer type piezoelectric valve. The mechanical and fluidic analysis are done by finite element method. The designed structure is normally closed type using buckling effect, which is consist of three separate structures; a valve seat die, an actuator die and a MLCA(Multilayer Type Ceramic Actuator). It is confirmed that the complete laminar flow and the lowest flow leakage are strongly depend on the valve seat geometry. In addition, turbulent flow was occurs in valve outlet according to increase seat dimension, height and inlet pressure. From this, we was deducts the optimum geometry of the valve seat and diaphragm deflection that have an great influence fluid flow in valve. Thus, it is expected that our simulation results would be apply for piezoelectric applications such as valve and pump, fluidic control systems.

• 대한전자공학회:학술대회논문집
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• 대한전자공학회 2005년도 추계종합학술대회
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• pp.913-916
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• 2005

This paper describes the design, fabrication and characteristics of a piezoelectric valve using MCA(Multilayer ceramic actuator). The MCA valve, which has the buckling effect, consists of three separate structures; MCA, a valve actuator die and an a seat die. The design of the actuator die was done by FEM modeling and displacement measurement, respectively. The valve seat die with 6 trenches was made, and the actuator die, which is driven to MCA under optimized conditions, was also fabricated. After Si-wafer direct bonding between the seat die and the actuator die, MCA was also anodic bonded to the seat/actuator die structure. PDMS sealing pad was fabricated to minimize a leak-rate. It was also bonded to seat die and SUS package. The MCA valve shows a flow rate of 9.13 sccm at a supplied voltage of 100 V with a 50 % duty cycle, maximum non-linearity was 2.24 % FS and leak rate was $3.03{\times}10^{-8}pa$. $m^3/cm^2$.

• 한국전기전자재료학회:학술대회논문집
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• 한국전기전자재료학회 2006년도 하계학술대회 논문집 Vol.7
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• pp.390-391
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• 2006

This paper describes the design, fabrication and characteristics of a micromachined piezoelectric valve utilizing a multilayer ceramic actuator (MCA). The micromachined MCA valve, which uses a buckling effect, consists of three separate structures: the MCA, the valve actuator die and the seat die. The valve seat die with 6 trenches was made, and the actuator die, which is driven by the MCA under optimized conditions, was also fabricated. After Si wafer direct bonding between the seat die and the actuator die, the MCA was also anodically bonded to the seat/actuator die structure. A polydimethylsiloxane (PDMS) sealing pad was fabricated to minimize the leak rate. Finally, the PDMS sealing pad was also bonded to the seat die and the stainless steel package. The MCA valve shows a flow rate of 9.13 sccm at an applied DC voltage of 100 V with a 50% duty cycle and a maximum non-linearity of 2.24% FS. Therefore, the fabricated MCA valve is suitable for a variety of flow control equipment, as a medical bio-system and in the automobile industry.

• 드라이브 ㆍ 컨트롤
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• 제12권4호
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• pp.48-53
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• 2015

This paper deals with the flow characteristics of a reed valve analyzed using computational dynamics(CFD) for optimal design. The seat sizes of the valve are modeled asØ6[mm] and Ø8[mm] to compare the flow characteristics. The inlet boundary condition is entered at 10[kPa], 15[kPa], 20[kPa], and 30[kPa] and the outlet boundary condition is set to the atmospheric pressure. The flow coefficient(C) and pressure loss coefficient(K) are calculated from the results of flow analysis. From the analysis results, it was confirmed that the flow coefficient of a reed valve having a seat size of Ø6[mm] is greater than that having a seat size of Ø8[mm], and the coefficient of pressure loss of a valve with a seat size of Ø6[mm] is lower than the Ø8[mm] size valve.

• 한국전산유체공학회:학술대회논문집
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• 한국전산유체공학회 2009년 추계학술대회논문집
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• pp.170-176
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• 2009

Flow control butterfly valve(FCBV) is known to have difficulty in controlling flow rate along valve opening due to its high flow rate. In low opening condition, the butterfly valve also has some shortcomings such as noise, vibration and erosion which are mostly caused by cavitation effects. Therefore, the FCBV requires proper remedies to reduce cavitation effects and to improve flow control performance. Numerical analysis is applied to FCBV flow to find effects of design factors such as seat diameter and valve opening rate. Cases with 3 different sizes of seat diameter and various valve opening rate are selected for the numerical analysis. From the analysis results, it is found that the FCBV with small seat diameter shows better pressure loss performance and reduced cavitation effects.

• 한국전산유체공학회지
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• 제15권1호
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• pp.64-70
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• 2010

Flow control butterfly valve(FCBV) is known to have difficulty in controlling flow rate along valve opening due to its high flow rate. In low opening condition, the butterfly valve also has some shortcomings such as noise, vibration and erosion which are mostly caused by cavitation effects. Therefore, the FCBV requires proper remedies to reduce cavitation effects and to improve flow control performance. Numerical analysis is applied to FCBV flow to find effects of design factors such as seat diameter and valve opening rate. Cases with 3 different sizes of seat diameter and various valve opening rate are selected for the numerical analysis. From the analysis results, it is found that the FCBV with small seat diameter shows better pressure loss performance and reduced cavitation effects.

• 오토저널
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• 제11권6호
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• pp.57-67
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• 1989

This paper deals with the experimental study of the turbulent flow fields by the hot-wire anemometer and the density fields by the Schlieren photography. In this study, the air mixed with CO$_{2}$ was used to visualize and to study this process and experimental parameters used were valve lift and valve shape. The results obtained are as follows: 1) The axial velocity of mixture flow passing a valve is changed greatly by valve seat angle and valve lift. Especially, it is changed more when the valve seat angles is 30.deg. and 45.deg. than when these are 60.deg. and 90.deg. 2) Experimental results by hot wire anemometer and Schlieren apparatus are very close together. The most satisfactory results are shown when the valve seat angle is 45.deg.