• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.2
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• pp.188-193
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• 2015

It has been generally recognized that $N_2O$(Nitrous Oxide) emission from marine diesel engines has a close correlation with $SO_2$(Sulfur Dioxide) emission, and diversity of fuel elements using ships affects characteristics of the $N_2O$ emission. According to recent reports, in case of existence of an enough large NO(Nitric Oxide) generated as fuel combustion, effect of the $SO_2$ emission in exhaust gas on the $N_2O$ formation is more vast than effect of the NO. Therefore, $N_2O$ formation due to the $SO_2$ element operates on a important factor in EGR(Exhaust Gas Recirculation) systems for NOx reduction. An aim of this experimental study is to investigate that intake gas of the diesel engine with increasing of $SO_2$ flow rate affects $N_2O$ emission in exhaust gas. A test engine using this experiment was a 4-stroke direct injection diesel engine with maximum output of 12 kW at 2600rpm, and operating condition was set up at a 75% load. A standard $SO_2$ gas with 0.499%($m^3/m^3$) was used for changing of $SO_2$ concentration in intake gas. In conclusion, the diesel fuel included out sulfur elements did mot emit the $SO_2$ emission, and the $SO_2$ emission in exhaust gas according as increment of the $SO_2$ standard gas had almost the same ratio compared with $SO_2$ rate in mixture inlet gas. Furthermore, the $N_2O$ element in exhaust gas was formed as $SO_2$ mixture in intake gas because increment of $SO_2$ flow rate in intake gas increased $N_2O$ emission. Hence, diesel fuels included sulfur compounds were combined into $SO_2$ in combustion, and $N_2O$ in exhaust gas should be generated to react with NO and $SO_2$ which exist in a combustion chamber.

• Journal of the Korean Society for Marine Environment & Energy
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• v.13 no.4
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• pp.223-233
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• 2010

Spatio-temporal variations of long-term water qualities (COD, SS, $Chl-{\alpha}$, N-related nutrients (TN, TDN, $NO_3^-$, $NH_4^+$), P-related nutrients (TP, TDP, $PO_4^{3-}$)) at two stations (St. SD, St. GG) in the Geumgang Reservoir were investigated from August 2001 to July 2008. Statistical methods such as t-test, factor analysis, and multi-regression analysis were applied to the water quality data in the reservoir as well as mass balances on TP. From the temporal comparisons of the water qualities between 2002 and 2007, average concentrations of $NH_4^+$, $PO_4^{3-}$, and TDP gradually decreased down by 60%, 24%, 52% in 2007. However, those of TP and $Chl-{\alpha}$ increased to 99% and 423% during the period. From the spatial comparisons between the two stations, St. GG showed higher concentrations for all of the N- and P-related nutrients than in St. SD, while opposite result for the $Chl-{\alpha}$. The factor analysis showed that "the seasonal variations of N- and P-related nutrients" were the two dominant factors occupying 49% of total variances of water qualities. Based on this result, multi-regression analysis executed for the two most influential parameters (TP and $Chl-{\alpha}$) focusing on the seasonal variations of these parameters: SS and $Chl-{\alpha}$ has contributed decisively to the concentrations of TP during the wet and dry season, respectively. On the other hand, COD and TP has been important for the $Chl-{\alpha}$ during the wet and dry season, respectively. From the established mass balances of TP loadings in the Geumgang Reservoir, Other Sources (60%) occupied the greatest contribution and Fluvial Input (38%) and Sediment (1%) during the wet season. However, both Fluvial Water (48%) and Other Sources (47%) supplied comparable amount of inputs and Sediment (5%) showed significantly increased input during the dry seasons. Recently especially during the dry winter seasons, migrating bird's excretion was estimated to contribute up to 8% of total TP input and 21% of Other Sources.

• The Korean Journal of Physiology
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• v.18 no.1
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• pp.67-79
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• 1984

In an effort to elucidate the physiological characteristics in cardiopulmonary function, electromyogram(EMG), and blood chemistry in athletic high school students, an analysis of electrocardiogram(ECG) and EMG, pulmonary function test, venous blood gas analysis($Pvo_2$ and$Pvco_2$), and measurement of heart rate, blood pressure, respiratory rate, blood glucose and blood lactate were made for 16 to 19 year-old high school students who were divided into athletic (n=19) and non-athletic (n=20) group. The results obtained are summarized as follows. 1) ECG intervals in athletes were longer than in non-athletes, and the difference was significant in R-R, Q-T and T-P intervals. Resting heart rate in athletes was 56.3/min showing a bradycardia compared with 79.8/min in non-athletes. Amplitudes of R and T waves in lead $V_5$ were significantly higher than in non-athletes. 2) Pulmonary function parameters in athletes showed higher values than in non-athletes. Parameters which showed significant differences were FEV 0.5, PEF, FEF 25%, PIF and FEF $200{\sim}1.200\;ml. 3) Heart rate, blood pressure, and respiratory rate after exercise were significantly elevated from resting values. Heart rate and respiratory rate showed greater increase in non-athletes, while blood pressure showed greater increase in athletes. 4) $Pvo_2$ was lowered ana $Pvco_2$ was elevated after exercise, and there was no significant difference between two groups. 5) Blood glucose and lactate levels were elevated after exercise. The difference was significant in blood lactate, and was greater in non-athletes. 6) EMG amplitude was steadily increased with increasing load of exercise, and the increase was greater in athletes than in non-athletes.

• Journal of Bio-Environment Control
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• v.26 no.4
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• pp.353-360
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• 2017

In this study, the design and performance test of the air to water heat pump capable of producing hot water for greenhouse heating by using the surplus solar heat inside the greenhouse and the air heat outside greenhouse as the selective heat source were conducted. The heat storage operations using the surplus solar heat and the outside air heat were designed to be switched according to the setting temperature of the greenhouse in consideration of the optimum temperature range of the crop. In the developed system, it was possible to automatically control the switching of heat storage operation, heating and ventilation by setting 12 reference temperatures on the control panel. In the selective heat storage operation with the surplus solar heat and outside air heat, the temperature of thermal storage tank was controlled variably from $35^{\circ}C$ to $52^{\circ}C$ according to the heat storage rate and heating load. The heat storage operation times using the surplus solar heat and outside air heat were 23.1% and 30.7% of the experimental time respectively and the heat pump pause time was 46.2%. COP(coefficient of performance) of the heat pump of the heat storage operation using the surplus solar heat and outside air heat were 3.83 and 2.77 respectively and was 3.24 for whole selective heat storage operation. For the comparative experiment, the heat storage operation using the outside air heat only was performed under the condition that the temperature of the thermal storage tank was controlled constantly from 50 to $52^{\circ}C$, and COP was analyzed to be 2.33. As a result, it was confirmed that the COP of the heat storage operation using the surplus solar heat and outside air heat as selective heat source and the variable temperature control of the thermal storage tank was 39% higher than that of the general heat storage operation using the outside air heat only and the constant temperature control of the thermal storage tank.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.1379-1385
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• 2007

In domestic transitional zone design, there is regulation to prevent generation of irregular substructure behaviors that negatively influence in prevention of plasticity settlement on approach section and contact section as well as relieve overall track rigidity by reducing sectional foundation and track stiffness difference, but design guideline that considers dynamic behavior of transitional track in actual service line is very insignificant. Therefore in this study, characteristics of transitional track dynamic behaviors by substructure stiffness are researched and measured dynamic response of transitional track by substructure stiffness in order to prove correlation between substructure and track and calculate elasticity(stiffness) and track load of transitional track by using measurement and formula to provide basic information for developing design guideline considering dynamic behavior of service line transitional track.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.480-493
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• 2007

Many railway-advanced countries are using the various types of track to reduce the track maintenance and repair cost according to the improvement of velocity. It spends on much maintenance and repair cost for ballast track due to abrasion of ballast, track irregularity and unisotropical ballast-support stiffness. The ballast track on railway bridge is accelerating the deterioration of ballast according to interaction of railway bridge and track. As continuing the deterioration, it is caused dynamic loads. Due to these effects, it increases negative loads of track and bridge. However, when designing the railway bridge, the effect of ballast track was applicate only dead load, so elastic behavior effect of ballast track is not influenced. Therefore, this paper presumes the stiffness of ballast track on railway bridge considering dynamic behavior of railway bridge, it was evaluated that effect on dynamic behaviors of railway bridge according to ballast track stiffness.

• International Journal of Highway Engineering
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• v.1 no.1
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• pp.107-119
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• 1999

The joints in the jointed concrete pavement provide a control against transverse or longitudinal cracking at slab, which may be caused by temperature or moisture variation during or after hydration. Without control of cracking, random cracks cause more serious distresses and result in structural or functional failure of pavement system. However, joints nay cause distresses due to its inherent weakness in structural integrity. Thus, the evaluation at joint is very important. and the joint-related distresses should be evaluated reasonably for economic rehabilitation. The purpose of this paper was to develop an evaluation system at joints of jointed concrete pavement using finite element analysis program, ILLI-SLAB, and nondestructive testing device. FWD. To develop an evaluation system for JCP, a sensitivity analysis was performed using ILLI-SLAB program with a selected variables which might affect fairly to on the performance of transverse joints. The most significant variables were selected from precise analysis. An evaluation charts were made for jointed concrete pavement by adopting the field FWD data. It was concluded that the variables which most significantly affect to pavement deflections are the modulus of subgrade reaction(K) and the modulus of dowel/concrete interaction(G), and limiting criteria on the performance of joints at JCP are 300pci. 500,000 lb/in. respectively. Using these variables and FWD test, a charts of load transfer ratio versus surface deflection at joints were made in order to evaluate the performance of JCP. Practically, Chungbu highway was evaluated by these evaluation charts and FWD field data for jointed concrete pavement. For Chungbu highway, only one joint showed smaller value than limiting criterion of the modulus of dowel/concrete interaction(G). The rest joints showed larger values than limiting criteria of the modulus of subgrade reaction(K) and the modulus of dowel/concrete interaction(G).

• Journal of Korean Society of Transportation
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• v.22 no.3 s.74
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• pp.145-157
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• 2004

The cycle length design model of the Korean traffic responsive signal control systems is devised to vary a cycle length as a response to changes in traffic demand in real time by utilizing parameters specified by a system operator and such field information as degrees of saturation of through phases. Since no explicit guideline is provided to a system operator, the system tends to include ambiguity in terms of the system optimization. In addition, the cycle lengths produced by the existing model have yet been verified if they are comparable to the ones minimizing delay. This paper presents the studies conducted (1) to find shortcomings embedded in the existing model by comparing the cycle lengths produced by the model against the ones minimizing delay and (2) to propose a new direction to design a cycle length minimizing delay and excluding such operator oriented parameters. It was found from the study that the cycle lengths from the existing model fail to minimize delay and promote intersection operational conditions to be unsatisfied when traffic volume is low, due to the feature of the changed target operational volume-to-capacity ratio embedded in the model. The 64 different neural network based cycle length design models were developed based on simulation data surrogating field data. The CORSIM optimal cycle lengths minimizing delay were found through the COST software developed for the study. COST searches for the CORSIM optimal cycle length minimizing delay with a heuristic searching method, a hybrid genetic algorithm. Among 64 models, the best one producing cycle lengths close enough to the optimal was selected through statistical tests. It was found from the verification test that the best model designs a cycle length as similar pattern to the ones minimizing delay. The cycle lengths from the proposed model are comparable to the ones from TRANSYT-7F.

• Journal of the Korean Geotechnical Society
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• v.21 no.2
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• pp.113-120
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• 2005

An understanding of soil-structure interaction is the key to rational and economical design for laterally loaded drilled shafts. It is very difficult to formulate the ultimate lateral capacity into a general equation because of the inherent soil nonlincarity, nonhomogeneity, and complexity enhanced by the three dimensional and asymmetric nature of the problem though extensive research works on the behavior of deep foundations subjected to lateral loads have been conducted for several decades. This study reviews the four most well known methods (i.e., Reese, Broms, Hansen, and Davidson) among many design methods according to the specific site conditions, the drilled shaft geometric characteristics (D/B ratios), and the loading conditions. And the hyperbolic lateral capacities (H$_h$) interpreted by the hyperbolic transformation of the load-displacement curves obtained from model tests carried out as a part of this research have been compared with the ultimate lateral capacities (Hu) predicted by the four methods. The H$_u$ / H$_h$ ratios from Reese's and Hansen's methods are 0.966 and 1.015, respectively, which shows both the two methods yield results very close to the test results. Whereas the H$_u$ predicted by Davidson's method is larger than H$_h$ by about $30\%$, the C.0.V. of the predicted lateral capacities by Davidson is the smallest among the four. Broms' method, the simplest among the few methods, gives H$_u$ / H$_h$ : 0.896, which estimates the ultimate lateral capacity smaller than the others because some other resisting sources against lateral loading are neglected in this method. But it results in one of the most reliable methods with the smallest S.D. in predicting the ultimate lateral capacity. Conclusively, none of the four can be superior to the others in a sense of the accuracy of predicting the ultimate lateral capacity. Also, regardless of how sophisticated or complicated the calculating procedures are, the reliability in the lateral capacity predictions seems to be a different issue.

• The korean journal of orthodontics
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• v.36 no.3 s.116
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• pp.188-197
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• 2006

Fiber reinforced composite (FRC) is usually used as a connector joining a few teeth into one unit in orthodontics. However, fracture often occurs during the two to three years of the orthodontic treatment period due to repeated occlusal loading or water sorption in the oral environment. We simulated the repair by overlapping and attaching portions of two FRC strips in the middle and performed a three-point bending test to investigate the changes of the repair strength among the different FRC groups. The specimens were grouped according to the overlapping lengths of the two FRC strips, which were 1, 2, 3 and 4 mm (group E1, E2, E3 and E4, respectively) and the control group consisted of unrepaired, intact FRC strips. Each group consisted of 6 specimens and were cured with a light emitting diode curing unit. Group E4 showed the highest maximum loads of 2.67 N, then the control group (2.39 N), group E3 (2.35 N), E2 (2.10 N), and E1 (1.75 N) in decreasing order. Group E4 also showed the highest stiffness, which was 2.32 N/mm, however, the stiffness of group E3 (2.06N/mm) was higher than that of the control group (1.88 N/mm). According to the visual examination, the specimens tended to be bent rather than being fractured into two pieces with an increased length of overlapping portions. The above results suggest that a minimum overlapping length of 3 mm was necessary to obtain an adequate repair of a 10 mm length of FRC connector. In addition, the critical section adjacent to the joint area, where the thickness decreased abruptly, should be reinforced with flowable resin to minimize the bending tendency.