• Journal of Advanced Marine Engineering and Technology
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• v.21 no.2
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• pp.195-205
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• 1997

The propulsion marine diesel engine have been widely applied with a mechanical- hydraulic governor to control the ship speed for long time. But it was recently very difficult for the mechani¬cal - hydraulic governor to control the speed of engine under the condition of low speed and low load because of jiggling by rough fluctuation of rotating torque and hunting by dead time of Desiel engnie The performance improvement of mechanical - hydraulic governor is required to solve these problems of control system. The electro - hydraulic governor using PID algorithm is provided to compensate the faults of mechanical- hydraulic governor. In this paper, in order to analyze the ship speed control system, the transfer function was converted from the z tansformation to w transformation. The influence of dead time changing by engine speed which induces hunting phenomena was investigated by Nichols chart of w plane. As a method of performance improvement of mechanical hydraulic governor, a Eletro - hydraulic governor shows that fine control results can be obtained through optimal parameter tuning of PID

• Transactions of the Korean Society of Automotive Engineers
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• v.19 no.2
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• pp.105-110
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• 2011

Through this study, the performance evaluation on the addition of low-pressure loop EGR(Exhaust Gas Recirculation) in a 6.0 L commercial diesel engine was carried out using WAVE modeling and simulation. Since the key technology of advanced diesel engine combustion such as low-temperature combustion is to steadily supply high rates of EGR in a wide operating range, the current study could be effectively contribute to the design and development processes of up-to-date diesel engine systems as real-world reference data. The current simulation results show that the system in which low-pressure loop EGR is added shows almost 2.3 times increase in maximum EGR rate at 1000 rpm as well as almost 1.6 times increase at 2200 and 1600 rpm in comparison with an engine system employing high-pressure loop EGR only. Also, both turbocharger axis speed and charging pressure level did not deteriorate due to the addition of low-pressure loop EGR at 2200 and 1000 rpm, but they were fairly decreased at 1600 rpm.

• Transactions of the Korean Society of Mechanical Engineers
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• v.19 no.3
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• pp.796-805
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• 1995

For the purpose of improving performances of a turbocharged diesel engine at low speed, this study investigates the effects of the injected air for the performances and flow characteristics in the intake and exhaust pipes by using the computer simulation with test bed. In the theoretical analysis, the whole flow system, including engine cylinders and intake and exhaust pipes, is calculated numerically by the method of filling and emptying. From the results of this study, the following conclusions may be summarized. Increasing injected air pressure into the pipe of compressor exit brings about the improvement in a performance and flow characteristics of intake and exhaust pipes under full load operating conditions at 1000 rpm of the engine speed, but shows trends of the inferior performances under no load operating conditions at 2000 rpm of the engine speed.

• Journal of Power System Engineering
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• v.5 no.3
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• pp.17-24
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• 2001

In order to investigate a characteristic of the behavior of spray pattern in accordance with running conditions for a DI diesel engine, the PLN Injection system with changeable revolution speed of fuel injection cam was set up, and through this, history curves of injection pressure for a similar real DI diesel engine were able to be displayed. Authors visualized and analyzed the sprays at various revolution speed of fuel injection cam, and found out that fuel distributions of the sprays in the low speed condition were bad, fuel with air was injected from the hole of nozzle at the beginning of injection, and wide spray angle at the early stage of injection became narrower with elapsed time, but wider again at the end of injection.

• Journal of KSNVE
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• v.6 no.6
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• pp.701-708
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• 1996

Diesel power plants are frequently used as a power supplier on the island and the isolated places where electric power is required. The heat efficiency of the low speed 2 stroke diesel engines is higher than those of 4 stroke diesel engines or other heat engines and further its mobility and durability is also better than other engines. They can be also easily repaired and maintained. With these advantages, demand for the use of the low speed 2 stroke diesel engine as a power source is increasing. However, there are some disadvantages with these diesel engines such as the bigger vibrating excitation forces generated by higher combustion pressure in cylinder and by the inertia force of the reciprocating parts. Further, engine vibrations are transfered into their adjacent buildings and manufacturing factories and eventually produces local vibrations. In order to reduce X-mode vibration of engine body, several methods have been introduced in the recent researches. In this paper, accordingly, a new vibrationcontrol method applying a synchrophaser and a top bracing between two diesel engines is adopted in order to reduce these structural vibrations of diesel power plant. It was experimentally verified that the structural vibrations were greatly reduced by the phase adjustment for the 6th order X-mode vibration with the synchrophaser and the top bracing.

• Journal of Advanced Marine Engineering and Technology
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• v.18 no.2
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• pp.113-121
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• 1994

Since two oil shocks in 1970s, all of engine makers have persevered in their efforts to reduce specific fuel consumption and to increase engine power rate as much as possible in marine diesel engines. As a result, the maximum pressure in cylinders of these engines has been continuously increased. It causes direct axial vibration. The axial stiffness of crank shaft is low compared to old types of engine models by increasing the stroke/bore ratio and its major critical speed might occur within engine operation range. An axial damper, therefore, needs to be installed in order to reduce the axial vibration amplitude of the crankshaft. Usually the main critical speed of axial vibration for the propulsion shafting system with a 4-8 cylinder engine exists near the maximum continuous revolution(MCR). In this case, when the damping coefficient of the damper is increased within the allowance of the structural strength, its stiffness coefficient is also increased. Therefore, the main critical speed of axial vibration can be moved beyond the MCR. It has the same function as a conventional detuner. However, in the case of a 9-12 cylinder engine, the main critical speed of axial vibration for the propulsion shafting system exists below the MCR and thus the critical speed cannot be moved beyond the MCR by using an axial damper. In this case, the damping coefficient of an axial damper should be adjusted by considering the range of engine revolution, the location and vibration amplitude of the critical speed, the fore and aft vibration of the hull super structure. It needs to clarify the dynamic characteristics of the axial vibration damper to control the axial vibration appropriately. Therefore authors suggest the calculation method to analyse the dynamic characteristics of axial vibration damper. To confirm the calculation method proposed in this paper, it is applied to the propulsion shafting system of the actual ships and satisfactory results are obtained.

• International Journal of Automotive Technology
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• v.7 no.5
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• pp.527-534
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• 2006

Modern passenger cars with diesel engines are equipped with DOC(diesel oxidation catalyst) for the purpose of reducing HC and CO in the exhaust stream. Cold start exhaust emissions pose troubles here as on gasoline engine vehicles. As a result, some of the diesel passenger cars roll off todays the assembly lines with WCC(warm-up catalytic converter). Oxidation characteristics of the particulates in WCC is analyzed in this study by EEPS(engine exhaust particulate size spectrometer). The maximum number of PM is found to come out of WCC in sizes near 10nm when an HSDI diesel engine is operated under the conditions of high speed and medium to heavy load. When the temperature of the WCC exceeds $300^{\circ}C$, the number of PM smaller than 30 nm in diameter sharply increases upon passing through the WCC. Total mass of emitted PM gets reduced downstream of the WCC under low speed and light load conditions due to adsorption of PM onto the catalyst. Under conditions of high speed and medium to heavy load, the relatively large PM shrink or break into fine particles during oxidation process within the WCC, which results in more mass fraction of fine particles downstream of the WCC.

• Journal of the Korean Society of Industry Convergence
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• v.7 no.2
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• pp.153-159
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• 2004

The purpose of this research is to investigate the performance of swirl combustion chamber diesel engine by changing the jet passage area, the depth and shape of the piston top cavity (main chamber). The performance of diesel engine with newly changed swirl combustion chamber was tested through the experimental conditions as engine speed, load and injection timing etc. The test results were compared and analyzed. And another purpose of this research is to make a new diesel engine that is satisfied fuel consumption and regulation value of exhaust gas. 1. The rate of fuel consumption was affected significantly by the jet passage area at the high speed and load than low speed and low load. The influence of jet passage large area was proven to decrease the rate of fuel consumption. 2. Smoke was affected significantly by the depth of the piston top cavity, but exhaust temperature and the rate of fuel consumption wasn't affected. The rate of fuel consumption was affected by changing injection timing. 3. The rate of fuel consumption, exhaust temperature and Smoke were affected significantly by the shape of the piston top cavity from rectangular to trapezoid. That is we have all high value. The exhaust smoke density and exhaust gas temperature depended sensitively on variation of the injection timing rather than the shape of the combustion chamber within the experimental conditions. 4. We made a new diesel engine that is satisfied design target values(sfc=190 g/hr, NOx + THC=6.0 g/KWh, PM=0.3 KWh), the rate of fuel consumption and emission standard etc., through changing injection timing at the maximum torque point and rated power point. Although we have a little high NOx value.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2000.06a
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• pp.1693-1698
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• 2000

In operating test of medium speed diesel engine, the large noise over 110dBA would be occurred, and silencer should be needed to prevent the transmission of noise through exhaust duct. A near neighborhood of medium speed engine test shop, outbreak of low frequency noise was reported. From the result of noise measurement, it was found that the coupling of engine noise and air column between workshops was main cause of annoying low frequency noise. From this study, 3 ways of reformation methods were proposed; insertion of plenum chamber, placement of baffles, and alteration of direction of exhaust. As a result of these modification, low frequency noise was cancelled out.

• Proceedings of the KSME Conference
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• 2001.11b
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• pp.800-805
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• 2001

Recently, our world is faced with very serious and hard problems related to the air pollution due to the exhaust emissions of the diesel engine. So, lots of researchers have studied to reduce the exhaust emissions which influenced the environment strong. In this paper, the effect of oxygen component in fuel on the exhaust emissions has been investigated for diesel engine. And, we tried to analysis the quantities of the low and high hydrocarbon among the exhaust emissions in diesel engine. It have been investigated by the quantitative analysis of the hydrocarbon $C_1\simC_6$ using the gas chromatography. This study carried out by comparing the chromatogram with diesel fuel and diesel fuel blended DGM(diethylene glycol dimethyl ether) 5%. The results of this study show that the hydrocarbon $C_1\simC_6$ among the exhaust emissions of the mixed fuels are exhausted lower than those of the diesel fuel at the all load and speed. In particular, high boiling point hydrocarbons such as $C_5$ and $C_6$ were reduced remarkably in high speed and load region.