• Proceedings of the SAREK Conference
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• 2008.06a
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• pp.154-159
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• 2008

Two-phase flow boiling heat transfer of R-410A in horizontal small tubes was reported in the present experimental study. The local heat transfer coefficients were obtained over a heat flux range of 5 to 40 kW/$m^2$, a mass flux range of 170 to 600 kg/$m^2s$, a saturation temperature range of 3 to $10^{\circ}C$, and quality up to 1.0. The test section was made of stainless steel tubes with inner diameters of 0.5 and 3.0 mm, and lengths of 330 and 3000 mm, respectively. The section was heated uniformly by applying a direct electric current to the tubes. The effects on heat transfer of mass flux, heat flux, inner tube diameter, and saturation temperature were presented. The experimental heat transfer coefficient is compared with six existing heat transfer coefficient correlations. A new boiling heat transfer coefficient correlation based on the superposition model for R-410A in small tubes was developed with mean deviation of 10.13%.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.14 no.2
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• pp.175-183
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• 2002

Flow Condensation heat transfer coefficients (HTCs) of Rl2, R22, R32, Rl23, Rl25, R134a, R142b were measured experimentally on a horizontal plain tube. The experi- mental apparatus was composed of three main parts; a refrigerant loop, a water loop and a water-glycol loop. The test section in a refrigerant loop was made of a copper tube of 8.8 mm inner diameter and 1000 mm length respectively. The refrigerant was cooled by passing cold water through an annulus surrounding the test section. All tests were performed at a filed refrigerant saturation temperature of 4$0^{\circ}C$ with mass fluxes of 100, 200, 300 kg/$m^2$s. The experimental result showed that flow condensation HTCs increase as the quality, mass flux, and latent heat of condensation increase. At the same mass flux, the HTCs of R32 and R142b were higher than those of R22 by 35~45% and 7~14% respectively while HTCs of R134a and Rl23 were similar to those of R22. On the other hand, HTCs of Rl25 and Rl2 were lower than those of R22 by 28 ~30% and 15 ~25% respectively Finally, a new correlation for flow condensation HTCs was developed by modifying Dobson and Chato's correlation with the latent heat of condensation considered. The correlaton showed an average deviation of 13.1% for all pure fluids data indicating an excellent agreement.

• Proceedings of the KSR Conference
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• 2004.10a
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• pp.348-356
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• 2004

In this paper, Analysis of parameters effecting on the derailment factor was conducted in oder to deduce technical requisites have to be reflected in design of Track and rolling-stocks because it is important to grasp the risk of derailment quantitatively. And then go far toward becoming practical study with that select two section of sharp curved track of actual train in service, incheon Metro Line 1 and make field research in condition of vehicles and track and analysis As a result of parameter study, the following conclusions were obtained. The radius of curve and Cant is in inverse proportion to the derailment factor, but as train operation velocity, standard deviation of alignment irregularity and the ratio lateral force : wheel load of the inside track increase, the derailment factor rise. In the investigation for the derailment safety of incheon Metro Line 1, the derailment factor was below 0.43 in both section R=200 and R=300, so that it proved safe compare with allowance limits 0.8, but it appeared that risk of the derailment in second transition curve is the highest among the entire curve.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2015.10a
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• pp.964-966
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• 2015

The effect of the deviations of single mode fiber lengths and residual dispersion per span (RDPS) on the compensation for the distorted WDM signals in the dispersion-managed optical links with the specially artificial distributions of the lengths of SMFs and RDPSs. The considered artificial distribution is following; the lengths of SMF and RDPSs between the adjacent fiber span are more descended in the half transmission section from transmitter to optical phase conjugator (OPC), and those are more ascended in the rest half transmission section from OPC to the receiver, as number of fiber spans are more increased.

• Journal of Sericultural and Entomological Science
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• v.7
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• pp.65-74
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• 1967

This work has been carried out to find the fundamental reasons of raw silk size nonuniformity by studying with the physical nature and its bave formation through the worm spinnerate with anatomical device. Mean time, the uniformity improving method is also attached to this paper after throughfall theoretical study. 1. According to the anatomical study of the silkworm spinnerate, the physical form decides the fiber cross section and also spinns more finner size as the spinning is continued collaborating with the muscle pressure and decrease of liquid silk in the silk gland. 2. The bave size deviation of the Korean cocoons have shown a little difference among the varieties, but, they are conclued as 0.58 denier in average which caused some size deviation of the raw silk inevitably. 3. The raw silk nonuniformity increases when the cocoon have size is not suitable with the proposed raw silk size. 4. The nonuniformity is also increased very much during the filature process in case of poor technical work, but even if we do our best, the best result is found as 30 percent improvement which is still worser than the natural cocoon size deviation. 5. It is required to be careful for the selection of silkworm variety in order to improve the nonuniformity of raw silk so that the bave size be suitable for the proposed silk. 6. The definite size silk reeling method could made better uniform silk, 20 percent at least, than the definite cocoon number silk reeling method. 7. A newly developed denier(21d) gauge was applied for the multiends type silk reeling machine which is widely used in Korea, and the result of the method showed 1.30 denier size deviation, but, in case of no use of it was 1.57 denier size deviation, that is, it could improve two grades more than the normal reeling method.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.10 no.6
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• pp.74-83
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• 2011

The high-pass transportation information system directly collects section information by using probe cars and therefore can offer more reliable information to drivers. However, because the running condition and features of probe cars and statistical processing methods affect the reliability of the information and particularly because the section travel time is greatly influenced by whether there has been delay by signals on urban roads or not, there can be much deviation among the collected individual probe data. Accordingly, researches in multilateral directions are necessary in order to enhance the credibility of the section information. Yet, the precedent studies related to high-pass information provision have been conducted on the highway sections with the feature of continuous flow, which has a limit to be applied to the urban roads with the transportational feature of an interrupted flow. Therefore, this research aims at analyzing the features of high-pass transportation data on urban roads and finding a proper processing method. When the characteristics of the high-pass data on urban roads collected from RSE were analyzed by using a time-space diagram, the collected data was proved to have a certain pattern according to the arriving cars' waiting for signals with the period of the signaling cycle of the finish node. Moreover, the number of waiting for signals and the time of waiting caused the deviation in the collected data, and it was bigger in traffic jam. The analysis result showed that it was because the increased number of waiting for signals in traffic jam caused the deviation to be offset partially. The analysis result shows that it is appropriate to use the mean of this collected data of high-pass on urban roads as its representative value to reflect the transportational features by waiting for signals, and the standard of judgment of delay and congestion needs to be changed depending on the features of signals and roads. The results of this research are expected to be the foundation stone to improve the reliability of high-pass information on urban roads.

• Journal of Preventive Medicine and Public Health
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• v.11 no.1
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• pp.14-23
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• 1978

This survey was conducted on a total 672 pulmonary tuberculosis patients who were registered at certain health center in Busan, during the period from July 15th to August 31st, 1977, based on Modified Cornell Medical Index(CMI) consisting of 70 questions. Number of 'Yes' response of an individual patients was collected by each large section of Modified CMI. The each number of 'Yes' response was standardized by mean of Z scoring. Z score was obtained by following formula. Z=50+10(Xi-m)/s M : means of 'Yes' response by each section for all subjects s : standard deviation of the mean Xi : number of 'Yes' response by each section in an individual patients The results of obtained were as follows: 1. The number of investigated cases were 672 (459 males and 213 females). The most prevalent group was 20-24 years old group as 18.4% by age, moderate advanced group as 50.8% by radiological diagnosis, INH+PAS+SM group as 34.7% by antituberculotics and unemployed group as 59.9% by occupation. By bacteriological examination of sputum, the rate of negative group was 60.5% and positive group was 39.5%. 2. Z score of complaints by sex was higher in female as 52.4 than in male as 48.9 in general. By radiological diagnosis, there was decreasing tendency with age in male but increasing tendency with age in female. 3. By age group, Z score of complaints was increasing tendency with age in male but there was non-significant differences in female. 4. By bacteriological examination of sputum, the Z score of complaints was increasing tendency with the more discharged bacteria in both sex generally. 5. By antituberculotics, INH group was revealed the highest Z score of complaints as 50.4 in male and INH+PAS group was the highest as 51.21 in female. 6. By occupation, agricultural and fisherman group was the highest as 53.5 and the next group was professional, technical and related workers, unemployed and sales workers in that order.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.26 no.3
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• pp.432-438
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• 2002

In order to design and analyze the performance of an axial-flow pump it is necessary to know the flow deviation, deflection angle and pressure loss coefficient as a function of the angle of incidence for the hydrofoil section in use. Because such functions are unique to the particular section, however, general correlation formulae are not available for the multitude of hydrofoil profiles, and such functions must be generated by either experiment or numerical simulation for the given or selected hydrofoil section. The purpose of present study is to generate design correlations for hydrofoils with double circular arc (DCA) camber by numerical analysis using a commercial code, FLUENT. The cascade configuration is determined by a combination of the inlet blade angle, blade thickness, camber angle, and cascade solidity, and a total of 90 cascade configurations are analyzed in this study. The inlet Reynolds number based on the chord and the inlet absolute velocity is fixed at 5${\times}$10$\^$5/. Design correlations are formulated, based on the data at the incidence angle of minimum total pressure loss. The correlations obtained in this way show good agreement with the experiment data collected at NASA with DCA hydrofoils.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.67 no.6
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• pp.695-701
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• 2018

For a power grid that has a high wind penetration level, when wind speeds are continuously fluctuating, the maximum power point tracking (MPPT) operation of a variable-speed wind turbine (VSWT) causes the significant output power fluctuation of a VSWT, thereby significantly fluctuating the system frequency. In this paper, an improved power-smoothing scheme of a VSWT is presented that significantly mitigates the frequency fluctuation caused by varying wind speeds. The proposed scheme employs an additional control loop based on the frequency deviation that operates in combination with the MPPT control loop. To improve the power-smoothing capability of a VSWT in the over-frequency section (OFS), the control gain of the additional loop, which is set to be inversely proportional to the rotor speed, is proposed. In contrast, the control gain in the under-frequency section is set to be proportional to the rotor speed to improve the power-smoothing capability while avoiding over-deceleration of the rotor speed of a VSWT. The proposed scheme significantly improves the performance of the power-smoothing capability in the OFS, thereby smoothing the frequency fluctuation. The results clearly demonstrate that the proposed scheme significantly mitigates the frequency fluctuation by employing the different control gain for the OFS under various wind penetration scenarios.

• Journal of the Society of Disaster Information
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• v.16 no.3
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• pp.550-557
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• 2020

Purpose: Greenhouse gases are one of the major causes of global warming, a global disaster. In this study, the priority that affects when calculating the GHG emissions in the road sector is accurately calculated based on the speed of individual vehicles from the existing section average speed. I have the purpose of finding a possible factor. Method: A comparative analysis is conducted between the conventional method of the general passage section, the rest area section, the entrance section, and the confluence section of the highway and the speed-based emission calculation method of individual vehicles. Result: As a result of analyzing a total of 6 sections of the Gyeongbu Expressway, it was found that the standard deviation of the speed and the congestion of the sections had a great influence. Conclusion: When comparing the existing GHG emission calculation method with the speed-based emission calculation method of individual vehicles, it is clear that the speed-based method of individual vehicles is more precise. However, since it is difficult to apply it all over the country, this study compares the existing method with the speed-based method of individual vehicles and presents factors that have a significant difference.