• 한국자동차공학회논문집
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• 제16권1호
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• pp.121-126
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• 2008

The cooling heat transfer coefficient of $CO_2$ (R-744) in a horizontal and helically coiled tube was investigated experimentally. The main components of the refrigerant loop are a receiver, a variable-speed pump, a mass flow meter, a pre-heater, evaporator and gas cooler (test section). The test section consists of a horizontal stainless steel tube and hellically coiled copper tube of 4.57 and 7.75 mm. The experiments were conducted at saturation temperature of 100 to $20^{\circ}C$, and mass flux of 200 to $500kg/m^2s$. The test results showed the variation of the heat transfer coefficient tended to decrease as cooling pressure of $CO_2$ increased. The heat transfer coefficient with respect to mass flux increased as mass flux increased. The experimental results were also compared with the existing correlations for the supercritical heat transfer coefficient, which generally underpredicted the measured data. However, the experimental data showed a relatively good agreement with the correlations of Pitla et al. except for the pseudo critical temperature.

• 대한기계학회논문집B
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• 제20권5호
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• pp.1725-1734
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• 1996

Experimental condensation and evaporation heat transfer coefficients were measured in a horizontal smooth tube and a horizontal micro-finned tube with HFC-134a. The test sections are straight, horizontal tubes with have a 9.52mm outside diameter and about 5000mm long. The micro-finned tube had 60 fins with a height of 0.12mm and a spiral angle of 25.deg.. The condensation test section was a double-pipe type with counter flow configuration. The evaporation test section employed an electic heating method. Enhancement factors which is defined as a ratio of the heat transfer coefficient for micro-finned tube to that for smooth tube, varied from 1.3 to 1.6(mass flux:110~190kg/m$^{2}$s) for condensation and 1.2 to 1.5 (mass flux:70~160kg/m$^{2}$s) for evaporation. The experimental data of condensation and evaporation heat transfer coefficients were compared to several empirical correlations. Based on these comparisons, modified correlations of the condensation and evaporation heat transfer coefficient for both smooth and micro-finned tubes were proposed.

• 한국터널지하공간학회 논문집
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• 제8권4호
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• pp.345-354
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• 2006

막장볼트는 시공중 지반조건 및 천공기계의 기계적 원인에 의해 수평으로부터 벗어나게 타설되는 경우가 많다. 본 연구는 실내실험과 수치해석을 통하여 막장볼트가 수평으로부터 벗어나는 경우에 대한 보강효과의 변화를 검증하였다. 또한 이 결과를 바탕으로 추가해 주어야 하는 볼트의 개수에 대하여 고찰하였다. 본 연구로부터 막장 중앙부부터 타설하는 막장볼트는 가능한 한 수평으로 타설하는 것이 효과적이며 벗어나는 경우에는 볼트를 추가해 주어야 하는 것이 명확해 졌다. 본 연구의 조건하에서는3본/단면을 타설 할 경우 모든 볼트가 $R15^{\circ}$로 수평으로부터 벗어나면 1.5본/단면을 추가해 주어야 하는 것으로 나타났다.

• 한국정밀공학회지
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• 제16권6호
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• pp.58-65
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• 1999

The spinning machine has been developed for a bus and truck wheel disc which is manufactured by spinning process method. This machine has the mechanical structure with bed, 2-column, cross head, 2-vertical slide, 2-horizontal slide with forming roller, clamp slide and main spindle similar to large size vertical lathe. Main spindle attached the mandrel is rotated about 500rpm drived by 280kW power DC motor, and a rotating black material pressed on the mandrel with the clamp slide is spinformed by 2-forming rollers which are attached inner end of the 2-horizontal slides. The 2-vertical and 2-horizontal slides are actuated by the hydraulic cylinder which is controlled by the servo valve individially, and these servo valves are controlled by control signal of the CNC controller which is computed with position signal feedbacked from the encoder sensor. The developed machine can manufacture wheel disc of various section profile without mandrel change because section profile is easily modified using program editing in the CNC controller processor. The wheel disc manufactured by spinning process method has many advantages that the endurance is increased by 2 times and the weight is decreased by 30% compared with a conventional disc.

• 동력기계공학회지
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• 제11권1호
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• pp.63-69
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• 2007

The evaporation pressure drop of $CO_2$ (R-744) in a horizontal tube was investigated experimentally. The main components of the refrigerant loop are a receiver, a variable-speed pump, a mass flow meter, a pre-heater and an evaporator (test section). The test section consists of a smooth, horizontal stainless steel tube of 4.57 mm inner diameter. The experiments were conducted at saturation temperature of $-5^{\circ}C\;to\;5^{\circ}C$, and heat flux of 10 to $40kW/m^2$. The test results showed that the evaporation pressure drop of $CO_2$ are highly dependent on the vapor quality, heat flux and saturation temperature. The measured pressure drop during the evaporation process of $CO_2$ increases with increased mass flux, and decreased saturation temperature. The evaporation pressure drop of $CO_2$ is much lower than that of R 22. In comparison with test results and existing correlations, the best fit of the present experimental data is obtained with the previous correlation. But existing correlations failed to predict the evaporation pressure drop of $CO_2$. Therefore, it is necessary to develop reliable and accurate predictions determining the evaporation pressure drop of $CO_2$ in a horizontal tube.

• 설비공학논문집
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• 제16권12호
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• pp.1134-1139
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• 2004

The evaporative heat transfer coefficient of $CO_2$ (R-744) in a horizontal tube was investigated experimentally. The experiments were conducted without oil in a closed refrigerant loop which was driven by a magnetic gear pump. The main components of the refrigerant loop are a receiver, a variable-speed pump, a mass flow meter, a pre-heater and evaporator (test section). The test section consists of a smooth, horizontal stainless steel tube of inner diameter of 7.75 mm. The experiments were conducted at mass flux of 200 to 500 kg/m$^2$s, saturation temperature of -5 to 5$^{\circ}C$, and heat flux of 10 to 40kW/m$^2$. The test results showed the heat transfer of $CO_2$ has a greater effect on nucleate boiling more than convective boiling. Mass flux of $CO_2$ does not affect nucleate boiling too much, and the effect of mass flux on evaporative heat transfer of $CO_2$ is much smaller than that of refrigerant R-22 and R-134a. In comparison with test results and existing correlations, correlations failed to predict the evaporative heat transfer coefficient of $CO_2$, therefore, it is necessary to develope reliable and accurate predictions determining the evaporative heat transfer coefficient of $CO_2$ in a horizontal tube.

• 콘크리트학회논문집
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• 제18권3호
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• pp.425-429
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• 2006

한국도로공사가 운영하고 있는 시험도로의 연속철근콘크리트 포장(CRCP) 구간에서 콘크리트 슬래브의 중간 깊이에서 수평방향으로 균열이 발생한 것을 발견하였다. 이러한 수평균열이 콘크리트 슬래브 내부에 어느 정도 존재하며 얼마나 진전되어 있는지를 조사하기 위하여 필요한 위치에서 코어를 채취하여 분석하였다. 또한 수평균열의 원인을 파악하기 위하여 수치해석을 수행하였다. 설계, 재료, 환경과 관련된 여러 가지 변수에 대하여 연구하여 수평균열을 야기할 수 있는 가능한 원인을 분석하였다. 수치해석모형은 유한요소법을 이용하여 개발하였으며 연속철근콘크리트 포장의 콘크리트 슬래브의 전단 및 수직 응력의 분포를 분석하였다. 수치해석 결과 최대 전단 및 수직인장 응력은 횡방향 균열의 위치에서 철근이 배근되어 있는 깊이에서 가장 크게 나타나는 것을 알 수 있었다. 이러한 최대 응력이 콘크리트의 강도에 다다르면 이러한 위치에서 수평균열이 발생하게 된다. 수평균열을 발생시키는 콘크리트의 최대응력은 환경하중, 콘크리트 열팽창계수, 콘크리트 탄성계수 등이 증가할수록 커지는 것을 알 수 있었다.

• 한국도로학회논문집
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• 제20권4호
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• pp.15-20
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• 2018

PURPOSES : The purpose of this study is to analyze the magnitude of shoving of asphalt pavement by junction type between airport concrete and asphalt pavements, and to suggest a junction type to reduce shoving. METHODS : The actual pavement junction of a domestic airport, which is called airport "A" was modified by placing the bottom of the buried slab on the top surface of the subbase. A finite element model was developed that simulated three junction types: a standard section of junction proposed by the FAA (Federal Aviation Administration), an actual section of junction from airport "A" and a modified section of junction from airport "A". The vertical displacement of the asphalt surface caused by the horizontal displacement of the concrete pavement was investigated in the three types of junction. RESULTS : A vertical displacement of approximately 13 mm occurred for the FAA standard section under horizontal pushing of 100 mm, and a vertical displacement of approximately 55 mm occurred for the actual section of airport "A" under the same level of pushing. On the other hand, for the modified section from airport "A" a vertical displacement of approximately 17 mm occurred under the same level of pushing, which is slightly larger than the vertical displacement of the FAA standard section. CONCLUSIONS : It was confirmed that shoving of the asphalt pavement at the junction could be reduced by placing the bottom of the buried slab on the top surface of the subbase. It was also determined that the junction type suggested in this study was more advantageous than the FAA standard section because it resists faulting by the buried slab that is connected to the concrete pavement. Faulting of the junctions caused by aircraft loading will be compared by performing finite element analysis in the following study.

• 대한기계학회논문집B
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• 제28권3호
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• pp.289-295
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• 2004

The heat transfer coefficient and pressure drop during gas cooling process of carbon dioxide in a horizontal tube were investigated. The experiments were conducted without oil in the refrigerant loop. The main components of the refrigerant loop are a receiver, a variable-speed pump, a mass flowmeter, an evaporator, and a gas cooler(test section). The main components of the water loop consist of a variable-speed pump, an isothermal tank, and a flowmeter. The gas cooler is a counterflow heat exchanger with refrigerant flowing in the inner tube and water flowing in the annulus. The test section consists of smooth, horizontal stainless steel tube of the outer diameter of 9.53mm and of the inner diameter of 7.75mm. The length of the test section is 6m. The refrigerant mass fluxes were 200∼300kg/(m2$.$s) and the inlet pressure of the gas cooler varied from 7.5㎫ to 8.5㎫. The main results were summarized as follows : Pressure drop of CO2 increases with increasing gas cooler pressure. The friction factors of CO2 in a horizontal tube show a relatively good agreement with the correlation by Blasius. The heat transfer coefficient of CO2 in transcritical region increases with decreasing gas cooler pressure and decreasing mass flux of CO2. Most of correlations proposed in a transcritical region showed significant deviations with experimental data except for those predicted by Gnielinski.

• Journal of the Korean Association of Oral and Maxillofacial Surgeons
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• 제39권4호
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• pp.156-160
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• 2013

Objectives: Interest in bone graft material has increased with regard to restoration in cases of bone defect around the implant. Autogenous tooth bone graft material was developed and commercialized in 2008. In this study, we evaluated the results of vertical and horizontal ridge augmentation with autogenous tooth bone graft material. Materials and Methods: This study targeted patients who had vertical or horizontal ridge augmentation using AutoBT from March 2009 to April 2010. We evaluated the age and gender of the subject patients, implant stability, adjunctive surgery, additional bone graft material and barrier membrane, post-operative complication, implant survival rate, and crestal bone loss. Results: We performed vertical and horizontal ridge augmentation using powder- or block-type autogenous tooth bone graft material, and implant placement was performed on nine patients (male: 7, female: 2). The average age of patients was $49.88{\pm}12.98$ years, and the post-operative follow-up period was $35{\pm}5.31$ months. Post-operative complications included wound dehiscence (one case), hematoma (one case), and implant osseointegration failure (one case; survival rate: 96%); however, there were no complications related to bone graft material, such as infection. Average marginal bone loss after one-year loading was $0.12{\pm}0.19$ mm. Therefore, excellent clinical results can be said to have been obtained. Conclusion: Excellent clinical results can be said to have been obtained with vertical and horizontal ridge augmentation using autogenous tooth bone graft material.