• Transactions of the Korean Society of Automotive Engineers
• /
• v.14 no.1
• /
• pp.92-99
• /
• 2006

The swirl ratio of a charge in the cylinder was estimated by calculating the ratio of the rotary speed of charge which could be simulated from the rotary speed of paddle in the swirl measurement apparatus, to the engine speed which could be calculated by measuring intake air flow rate. The automation of the swirl ratio measurement for cylinder head was achieved by controling both valve lift in cylinder head and a suction pressure of surge tank using two step-motors. The number of measurement position for calculating mean swirl ratio was varied by adjusting the interval of valve lift. The mean swirl ratio with varying the number of measurement position showed nearly constant value. Two measurement methods for measuring the swirl ratio were compared, one was to control the suction pressure of the surge tank with PID (proportional, integral, differential) mode with by-pass valve controlled by the step motor and the other did not control the surge tank pressure by fixing the by-pass valve. The difference of the mean swirl ratio between the two measurement methods showed nearly constant value with varying the number of measurement position. This means that the w/o PID control method could be preferred to the PID control method which has been used, due to the simpleness of the swirl measurement.

• Journal of Power System Engineering
• /
• v.12 no.3
• /
• pp.12-18
• /
• 2008

In the present study, the numerical simulation has been performed to investigate K-factor for temperature variation of working fluid in spray nozzle with orifice. The commercial CFD software, Fluent with the proper modeling was applied for analyzing the internal of the spray nozzle. Numerical result for K-factor at $20^{\circ}C$ agrees with the experimental result that it applied n=0.5 within about 7% error. The pressure drop inside nozzle is showed 20% passing swirler, 70% in the region between the outlet of swirler and the orifice and 10% at the outlet of orifice. As the operating pressure is increased, K-factor is decreased by effect of flow resistance at it's inlet before pass swirler. The temperature increase of working fluid reduced the flow rate according to reducing of density, and average 1.23% decrease is showed in the present research.

• 한국연소학회:학술대회논문집
• /
• 2004.06a
• /
• pp.27-33
• /
• 2004

The Noise generation mechanisms of propane laminar premixed flames on a slot burner have been studied experimentally. The sound levels and frequencies were measured for various mixture flow rates (velocities) and equivalence ratios. The primary frequency of self-induced noise increases with the mean velocity of mixture as $f{\;}{\propto}{\;}U_f^{1.144}$ and the measured noise level increases with the mixture flow rate and equivalence ratio as $p{\;}{\propto}{\;}U_f^{1.7}$$F^{8.2}$. The nature of flame oscillation and the noise generation mechanisms are also investigated using a high speed CCD camera and a DSRL camera. The repetition of sudden extinction at the tip of flame is evident and the repetition rates are identical to the primary frequencies obtained from the FFT analysis of sound pressure signals. CH chemiluminescence intensities of the oscillating flames were also measured by PMT with a 431 nm(10 FWHM) band pass filter and compared to the pressure signals.

• The KSFM Journal of Fluid Machinery
• /
• v.11 no.3
• /
• pp.50-55
• /
• 2008

The diverter system is a key component in achieving a high accuracy liquid flow rate standard using a static gravimetric system with a flying start and stop method. The diverter is a moving device used to direct flow alternately along its normal course(by pass) or towards the weighing tank. The time needed for collection into the weighing tank is measured using a timer. So it is important to the diversion period is sufficiently fast and triggering point of timer which is determined the filling time. On this studies show that uncertainty of diverter system for changing diversion speed and triggering point was estimated in accordance with Guide to The Expression of Uncertainty in Measurement(ISO).

• Journal of the Korean Geotechnical Society
• /
• v.26 no.5
• /
• pp.37-48
• /
• 2010

In this study, the seepage flow monitoring method by the hydraulic head loss rate was developed for the purpose of application to offshore construction site enclosed by cofferdams in which seepage force varies periodically. The amount of the hydraulic head loss rate newly defined in this graph was in a range between 0 and 1. The zero of the rate means the existence of flow with no seepage resistance. The 1 of the rate means no seepage flow through the ground. The closer to 1 the coefficient of determinant in the hydraulic head loss graph is, the more the ground through which seepage water flows is stable. The closer to 0 the coefficient of determinant in the hydraulic head loss graph is, the more the ground through which seepage water flows was unstable and the higher the possibilities of existence of empty space or of occurrence of piping on the seepage flow pass in the ground is. The hydraulic head loss graph makes it possible to monitor sensitively the situation of seepage flow state, and the graph helps to understand easily the seepage flow state at the specific section on the whole cofferdam.

• The Korean Journal of Physiology
• /
• v.28 no.1
• /
• pp.79-90
• /
• 1994

The objective of the present study is to assess the contribution of bulk flow to the regulatory mechanism of amniotic fluid volume and its ionic concentration in the membranes surrounding the amniotic fluid. For quantitative assessment, we prepared 4 kinds of artificial amniotic fIuids (isotonic isovolumetric, hypotonic isovolumetric, isotonic hypervolumetric and hypotonic hypervolumetric ones) by replacing 70% of amniotic fluid of pregnant rabbits with water or normal Tyrode solutions. Isoosmotic saline of 0.5 ml volume containing 0.05% Censored and 15 mM/l LiCl was administered initially into amniotic sacs of all subject animals. Samples of amniotic fluid were collected in after 30 and 90 minute intervals; the concentrations of Censored, $Na^+\;and\;Li^+$ were determined and compared. Followings are the results obtained. 1. from isovolumetric and increased Congcord group, we couldn't find significant change in $Li^+\;and\;Na^+$ concentration in isotonic amniotic fluid. However, $Na^+$ concentration increased significantly as well as a striking increase in Censored concentration in hypotonic amniotic fluid. 2. In isovoIumetric and decreased Censored group, the rate of $[Li^+]$ decrement and the rate of $[Na^+]$ increment were much higher in hypotonic amniotic fluid than in isotonic. 3. In hypervolumetric and increased Censored group, the rate of $Na^+$ efflux increased proportionately with the increment of Censored concentration up to 0.98, which was higher than the rate of $Li^+$ efflux in isotonic amniotic fluid. However, the increment of $Na^+$ concentration was rather related with the initial $Na^+$ concentration in hypotonic amniotic fluid, showing inverse relationship. $Li^+$ concentration increased only when there was a marked increase in Censored concentration and approached near a maximum value or 1. 4. For hypervolumetric and decreased Censored group, the observations were identical to isovolumetric and decreased Censored group. From these results the following conclusions could be made: 1) There is no net movement of water or monovalent cations across the membranes surrounding amniotic fIuid in isotonic isovolumetric condition. In contrast, there is a net efflux of amniotic fluid by osmotic bulk flow, resulting in elevation of $Na^+$ concentration in hypotonic isovolumetric condition. 2) In hypervolumetric conditions, there is a massive efflux of amniotic fluid or solvent drag through the surrounding membranes by fiItrative bulk flow, where the rate of $Na^+$ efflux has a linear relationship with that of water efflux. This is assumed to be carried out through enlarged and newly opened intercellular spaces resulting from increased intraamniotic pressure. 3) Once increasing intraamniotic pressure reaches a point allowing $Li^+$ to pass through during osmotic bulk flow in hypotonic amniotic fIuid, $Na^+$ influx seems to occur by diffusion simultaneously or immediately thereafter, too.

• Proceedings of the Korean Society for Technology of Plasticity Conference
• /
• 1995.10a
• /
• pp.172-180
• /
• 1995

Isothermal interrupted deformation behavior of 10vol.%SICp/AI-Si composites was investigated by hot torsion test at the temperature ranges from 27$0^{\circ}C$ to 43$0^{\circ}C$ and at strain rate range of 1.26X10-2~2.16X10-1/sec. With increasing pass strain, flow stresses were high compared to continuous deformation condition. Fractional softening was increased with temperature imterruption time and pass strain. Fractional softening of 10vol.%SiCp/AI-Si composites was lower than that of AI-Si matrix at 37$0^{\circ}C$. However at high temperature of 43$0^{\circ}C$, SiC particle promoted static softening, diminishing the dislocation density at the interface of AI-Si matrix and reinforcements, then this resulted in higher fractional softening in composites. Both of failure strain improved reducing the fracture of SiC particle and Si precipitates above 32$0^{\circ}C$, however at low temperature of 27$0^{\circ}C$, the softening effect by interrupted deformation was found to be negligible.

• International Journal of Automotive Technology
• /
• v.7 no.2
• /
• pp.145-154
• /
• 2006

In the companion paper, the composition and structure of the MATDYMO (Multi-Agent for Traffic Simulation with Vehicle Dynamic Model) were proposed. MATDYMO consists of the road management system, the vehicle motion control system, the driver management system, and the integration control system. Among these systems, the road management system and the integration control system were discussed In the companion paper. In this paper, the vehicle motion control system and the driver management system are discussed. The driver management system constructs the driver agent capable of having different driving styles ranging from slow and careful driving to fast and aggressive driving through the yielding index and passing index. According to these indices, the agents pass or yield their lane for other vehicles; the driver management system constructs the vehicle agents capable of representing the physical vehicle itself. A vehicle agent shows its behavior according to its dynamic characteristics. The vehicle agent contains the nonlinear subcomponents of engine, torque converter, automatic transmission, and wheels. The simulation is conducted for an interrupted flow model and its results are verified by comparison with the results from a commercial software, TRANSYT-7F. The interrupted flow model simulation is implemented for three cases. The first case analyzes the agents' behaviors in the interrupted flow model and it confirms that the agent's behavior could characterize the diversity of human behavior and vehicle well through every rule and communication frameworks. The second case analyzes the traffic signals changed at different intervals and as the acceleration rate changed. The third case analyzes the effects of the traffic signals and traffic volume. The results of these analyses showed that the change of the traffic state was closely related with the vehicle acceleration rate, traffic volume, and the traffic signal interval between intersections. These simulations confirmed that MATDYMO can represent the real traffic condition of the interrupted flow model. At the current stage of development, MATDYMO shows great promise and has significant implications on future traffic state forecasting research.

• Proceedings of the SAREK Conference
• /
• 2008.06a
• /
• pp.1042-1046
• /
• 2008

Both the weighing bridge and the diverter system is a important component in achieving a high accuracy liquid flow rate standard using a static gravimetric method. The weighing bridge is a tank which weighing collected flow with a load cells. The diverter is a moving device used to direct flow alternately along its normal course(by pass) or towards the weighing tank. The time needed for collection into the weighing tank is measured using a timer. So it is important to the diversion period is sufficiently fast and triggering point of timer which is determined the filling time. On this studies show that the measurement deviation of load cell and uncertainty of diverter system for changing diversion speed and triggering point was estimated in accordance with Guide to The Expression of Uncertainty in Measurement(ISO).

• Proceedings of the Membrane Society of Korea Conference
• /
• 2002.07a
• /
• pp.1-12
• /
• 2002

Desalination by reverse osmosis (RO), which first entered commercial use in the 1970s, was initially mainly used for treating brackish water. Technological progress led to the development of an RO membrane enabling single-pass seawater desalination. Toyobo succeeded in developing a single-pass seawater desalination RO module composed of hollow fiber type membranes made of cellulose triacetate in 1978, and then in 1979 began production of the first commercially available double-element module. This double-element module has many advantages suitable for seawater desalination. It has high chlorine tolerance and high salt rejection, derived from the properties of the membrane material, and it is highly resistant to fouling and scaling matters due to the unique flow pattern and fiber bundle configuration. These advantages help to explain why the Toyobo double-element module has been used so successfully at the many seawater desalination plants around the world. Since the 1980s, large plants capable of desalinating several tens of thousands of cubic meters a day have sprung up around the Mediterranean and In the Middle East. The Jeddah RO Phase I Plant, which has a capacity of 56, 800m$^3$/day, went into operation in 1989. In 1994, the same sized Phase II Plant came on stream, giving the plant a huge total capacity of 113, 600m$^3$/day. The plant constructor Mitsubishi Heavy Industries, Ltd. (MHI), and the RO membrane manufacturer Toyobo Co., Ltd. In 1998, the world's largest RO seawater desalination plant in operation, which has a capacity of 128, 000m$^3$/day and is run by Saudi Arabia's Saline Water Conversion Corporation (SWCC), went into operation at Yanbu. RO seawater desalination technology has thus already reached the stage of full-scale commercial use. In order to encourage its wider use, however, RO desalination needs to be made more economical by lowering construction and water treatment costs. Toyobo has therefore developed a new economical RO desalination system by a recovery ratio of 60% using a high-pressure module with a high product flow rate. In 2000, Toyobo high recovery membrane module was selected for the largest seawater desalination plant in Japan, which has a capacity of 50, 000m$^3$/day.