• Journal of Advanced Marine Engineering and Technology
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• v.38 no.7
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• pp.868-876
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• 2014

The objective of this study is focused on the analyzing combustion, carbon monoxide and hydrocarbon emission characteristics of marine diesel oil, utilized for naval propulsion engine, with varying pre-post injection timing of an optically accessible single cylinder engine. And also the combustion process is analyzed by means of a high speed camera visualization. On the result of retarding pre-injection timing toward main injection timing, the mean effective pressure and maximum pressure of combustion chamber are increased; however, the heat release rate is decreased. Furthermore, the emission rates of carbon monoxide and hydrocarbon are reduced in this case. In hence, when a post-injection timing is advanced, the mean effective pressure and maximum pressure are increased, because the combustion has been performed under the high temperature and high pressurized environment during main injection time, and the emission rates of carbon monoxide and hydrocarbon are increased. From the experimental results, it considered that retarding of pre-injection timing affects to shorten the ignition delay of main injection clearly, and to raise the flame intensity comparing to the advanced state. The ignition delay during post-injection is not appeared at any post-injection time, but the flame intensity has been weakened gradually according to the retarding of post-injection timing.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.4
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• pp.368-373
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• 2015

As a preliminary study for the development of the gas fueled marine engine, prediction of indicated performances was carried out for a spark-ignition engine using commercial software, GT-POWER. The optimized models through a previous study were applied for the simulation of the intake and exhaust systems in a SI engine. The Spark-Ignition Wiebe model was used to calculate the burn rate in the cylinders and the modified Woschni model was used to calculate the heat transfer to the walls. The predicted performances, such as air delivery, cylinder pressures and indicated mean effective pressures under a range of operating conditions showed good agreement with the experiments.

• Tuberculosis and Respiratory Diseases
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• v.44 no.6
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• pp.1318-1325
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• 1997

Background : Since the late 1960s, mechanical ventilation has been accomplished primarily using volume controlled ventilation(VCV). While VCV allows a set tidal volume to be guaranteed, VCV could bring about excessive airway pressures that may be lead to barotrauma in the patients with acute lung injury. With the increment of knowledge related to ventilator-induced lung injury, pressure controlled ventilation(PCV) has been frequently applied to these patients. But, PCV has a disadvantage of variable tidal volume delivery as pulmonary impedance changes. Since the concept of combining the positive attributes of VCV and PCV(dual control ventilation, DCV) was described firstly in 1992, a few DCV modes were introduced. Pressure-regulated volume control(PRVC) mode, a kind of DCV, is pressure-limited, time-cycled ventilation that uses tidal volume as a feedback control for continuously adjusting the pressure limit However, no clinical studies were published on the efficacy of PRVC until now. 'This investigation studied the efficacy of PRVC in the patients with unstable respiratory mechanics. Methods : The subjects were 8 mechanically ventilated patients(M : F=6 : 2, $56{\pm}26$ years) who showed unstable respiratory mechanics, which was defined by the coefficients of variation of peak inspiratory pressure for 15 minutes greater than 10% under VCV, or the coefficients of variation of tidal volume greater than 10% under PCV. The study was consisited of 3 modes application with VCV, PCV and PRVC for 15 minutes by random order. To obtain same tidal volume, inspiratory pressure setting was adjusted in PCV. Respiratory parameters were measured by pulmonary monitor(CP-100 pulmonary monitor, Bicore, Irvine, CA, USA). Results : 1) Mean tidal volumes($V_T$) in each mode were not different(VCV, $431{\pm}102ml$ ; PCV, $417{\pm}99ml$ ; PRVC, $414{\pm}97ml$) 2) The coefficient of variation(CV) of $V_T$ were $5.2{\pm}3.9%$ in VCV, $15.2{\pm}7.5%$ in PCV and $19.3{\pm}10.0%$ in PRVC. The CV of $V_T$ in PCV and PRVC were significantly greater than that in VCV(p<0.01). 3) Mean peak inspiratory pressure(PIP) in VCV($31.0{\pm}6.9cm$ $H_2O$) was higher than PIP in PCV($26.0{\pm}6.5cm$ $H_2O$) or PRVC($27.0{\pm}6.4cm$ $H_2O$)(p<0.05). 4) The CV of PIP were $13.9{\pm}3.7%$ in VCV, $4.9{\pm}2.6%$ in PVC and $12.2{\pm}7.0%$ in PRVC. The CV of PIP in VCV and PRVC were greater than that in PCV(p<0.01). Conclusions : Because of wide fluctuations of VT and PIP, PRVC mode did not seem to have advantages compared to VCV or PCV in the patients with unstable respiratory mechanics.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.49 no.1
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• pp.41-52
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• 2021

During atmospheric ascent of a launch vehicle, airborne acoustic loads act on the vehicle and its effect becomes pronounced at transonic speed. In the present study, acoustic loads acting on a hammerhead launch vehicle at a transonic speed have been analyzed using ��-ω SST based IDDES and the results including mean Cp, Cprms, and PSD are compared to available wind-tunnel test data. Mesh dependency of IDDES results has been investigated and it has been concluded that with an appropriate turbulence scale-resolving computational mesh, the characteristic flow features around a transonic hammerhead launch vehicle such as separated shear flow at fairing shoulder and its reattachment on rear body as well as large pressure fluctuation in the region of separated flow behind the boat-tail can be predicted with reasonable accuracy for engineering purposes.

• Journal of Chest Surgery
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• v.35 no.7
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• pp.530-534
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• 2002

Background: In aortic surgery, division and ligation of the left brachiocephalic vein(LBV) may improve exposure of the aortic arch but controversy continues about the safety of this division and whether a divided vein should be reanastomosed after arch replacement was completed. The safety of LBV division and the fate of the left subclavian venous drainage after LBV division were studied. Material and Method: From November 1998 to January 2001, planned division and ligation of the LBV on the mid-line after median sternotomy was peformed in 10 patients during the aortic surgery with the consideration of local anatomy and distal aortic anastomosis. Assessment for upper extremity edema and neurologic symptoms, measurement of venous pressure in the right atrium and left internal jugular vein, and digital subtraction venography(DSV) of the left arm were made postoperatively. Result: In 10 patients there was improvement in access to the aortic arch for procedures on the ascending aorta or aortic arch. The mean age of patients was 62 years(range 24 to 70). Follow-up ranged from 3 weeks to 13 months. One patient died because of mediastinitis from methicilline-resistant staphylococcus aureus strain. All patients had edema on the left upper extremity, but resolved by the postoperative day 4. No patient had any residual edema or difficulty in using the left upper extremity during the entire follow-up period. No patient had postoperative stroke. Pressure difference between the right atrium and left internal jugular vein was peaked on the immediate postoperative period(mean peak pressure difference = 25mmHg), but gradually decreased, then plated by the postoperative day 4. In all DSV studies left subclavian vein flowed across the midline through the inferior thyroid venous plexus. Conclusion: We conclude that division of LBV is safe and reanastomosis is not necessary if inferior thyroid vein, which is developed as a main bridge connecting the left subclavian vein with right venous system, is preserved.

• Membrane Journal
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• v.17 no.4
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• pp.318-328
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• 2007

This study was carried out to evaluate the performance of the separate membrane (HF; hollow fiber membrane with polysulfone) process applied with the external membrane types, internal pressure membrane types and external-internal types according to the variations of pressure and membrane pore size in the purification treatment process of the lake water. The maximum permeate flux was average values of 282 LMH and 234 LMH with the pore size of 0.3 and 0.05 ${\mu}m$ respectively in the external pressure membrane process, and 443 LMH and 522 LMH with the pore size of 0.3 and $0.05{\mu}m$ respectively in the internal pressure membrane process. In addition, the maximum permeate flux of the process that was applied with external and internal membrane pressure simultaneously showed the average values of 674 LMH with the pore size of $0.3{\mu}m$, and 648 LMH with the pore size of $0.05{\mu}m$. Therefore, maximum yield per unit area is supposed when the separate membrane that was applied with external and internal pressure simultaneously are used to treat the lake water.

• Tuberculosis and Respiratory Diseases
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• v.44 no.3
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• pp.592-600
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• 1997

Background : The level of imposed work of breathing (WOB) is important for patient-ventilator synchrony and during weaning from mechanical ventilation. Triggering methods and the sensitivity of demand system are important determining factors of the imposed WOB. Flow triggering method is available on several modern ventilator and is believed to impose less work to a patient-triggered breath than pressure triggering method. We intended to compare the level of imposed WOB on two different methods of triggering and also at different levels of sensitivities on each triggering method (0.7 L/min vs 2.0 L/min on flow triggering ; $-1\;cmH_2O$ vs $-2cm\;H_2O$ on pressure triggering). Methods : The subjects were 12 patients ($64.8{\pm}4.2\;yrs$) on mechanical ventilation and were stable in respiratory pattern on CPAP $3\;cmH_2O$. Four different triggering sensitivities were applied at random order. For determination of imposed WOB, tracheal end pressure was measured through the monitoring lumen of Hi-Lo Jet tracheal tube (Mallincrodt, New York, USA) using pneumotachograph/pressure transducer (CP-100 pulmonary monitor, Bicore, Irvine, CA, USA). Other data of respiratory mechanics were also obtained by CP-100 pulmonary monitor. Results : The imposed WOB was decreased by 37.5% during 0.7 L/min on flow triggering compared to $-2\;cmH_2O$ on pressure triggering and also decreased by 14% during $-1\;cmH_2O$ compared to $-2\;cmH_2O$ on pressure triggering (p < 0.05 in each). The PTP(Pressure Time Product) was also decreased significantly during 0.7 L/min on flow triggering and $-1\;cmH_2O$ on pressure triggering compared to $-2\;cmH_2O$ on pressure triggering (p < 0.05 in each). The proportions of imposed WOB in total WOB were ranged from 37% to 85% and no significant changes among different methods and sensitivities. The physiologic WOB showed no significant changes among different triggering methods and sensitivities. Conclusion : To reduce the imposed WOB, flow triggering with sensitivity of 0.7 L/min would be better method than pressure triggering with sensitivity of $-2\;cm\;H_2O$.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.24 no.4
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• pp.555-560
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• 2000

This paper describes the macroscopic behavior and atomization characteristics of the high-pressure gasoline injector in direct-injection gasoline engine. The global spray behavior of fuel injector was visualized by shadowgraph technique. The atomization characteristics of gasoline spray such as mean diameter and mean velocity of droplet were measured by the phase Doppler particle analyzer system. In order to obtain the influence of fuel injection pressure, the macroscopic visualization and experiment of particle measurement on the fuel spray were investigated at 3,5 and 7 MPa of injection pressure under different surrounding pressure in the spray chamber. The results of this work show that the fuel injection pressure of gasoline injector in GDl engine has influence upon the mean droplet diameter, mean velocity of spray droplet, the spray tip penetration, and spray width under the elevated ambient pressure.

• Journal of the Korean Society of Propulsion Engineers
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• v.23 no.2
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• pp.78-86
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• 2019

Aluminum, which is a metal fuel contained in the composite solid propellant, is not ignited and burned on the combustion surface by the oxide film, and it partially melts and coalesces with surrounding aluminum particles. For the evaluation and design of the propellant performance, modeling was performed to predict the size and distribution of agglomerated particles, and the size and distribution of agglomerates were compared and verified through experiment. The predicted values showed the tendency to decrease with pressure as in the experiment, but the error increased as the pressure increased. The agglomerated particle distribution graph showed a difference in the volume fraction although the diameter at the peak was the same.

• Journal of the Korean Society for Precision Engineering
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• v.30 no.4
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• pp.442-449
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• 2013

This study was to compare a domestic comfort shoes to the popular import(SAS$^{(R)}$) to gain a better understanding in biomechanical characteristics for shoe design for the elderly. For each shoe type, morphologic dimensions, shock absorption, and flexibility were assessed. From subjects(n = 20, $72.4{\pm}5.5$ years, $67.7{\pm}7.9$ kg), mean peak pressure(MPP) and contact area(CA) at the plantar surface were analyzed. The domestic shoes reflecting anatomic contour of the plantar surfaces of Asians resulted in wider CA(by 30.4 $cm^2$), higher shock absorption(by 2.4%) and stiffness(by 0.5 N/mm) than the import. With the domestic shoes, significantly less MPPs were found at the forefoot(by 42~49%) regions(p < .05) and higher CA was noted additionally at hallux and lessor toes(by 26~63%). More anatomically-contoured insole and favorable mechanical characteristics may help reduce the plantar pressures more effectively and more evenly, especially across the central forefoot and midfoot regions of the plantar surface, especially for the design of the comfort shoes for the elderly.