• Proceedings of the Korean Vacuum Society Conference
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• 2015.08a
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• pp.126.1-126.1
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• 2015

A quantitative relationship between Leidenfrost point and surface characteristics such as surface material and roughness is investigated. Based on the relationship, we have fabricated the surfaces with their Leidenfrost points (LFP) tuned by controlling surface coating and structures. As discovered by Leidenfrost, liquids placed on a hot plate levitate on the gas phase-air gap formed by the vaporization of liquids. This phenomenon is called 'Leidenfrost effect'. A change of LFP has attracted many researchers for several years but the ability to tune LFP is still a remaining issue. Many of previous work has progressed for various conditions so the systematic approach and analysis are needed to clearly correlate the LFP and the surface conditions. In this report, we investigate a relation of surface energy and LFP using various coating materials such as Octadecyltrichlorosilane (OTS) and 1H, 1H, 2H, 2H-Perfluorooctyltrichlorosilane (FOTS). Also, we analyze how surface roughness affects LFP via surface micro structuring with ICP-RIE fabrication process. The improved understanding can have potential applications such as the control of liquid droplet behavior at elevated temperatures for efficient cooling system.

• Transactions of the Korean Society of Mechanical Engineers
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• v.19 no.12
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• pp.3317-3328
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• 1995

The objective of the present study is to predict the characteristics of heat and mass transfer around an evaporative condenser. Numerical calculations have been performed using multi-zone method to investigate heat transfer rate and evaporation rate with the variation of inlet condition(velocity, relative humidity and temperature) of the moist air, the flow rate of the cooling water and the shape of the condenser tube. From the results it is found that the profile of heat flux is the same as that of evaporation rate since heat transfer along the gas-liquid interface is dominated by the transport of latent heat in association with the vaporization(evaporation) of the liquid film. The evaporation rate and heat transfer rate is increased as mass flow rate increases or relative humidity and temperature decrease respectively. But the flow rate of the cooling water hardly affect the evaporation rate and heat flux along the gas-liquid interface. The elliptic tube which the ratio of semi-minor axis to semi-major axis is 0.8 is more effective than the circular tube because the pressure drop is decreased. But the evaporation rate and heat flux shown independency on the tube shape.

• Proceedings of the KSME Conference
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• 2004.11a
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• pp.1152-1157
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• 2004

Temporal behavior of the laser induced incandescence (LII) signal is often used for soot particle sizing, which is possible because the cooling behavior of a laser heated particle is dependent on the particle size. In present study, LII signals of soot particles are modeled using two non-linear coupled differential equations deduced from the energy- and mass-balance of the process. The objective of this study is to see the effects of particle size, laser fluence on soot temperature characteristics and cooling behavior. Together with this, we focus on validating our simulation code by comparing with other previous results. Results of normalized LII signals obtained from various laser fluence conditions showed a good agreement with that of Dalzell and Sarofim's. It could be found that small particles cool faster at a constant laser fluence. And it also could be observed that vaporization is dominant process of heat loss during first 100ns after laser pulse, then heat conduction played most important role while thermal radiation had little influence all the time.

• Journal of ILASS-Korea
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• v.16 no.1
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• pp.7-14
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• 2011

High pressure LPG fuel spray with a conventional swirl injector was visualized and the impact of the injection pressure was also investigated using a DISI (direct injection spark ignition) LPG single cylinder engine. Engine performance and emission characteristics were evaluated over three different injection pressure and engine loads at an engine speed of 1500 rpm. The fuel spray pattern appeared to notably have longer penetration length and narrower spray angle than those of gasoline due to its lower angular momentum and rapid vaporization. Fuel injection pressure did not affect combustion behaviors but for high injection pressure and low load condition ($P_{inj}$=120 bar and 2 bar IMEP), which was expected weak flow field configuration and low pressure inside the cylinder. In terms of nano particle formation the positions of peak values in particle size distributions were not also changed regardless of the injection pressure, and its number densities were dramatically reduced compared to those of gasoline.

• International Journal of Automotive Technology
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• v.5 no.3
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• pp.155-164
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• 2004

The direct injection gasoline spray-wall interaction was characterized inside a heated pressurized chamber using various visualization techniques, including high-speed laser-sheet macroscopic and microscopic movies up to 25,000 frames per second, shadowgraph, and double-spark particle image velocimetry. Two hollow cone high-pressure swirl injectors having different cone angles were used to inject gasoline onto a heated plate at two different impingement angles. Based on the visualization results, the overall transient spray impingement structure, fuel film formation, and preliminary droplet size and velocity were analyzed. The results show that upward spray vortex inside the spray is more obvious at elevated temperature condition, particularly for the wide-cone-angle injector, due to the vaporization of small droplets and decreased air density. Film build-up on the surface is clearly observed at both ambient and elevated temperature, especially for narrow cone spray. Vapor phase appears at both ambient and elevated temperature conditions, particularly in the toroidal vortex and impingement plume. More rapid impingement and faster horizontal spread after impingement are observed for elevated temperature conditions. Droplet rebounding and film break-up are clearly observed. Post-impingement droplets are significantly smaller than pre-impingement droplets with a more horizontal velocity component regardless of the wall temperature and impingement angle condition.

• 한국연소학회:학술대회논문집
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• 2005.10a
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• pp.120-131
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• 2005

The evaporation characteristics of single and multicomponent droplets hanging at the tip of a quartz fiber are studied experimentally at the different environmental conditions under normal gravity. Heptane and Hexadecane are selected as two fuels with different evaporation rates and boiling temperatures. At the first step, the evaporation of single component droplet of both fuels has been examined separately. At the next step the evaporation of several blends of these two fuels, as a binary component droplet, has been studied. The temperature and pressure range is selected between 400 and 700 $^{\circ}C$, and 0.1 and 2.5 MPa, respectively. High temperature environment has been provided by a falling electrical furnace. The initial diameter of droplet was in range of 1.1 and 1.3 mm. The evaporation process was recorded by a high speed CCD camera. The results of binary droplet evaporation show the three staged evaporation. In the the first stage the more volatile component evaporates. The droplet temperature rises after an almost non evaporating period and in the third stage a quasi linear evaporation takes place. The evaporation of the binary droplet at low pressure is accompanied with bubble formation and droplet fragmentation and leads to incomplete microexplosion. The component concentration affects the evaporation behavior of the first two stages. The bubble formation and droplet distortion does not appear at high environment pressure. Nomenclature

• 한국연소학회:학술대회논문집
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• 2003.12a
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• pp.231-236
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• 2003

HCCI(Homogeneous Charge Compression Ignition) combustion is an advanced combustion process explained as a homogeneously premixed charge of a fuel where air is admitted into the cylinder and compression ignited. It has possibility to reduce NOx by spontaneous auto-ignition at multiple points that allows very lean combustion resulting in low combustion temperatures. Particulate matters (PM) could be also reduced by the homogeneous combustion and no fuel-rich zones. Injection timing is extremely advanced to achieve homogeneous charge where a diesel fuel could not be vaporized sufficiently due to low pressure and low temperature condition. Also the over-penetration could be a severe problem. The small injection angle and multi-hole injectors were applied to solve these problems. Dimethyl ether (DME) as an altenative fuel was also applied to relive the bad vaporization problem associated with early injection of diesel fuel. Neat DME has a very high cetane rating and high vapor pressure. Contained oxygen reduces soot during the combustion. Experimental result shows DME can be easily operated in an HCCI engine. PM shows almost zero value and NOx is reduced more than 90% compared to direct-injection diesel engine operating mode but problem of early ignition needs more investigation.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.25 no.12
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• pp.1766-1775
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• 2001

A theoretical analysis on the heat and mass transfer in an evaporative cooler is presented in this work. The evaporative cooler is modeled as a channel filled with porous media the interstitial surface of which is covered by thin water film. Assuming that the Lewis number is unity and the water vapor saturation curve is linear, exact solutions to the energy and vapor concentration equations are obtained. Based on the exact solutions, the characteristics of the heat and mass transfer in the evaporative cooler are investigated. The comparison of the cooling performance between the evaporative cooler and the usual sensible heat exchanger is also carried out. Obviously, the evaporative heat exchanger shows better cooling performance than the sensible heat exchanger. This is due to the latent heat of water vaporization, which results in apparent increases both in the interstitial heat transfer coefficient and the specific heat of the air stream in the evaporative cooler.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2007.04a
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• pp.233-237
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• 2007

Recent experimental data shows that an irregular fuel surface pops up during the combustion test. This may contribute to the agitated boundary layer due to blowing effect of fuel vaporization. Blowing effect can be of significance in determining the combustion characteristics of solid fuel within the oxidizer flow. LES was implemented to investigate the flow behavior on the fuel surface and turbulence evolution due to blowing effect. Simple channel geometry was used for the investigation instead of circular grain configuration without chemical reactions. This may elucidate the main mechanism responsible for the formation of irregular isolated spots during the combustion in terms of turbulence generation. The interaction of turbulent flow with blowing mass flus causes to breakup turbulent coherent structures and to form the small scale isolated eddies near the fuel surface. This mechanism attributes to the formation of irregular isolated sopt on the fuel surface.

• Journal of Power System Engineering
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• v.18 no.6
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• pp.186-192
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• 2014

The spray structures under the stratified and homogeneous charge condition of a gasoline direct injection were investigated in a visualized constant volume chamber. The chamber pressure was controlled from 0.1 MPa to 0.9 MPa by the high pressure nitrogen and the chamber temperatures of $25^{\circ}C$, $60^{\circ}C$ and $80^{\circ}C$ were controlled by the band type heater. The fuel, iso-octane was injected by a 6-hole injector with the pressures of 7 MPa and 12 MPa. From the experiments results, it is confirmed that at lower chamber pressure, the penetration length and spray angle are mainly affected by the chamber temperature with the vaporization of the fuel droplets and generated vortices at the end region of the spray. And at higher chamber pressure, the penetration lengths at the end of the injection were about 50~60% of that at lower chamber pressure regardless of the chamber temperature and the effect of fuel injection pressure is larger than that of the chamber temperature which results from larger penetration lengths at higher fuel injection pressure than at lower fuel injection pressure regardless of the chamber temperatures.