• Transactions of the Korean Society of Automotive Engineers
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• v.15 no.3
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• pp.133-140
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• 2007

The purpose of this study was to evaluate the effects of gasoline fuel to the LPI engine. Firing test bench was used in order to assess the effect on gasoline-injected LPI engine. Gasoline fuel was supplied into the reverse direction(3-4-2-1 cylinder) at 3.0 bar with commercial gasoline fuel pump. Engine test was performed using the firing test mode at end of line. The deviations of excess air ratio of each cylinder and maximum combustion pressure using gasoline fuel were within 0.1 and $1{\sim}2\;bar$. Engine start time was measured with changing coolant temperature at $20^{\circ}C,\;40^{\circ}C,\;80^{\circ}C$, respectively. Residual gasoline volume in the fuel line was measured about 32 cc after firing test and it was less than 2 cc within 10 seconds purging. To simulate the end of line, the residual gasoline in the fuel line was purged during 5 and 10 seconds. Start time of LPI engine with LPG fuel were 0.61 and 0.58 seconds. This work showed that severe problems such as misfiring and liner scuffing were not occurred applying gasoline fuel to LPI engine.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.34 no.8
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• pp.95-103
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• 2006

The compositions, the gas properties in motor chamber and the aluminum oxide (Al2O3) particle size for two kinds of solid propellants with approximately 20% aluminum powder have been investigated. The SEM photographs of $Al_2O_3$ taken from nozzle entrance liner show that the aluminized PCP propellant with 47% volumetric fraction AP/HNIW and bimodal oxidizer 200-5 ${\mu}m$ can offer greater possibility for increasing aluminum agglomeration than the aluminized HTPB propellant with 64% volumetric fraction AP and trimodal oxidizer 400-200-6 ${\mu}m$. The nozzle entrance liner of solid rocket motor with the PCP propellant shows greater erosion at 4 circumferential sections in line with grain slots due to the impingement of large particles, but that with the HTPB propellant shows uniform erosion with circumferential angle.

• Journal of Energy Engineering
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• v.20 no.4
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• pp.353-357
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• 2011

An embedded two-axis solar tracking system was developed by using AVR micro controller for enhancing solar energy utilization. The system consists of an Atmega128 micro controller, two step motors, two step drive modules, CdS sensors, GPS module and other accessories needed for functional stability. This system is controlled by both an astronomical method and an optical method. Initial operation is performed by the result from the astronomical method, which is followed by the fine controlled operation using the signals from Cds sensors. The GPS sensor generates UTC, longitude and latitude data where the solar tracker is installed. A database of solar altitude, azimuth, and sunrise and sunset times is provided by UART (Universal Asynchronous Receiver/Transmitter).

• Journal of the Korea Academia-Industrial cooperation Society
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• v.14 no.10
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• pp.5105-5114
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• 2013

This paper is conducted a research of the cable and filter design considering the deep sea floor environment. The electric architecture which is being used in the subsea plant is comprised of the power supply unit of the high voltage, high-capacity drive system, long cable, and electric motor in the sea area. Conducted emission is occurred by the rapid voltage change at the moment of switching at high speed of inverter for driving motors. The more the length of the cable is lengthened, the worse the motor is influenced by transient voltage. Thus, the over voltage occurred in the drive motor was confirmed by designed wire which is considered R, L, line-to-line C, line-to-gnd C of long cable used in the subsea plant. A guide line of the subsea plant model is also suggested by using a filter to reduce conducted noise of PWM inverter drive-system.

• Transactions of the Korean Society of Automotive Engineers
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• v.14 no.1
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• pp.60-67
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• 2006

To improve the vehicle fuel economy, various technologies have been studied. Meanwhile it deteriorates fuel economy that the increased driving torque for Power Steering System (PSS) due to weighted vehicle and widened tire for low speed driving and parking. So the larger driving torque for PSS is, the lower fuel economy is. Therefore, the study about the effect of the driving torque for PSS and the engine total friction must be preceded to improve the vehicle fuel economy. In this study, a PSS module separated from the vehicle is used to measure the driving torque for PSS with respect to the pressure of PSS. The result shows that the driving torque for PSS was in direct proportion to the pressure of PSS 3 (N-m) driving torque for PSS vs. 10 (bar) pressure of PSS, and 8 (N-m) vs. 40 (bar). In addition, the driving torque and pressure for PSS was measured according to the engine speed in the component test condition which was in the vehicle condition. Measuring the driving torque for PSP in the vehicle condition was established by using the VeFAS which was a fuel economy analyzer developed in our lab and installing PSS By-pass line. The effect of the driving torque for PSS on the vehicle fuel economy was analyzed with FTP-75 cold start mode.

• Transactions of the Korean Society of Automotive Engineers
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• v.13 no.2
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• pp.72-82
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• 2005

The objective of this paper is to describe the optimization of design parameters in a large-sized commercial bus heater system by using CFD(computational fluid dynamics) analysis and Taguchi method. In order to obtain the best combination of each control factor which results in a desired performance of heater system, the parameter design of the Taguchi method is adopted for the robust design considering the dynamic characteristic. The research activity may be divided into four phases. The first one is analyzing the problem, i.e., ascertaining the influential factors. In the second phase the levels were set in such a way that their variation would significantly influence the response. In the third phase the experimental runs were designed. In the final phase the planned runs were carried out numerically to evaluate the optimal combination of factors which is able to provide the best response. In this study, eight factors were considered for the analysis: one with two level and seven with three level combinations comprising the $L_{18}(2^1{\times}3^7)$ orthogonal array. The results of this study can be summarized as follows ; (i)The optimum condition of control factor is a set of <$A_2\;B_1\;C_3\;D_3\;E_1\;F_2\;G_3\;H_2$> where A is shape of the outer fin, B is pitch of the outer fin, C is height of the outer fin, D is the inner fin number, E is the inner fin height, F is length of the flame guide, G is diameter of the heating element and H is clearance between air guide and heating element. (ii)The heat capacity of heated discharge air under the optimum condition satisfies the equation y=0.6M w here M is a signal factor. (iii)The warm-up rate improves about three times, more largely as com pared with the current condition, which results in about 9.2minutes reduction.

• Transactions of the Korean Society of Automotive Engineers
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• v.23 no.4
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• pp.444-453
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• 2015

In the previous study, several problems were observed in a NG conversion vehicle, which were fail of air-fuel ratio closed loop control, aggravated fuel economy, increased harmful emission and declined roadability. It was provisionally supposed that the mismatch of injection system with the engine caused these performance deterioration. In this context, the characteristics of fuel injection system of commercial conversion kit for NG were investigated experimentally varying the engine speed, fuel rail pressure and volume. The results are as follows; The injection quantity decreases as the engine speed increases due to the extremely small rail volume of the presenting system and flow rate of No. 2 injector are always lower than that of the other ones regardless of the speed under the dynamic operation condition. Furthermore the existing system does not meet the required fuel quantity for the normal engine operation over 3000 RPM. On the other hands, the large rail volume systems ease and/or eliminate the difference of injection quantity between the injectors according to the speed variation, however, these systems decrease injection flow rate and still cannot supply sufficient fuel. Finally, suitable combination of the higher rail pressure and the larger rail volume might be a solution about these problems.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.40 no.9
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• pp.789-799
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• 2012

In this research, a high temperature superconducting(HTS) motor is designed which is adequate for an electrical aircraft by generating high power density and the potentiality of its application to an aircraft is studied. The designed motor is based on YBCO plates, HTS coils composed of Bi-2223, and ironless air cooled resistive armature. The HTS motor is designed to generate power equivalent to O-360 engine with 180HP at 2700RPM which is used for Cessna and equivalent to CFM56 engine with 18000HP at 5000RPM which is used for B-737. Also, power densities of HTS motors are compared with power densities of aircraft engines so that we can estimate the potentiality of the HTS motor as an aircraft engine.

• Journal of Life Science
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• v.24 no.1
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• pp.14-19
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• 2014

Kinesin-1 consists of two heavy chains (KHCs), also called KIF5s, and two light chains (KLCs) that form a heterotetrameric complex. Here, we demonstrate the binding of a neuronal KHC, KIF5A, to the carboxyl (C)-terminal tail region of Fig4 (also known as Sac3), a phosphatase that removes the 5-phosphate from phosphatidylinositol-3,5-bisphosphate ($PtdIns(3,5)P_2$). Fig4 bound to the C-terminal region of KIF5A but not to other KHCs (KIF5B and KIF5C) and KLC1 in yeast two-hybrid assays. The interaction was further confirmed in a glutathione S-transferase pull-down assay and by co-immunoprecipitation. Anti-KIF5A antibody co-immunoprecipitated Fig4 with KIF5A from mouse brain extracts. These results suggest that kinesin-1 could transport the Fig4-associated protein complex or cargo in cells.

• Journal of the Korean Ceramic Society
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• v.54 no.2
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• pp.150-157
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• 2017

Three types of piezoelectric single crystals [PMN-PT (Generation I $[Pb(Mg_{1/3}Nb_{2/3})O_3-PbTiO_3]$), PMN-PZT (Generation II $[Pb(Mg_{1/3}Nb_{2/3})O_3-Pb(Zr,Ti)O_3]$), PMN-PZT-Mn (Generation III)] were grown by the solid-state single crystal growth (SSCG) method, and their dielectric and piezoelectric properties were measured and compared. Compared to (001) PMN-PT and PMN-PZT single crystals, the (001) PMN-PZT-Mn single crystals exhibited a higher transition temperature between the rhombohedral and tetragonal phases ($T_{RT}=144^{\circ}C$), as well as a higher coercive electric field ($E_C=6.3kV/cm$) and internal bias field ($E_I=1.6kV/cm$). The (011) PMN-PZT-Mn single crystals showed the highest coercive electric field ($E_C=7.0kV/cm$), and the highest stability of $E_C$ and $E_I$ during 60 cycles of polarization measurement. These results demonstrate that both Mn doping (for higher electromechanical quality factor ($Q_m$)) and a (011) crystallographic orientation (for higher coercive electric field and stability) are necessary for high power transducer applications of these piezoelectric single crystals. Specifically, the (011) PMN-PZT-Mn single crystal (Gen. III) had the highest potential for application in the fields of SONAR transducers, high intensity focused ultrasound (HIFU), ultrasonic motors, and others.