• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.17 no.6
• /
• pp.687-692
• /
• 2016

When turbochargers are applied to engines, the temperature of the engine becomes high, making the cooling of pistons very important. To solve this problem, an oil jet is used. The oil jet provides oil to the underside of piston for cooling. When an oil jet is used, oil pump size-up and oil cooler are needed because of the increased oil flow rate and higher oil temperature. On the other hand, these increase the friction torque of the engine. This study examined how much the friction torque of an engine increases by an oil jet, oil cooler, and oil pump size-up. In addition, the proportions of the friction torque of the engine increased by each part were measured by changing the engine assembly condition. At low speed, the oil pump and oil cooler had a larger effect on the friction torque than the other factors. At high speed, oil cooler had a larger effect than the other factors.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.14 no.3
• /
• pp.103-111
• /
• 2006

The spray behavior of direct-injection spark-ignition(DISI) engines is crucial for obtaining the required mixture distribution for optimal engine combustion. The spray characteristics of DISI engines are affected by many factors such as piston bowl shape, air flow, ambient temperature, injection pressure and fuel temperature. In this study, the effect of fuel temperature on the spray and combustion characteristics was partially investigated for the wall-guided system. The effect of fuel temperature on the fan spray characteristics was investigated in a steady flow rig embodied in a wind tunnel. The shadowgraphy and direct imaging methods were employed to visualize the spray development at different fuel temperatures. The microscopic characteristics of spray were investigated by the particle size measurements using a phase Doppler anemometry(PDA). The effect of injector temperature on the engine combustion characteristics during cold start and warming-up operating conditions was also investigated. Optical single cylinder DISI engine was used for the test, and the successive flame images captured by high speed camera, engine-out emissions and performance data have been analyzed. This could give the way of forming the stable mixture near the spark plug to achieve the stable combustion of DISI engine.

• Journal of Mechanical Science and Technology
• /
• v.20 no.9
• /
• pp.1436-1448
• /
• 2006

This paper describes the effects of injection rate shaping on the combustion, fuel consumption and emission of $NO_x$ and soot of a medium duty diesel engine. The focus is on the influence of four different injection rate shapes, square type 1, square type 2, boot and ramp, with a variation of maximum injection pressure and start of injection (SOI). The experiments were carried out on a 1 liter single cylinder research diesel engine equipped with an amplifier-piston common rail injection system, allowing the adjustment of the injection pressure during the injection event and thus injection rate as desired. Two strategies to maintain the injected fuel mass constant were followed. One where rate shaping is applied at constant injection duration with different peak injection pressure and one strategy where rate shaping is applied at a constant peak injection pressure, but with variable injection duration. Injection rate shaping was found to have a large effect on the premixed and diffusion combustion, a significant influence on $NO_x$ emissions and depending on the followed strategy, moderate or no influence on soot emission. Only small effects on indicated fuel consumption were found.

• Proceedings of the Korean Geotechical Society Conference
• /
• 2000.02a
• /
• pp.71-78
• /
• 2000

SHANSEP method involves the consolidation to stresses in excess of the preconsolidation pressure in order to overcome sample disturbance effect. The concept of SHANSEP is based on an approach to laboratory test which attempts to reproduce the in-situ conditions more closely than is possible in routine tests and evaluates normalized strength parameters for the soil as a function of OCR. But SHANSEP method can be applied only to fairly uniform clay deposits, and is unsuitable for a random deposit. In this study, CK/sub o/U triaxial compression test and incremental loading consolidation test were performed for the application of SHANSEP method on Yangsan clay. During the K/sub o/-consolidation, triaxial specimens were consolidated to stress equal to two times the in-situ vertical effective stress. And for overconsolidated condition, the specimens were swelled to a known vertical effective stress in order to have the desired OCR. With the results of CK/sub o/U triaxial compression test using the block samples, the relationship between c/sub u//σ/sub vc/' and OCR on Yangsan clay was established. For evaluating the undrained shear strength of Yangsan clay with depth, CK/sub o/U triaxial compression test was performed using the piston samples taken from Yangsan site. And also undrained shear strength was analyzed from the in-situ test such as Cone Penetration Test(CPT), Dilatometer Test(DMT), and Field Vane Test(FVT) and was compared with that of CK/sub o/U triaxial compression test.

• Journal of Advanced Research in Ocean Engineering
• /
• v.3 no.1
• /
• pp.15-24
• /
• 2017

This paper explores a series of numerical simulations of dynamic responses of multi-piles (dolphin) type substructures for 2.5MW class offshore wind turbine. Firstly computational fluid dynamics (CFD) simulation was performed to evaluate wave loads on the dolphin type substructures with the design wave condition for the west-south region of Korea. Numerical wave tank (NWT) based on CFD was adopted to generate numerically a progressive regular wave using a virtual piston type wave maker. It was found that the water-piercing area of piles of the substructure is a key parameter determining the wave load exerted in horizontal direction. In the next the dynamic structural responses of substructure members under the wave load were calculated using finite element analysis (FEA). In the FEA approach, the dynamic structural responses were able to be calculated including a deformable body effect of substructure members when wave load on each member was determined by Morison's formula. The paper numerically identifies dynamic response characteristics of dolphin type substructures for 2.5MW class offshore wind turbine.

• Transactions of the Korean Society of Mechanical Engineers
• /
• v.11 no.1
• /
• pp.44-52
• /
• 1987

For the favorable performance of a D.I. diesel engine, it is important to improve the mixture formation process and the ensuing early stage of combustion process. In the present paper, high speed photography was employed to investigate the effectiveness of a cavity digged in a piston crown for some more useful utilization of air. The cavity would function to improve mixing of fuel and air by the increase of turbulence of air and by the impingement of fuel spray on the cavity wall. The results obtained are summarized as follows: (1) From an aspect of thermal efficiency, it is effective to inject the spray tangentially to the cavity wall to enlarge the area of spray evaporation. (2) some deductions obtained from previous investigations using a hot air stream duct are supported by the present results. For example, it is effective for the quick development of flames throughout the combustion chamber to mix the evaporated fuel of main spray with the intermediates brought about by the early stage of combustion of the preceded auxiliary fuel spray.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.9 no.5
• /
• pp.46-53
• /
• 2001

To optimize the intake flow condition in the heavy-duty LPG SI engine, five different swirl ratios of intake port were investigated experimentally by oil spot method, LDV and single cylinder engine test. The flow characteristics near the piston surface were observed by oil spot method and magnitudes of swirl flow were measured quantatively by LDV method in the steady flow rig. The engine performances of various swirl flow were also tested with the heavy-duty LPG SI single cylinder engine. In the results, high swirl ratio, above $R_s$=2.3, was not suitable to develope a stable flame kernel and to produce high engine performance. Especially it was more serious under lean burn conditions, since turbulence intensity was smaller than bulk flow though those are increased together. These results were also confirmed by LDV measurement and oil spot method. On the contrary, low swirl ratio($R_s$=1.3) is not good to propagate a flame since the turbulence intensity and bulk flow are vanished during compression stroke and low swirl ratio has too weak initial energy for stable combustion. Therefore, the of optimized swirl ratio f3r the heavy-duty LPG engine in this work was found around $R_s$=2.0.

• Transactions of the Korean Society of Automotive Engineers
• /
• v.9 no.5
• /
• pp.89-95
• /
• 2001

Recently GDI(Gasoline Direct Injection) engine is spotlighted to achieve higher thermal efficiency under partial loads and better performance at full loads. To realize this system, it is essential to make both stratified combustion and homogeneous combustion. When compared to PFI(Port Fuel Injection) engine, GDI engine needs more complicated control and optimal design with injection system. In addition, spray pattern must be optimized according to injection timing because ambient pressure in combustion chamber is also varied. Thus spray structure should be analyzed in details to meet various conditions. In this experimental study, two types of visualization system were developed to simulate compression stroke and intake stroke, respectively. With an increase of the ambient pressure, the penetration length tends to decrease due to rising resistance caused by the drag force of the ambient air. Spray characteristics impinged on the piston has a significant effect on mixture stratification around the spark plug. These results provide the information on macroscopic spray structure and design factors far developing GDI injector.

• Transactions of the Korean Society of Machine Tool Engineers
• /
• v.16 no.2
• /
• pp.57-62
• /
• 2007

The lubricational characteristics about friction wear has an effect on the material quality of surface. In this paper, we studied the lubricational characteristics through the surface modification experiment by spray coating the surface with $MoS_{2}$ and PTFE solid lubricants. In the case of $MoS_{2}$ and PTFE coating, the friction coefficient of Journal is lower than that for noncoating so the friction characteristics is excellent. In particular, the beginning characteristics of $MoS_{2}$ coating is excellent, and in the case of PTFE coating, seizure dose not appear seizure. $MoS_{2}$ and PTFE coating are excellent in the extreme pressure at high load. The wear characteristics is excellent in the following order; PTFE < $MoS_{2}$ < Non Coating. For Non coating, seizure appears at the beginning due to the heat, but in the case of $MoS_{2}$ and PTFE coating, it will have the excellent heat stability even at high temperature.

• 한국전산유체공학회:학술대회논문집
• /
• 2005.10a
• /
• pp.223-227
• /
• 2005

A PCV valve is a part to control the flow rate of Blowby gas in a PCV system. A PCV system re-burns Blowby gas with fuel in a combustion chamber. Some gas enters to a crankcase room through the gap between piston ring and engine cylinder wall. This gas si called 'Blowby gas'. This gas causes many problems. In environmental view, Blowby gas includes about $25\~35\%$ hydrocarbon{HC) of total generated HC in an automobile. Hydrocarbon is a very harmful pollutant element in our life. In mechanical view, Blowby gas has some reaction with lubricant oil of crankcase room. Then, this causes lubricant oil contamination, crankcase corrosion and a decrease fo engine efficiency. Consequently, Blowby gas must be eliminated from a crankcase room. In this study, we simulated internal flow characteristics in a PCV valve according to spool dynamic behavior using local remeshing method And, we programmed our sub routine to simulate a spool dynamic motion. As results, spool dynamic behavior is periodically oscillated by the relationship between fluid force and elastic force of spring. And its magnitude is linearly increased by the differential pressure between inlet and outlet. Also, as spool is largely moved, flow area is suddenly decreased at orifice. For this reason, flow velocity is rapidly decreased by viscous effect.