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냉매의 소결금속관 표면에서의 비등 열전달에 관한 실험적 연구
박찬준,문병수,서정윤,Park C. J.,Mun B. S.,seo J. Y. 대한설비공학회 1981 설비저널 Vol.10 No.3
The purpose of this paper is to investigate the potential ability of sintered metal tube to promote heat transfer. In the experiment for Freon - 11, the boiling heat transfer on the sintered metal tube of bronze element is investigated and compared with that of the bronze tube (bare tube) atmospheric pressure. The experimental results are obtained as follows : 1) For sintered metal tubes of bronze element with particle diameters which ranges from $79({\mu})\;to\;461({\mu})$ and bare tube, boiling characteristic curves are expressed as : a) Sintered metal tube $$q{\propto}{\Delta}T^{1.05\~1.373}$$ b) Brae tube $$q{\propto}{\Delta}T^{3.096}$$ 2) Compared with that of the bare tube at low temperature difference$({\Delta}T_{sat})$, boiling heat transfer coefficient of the sintered bronze tube are relatively high. 3) There is tendency that curves of boiling heat transfer coefficients of sintered ·bronze tube and bare tube approach each other at rather high temperature difference. It is due to the increasing rate of the former heat transfer coefficient along with temperature difference is smaller than that of the latter. 4) Referring to particle diameter, optimum condition, i. e. , maximum heat transfer coefficient is found to be at approximately 2 mm thickness of sintered layer with $D_p=150({\mu})$.
[論文] 배기 Hydrocarbon의 생성과정에 관한 실험적 연구
심현성(H.S.Sim),박찬준(C.J.Park),이대운(D.U.Lee) 한국자동차공학회 1991 오토저널 Vol.13 No.3
The formation process of hydrocarbon emissions was investigated in SI engine. The timeresolved concentrations of hydrocarbon emissions were measured using a high gas sampling valve and a gas chromatography. The gas was sampled at ,exhaust port, or the position of spark plug, or the wall of combustion chamber. The experiments were conducted using the Alpha engine of Hyundai Motor Company. The fuel used was methanol or propane.<br/> It was found that the effect of the quenching layer of combustion chamber wall on hydrocarbon emissions was not significant. The increasing rate of hydrocarbon concentration at combustion chamber wall near crevice and oil layer after flame was reached was much higher than that at the position of spark plug. The hydrocarbon concentrations at exhaust port had two peak values just after opening exhaust valve and just: before closing it.<br/>
민병순(B.S.Min),정희정(H.J.Jung),최재권(J.K.Choi),박찬준(C.J.Park) 한국자동차공학회 1997 한국자동차공학회 춘 추계 학술대회 논문집 Vol.1997 No.11_1
The wide open throttle performance and piston temperatures were measured by the change of fuel:gasoline and liquefied petroleum gas(LPG). Bench test method was developed and experimented to study the effect of temperature on the formation of carbon deposit. The bench test results were confirmed by measuring the piston temperature and observing the deposit production rate at an actual engine running condition. Results show that if the fuel of spark ignition engine is changed from gasoline to LPG, the output power decreases about 10% and the piston temperatures increase about 40~55℃. In actual engine tests, because of this temperature increase, it was observed that the quantity of carbon deposit in the top ring groove increased in a big degree. Consequently, it is known that the ring sticking may occur if the gasoline engine was rebuilt to LPG fuelled engine. Therefore, in order to preserve the durability of LPG fuelled engine, it is necessary to lower the piston temperature by hardware modification or to reduce the carbon deposit by the improvement of engine oil.<br/>
김형진,박찬준 서울産業大學校 1999 논문집 Vol.50 No.2
This study is to investigate the effect of friction loss which is considerably important to the general performance of a gasoline engine. A motoring test method was used to measure the friction loss in an natural aspiration SI engine. The speed of the engine considered is varied from 1,500rpm to 5,500rpm by 1,000rpm. The result shows that the friction loss of pumping, piston pin and connecting rod bearing was increased very sensitively with the increasing of the engine speed. The friction loss of auxiliary system such as piston rings, crank shaft, alternator and oil pump was also increased with the increasing engine speed. However the increasing rate of friction loss was relatively small and adverse to the engine speed, as about 8% to 15% of the overall friction losses in 1,500rpm and about 5% to 7% 5,500rpm. Therefore their influence of the auxiliary system on the friction loss is not considered to be a major factor increasing the total friction loss. The measurements of the friction loss using the motoring tests were consistent with the Barnes-Moss relation. The motoring test is a good mean for measuring the friction loss of a SI engine.