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RISS 인기검색어
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- 저자 : 유수남 ( Kwan Hee Ryu (검색결과 4 건)
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농용(農用) 디이젤 엔진 연료(燃料)로서의 에타놀 이용(利用)에 관(關)한 연구(硏究)
유관희,배영환,유수남,Ryu, Kwan Hee,Bae, Yeong Hwan,Yoo, Soo Nam 한국농업기계학회 1982 바이오시스템공학 Vol.6 No.2
The objective of this study was to find out the technical feasibility of ethanol-diesel fuel blends as a diesel engine fuel. Fuel properties essential to the proper operation of a diesel engine were determined for blends containing several concentrations of ethanol in No. 2 diesel fuel. A single-cylinder diesel engine for a power tiller was used for the engine tests, in which load, speed and fuel consumption rate were measured. The fuels used in tests were No. 2 diesel fuel and a blend containing 10-percent ethanol and 90-percent No. 2 diesel fuel. The results of the study are summarized as follows. 1. It was not possible to blend ethanol and No. 2 diesel fuel as a homogeneous solution even though anhydrous ethanol was used. The problem of blending ethanol in No. 2 diesel fuel could be solved by adding butanol about 5% of the amount of ethanol in the blends. 2. Because ethanol had a much lower boiling point ($78.3^{\circ}C$ under atmospheric pressure) than a diesel fuel, it was necessary to store ethanol-diesel fuel blends airtight in order to prevent them from evaporation losses of ethanol. 3. The addition of ethanol to No. 2 diesel fuel lowered the fuel viscosity and the cetane rating, but a blend of 10% ethanol and 90% diesel fuel had a viscosity and a cetane rating well above the KS minimum values for No. 2 diesel fuel. 4. At the rated speed, the specific fuel consumption of No.2 diesel fuel was lower than that of the 10% ethanol blend for the almost entire range of load. However, under the overload condition the specific fuel consumption was lower for the 10% ethanol blend. 5. Under the variable-speed full-load tests, both fuels produced approximately the same torque and power. At the speeds of 1600rpm or below, the specific fuel consumption of No. 2 diesel fuel was lower than that of the 10% ethanol blend. At the speeds of 1600rpm or above, however, the specific fuel consumption was lower for the 10% ethanol blend. 6. At the ambient temperature above $15^{\circ}C$, the use of the 10% ethanol blend in the engine created a vapor lock in the fuel injection pump and stalled the engine. The vapor locking problem was overcome by chilling the surroundings of the fuel injection pump and the cylinder head with water.
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劉壽男,柳寬熙 全南大學校 農漁村開發硏究所 1983 農業科學技術硏究 Vol.18 No.2
This study was carried out to evaluate actual performance of a 8PS diesel engine mounted on a power tiller in rural area. Fourty engines mounted on power tillers were selected randomly in An Sung county. Annual operations, the actual maximum power outputs and specific fuel consumptions (SFC) of the engines were observed by survey and tests. The results are summarized as follows. 1. Annual operation of the engine was averaged as 271 hours. Among the annual operation, 25.5hours, 9.4 percent of the annual operation, were devoted for custom works. 2. Overhaul of the engine to change the piston rings and the cylinder liner was done for 37.5 percent of the engines surveyed after 2-4 years of use, and all the engines used more than 4 years had the overhaul for keeping up power output. Hence, the overhaul is necessary for the engine after 3-4 years of use. 3. The maximum power outputs of the engines were observed as 10.4, 9.5, 9.1, and 8.7PS for the engines used less than 2 years, 2-4 years, 4-6 years and more than 6 years, respectively. It was shown that the maximum power output is decreasing with years of use. 4. The SFC at the maximum power output showed no significant difference among the engines used less than 6 years and was in a range of 228-234g/ps.hr. For the engines used more than 6 years, the SFC was averaged as 271g/ps.hr. 5. Under various load conditions, 1/3, 2/3, 3/3 of the rated power output at the rated speed of 2200 rpm, the SFC were 308-316g/ps.hr, 223-227g/ps.hr, 203-207g/ps.hr for the engines used less than 6 years, respectively. But for the engines used more than 6 years, the SFC were increased to 452g/ps.hr, 288g/ps.hr, 242g/ps.hr, respectively. For the engines used more than 6 years, the SFC exceeded the limit of 235g/ps.hr at the rated power output set by the National Inspection Regulation.
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