• Nuclear Engineering and Technology
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• v.27 no.3
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• pp.336-343
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• 1995

The Self Tuning Regulator(STR) method which is an approach of adaptive control theory, is ap-plied to design the fully automatic power controller of the nonlinear reactor model. The adaptive control represent a proper approach to design the suboptimal controller for nonlinear, time-varying stochastic systems. The control system is based on a third­order linear model with unknown, time-varying parameters. The updating of the parameter estimates is achieved by the recursive extended least square method with a variable forgetting factor. Based on the estimated parameters, the output (average coolant temperature) is predicted one-step ahead. And then, a weighted one-step ahead controller is designed so that the difference between the output and the desired output is minimized and the variation of the control rod position is small. Also, an integral action is added in order to remove the steady­state error. A nonlinear M plant model was used to simulate the proposed controller of reactor power which covers a wide operating range. From the simulation result, the performances of this controller for ramp input (increase or decrease) are proved to be successful. However, for step input this controller leaves something to be desired.

• International Journal of Highway Engineering
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• v.15 no.1
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• pp.143-154
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• 2013

PURPOSES: Design of approach roads of rest areas in highway has many drawbacks such as geometric design elements. There has been traffic accidents occured in these approach roads of rest areas. Thus, design criteria is required in order to protect accidents from being occurred. In case of Korea, geometric structure design criteria of entry facilities, such as toll-gate, interchange, junction etc was established. However there are no presence in a detailed standards for geometric structure of the rest area which affiliated road facilities. METHODS: In this study, analytic on accidents was carried out in regards to the entry of geometric structure of resting areas by utilizing a sight survey and an investigation research of traffic accidents. The survey was targeting 135 general service areas. Collisions with physical channelization and safety facilities occurred due to speeding, rapid entry, and etc at the entrance nose section. At the entrance connector roads, accidents caused by speeding, negligence, over-operation of handle of drivers were main reason of accidents. Discriminant analysis were conducted about geometric elements to distinguish influencing factors for traffic accidents. the lengths and access angles of the entrance connector roads were regarded as to have the high relation with traffic accidents. RESULTS: After classifying the design section of resting areas' entry as well as derive design elements on each section, a speed measurement by targeting entry of rest areas and car behavior surveys were performed, then each element's minimum standard was derived through the analyses. According to the speeds at the starting/end point of entrance connector road, the range of the junction setting angle of the entrance connector road is defined as $12^{\circ}{\sim}17^{\circ}$ and the connector length model was suggested. CONCLUSIONS: Suggest improvement plans for existing rest areas that can be applied realistically. This should be corresponded to the standards of entry and exit of developed rest areas.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.7
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• pp.26-35
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• 2019

The purpose s of this study is to verify the status of barrier-free certification in an elementary school. To achieve this, the architectural characteristics of an elementary school and proposed opinions about the process of barrier-free certification were analyzed. The results of this study are as follows: (1) barrier-free certification in an elementary school is valid for inclusive education and accessibility for students with disabilities. (2) Regarding the school district and safe accessibility for the school, it is necessary to minimize the differences in land levels around the school. (3) Considering the opinions on intermediate facilities from the road to the main entrance, it is necessary to set the finish level of the first floor and to minimize the establishment of ramp or steps to prevent the backflow of rainfall.

• Journal of the Korean Society of Propulsion Engineers
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• v.25 no.2
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• pp.1-11
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• 2021

The cavity inside the combustor increases the mixing efficiency of fuel and air by inducing a oscillation of the flow and the recirculation area with a low speed, and enables continuous combustion by maintaining the flame. In this study, the characteristics of the internal flow by change in the shape parameters of the cavity were analyzed through experiments and two-dimensional computational analysis. It was observed that the flow in the supersonic combustor was greatly influenced by various shape parameters of cavity besides L/D. Even with the same L/D, it was confirmed that the flow type varies depending on the depth of the cavity, either open or closed type, and the aft ramp angle of the cavity and the height of the combustor also affect the flow characteristics. As a result, the change in the shape parameters of the cavity had a great influence on the total pressure loss.

• Transactions of the Korean hydrogen and new energy society
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• v.34 no.5
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• pp.447-455
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• 2023

SAE J2601, hydrogen fueling protocols, proposes two charging methods. The first is the table-based fueling protocol, and the second is the MC formula-based fueling protocol. Among them, MC formula-based fueling protocol calculates and supplies the target pressure and pressure ramp rate (PRR) using the pre-cooling temperature of the hydrogen and the physical parameters of the tank in the vehicle. The coefficient of the MC formula for deriving MC varies depending on the physical parameters of the tank in the vehicle. However, most studies use the MC coefficient derived from SAE J2601 as it is, despite the difference in the physical parameters of the tank applied to the study and the tank used to derive the MC coefficient from SAE J2601. In this study, the MC coefficient was derived by applying the hydrogen tank currently used, and the difference with the fueling performance using the MC coefficient proposed in SAE J2601 was verified. In addition, the difference was confirmed by comparing and analyzing the fueling performance of the table-based method currently used in hydrogen fueling stations and the MC formula-based method using MC coefficient derived in this study.

• Journal of the Institute of Convergence Signal Processing
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• v.3 no.3
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• pp.6-13
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• 2002

In this paper, we propose an image processing based method to measure red-time and green-time backward moving shockwave speed automatically at signalized intersections. Shockwave means the discontinuous boundary line between different vehicle traffic flows, and its moving speed is called shockwave speed which is obtain from the slope of boundary line. In this paper, we compose distance-time diagram for measuring shockwave speed automatically. By global vehicle tracking, we draw all of the vehicle moving path on distance-time diagram. We analyze the slope change pattern of curved moving path line, and compute red-time and green-time backward moving shockwave speed. We obtain the measurement result of shockwave speed, when applying above mentioned proposed method to experiment at signalized intersections, Once we can measure the shockwave speed, we could apply the result to highway ramp metering and automatic signal control at intersections effectively since we know the situation of frontal congestion easily.

• International Journal of Highway Engineering
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• v.11 no.2
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• pp.217-228
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• 2009

Sections under the influence of merging in an uninterrupted facility create irregular interaction between vehicles, such as lane change, speed acceleration and deceleration because of the merging of ramp traffic flows which have traffic characteristics different from those of the main line. This causes a confused traffic flow phenomenon(turbulence), which is considered an unstable traffic characteristic between various continuous points in consideration of v conditions. In this study, in merge influence sections, detectors by lane-point were installed to create time and space-series -traffic data. The least significant difference(LSD), as the criteria for discriminating a significant speed change between points, was calculated to examine the turbulence. As a result, turbulence in merge influence section was found to change the zones of such occurrence and the seriousness levels according to traffic condition. Thus, the maximum merge influence section due to the turbulence was created in the traffic condition before congestion when traffic increases. According to characteristics of changes in speed, merge influence section was divided into upstream 100m$\sim$downstream 100m(a section of speed reduction), and downstream 100m$\sim$downstream 400m(a section of reduced speed maintenance and acceleration).

• Journal of Biomedical Engineering Research
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• v.22 no.5
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• pp.393-402
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• 2001

A computational model representative of cardiovascular circulation was built using 12 standard lumped compartments. Especially, both the baroreceptor reflex and the cardiopulmonary reflex control model were implemented to explain the auto-regulation of cardiovascular system. Another important aspect of this model is to utilize the impulse-response curve of the nerve system in transferring the impulse error signals to autonomous nerve system. For the verification of this model, we have computed the normal hemodynamic conditions and compared those with the clinical data. Then. hemodynamic shock of 20% hemorrhage to cardiovascular system was simulated to test the effects of the control system model. The results of these two simulations were well matched with the experimental ones. The steady state LBNP simulation was also performed. The transient changes of hemodynamic variables due to ramp increase of bias pressure of LBNP showed good agreement with the physiological experiments. Numerical solution using only the baroreflex model showed relatively a larger deviation from the experimental data. compared with the one using the control model haying both the baroreflex and the cardiopulmonary reflex systems, which shows an important role of the cardiopulmonary reflex system for the simulation of the hemodynamic behavior of the cardiovascular system .

• Nuclear Engineering and Technology
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• v.38 no.1
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• pp.81-92
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• 2006

In this study, the core dynamics of a PWR reactor is identified online by a recursive least-squares method. Based on the identified reactor model consisting of the control rod position and the core average coolant temperature, the future average coolant temperature is predicted. A model predictive control method is applied to designing an automatic controller for the thermal power control of PWR reactors. The basic concept of the model predictive control is to solve an optimization problem for a finite future at current time and to implement as the current control input only the first optimal control input among the solutions of the finite time steps. At the next time step, this procedure for solving the optimization problem is repeated. The objectives of the proposed model predictive controller are to minimize both the difference between the predicted core coolant temperature and the desired temperature, as well as minimizing the variation of the control rod positions. In addition, the objectives are subject to the maximum and minimum control rod positions as well as the maximum control rod speed. Therefore, a genetic algorithm that is appropriate for the accomplishment of multiple objectives is utilized in order to optimize the model predictive controller. A three-dimensional nuclear reactor analysis code, MASTER that was developed by the Korea Atomic Energy Research Institute (KAERI) , is used to verify the proposed controller for a nuclear reactor. From the results of a numerical simulation that was carried out in order to verify the performance of the proposed controller with a $5\%/min$ ramp increase or decrease of a desired load and a $10\%$ step increase or decrease (which were design requirements), it was found that the nuclear power level controlled by the proposed controller could track the desired power level very well.

• Progress in Superconductivity
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• v.13 no.2
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• pp.105-110
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• 2011

SQUID sensor-based ultra low-field magnetic resonance apparatus with ${\mu}T$-level measurement field requires a strong prepolarization magnetic field ($B_p$) to magnetize its sample and obtain magnetic resonance signal with a high signal-to-noise ratio. This $B_p$ needs to be ramped down very quickly so that it does not interfere with signal acquisition which must take place before the sample magnetization relaxes off. A MOSFET switch-based $B_p$ coil driver has current ramp-down time ($t_{rd}$) that increases with $B_p$ current, which makes it unsuitable for driving high-field $B_p$ coil made of superconducting material. An energy cycling-type current driver has been developed for such a coil. This driver contains a storage capacitor inside a switch in IGBT-diode bridge configuration, which can manipulate how the capacitor is connected between the $B_p$ coil and its current source. The implemented circuit with 1.2 kV-tolerant devices was capable of driving 32 A current into a thick copper-wire solenoid $B_p$ coil with a 182 mm inner diameter, 0.23 H inductance, and 5.4 mT/A magnetic field-to-current ratio. The measured trd was 7.6 ms with a 160 ${\mu}F$ storage capacitor. trd was dependent only on the inductance of the coil and the capacitance of the driver capacitor. This driver is scalable to significantly higher current of superconducting $B_p$ coils without the $t_{rd}$ becoming unacceptably long with higher $B_p$ current.