• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.31 no.1
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• pp.29-44
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• 1995

A model experiment on the pair midwater trawl net applicable to 800 PS class Korean pair bottom trawlers was carried out in the special-prepared experimental thank. the tank was prepared as a reverse trapezoid shape in its vertical section by digging out flat soil. The dimension of the tank showed the 9.6 W$\times$43.0 L(m) of the upper fringe and the 4.8 W$\times$38.0 L(m) of the bottom with 3.0m in depth. The depth of water was maintained 2.7m during experiment. The model net was prepared based on the Tauti's similarity law of fishing gear in 1/30 scale considering the dimension of the experimental tank. Mouth performance of the model net during towing were determined by the photographs taken in front of the net mouth with the combinations of towing velocity, warp length and distance between paired boats. The results obtained can be summarized as follows: 1. Vertical opening of the model nets A and B was varied in the range of 0.18~0.88 m and 0.21~0.78 m (which can be converted into 5.4~26.4m and 6.3~23.4 m in the full-scale net) respectively, and was varied predominantly by towing speed. Vertical opening (H which is appendixed m for the model net. f for the full-scale net. A and B for the types of the model net) can be expressed as the function of towing velocity$V_t$as in the model net $V_t$ : m/ sec)$H_{mA}$=1.67$e^{-1.65V_t}$ $H_{mB}$=1.15$e^{-1.13V_t}$, in the full-scale net ($V_t$ : k't) $H_{fA}$=50.27$e^-0.37V_t$ $H_{fB}$=34.46$e^{-0.26Vt}$. 2. Horizontal opening of the model nets An and b was varied in the range of 1.03~1.54m and 1.04~1.55 m (which can be converted into 30.9~46.2 m and 31.2~46.5m in the full-scale net) respectively, and was varied predominantly by distance between paired boats. Horizontal opening (W, appendixes are as same as the former) an be expressed as the function of distance between paired boats $D_b$as in the model net $W_{mA}$=0.69+0.09$D_b$ $W{mB}$=0.73+0.09$D_b$, in the full-scale net $W_{fA}$=20.81+0.09$D_b$ $W_{fB}$=22.11+0.09$D_b$ 3. Net opening area of the model net A and B was varied in the range of 0.28~1.04 $m^2$ and 0.33~0.94$m^2$(which can be converted into 252~936$m^2$ and 297~846$m^2$ in the full-scale net) respectively, and was varied predominantly by towing velocity. Net opening area ($S$, appendixes are as same as the former) van be expressed as the function of towing velocity$V_t$ as in the model net $v_t$ : m/sec) $S_{Ma}$=2.01$e^{-1.54V_T}$ $S_{mA}$=1.40$e^{-1.65V_t}$, in the full-scale net ($V_t$ : k't) $S_{fA}$=1.807$e^-0.35V_t$ $S_{fA}$=1.265$e^{-0.24V_t}$. 4. Filtering volume of the model nets A and B was varied in the range of 0.32~0.55 $m^3$ and 0.37~0.55$m^3$(which can be converted into 8.640~14.850 $m^3$ and 9.990~14.850$m3$in the full~scale net) respectively, and was predominantly varied by towing speed. filtering volume of the model net-A showed the maximum at the towing speed 0.69 m/sec(3 k't in the full-scale net), compared with that of the model net B showed at 0.92 m/sec(4 k't in the full-scale net).

• 제어로봇시스템학회:학술대회논문집
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• 2004.08a
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• pp.383-388
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• 2004

This paper presents the aerodynamic coefficient modeling with a new model structure explored by Least Squares using Modulating Function Technique (LS/MFT) for an F-16XL airplane using wind tunnel data supplied by NASA/LRC. A new model structure for aerodynamic coefficient was proposed, one that considered all possible combination terms of angle of attack ${\alpha}$(t) and ${\alpha}$(t) given number of harmonics K, and was compared with Pearson's model, which has the same number of parameters as the new model. Our new model harmonic results show better agreement with the physical data than Pearson's model. The number of harmonics in the model was extended to 6 and its parameters were estimated by LS/MFT. The model output of lift coefficient with K=6 correspond reasonably well with the physical data. In particular, the estimation performances of four aerodynamic coefficients were greatly improved at high frequency by considering all harmonics included in the input${\alpha}$(t), and by using the new model. In addition, the importance of each parameter in the model was analyzed by parameter reduction errors. Moreover, the estimation of three parameters, i.e., amplitude, phase and frequency, for a pure sinusoid and a finite sum of sinusoids- using LS/MFT is investigated.

• Journal of Korean Society of Transportation
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• v.8 no.2
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• pp.43-54
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• 1990

Six Levels of Service are defined for each type of facility for which analysis procedures as available. They are given letter designations, from A to F with Level of Service A representing the best operating conditions and Level of Service F the worst. Yet the appropriate criteria by vehicle delay model in our situations are not formed. Therefore, The objective of this study is to form the criterion of by average approach delay based on the criterion of V/C ratio. Level-of-Service criterion of this study by TRANSYT-7F Delay Model is as follows. A:${\leq}35.5$ sec, B:${\leq}41$ sec, C:${\leq}48$ sec, D:${\leq}56.5$ sec, E:${\leq}66.5$ sec, F:>66.5 sec.

• Journal of Korean Ophthalmic Optics Society
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• v.6 no.1
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• pp.149-153
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• 2001

Three-dimensional thermoluminescence(TL) spectra of LiF: Mg, Cu, Na, Si TL material based on temperature, wavelength and intensity were measured and analyzed. The glow curves were obtained by integration of luminescence intensity for wavelength at each temperature, and various trapping parameters related to the trap formation were determined by analyzing these curves. Computerized glow curve deconvolution(CGCD) method which based on general order kinetics(GOK) model were used for the glow curve analysis. The glow curves of LiF:Mg, Cu, Na, Si TL material were deconvoluted to six isolated glow curves which have peak temperature at 333 K, 374 K, 426 K, 466 K, 483 K and 516 K, respectively. The 466 K main glow peak had an activation energy of 2.06 eV and a kinetic order of 1.05. This TL material was also found to have three recombination centers, 1.80 eV, 2.88 eV and 3.27 eV by TL spectra analysis based on Franck-Condon model. It showed that 2.88 eV is the dominant center, followed by 3.27 eV level, and 1.80 eV center is ascertained as emission center of this material even though its very weak emission intensity.

• Journal of Astronomy and Space Sciences
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• v.30 no.4
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• pp.223-230
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• 2013

Sudden enhancements of daytime NmF2 appeared in Anyang ionosonde data during summer seasons in 2006-2007. In order to investigate the causes of this unusual enhancement, we compared Anyang NmF2's with the total electron contents (GPS TECs) observed at Daejeon, and also with ionosonde data at at mid-latitude stations. First, we found no similar increase in Daejeon GPS TEC when the sudden enhancements of Anyang NmF2 occurred. Second, we investigated NmF2's observed at other ionosonde stations that use the same ionosonde model and auto-scaling program as the Anyang ionosonde. We found similar enhancements of NmF2 at these ionosonde stations. Moreover, the analysis of ionograms from Athens and Rome showed that there were sporadic-E layers with high electron density during the enhancements in NmF2. The auto-scaling program (ARTIST 4.5) used seems to recognize sporadic-E layer echoes as a F2 layer trace, resulting in the erroneous critical frequency of F2 layer (foF2). Other versions of the ARTIST scaling program also seem to produce similar erroneous results. Therefore we conclude that the sudden enhancements of NmF2 in Anyang data were due to the misrecognition of sporadic-E echoes as a F-layer by the auto-scaling program. We also noticed that although the scaling program flagged confidence level (C-level) of an ionogram as uncertain when a sporadic-E layer occurs, it still automatically computed erroneous foF2's. Therefore one should check the confidence level before using long term ionosonde data that were produced by an auto-scaling program.

• 한국전산유체공학회:학술대회논문집
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• 2008.08a
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• pp.77.5-77.5
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• 2008

• Nuclear Engineering and Technology
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• v.53 no.5
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• pp.1686-1704
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• 2021

This study addresses the numerical simulation of the shield building of an AP1000 nuclear power plant (NPP) subjected to a large commercial aircraft impact. First, a simplified finite element model (F.E. model) of the large commercial Boeing 737 MAX 8 aircraft is established. The F.E. model of the AP1000 shield building is constructed, which is a reasonably simplified reinforced concrete structure. The effectiveness of both F.E. models is verified by the classical Riera method and the impact test of a 1/7.5 scaled GE-J79 engine model. Then, based on the verified F.E. models, the entire impact process of the aircraft on the shield building is simulated by the missile-target interaction method (coupled method) and by the ANSYS/LS-DYNA software, which is at different initial impact velocities and impact heights. Finally, the laws and characteristics of the aircraft impact force, residual velocity, kinetic energy, concrete damage, axial reinforcement stress, and perforated size are analyzed in detail. The results show that all of them increase with the addition to the initial impact velocity. The first four are not very sensitive to the impact height. The engine impact mainly contributes to the peak impact force, and the peak impact force is six times higher than that in the first stage. With increasing initial impact velocity, the maximum aircraft impact force rises linearly. The range of the tension and pressure of the reinforcement axial stress changes with the impact height. The perforated size increases with increasing impact height. The radial perforation area is almost insensitive to the initial impact velocity and impact height. The research of this study can provide help for engineers in designing AP1000 shield buildings.

• 한국전산유체공학회:학술대회논문집
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• 2003.10a
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• pp.13-14
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• 2003

Two different ${\kappa}-{\varepsilon}-\overline{{\nu}{\nu}}-f$ turbulence models together with the two-layer model are evaluated for natural convection in a rectangular cavity. The numerical problem and accuracy of the turbulence models are discussed. The original $\overline{{\nu}{\nu}}-f$ model suffers from the numerical stiffness problem when used with the segregate solution procedure like the SIMPLE algorithm, and a remedy for this problem is proposed. It is shown that original $\overline{{\nu}{\nu}}-f$ model best predicts the mean velocity, Reynolds stresses and the turbulent heat flux while the modified $\overline{{\nu}{\nu}}-f$ model (N=6) overpredicts the turbulent quantities.

• Bulletin of the Korean Space Science Society
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• 2008.10a
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• pp.24.3-24.3
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• 2008

The signals transmitted from satellites of Global Navigation Satellite System (GNSS) interact with the plasma of the ionosphere. To study the impact of the ionospheric plasma on GNSS applications a comprehensive knowledge of the ionosphere is required. Especially the correct measurement of the ionosphere such as the peak height of the F2 layer peak electron density (hmF2) is important for the GNSS ionospheric model. Anyang ionosonde station ($37.39^{\circ}N$, $126.95^{\circ}E$) has been operating from October 2000 and the accumulated data for 8 years may allow us to obtain climatological characteristics of middle latitude ionospheric F region for GNSS application. We analyzed the variations of the hmF2 and NmF2 over Anyang station for different conditions of solar activity, geomagnetic activity, season, and local time, and we compared our results with the IRI model.

• KCID journal
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• v.3 no.2
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• pp.53-56
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• 1996

The purpose of this study is to make it clear that the P. E. strip textile function well as a roughness element in a rather highly distorted scale model. A series of test has been conducted in a flume to measure the effect of P. E. strip textile for the f