• Journal of the Semiconductor & Display Technology
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• v.9 no.1
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• pp.67-71
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• 2010

Head up display’s cooling system is auto-diagnosed resulting from the external environment. The quantity of heat depending on this Head up display’s cooling system layout determines the speed of FAN for system cooling. In other words, a system’s heat quantity is planned through the air density depending on altitude, the amount of wind in air depending on FAN control condition, and the algorithm that is proportional to delta temperature. To detect the altitude, we use the criteria of delta T, which is determined by the subtracted value of LED junction temperature, and atmospheric temperature that is recorded on the Head up display system. Depending on the classification of delta T value, the altitude section is determined. While we can use GPS as the tool to detect the altitude, we should predict the change of the air density as the altitude alters, and should not just measure the altitude. And the value of delta T is used as the criterion of detecting the altitude for increasing the cooling efficiency of the car’s inner Head up display system with reflecting the speed of the FAN dependent upon the air density. In our theory, altitude is depending on the value of delta T and stabilizing or maintaining the system’s temperature by changing FAN’s rpm depending on determined value of altitude.

• Journal of Environmental Health Sciences
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• v.33 no.3
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• pp.211-216
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• 2007

This study was to determine the effect of cooling part of the trunk without harm for the health. The results provide basic data for the development of clothing which could increase work efficiency and reduce body strain in hot environment. Eight males took part in the study. The experiment was conducted in a climate-chamber controlled with $37{\pm}1^{\circ}C,\;50{\pm}5%R.H$. The trunk was divided into six areas to be cooled: head, neck, chest, abdomen, the upper back, the lower back. According to preceding studies, permissible safety cooling limits of skin temperature, of each part of the trunk for four hours cooling were $25^{\circ}C$ on the head, $20^{\circ}C$ on the neck, $27^{\circ}C$ on the chest, $25^{\circ}C$ on the abdomen, $20^{\circ}C$ on the upper back, $20^{\circ}C$ on the lower back. So cooling temperatures of each region set up temperatures above mentioned. In conclusion, the head, the neck and the upper back cooling could reduce sweating amount, rectal temperature and heart rates and reduce the heat stress of workers exposing in the hot environment by decreased subjective sensations of heat and comfort. Thus, it was concluded that effectiveness of cooling among the trunk was best on the head and the neck.

• Journal of computational fluids engineering
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• v.14 no.1
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• pp.9-17
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• 2009

In this study we investigated the characteristics of fluid flow and heat transfer within a coolant passage in the cylinder head assembly of an internal combustion engine by using a commercial CFD code, CFX The complex coolant passage of the cylinder head assembly was modelled by suitable choice of a grid system and careful attention was paid in the construction of meshes near the walls where significant cooling occurs. To treat the simultaneous heating and cooling of the combustion walls we invented a methodology allowing a heat source within the solid wall and the convective cooling at the interface between the solid and the fluid. We managed to reproduce the experimental results by adjusting parameters appropriately. We have found that high temperature was concentrated at the surface of the cylinder jacket. It turned out that the effect of oil cooling from the piston head was unexpectedly significant. On the other hand the effect of cooling from the ambient air is almost negligible. The CFD method proposed in this study is believed to be useful in the early stage of the design of the engine-cooling system.

• Restorative Dentistry and Endodontics
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• v.44 no.1
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• pp.3.1-3.10
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• 2019

Objectives: It was the aim of this study to evaluate the effect of cooling water temperature on the temperature changes in the pulp chamber and at the handpiece head during high-speed tooth preparation using an electric handpiece. Materials and Methods: Twenty-eight intact human molars received a standardized occlusal preparation for 60 seconds using a diamond bur in an electric handpiece, and one of four treatments were applied that varied in the temperature of cooling water applied (control, with no cooling water, $10^{\circ}C$, $23^{\circ}C$, and $35^{\circ}C$). The temperature changes in the pulp chamber and at the handpiece head were recorded using K-type thermocouples connected to a digital thermometer. Results: The average temperature changes within the pulp chamber and at the handpiece head during preparation increased substantially when no cooling water was applied ($6.8^{\circ}C$ and $11.0^{\circ}C$, respectively), but decreased significantly when cooling water was added. The most substantial drop in temperature occurred with $10^{\circ}C$ water ($-16.3^{\circ}C$ and $-10.2^{\circ}C$), but reductions were also seen at $23^{\circ}C$ ($-8.6^{\circ}C$ and $-4.9^{\circ}C$). With $35^{\circ}C$ cooling water, temperatures increased slightly, but still remained lower than the no cooling water group ($1.6^{\circ}C$ and $6.7^{\circ}C$). Conclusions: The temperature changes in the pulp chamber and at the handpiece head were above harmful thresholds when tooth preparation was performed without cooling water. However, cooling water of all temperatures prevented harmful critical temperature changes even though water at $35^{\circ}C$ raised temperatures slightly above baseline.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.24 no.2
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• pp.177-187
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• 2000

Measurements of temperature fields and film-cooling effectiveness have been conducted for a shower-head film cooling on the leading edge of a blunt body, which simulates a first-stage turbine stator. In this study, three injection cases are employed for an average blowing ratio based on freestream velocity, M, of 0.5, 1.0 and 1.5. Two (Case 1), four (Case 2) and six (Case 3) rows of normal holes are symmetrically drilled on the three tested circular-cylinder leading edges. The measurements show that regardless of M, the film-cooling effectiveness increases as the injection row is situated at farther downstream location. In Case 1, the film-cooling effectiveness is highest for M = 0.5 and lowest for M = 1.5. On the contrary, in Case 3, the film-cooling effectiveness is highest for M = 1.0 and lowest for M = 0.5. When M = 0.5, the film coverage by the first row of the injection holes deteriorates as the number of the injection row increases. In particular, the film-cooling effectiveness due to the injection through the first row of the holes in Case 3, has a nearly zero value.

• Journal of ILASS-Korea
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• v.9 no.4
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• pp.77-82
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• 2004

This paper describes the improvement of engine cooling system. To improve engine cooling performance, the authors approached in two ways. One is to increase water pump performance, changing of impeller shape and lightening of material were carried out. The second one is cooling efficiency rise, which were investigated with head gasket coolant flow passage optimization with flow visualization technique. The test results show that water pump performance was increased effectively, reduction of pump drive torque, and increase of pump flow-rate and pressure rise. Gasket hole pattern optimization test results represent an optimized head coolant flow which stands cross flow from exhaust to intake port side and small vortex were removed.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.33 no.12
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• pp.947-951
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• 2009

LED has the merits of high reliability, semi-permanent life, rapid-response and its small size for use as light source of head lamp. But the dependence of its performance and life on temperature affect on its practical use. Which dependence makes problem when the LED is heated up to a higher temperature level by self-generation of heat, due to "highly integration" to get enough quantity of light. To solve this problem, effective cooling system is needed that consider conduction, convection and radiation. This study points out the limits of natural convection cooling system and propose of forced convection with heat sink. Also, it describes a correlation between heat sink area and fluid velocity using numerical analysis to optimize the cooling system.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.23 no.3
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• pp.419-430
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• 1999

Measurements of local blowing ratio and ammonia-diazo flow visualizations have been conducted for a shower-head film cooling on a first-stage turbine stator. In this study, six rows of normal holes are drilled symmetrically on the semicircular leading edge of a simulated blunt body. The measurements show that for an average blowing ratio based on freestream velocity, M, of 0.5, local average mass flow rate through the first two rows of the holes is less than those through the second and third two rows of the holes, and the fraction of mass flow rate through the first two rows to total mass flow rate has a tendency to increase with the increment of M. The flow visualizations reveal that the injection through the first two row results in inferior film coverage even In the case of M = 0.5, meanwhile the row of holes situated at farther downstream location provides higher film-cooling performances for all tested M. This is because film-cooling effectiveness depends on local mainflow velocity at the hole location as well as the mass flow rate through each row.

• International Journal of Fluid Machinery and Systems
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• v.8 no.1
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• pp.46-54
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• 2015

Thrust-ring-pump is a kind of extreme-low specific speed centrifugal pump with special structure as numerous restrictions from thrust bearing and operation conditions of hydro-generator units. Because the oil circulatory and cooling system with thrust-ring-pump has a lot of advantages in maintenance and compactness in structure, it has widely been used in large and medium-sized hydro-generator units. Since the diameter and the speed of the thrust ring is limited by the generator set, the matching relationship between the flow passage inside the thrust ring (equivalent to impeller) and oil bath (equivalent to volute) has great influence on hydrodynamic performance of thrust-ring-pump. On another hand, the head and flow rate are varying with the operation conditions of hydro-generator units and the oil circulatory and cooling system. As so far, the empirical calculation method is employed during the actual engineering design, in order to guarantee the operating performance of the oil circulatory and cooling system with thrust-ring-pump at different conditions, a collaborative hydrodynamic design and optimization is purposed in this paper. Firstly, the head and flow rate at different conditions are decided by 1D flow numerical simulation of the oil circulatory and cooling system. Secondly, the flow passages of thrust-ring-pump are empirically designed under the restrictions of diameter and the speed of the thrust ring according to the head and flow rate from the simulation. Thirdly, the flow passage geometry matching optimization between thrust ring and oil bath is implemented by means of 3D flow simulation and performance prediction. Then, the pumps and the oil circulatory and cooling system are collaborative hydrodynamic optimized with predicted head-flow rate curve and the efficiency-flow rate curve of thrust-ring-pump. The presented methodology has been adopted by DFEM in design process of thrust-ring-pump and it shown can effectively improve the performance of whole system.

• Transactions of the Korean Society of Automotive Engineers
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• v.11 no.1
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• pp.32-41
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• 2003

For the countermeasure of expected higher thermal load in miller cycle engine, coolant flows in the cylinder head of base engine with several coolant flow methods and drilled hole passages were measured by using PIV technique. And the cooling effect was evaluated by measurements of wall temperatures according to each coolant flow method. It was found that the series flow system was most suitable among the discussed 3 types of coolant flow methods since it had the best cooling effect in cylinder head by the fastest coolant flow velocity It was also found that for drilled water passage to decrease the large thermal load in exhaust valve bridge, nozzle type is more effective compared with round type of water passage, and its size has to be determined according to the coolant flow pattern and velocity in each cylinder.