• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.48 no.2
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• pp.119-125
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• 2020

A high Reynolds number transonic wind tunnel has been built in 2018 at Agency for Defense Development(ADD). The tunnel has a closed circuit with a 1.5m×1.5m test section and is injection driven from a 140bar air supply system. The Mach number range is 0.3-1.2 with a conventional contracting nozzle and 1.4 with a convergent-divergent contraction. The stagnation pressure range is 100-550kPa at the lowest Mach number. An AGARD-B standard model is tested in the transonic wind tunnel to obtain 6-DOF aerodynamic coefficients. The results are compared with those obtained from ADD trisonic wind tunnel and others. We verify that the transonic wind tunnel become available to develop an aircraft from the testing results.

• Journal of Institute of Control, Robotics and Systems
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• v.17 no.6
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• pp.566-572
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• 2011

In recent semiconductor and FPD (Flat Panel Display) manufacturing processes, high clean-class delivery operation is required more and more for short working time and better product quality. Traditionally SLIM (Single-sided Linear Induction Motor) is widely used in the liner drive applications because of its simplicity in the rail structure. A magnetically levitated (Maglev) unmanned vehicle with SLIM traction, which is powered by a CPS (Contactless Power Supply) can be a high precision delivery solution for this industry. In this paper unmanned FPD-carrying vehicle, which can levitate without contacting the rail structure, is suggested for high clean-class FPD delivery applications. It can be more acceptable for the complex facilities composed with many processes which require longer rails, because of simple rail structure. The test setup consists of a test vehicle and a rounded rail, in which the vehicle can load and unload products at arbitrary position commanded through wireless communications of host computer. The experimental results show that the suggested vehicle and rail have reasonable traction servo and robust electromagnetic suspensions without any contact. The resolution of point servo errors in the SLIM traction system is accomplished under 1mm. The maximum gap error is ${\pm}0.25mm$ with nominal air gap length of 4.0mm in the electromagnetic suspensions. This type of automated delivery vehicle is expected to have significant role in the clean delivery like FPD glass delivery.

• Transactions of the Korean Society of Automotive Engineers
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• v.19 no.6
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• pp.17-22
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• 2011

This study is to investigate the effect of the cetane number in ultra low sulfur diesel fuel on combustion characteristics and exhaust emissions at 1500 rpm and 2.6bar BMEP in low-temperature diesel combustion with 1.9L common rail direct injection diesel engine. Low-temperature diesel combustion was achieved by adopting external high EGR rate with the strategic injection control without modification of engine components. Test fuels are ultra low sulfur diesel fuel (sulfur less than 12 ppm) with two cetane numbers (CN), i.e., CN30 and CN55. For the CN30 fuel, as a start of injection (SOI) timing is retarded, the duration of an ignition delay was decreased while still longer than $20^{\circ}CA$ for all the SOI timings. In the meanwhile, the CN55 fuel showed that an ignition delay was monotonically extended as an SOI timing is retarded but much shorter than that of the CN30 fuel. The duration of combustion for both fuels was increased as an SOI timing is retarded. For the SOI timing for the minimum BSFC, the CN30 produced nearly zero PM much less than the CN55, while keeping the level of NOx and the fuel consumption similar to the CN55 fuel. However, the CN30 produced more THC and CO than the CN55 fuel, which may come from the longer ignition delay of CN30 to make fuel and air over-mixed.

• The Transactions of the Korean Institute of Electrical Engineers
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• v.38 no.4
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• pp.307-315
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• 1989

In this paper, we have analyzed the temperature variation trend of a slab on between the process of reheating furnace and the termination of roughing mill process during hot rolling process. 1) cooling by radiation and convection current in the air, 2) plastic deformation heat, 3) cooling by descaling water, 4) cooling by contact with rolling rolls and/or transmitting rolls. For the analysis, the factors have been adopted as the problems of the rolling process to be solved such that we have established an application technique in relation to the determination of boundary conditions on the slab surface. We have presented a procedure for an analysis of the cooling phenomenon treated as a problem of two-dimensional transient heat flow using finite difference equation and suggested techniques of implementing sequentialized rolling tasks in correlation with the procedure. From the result of simulation, it is shown that the difference between calculation value and measurement value is within the range of the industrial measurement error. Also, it is proved that the assumptions, conditions, and properties used in the computer simulation is appropriate by showing that the pattern of a drop in temperature at each rolling event is in accord with real circumstances.

• Journal of the Korean Institute of Intelligent Systems
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• v.27 no.2
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• pp.106-112
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• 2017

In the paper, we propose a levitation and a propulsion controller for the magnetic levitation logistic transportation system. The levitation controller is designed considering the mutual influence of the electromagnets to minimize roll and pitch movements. In order to solve the structural disadvantages of the magnetic levitation transportation system, we improve the problem of the existing controller by applying the exponential filter to the reference input. DSP-based control hardware is developed and the levitation control method is verified by levitation experiments to the air gap goal. The propulsion controller uses the space vector voltage modulation method. The propulsion controller is designed to follow the position and velocity profile by detecting the absolute position from the bar code information attached to the rail. The position control result shows satisfactory performance through the propulsion control reciprocating motion experiment.

• Transactions of the Korean Society of Automotive Engineers
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• v.14 no.5
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• pp.32-38
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• 2006

Currently, due to the serious world-wide air pollution by substances emitted from vehicles, emission control is enforced more firmly and it is expected that the regulation requirements for emission will become more severe. A new concept combustion technology that can reduce the NOx and PM in relation to combustion is urgently required. Due to such social requirement, technologically advanced countries are making efforts to develop an environment-friendly vehicle engine at the nation-wide level in order to respond to the reinforced emission control. As a core combustion technology among new combustion technologies for the next generation engine, the homogenous charge compression ignition(HCCI) is expanding its application range by adopting multiple combustion mode, catalyst, direct fuel injection and partially premixed combustion. This study used a 2-staged injection method in order to apply the HCCI combustion method without significantly altering engine specifications in the aspect of multiple combustion mode and practicality by referring to the results of studies on the HCCI engine. In addition, this study confirmed the possibility of securing optimum fuel economy emission reduction in the IMEP 8bar range(which could not be achieved with existing partially premixed combustion) through forced charging, exhaust gas recirculation(EGR), compression ratio change and application of DOC catalyst.

• Korean Journal of Materials Research
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• v.27 no.9
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• pp.501-506
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• 2017

Surface morphology and optical properties such as transmittance and haze effect of glass etched by physical and chemical etching processes were investigated. The physical etching process was carried out by pen type sandblasting process with $15{\sim}20{\mu}m$ dia. of $Al_2O_3$ media; the chemical etching process was conducted using HF-based mixed etchant. Sandblasting was performed in terms of variables such as the distance of 8 cm between the gun nozzle and the glass substrate, the fixed air pressure of 0.5bar, and the constant speed control of the specimen stage. The chemical etching process was conducted with mixed etching solution prepared by combination of BHF (Buffered Hydrofluoric Acid), HCl, and distilled water. The morphology of the glass surface after sandblasting process displayed sharp collision vestiges with nonuniform shapes that could initiate fractures. The haze values of the sandblasted glass were quantitatively acceptable. However, based on visual observation, the desirable Anti-Glare effect was not achieved. On the other hand, irregularly shaped and sharp vestiges transformed into enlarged and smooth micro-spherical craters with the subsequent chemical etching process. The curvature of the spherical crater increased distinctly by 60 minutes and decreased gradually with increasing etching time. Further, the spherical craters with reduced curvature were uniformly distributed over the etched glass surface. The haze value increased sharply up to 55 % and the transmittance decreased by 90 % at 60 minutes of etching time. The ideal haze value range of 3~7 % and transmittance value range of above 90 % were achieved in the period of 240 to 720 minutes of etching time for the selected concentration of the chemical etchant.

• Bulletin of the Korean Chemical Society
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• v.19 no.1
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• pp.39-44
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• 1998

$LiCoO_2$ powder was synthesized in an aqueous solution by a sol-gel method and used as a cathode active material for a lithium ion rechargeable battery. The layered $LiCoO_2$ powders were prepared by igniting in air for 12 hrs at 600 ℃ $(600-LiCoO_2)$ and 850 ℃ $(850-LiCoO_2)$. The structure of the $LiCoO_2$ powder was assigned to the space group R bar 3 m (lattice parameters a=2.814 Å and c=14.04Å). The SEM pictures of $600-LiCoO_2$ revealed homogeneous and fine particles of about 1 μm in diameter. Cyclic voltammograms (CVs) of $600-LiCoO_2$ electrode displayed a set of redox peaks at 3.80/4.05 V due to the intercalation/deintercalation of the lithium ions into/out of the $LiCoO_2$ structure. CVs for the $850-LiCoO_2$ electrode had a major set of redox peaks at 3.88/4.13 V, and two small set of redox peaks at 4.18/4.42 V and 4.05/4.25 V due to phase transitions. The initial charge-discharge capacity was 156-132 mAh/g for the $600-LiCoO_2$ electrode and 158-131 mAh/g for the $850-LiCoO_2$ electrode at the current density of 0.2 mA/cm2. The cycleability of the cell consisting of the $600-LiCoO_2$ electrode was better than that of the $850-LiCoO_2$. The diffusion coefficient of the $Li^+$ ion in the $600-LiCoO_2$ electrode was calculated as $4.6{\times}10^{-8}\; cm^2/sec$.

• Journal of the Korea institute for structural maintenance and inspection
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• v.10 no.1
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• pp.123-130
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• 2006

The duties of the restorative materials are to bear up against stress and to protect reinforcement corrosion. So the restorative materials are estimated by various kinds of strength, permeability and etc, But, in case of existing performance evaluation of restorative materials, because various deterioration factors are separately acted, the system of performance evaluation is different from that of combined deterioration of real structure and it is difficult to evaluate the exact performance of restorative materials. In this study, to evaluate Performance of restorative materials, we compare their korea standard properties in terms of compressive and bending strength and permeability of water and air with real durability for carbonation, salt damage and actual reinforcement corrosion like ratio of corrosion area. weight reduction and corrosion velocity of steel bar under environment of combined deterioration. The results showed that strength and permeability of restorative materials are similar but their resistance to carbonation, salt damage and actual reinforcement corrosion are very different.

• The Korean Journal of Air & Space Law and Policy
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• v.20 no.2
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• pp.9-58
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• 2005

The Warsaw Convention-officially denominated the "Convention for the Unification of Certain Rules Relating to International Transportation by Air"- is a major multilateral agreement governing the rights and responsibilities of passengers, consignor/consignee and air carriers in international transportation. Article 29(1) of the Warsaw Convention provides that the right to damages shall be extinguished if an action is not brought within 2 years, reckoned from the date of arrival at the destination, from the date on which the aircraft ought to have arrived, or from the date on which the transportation stopped. There has been disagreement as to the nature of this provision. It has been viewed on one hand as a statute of limitations, which may be tolled in appropriate circumstances. Some US Courts which have taken this approach read Article 29(2)-which states that the method of calculating the period of limitation shall be determined by the law of the court to which the case is submitted-as leaving to local law the determination of when the 2-year limitation period provided for in Article 29(1) runs. Therefore, they conclude, under Article 29(2), whenever state law would toll a state statute of limitations, the statute of limitations contained in Article 29(1) would be tolled as well. On the other hand, some other US courts have viewed the 2-year provision contained in Article 29(1) as a condition precedent to the right to bring suit, which will absolutely bar any action not brought within 2 years of the events giving rise to the action. These courts view Article 29(2) as providing only that the forum court should look to the law of the forum on the question whether the plaintiff has taken the necessary measures within the 2-year period to invoke that particular court's jurisdiction over the action. These courts have placed great weight on the "legislative" history of the Convention in reaching this position, noting in particular that the delegates to the Convention expressly considered and rejected a provision, which would have incorporated local tolling provisions.