• The Transactions of The Korean Institute of Electrical Engineers
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• v.67 no.1
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• pp.131-136
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• 2018

Reliable velocity estimation technology for trains is one of technologies used to operate trains safely and effectively. Various sensors such as tachometers, doppler radars, and global positioning systems are used to estimate velocity of a train. Tachometer is widely used to estimate velocity of a trains due to its simplicity, small volume, cost-effectiveness, continuously measurement at high speed, and robustness against noise. Accuracy in the velocity calculation using a tachometer depends on quantization error, measurement error of wheel radius or diameter, and tachometer's imperfection from manufacturing or installation process. In this paper, we present an accurate velocity estimation method using a low-resolution tachometer, which is commonly installed on a high-speed train. Baseline estimation method is proposed to accurately calculate the velocity of the high-speed train from tachometer's pulses. HEMU-430x test train is used for the experiment and verification of the proposed method. Experimental results with several routes show that the proposed method is more accurate than a conventional method.

• Journal of Auto-vehicle Safety Association
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• v.9 no.3
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• pp.7-12
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• 2017

The whiplash is the most important issue of low speed rear-impact. So auto makers are committed to developing a seat to improve whiplash injury. Most NCAP tests have been used by same pulse (Mid Velocity 16kph). Only Euro NCAP uses different pulse that consists of Low, Mid, High velocity. But Euro NCAP also uses same pulse in Mid velocity as other NCAP test. That Mid velocity NCAP pulse was made by rear impact that has 90's vehicle structure properties. That pulse was used until now days. However these days, auto maker use more high tensile steel than 90's as customer and society demand more fuel efficiency and light vehicle with good safety structure. So modern vehicles have different pulse patterns of rear impact than NCAP pulse and 90's vehicle crash properties. In this paper, the test was conducted by following condition. Target car was impacted by the rigid barrier with certain velocity. Finally target vehicle gained delta V 16kph which was same velocity as NCAP Mid Velocity pulse. It is critical velocity which occur long period neck injury. It is very different pulse that was gained by real car impact from NCAP pulse. And it has higher peak G with high fluctuation and short duration than NCAP pulse.

• Water Engineering Research
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• v.3 no.2
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• pp.135-142
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• 2002

This study investigates the effects of sediment on the flow characteristics such as velocity distribution, friction velocity, turbulent intensities, Reynolds stress, etc. Particle tracking velocimetry (PTY) is used to measure the vertical flow field. Results show that flow over the high bed-load concentration region has larger values of mean velocity and friction velocity and smaller values of turbulence intensities, compared to those for flow over the low bed-load concentration region.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2012.10a
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• pp.757-758
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• 2012

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2011.06a
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• pp.1237-1238
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• 2011

• 한국태양에너지학회:학술대회논문집
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• 2008.11a
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• pp.81-84
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• 2008

This paper discussed the validity of wind force power generation in consideration of the topographical characteristics of Korea. In order to estimate the exact generation of wind power plants, we analyzed and compared wind resources in mountain areas and plain areas by introducing not only wind velocity, the most important variable, but also wind distribution and wind standard deviation that can reflect the influence of landform sufficiently. According to the results of this study, generation was higher at wind power plants installed in southwestern coastal areas where wind velocity was low than at those installed in mountain areas in Gangwondo where wind velocity was high. This suggests that the shape parameter of wind distribution is low due to the characteristics of mountain areas. and the standard deviation of wind velocity is large due to the effect of mountain winds, and therefore, actual generation is low in mountain areas although wind velocity is high.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2004.11a
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• pp.632-635
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• 2004

The purpose of this paper is to investigate the effect of arc current and contact velocity on the erosion of silver-based contact materials to be used in low voltage circuit breakers. The opening velocity during breaking, which is constant, ranges between 2m/s to 6m/s in the 415V $25kA_{rms}$. Contact erosion is evaluated by measuring the mass change of the cathode and anode. The results show that the increase in opening velocity from 2m/s to 6m/s leads to a decrease in the contact erosion. It is shown that the material transfer from one electrode to another depends on the transfer charge and the opening velocity of the contacts. The contact pairs of AgWC/AgCdO are superior to $AgWC/AgSnO_2In_2O_3$ or AgWC/AgC contact pairs in the contact erosion.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.27 no.6
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• pp.693-700
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• 2003

The effect of the configuration of the nozzle and the impinging surface on the characteristics of the hole-tones has been experimentally investigated. It is found that the plate-tone is a special case of hole-tones, where the hole diameter is zero. The jet velocity range for hole-tones is divided into the low velocity region associated with laminar jet and the high velocity region with turbulent jet. The frequency of the tone is that for the shear layer instability at the nozzle exit or that attainable by a cascade of vortex pairing process with increase of the impinging distance. When the distance is longer than one diameter the frequency decreases to the terminal value near the preferred frequency of the column mode instability, in the range 0.23< $St_d$<0.53, where $St_d$ is the Strouhal number defined by $fd/U_J$, f the frequency, d the nozzle diameter, and $U_J$ the exit velocity. While the convection speed of the downstream vortex, in the present study, is almost constant at low-speed laminar jet, it increases with distance at high-speed turbulent jet. As the frequency increases, the convection speed decreases in the low frequency range corresponding to the preferred mode, in agreement with the existing experimental data for a free jet.

• Transactions of the Korean Society of Mechanical Engineers
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• v.18 no.2
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• pp.359-371
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• 1994

A drop weight type impact test system is designed and set up to experimentally investigate impact responses of composite laminates subjected to the low-velocity impact. Using the test system, the impact velocity and the rebound velocity of the impactor as well as the impact force history are measured. An error of the measured data due to a difference in measuring position of the sensor is corrected and, for the estimation of real contact force history, a method of correcting an error due to friction forces is developed. Experimental methods to fix the boundary edgy of laminate specimens in impact testing are investigated and the impact tests on the specimens fixed by those methods are performed. Impact force histories and dynamic strains measured from the tests are compared with numerical results from the finite element analysis using the contact law. Consequently, the nonlinear numerical results considering the large deflection effects are agreed with the experimental results better than the linear ones.

• The Bulletin of The Korean Astronomical Society
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• v.37 no.1
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• pp.33.2-33.2
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• 2012

Low-ionization nuclear emission-line region (LINER) galaxies constitute a major fraction of low-luminosity AGN population in the local Universe. In contrast to Seyfert galaxies, it is theoretically expected that LINERs would not have an outflow due to their low Eddington ratio. Using Keck/LRIS spectroscopy on a nearby LINER galaxy SDSS J091628.05+420818.7, we find a significant radial velocity offset for [OIII]${\lambda}$5007 emission line as - 50 km $s^{-1}$ blueshifted compared to systemic velocity of the galaxy, while other emission lines exhibit no or little offset. The observed [OIII] velocity offset possibly indicates an outflow of gas in the LINER galaxy, and it is probable that we only detected the [OIII] velocity offset because [OIII] ionization region is closer to the accretion disk, hence, more affected by an outflow. We further investigate the [OIII] velocity offset of -4000 SDSS AGN-host galaxies to compare the strength of AGN outflow. We find that a number of both LINER and Seyfert galaxies show [OIII] velocity offset, but the fraction of LINER galaxies with velocity offset is smaller than that of Seyfert galaxies. The preliminary results imply the presence of gas outflow in LINER galaxies, although outflow strength is probably weaker compared to Seyfert galaxies.