• Journal of Korean Society of Water and Wastewater
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• v.27 no.5
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• pp.561-570
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• 2013

There are two types of rectangular secondary clarifier at biological nutrient removal (BNR) facility to settle MLSS; conventional activated sludge secondary clarifier and Gould Type I clarifier. In this study, the performances of two types at respective biological nutrient removal facility are compared using weekly operational data. Surface Overflow Rate (SOR), Surface Loading Rate (SLR), Sludge Volume Index (SVI), secondary effluent SS concentration are studied. It has found that Gould Type I has 3.5 times less average secondary effluent SS concentration that is 2.4 mg/L than that of conventional activated sludge secondary clarifier. Both SOR and SLR have shown little effect on secondary effluent SS concentrations at Gould Type I clarifier in contrary that SOR affects the secondary effluent SS concentrations at conventional activated sludge rectangular secondary clarifier. From this study, it is recommended that Gould Type I must be considered for secondary clarifier when BNR plant is designed.

• Journal of the Ergonomics Society of Korea
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• v.34 no.2
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• pp.85-101
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• 2015

Objective: The purpose of this study was to develop and evaluate smart secondary controls using iPad for the drivers with physical disabilities in the driving simulator. Background: The physically disabled drivers face problems in the operation of secondary control devices that accept a control input from a driver for the purpose of operating the subsystems of a motor vehicle. Many of conventional secondary controls consist of small knobs or switches that physically disabled drivers have difficulties in grasping, pulling or twisting. Therefore, their use while driving might increase distraction and workload because of longer operation time. Method: We examined the operation time of conventional and smart secondary controls, such as hazard warning, turn signal, window, windshield wiper, headlights, automatic transmission and horn. The hardware of smart secondary control system was composed of iPad, wireless router, digital input/output module and relay switch. We used the STISim Drive3 software for driving test, customized Labview and Xcode programs for interface control of smart secondary system. Nine subjects were involved in the study for measuring operation time of secondary controls. Results: When the driver was in the stationary condition, the average operation time of smart secondary devices decreased 32.5% in the normal subjects (p <0.01), 47.4% in the subjects with left hemiplegic disabilities (p <0.01) and 38.8% in the subjects with right hemiplegic disabilities (p <0.01) compared with conventional secondary devices. When the driver was driving for the test in the simulator, the average operation time of smart secondary devices decreased 36.1% in the normal subjects (p <0.01), 41.7% in the subjects with left hemiplegic disabilities (p <0.01) and 34.1% in the subjects with right hemiplegic disabilities (p <0.01) compared with conventional secondary devices. Conclusion: The smart secondary devices using iPad for people with hemiplegic disabilities showed significant reduction of operation time compared with conventional secondary controls. Application: This study can be used to design secondary controls for adaptive vehicles and to improve the quality of life of the people with disabilities.

• Journal of Korean Academy of Nursing
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• v.34 no.1
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• pp.35-44
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• 2004

Purpose: This article explored issues arising from secondary analysis of qualitative data and analyzed the results of qualitative secondary analysis studies published in English, focusing on the methodological aspects. Method: A total of 29 studies were identified as qualitative secondary analysis studies, retrieving from the CINAHL database from 1982 to 3rd week of April 2003. These studies were analyzed by publication year, research method, and type of approach to secondary analysis. Result: The year that the qualitative secondary analysis study first published was 1992 and the number of the studies using secondary analysis has increased after the middle of 1990s. Grounded theory was the one the most frequently used(n=11, 37.9%) and phenomenological study the second most(n=6, 20.7%). In terms of types of approach, fifteen studies(51.7%) focused on the specific concepts that were not explored in the primary studies. Nine(31.0%) focused on the specific types of participants. Six were aimed to integrate contexts or perspectives to generate more general and abstract analysis of qualitative data. Conclusion: The results of this article will stimulate methodological discussion of qualitative secondary analysis and activate qualitative studies using secondary analysis.

• Proceedings of the Korean Geotechical Society Conference
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• 2007.09a
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• pp.363-372
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• 2007

The residual settlement due to difference between predicted and observed settlement is one of the social problems during reclaiming construction in the soft ground having a deep depth such as Busan and Gwangyang province. Prediction error for the secondary compression settlement makes the construction much harder. To examine characteristics of the secondary compression settlement, the secondary compression index is the most important factor. In this study, various empirical methods for determining the secondary compression index are evaluated. And errors applied to the design case practically are also explained. The pre loading method is the only way to reduce the secondary compression settlement and reduction ratio of the secondary compression should be investigated correctly. Hence, research results on the reduction ratio of the secondary compression are analyzed in this paper. Moreover, decrement of the secondary compression index due to over consolidation ratio is examined closely by laboratory consolidation test using clay in the Gwangyang area.

• International Journal of Highway Engineering
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• v.15 no.2
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• pp.139-147
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• 2013

PURPOSES : This study aims to draw differences between primary and secondary crashes by comparing crash characteristics and to identify the unique characteristics of secondary crashes for making better effective countermeasures to reduce secondary crashes. METHODS : The characteristics of secondary crashes were compared to those of primary crashes through a two sample proportional test (z-test). RESULTS : The results showed that vehicle-to-vehicle crashes and vehicle-to-person crashes are dominant crash types in secondary crashes. Compared to primary crashes, secondary crashes were likely to occur during nighttime. With respect to season and weather, the proportion of secondary crashes occurred during winter and in snowy weather is relatively higher than that of primary crashes. The main causes of primary crashes were found to be drowsiness, speeding, and exaggerated steering control, whereas main factors affecting the occurrence of secondary crashes were negligence of keeping eyes forward and no keeping a safe distance as expected. CONCLUSIONS : The characteristics affecting the occurrence of secondary crashes are different from those of primary crashes, indicating that proper countermeasures should be established to prevent the occurrence of secondary crashes on highways.

• East Asian mathematical journal
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• v.29 no.1
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• pp.101-107
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• 2013

We consider a cognitive network with a primary and a secondary channel. Primary users have higher priority on the usage of the primary channel, and secondary users are allowed to opportunistically access the primary channel at times when the channel is not occupied by primary users. The secondary channel is dedicated only to secondary users. An analytical model is presented to obtain the performance of an opportunistic spectrum access using both the primary and secondary channels, and is validated by simulations.

• Transactions of the Korean Society of Automotive Engineers
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• v.7 no.7
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• pp.104-112
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• 1999

An experimental study for reducing the exhaust hydrocarbon emission at spark ignition engine using timed secondary air injection is carried out . In this study, secondary air injection timings and durations are controlled to decrease the hydrocarbon emission and to increase exhaust gas temperature at cold and warm-up engine conditions. The hydrocarbon reduction rate and exhaust gas temperature are compared between timed secondary air injection and continuous air injection. The optimum secondary air injection timing for reducing the hydrocarbon emission is at the exhaust valve open timing. At some engine conditions , the hydrocarbon emissions are decreased to 10% of engine raw values and exhaust gas temperatures increase by 20$0^{\circ}C$ with times secondary air injection . Timed secondary air injection has more hydrocarbon reduction rate that continuous secondary air injection except some engine conditions.

• Progress in Superconductivity and Cryogenics
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• v.19 no.2
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• pp.44-47
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• 2017

In this paper, the current limiting characteristics of the transformer type superconducting fault current limiter (SFCL) with the two coupled secondary windings due to its winding direction were analyzed. To analyze the dependence of transient fault current limiting characteristics on the winding direction of the additional secondary winding, the fault current limiting tests of the SFCL with an additional secondary winding, wound as subtractive polarity winding and additive polarity winding, were carried out. The time interval of quench occurrence between two superconducting elements comprising the transformer type SFCL with the additional secondary winding was confirmed to be affected by the winding direction of the additional secondary winding. In case of the subtractive polarity winding of the additional secondary winding, the time interval of the quench occurrence in two superconducting elements was shorter than the case of the additive polarity winding.

• 한국지구물리탐사학회:학술대회논문집
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• 2003.11a
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• pp.109-114
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• 2003

It is the common practice to reinforce excessively the secondary tunnel lining due to the lack of rational insights into the ground loosening loads. The main load of the secondary lining for drained-type tunnels is the ground loosening. The main cause of the load for secondary tunnel lining is the deterioration of the primary support members such as shotcrete, steel ribs, and rockbolts. Accordingly, the development of the analysis model to consider the ground-primary supports-secondary lining interaction is very important for the rational design of the secondary tunnel lining. In this paper, the interaction is conceptually described by the simple mass-spring model and the load transfer from the primary supports to the ground and the secondary lining is showed by the characteristic curves including the secondary lining reaction curve for the theoretical solution of a circular tunnel. And also, the application of this model to numerical analysis is verified in order to review the potential tool for practical tunnel problems with the complex conditions like non-circular shaped tunnels, multi-layered ground, sequential excavation and so on.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.57 no.5
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• pp.761-766
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• 2008

This paper describes a compensation algorithm for a measurement voltage transformer (VT) based on the hysteresis characteristics of the core. The error of the VT is caused by the voltages across the primary and secondary windings. The latter depends on the secondary current whilst the former depends on the primary current, i.e. the sum of the exciting current and the secondary current. The proposed algorithm calculates the voltages across the primary and secondary windings and add them to the measured secondary voltage for compensation. To do this, the primary and secondary currents should be estimated. The secondary current is obtained directly from the secondary voltage and used to calculate the voltage across the secondary winding. For the primary current, in this paper, the exciting current is decomposed into the two currents, i.e. the core-loss current and the magnetizing current. The core-loss current is obtained by dividing the primary induced voltage by the core-loss resistance. The magnetizing current is obtained by inserting the flux into the flux-magnetizing current curve. The calculated voltages across the primary and secondary windings are added to the measured secondary current for compensation. The proposed compensation algorithm improves the error of the VT significantly.