• The Transactions of The Korean Institute of Electrical Engineers
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• v.59 no.10
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• pp.1741-1747
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• 2010

The development of overload management systems for distribution transformers offers new opportunities for improving the reliability of distribution systems. It allows network planners to optimize the system resource utilization and investment cost. Such an improvement in the flexibility of the distribution network is only possible if the operator has more accurate knowledge of the realtime conditions of distribution transformers. In this paper, we present an improved overload decision system for distribution transformers using realtime monitoring data. Our study can be categorized into two parts: (a) improvement in the criteria for judging the overload conditions of distribution transformers and (b) development of an overload evaluation system using realtime monitoring data. In order to determine the overload criteria, overload experiments are performed on sample transformers; the results of these experiments are used to define the relationship between the transformer overload and the increase in the top-oil temperature. To verify the accuracy of the experimental results, field tests are performed using specially manufactured transformers, the loads and top-oil temperatures of which can be measured. For arriving at online overload decisions, we propose methods whereby the measured load curve can be converted into an overload characteristic curve and the overload time can be calculated for any load condition. The developed system is able to evaluate the overload for individual distribution transformers and calculate the losses using realtime monitoring data.

• Korean Journal of Food Science and Technology
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• v.32 no.2
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• pp.238-245
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• 2000

This study was investigated to compare the changes of flavors in sesame oil with roasting temperature $(110^{\circ}C{\sim}230^{\circ}C)$. In the results of analyzing the volatile flavor compounds of sesame oil with GC and GC/MS, 26 pyrazines, 11 pyridines, 9 thiazoles, 6 furans, 8 pyrroles, 5 phenols, 8 aldehydes, 8 hydrocarbons, 7 alcohols, 2 indoles, 3 ketones, 10 acids, 4 nitriles, 7 esters, and 5 others were isolated, identified, and quantified. The total amount of flavor compounds was increased with roasting temperature. Detected flavors could be devided into top(peak No. $1{\sim}91$), middle$(92{\sim}197)$ and last note$(198{\sim}224)$ by rentention time. The top notes(initial content 19.87 ppm) which contain pyrazines and provide representative roasted flavors were increased significantly with roasting temperature. Initial content of middle note(17.72 ppm) was increased to 36.71 ppm at $170^{\circ}C$, to 95.61 ppm at $220^{\circ}C$, and to 138.62 ppm at $230^{\circ}C$. Last note was almost unchanged up to $170^{\circ}C$ and increased at $190^{\circ}C$, whereas it indicated a tendency to decrease at $230^{\circ}C$. Pyrazines such as methylpyrazine, 2,5-dimethylpyrazine, 2,6-dimethylpyrazine, trimethylpyrazine, 2-ethyl-3,5-dimethylpyrazine which indicate the major components among volatile flavors were increased slightly up to $150^{\circ}C$ and revealed the higher increase than any other components above $170^{\circ}C$. This tendency was also similar to pyridines, thiazoles, and furans. Most of these compounds are assumed to be developed by thermochemical reactions of sesame components by roasting above $170^{\circ}C$. It seemed that a lot of increase in phenols above $210^{\circ}C$ resulted from the production of guaiacol. Acids were almost unchanged up to $190^{\circ}C$, increased at $210^{\circ}C$, and then decreased above $220^{\circ}C$. It seemed to be resulted from pyrolysis of free fatty acids formed from thermal oxidation of oil.

• Journal of Ocean Engineering and Technology
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• v.25 no.3
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• pp.90-95
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• 2011

On April 20, 2010, a well control event allowed hydrocarbon (oil and gas) to escape from the Macondo well onto Deepwater Horizon (DWH), resulting in an exploration and fire on the rig. While 17 people were injured, 11 others lost their lives. The fire continued for 36 hours until the rig sank. Hydrocarbons continued to flow out from the reservoir through the well bore and blowout preventer (BOP) for 87 days, causing an unprecedented oil spill. Beyond Petroleum (BP) and the US federal government tried various methods to prevent the oil spill and to capture the spilled oil. The corresponding responses were very challenging due to the scale, intensity, and duration of the incident that occurred under extreme conditions in terms of pressure, temperature, and amount of flow. On July 15, a capping stack, which is another BOP on top of the existing BOP, was successfully installed, and the oil spill was stopped. After several tests and subsea responses, the well was permanently sealed by a relief well and a bottom kill on September 19. This paper analyzes the subsea responses and engineering efforts to capture the oil, stop the leaking, and kill the subsea well. During the investigation and analysis of subsea responses, information was collected and data bases were established for future accident prevention and the development of subsea engineering.

• Proceedings of the KIEE Conference
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• 2006.07a
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• pp.286-287
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• 2006

In this paper, an experiment result on overload of distribution transformer was arranged by top oil temperature depending on capacity and time. This result shows the definition on overload of transformer is different by some factors such as ambient temperature and immediate load. In other words, increased temperature in range of regulation(50K) has time to spare even if the condition of transformer is overload. The algorithm presented in this paper is based on the international standard (IEEE std C57.91), and the safety of switchboard is diagnosed by this aspect mentioned on overload of transformer.

• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2006.06a
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• pp.93-98
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• 2006

Warm forming technology was classified into hot gas forming of using compressible fluid as a nitrogen gas and warm hydroforming of using the incompressible fluid as a thermal oil by using medium fluid. In this study, the aluminum side-rail part was developed with warm hydroforming technology. For the warm hydroforming system, top and bottom die was designed to insert heating cartridge in die cavity and special indirect fluid heating system was designed to heat the thermal oil. As increase the temperature, hydroformability was increased linearly. Aluminum side-rail center part was formed 90% at the internal pressure of 100bar and perfectly formed at 300bar within a moderate temperature. The tube material used for warm hydroforming was a aluminum 6000 series alloy with the diameter of 120mm, thickness of 5mm, length of 1,300mm. Warm hydroformed side-rail center part had 20% of maximum expansion ratio and below 20% of maximum thinning ratio at corner radius. This results were provided to show warm hydroforming possibility for aluminum automotive components.

• Proceedings of the KIEE Conference
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• 2000.11a
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• pp.61-63
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• 2000

As increasing the failure of distribution transformers, we need to manage them efficiently. This paper proposes the method for distribution transformer's management using loss-of-life calculation. The Data Acquisition System(DAS) was developed to manage transformers and the HDLC protocol applied to the system. It will be feasible application to diagnose distribution transformers by checking load conditions such as top oil temperature, ambient temperature, load current, etc. and using loss-of-life calculation.

• Journal of Microbiology and Biotechnology
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• v.24 no.5
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• pp.619-628
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• 2014

To identify lipase LipA (PFL_0617) from Pseudomonas protegens Pf-5, a lipA deletion mutant (Pf0617) and a complementary strain (Pf0617lipA) were constructed, and their effects on the lipase production were examined. Pf0617 remarkably decreased its whole-cell lipase activity, whereas Pf0617lipA made its whole-cell lipase activity not only restore to wild-type level but also get a further increment. However, the deletion and overexpression of lipA did not affect the extracellular lipase activity. In addition, the unbroken whole cells of these strains were able to catalyze the hydrolysis of membrane-permeable p-nitrophenyl esters, but could not hydrolyze the membrane-impermeable olive oil. These results confirmed that LipA was an intracellular lipase and Pf-5 could also be used as a natural whole-cell biocatalyst. To evaluate the potential of Pf-5 as a whole-cell biocatalyst and separately characterize the whole-cell LipA, the properties of the whole-cell lipases from Pf-5 and Top10lipA were characterized. The results demonstrated that both Pf-5 and Top10lipA exhibited high tolerance to alkaline condition, high temperature, heavy metal ions, surfactants, and organic solvents. Taken together, lipA can realize functional expression in E. coli Top10, and Pf-5 and Top10lipA as whole-cell biocatalysts may have enormous potential in applications.

• Transactions of the Korean Society of Automotive Engineers
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• v.6 no.2
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• pp.100-106
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• 1998

The wide open throttle performance and piston temperatures were measured by the change of fuel : gasoline and liquefied petroleum gas(LPG). Bench test method was developed and experimented to study the effect of temperature on the formation of carbon deposit. The bench test results were confirmed by measuring the piston temperature and observing the deposit production rate at an actual engine running condition. Results show that if the fuel of spark ignition engine is changed from gasoline to LPG, the output power decreases about 10% and the piston temperatures increase about 40~55$^{\circ}C$. In actual engine tests, because of this temperature increase, it was observed that the quantity of carbon deposit in the top ring groove increased in a big degree. Consuquently, it is known that the fing sticking may occur if the gasoline engine was rebuilt to LPG fuelled engine. Therefore, in order to preserve the durability of LPG fuelled engine, it is necessary to lower the piston temperature by hardware modificationor to reduce the carbon deposit by the improvement of engine oil.

• Fire Science and Engineering
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• v.27 no.6
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• pp.89-96
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• 2013

The purpose of this study is to check the fire origin and cause of the fire by observing the shape of the flame propagation in air-conditioner indoor unit through the fire tests. We supposed that the flame is spread from the surroundings to the top of the air-conditioner and ignited on top of the air-conditioner with n-heptane. And then repeated this experiment twice under the same conditions. After the ignition, refrigerant filled in air-conditioner and lubricating oil exploded with large explosion and flame having high temperature and pressure belched out rapidly due to bursting refrigerant pipe linked air-conditioner between 734 seconds and 559 seconds. After result of checking the combustion residue we found that almost all of that was lost except a part of the evaporator, motor and metal. The position of short-circuit traces of wiring for the air-conditioner ignited itself is similar to that of fire damage by external flame. Therefore, we verified that it is not certain to determine the ignition cause and point by only the shape of the combustion residues.

• Journal of Advanced Marine Engineering and Technology
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• v.5 no.1
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• pp.12-19
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• 1981

As the fuel oil cost covers from 45% to 60% of the total expenditure for fishing boat operation, the energy saving is now an urgent problem to be taken a countermeasure for engineers, manufacturers or specialists engaging in this field. Undertaking a second-hand engine of the trainging ship, the author made several reconstructions to restore its performances. By inserting foot linears of connecting rods the compression ratio was increased and by adjusting both the fuel injection timing and the cooling water outlet temperature, its thermal efficiency was improved. The results of the experimental operation were summarized as follows. 1. By raising the piston top position 0.75mm more than the value of the operating manual, the compression pressure increased 1.3 kg/$cm^2$ and the maximum pressure did 3.4 kg/$cm^2$ at 75% load. 2. At 75% load, the difference of the maximum pressure between each cylinder was decreased from 2.4 kg/$cm^2$ to 1.8 kg/$cm^2$. 3. The fuel consumption was decreased about 8 g/ps.h at 75% load, and about 5.3 g/ps.h at 85% load. 4. The brake thermal efficiency was improved about 1.5% at 75% load and 0.9% at 85% load.