• Nuclear Engineering and Technology
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• v.54 no.6
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• pp.2048-2054
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• 2022

The coolant temperature feedback coefficient is an important parameter of reactor core power control system. To study the coolant temperature feedback coefficient influence on the core power control system of small PWR, the core power control system is built with the nonlinear model and fuzzy control theory. Then, the uncertainty quantification method of reactor core parameters is established based on the Latin hypercube sampling method and the Bootstrap method. Finally, under the conditions of reactivity step perturbation and coolant inlet temperature step perturbation, uncertainty analysis for two cases is carried out. The result shows that with fuzzy controller and fuzzy PID controller, the uncertainty of the coolant temperature feedback coefficient affects the core power control system, and the maximum uncertainties of core relative power, coolant temperature deviation, fuel temperature deviation and total reactivity are acceptable.

• Restorative Dentistry and Endodontics
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• v.10 no.1
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• pp.161-168
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• 1984

The purpose of this study was to examine the effect of heat generated by rotating bur on the dental hard tissue in vitro. Freshly extracted molar teeth with normal appearance from early 20's male were collected and experimental teeth were divided into 4 groups and the teeth in each group were prepared class I cavity with different clinical procedures as follows. The four methods were. I. 20,000rpm without coolant II. 20,000rpm with coolant III. 500,000rpm without coolant IV. 500,000rpm with coolant Five teeth were reserved intact as a control group. These teeth were longitudinally split into two parts by means of chisel after class I cavity preparation. In a control group 5 parts were boiled in water for 20 minutes and the other 5 specimens were not boiled. All specimens were immersed in 2% methylene blue dye solution and the image of dye penetration was examined and photographed under stereomicroscope. Followings were the results obtained through the study. 1. In control group, dye penetration of the unboiled specimens was increased than with the boiled group. 2. The specimens prepared cavity without coolant showed decreased dye penetration than with the coolant group. 3. 20,000rpm without coolant group showed the least dye penetration. 4. 500,000rpm with coolant group showed similar level of dye penetration to the unboiled specimens from the control group.

• Transactions of the Korean Society of Automotive Engineers
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• v.8 no.4
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• pp.51-58
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• 2000

It is well known that the majority of the emissions measured from vehicle exhaust in the US Federal Test Procedure(FTP-75) are emitted during the first 60 seconds. This paper describes an experimental study on SI engine emissions reduction after cold start with interval secondary air injection and coolant control. Secondary air injection after cold start to reduce exhaust emissions causes an exothermic reaction at the exhaust port and gives sufficient air to the catalyst. For that reason engine-out emissions oxidized in the exhaust port and the rapid heating of a catalytic converter after cold start with CSAI and ISAI are estimated. The influence of the coolant temperature on SI engine emissions has been estimated. In the present studycoolant control of the cylinder head tempeature is used to investigate the effect of coolant temperature on SI engine emissions. The results show that engine-out hydrocarbon and carbon monoxide emissions are considerably reduced with interval secondary air injection and coolant control.

• Transactions of the Korean Society of Automotive Engineers
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• v.3 no.5
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• pp.17-23
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• 1995

A numerical analysis on engine coolant is made by the use of FVM based general purpose 3 dimensional Navier-Stokes solver, TURB-3D. Numerical solutions are verified by comparison with the experimental data of Lotus model. The results show a good qualitative as well as quantitative comparison. Coolant flow rate control is attempted through adjusting the cross section area of passage base on the results of an original coolant passage. It is concluded from the results that the flow rate control is possible as attempted, and thus can be used in the real engine design.

• The Journal of Korean Academy of Prosthodontics
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• v.14 no.1
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• pp.47-54
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• 1976

Pulpal temperature is changed in response for various conditions which were mechanical, thermal, chemical and biological stimuli. This study was performed to determine the pulpal temperature changes which were using air turbine with air-water coolant, water coolant, and conventional dental engine with water coolant and no coolant on 28 canine of dogs. In order to record pulpal temperature, pulp chamber was opened on the labiocervical area of canine. Thermocouple was inserted into pulp chamber and was fixed with filling material(dycal). Changes of pulpal temperature were recorded on the physiograph, which had been standardized temperature degree, through thermocouple to thermistor bridge and carrier preamplifier. The amount of experimental temperature change to that of control was interpreted in the pulpal cavity. The obtained results were as followings: 1. The mean normal temperature was 33.07 centigrade. 2. The temperature was decreased than normal pulpal temperature. It was 12.04 centigrade in reduction by air turbine with air-water coolant, 7.17 centigrade in reduction by air turbine with air coolant, 5.54 centigrade in reduction by conventional engine with water coolant, and 1.26 centigrade in reduction by conventional engine with no coolant. 3. The time for maximal temperature change was 53.3 seconds in reduction by air turbine with air-water coolant, 73.4 seconds in reduction by air turbine with air coolant, 50.9 seconds in reduction by conventional engine with water coolant, and 27.1 seconds in reduction by conventional engine with no coolant. 4.. After reduction was ceased, the recovery time to normal pulp temperature was 287.1 seconds in air turbine with air-water coolant, 189.0 seconds in air turbine with air coolant, 86.9 seconds in conventional engine with water coolant, and 52.9 seconds in conventional engine with no coolant respectively.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.26 no.7
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• pp.329-334
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• 2014

This study indicated the possibility of energy regeneration from waste coolant heat, by using thermoelectric generation integrated with heat pipe. The internal combustion engine rejects more than 60% wasteful energy to the atmosphere by heat. The thermoelectric generator has recently been studied, to convert the energy from engine waste heat into electricity. For coolant waste heat recovery, a thermoelectric generator was investigated, to find out the possibility of vehicular application. Performance characteristics were conducted with various test conditions of coolant temperature, coolant mass flow rate, air temperature, and air velocity, with the thermoelectric generator installed either horizontally or vertically. Experimental results show that the electric power and conversion efficiency increases according to the temperature difference between the hot and cold side of the thermoelectric generator, and the coolant flow rate of the hot side heat exchanger. Performance improvement can be expected by optimizing the heat pipe design.

• Journal of the Semiconductor & Display Technology
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• v.21 no.1
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• pp.33-38
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• 2022

This study investigates the outlet temperature of coolant heater based on heat and flow volume conditions. Through computer simulation, the coolant temperature at the outlet was analyzed to investigate the heat and flow volume conditions of the coolant heater, and the optimal conditions were derived. Results show that heat and flow volume conditions, it was confirmed that heat condition is 0.424 W/mm³, and flow volume condition is 500 l/h, demonstrates optimal conditions. The results of this study can be utilized to efficiently control the coolant temperature through various heat and flow volume conditions.

• Transactions of the Korean Society of Automotive Engineers
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• v.8 no.5
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• pp.121-128
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• 2000

Simple design methods were developed to control the coolant flow rates through cylinder head gasket holes. Applying the concept of flow through an obstruction the ratio of intake to exhaust side flow rates could be easily controlled while maintaining the flow rates per cylinder of the original model. Flow distribution in the coolant passage of the original model was calculated by CFD and the flow rates at the gasket holes were modified based on the calculation results. The calculated flow rated of the modified gasket holes were reasonably close to target values. For more accurate control of the flow rate distribution, a design method with iterative CFD calculations was also suggested. The final size of gasket holes for the target flow rates were obtained just after a few optimization iterations. These methods can be very useful for the optimization of heat transfer characteristics in engine cylinder head and block.

• Proceedings of the KSME Conference
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• 2008.11b
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• pp.3001-3006
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• 2008

Recently, the internal combustion engines have focused on reducing both the CO2 emissions in order to cope with severe regulations for greenhouse effect. Therefore, various new technologies have been developed in many countries. Among them, the cooling system is spotlighted because it has great effect on fuel efficiency. However, the present engine cooling system is almost same as one of the 50 years ago. The needs for high performance and compact size make it important to improve engine cooling system, down-sizing and control method of coolant flow. Thus, low fuel consumption technology such as control and synthetic management of cooling system was necessary to satisfy with these needs. In this study, we applied electric thermostat to improve the fuel economy. The fuel consumption was compared after driving FTP-75 mode on both conditions which were with a conventional wax thermostat and with a electric thermostat. The coolant temperature of opening the electric thermostat is higher.

• Nuclear Engineering and Technology
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• v.52 no.10
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• pp.2204-2220
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• 2020

An open-pool type research reactor is designed and operated considering the accessibility around the pool top area to enhance the reactor utilization. The reactor structure assembly is placed at the bottom of the pool and filled with water as a primary coolant for the core cooling and radiation shielding. Most radioactive materials are generated from the fuel assemblies in the reactor core and circulated with the primary coolant. If the primary coolant goes up to the pool surface, the radiation level increases around the working area near the top of the pool. Hence, the hot water layer is designed and formed at the upper part of the pool to suppress the rising of the primary coolant to the pool surface. The temperature gradient is established from the hot water layer to the primary coolant. As this temperature gradient suppresses the circulation of the primary coolant at the upper region of the pool, the radioactive primary coolant rising up directly to the pool surface is minimized. Water mixing between these layers is reduced because the hot water layer is formed above the primary coolant with a higher temperature. The radiation level above the pool surface area is maintained as low as reasonably achievable since the radioactive materials in the primary coolant are trapped under the hot water layer. The key to maintaining the stable hot water layer and keeping the radiation level low on the pool surface is to have a stable flow of the primary coolant. In the research reactor with a downward core flow, the primary coolant is dumped into the reactor pool and goes to the reactor core through the flow guide structure. Flow fields of the primary coolant at the lower region of the reactor pool are largely affected by the dumped primary coolant. Simple, circular, and duct type discharge headers are designed to control the flow fields and make the primary coolant flow stable in the reactor pool. In this research, flow fields of the primary coolant and hot water layer are numerically simulated in the reactor pool. The heat transfer rate, temperature, and velocity fields are taken into consideration to determine the formation of the stable hot water layer and primary coolant flow. The bulk Richardson number is used to evaluate the stability of the flow field. A duct type discharge header is finally chosen to dump the primary coolant into the reactor pool. The bulk Richardson number should be higher than 2.7 and the temperature of the hot water layer should be 1 ℃ higher than the temperature of the primary coolant to maintain the stability of the stratified thermal layer.