• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.19 no.11
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• pp.1067-1071
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• 2006

Prior to destructive testing, diagnostic tests were performed in ten high voltage motors. Diagnostic tests included polarization infer, ac current, dissipation factor$(tan{\delta})$ and partial discharge magnitude. The rewind of motet slater insulation at rated voltage is assessed by the results of these tests. After completing the diagnostic tests, the stator windings of motors were subjected to gradually increasing ac voltage, until the insulation punctured. No. 8 motor failed near rated voltage of 19.0 kV. The breakdown voltage of No. 4 motet was 7.0 kV which is lower that expected for good quality coils in 6.6 kV class motors. The failure was located in a line-end coil at the exit from the core slot. These two motors began operation in 1994. While testing No. 7 motor, flashover occurred between the stator winding and the stator frame at 15 kV. The relationship between the diagnostic test and the drop in insulation breakdown voltage was analyzed.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.25 no.6
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• pp.317-323
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• 2013

A multi-perforated tube indicates the existence of multiple holes of various shapes on the surface of a long cylinder-type or rectangular tube, and a hole installed on the surface is called an orifice, as it is relatively small in size, compared with the surface area of the tube. In this study, the flow characteristics of a circular multi-perforated tube with many orifices on the surface were investigated experimentally and numerically. The volume flowrate issuing from each orifice, discharge angle, effective flow area ratio, and the flow fields around the orifices were measured and visualized, with the variation of the orifice area ratio, at the same blockage ratio. The volume flowrate distributions along the flow direction of the multi-perforated tube tends to be more uniform, as larger orifices were positioned at the inlet side of the multi-perforated tube, compared with no orifice area change along the flow direction.

• Transactions of the Korean Society of Automotive Engineers
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• v.11 no.1
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• pp.217-224
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• 2003

The frost and mist in the windshield disturb the sight of driver and passengers especially in winter. This possibly leads to safety problems. In order to export automobiles to the countries of North America, the safety regulation requires the frost of selected area should be completely melted in 30 minutes. The defrost pattern and time for melting of frost are fully dependent on the flow and temperature field near the windshield. Furthermore, the flow and temperature field near the windshield are dependent on the air discharged from defrost nozzle. The present work has been done for understanding the flow features of the discharged air and internal flow within the nozzle duct. The three dimensional Navier-Stokes code was used for performing the generic A/C duct flow analysis. The present results were nearly coincided with experimental data. To perform the parametric study of the effectiveness of the number of guide vanes, the discharge angle and the location of nozzle were changed. The ratio of volume flow rate through defrost nozzle and side exit were compared to investigate the influence of parameters on the effectiveness of defrost nozzle. The velocity profiles and flow patterns of the defrost nozzle duct were also analyzed.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2006.06a
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• pp.200-203
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• 2006

Prior to destructive testing, diagnostic tests were performed in eight high voltage motors. Diagnostic tests included polarization index, ac current, dissipation factor($tan{\delta}$) and partial discharge magnitude. The rewind of motor stator insulation at rated voltage is assessed by the results of these tests. After completing the diagnostic tests, the stator windings of motors were subjected to gradually increasing ac voltage, until the insulation punctured. No. 1 motor failed near rated voltage of 12.96 kV. The breakdown voltage of No. 4 motor was 6.99 kV which is lower that expected for good quality coils in 6.6 kV class motors. The failure was located in a line-end coil at the exit from the core slot. These two motors began operation in 1994. While testing No. 7 motor, flashover occurred between the stator winding and the stator frame at 15 kV. The relationship between the diagnostic test and the drop in insulation breakdown voltage was analyzed.

• Journal of the Korean Society of Visualization
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• v.21 no.1
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• pp.57-66
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• 2023

In this study, we investigate the effects of a single roughness element on Venturi cavitation. The single roughness element of hemispherical shape is installed at the throat inlet of a Venturi tube. Since the wake behind the roughness element induces an additional pressure drop, cavitation inception occurs at a higher Cavitation number for the Venturi model with the single roughness element than for the Venturi model with no roughness. Cavitation bubbles form along the wake of the roughness element and lengthen in the streamwise direction as the Cavitation number decreases, forming a longitudinal cavitation. With a further decrease in the Cavitation number, the longitudinal cavitation bubble merges with the sheet cavitation initiated from the exit edge of the Venturi tube throat, followed by the shedding of cloud cavitation. The merging of the longitudinal cavitation and sheet cavitation is accompanied by a sudden decrease in the discharge coefficient and an increase in the pressure loss coefficient as it chokes the flow inside the Venturi tube.

• Nuclear Engineering and Technology
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• v.50 no.3
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• pp.356-367
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• 2018

A series of tests dedicated to station blackout (SBO) accident scenarios have been recently performed at the $Prim{\ddot{a}}rkreislauf-Versuchsanlage$ (primary coolant loop test facility; PKL) facility in the framework of the OECD/NEA PKL-3 project. These investigations address current safety issues related to beyond design basis accident transients with significant core heat up. This work presents a detailed analysis using the best estimate thermal-hydraulic code TRACE (v5.0 Patch4) of different SBO scenarios conducted at the PKL facility; failures of high- and low-pressure safety injection systems together with steam generator (SG) feedwater supply are considered, thus calling for adequate accident management actions and timely implementation of alternative emergency cooling procedures to prevent core meltdown. The presented analysis evaluates the capability of the applied TRACE model of the PKL facility to correctly capture the sequences of events in the different SBO scenarios, namely the SBO tests H2.1, H2.2 run 1 and H2.2 run 2, including symmetric or asymmetric secondary side depressurization, primary side depressurization, accumulator (ACC) injection in the cold legs and secondary side feeding with mobile pump and/or primary side emergency core coolant injection from the fuel pool cooling pump. This study is focused specifically on the prediction of the core exit temperature, which drives the execution of the most relevant accident management actions. This work presents, in particular, the key improvements made to the TRACE model that helped to improve the code predictions, including the modeling of dynamical heat losses, the nodalization of SGs' heat exchanger tubes and the ACCs. Another relevant aspect of this work is to evaluate how well the model simulations of the three different scenarios qualitatively and quantitatively capture the trends and results exhibited by the actual experiments. For instance, how the number of SGs considered for secondary side depressurization affects the heat transfer from primary side; how the discharge capacity of the pressurizer relief valve affects the dynamics of the transient; how ACC initial pressure and nitrogen release affect the grace time between ACC injection and subsequent core heat up; and how well the alternative feeding modes of the secondary and/or primary side with mobile injection pumps affect core quenching and ensure stable long-term core cooling under controlled boiling conditions.

• Journal of the Korean Society of Propulsion Engineers
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• v.14 no.6
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• pp.53-59
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• 2010

This research aims in finding a more optimal ejector size for evacuating engine exhaust gasses and 20% of the cell cooling air. The remaining 80% of cell cooling air pumped into the test chamber is separately exhausted from the test chamber via a discharge port fitted with flow control valves and vacuum pump. Unlike its predecessor this configuration utilizes a smaller capture area to improve pressure recovery. The modified ejector size has a diameter of 1100mm enough to evacuate 66kg/s jet engine exhaust in addition to about 20%, 24kg/s of the cell cooling air tapped from the sterling chamber. This configurations has an area ratio of the engine exit and ejector inlet of about 1.2. Simulation results of the proposed ejector configuration, indicates improved pressure recovery.

• The Journal of Korean Medicine Ophthalmology and Otolaryngology and Dermatology
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• v.30 no.3
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• pp.62-75
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• 2017

Objectives : The aim of this study is to evaluate possibility of DITI as prognosis evaluation tool of facial palsy. Methods : We investigate prognosis of facial palsy through EMR(Electronic Medical Record) of inpatient from December 2016 to June 2017. We evaluated the sex, age distribution, length of hospital stay, paralysis site, number of treatment after discharge, change of H-B Grade at entrance and exit, temperature difference of both sides of DITI, and Nerve Conduction Study(NCS) with reference to EMR recorded symptom change. Results : 1. Significant correlations were not found between DITI and House-Brackmann Grade change, NCS(%), the date of admission. 2. There was a negative correlation between NCS(%) and hospitalization period in patients with facial palsy. The higher the NCS, the faster the recovery rate of facial palsy. 3. In patients with facial palsy, the temperature difference between the two sides after the DITI image shows that the affected side tends to be lower than the normal side. Conclusions : In this study, only DITI temperature difference between both sides of face is not significant in determining the prognosis of facial palsy. Further research is needed to conduct DITI at the same time and to improve accuracy through a sufficient assessment of the degree of facial palsy.

• Journal of Korean Neurosurgical Society
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• v.39 no.3
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• pp.183-187
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• 2006

Objective : Hemifacial spasm has characteristic and specific electrophysiological finding, lateral spread response[LSR]. We study the correlation between change of lateral spread response during microvascular decompression[MVD] and clinical outcome after MVD. Methods : Sixty two patients with hemifacial spasm who were treated with microvascular decompression from March 2000 to February 2003 were included in this study. The monitoring of intraoperative facial electromyography[EMG] and brain stem auditory evoked potential were performed. Results : In 28 [44.7%] patients, there was persistence of lateral spread response after vascular decompression in root exit zone of facial nerve. Among these 28 patients, 9 had mild hemifacial spasm at discharge. Three out of 34 patients who had intraoperative disappearance of lateral spread response after MVD had mild hemifacial spasm. But Both groups, disappearance of LSR [Group I], and persistence [Group II] had only 2 patients with mild hemifacial spasm, and 5 patients at 3 months, respectively. Conclusion : Although intraoperative EMG monitoring is very useful in assessing the efficacy of MVD, the clinical outcome of MVD in patient with hemifacial spasm does not always correlate with EMG finding. The prognostic value of intraoperative LSR monitoring in the long-term results is questionable.

• Korean Chemical Engineering Research
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• v.52 no.1
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• pp.81-87
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• 2014

Flow characteristics and the operating range of gas velocity was investigated for a two-stage bubbling fluidized-bed (0.1 m-i.d., 1.2 m-high) that had continuous solids feed and discharge. Solids were fed in to the upper fluidized-bed and overflowed into the bed section of the lower fluidized-bed through a standpipe (0.025 m-i.d.). The standpipe was simply a dense solids bed with no mechanical or non-mechanical valves. The solids overflowed the lower bed for discharge. The fluidizing gas was fed to the lower fluidized-bed and the exit gas was also used to fluidize the upper bed. Air was used as fluidizing gas and mixture of coarse (< $1000{\mu}m$ in diameter and $3090kg/m^3$ in apparent density) and fine (< $100{\mu}m$ in diameter and $4400kg/m^3$ in apparent density) particles were used as bed materials. The proportion of fine particles was employed as the experimental variable. The gas velocity of the lower fluidized-bed was defined as collapse velocity in the condition that the standpipe was emptied by upflow gas bypassing from the lower fluidized-bed. It could be used as the maximum operating velocity of the present process. The collapse velocity decreased after an initial increase as the proportion of fine particles increased. The maximum took place at the proportion of fine particles 30%. The trend of the collapse velocity was similar with that of standpipe pressure drop. The collapse velocity was expressed as a function of bulk density of particles and voidage of static bed. It increased with an increase of bulk density, however, decreased with an increase of voidage of static bed.