• The Korean Journal of Nuclear Medicine
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• v.34 no.4
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• pp.336-343
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• 2000

Purpose: Thallous-201 chloride produced at Korea Cancer Center Hospital(KCCH) is used in detecting cardiovascular disease and cancer. Thallium impurity can cause emesis, catharsis and nausea, so the presence of thallium and other metal impurities should be determined. According to USP and KP, their amounts must be less than 2 ppm in thallium and 5 ppm in total. In this study, the detection method of trace amounts of metal impurities in $[^{201}Tl]$TICI injection with polarography was optimized without environmental contamination. Materials and Methods: For the detection of metal impurities, Osteryoung Square Wave Stripping Voltammetry method was used in Bio-Analytical System (BAS) 50W polarograph. The voltammetry was composed of Dropping Mercury Electrode (DME) as a working electrode, Ag/AgCl as a reference electrode and Pt wire as a counter electrode. Square wave stripping method, which makes use of formation and deformation of amalgam, was adopted to determine the metal impurities, and pH 7 phosphate buffer was used as supporting electrolyte. Results: Tl, Cu and Pb in thallous-201 chloride solution were detected by scanning from 300 mV to -800 mV Calibration curves were made by using $TINO_3,\;CuSO_4\;and\;Pb(NO_3){_2}$ as standard solutions. Tl was confirmed at -450 mV peak potential and Cu at -50 mV Less than 2 ppm of Tl and Cu was detected and Pb was not detected in KCCH-produced thallous-201 chloride injection. Conclusion: Detection limit of thallium and copper is approximately 50 ppb with this method. As a result of this experiment, thallium and other metal impurities in thallous-201 chloride injection, produced at Korea Cancer Center Hospital, are in the regulation of USP and KP Polarograph could be applied for the determination of metal impurities in the quality control of radiopharmaceuticals conveniently without environmental contamination.

• Journal of Advanced Marine Engineering and Technology
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• v.32 no.3
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• pp.430-436
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• 2008

Recently, there are many cases to use a ship's engine performance analyzer(SEPA) to measure pressure in cylinder and top dead center(TDC) of piston of engine, and analyze its performance such as fuel injection time and horsepower as well as wear of piston ring. But, SEPA needs TDC pulses($T(1){\sim}T(n)$) generated when pistons of engine are located to the TDC position ($TDC(1){\sim}TDC(n)$), these pulses are gathered from sensors connected to gear wheel of the propeller shaft in the remote distance from the measurement point. Therefore, operators need a long wire cable(WRC) to TDC detecting sensor to get these pulses, but this method is a very uncomfortable and expensive in case of installation, and it might decrease user's purchase desire. In this paper, we design and fabricate a small and inexpensive MODEM cable(M0C) so that it may be available to transmit TDC pulse generated from sensor in propeller shaft through existing power line. We also verify the facts that this MOC can be applied to SEPA and the effectiveness of the system through the experiments.

• Fire Science and Engineering
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• v.24 no.5
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• pp.136-141
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• 2010

The purpose of this study is to examine the structure and heat generation mechanism of low voltage switches used to turn on or off the power supply to an indoor lighting system and investigate how the fixtures and movable contacts of the switches are damaged depending on the types of energy sources in order to secure the judgment base for expected PL disputes. Based on the Korean Standard (KS) testing method for incombustibility, this study applied a general flame to the switch. In addition, current was supplied to the switch using the PCITS (Primary Current Injection Test System). The ambient temperature and humidity were maintained at $22{\pm}2^{\circ}C$ and 40~60% respectively while performing the test. It is thought that the switch generated heat due to a defective connection of the wire and clip, insulation deterioration and defective contact of the movable contact, etc. The surface of the switch damaged by the general flame was uniformly carbonized. When the flame source was removed, the fire on the switch was extinguished naturally. From the result obtained by disassembling the switch carbonized by the general flame, it could be seen that fixtures and movable contacts remained in comparatively good shape but the enclosure, clip support, movable contact, indicating lamp, etc. showed carbonization and discoloration. In the case of the switch damaged by overcurrent, the clip connecting the wires, clip support, etc. showed almost no trace of damage, but the fixtures, movable contact, indicating lamp, etc. were severely carbonized. That is, the sections with high contact resistance were intensively damaged and showed a damage pattern indicating that carbonization progressed from the inside to the outside. Therefore, it is possible to judge the initial energy source by analyzing the characteristics of the carbonization pattern and the metal fixtures of damaged switches.

• Journal of Digital Convergence
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• v.17 no.11
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• pp.207-213
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• 2019

The fuel-cut coast-down driving mode is activated when the acceleration pedal is released with transmission gear engaged, and it's a default function for electronic-controlled engine of vehicles. The fuel economy becomes better because fuel injection stops during fuel-cut driving mode. A fuel-cut detection method is suggested in the study and it's based on the speed, acceleration and road gradient data from GPS sensor. It detects fuel-cut driving mode by comparing calculated acceleration and realtime acceleration value. The one is estimated with driving resistance in the condition of fuel-cut driving and the other is from GPS sensor. The detection accuracy is about 80% when the method is verified with road driving data. The result is estimated with 9,600 data set of vehicle speed, acceleration, fuel consumption and road gradient from test driving on the road of 12km during 16 minutes, and the road slope is rather high. It's easy to detect fuel-cut without injector signal obtained by connecting wire. The detection error is from the fact that the variation range of speed, acceleration and road gradient data, used for road resistance force, is larger than the value of fuel consumption data.