GPS 데이터를 이용한 차량의 연료소모량 연산법 연구

고광호,Ko, Kwang-Ho 한국산업융합학회 2020 한국산업융합학회 논문집 Vol.23 No.6

It's important to measure fuel consumption of vehicles. It's possible to monitor green house gas from vehicles for various traffic conditions with the measured data. It's effective to eco-drive for drivers with fuel consumption data also. There's a display of fuel consumption in the modern vehicles, but it's not useful to get the data from the display. An estimating method for fuel consumption of a vehicle is suggested in the study. It's a simple but an effective method using GPS data. The GPS data(speed, acceleration, road slope) and vehicle data(weight, frontal area, model year, certified fuel economy) is necessary to estimate the fuel consumption for the method. It calculates driving resistance force to estimate engine power. Then it estimates the necessary fuel consumption to maintain the engine power with fuel-power conversion factor. The conversion factor is corrected with certified fuel economy, model year and rated power. The precision of the methods is checked with road test data. The test driving data was measured with GPS and OBD. The error of the estimated fuel consumption for the measured one is about 1.8%. But the error is large for the 1000 and 100 data number from the total data number of about 10,000. The error is from the larger change range of the GPS data than the one of the measured fuel consumption data. But the proposed estimating method is useful to percept the fuel consumption change for better fuel economy with simple gadget like smart phone or other GPS instruments.

Code Requirements for Fuel Handling Equipment at Nuclear Power Plant

장상균,강태교,김종민,정종필 한국방사성폐기물학회 2022 방사성폐기물학회지 Vol.20 No.1

This study provides technical information about the nuclear fuel handling process, which consists of various subprocesses starting from new fuel receipt to spent fuel shipment at a nuclear power plant and the design requirements of fuel handling equipment. The fuel handling system is an integrated system of equipment, tools, and procedures that allow refueling, handling and storage of fuel assemblies, which comprise the fuel handling process. The understanding and reaffirming of detailed code requirements are requested for application to the design of the fuel handling and storage facility. We reviewed the design requirements of the fuel handling equipment for its adequate cooling, prevention of criticality, its operability and maintainability, and for the prevention of fuel damage and radiological release. Furthermore, we discussed additional technical issues related to upgrading the current code requirements based on the modification of the fuel handling equipment. The suggested information provided in this paper would be beneficial to enhance the safety and the reliability of the fuel handling equipment during the handling of new and spent fuel.

상용 수소전기차 도입을 위한 연료비용 경쟁력 분석

백현조,박지영,김자인 한국교통연구원 2021 交通硏究 Vol.28 No.1

Fuel Cell Electric Vehicles(FCEVs) are emerging as carbon-neutral solution for long haul and heavy-duty commercial vehicle such as bus, taxi and truck. Especially, fuel cost competitiveness is a crucial factor considering the long life cycle of commercial vehicles. Therefore, this study analyzed the changes in fuel costs in the conversion of representative models of commercial FCEV. The types of commercial FCEV are buses which is running on the actual route and taxis and trucks that are in the pilot stage, but are highly likely to be commercialized, comparing the representative models currently used with FCEV. The fuel unit price and fuel economy of the FCEV model currently used were selected as factors affecting the fuel costs. The change in fuel costs and the appropriate hydrogen fuel unit price were analyzed according to the variation of the two factors. As a result, The higher the unit price of existing fuel or the higher the fuel economy of hydrogen fuel, the more cost-competitive the hydrogen fuel is. In addition, it was analyzed that the market competitiveness of FCEV will increase if fuel subsidies currently supported for commercial vehicles are finished and converted to a low-carbon fuel-centered support system. Assuming that the changes of current fuel price and fuel economy of FCEVs, the hydrogen fuel price, which becomes the same as the fuel cost of FCEVs, has been calculated. The results showed that fuel cell electric taxis can have price competitiveness in the range of 5,306 to 9,131 won/kg, 3,203 to 5,512 won/kg for fuel cell electric buses, and 2,013 to 3,464 won/kg for fuel cell electric trucks. 친환경 미래모빌리티로서 수소전기차가 등장하고 버스, 택시, 트럭 등 상용차까지 도입 차종이 확대되고 있다. 상용차 차종선택에 있어서 경제성은 중요한 선택요인이다. 특히 차종 특성상 총 소유비용에서 연료비용이 차지하는 비율은 차량가격보다 높다. 따라서 차종 전환에 있어서 연료비용 경쟁력은 매우 중요하다. 본 연구는 수소전기차 도입 차종 중 상용차를 대상으로 연료비용 가격경쟁력을 분석하고 가격경쟁력에 영향을 미치는 요인별로 민감도 분석을 실시하였다. 대상 차종은 이미 국내에도 출시된 수소버스와 출시 계획중인 수소택시와 수소트럭의 총 3종을 선택했고 기존 차종과 연료비용을 비교했다. 각 차종별 내구연한 동안 연료비용을 비교한 결과 수소택시는 795만원, 수소버스는 1억 9천만원, 수소트럭은 2억 5천만원의 추가 비용이 발생하는 것으로 나타났다. 장래 기존 연료가격 변동과 수소전기차 연비 향상을 가정하고 민감도 분석을 실시했다. 그 결과 수소택시는 수소 연료단가 약 5,306원~9,131원/kg, 수소버스는 3,203원~5,512원/kg, 수소트럭은 2,013원~3,464원/kg 가격 범위에서 연료비용 경쟁력을 갖는 것으로 나타났다.

FUEL PERFORMANCE CODE COSMOS FOR ANALYSIS OF LWR UO2 AND MOX FUEL

BYUNG-HO LEE,구양현,JAE-YONG OH,Jin-SikCheon,YOUNG-WOOK TAHK,손동성 한국원자력학회 2011 Nuclear Engineering and Technology Vol.43 No.6

The paper briefs a fuel performance code, COSMOS, which can be utilized for an analysis of the thermal behavior and fission gas release of fuel, up to a high burnup. Of particular concern are the models for the fuel thermal conductivity, the fission gas release, and the cladding corrosion and creep in UO2 fuel. In addition, the code was developed so as to consider the inhomogeneity of MOX fuel, which requires restructuring the thermal conductivity and fission gas release models. These improvements enhanced COSMOS’s precision for predicting the in-pile behavior of MOX fuel. The COSMOS code also extends its applicability to the instrumented fuel test in a research reactor. The various in-pile test results were analyzed and compared with the code’s prediction. The database consists of the UO2 irradiation test up to an ultra-high burnup, power ramp test of MOX fuel, and instrumented MOX fuel test in a research reactor after base irradiation in a commercial reactor. The comparisons demonstrated that the COSMOS code predicted the in-pile behaviors well, such as the fuel temperature, rod internal pressure, fission gas release, and cladding properties of MOX and UO2 fuel. This sufficient accuracy reveals that the COSMOS can be utilized by both fuel vendors for fuel design, and license organizations for an understanding of fuel in-pile behaviors.

FUEL PERFORMANCE CODE COSMOS FOR ANALYSIS OF LWR UO₂ AND MOX FUEL

Lee, Byung-Ho,Koo, Yang-Hyun,Oh, Jae-Yong,Cheon, Jin-Sik,Tahk, Young-Wook,Sohn, Dong-Seong Korean Nuclear Society 2011 Nuclear Engineering and Technology Vol.43 No.6

The paper briefs a fuel performance code, COSMOS, which can be utilized for an analysis of the thermal behavior and fission gas release of fuel, up to a high burnup. Of particular concern are the models for the fuel thermal conductivity, the fission gas release, and the cladding corrosion and creep in $UO_2$ fuel. In addition, the code was developed so as to consider the inhomogeneity of MOX fuel, which requires restructuring the thermal conductivity and fission gas release models. These improvements enhanced COSMOS's precision for predicting the in-pile behavior of MOX fuel. The COSMOS code also extends its applicability to the instrumented fuel test in a research reactor. The various in-pile test results were analyzed and compared with the code's prediction. The database consists of the $UO_2$ irradiation test up to an ultra-high burnup, power ramp test of MOX fuel, and instrumented MOX fuel test in a research reactor after base irradiation in a commercial reactor. The comparisons demonstrated that the COSMOS code predicted the in-pile behaviors well, such as the fuel temperature, rod internal pressure, fission gas release, and cladding properties of MOX and $UO_2$ fuel. This sufficient accuracy reveals that the COSMOS can be utilized by both fuel vendors for fuel design, and license organizations for an understanding of fuel in-pile behaviors.

Analyses and improvement of fuel temperature coefficient of rock-like oxide fuel in LWRs from neutronic aspect

Shelley, Afroza Korean Nuclear Society 2020 Nuclear Engineering and Technology Vol.52 No.6

Fuel temperature coefficient (FTC) of PuO₂+ZrO₂ (ROX) fueled LWR cell is analyzed neutronically with reactor- and weapons-grade plutonium fuels in comparison with a U-free PuO₂+ThO₂ (TOX), and a conventional MOX fuel cells. The FTC value of a ROX fueled LWR is smaller compared to a TOX or a MOX fueled LWRs and becomes extremely positive especially, at EOL. This is because when fuel temperature is increased, thermal neutron spectrum is shifted to harder, which is extreme at EOL in ROX fuel than that in TOX and MOX fuels. Consequently at EOL, ²³⁹Pu and ²⁴¹Pu contributes to positive fuel temperature reactivity (FTR) in ROX fuel, while they have negative contribution in TOX and MOX fuels. The FTC problem of ROX fuel is mitigated by additive ThO₂, UO₂ or Er₂O₃. In ROX-additive fuel, the atomic density of fissile Pu becomes more than additive free ROX fuel especially at EOL, which is the main cause to improve the FTC problem. The density of fissile Pu is more effective to decrease the thermal spectrum shifts with increase the fuel temperature than additive ThO₂, UO₂ or Er₂O₃ in ROX fuel.

Ignition delay time and sooting propensity of a kerosene aviation jet fuel and its derivative blended with a bio-jet fuel

Han, Hee Sun,Kim, Chul Jin,Cho, Cheon Hyeon,Sohn, Chae Hoon,Han, Jeongsik Elsevier 2018 Fuel Vol.232 No.-

<P><B>Abstract</B></P> <P>Ignition delay time and sooting index of kerosene blended with a bio-jet fuel is measured for a comparative study with general aviation fuels. The new blended fuel is similar to a kerosene jet fuel (Jet A-1 or Korean domestic jet fuel) in terms of properties, H/C ratio, density, and heat of combustion. But, its ignition characteristics and sooting propensity are different from those of Jet A-1. Ignition delay time is measured by a shock tube and it is found that the blended fuel of kerosene and a bio-jet fuel has NTC (negative temperature coefficient) behavior. Ignition delay times of the blended fuel are compared with those of jet fuels (Jet A-1 and Jet A) over a wide range of temperature from 700 K to 1200 K at 20 atm. The blended fuel has shorter ignition delay time at low temperature below 900 K. It can be explained by short ignition delay of components in a bio-jet fuel at low temperature. In terms of sooting propensity, blending with a bio-jet fuel reduces the propensity remarkably to a half.</P>

REDUCTION OF EMISSIONS WITH PROPANE ADDITION TO A DIESEL ENGINE

J. LEE,S. CHOI,H. KIM,D. KIM,H. CHOI,민경덕 한국자동차공학회 2013 International journal of automotive technology Vol.14 No.4

Recent studies on dual-fuel combustion in compression–ignition (CI) engines, also known as diesel engines,fall into two categories. In the first category are studies focused on the addition of small amounts of gaseous fuel to CI engines. In these studies, gaseous fuel is regarded as a secondary fuel and diesel fuel is regarded as the main fuel for combustion. The objectives of these studies typically involve reducing particulate matter (PM) emissions by using gaseous fuel as a partial substitution for diesel fuel. However, the addition of gaseous fuel raises the combustion temperature, which increases emissions of nitrogen oxides (NOx). In the second category are studies focused on reactivity-controlled compression–ignition (RCCI) combustion. RCCI combustion can be implemented by early diesel injection with a large amount of low-reactivity fuel such as gasoline or gaseous fuel. Although RCCI combustion promises lower NOx and PM emissions and higher thermal efficiency than conventional diesel combustion, it requires a higher intake pressure (usually more than 1.7 bars) to maintain a lean fuel mixture. Therefore, in this study, practical applications of dual-fuel combustion with a low air–fuel ratio (AFR),which implies a low intake pressure, were systemically evaluated using propane in a diesel engine. The characteristics of dualfuel combustion for high and low AFRs were first evaluated. The proportion of propane used for four different operating conditions was then increased to decrease emissions and to identify the optimal condition for dual-fuel combustion. Although the four operating conditions differ, the AFR was maintained at 20 (Φ approximately equal to 0.72) and the 50% mass fraction burned (MFB 50) was also fixed. The results show that dual-fuel combustion can reduce NOx and PM emissions in comparison to conventional diesel combustion.

Neutron Detection and Counting According to Burnup History Using MCNP

Sohee Cha,Jinhyun Sung,Kwangheon Park 한국방사성폐기물학회 2023 한국방사성폐기물학회 학술논문요약집 Vol.21 No.1

Recently, the spent fuel pools withdrawn from nuclear power plants in Korea have been saturated. Therefore, specific regulations on the management of spent fuel pools, such as transportation and intermediate storage are needed. The burnup history is directly related to the management of spent nuclear fuel. This is because the decision to handle nuclear fuel may vary depending on the initial concentration of nuclear fuel, the degree to which nuclear fuel is irradiated and radioisotope nuclides are decayed, and the cooling state in the spent nuclear fuel storage tank. The purpose of this study is to determine the burnup of fuel based on the value obtained by scanning the surface of spent nuclear fuel through a neutron detector. Conversely, a database of neutron signals that scan bundles of spent nuclear fuel with an instrument with an already identified combustion history needs to be completed. First of all, the correlation between burnup history and nuclides was identified in previous studies. By setting the burnup history as the input value in the ORIGEN-ARP code, it was possible to identify the radioactive isotopes remaining in the bundle of nuclear fuel. Neutrons can finally be measured based on the amount of nuclide inventory that constitutes spent nuclear fuel. Through MCNP, the neutron detector was simulated and signals were measured to confirm how it correlates with the previously acquired burnup history database. In addition, the M (sub-critical multiplication) value, which is essential for neutron measurement, was checked to confirm the degree to which additional neutrons were generated in spent nuclear fuel in a subcritical state. The target nuclear fuel assembly was CE16×16, WH14×14, and WH17×17, which confirmed the correlation (1) between burnup, enrichment, and cooling time with the previous research topic, TNSI (Total neutron source intensity). ??????/???? = 0.83?????.??? ? ?????.???? ? ??.?????? ?1? A neutron signal will be obtained from the case according to each burnup history constituting this database. In particular, PAR=SF, a function that calculates the production amount of the fission product, was used. To confirm the computational logic of SF, it was confirmed whether a reasonable calculation was made by calculating with a nuclide spectrum.

Liquid fuel processing for hydrogen production: A review

Bae, Joongmyeon,Lee, Sangho,Kim, Sunyoung,Oh, Jiwoo,Choi, Seunghyeon,Bae, Minseok,Kang, Inyong,Katikaneni, Sai P. Elsevier 2016 International journal of hydrogen energy Vol.41 No.44

<P><B>Abstract</B></P> <P>Liquid fuel processing technologies have attracted attention because of the increasing importance of energy and environmental problems. Liquid fuels such as gasoline and diesel are promising hydrogen sources because of their high hydrogen densities, widespread applications and well-constructed infrastructure. Liquid fuels can be used in various applications, such as fuel cells, through liquid fuel processing. Pure hydrogen or natural gas has been used depending on the fuel cell type. However, pure hydrogen and natural gas are unavailable in some applications and areas. Therefore, fuel cell applications can be diversified by using liquid fuels. The liquid fuel delivery, catalytic reforming and reformate cleaning processes have been investigated for producing hydrogen-rich gases. Some kW-class reactors have also been developed for practical applications. This paper will summarize and discuss each liquid fuel processing technology and the kW-class reactors for converting liquid fuels into hydrogen-rich gases in a stable manner.</P> <P><B>Highlights</B></P> <P> <UL> <LI> The current status on liquid fuel processing for producing hydrogen is discussed. </LI> <LI> Fuel delivery, catalysts, and reformate cleaning are investigated in detail. </LI> <LI> kW-class reforming reactors have been introduced from various research groups. </LI> </UL> </P>