• Journal of Drive and Control
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• v.19 no.3
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• pp.47-52
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• 2022

The C-ITS (Cooperative-intelligent Transport System) is a driver assistance system that prevents car accidents and enhances traffic conditions, via sharing traffic information between vehicles and roadway infrastructures. A CLAS (changing lane assistance system) for unprotected left-turn, is a C-ITS that assists a driver with safely changing lanes. This system addresses a driver's critical gap, that enables the system to express a driver's uncertainty. A driver's critical gap is a time that can be used in a threshold, to change a lane or not. Unfortunately, a driver's critical gap is difficult to use in a CLAS directly. This paper addresses a driver's critical gap, and how it can be applied in a CLAS for an unprotected left-turn.

• Proceedings of the KSME Conference
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• 2001.06e
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• pp.235-240
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• 2001

The CHFG (Critical Heat Flux in Gap) test results have been evaluated to quantify the critical power in hemispherical narrow gaps and a new correlation has been developed. The CHFG test results have shown that increases in the gap thickness and pressure lead to an increase in critical power. The pressure effect on the critical power was found to be much milder than predictions by CHF correlations of other researches. From the CHFG test results, a new correlation on critical power in the hemispherical gap has been developed using the non-dimensional parameters as follows: $$\frac{qCHF}{{\rho}g^hfg}{\cdot}4\sqrt{\frac{{\rho}_g^2}{g{\sigma}{\Delta}{\rho}}=\frac{0.1042}{1+0.1375({\rho}g/{\rho}l)^{0.21}(D/s)}$$ The developed correlation has been expanded to apply the spherical geometry using the Siemens/KWU's correlation.

• Journal of Korean Society of Transportation
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• v.30 no.2
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• pp.93-100
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• 2012

This study dealt with the critical gap of roundabouts in Korea. The objective was to develop a model to derive critical gaps by analyzing gap acceptance patterns. In this context, the present study had a particular emphasis on collecting the data for accepted or rejected gaps. The main contributions of the study were as follows. First, accepted or rejected gaps were counted and measured through video frame analysis on the traffic patterns of 20 roundabouts in Korea. Based on the data, a gap acceptance model, guaranteeing the statistical significant in their parameters, was developed in the framework of the Logit model. Second, the critical gap calculated from the developed model was evaluated to be 2.584 seconds as a whole. Also, the critical gap in urban areas was estimated to be 2.744 seconds, whilst the critical gap in rural areas was estimated to be 2.416 seconds. Finally, critical gaps of roundabout in Korea were found to be smaller than those in foreign countries by about 1.5~2.5 seconds.

• Journal of the Optical Society of Korea
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• v.12 no.3
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• pp.210-214
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• 2008

A critical angle method was used to measure the index of refraction of a solid medium when an air gap between the prism and the medium is present. The gap effect was analyzed both numerically and experimentally. Since the total internal reflection is severely disturbed by the large gap, determination of the critical angle and the resulting refractive index becomes ambiguous and inaccurate. By using an index matching fluid, we could determine the index of refraction with an uncertainty of ${\pm}2{\times}1^{-3}$ even when the gap is as large as 1 ${\mu}m$.

• Proceedings of the KSME Conference
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• 2002.08a
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• pp.411-414
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• 2002

The CHFG(Critical Heat Flux in Cap) test results have been evaluated to quantify the critical powers in hemispherical narrow gaps and Park's correlation has been verified. For verification of the Park's correlation, the critical powers in hemispherical narrow gaps have been measured using water at a pressure of 0.1-0.3 WPa for the hemispherical gap thickness of 1.0mm, and the heated top diameter of 238mm The measured critical powers were compared with Park's and Monde's correlation. As a results, the Park's correlation was most accurate of other correlations, however, estimated the critical powers somewhat larger than measured ones. So, it was suggested that the diameter factor in Park's correlation should be revised.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.60 no.4
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• pp.753-758
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• 2011

Magnetic field and Electric field of High Temperature Superconducting magnet are very important to analysis of superconducting magnet. The maximum perpendicular magnetic field was applied to the outermost pancake windings. The critical current of all the magnet windings is limited by the critical current of the outermost pancake windings. The E-J relation was used to determine the critical current, and an evolution s trategy was adopted for the optimization of gap length between each pancake windins. The results of calculations show that the critical current and the central magnetic field and uniformity increased by 82.6% and 31.6% and 50.8%, respectively, for a magnet consisting of ten pancake windings. This paper did an analysis the cause of increase the critical current and central magnetic field and uniformity in no gap and optimal gap model.

• Journal of Korean Society of Transportation
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• v.19 no.6
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• pp.195-205
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• 2001

The objective of the paper is to analyze the traffic characteristics for freeway merging area. Freeway merging area is different from basic section due to ramp vehicles. Therefore, to understand the traffic characteristics of (leeway merging area, this study focused on two factors including critical time headway required in merging maneuver and maximum possible merging volume. In this paper, new model that adopts critical time headway instead of critical time gap in calculating the maximum possible merging volume based on probability function was developed In previous studies, for calculating the maximum possible merging volume, it was considered that merging vehicles could merge freely if a given time gap was greater than the critical time gap. Also, the critical time gap was used as the same value in all traffic flow conditions. But, a time gap required in merging maneuver could be changed, even to the same driver, because difference of relative speed varies in different traffic flow conditions. So, in some cases, the critical time gap could be insufficient value in merging maneuver. Therefore, in this study. a calculating procedure for critical time headway in all traffic flow conditions was presented. Also, the maximum possible merging volume and capacity for freeway merging area were calculated by using the previously found critical time headway.

• 한국초전도학회:학술대회논문집
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• v.10
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• pp.8-8
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• 2000

Recently the study of the pseudo-gap in high temperature superconductivity become critical issue because it contains key information of the pair formation of the high temperature superconductivity. Specially angle resolved photoemission study shows the various information of the gap formation. In this talk, I will review the recent theories as will as experiments on the pseudo-gap in high temperature superconductors. Specially I will introduce the possible observation of the Andreeve reflection in the underdopped high temperature superconductors.

• The Journal of the Korea Contents Association
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• v.13 no.9
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• pp.400-409
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• 2013

In this paper, considering the characteristics of the driver at roundabouts by investigating the critical gap acceptance on various traffic conditions, multi-legged roundabouts were evaluated. The gap acceptance and rejection of 4-legged, 5-legged, 6-legged, and 7-legged roundabout were surveyed on real fields, and the critical gap acceptance was estimated using Raff's methods. Derived the critical gap acceptance was processed calibration and validation for micro-simulation, and then multi-legged roundabouts under variable conditions such as variations of traffic volume, turning ratio, and size of inscribed circle diameter were evaluated to verify operating conditions of roundabouts. As the results, according to the operating traffic volume and turning ratio, the inscribed circle diameters were proposed at each level of service. These inscribed circle diameters were able to reflect the guideline of geometric design for multi-legged roundabouts.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.25 no.11
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• pp.1476-1482
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• 2001

Turbulent boundary layer over a flat plate was disturbed by installing an elliptic cylinder with an axis ratio of AR=2. For comparison, the same experiment was carried out for a circular cylinder having the same vertical height. The surface pressure and the heat transfer coefficient on the flat plate were measured with varying the gap distance between the elliptic cylinder and the flat plate. The mean velocity and the turbulent intensity profile of the streamwise velocity component were measured using a hot-wire anemometry. As a result, the flow structure and the local heat transfer rate were modified by the interaction between the cylinder wake and the turbulent boundary layer as a function of the critical gap ratio where the regular vortices start to shed. For the elliptic cylinder, the critical gap ratio is increased and the surface pressure on the flat plate is recovered rapidly at downstream location, compared with the equivalent circular cylinder. The maximum heat transfer rate occurs at the gap ratio of G/B = 0.5, where the flow interaction between the lower shear layer of the cylinder wake and the turbulent boundary layer is strong.