• Journal of Welding and Joining
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• v.26 no.5
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• pp.74-78
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• 2008

The laser welding of the car body and components has been spread in the automotive industry. The Nd:YAG laser welding system could be used in 3D welding with robot. However, this system cannot efficiently reduce the welding cycle time according to various welding sequences because the robot's moving time is same that of the resistant spot welding system. But the remote welding system with high power $CO_2$ laser and scanner makes it possible welding cycle time much faster than the robot laser welding system. In the $CO_2$ laser remote welding system, laser beam can be rapidly transferred to a workpiece by moving mirrors of scanner system. So, it makes reducing the cycle time of welding process and shaping various welding patterns easily. Therefore, in this paper, the characteristic of weld strength according to patterns of weld bead on $CO_2$ laser welding was investigated. Also, the relationship between shape of weld bead and value of tensile load was studied. Finally, the optimum remote welding condition for car bumper was investigated.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.36 no.6B
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• pp.642-649
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• 2011

In this paper, we present the analysis of the characteristics of advanced mobile communication base station with multi-band about power loss, power efficiency and carbon reduction considering cable power loss. The advanced mobile base station system is installed on the outdoor for Antenna and RF part, and then the power loss is reduced because the fiber optic cable is used between RF part and baseband part. If the cable power loss is reduced by 5 dB replacing an entire the advanced base station systems, annual power consumption is reduced total 49,038 MWh in the CDMA 20W, WCDMA 30W, WiBro 10W systems. Furthermore the advanced base station system of annual $CO_2$ emission is 20,832 $tCO_2$ compare to 65,878 $tCO_2$. Therefore the advanced base system is confirmed considering green IT technology for the advanced mobile communication base station.

• Journal of Korean Society of Transportation
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• v.29 no.2
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• pp.25-35
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• 2011

In order to reduce Green House Gas(GHG) reduction in the road freight sector and thus establish green logistics, running efficiency of goods vehicles is of paramount importance. Providing effective transportation infrastructure can contribute to achieve the green logistics by reducing empty running of heavy goods vehicles and van, increasing the average payload on the vehicle, and shifting the transportation mode. In order to reduce the environmental impact from the road freight sector, it is essential to quantify the amount of environmental loading from the sector. However, any systematic survey on the environmental loading from the logistics companies has not been carried out in Korea. In this study, the environmental index for the road freight sector is defined as the amount of $CO_2$ emission per ton km generated from goods vehicles. The computational analysis shows that the average $CO_2$ emission per ton km generated by the logistics companies in Korea is $363g-CO_2/ton{\cdot}km$. Compared to UK (=$130g-CO_2/ton{\cdot}km$) and France (=$97g-CO_2/ton{\cdot}km$), the efficiency of logistics in Korea is 2.8 and 3.7 times as low as in the advanced countries. It also indicates that the main reasons for the low efficiency are mainly due to the high rate of empty operation of goods vehicles and the low payload.

• Journal of Ocean Engineering and Technology
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• v.37 no.2
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• pp.58-67
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• 2023

While extensive research is being conducted to reduce greenhouse gases in industrial fields, the International Maritime Organization (IMO) has implemented regulations to actively reduce CO₂ emissions from ships, such as energy efficiency design index (EEDI), energy efficiency existing ship index (EEXI), energy efficiency operational indicator (EEOI), and carbon intensity indicator (CII). These regulations play an important role for the design and operation of ships. However, the calculation of the index and indicator might be complex depending on the types and size of the ship. Here, to calculate the EEDI of two target vessels, first, the ships were set as Deadweight (DWT) 50K container and 300K very large crude-oil carrier (VLCC) considering the type and size of those ships along with the engine types and power. Equations and parameters from the marine pollution treaty (MARPOL) Annex VI, IMO marine environment protection committee (MEPC) resolution were used to estimate the EEDI and their changes. Technical measures were subsequently applied to satisfy the IMO regulations, such as reducing speed, energy saving devices (ESD), and onboard CO₂ capture system. Process simulation model using Aspen Plus v10 was developed for the onboard CO₂ capture system. The obtained results suggested that the fuel change from Marine diesel oil (MDO) to liquefied natural gas (LNG) was the most effective way to reduce EEDI, considering the limited supply of the alternative clean fuels. Decreasing ship speed was the next effective option to meet the regulation until Phase 4. In case of container, the attained EEDI while converting fuel from Diesel oil (DO) to LNG was reduced by 27.35%. With speed reduction, the EEDI was improved by 21.76% of the EEDI based on DO. Pertaining to VLCC, 27.31% and 22.10% improvements were observed, which were comparable to those for the container. However, for both vessels, additional measure is required to meet Phase 5, demanding the reduction of 70%. Therefore, onboard CO₂ capture system was designed for both KCS (Korea Research Institute of Ships & Ocean Engineering (KRISO) container ship) and KVLCC2 (KRISO VLCC) to meet the Phase 5 standard in the process simulation. The absorber column was designed with a diameter of 1.2-3.5 m and height of 11.3 m. The stripper column was 0.6-1.5 m in diameter and 8.8-9.6 m in height. The obtained results suggested that a combination of ESD, speed reduction, and fuel change was effective for reducing the EEDI; and onboard CO₂ capture system may be required for Phase 5.

• Membrane Journal
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• v.33 no.3
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• pp.94-109
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• 2023

1,3-Dioxolane is an exciting material that has attracted widespread interest in the chemical, paint, and pharmaceutical industries as a solvent, electrolyte, and reagent because 1,3-dioxolane is not toxic, carcinogenic, explosive, auto-flammable, and multifunctional, and due to their excellent miscibility in most organic and aqueous solvent conditions. Recently, this material has received increasing attention as a CO₂-selective polymer precursor to separating CO₂ from flue gas and natural gas mixtures. Poly(1,3-dioxolane) (PDXL) possesses higher ether oxygen content than polyethylene oxide (PEO), which demonstrates superior membrane CO₂/N₂ separation properties owing to their polar ether oxygen groups exhibiting strong affinity toward CO₂. Thus, PDXL-based membranes displayed an outstanding CO₂ solubility selectivity over non-polar (N₂, H₂, and CH₄) gases. However, the polar groups of PDXL, like PEO, promote chain packing efficiency and cause polymer crystallization, thereby reducing its gas permeability, which should be improved. In this short review, we discuss the recent advancement and limitations of PDXL membranes in gas separation applications. To conclude, we provide future perspectives for inhibiting the limits of 1,3-dioxolane-based polymers in the CO₂ separation process.

• Bulletin of the Korean Chemical Society
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• v.27 no.1
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• pp.82-86
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• 2006

Propylene Carbonate (PC) has the interesting properties of being able to dissolve and dissociate lithium salts, thus leading to highly conducting electrolytes even at low temperatures. Moreover, electrolytes that contain PC are stable against oxidation at voltages up to ~5 V. However, it is known that, when lithium is intercalated into graphite in pure PC based electrolytes, solvent co-intercalation occurs, leading to the destruction of the graphite structure. (i.e., exfoliation). The objective of this study was to suppress PC decomposition and prevent exfoliation of the graphite anode by co-intercalation. Electrochemical characteristics were studied using Kawasaki mesophase fine carbon (KMFC) in different 1 M $LiPF_6$/PC-based electrolytes. Electrochemical experiments were completed using chronopotentiometry, cyclic voltammetry, impedance spectroscopy, X-ray diffraction, and scanning electron microscopy. From the observed results, we conclude that the MA and $Li_2CO_3$ additive suppressed co-intercalation of the PC electrolyte into the graphite anode. The use of additives, for reducing the extent of solvent decomposition before exfoliation of the graphite anode, could therefore enhance the stability of a KMFC electrode.

• Clean Technology
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• v.2 no.1
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• pp.60-68
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• 1996

The oxidation of carbon monoxide of low concentration on the natural manganese dioxide (NMD) has been investigated in a fixed bed reactor. The experimental variables were concentration of oxygen (500ppm~99.8%) and carbon monoxide (500ppm~10000ppm) and catalyst temperature ($50{\sim}750^{\circ}C$). The NMD(Natural Manganese Dioxide) has been characterized by temperature - program reduction(TPR) using 2.4% $CO/H_2$ as a reducing agent, thermogravimetric analysis (TGA), and reduction of NMD by 2.4% $CO/H_2$. It was found that the NMD catalyst activity on the unit area was greater than the $MnO_2$ catalyst for oxidation of CO at the same temperature. The thermal stability of oxidation activity was considered to be maintained when the NMD was heated to $750^{\circ}C$. The TGA, reduction by CO, and TPR of the NMD showed that the NMD had active lattice oxygen which was easily liberated on heating in the absence and low concentration of oxygen. The reaction order in CO is 0.701 between 500~3500ppm and almost zero between 3500~10000ppm of CO.

• Journal of ILASS-Korea
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• v.29 no.1
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• pp.7-15
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• 2024

This study investigates the performance of 2.0L hybrid vehicles equipped with Liquefied Petroleum Gas (LPG) fuel engines, using energy flow analysis. By incorporating a direct LPG injection system (LPDi), the research aims to overcome the reduced maximum output commonly associated with LPG engines. Moreover, the integration of a hybrid system is explored as a means to enhance vehicle fuel economy while reducing CO₂ and emissions. The study employs data from FTP-75 and HWFET driving cycle to inform future research efforts focused on predicting CO₂ emissions and fuel economy for Hybrid Electric Vehicles utilizing LPG Direct Injection. The findings offer insights into optimizing fuel systems for better environmental and operational performance in hybrid vehicles.

• Geophysics and Geophysical Exploration
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• v.9 no.1
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• pp.1-9
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• 2006

Geological storage of captured $CO_2$ is a new way of reducing greenhouse gas emissions to protect the climate, but is based on the established technology associated with injection of fluids underground. The geological formations of interest for this technique include operational and depleted oil and gas fields, and deep saline aquifers. Prediction of storage performance will depend on models of the behaviour of $CO_2$ in geological formations; these need to be refined and verified, and methods of monitoring developed and proved. These needs can be met through monitored demonstration and research projects. Current commercial projects that are demonstrating $CO_2$ storage include Sleipner, Weyburn, ORC, and In Salah; research projects include West Pearl Queen, Nagaoka, and Frio. In this paper, some of the monitored injection projects are described. The reservoirs employed for storing $CO_2$, and the associated monitoring techniques, are briefly reviewed. It is argued that small-scale research projects, used to develop techniques and prove models, are complementary to the large-scale monitored injections that will establish the viability of this technique for mitigating climate change.

• Proceedings of the Korean Vacuum Society Conference
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• 2011.02a
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• pp.443-443
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• 2011

Atomic layer deposition (ALD) was used to deposit $TiO_2$ on Ni particles, and changes in the catalytic activity of Ni for $CO_2$ reforming of methane (CRM) were studied. In the presence of $TiO_2$ islands on Ni surfaces, the onset temperature of the CRM reaction was lower than that of bare Ni. During the CRM reaction, carbon was deposited on the surface, reducing the catalytic activity of the surface, but $TiO_2$ was able to remove the carbon deposits from the surface. When the Ni surface was completely covered with $TiO_2$, catalytic activity disappeared, indicating that tuning of $TiO_2$ coverage on Ni is important for maximizing the activity of the CRM reaction.