• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.21 no.1
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• pp.62-66
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• 1985

The periodic variations of the surface water temperature and the relationships between the surface water and air temperature are found in Youngil bay as follows: It is considered that the average surface water temperature is the lowest in February and the highest in August in the Youngil bay (Pohang bay and Janggi cape) from January, 1962 to December, 1981. It is only in October and November that the average surface water temperature was higher in pohang bay than in the Janggi cape from January, 1962 to December, 1981. Since the periodic secular variation in the vincity of Youngil bay and the variation of the Tsushima Current seem to have similar tendencies, we may conclude that the changes of the surface water temperature in Youngil bay are primarily influenced by the Taushima Current. The average temperature of surface water is 14.5$^{\circ}C$ in Pohang bay and 15.$0^{\circ}C$ in Janggi cape in the secular variation.

• Journal of the Korean Society for Heat Treatment
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• v.8 no.1
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• pp.65-74
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• 1995

This research was performed to investigate the effect of ageing on grain refinement of 82wt%Cu-13.5wt%Al-4.5wt%Ni-0.1wt% misch metal alloy with ageing temperature and time. The results obtained in this study are as follows; The variation of transformation temperature with ageing temperature had very influence on ageing time at $300^{\circ}C$. But it had not influence on ageing time at $100^{\circ}C$. The variation of transformation temperature after second reversed transformation cycle was not occured in martensitic phase ageing, but $M_s$ point was appeared equally with third reversed transformation cycle in parent phase ageing. The variation of $M_s$ point was not nearly with ageing time at $100^{\circ}C$ ageing temperature. But it was decreasing with ageing time at $300^{\circ}C$ ageing temperature and $A_s$ point was increasing with ageing time. Structure of parent phase ageing was being M18R martensitic and N2H martensitic phase. It was found that ${\alpha}$ and ${\gamma}_2$ phase were created by ageing of long time at $300^{\circ}C$ ageing temperature.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2007.06a
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• pp.747-748
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• 2007

• Proceedings of the SAREK Conference
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• 2007.06a
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• pp.31-31
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• 2007

• Journal of the Korean Solar Energy Society
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• v.26 no.4
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• pp.1-7
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• 2006

This study is to develop a model to predict the soil temperature variation in Korea Institute of Energy Research using its thermal properties, such as thermal conductivity and diffusivity. Soil depth temperature variation is very important in the design of a proper Ground Source Heat Pump (GSHP) system. This is because the size of the borehole depends on the soil temperature distribution, and this can decrease GSHP system cost. If the thermal diffusivity and thermal conductivity are known, the soil temperature can be predicted by either the Krarti equation or the Spitler equation. Then a comparison with the Krarti equation and Spitler equation data with the real measured data can be performed. Also, the thermal properties can be reasonably approximated by performing a fit of the Krarti and Spitler equations with measured temperature data. This was done and, as a result, the Krarti equation and Spitler equation predicted values very close to the measured data. Although there is about a $0.5^{\circ}C$ difference between the deep subsurface prediction (16m - 60m), with this equation, were expected to have model this Non-Homogeneous Soil Temperature phenomenon properly. So, it has been shown that a prediction of non-homogeneous soil temperature variation influenced by solar radiation can be achieved with a model.

• Transactions of the Korean Society of Mechanical Engineers
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• v.12 no.1
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• pp.44-47
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• 1988

The present experiments of transient temperature variation and temperature fluctuation were conducted by bead type thermistors in pool boiling without a heat surface. The experimentally obtained conclusion were as follows. (1) The high transient temperature Variatian of 11.64.deg. C for a duration of 0.08 sec and a temperature freguency having a duration of 5.6*10$^{-2}$ sec in a flashing were measured. (2) The highest variation of transient temperature was shown at saturated temperature of 80.deg. C and superheat of 7.9.deg. C. (3) Temperature frequency was found to increase with superheat below 60.deg. C of saturated temperature, but above 60.deg. C it was relative to lower superheat and was found to decrease with higher superheat..

• Journal of the Korean Society of Mechanical Technology
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• v.13 no.4
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• pp.85-91
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• 2011

Experimental analysis has been carried out to investigate thermal characteristics of hydraulic system in special vehicles. Hydraulic system performance is largely influenced by oil temperature, and there are considerable performance decline and malfunctions in the system for high temperature conditions caused by heavy load and continuous operation. Transient oil temperature and pressure variation are analyzed and heat generation rates in the several main system parts are compared for various flow rates. With the start of system operation oil temperature gradually increases, and viscosity deceases by about 70% as temperature increases from $20^{\circ}C$ to $80^{\circ}C$. Operation pressure in the hydraulic system decreases with oil temperature, and its variation rate becomes less steep as oil temperature increases. Heat generation rate in hydraulic pump also depends on the oil temperature, and it reaches maximum near $50^{\circ}C$. These results in this study can be applied to optimal design of efficient hydraulic system in special vehicles.

• Journal of Environmental Health Sciences
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• v.22 no.2
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• pp.90-95
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• 1996

This study was performed to calculate the degration rate coefficient, operating parameters to meet the effluent standards, and the temperature adjustment coefficients to each parameter of pollution by seasonal variation of concentration and temperature of influent in livestock wastewater treatment by sequencing batch reactor process in field scale. The followings are the conclusions that were derived from this study. 1. In the field, temperature of livestock wastewater in reactor was 20.3$\circ$C in summer and 6.0$\circ$C in winter. The ratio of BOD:TKN: T-P in influent was 100:80:7. BOD loadings in winter and spring were 0.26 and 0.43 kg $BOD/m^3$ day, respectively. Those in summer and fall were 0.25 and 0.13 kg $BOD/m^3$ day, respectively. 2. The degradation rate coefficient for TKN was larger in summer and fall in which temperature was high than that in which temperature was high than that in winter and spring in which concentration was high. On the contrary, the phosphorus uptake rate was larger in winter and spring than that in summer and fall. 3. The hydraulic retention time in winter and spring was longer than that in summer and fall. Especially, in order to meet the standard for TKN of 120 mg/l in winter in which temperature of wastewater was 6.0$\circ$C, as the MLSS concentration was increased from 4, 000 to 7, 000 mg/l, the hydraulic retention time was increased from 212 to 121 hours. But, in order to shorten that less than 121 hours for the economical wastewater treatment, countermeasure to increase temperature of wastewater in the reactor should be considered. 4. the temperature adjustment coefficients for BOD, $COD_{Mn}$, TKN and T-P were 1.0241, 1.0225, 1.0541 and 1.0495, respectively. Namely, the treatment of TKN was most sensitively affected by temperature. For the purpose of the effective removal of nitrogen and phosphorus which are sensitive to temperature, it is necessary to keep the temperature of livestock wastewater more than 20$\circ$C which is the temperature of it in summer.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.23 no.6
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• pp.553-562
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• 2013

Vehicle vibrations arise from engine and road surface excitations. The engine mount system of a passenger car sustains the engine weight and insulates the excitation force from the engine system. The dynamic properties of viscoelastic material used for the vehicle engine mounts have large variation due to environmental factors such as environmental temperature and humidity etc. The present study aims to investigate the variability of dynamic characteristics in rubber engine mounts considering both environmental temperature change and material model errors/uncertainty. The engine mounts for a passenger car were modeled using finite element method. Then, the dynamic stiffness variability of the engine mounts were estimated using Monte Carlo simulation method. In order to estimate the variations in the storage and loss moduli of the viscoelastic materials, the material properties of the synthetic rubber were expressed as a fractional-derivative model. Next, in order to simulate the uncertainty propagation of the dynamic stiffness for the engine mounts due to the storage and loss moduli variations, the Monte Carlo simulation was used. The Monte Carlo simulation results showed large variation of the engine-mount stiffness along frequency axis.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2005.05a
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• pp.180-183
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• 2005

The engine mount of vehicle systems is role of support engine mass and isolate noise and vibration from engine disturbance forces. One of attractive candidates to achieve this goai is to utilize a semi-active ER engine mount. By applying this, we can effectively control damping force and hence the noise and vibration by just controlling the intensity of electric field. However, control performance of the engine mount may be very sensitive to temperature variation during engine operation. In this work, we Investigate dynamic performances of ER engine mount with respect to the temperature variation. In order to undertake this, a flow-mode type of ER engine mount is designed and manufactured. Displacement transmissibility is experimentally and numerically evaluated as a function of the electric field. The ER engine mount is then incorporated with full-vehicle model in order to investigate vibration control performance. After formulating the governing equation of motion, a semi-active controller is designed. The controller is implemented through a hardware-in-the-loop simulation (HILS), and control responses such as acceleration level at various engine speeds are evaluated in the frequency and time domains.