• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 1999.04a
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• pp.14-14
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• 1999

비활성 가스제너레이터는 가스터빈 추진기관 및 기타 열기관을 이용하여 연소가 되지 않는 저온의 공기를 생산하는 기계장치를 말하며 이러한 저온의 비활성 기체를 화재 지역에 분사하는 경우 기존의 소방수를 이용한 화재 진압방식보다 매우 효율적으로 화재진압에 사용되어 질 수 있다. 일반적으로 민항기 등의 가스터빈 추진 기관에서 배기되는 기체내에는 터빈입구온도(TIT : Turbine Inlet Temperature)및 초과공기지수(Excess Air Coefficient)에 따라 다르게 나타나지만 TIT가 1500$^{\circ}$K인 경우 약 13-14%정도의 산소가 잔존하는 것으로 알려져 있다. 따라서 본 연구에서는 가스터빈 및 열교환 시스템 그리고 터빈 1단 등의 시스템 조합율을 통하여 대기 중의 기체의 온도를 영하 2$0^{\circ}C$ 및 산소함유량을 약 5%수준까지 낮춤으로서 이를 대형 화재 진압에 사용하기 위한 연구이다. 비활성 가스제너레이터에 사용하는 연료로는 Kerosene 및 CNG(Compressed Natural Gas)등이 사용될 수 있으며, 유량이 8.1kg/sec인 터보축 가스터빈 엔진을 사용하는 경우 18750㎥ 부피의 비활성기체를 생산하는데 Kerosene 연료가 약 1톤(200＄ 이하)이 필요한 것으로 계산되며 이에 소요되는 시간도 약 52분에 지나지 않는 것으로 계산되었다. 만일 50kg/sec의 보다 큰 가스터빈 엔진을 사용하는 경우 약 9분 정도가 필요한 것으로 계산되었다. 사용되는 가스터빈은 압축비가 15, 열교환기의 효율이 $\varepsilon$=0. 그리고 최종 터빈 1단의 팽창비가 1.25가 적합한 것으로 계산된다. 연구 분석 결과 기술적 문제점으로는 배기 가스온도가 낮은데 따른 출구 부분의 Bearing, Sealing이 문제가 될 수 있다고 판단되며 배기 가스 자체에 대기 공기중에 함유되어 있던 습기가 얼어붙는(Icing화) 문제가 발생하기 때문에 배기가스의 Icing을 방지하기 위하여 압축기 끝단에서 공기를 추출하여 배기부분에 송출할 필요성이 있는 것으로 판단되었다. 출구가스의 기체 유동속도가 매우 빠르므로 (100-l10m.sec) 이를 완화하기 위한 디퓨저의 설계가 요구된다고 판단된다. 또 연소기 후방에 물을 주입하는 경우 열교환기 및 기타 부분품에 발생할 수 있는 부식 및 열교환 효율 저하도 간과할 수 없는 문제로 파악되었다. 이러한 기술적 문제가 적절히 해결되는 경우 비활성 가스 제너레이터는 민수용으로는 대형 빌딩, 산림, 유조선 등의 화재에 매우 적절히 사용되어 질 수 있을 뿐 아니라 군사적으로도 군사작전 중 및 공군 기지의 화재 그리고 지하벙커에 설치되어 있는 고급 첨단 군사 장비 등의 화재 뿐 아니라 대간첩작전 등에 효과적으로 활용될 수 있을 것으로 판단된다.

• Journal of the Korean Society for Nondestructive Testing
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• v.35 no.5
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• pp.332-340
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• 2015

Acoustic emission (AE) is an effective nondestructive test that uses transient elastic wave generated by the rapid release of energy within a material to detect any further growth or expansion of existing defects. Over the past decades, because of environmental issues, the use of compressed natural gas (CNG) as an alternative fuel for vehicles is increasing because of environmental issues. For this reason, the importance and necessity of detecting defects on a CNG fuel tank has also come to the fore. The conventional AE method used for source location is highly affected by the wave speed on the structure, and this creates problems in inspecting a composite CNG fuel tank. Because the speed and dispersion characteristics of the wave are different according to direction of structure and laminated layers. In this study, both the conventional AE method and the energy based contour map method were used for source location. This new method based on pre-acquired D/B was used for overcoming the limitation of damage localization in a composite CNG fuel tank specimen which consists of a steel liner cylinder overwrapped by GFRP. From the experimental results, it is observed that the damage localization is determined with a small error at all tested points by using the energy based contour map method, while there were a number of mis-locations or large errors at many tested points by using the conventional AE method. Therefore, the energy based contour map method used in this work is more suitable technology for inspecting composite structures.

• Journal of Korean Society for Atmospheric Environment
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• v.34 no.4
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• pp.542-553
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• 2018

Since many previous studies reported the health effect of air pollution and indicated traffic as a major pollution source, significant policy efforts have been made to control traffic to reduce air pollution. However, there have been few studies that evaluated such policy implementation. In Seoul, Korea, the exclusive median bus lane system was implemented in 2004, and the metropolitan government applied air pollution reduction policies such as conversion of diesel buses to compressed natural gas buses and installation of emission control devices. This paper aimed to investigate the impact of the exclusive median bus lane system on air pollution reduction. Using hourly concentrations of particulate matter ($PM_{10}$) and nitrogen dioxide ($NO_2$) measured at 131 regulatory monitoring sites in Seoul and Gyeonggi-do for 2001-2014, we calculated annual and daily average concentrations at each site. We assessed the impact of the policy using differences-in-differences analysis by annual and daily average models after adjusting for geographic and/or meteorological variables. This method divides population into treatment and control groups with and without policy application, and compares the difference between the two time periods before and after the policy implementation in the treatment group with the difference in the control group. We classified all monitoring sites into treatment and control groups using two definitions: 1) Seoul vs. Gyeonggi-do; 2) within vs. outside 300 meters from the median bus lane. Pre- and post-policy periods were defined as 2001-2005 and 2006-2014, and 2004 and 2014 in the annual and daily models, respectively. The decrease in $PM_{10}$ concentrations between the two periods across monitoring sites in the treatment group was larger by $1.73-5.88{\mu}g/m^3$ than in the control group. $NO_2$ also showed the decrease without statistical significance. Our findings suggest that an efficient public transport policy combined with pollution abatement policies can contribute to reduction in air pollution.

• Clean Technology
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• v.25 no.3
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• pp.263-272
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• 2019

Air pollutants have a high impact on everyday life as well as on human health; therefore, new technologies such as low-emission vehicles and add-on systems for air pollutant reduction are needed for our society. However, the environmental benefits and costs of those technologies are not taken into account in existing economic feasibility assessments, which is a barrier that needs to be overcome for green technology to achieve wide dissemination and fast penetration in the market. Thus, this study develops a methodology to assess the economic feasibility of an air pollutant reduction technology by taking into account the social costs from air pollutants and carries out a case study to validate the methodology. Because the social unit costs for air pollutants have not been evaluated yet in South Korea, the methodology uses the social unit costs evaluated for the European Union that are then converted to those for South Korea based on the measuring criteria for vehicle emission gases, parity purchasing price, foreign currency exchange rate, and customer price index. The social unit costs for South Korea are used to assess economic feasibility. A case study was performed to assess the economic feasibility of a dual fuel system using diesel and compressed natural gas by taking into account social costs from air pollutants as well as economic costs. This study could contribute to assessing the true economic feasibility of green technology, projects, and policy related with air pollutant reduction.

• Journal of Korea Technical Association of The Pulp and Paper Industry
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• v.48 no.2
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• pp.34-45
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• 2016

Global warming and climate change have been caused by combustion of fossil fuels. The greenhouse gases contributed to the rise of temperature between $0.6^{\circ}C$ and $0.9^{\circ}C$ over the past century. Presently, fossil fuels account for about 88% of the commercial energy sources used. In developing countries, fossil fuels are a very attractive energy source because they are available and relatively inexpensive. The environmental problems with fossil fuels have been aggravating stress from already existing factors including acid deposition, urban air pollution, and climate change. In order to control greenhouse gas emissions, particularly CO2, fossil fuels must be replaced by eco-friendly fuels such as biomass. The use of renewable energy sources is becoming increasingly necessary. The biomass resources are the most common form of renewable energy. The conversion of biomass into energy can be achieved in a number of ways. The most common form of converted biomass is pellet fuels as biofuels made from compressed organic matter or biomass. Pellets from lignocellulosic biomass has compared to conventional fuels with a relatively low bulk and energy density and a low degree of homogeneity. Thermal pretreatment technology like torrefaction is applied to improve fuel efficiency of lignocellulosic biomass, i.e., less moisture and oxygen in the product, preferrable grinding properties, storage properties, etc.. During torrefacton, lignocelluosic biomass such as palm kernell shell (PKS) and empty fruit bunch (EFB) was roasted under an oxygen-depleted enviroment at temperature between 200 and $300^{\circ}C$. Low degree of thermal treatment led to the removal of moisture and low molecular volatile matters with low O/C and H/C elemental ratios. The mechanical characteristics of torrefied biomass have also been altered to a brittle and partly hydrophobic materials. Unfortunately, it was much harder to form pellets from torrefied PKS and EFB due to thermal degradation of lignin as a natural binder during torrefaction compared to non-torrefied ones. For easy pelletization of biomass with torrefaction, pellets from PKS and EFB were manufactured before torrefaction, and thereafter they were torrefied at different temperature. Even after torrefaction of pellets from PKS and EFB, their appearance was well preserved with better fuel efficiency than non-torrefied ones. The physical properties of the torrefied pellets largely depended on the torrefaction condition such as reaction time and reaction temperature. Temperature over $250^{\circ}C$ during torrefaction gave a significant impact on the fuel properties of the pellets. In particular, torrefied EFB pellets displayed much faster development of the fuel properties than did torrefied PKS pellets. During torrefaction, extensive carbonization with the increase of fixed carbons, the behavior of thermal degradation of torrefied biomass became significantly different according to the increase of torrefaction temperature. In conclusion, pelletization of PKS and EFB before torrefaction made it much easier to proceed with torrefaction of pellets from PKS and EFB, leading to excellent eco-friendly fuels.