• Tribology and Lubricants
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• v.12 no.1
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• pp.22-28
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• 1996

This study was undertaken to investigate the dry wear characteristics and mechanism of KP-4M steel for plastic molding against SKD 61 hardened by heat treatment. The wear test was carried out under different conditions such as sliding speed, contact pressure, sliding distance, with frictional tester of pin on disc type. The wear loss on variation of sliding speed was little in lower speed range below 0.5 m/sec and in higher speed range above 1.5 m/sec,'but wear loss was high in intermediate speed range. The critical sliding speed, which showed the maximum value of specific wear rate, became lower with increased contact pressure. Increasing the contact pressure, the critical sliding distance Lcr which the wear mechanism changes from severe wear to mild wear was increased due to the decrease of oxidation reaction velocity. Through this study we suggested a model of generation and elimination process of wear debris of KP-4M steel for plastic molding.

• Tribology and Lubricants
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• v.9 no.1
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• pp.38-44
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• 1993

The present study was undertaken to investigate the dry wear characteristics of die steel STD 11 for cold molding. The wear test was experimentally carried out under different conditions using a wear device, which was made in laboratory, and in which annular surfaces of wear testing specimens wear rubbed in dry sliding condition with varying the sliding speed, contact pressure, and sliding distance. The wear loss by variation of sliding speed was much in 0.3 m/sec and less in higher speed range above its sliding speed according to formation of the boundary lubrication film. The critical sliding speed with maximum value of the specific wear rate switched over to lower speed side according. as contact pressure increased. The critical sliding distance was increased with decrease in oxidation reaction velocity. The depth below subsurface showing maximum hardness (Hv) came out at the position, $60 \mu m$, of the maximum shear stress due to strain hardening.

• Proceedings of the Korea Concrete Institute Conference
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• 2000.10a
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• pp.751-756
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• 2000

The dynamic characteristics such as natural frequency, mode shape and damping ratio are most important parameters in the high-speed railway bridges rather than general roadway bridges. Also, the need to know the dynamic behavior of bridges greatly increased in recent years. In the early of 1990s, to design the high-speed railway bridges, damping ratio recommended in general code was 2.5~7.5%. However, these values were not applied in all cases. Therefore, obtaining the damping value of specific structures is important to get the correct variable for design of high-speed railway bridges. The purpose of this study is mainly to obtain the damping ratio of high-speed railway bridges. The average damping ratio of high-speed railway bridges evaluated from a field test is about 2.4%.

• Journal of the Korean Society for Railway
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• v.4 no.1
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• pp.23-30
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• 2001

The dynamic characteristics such as natural frequency, mode shape and damping ratio are most important parameters in the high-speed railway bridges rather than general roadway bridges. Also, the need to know the dynamic behavior of bridges greatly increased in recent years. In the early of 1990s, to design the high-speed railway bridges, damping ratio recommended in general code was 2.5～7.5%. However, these values were not applied in all cases. Therefore, obtaining the damping value of specific structures is important to get the correct variable for design of high-speed railway bridges. The purpose of this study is mainly to obtain the damping ratio of high-speed railway bridges. The average damping ratio of high-speed railway bridges evaluated from a field test is about 2.4%.

• 제어로봇시스템학회:학술대회논문집
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• 2004.08a
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• pp.515-519
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• 2004

A Propeller-Anemometer is an instrument used specifically, to measure the wind speed. The accurate measurement of the wind speed is vitally important such required by any weather stations. In this research, the measurand of the instrumentation was the rotational speed of the propeller and the instrumentation result or output data was wind velocity. The speed measured was recorded digitally in the computer by using specific software. A specific sensor used to measure a variable by converting information of the variable (rotational speed of the propeller) into a dependent signal such as electrical signal in form of voltage. The development of Propeller-Anemometer involved few sets of instrumentation process and equipment. It included three major parts, mechanical, electronics and computer. The main instrumentation processes were physical and signal interfacing, signal conditioning, logic interfacing, data transmission to computer and processing the data. Generally, this paper presents the overall concept and design of Propeller-Anemometer Instrumentation. However, an emphasis was mainly in designing and building the interfacing system, hardware and software. Basically, for the first phase of the development, this project designed and built the RS232 terminal using Peripheral Interface Controller (PIC), PIC16F873. The hardware can be interfaced to computer or other compatible devices. This routine converted input voltage from the circuit to speed (velocity) and transmitted them afterwards to the target device by using the RS232 transmission protocol. This implementation implied a computer display as visual interface. For the purpose of this paper, RS232 data transmission was carried out using a Microsoft Visual Basic software routine.

• Journal of Biosystems Engineering
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• v.8 no.1
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• pp.38-46
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• 1983

This study was carried out to investigate the possibility of improving the performance of a kerosene engine with water addition. The engine used in this study was a single-cylinder, four-cycle kerosene engine with the compression ratio of 4.5. Water could be successfully added into the inlet manifold by an extra carburetor for the volumetric ratios of 5, 10, 20, and 30 percents. Variable speed tests at wide-open throttle were performed for five speed levels in the range of 1,000 to 2,200rpm for each fuel type. Volumetric efficiency and brake specific fuel consumption were determined, and brake thermal efficiency based on the lower heats of combustion of kerosene was calculated. To examine variation in fuel consumption, CO concentration, and cooling water temperature, part load tests were also performed. The results obtained are summarized as follow. (1) Brake torque increased almost in proportion to volumetric efficiency. But the ratio of increase in torque was greater than that of volumetric efficiency. Mean torque over the speed range of 1,000 to 2,200rpm increased 1, 3, 7, and 2 percents for 5, 10, 20, and 30 percents water addition, respectively. The increase in brake torque with water addition was greater at lower speeds. (2) Mean brake specific fuel consumption over the speed range of 1,000 to 2,200rpm decreased 1, 2, 3, and 3 percents for 5, 10, 20, and 30 percents water addition, respectively. (3) Mean temperature of cooling water over the speed range of 1,000 to 2,200rpm decreased 2, 4, 8, and 12 percents for 5, 10, 20, and 30 percents water addition, respectively. (4) The effects of decreasing CO concentration in the exhaust emissions with water addition were significant. At the speed range of 1,000 to 2,200rpm, CO concentration in the exhaust emissions decreased 2, 10, 23, percents for 5, 10, and 20 percents water addition, respectively. (5) Deposits were not discovered in the combustion chamber during the experiment. However, a little rust was formed in the water-supply carburetor.

• Journal of Ocean Engineering and Technology
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• v.25 no.2
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• pp.113-119
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• 2011

The Korea navy has a vital national interest in maritime security. The national strategy for maritime security focuses on preventing terrorism, crime, and hostile acts in the maritime domain. This requires the development of high speed crafts for maritime security in the South Korea domain. This paper reviews the state of the art on the development of high speed craft internationally, including efforts by the U.S. navy, and analyses the riverine environment to operate high speed crafts in South Korea. This paper makes specific proposals for high speed craft such as their main dimensions, speed, endurance, hull structure material, propulsion system, and general arrangement and 3D shape. This paper was used in the generation of basic resources for future ROC (requirement of capability) of high speed crafts using an engineering methodology.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.50 no.4
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• pp.269-275
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• 2022

In ideal configuration, elapsed-time method can measure the exact reaction wheel speed. But in real configuration, the speed measurement error exists due to tacho pulse non-uniformity. In this research, we study the method which overcome the non-uniformity effects. First, we introduce the method which spin the wheel at the specific speed and measure the non-uniformity. Then, we propose the real-time measurement error correction method which uses the obtained non-uniformity information. This method calculate the speed candidates from the elapsed-time method's counts and non-uniformity information, and choose the closest speed to the real speed. Through simulation, we show that proposed method measure the exact speed regardless of non-uniformity, and fast wheel speed control is possible.

• Proceedings of the KIEE Conference
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• 2002.07b
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• pp.1338-1341
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• 2002

The Weibull probability density function and the Rayleigh function are compared by analyzing the relations of the capacity factors which are compared the actual wind speed frequency curve with which are modelled using the probability density functions with different mean wind speeds. For this analysis, the wind speed means of arithmetic, root mean square, cubic mean cuberoot, and standard deviations are computed from the measured wind speed data of a specific site and the coefficients of probability density functions are calculated. The capacity factors for Vestas 850[kW] wind turbine are calculated and analyzed. The results shows that the wind speed frequency curve by Rayleigh function is more close to the actual curve than by Weibull function. The more the wind speed frequency curve is close to the actual one, the more the capacity factors become large values.

• Wind and Structures
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• v.8 no.6
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• pp.389-406
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• 2005

The results of reference wind speed calculation in Croatia as a base for the revision of the Croatian standards for wind loads upon structures are presented. Wind speed averaged over 10 minutes, at 10 m height, in a flat, open terrain, with a 50-year mean return period is given for 27 meteorological stations in Croatia. It is shown that the greatest part of Croatia is covered with expected reference wind speeds up to 25 m/s. Exceptions are stations with specific anemometer location open to the bura wind which is accelerated due to the channelling effects of local orography and the nearby mountain passes where the expected reference wind speed ranges between 38 m/s and 55 m/s. The methodology for unifying all available information from wind measurements regardless of the averaging period is discussed by analysing wind speed variability at the meteorological station in Hvar.