• 한국수소및신에너지학회논문집
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• 제26권4호
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• pp.363-368
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• 2015

Finding an alternative fuel and reducing environmental pollution are the main goals for future internal combustion engines. The purpose of this study is to obtain low-emission and high-efficiency by hydrogen enriched LPG fuel in a LPG engine. An experimental study was carried out to obtain fundamental data for the emit HC emission characteristics at cold start of pre-mixed LPG and hydrogen in a LPG engine with various fractions of hydrogen-LPG blends. To maintain equal volume ratio of fuel blend, the amount of HC was decreased as hydrogen was gradually added. The results showed that as hydrogen increases, in-cylinder pressure increased. Also emission of unburned hydrocarbon (HC) is sharply decreased.

• 오토저널
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• 제3권1호
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• pp.46-53
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• 1981

This paper describes emission control of hydrocarbon and carbon-monoxide due to oxidizing catalyst. The experiment was performed on a precious metal pelleted catalyst(Pt). The factors of the efficiency for purification due to oxidizing catalyst are space velocity, temperature, composition of exhaust gas and supplementary air. The experiment was carried out to control the factors of efficiency for purification. The results of experimental study show that temperature of catalytic converter, supplementary air and space velocity affected the efficiency for purification of hydrocarbon and carbon monoxide.

• 전기학회논문지
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• 제58권5호
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• pp.968-975
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• 2009

The goals of this research are to understand the regeneration characteristics in diesel particulate filter using the HC injection. This research emphasized on the development of Continuously Regenerating DOC/DPF and HC technology which was the best particulate matters removing technology of current existing technology. This experimental study has been conducted with equipped a Continuously Regenerating DOC/DPF and HC injection on displacement 2.0, 3.3 $\ell$ diesel engine and compared in terms of particulate material and emission. In this study, we could constructed 3 kinds of database according to quantity of temperature to decide the HC injection quantity and develop DOC/DPF ECU algorithm.

• 한국자동차공학회논문집
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• 제17권4호
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• pp.133-138
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• 2009

The continued rise in the number of automobiles on the roads is prompting air pollution to emerge as a serious problem due to the harmful exhaust gas emissions throughout the world. Specifically, based on the exhaust gas regulation in North America represented by PZEV, the regulation on evaporative emission, which originates from the intake manifold system when the engine is stopped, is substantially being intensified. And the technology that can meet and satisfy these regulations has been needed. This study aimed to analyze and evaluate the butane working capacity (BWC) of HC adsorption filter according to the shape of it, which was developed to reduce evaporative emission, and the effect of HC adsorption filter on the engine performance. As a results, HC adsorption filter of the plate type, which was improved compared to that of the corrugated type and also became thinner, indicates higher absorption performance compared to the corrugated one. The absorption performance of the honeycomb type, derived from improving the shape of plate type, is 33.5% higher than that of the corrugated type. However, there was no significant difference in engine performance in all shapes.

• 한국환경과학회지
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• 제20권5호
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• pp.599-610
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• 2011

Emission of air pollutants such as nitrogen oxides ($NO_x$), hydrocarbons (HC), $SO_2$, and particulate matter (PM) and $CO_2$ from ship during 2009 in Busan port was estimated based on activity-based method. The significant fraction (> 50%) of ship emission resulted from container and general cargo ships. Emission at port operation mode was the most dominant compared to at sea and maneuvering modes. Emission at North port was the largest source of air pollutants among ports. The magnitudes of air pollutants $NO_x$, $SO_2$, HC, $CO_2$, and PM in Busan port were $8.7{\times}10^3$, $8.23{\times}10^3$, $0.35{\times}10^3$, $4.86{\times}10^6$, and $0.67{\times}10^3$ ton/yr, respectively. The ratio of $NO_x$ to VOC is about 25. Our ship emission estimate is 2 times higher than that in CAPSS emission inventory.

• 한국분무공학회지
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• 제18권1호
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• pp.16-20
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• 2013

The investigation was conducted to analyze the exhaust emission characteristics in diesel engine according to intake air mass flow. In this study, the test diesel engine with a 5,899 cubic centimeter displacement and power of the 260 ps was used to analyze the emission characteristics according to the intake air mass flow. In addition, the test modes were applied by the ND-13 and ETC mode. In order to analyze the emission characteristics, the engine dynamometer with 440 kW and emission gas analyzer (AMA-4000) were utilized. From the experimental results, it is revealed that the NOx and HC emissions in the intake air mass flow of large amount have high levels compared to those in the intake air mass flow of small amount in the ND-13 mode. However, the PM emission was shown the opposite trend in the NOx and HC emission due to the trade-off relation between the NOx and PM.

• 한국자동차공학회논문집
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• 제14권4호
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• pp.84-91
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• 2006

In this study, the effect of EGR and fuel injection pressure on the characteristics of combustion and emission performance of the common-rail diesel engine is investigated using DME fuel as a smoke-free alternative fuel. Because the heating value and density of DME fuel are lower than those of diesel fuel, the injection duration of the DME engine is relatively longer than the injection duration of the diesel engine with the same injection pressure. However, the higher injection pressure can shorten the injection duration for the DME engine. Although the smoke level of the DME engine is much lower than that of the diesel engine, the NOx is at a level similar to that of the diesel engine. As a proposed solution for this, the EGR technique is empirically applied to the DME engine. In the experiments, the injection pressure was changed from 200bar to 400bar, and the EGR rate was limited under 40%. With the same injection timing and fuel amount, the experiment results indicated that the increase of injection pressure led to the increase of IMEP while decreasing HC and CO emissions. However, the NOx emission tends to increase as the injection pressure becomes higher. On the other hand, as the EGR rate was increased, NOx emission and A/F were reduced while the HC and CO emissions were increased. Because HC and CO emissions have the critical A/F point where the emissions of HC and CO are rapidly increased, it is proposed that the EGR rate must be limited under the critical EGR rate.

• 대한전기학회:학술대회논문집
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• 대한전기학회 1999년도 추계학술대회 논문집 학회본부 C
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• pp.1011-1014
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• 1999

An on-board monitoring system for an automobile emission gas has a test chamber remote from the automobile's engine exhaust gas stream: apparatus for supplying the chamber with sampled exhaust gases. A single hydrocarbon sensor exposed to the exhaust gas in the chamber to render a signal responsive to the hydrocarbon. The conductive ions in emission gas was checked by the HC sensor in test chamber. A preferred application includes hydrocarbons in an automotive exhaust gas stream by exposing a transition porous alumina($Al_{2}O_{3}$) ceramic based sensor to the same exhaust gas stream. By combining the electrical signal, a measure of hydrocarbons can be provided.

• 천문학회지
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• 제31권2호
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• pp.117-125
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• 1998

We have observed the 10-9 transitions of $HC_3N$ and its $^{13}C$ substitutes ($H^{13}CCCN,\;HC^{13}CCN$, and $HCC^{13}CN$), and the vibration ally excited 12-11 ($v_r=1$) $HC_3N$ transition toward the Sgr B2 molecular cloud. The observed $HC_3N$ emission shows an elongated shape around the Principal Cloud ($\~$4.5 pc in R.A. $\times$ 7.4 pc in Decl.). The optically thin $H^{13}CCCN$ line peaks around the (N) core and we derive the total column density $N(H^{13}CCCN) = 4 {\times}10^{13} cm^{-2}$ at this position. Toward the 2' N cloud which shows the peculiar chemistry, the $HC_3N$ lines show enhancements compared to the extended envelope. The shocks of the 2' N may have resulted in the enhancement of $HC_3N$. The hot component of $HC_3N$ is strongly concentrated around the (N) core and its HPW is $\~$0.9 pc in diameter. We derive the lower limit of the abundance ratio $N(HC_3N)/N(H^{13}CCCN)$ to be larger than 40 in most regions except the (M) and (N) cores. The fractionation processes of $^{13}C $at this region may not be as effective as previously reported.

• 한국자동차공학회논문집
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• 제22권7호
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• pp.70-75
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• 2014

The experiment was done on traveling at the speed of 20km/h, 60km/h and 100km/h using the performance testing mode for chassis dynamometer. The experimental method were employed to measure the waveform of secondary ignition coil and exhaust emission. In this experiment, the correlation between the secondary waveform coming from ignition coil and exhaust emission were measured in decrepit vehicle. The secondary waveform characterized by the value of effective discharge energy. The following results are obtained by analyzing the data relativity between the effective discharge energy and exhaust emission. The variation rate of effective discharge energy was largest 60km/h, 20km/h, 100km/h velocity in the ordered named. As the vehicle velocity increases, the average variation rate of CO and $NO_X$ decreases and that of HC and $CO_2$ decrease. The value of effective discharge energy, CO, $NO_X$ and fuel consumption is measured badly in case of car with failures in MAP, spark plug and good in case of car with before and after maintenance regardless of vehicle velocities. The value of effective discharge energy is to be nearly parabolic shape as vehicle velocity increases. As the value of effective discharge energy increases, the value of $NO_X$, HC and $CO_2$ decrease, the value of CO increase. The most sensible factors of exhaust emission were CO, $NO_X$, and the small variation factors were HC, $CO_2$.