• Journal of the Korean Society of Propulsion Engineers
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• v.15 no.4
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• pp.79-84
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• 2011

This paper presents development activities of the T700/701K turbo-shaft engine for Korean Utility Helicopter(KUH). The T700/701K is the first rear-drive variant of the GE's T700 engine which is proven for military applications in the world. The main workscope of the development includes a modification from a front-drive engine to a rear-drive one, an performance enhancement of the power turbine and an incorporation of two channel FADEC(Full Authority Digital Engine Control) system for more reliable operation. The first engine run for development and qualification test was successfully completed in 2008. Since the PFRT(Preliminary Flight Rating Test) has been completed, the first flight of the engine installed in the first prototype of KUH has been successfully demonstrated in March, 2010 and the engine installation compatibility tests are being carried out during KUH flight test. The test and evaluation for qualification has been done except for the low cycle fatigue test up to date.

• Journal of Drive and Control
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• v.19 no.1
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• pp.16-25
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• 2022

The purpose of this study was to calculate and analyze the engine load factor of major agricultural operations using a 78 kW class agricultural tractor for estimating the emission of air pollutants and greenhouse. Engine load data were collected using controller area network (CAN) communication. Main agricultural operations were selected as plow tillage (PT), rotary tillage (RT), baler operation (BO), loader operation (LO), driving on soil (DS), and driving on concrete (DC). The engine power was calculated using the measured engine load data. A weight factor was applied to load factor for considering usage ratio according to agricultural operations. Weight factors for different agricultural operations were calculated to be 27.4%, 32.9%, 17.5%, 7.7%, 4.5%, and 10.0% for PT, RT, BO, LO, DS, and DC, respectively. As a result of the field test, load factors were 0.74, 0.93, 0.41, 0.23, 0.27, and 0.21 for PT, RT, BO, LO, DS, and DC, respectively. The engine load factor was the highest for RT. Finally, as a result of applying the weight factor for usage ratio of agricultural operations, the integrated engine load factor was estimated to be 0.63, which was about 1.31 times higher than the conventional applied load factor of 0.48. In future studies, we plan to analyze the engine load factor by considering various horsepower and working conditions of the tractor.

• 한국전산유체공학회:학술대회논문집
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• 2011.05a
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• pp.350-355
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• 2011

The hot gas reingestion phenomenon of helicopter brings about the reduction of engine power available around in-ground. The phenomenon will vary for the conditions of ambient conditions and engine exhaust gas, the flow field associated with the downwash effect of main rotor. To verify the amount of hot gas reingestion to intake, Tests(Wind tunnel test, Flight test) or CFD could be available. At this study, the reingestion around in-ground would be predicted by numerical analysis(CFD).

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2007.11a
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• pp.923-928
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• 2007

The rattle noise originated from the oil-pump system was issued in developing an engine. In this paper, the major concerning factors for rattle noise are analyzed and the NVH developing process is summarized. The main factors are the tip clearance of inner/outer rotor, the clearance between oil pump housing and rotor guide and the rotor mass. Also, the optimization for oil-pump rotor whine noise is performed. The main factors of the rotor whine are the profile of the rotor, the oil pressure and the shape of oil route. This paper will present the design guidelines of the engine oil-pump system.

• Transactions of the Korean Society of Mechanical Engineers
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• v.17 no.10
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• pp.2611-2623
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• 1993

To construct the design back data for a lean-burn gas engine, we investigated the combustion characteristics in the main chamber using a constant volume combustion chamber with subchamber. The combustion characteristics with configuration change of the critical passageholes have been studied by taking pressure data, schlieren photograph, ion current and light emission signal of flame. Heat release rate with various critical passageholes also have been analysed by using the combustion model of a prechamber diesel engine. It was found that combustion characteristics in the main combustion chamber were greatly influenced by the geometric configurations of critical passagehole.

• Journal of the Korean Society of Combustion
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• v.7 no.3
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• pp.32-36
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• 2002

A numerical study was carried out to investigate combustion phenomena in a model Scramjet engine, which had been experimentally studied at the University of Tokyo using a high-enthalpy supersonic wind tunnel. The main airflow was Mach number 2.0 and the total temperature of hot flow was 1800K. Equivalence ratio was set to be 0.26 which is higher than that of experiment to investigate the effect of strong precombustion shock. The results showed that self-ignition occurred at the rear bottom wall of the combustor and combined with the shear layer flame between fuel jet and main airflow. Then, precombustion shock was generated at the step location and reversely enhanced the mixing and combustion process behind the shock. Due to the high equivalence ratio, the precombustion shock moved upstream of the step compared with that of experiment.

• 한국연소학회:학술대회논문집
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• 2001.06a
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• pp.127-132
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• 2001

A numerical study was carried out to investigate the combustion phenomena in a model Scramjet engine, which had been experimentally studied in the University of Tokyo using a high-enthalpy supersonic wind tunnel. The main airflow was 2.0 in Mach number and the total temperature of hot flow was 1800K. Equivalence ratio was set to be rather higher value of 0.26 than that of experiment to investigate the effect of strong precombustion shock. The results showed that self-ignition occurred at the rear bottom wall of the combustor and combined with the shear layer flame between fuel jet and main airflow. Then, precombustion shock was generated at the step location and reversely enhanced the mixing and combustion process behind the shock. Due to the high equivalence ratio, the precombustion shock moved upstream of the step compared with that of experiment.

• Journal of the Korean Institute of Navigation
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• v.23 no.1
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• pp.1-13
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• 1999

Ship system can be divided into four sub-systems: hull, propeller, main engine and operation system which severely affect the characteristics of a ship. In determining ship speed in waves, two factors are considered the involuntary speed loss due to added resistance caused by wind and waves, and the voluntary speed loss by command of operation system to prevent severe ship motions. In this paper, the main function of four sub-system is analyzed for input/output relations and propulsive coefficient and a useful method to predict involuntary speed loss of a ship is presented. Two calculated examples for a high speed container ship and a passenger ship with single screw and diesel engine are given.

• Proceedings of the KSR Conference
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• 2007.05a
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• pp.26-30
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• 2007

The total control system of main engine and transmission will be designed specially for use in drive systems in rail vehicles. The domestic diesel train was controlled by the relay control circuit. But the exportation to Europe and the Middle East was controlled by total control system. When the driver operates the train, the operating signals are sent to Voith Controller. The VTIC controls the main engine and transmission. The system communicates with TMS, and the data are displayed by TMS when the function switch at the display unit is operated. The this driving control system which is applied to reduce the maintenace load and cost at Turkey diesel multiple unit train is proposed.

• The Transactions of the Korean Institute of Electrical Engineers B
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• v.48 no.6
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• pp.294-300
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• 1999

There is a growing interest in hybrid electric vehicles due to environmental concerns. Recent efforts are directed toward developing an improved main component systems for the hybrid electric vehicle applications. Soon after the introduction of electric starter for internal combustion engine early this century, despite being energy efficient and nonpolluting, electric vehicle lost the battle completly to internal combustion engine due to its limited range and inferior performance. Hybrid Electric vehicles offer the most promising solutions to reduce the emission of vehicles. This paper describes a method for cost reduction estimation of parallel hybrid electric vehicle. We used a cost reduction structure that consisted of five major subsystems (three-type and two-type motor) for parallel hybrid electric vehicle. Especially, we estimated the potential for cost reductions in parallel hybrid electric vehicle as a function of time using the learning curve. Also, we estimated the potentials of cost by depreciation.