• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.9 no.3
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• pp.364-375
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• 1997

The fundamental theory and technical approach to aid design and development of an automotive air-conditioning system are presented. The evaluation methods for transient cooling load transferred to a passenger compartment and simulation of automotive air-conditioning components are outlined. The structure of the computer program, the experiemntal correlations, and the simulation results are also included. The total cooling load of the white-colored car is reduced upto 5% for that of the black-colored car when the car is running. Using the infrared reflectance glass, we can also obtain 5% reduction of the total cooling load for the common glass.

• Journal of Advanced Marine Engineering and Technology
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• v.27 no.2
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• pp.280-288
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• 2003

We need refrigeration system which can maintain the freshness of agricultural products, because of being distance from a tiller to a consumer. Vacuum Pre-cooling system has an advantage in quality maintenance through vapid cooling down by using latent heat of evaporation of stored products. A number or thawing methods in current use have also several disadvantages in thawing time. discoloration mass loss caused by drying, capital costs and running cost. These damages are, it is claimed, either eliminated or improved by the vacuum thawing system. An experimental study on the pre-cooling for the bean sprouts and cabbage, and thawing for hairtail and croaker by the low temperature vacuum system were carried out. The cabbage cooling time with this Pre-cooling vacuum system took about 60 minutes to reach from $23.2^{circ}C to 4.5^{\circ}C$ at 5 mmHg abs. ($6.66\times10^{-4}$ MPa). The croaker thawing time with this low temperature vacuum thawing system took about 170 minutes to reach from $-10.3^{circ}C to -0.8^{\circ}C$ at 20 mmHg abs ($2.67\tiems10^{-3}$MPa). The vacuum Pre-cooling and thawing system have merits compared with present systems in their short intervals to cool down and to thaw without any quality losses.

• International Journal of Highway Engineering
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• v.15 no.1
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• pp.75-86
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• 2013

PURPOSES: The purpose of asphalt pavement reducing surface temperature by using Pipe cooling system is to make pleasant city life environment. METHODS: We considered building condition to lay the pipes under asphalt pavement and figured out that temperature reducing effect with pipe cooling system. In addition, we guessed rutting through wheel tracking test with a laid the pipes under asphalt mixture and performed fatigue cracking through a flexural fatigue test for performance evaluation of pipe cooling system. RESULTS: When pipe cooling system worked, the temperature of pavement model reduced quickly in test. The system can turn down the degree by 4 or 5 quickly as well. It didn't affect rutting to lay the pipes under the pavement, but it can get damaged to asphalt pavement in early stage by the result of performance evaluation. CONCLUSIONS: We figured out that pipe cooling system can turn down the temperature of aspalt pavement surface through tests. We suggest that pipe cooling system should be considered one of the effective way to solve urban heat island problem.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.18 no.10
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• pp.776-782
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• 2006

A new district cooling system using ice slurry for the uncertain cooling load of the future is presented. The chilled water produced by the absorption chillers is used for the base cooling load. The temperature of the chilled water is reduced by mixing of ice slurry depending on increasing of the cooling load. Finally, IF of the ice slurry is increased up to 10% at the peak load. The transporting mass flow rate is decreased down to 44.7%, and the diameter of the main pipe is decreased down to 66.7%, but the diameter of the branched pipe is designed as the same size of the chilled water.

• Nuclear Engineering and Technology
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• v.52 no.8
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• pp.1611-1625
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• 2020

We propose a scaled-down experimental model of vertical air-natural convection channels by applying the modified Ishii-Kataoka scaling method with the assistance of numerical analyses to the Reactor Vault Cooling System (RVCS) of the Proto-type Gen-IV Sodium-cooled fast reactor (PGSFR) being developed in Korea. Two major non-dimensional numbers (modified Richardson and Friction number) from the momentum equation and Stanton number from the energy balance equation were identified to design the scaled-down experimental model to assimilate thermal-hydraulic behaviors of the natural convective air-cooling channel of RVCS. The ratios of the design parameters in the PGSFR RVCS between the prototype and the scaled-down model were determined by setting Richardson and Stanton number to be unity. The friction number which cannot be determined by the Ishii-Kataoka method was estimated by numerical analyses using the MARS-KS system code. The numerical analyses showed that the friction number with the form loss coefficient of 2.0 in the scale-down model would result in an acceptable prediction of the thermal-hydraulic behavior in RVCS. We also performed experimental benchmarking using the scaled-down model with the MARS-KS simulations to verify the appropriateness of the scale-down model, which demonstrated that the temperature rises and the average air flow velocity measured in the scale-down model.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.27 no.1
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• pp.125-134
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• 2003

The present paper is concerned to the thermal analysis during the cool-down period of 138,000 m$^3$class GTT MARK-III membrane type LNG carrier servicing with LNG from the Middle East to Korea. It is the cool-down period that cools the insulation wall and the gas in LNG tank to avoid the thermal shock as the start of loading of -162$^{\circ}C$ LNG. For six hours of the standard cool-down period, the temperature of NG falls down from -4$0^{\circ}C$ to -13$0^{\circ}C$ and especially the mean temperature of the 1st barrier in the top side insulation wall falls down from -38.38$^{\circ}C$ to -122.42$^{\circ}C$ in case of IMO design condition. By the 3-D numerical calculation about the cargo tank and the cofferdam, the temperature variation in hulls and insulations is precisely predicted in this paper. And the mean temperature variation of gas is calculated as the function of the spraying rate by the heat balance model during the cool-down period.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2006.11a
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• pp.257-258
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• 2006

ZnO thin films were prepared by RF magnetron sputter deposition on p-Si(100) wafer with various cooling rates of substrate temperature such as the substrates were pre-heated to $400^{\circ}C$ before the deposition and then cooled down naturally or slowly to $300^{\circ}C$, $200^{\circ}C$, $100^{\circ}C$, and R.T., by the temperature controller during the deposition. The crystall me and micro-structural characteristics of the films were investigated by XRD and SEM ZnO films which cooled down naturally or slowly by temperature controller during deposition, especially the film were deposited with cooling down from $400^{\circ}C$ to $200^{\circ}C$ slowly, showed the most outstanding c-axis preferred orientation.

• Progress in Superconductivity and Cryogenics
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• v.8 no.4
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• pp.30-33
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• 2006

Several crucial issues are discussed in the design of cryogenic cooling system for high field magnets. This study is mainly motivated by our ongoing program to develop a 21 T Fourier Transform Ion Cyclotron Resonance Mass Spectrometer (FT-ICR MS). The magnets of this system will be built horizontally to accomplish the requirement of user friendliness and reliability, and the replenishment of cryogen will not be necessary by a closed-loop cooling concept. The initial cool-down and safety are basically considered in this paper. The effects of the helium II volume and the gap distance of the weight load relief valve (or safety valve) on the cool-down time and temperature rising during an off-normal state are discussed. The total amount of cryogenic cooling loads and the required helium flow rate during cool-down are also estimated by a relevant heat transfer analysis. The temperatures of cryogen-free radiation shield are finally determined from the refrigeration power of a cryocooler and the total cryogenic loads.

• Transactions of the Korean Society of Automotive Engineers
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• v.18 no.5
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• pp.115-123
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• 2010

Cool-down performance after soaking is important because it affects passenger's thermal comfort. The cooling capacity of HVAC system determines initial cool down performance in most cases, the performance is also affected by location, and shape of panel vent, indoor seat arrangement. Therefore, optimal indoor designs are required in developing a new car. In this paper, initial cool down performance is predicted by CFD(computational fluid dynamics) analysis. Experimental time-averaging temperature data are used as inlet boundary condition. For more reliable analysis, real vehicle model and human FE model are used in grid generation procedure. Thermal and aerodynamic characteristics on re-circulation cool vent mode are investigated using CFX 12.0. Thermal comfort represented by PMV(predicted mean vote) is evaluated using acquired numerical data. Temperature and velocity fields show that flow in passenger's compartment after soaking is considerably unstable at the view point of thermodynamics. Volume-averaged temperature is decreased exponentially during overall cool down process. However, temperature monitored at different 16 spots in CFX-Solver shows local variation in head, chest, knee, foot. The cooling speed at the head and chest nearby panel vent are relatively faster than at the knee and foot. Horizontal temperature contour shows asymmetric distribution because of the location of exhaust vent. By evaluating the passenger's thermal comfort, slowest cooling region is found at the driver's seat.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.9 no.3
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• pp.284-291
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• 1997

A hydrogen liquefaction equipment by direct cooling has been designed and built at KIST. Cool-down characteristics and liquefaction performance of the equipment have been investigated. The hydrogen liquefaction equipment consists of a GM refrigerator, a liquefaction velssel, a radiation shield and a cryostat. It is found that the hydrogen starts to be liquefied in the liquefaction vessel after 40~50 minutes of cool-down from the gas state of 270K. The effect of natural convection phenomena of charged gas in liquefaction vessel on the cool-down characteristics is evaluated by comparing with those in vacuum of liquefaction vessel. It is seen that the cool-down time of a liquefaction vessel is substantially increased in vacuum environment of liquefaction vessel. The experiments have been performed for 1~5 atm of hydrogen pressure to investigate the influence of hydrogen pressure on the liquefaction rate and figure of merit(FOM). It is found that both liquefaction rate and FOM are increased as the charged hydrogen pressure is increased.