• Journal of Electrical Engineering and Technology
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• 제11권5호
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• pp.1342-1347
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• 2016

• 핵의학기술
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• 제20권2호
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• pp.21-26
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• 2016

최근엔 대부분의 PET-CT영상의 감쇠보정은 많은 강점을 가지고 있는 CT를 기반으로 사용하고 있다. 하지만 CT 검사때 metal artifact가 발생하게 된다면, PET 영상에서 영향을 주게 된다. 이에 본 논문에서는 감쇠보정 영상의 count와 비감쇠보정 영상의 count의 비를 통하여 보정계수($e^{-{\mu}x}$)을 구하였고 이를 통해 측정 SUV에 대입하여 실제 SUV를 추정하는 방법에 대하여 고찰해보았다. 실험장비로는 본원에서 사용하고 있는 Biograph mCT S(40)_SIMENS을 촬영 장비로 이용하였고, phantom은 micro phantom을 사용하였다. 팬텀 실험방법은 micro phantom에 metal artifact를 발생시켜 촬영한 뒤 감쇠보정 영상과 비 감쇠보정 영상으로 재구성하였다. 그리고 SIMENS 사의 Sygo.via VA11A 프로그램을 이용 감쇠보정 영상과 비 감쇠보정 영상의 count를 측정하고 이를 통해 보정계수를 구하여 Metal artifact 발생 부위와 Metal artifact 발생 직전 부위의 보정계수를 비교 분석해 보았다. 임상영상에서는 본원에 내원한 환자 10명($66{\pm}15$세)의 데이터를 이용하여 여러 장기의 평균 보정계수를 계산하였고, Metal artifact가 발생한 연부조직의 보정계수와 metal artifact가 발생하기 직전의 연부조직의 보정계수를 비교 분석하였다. 분석결과 phantom 실험에서는 밝은 artifact 부분에서의 보정 계수는 Metal artifact가 발생하지 않은 부분에서의 보정계수보다 평균 12%증가 되게 나타났다. 어두운 artifact 부분에서의 보정계수는 발생하지 않은 부분에서의 보정계수보다 6% 감소 되게 나타났다. 또한 phantom 실험결과 본 논문에서 사용한 식을 이용한 추정 SUV가 실제 SUV와 유의미한 차이가 없다는 것을 확인 할 수 있었다. 임상영상에서는 normal 장기의 보정계수를 계산 하였고, 이를 이용한 각 장기의 평균 보정계수를 계산하여 그래프를 작성하였다. 그리고 이 결과 값을 통해 CT number가 큰 조직 일수록 보정계수도 커지는 상호 비례 관계를 확인 할 수 있었다. 또한 metal artifact시 밝은 artifact 부분의 연부조직 보정계수는 metal artifact가 발생 하지 않은 연부조직 보정계수에 비해 평균 20% 증가, 그리고 어두운 artifact 부분은 10% 감소된 것으로 나타났다. 그래프로 작성한 soft tissue 평균값과 비교 하였을 때는 metal artifact가 발생 하지 않은 연부조직에 비해 밝은 artifact 부위는 평균 19% 증가 어두운 artifact 부위는 평균 9% 감소 된 것으로 나타났다. 즉 경우에 따라 각 개인의 보정계수를 계산 할 필요 없이 그래프로 작성한 평균값을 간편하게 활용 할 수 있을 것으로 사료된다. 이와 같이 실험결과로 보아 본 논문에서 제시하였던 감쇠보정 영상과 비 감쇠보정 영상에서의 count의 비를 통해 metal artifact가 발생하지 않는 부위의 보정계수와 발생한 부위의 보정계수를 구하고, 이를 활용하여 측정 SUV에 대입하여 실제 SUV를 추정하는 방법 역시 metal artifact 발생 부위의 더 정확한 정량분석 위하여 고려 해볼 수 있는 대안이 될 수 있을 것이라 사료 된다.

• 대한기계학회논문집
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• 제11권1호
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• pp.132-144
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• 1987

본 논문에서는 Isida의 이론해석 방법을 참고로 하여 유한한한 폭을 갖는 두 께가 변화하는 판재에서의 응력확대계수를 2차원 이론해석한 것이다.

• 한국태양에너지학회 논문집
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• 제34권3호
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• pp.98-106
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• 2014

The effect of blockage ratio on wind tunnel testing of small vertical-axis wind turbine has been investigated in this study. Height and rotor diameter of the three blades Darrieus vertical axis wind turbine used in present test were 0.4m and 0.35m respectively. We measured the wind speeds and power coefficient at three different wind tunnels where blockage ratio were 3.5%, 13.4% and 24.7% respectively. The test results show that the measured powers have been strongly influenced by blockage ratio, generally increased as the blockage ratio increases. The maximum power at higher blockage ratio has been obtained at relatively high tip speed ratio compared with that at low blockage ratio. The measured power coefficients under high blockage ratio can be improved from proper correction using the simple correction equation based on blockage factor. In present study, the correction error for power coefficient can be less than 5%, however correction effectiveness reveals relatively poor at high blockage ratio and low wind speed.

• Nuclear Engineering and Technology
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• 제54권9호
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• pp.3488-3493
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• 2022

Accelerator driven subcritical systems have long been discussed as facilities which can be used for solving the nuclear waste problem. The physics of these systems is very different from conventional reactors and new techniques had to be developed for reactivity monitoring. One such technique is the Area Ratio Method which studies the response of a subcritical system upon insertion of a large number of neutron pulses. An issue associated with this technique is the spatial dependence of measured reactivity which is intrinsic to the sub criticality of the system since the reactor does not operate on the fundamental mode and measured reactivity depends on the detector position. This is generally addressed by defining Bell-Glasstone spatial correction factor. This factor upon multiplication with measured reactivity gives the correct reactivity which is independent of detector location. Monte Carlo Methods are used for evaluating these factors. This paper presents a complete three dimensional map of spatial correction factors for BRAHMMA subcritical system. In addition, the dataset obtained also helps in identifying detector locations where the correction factor is close to unity, thereby implying no correction if the detector is used at those locations.

• 한국자동차공학회논문집
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• 제10권1호
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• pp.244-254
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• 2002

To enhance the acceleration performance and fuel consumption rate of a vehicle, the torque converter is modified or newly-developed with reliable analysis model. Up to recently, the one dimensional performance model has been used for the analysis and design of torque converter. The model is described with constant parameters based on the concept of mean flow path. When it is used in practice, some experiential correction factors are needed to minimize tole estimated error. These factors have poor physical meaning and cannot be applied confidently to the other specification of torque converter. In this study, the detail dynamic model of torque converter is presented to establish the physical meaning of correction factors. To verify the validity of model, performance test was carried out with various input speed and oil temperature. The effect of oil temperature on the performance is analysed, and it is applied to the dynamic model. And, to obtain the internal flow pattern of torque converter, CFD(Computational Fluid Dyanmics) analysis is carried out on three-dimensional turbulent flow. Correction factors are determined from the internal flow pattern, and their variation is presented with the speed ratio of torque converter. Finally, the sensitivity of correction factors to the speed ratio is studied for the case of changing capacity factor with maintaining torque ratio.

• 대한조선학회지
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• 제11권2호
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• pp.1-6
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• 1974

The three-dimensional correction factor of the added mass of finite-length elliptic cylinders in vertical vibration in a free surface was calculated. This problem has already been dealt by T. Kumai[5] to contribute to analytical prediction of the three-dimensional correction factor for the added mass in vertical vibration of ships. In Kumai's work, the body boundary condition involved in the appropriate boundary value problem was approximately treated in the course of obtaining the solution. In this work, obtaining the solution derived from mathematically exact treatment of the body boundary condition, the author recalculated the three-dimensional correction factor for length-beam ratio $4{\sim}8$, beam-draught ratio $2.00{\sim}4.50$ and number of nodes from 2 to 7. And the numerical results were compared with both Kumai's results and the author's experimental data for two and three-noded vibrations of the cylinder of beam-draught ratio 2.40 The comparison of the numerical results shows that the author's are always higher than the Kumai's as expected. And the comparison of the numerical results with experimental data shows that the Kumai's numerical results have less deviation in case of two-noded vibration, and that, in case of three-noded vibration, the author's numerical results are in fairly good correspondence.

• 한국자동차공학회논문집
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• 제13권1호
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• pp.28-35
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• 2005

Fuel injection rate of an injector is affected by various injection conditions such as injection duration, fuel temperature, injection pressure, and voltage in LPG liquid injection systems for either a port-fuel-injection(PFI) or a direct injection(DI) in a cylinder. Even fuel injection conditions are changed, the air-fuel ratio should be accurately controlled to educe exhaust emissions. In this study, correction factor for the fuel injection rate of an injector is derived from the density ratio and the pressure difference ratio. A voltage correction factor is researched from injection test results on an LPG liquid injection engine. A compensation method of the fuel injection rate is proposed for a fuel injection control system. The experimental results for the LPG liquid injection system in a SI-engine show that this system works well on experimental range of engine speed and load conditions. And the fuel injection rate is accurately controlled by the proposed compensation method.

• 한국정밀공학회지
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• 제19권7호
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• pp.80-87
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• 2002

Liquefied petroleum gas (LPG) is used in spark ignition (SI) engines. Fuel injection rate of an injector is affected by fuel temperature and pressure in LPG liquid injection systems for either a multi-point-injection (MPI) or a direct injection (DI) engine. Even fuel injection conditions are varied, the air-fuel ratio should be accurately controlled to reduce exhaust emissions. In this study, a correction factor fur the fuel injection rate of an injector is derived from density ratio and pressure difference ratio. A compensation method of injected fuel amount is proposed for a fuel injection control system. The experimental results for the LPG liquid injection system in a SI engine show that this system works well fur a full range of engine speed and load condition, and the air-fuel ratio is accurately controlled by the proposed correction factor.

• Earthquakes and Structures
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• 제13권1호
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• pp.17-27
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• 2017

In this study, the characteristics of site amplification at seismic observation stations in Japan were estimated using the attenuation relationship of each station's response spectrum. Ground motion records observed after 32 earthquakes were employed to construct the attenuation relationship. The station correction factor at each KiK-net station was compared to the transfer functions between the base rock and the surface. For each station, the plot of the station correction factor versus the period was similar in shape to the graphs of the transfer function (amplitude ratio versus period). Therefore, the station correction factors are effective for evaluating site amplifications considering the period of ground shaking. In addition, the station correction factors were evaluated with respect to the average shear wave velocities using a geographic information system (GIS) dataset. Lastly, the site amplifications for specific periods were estimated throughout Japan.