• Proceedings of the Korean Vacuum Society Conference
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• 2013.08a
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• pp.88-89
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• 2013

A variety of influenza A viruses from animal hosts are continuously prevalent throughout the world which cause human epidemics resulting millions of human infections and enormous industrial and economic damages. Thus, early diagnosis of such pathogen is of paramount importance for biomedical examination and public healthcare screening. To approach this issue, here we propose a fully integrated Rotary genetic analysis system, called Rotary Genetic Analyzer, for on-site detection of influenza A viruses with high speed. The Rotary Genetic Analyzer is made up of four parts including a disposable microchip, a servo motor for precise and high rate spinning of the chip, thermal blocks for temperature control, and a miniaturized optical fluorescence detector as shown Fig. 1. A thermal block made from duralumin is integrated with a film heater at the bottom and a resistance temperature detector (RTD) in the middle. For the efficient performance of RT-PCR, three thermal blocks are placed on the Rotary stage and the temperature of each block is corresponded to the thermal cycling, namely $95^{\circ}C$ (denature), $58^{\circ}C$ (annealing), and $72^{\circ}C$ (extension). Rotary RT-PCR was performed to amplify the target gene which was monitored by an optical fluorescent detector above the extension block. A disposable microdevice (10 cm diameter) consists of a solid-phase extraction based sample pretreatment unit, bead chamber, and 4 ${\mu}L$ of the PCR chamber as shown Fig. 2. The microchip is fabricated using a patterned polycarbonate (PC) sheet with 1 mm thickness and a PC film with 130 ${\mu}m$ thickness, which layers are thermally bonded at $138^{\circ}C$ using acetone vapour. Silicatreated microglass beads with 150~212 ${\mu}L$ diameter are introduced into the sample pretreatment chambers and held in place by weir structure for construction of solid-phase extraction system. Fig. 3 shows strobed images of sequential loading of three samples. Three samples were loaded into the reservoir simultaneously (Fig. 3A), then the influenza A H3N2 viral RNA sample was loaded at 5000 RPM for 10 sec (Fig. 3B). Washing buffer was followed at 5000 RPM for 5 min (Fig. 3C), and angular frequency was decreased to 100 RPM for siphon priming of PCR cocktail to the channel as shown in Figure 3D. Finally the PCR cocktail was loaded to the bead chamber at 2000 RPM for 10 sec, and then RPM was increased up to 5000 RPM for 1 min to obtain the as much as PCR cocktail containing the RNA template (Fig. 3E). In this system, the wastes from RNA samples and washing buffer were transported to the waste chamber, which is fully filled to the chamber with precise optimization. Then, the PCR cocktail was able to transport to the PCR chamber. Fig. 3F shows the final image of the sample pretreatment. PCR cocktail containing RNA template is successfully isolated from waste. To detect the influenza A H3N2 virus, the purified RNA with PCR cocktail in the PCR chamber was amplified by using performed the RNA capture on the proposed microdevice. The fluorescence images were described in Figure 4A at the 0, 40 cycles. The fluorescence signal (40 cycle) was drastically increased confirming the influenza A H3N2 virus. The real-time profiles were successfully obtained using the optical fluorescence detector as shown in Figure 4B. The Rotary PCR and off-chip PCR were compared with same amount of influenza A H3N2 virus. The Ct value of Rotary PCR was smaller than the off-chip PCR without contamination. The whole process of the sample pretreatment and RT-PCR could be accomplished in 30 min on the fully integrated Rotary Genetic Analyzer system. We have demonstrated a fully integrated and portable Rotary Genetic Analyzer for detection of the gene expression of influenza A virus, which has 'Sample-in-answer-out' capability including sample pretreatment, rotary amplification, and optical detection. Target gene amplification was real-time monitored using the integrated Rotary Genetic Analyzer system.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.37 no.12
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• pp.1573-1579
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• 2013

To test the performance of nuclear fuels, coolant needs to be circulated through the test rig installed in the test loop. Because the pressure and temperature of the coolant is 15.5 MPa and $300^{\circ}C$ respectively, coolant sealing is one of the most important processes in fabricating a nuclear fuel test rig. In particular, 15 instrumentation cables installed in a test rig pass through the pressure boundary, and brazing is generally applied as a sealing method. In this study, an induction brazing system has been developed using a high frequency induction heater including a vacuum chamber. For application in the nuclear field, BNi2 should be used as a paste, and optimal process variables for Ni brazing have been found by several case studies. The performance and soundness of the brazed components has been verified by a tensile test, cross section test, and sealing performance test.

• Tunnel and Underground Space
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• v.31 no.6
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• pp.610-622
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• 2021

The DECOVALEX project is one of the representative international cooperative projects to enhance the understanding of the complex Thermo-Hydro-Mechanical-Chemical(THMC) coupled behavior in the high-level radioactive waste disposal system based on the numerical simulation. DECOVALEX-2023 is the current phase consisting of 7 tasks, and Task C aims to model the THM coupled behavior in the disposal system based on the Full-scale Emplacement (FE) experiment at the Mont-Terri underground rock laboratory. This study performs the numerical simulation based on the OGS-FLAC developed for the current study. In the numerical model, we emplaced the heater with constant power horizontally based on the FE experiment and monitored the pressure development, temperature increase, and mechanical deformation at the specific monitoring points. We monitored the capillary pressure as the primary effect inducing the flow in the buffer system, and thermal stress and pressurization were dominant in the surrounding rocks' area. The results will also be compared and validated with the other participating groups and the experimental data further.

• Restorative Dentistry and Endodontics
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• v.14 no.1
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• pp.41-56
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• 1989

The purpose of this study was to examine the effect of temperature dependence of the behavior on the physical properties of posterior composite resins. Three light cure posterior composite resins (Heliomolar, Litefil-P, and P-50) and one chemical cure posterior composite resin (Bisfil-II) were used as experimental materials. Composite resin was placed in a cylindrical brass mold (2.5 mm high and 6.5 mm inside diameter) that was rested on a glass plate. Another flat glass was placed on top of the mold, and the plate was tightly clamped together. After the mold had been filled with the light cure composite material, the top surface was cured for 30 seconds with a light source. Chemical cure resin specimens were made in the same manner as above. Three hundreds and twenty composite resin specimens were constructed from the four composite materials. One hundred and sixty specimens of them were placed in a heater at $50^{\circ}C$, $75^{\circ}C$, $100^{\circ}C$, $125^{\circ}C$, $150^{\circ}C$, $175^{\circ}C$ and $200^{\circ}C$ for 5 minutes or 10 minutes respectively before compressive strengths were measured. Another one hundred and sixty specimens were tested for the diametral tensile strengths in the same way as above. They were randomly divided into eight groups according to the mode of heating methods as follows and stored in distilled water at $37^{\circ}C$ for 24 hours. Group $37^{\circ}C$ - specimens were stored at $37^{\circ}C$ in distilled water for 24 hours. Group $50^{\circ}C$ - specimens were heated at $50^{\circ}C$ after curing. Group $75^{\circ}C$ - specimens were heated at $75^{\circ}C$ after curing. Group $100^{\circ}C$ - specimens were heated at $100^{\circ}C$ after curing. Group $125^{\circ}C$ - specimens were heated at $125^{\circ}C$ after curing. Group $150^{\circ}C$ - specimens were heated at $150^{\circ}C$ after curing. Group $175^{\circ}C$ - specimens were heated at $175^{\circ}C$ after curing. Group $200^{\circ}C$ - specimens were heated at $200^{\circ}C$ after curing. Twenty specimens of each of four composite resins were respectively made by insertion of materials into same mold for examining the dimensional changes between before and after heating. The final eighty specimens were stored in distilled water at $37^{\circ}C$ for 24 hours before testing the dimensional changes. Compressive and diametral tensile strengths were measured crosshead speed 1mm/minute and 500Kg in full scale with a mechanical testing machine (DLC 500 Type, Shimadzu Co., Japan). Dimensional changes were determined by measuring the diametral changes of eighty specimens with micrometer (Mitutoyo Co., Japan). Results were as follows: 1. Diametral tensile strengths of specimens in all groups were increased with time heated compared with control group except for that in group $50^{\circ}C$ and the maximum diametral tensile strength was appeared in the specimen of Litefil-P heated for 10 minutes at $100^{\circ}C$. In heliomolar and P-50, it could be seen in the specimen heated for 10 minutes at $150^{\circ}C$, but in Bisfil-II, it could be found in the specimen heated for 5 minutes at $150^{\circ}C$. 2. Compressive strengths of specimens in all groups was tended to be also increased with time heated but that in group $50^{\circ}C$ and the maximum compressive strengths were showed in the same specimens conditioned as the diametral tensile strengths of four composite materials tested. 3. In Heliomolar, Litefil-P, and Bisfil-II, it was decreased in diameters of resin specimens between before heating and increased in diameters of resin specimens after storing in distilled water, but it was not in P-50. 4. There is little difference in diametral tensile strengths, compressive strengths, and dimensional changes followed by heating the resin specimens for 5 minutes and 10 minutes, but there is no statistical significances.

• Journal of the Korean Applied Science and Technology
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• v.35 no.4
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• pp.1108-1119
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• 2018

As the interest on the air pollution is gradually rising at home and abroad, automotive and fuel researchers have been studied on the exhaust and greenhouse gas emission reduction from vehicles through a lot of approaches, which consist of new engine design, innovative after-treatment systems, using clean (eco-friendly alternative) fuels and fuel quality improvement. This research has brought forward two main issues : exhaust emissions (regulated and non-regulated emissions, PM particle matter) and greenhouse gases of vehicle. Exhaust emissions and greenhouse gases of automotive had many problem such as the cause of ambient pollution, health effects. In order to reduce these emissions, many countries are regulating new exhaust gas test modes. Worldwide harmonized light-duty vehicle test procedure (WLTP) for emission certification has been developed in WP.29 forum in UNECE since 2007. This test procedure was applied to domestic light duty diesel vehicles at the same time as Europe. The air pollutant emissions from light-duty vehicles are regulated by the weight per distance, which the driving cycles can affect the results. Exhaust emissions of vehicle varies substantially based on climate conditions, and driving habits. Extreme outside temperatures tend to increasing the emissions, because more fuel must be used to heat or cool the cabin. Also, high driving speeds increases the emissions because of the energy required to overcome increased drag. Compared with gradual vehicle acceleration, rapid vehicle acceleration increases the emissions. Additional devices (air-conditioner and heater) and road inclines also increases the emissions. In this study, three light-duty vehicles were tested with WLTP, NEDC, and FTP-75, which are used to regulate the emissions of light-duty vehicles, and how much emissions can be affected by different driving cycles. The emissions gas have not shown statistically meaningful difference. The maximum emission gas have been found in low speed phase of WLTP which is mainly caused by cooled engine conditions. The amount of emission gas in cooled engine condition is much different as test vehicles. It means different technical solution requires in this aspect to cope with WLTP driving cycle.