• Transactions of the Korean Society of Mechanical Engineers A
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• v.37 no.2
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• pp.241-248
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• 2013

In this study, bearings were developed for a high-power propulsion motor operating in inclined operation conditions through a simulation and similitude-experimental methods using commercial rotating machinery dynamics analysis software. The developed journal bearing is electrically insulated and has low thermal conductivity because each part is connected with 2-4 -mm-thick epoxy plates. To realize an appropriate oil thickness, an oil lift system is adopted, and a half separated structure is applied to ensure the feasibility of maintaining very heavy components. This study discusses some of the key design aspects of sleeve bearing design for high-torque and low-speed propulsion motor applications. Furthermore, the conditions of variable slope tests are examined to prevent oil leakage from the bearing lip seal on the test rig.

• Journal of Soil and Groundwater Environment
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• v.18 no.7
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• pp.73-80
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• 2013

Fine suspended solids from coal mine drainage were treated in the treating plant, using two different pilot-scale inclined clarifiers: radial and lamella types. Suspended solids in the mine drainage were monitored along with other geochemical factors, and metal contents. Fe and Mn are the main chemical components in the drainage, which exist predominantly as total metal forms, whereas dissolved portion is negligible. The raw mine drainage is subject to physical and chemical treatment using $CaCO_3$ and NaOH, therefore the suspended solids are thought to be composed of Fe and Mn precipitates, possibly $Fe(OH)_3$, along with carbonate precipitates. The elemental composition of precipitates are confirmed by SEM-EDS analysis. As nearly all the dissolved ions were precipitated in the primary process by $CaCO_3$, no further aeration or prolonged oxygenation are of necessity in this plant. Adoption of inclined clarifier proved to be effective in treating fine suspended solids in the current plant. Successful application of the inclined clarifier will also be beneficial to improve the current treating process by excluding the current application of chemical agent in the first stage. The final effluents from the pilot plant meet the national standards and the low dissolved Fe and Mn contents are expected not to cause secondary precipitation after discharge.

• Transactions of the Korean Society of Mechanical Engineers
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• v.8 no.2
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• pp.145-153
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• 1984

In the present work, a computer simulation is performed employing Hottel-Whillier-Bliss model for thermal performance of solar collectors. The major collector parameters examined in the computer simulation are: number of transparent glass covers(N), thermal emissivity of the absorbing plate surface (.epsilon.$_{P}$), absorptivity of absorber plate (.alpha.$_{p}$), flow rate per unit area of collector (G), $L_{b}$ / $k_{b}$ of insulation material, tilt angle of collector (S), and solar insolation(I). By varying numerical values of the major collector parameters around their typical values, the corresponding variations in thermal efficiency curves are examined. In addition, an experimental investigation has been carried out with a slightly modified KAIST collector test loop under a real sun condition in order to compare with the simulation results, examine the applicability of the mathematical model of the collector thermal performance, and study the effect of variation of flow rate (G) on thermal efficiency and the range of optimum flow rate.e.

• Journal of the Korean Wood Science and Technology
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• v.37 no.1
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• pp.48-55
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• 2009

In the glulam beam deflection it is necessary to check the reliability of theory formula, because of wood anisotropy and wood qualities (knot, slop of grain). In this experiment, when bending stress occurred on glulam, practice deflection of glulam measuring with AICON DPA-Pro 3D system were compared with prediction deflection calculated as substituting MOE through non-destructive testing and static MOE through bending test in differential equation of deflection curve. MOE using ultrasonic wave tester of laminae, MOE using natural frequencies of longitudinal vibrations ($E_{cu}$, $E_{cf}$), MOE using ultrasonic wave tester of glulam ($E_{gu}$) and MOE using natural frequencies of longitudinal vibrations ($E_{gf}$) were substituted in this experiment. When practice deflection measured by 3D system was compared with prediction deflection calculated with differential equation of deflection curve, within proportional limit the ratio of practice deflection and prediction deflection was similar as 1.12 and 1.14, respectively. Deflection using ultrasonic wave tester was 0.89 and 0.95, Deflection using natural frequencies of longitudinal vibrations was 1.07 and 1.10. The results showed that prediction deflection calculated by substituting using non-destructive MOE of glulam having anisotropy in differential equation of deflection curve was agreed well with practice deflection.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.3
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• pp.602-608
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• 2019

The purpose of this study was to calculate the temperature difference of the sectional elevation according to the asphalt thickness of the steel box girder bridge deck and provide data on the design basis accordingly. Asphalt thicknesses produced four steel box girder model specimens of 0mm, 50mm, 100m and 150mm. In each model, 17 to 23 temperature sensors were attached to upper concrete and steel box girders. Six temperature gauges were selected to compare the temperature difference with Euro codes. The maximum and lowest temperature were calculated at the reference atmospheric temperature of each model, and the temperature difference (slope) was calculated based on this calculation. Four models of temperature difference are presented at each model. The 0mm to 100mm temperature difference models showed a -0.9 to -1.5 degree lower temperature difference compared to the temperature difference of Euro codes at the top of the slab. Overall, the measured temperature difference was found to be between 5.45% and 8.33% compared to the Euro code. The standard error coefficient, which was calculated by multiplying the average temperature with the standard error, was calculated from a range of 2.50 to 2.51 times the average at the top and bottom. It is estimated that the proposed temperature difference model can be used as a basic data when calculating temperature difference criteria for bridges in Korea.

• Journal of the Korean Professional Engineers Association
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• v.28 no.4
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• pp.54-75
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• 1995

This synthesis has been prepared from a review of literature on Truck Escape Ramps technology and a survey of current practice by state department of transportation. Their locations have been determined usually from a combination of accident experience and en-gineering judgement, but new tools are emerging that can identify needs and sites without waiting for catastrophic accidents to happen. The Grade Severity Rating Systems holds promise in this regard. Design Procedures for truck excape ramps continue to evolve. Gravel arrester beds are clearly the preferred choice across the country Rounded aggregate, uniformly graded in the approximate size range of 13 to 18mm. Tech-nical publications typically have dassified TER types as paved gravity, sandpile, and ar-rester bed ramps. The design speed for vehicle entry into the ramp in critical to the deter-mination of ramp length. An escape ramp should be designed for a minimum entry speed of 130km/hr, a 145km/hr design being preferred. The ramps should be straight and their angle to the roadway align-ment should be as possible. The grade of truck escape ramps show the adjustment of ramp design to local topography, such as the tradeoff of ramp length against earthwork requirements. A width of 9 to 12m would more safety acommodate two or more outof con-trol vehicles. Reguarding comments on the most effective material, most respondents cited their own specification or referred to single graded, rounded pea gravel. The consensus essentially Is that single graded, well -rounded gravel is the most desirable material for use in arrester beds. The arrester beds should be constructed with a minimum aggregate depth of 30cm. Successful ramps have used depths between 30 and 90cm.