• Journal of KSNVE
• /
• v.9 no.2
• /
• pp.285-294
• /
• 1999

Transient analysis for compressible fluid flow has been performed experimentally and analytically to study the dynamic characteristics of the end volume transmission lines following a sudden pressure change a its entrance. The numerical method was developed based on the method of characteristics. The sudden pressure at its entrance was generated by rupture of diaphragm in a shock tube. The sudden pressure was used to obtain the response, as input signal for the numerical analysis. The response to the sudden pressure at the end volume was measured using a pressure transducer. The experimental result shows good agreements with the numerical result. The effects of tube length, its diameter and end volume magnitude are evaluated on the responses of the pressure and on the damping factor. It is found that the viscous damping effects on the response through the transmission pipeline becomes larger with increasing pi;eline length and decreasing diameter of the pipe and the fluid-elastic stiffness decreases with increasing the terminal volume. The numerical approach presented in this paper can be very useful in designing the instrument and control system.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.42 no.3
• /
• pp.409-415
• /
• 2022

The length of the acceleration lane in the area of entrance terminals is calculated based on 13 PS/ton horsepower of a cargo truck in Korea, so it is generally overestimated compared with the capacity of most vehicles traveling on an entrance ramp. Most drivers have, therefore, an indiscreet tendency to enter the main lane in all sections of an acceleration lane, which affects the traffic flow of the main lane. Because of this tendency, measures are required to minimize the impact on traffic flow of the main lane. The operating speed, rate of entrance, and traffic volume for each vehicle were investigated at the entrance terminals of the interchanges (ICs) of Yangji IC, Suseok IC, Yongin IC, and Osan IC, and the level of improvement in traffic flow was analyzed via VISSIM simulation. From the VISSIM simulation analysis, 74.0 % of the total vehicles traveled over the specified speed from the nose point where drivers would be able to recognize the traffic condition of the main carriageway, or the point at which there is a simplification of the curve section. In addition, 88.6 % of the vehicles entered the main carriageway up to 0.8 points compared with the entire length of the acceleration lane. It was subsequently found that an improvement of average speed in the main carriageway and at the entrance ramp can be achieved from 60.1 km/h to 68.5 km/h by intentionally limiting the entrance point onto the main carriageway up to 0.265 points of the entrance ramp.

• Transactions of the Korean Society of Mechanical Engineers
• /
• v.12 no.5
• /
• pp.1189-1196
• /
• 1988

Thermal entrance lengths of turbulent tube flow for viscoelastic polymer solutions are investigated experimentally in the recirculating flow system with tubes of inside diameters 8.5mm(L/D=710) and 10.3mm(L/D=1158), respectively. In the present system, the hydrodynamic and thermal boundary layers develop simultaneously from the beginning of the test section. To provide the boundary condition of constant heat flux at the wall, the test tubes are heated directly by electricity. The polymer solution used in the current study is 1000 wppm aqueous solution of polyacrylamide(Separan AP-273). The apparent viscosity of the polymer solutions circulating in the flow system are measured by the capillary tube viscometer at regular time intervals. Thermal entrance lengths vary due to the rate of degradation. The entrance lengths of degraded polymer solutions are about 500~600 times the diameter. However, the entrance lengths of fresh polymer solutions are greater than the lengths of the test tubes used in this study suggesting that thermal entrance lengths for viscoelastic polymer solutions are greater than 1100 tube times the diameters. Friction factor is almost insensitive to the degradation, but the heat transfer $j_{H}$-factor is affected seriously by degradation. Based on the present experimental data of fresh solutions a correlation for the heat transfer $j_{H}$-factor is presented.ted.

• Journal of the Korean Society of Fisheries and Ocean Technology
• /
• v.46 no.3
• /
• pp.195-203
• /
• 2010

Recently, Fishermen have required to expand the circumference of trap entrance for conger eel because it was difficult to take the catch out as well as to put the baits into. A series of fishing experiments was carried out in coastal areas of Tongyoung, Korea in 2008 and 2009 using the traps to describe the effect of the entrance size on the catch. The experimental traps (five types) were used in filed experiments with four types circumference size traps (140, 180, 220 and 260mm) with mesh size 22mm and another type was used the same one usually using in filed with mesh size 35mm (750mm circumference). The experiment results were, the conger eels of total length 35mm more or so were caught 85, 93, 142 and 176 individual by the experiment traps with mesh size 22mm as increase circumference size from 140mm to 260mm, respectively. And the small conger eels of the total length below 35mm to be prohibited to catch by law were caught 145, 160, 288 and 304 individual according to increase the circumference size of trap, respectively. In addition, in case of the trap with mesh size 22mm, bycatches were 230 - 260 individuals and much more than bycatches of the trap with mesh size 35mm. In conclusion, when we expand the circumference size of trap according to fishermen's requirement, we should review not only economic of fishery but also increasement the bycatch of non-target fishes and small size fishes.

• Transactions of the Korean Society of Mechanical Engineers B
• /
• v.25 no.6
• /
• pp.758-765
• /
• 2001

Purpose of the present is to investigate the food configuration at a tunnel entrance for reducing the micro pressure wave that is generated according to train speed. Two configurations were examined for tunnel of 0.5 km length. The experimental results show that a slit cover hood installed at the entrance of the tunnel reduces the maximum micro pressure wave by 41.2%, and a configuration with a slit cover hood installed at the entrance and a 45$^{\circ}$slanted portal at the exit of the tunnel suppresses it by 47.7%.

• Proceedings of the Korean Society for Technology of Plasticity Conference
• /
• 1997.03a
• /
• pp.130-135
• /
• 1997

A kinematically admissible velocity field is developed for the analysis of twisting of extruded products. The twisting of extruded product is caused by the linearly increased rotational velocity from the center on the cross-section of the workpiece at the die exit. In the analysis, the rotational velocity in angular direction is assumed by the multiplication of radial distance and angular velocity. The angular velocity is zero at the die entrance and is increased linearly by longitudinal distance from die entrance. The increase rate of angular velocity is determined by the minimization of plastic work. The results of the analysis show that the angular velocity of the extruded product changes with the aspect ratio of product and increases with the decreases in die length and in eccentricity of gravity center of the cross-section of workpiece at die entrance from that of the cross-section at the die exit.

• Proceedings of the KSME Conference
• /
• 2000.04b
• /
• pp.619-624
• /
• 2000

The purpose of present study is to investigate for reducing micro pressure waves generated according to train speeds $(240km/h{\sim}380km/h)$ through tunnels with countermeasures as followings; the hood configuration in tunnel entrance. We developed hoods for tunnel of 0.5 km length in the condition of tunnel cross-section area of $107m^2$ on the slab track. According to the results the maximum micro-pressure wave is reduced by 41.2% for the slit hood installed at the entrance of the tunnel and reduced by 47.7% for the slit hood installed at the entrance of the tunnel and the $45^{\circ}$ slanted portal at the exit of the tunnel

• Proceedings of the Korean Powder Metallurgy Institute Conference
• /
• 2006.09a
• /
• pp.238-239
• /
• 2006

Nozzle geometry influences gas dynamics making sprayed particle behavior one of the most important parameters in cold spray process. Gas flows at the entrance convergent section of the nozzle takes place at relatively high temperature and are subsonic. Thus, this region is a very suitable environment for heating spray particle. In this study, numerical simulation and experiments were conducted to investigate the effect of nozzle contour, entrance geometry of nozzle and powder injection position at nozzle on the cold spray process. The process changes were observed through numerical simulation studies and the results were used to find a correlation with coating properties.

• Journal of Radiation Protection and Research
• /
• v.39 no.4
• /
• pp.182-186
• /
• 2014

Recently, the use of panoramic radiography has shown a constant increase, and significant research is underway. However, radiation exposure attracts less attention in dental radiography than in other types of radiography. We used an OSLD for measurement of the entrance skin dose in eyeballs and the thyroid region, both of which are not covered by examinations but are included in radiographical regions and are sensitive to radiation, as well as orally in Incheon and reported the results. The entrance skin dose was 0.0282 mSv on average for the oral region, and 0.0259 mSv on average for the eyeball, and 0.0261mSv on average, for thyroid gland. While there is no proper shielding method for the eyeball, a thyroid protector is not used by most hospitals and most hospitals are equipped with an apron and a thyroid protector separately; thus, it is necessary to use an integration of an apron and a thyroid protector and medical device manufacturers need to develop a method for controlling the length of the slit in the slit-type area of radiation occurrence in order to reduce unnecessary exposure.

• International Journal of Highway Engineering
• /
• v.15 no.1
• /
• pp.143-154
• /
• 2013

PURPOSES: Design of approach roads of rest areas in highway has many drawbacks such as geometric design elements. There has been traffic accidents occured in these approach roads of rest areas. Thus, design criteria is required in order to protect accidents from being occurred. In case of Korea, geometric structure design criteria of entry facilities, such as toll-gate, interchange, junction etc was established. However there are no presence in a detailed standards for geometric structure of the rest area which affiliated road facilities. METHODS: In this study, analytic on accidents was carried out in regards to the entry of geometric structure of resting areas by utilizing a sight survey and an investigation research of traffic accidents. The survey was targeting 135 general service areas. Collisions with physical channelization and safety facilities occurred due to speeding, rapid entry, and etc at the entrance nose section. At the entrance connector roads, accidents caused by speeding, negligence, over-operation of handle of drivers were main reason of accidents. Discriminant analysis were conducted about geometric elements to distinguish influencing factors for traffic accidents. the lengths and access angles of the entrance connector roads were regarded as to have the high relation with traffic accidents. RESULTS: After classifying the design section of resting areas' entry as well as derive design elements on each section, a speed measurement by targeting entry of rest areas and car behavior surveys were performed, then each element's minimum standard was derived through the analyses. According to the speeds at the starting/end point of entrance connector road, the range of the junction setting angle of the entrance connector road is defined as $12^{\circ}{\sim}17^{\circ}$ and the connector length model was suggested. CONCLUSIONS: Suggest improvement plans for existing rest areas that can be applied realistically. This should be corresponded to the standards of entry and exit of developed rest areas.