• Journal of Korean Society of Transportation
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• v.28 no.1
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• pp.25-38
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• 2010

In this study, the real on-road driving data were analyzed to draw the various characteristics related to idling of vehicles. The results revealed that the average idling time of a city bus corresponds to 30.9% of the total daily driving time. Among this, for about 21.6% of the total daily driving time, it is available that an engine can be halted while the vehicle stops. It is a daytime when the portion of time, for which idling stop is available, is peak. Due to idling stop, an increase of turnaround was not found throughout this analysis. When a city bus stops at a traffic right, idling periods were long enough to execute the idling stop, during which an engine halts. Whereas, during the idling time for bus stops, the idling periods were not so long enough to execute idling stop. Deceleration periods among the total turnarounds of a city bus occupies about 24.7%, during which, for about 30%, a deceleration maintains for more than four seconds. Thus, using the energy during deceleration period, which then can be recovered from braking energy, it was also found that a hybrid system can be effectively implemented to a city bus.

• Journal of Korean Society of Transportation
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• v.21 no.1
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• pp.91-102
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• 2003

There are two goals in this paper. The one is development of existing CA(Cellular Automata) model to explain more realistic deceleration process to stop. The other is the application of the updated CA model to forecasting simulation to predict short term link travel time that takes a key rule in finding the shortest path of route guidance system of ITS. Car following theory of CA models don't makes not response to leading vehicle's velocity but gap or distance between leading vehicles and following vehicles. So a following vehicle running at free flow speed must meet steeply sudden deceleration to avoid back collision within unrealistic braking distance. To tackle above unrealistic deceleration rule, “Slow-to-stop” rule is integrated into NaSch model. For application to interrupted traffic flow, this paper applies “Slow-to-stop” rule to both normal traffic light and random traffic light. And vehicle packet method is used to simulate a large-scale network on the desktop. Generally, time series data analysis methods such as neural network, ARIMA, and Kalman filtering are used for short term link travel time prediction that is crucial to find an optimal dynamic shortest path. But those methods have time-lag problems and are hard to capture traffic flow mechanism such as spill over and spill back etc. To address above problems. the CA model built in this study is used for forecasting simulation to predict short term link travel time in Kangnam district network And it's turned out that short term prediction simulation method generates novel results, taking a crack of time lag problems and considering interrupted traffic flow mechanism.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.3D
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• pp.499-509
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• 2006

Precast concrete deck has many advantages comparing with the in-situ concrete deck, and has been successfully applied to replacement of the deteriorated decks and to the newly constructed highway bridges in domestic region. In order to apply the precast decks into the railway bridges, however, differences of the load characteristics between the highway and the railway should be properly taken into account including the train load, longitudinal force of the continuous welded rail, acceleration or braking force, temperature change and shrinkage. Proper level of the longitudinal prestress of the tendons that can ensure integrity of the transverse joints in the deck system is of a primary importance. To this aim, the longitudinal tensile stresses induced by the design loads are derived using three-dimensional finite element analyses for the frequently adopted PSC composite girder railway bridge. The effect of the temperature change is also investigated considering the design codes and theoretical equations in an in-depth manner. The estimated proper prestress level to counteract those tensile stresses is above 2.4 MPa, which is similar to the case of the highway bridges.

• Journal of Astronomy and Space Sciences
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• v.26 no.2
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• pp.141-156
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• 2009

Through the photometric observations of the near-contact binary, XZ CMi, new BV light curves were secured and seven times of minimum light were determined. An intensive period study with all published timings, including ours, confirms that the period of XZ CMi has varied in a cyclic period variation superposed on a secular period decrease over last 70 years. Assuming the cyclic change of period to occur by a light-time effect due to a third-body, the light-time orbit with a semi-amplitude of 0.0056d, a period of 29y and an eccentricity of 0.71 was calculated. The observed secular period decrease of $-5.26{\times}10^{-11}d/P$ was interpreted as a result of simultaneous occurrence of both a period decrease of $-8.20{\times}10^{-11}d/P$ by angular momentum loss (AML) due to a magnetic braking stellar wind and a period increase of $2.94{\times}10^{-11}d/P$ by a mass transfer from the less massive secondary to the primary components in the system. In this line the decreasing rate of period due to AML is about 3 times larger than the increasing one by a mass transfer in their absolute values. The latter implies a mass transfer of $\dot{M}_s=3.21{\times}10^{-8}M_{\odot}y^{-1}$ from the less massive secondary to the primary. The BV light curves with the latest Wilson-Devinney binary code were analyzed for two separate models of 8200K and 7000K as the photospheric temperature of the primary component. Both models confirm that XZ CMi is truly a near-contact binary with a less massive secondary completely filling Roche lobe and a primary inside the inner Roche lobe and there is a third-light corresponding to about 15-17% of the total system light. However, the third-light source can not be the same as the third-body suggested from the period study. At the present, however, we can not determine which one between two models is better fitted to the observations because of a negligible difference of $\sum(O-C)^2$ between them. The diversity of mass ratios, with which previous investigators were in disagreement, still remains to be one of unsolved problems in XZ CMi system. Spectroscopic observations for a radial velocity curve and high-resolution spectra as well as a high-precision photometry are needed to resolve some of remaining problems.

• Journal of the Korean Institute of Gas
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• v.26 no.3
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• pp.45-53
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• 2022

In order to improve the emission of diesel engines, natural gas-diesel dual fuel combustion compression ignition engines are in the spotlight. In particular, a reactivity controlled compression ignition (RCCI) combustion strategy is investigated comprehensively due to its possibility to improve both efficiency and emissions. With advanced diesel direct injection timing earlier than TDC, it achieves spontaneous reaction with overall lean mixture from a homogeneous mixture in the entire cylinder area, reducing nitrogen oxides (NOx) and particulate matter (PM) and improving braking heat efficiency at the same time. However, there is a disadvantage in that the amount of incomplete combustion increases in a low load region with a relatively small amount of fuel-air. To solve this, sensitive control according to the diesel injection timing and fuel ratio is required. In this study, experiments were conducted to improve efficiency and exhaust emissions of the natural gas-diesel dual fuel engine at low load, and evaluate combustion stability according to the diesel injection timing at the operation point for power generation. A 6 L-class commercial diesel engine was used for the experiment which was conducted under a 50% load range (~50 kW) at 1,800 rpm. Two injectors with different spray patterns were applied to the experiment, and the fraction of natural gas and diesel injection timing were selected as main parameters. Based on the experimental results, it was confirmed that the brake thermal efficiency increased by up to 1.3%p in the modified injector with the narrow-angle injection added. In addition, the spray pattern of the modified injector was suitable for premixed combustion, increasing operable range in consideration of combustion instability, torque reduction, and emissions level under Tier-V level (0.4 g/kWh for NOx).