• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.7
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• pp.325-336
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• 2018

The aim of this study was to provide fundamental information on the validity and credibility of the Korean geometric psychological assessment (GEOPIA) by investigating the degree of relation between the GEOPIA and the MBTI. Data was collected from 331 subjects aged 19 to 70, residing in Seoul, Gyeonggi Province, Jeolla Province, or Gyeongsang Province. Participants completed the GEOPIA and the MBTI during the period of May to September 2017. The study calculated Cronbach's ${\alpha}$ to verify the tests' validity and reliability through SPSS. For the relational analysis between the results of the tests, we conducted a one-way analysis of variance on the first group of the GEOPIA's personality types, and the Scheffe Test if significant relationship was found. The study found that the circle type was predisposed to ESFJ, the triangle type to ESTJ, the rectangle type to ISTJ, and S type to INFP. Higher scores of feeling (F) and perceiving (P) corresponded to circle and S types, thinking (T) and judging (J) for triangle and rectangle types, extroversion (E) for circle and triangle types, and introversion (I) for rectangle and S types. These confirmed the substantial relations between the GEOPIA and the MBTI.

• Transactions of the Korean Society of Automotive Engineers
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• v.22 no.2
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• pp.134-140
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• 2014

The paper presents an overview of the present state of study on the fatigue behaviors at very high number of cycles ($N_f$ > $10^7$). A classification of materials with typical S-N curves and influencing factors such as notches, residual stresses, temperatures, corrosion environments and stress ratios are given. The microstructural inhomogeneities of materials and micro-cracks played an important roles in very high cycle fatigue behaviors. The failure mechanisms for the fatigue design of materials and components are mentioned.

• Journal of the Korean Chemical Society
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• v.18 no.6
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• pp.400-407
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• 1974

Steady-state anodic and cathodic polarization curves were developed for the Al electrode in 60 mole %$AlCl_3$-40 mole % NaCl at $180^{\circ}C$$453^{\circ}K$). Ohmic resistance contributed substantially to the anodic polarization at current densities greater than 50 mA/$CM^2$ even with capillary tip placed close to the electrode. This could not be rationalized from the resistivity of the melt, which would lead to a much smaller polarization. It was therefore concluded that a layer of high resistance $AlCl_3$ (or $AlCl_3$-rich melt) formed close to the anode surface. From the IR-corrected anodic Tafel and Allen-Hickling plots an apparent anodic charge-transfer coefficient of ${\alpha}_a$ = (2.3 RT/F)(d log i/d${\eta}$) = $1.5{\pm}0.25$ was obtained. At cathodic current densities greater than approximately 30 mA/$cm^2$, slow ion diffusion and dendrite growth both interfered with the measurement of kinetic parameters.

• Journal of the KSME
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• v.32 no.6
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• pp.536-553
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• 1992

하중 종류 중에서 가장 기본적인 하중 중의 하나인 순수 전단력과 순수 굽힘 모멘트를 발생시 키고자 할 때는 아래와 같은 장치를 사용하는 것이 좋다. 1) 등방성체나 이방성체의 횡 전단계수 (G$_{12}$)와 횡 응력 프린지치(f$_{12}$) 등을 측정 하고자 할 때, 또는 모드 II (mode II)상태의 파괴역학을 연구하고자 할 때는 그림 1, 그림 2, 그림 3 그리고 그림 4 등에 제시된 것 중에서 적당한 것을 사용할 수 있다. 그러나 순수 전단 력이 발생되는 면적이 크고, 순수 전단력을 정확하고 균일하게 발생시키고자 할 때, 각 재료의 전단 물성치(shear properties) 측정, 모드II(mode II) 상태의 파괴역학을 연구하고자 할 때는 본 연구자가 고안한 H.I.S.T. 장치를 이용하면 편리하다. 2) 직선 보에 순수 굽힘 모멘트를 균일하고 정확하게 가하고자 할 대는 N.B.M.장치를 사용하는 것이 좋다. 또 N.B.M. 장치는 어느 보의 장치보다도 곡선보나 변형이 큰 보에도 더 정확하고 균일하게 순수 굽힘 모멘트를 발생시킬 수 있다.

• Applied Chemistry for Engineering
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• v.5 no.6
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• pp.943-948
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• 1994

The properties of uncured rubber compound and swelling behavior of cured rubber compound with carbon black(N33O grade) increment. Bound Rubber content(BRC) increased according to carbon black increment and ${\alpha}_f$, behavior of uncured rubber compound filled with carbon black, was 1.46. Carbon black added to rubber compound showed behavior of spherical particle by bound rubber. The $C_1$ values of cured rubber compounds, which measured by the stress-strain method of Mooney-Rivlin, increased with carbon black increment.

• Journal of computational fluids engineering
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• v.20 no.1
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• pp.47-56
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• 2015

In this paper, we study the effect of various turbulence models by comparing the aerodynamic characteristics and the flow patterns computed for aircraft models. An in-house CFD solver, MSAPv, that solves the three dimensional RANS equations with the turbulence model equations is used. The turbulence models used in this study are the Spalart-Allmaras model, Menter's $k-{\omega}$ SST model, Coakley's $q-{\omega}$ model, and Huang and Coakley's $k-{\varepsilon}$ model. DLR-F6 WB and WBNP configurations are selected for the study. We concentrate on the separated flow pattern variations with the turbulence models at the wing-body junction and the wing-pylon junction as well as drag polar curves.

• Journal of Animal Science and Technology
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• v.46 no.4
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• pp.503-508
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• 2004

This study was conducted to estimate the growth curve parameters of crossbreds between Korean native boars and Landrace sows and their relationships with meat qualities. The data used were weight-age data and carcass data from 131 males and 122 females raised at N.L.R.I in Korea. Growth curve parameters were estimated from nonlinear regression using Gompertz model individually. Average mature weight(A), average maturing rate(k), and average inflection point(u) showing maximum growth rate estimated were 179.54${\pm}$6.06kg, 0.3154${\pm}$0.0059, and 5.50${\pm}$0.11 months in females, and 179.84${\pm}$6.33kg, 0.3049${\pm}$0.0061, and 5.24${\pm}$0.13 months in males, respectively. For the growth curve parameters and derived statistics, the phenotypic correlations of maturing rate with gain rate at inflection, mature weight, and inflection point were - .30, - .77, and - .93 in male, and - .31, - .78 and - .94 in female, respectively. Matrure weight was positively correlated to the inflection point as + .89 in both male and female, indicating that late maturing pigs with lower k had longer maturing period with increasing gain rate and reached point of inflection later than early maturing pigs with higher k, and grew to larger mature weight. Backfat thickness and erode fat contents were correlated with mature weight positively in male and negatively in female, and correlated with gain rate at inflection point positively in both male and female, of which coefficients were as high as .42 and .50 in male, respectively.

• Transactions of the Korean Society of Automotive Engineers
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• v.5 no.1
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• pp.129-135
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• 1997

Previous studies has shown that the curve of low-cycle fatigue life was not expressed with the single line subjected to Manson-Coffin's law type and bent to short life in low ${\Delta}{\varepsilon}_p$ region. The main cause of this phenomenon has been considered that the localization of plastic strain in the crack initiation process fosters the crack initiation. In this study, the low-cycle fatigue life was investigated for each specimens omitted crack initiation process and it was found that fatigue life curve in log(${\Delta}{\varepsilon}_p$)-log($N_f$)was bent in low ${\Delta}{\varepsilon}_p$ region as ever. Therefore, the main cause of appearance of knee point in fatigue life curve is not found in the crack initiation process but in the crack propagation process. In the crack propagation process, the localization of the plastic strain in the vicinity of crack tip and the influence of test environment on the crack propagation rate were observed and these inclinations were more remarkable in low ${\Delta}{\varepsilon}_p$ region. Hence, it was concluded that these two phenomena in the crack propagation process were proved to the main cause which accelerates the crack propagation in low ${\Delta}{\varepsilon}_p$ region and bent the fatigue life curve in result.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.9 no.1
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• pp.1-18
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• 1973

For regulating the depth of midwater trawl nets towed at the optimum constant speed, the changes in the shape of warps caused by adding a weight on an arbitrary point of the warp of catenary shape is studied. The shape of a warp may be approximated by a catenary. The resultant inferences under this assumption were experimented. Accordingly feasibilities for the application of the result of this study to the midwater trawl nets were also discussed. A series of experiments for basic midwater trawl gear models in water tank and a couple of experiments of a commercial scale gears at sea which involve the properly designed depth control devices having a variable attitude horizontal wing were carried out. The results are summarized as follows: 1. According to the dimension analysis the depth y of a midwater trawl net is introduced by $$y=kLf(\frac{W_r}{R_r},\;\frac{W_o}{R_o},\;\frac{W_n}{R_n})$$) where k is a constant, L the warp length, f the function, and $W_r,\;W_o$ and $W_n$ the apparent weights of warp, otter board and the net, respectively, 2. When a boat is towing a body of apparent weight $W_n$ and its drag $D_n$ by means of a warp whose length L and apparent weight $W_r$ per unit length, the depth y of the body is given by the following equation, provided that the shape of a warp is a catenary and drag of the warp is neglected in comparison with the drag of the body: $$y=\frac{1}{W_r}\{\sqrt{{D_n^2}+{(W_n+W_rL)^2}}-\sqrt{{D_n^2+W_n}^2\}$$ 3. The changes ${\Delta}y$ of the depth of the midwater trawl net caused by changing the warp length or adding a weight ${\Delta}W_n$_n to the net, are given by the following equations: $${\Delta}y{\approx}\frac{W_n+W_{r}L}{\sqrt{D_n^2+(W_n+W_{r}L)^2}}{\Delta}L$$ $${\Delta}y{\approx}\frac{1}{W_r}\{\frac{W_n+W_rL}{\sqrt{D_n^2+(W_n+W_{r}L)^2}}-{\frac{W_n}{\sqrt{D_n^2+W_n^2}}\}{\Delta}W_n$$ 4. A change ${\Delta}y$ of the depth of the midwater trawl net by adding a weight $W_s$ to an arbitrary point of the warp takes an equation of the form $${\Delta}y=\frac{1}{W_r}\{(T_{ur}'-T_{ur})-T_u'-T_u)\}$$ Where $$T_{ur}^l=\sqrt{T_u^2+(W_s+W_{r}L)^2+2T_u(W_s+W_{r}L)sin{\theta}_u$$ $$T_{ur}=\sqrt{T_u^2+(W_{r}L)^2+2T_uW_{r}L\;sin{\theta}_u$$ $$T_{u}^l=\sqrt{T_u^2+W_s^2+2T_uW_{s}\;sin{\theta}_u$$ and $T_u$ represents the tension at the point on the warp, ${\theta}_u$ the angle between the direction of $T_u$ and horizontal axis, $T_u^2$ the tension at that point when a weights $W_s$ adds to the point where $T_u$ is acted on. 5. If otter boards were constructed lighter and adequate weights were added at their bottom to stabilize them, even they were the same shapes as those of bottom trawls, they were definitely applicable to the midwater trawl gears as the result of the experiments. 6. As the results of water tank tests the relationship between net height of H cm velocity of v m/sec, and that between hydrodynamic resistance of R kg and the velocity of a model net as shown in figure 6 are respectively given by $$H=8+\frac{10}{0.4+v}$$ $$R=3+9v^2$$ 7. It was found that the cross-wing type depth control devices were more stable in operation than that of the H-wing type as the results of the experiments at sea. 8. The hydrodynamic resistance of the net gear in midwater trawling is so large, and regarded as nearly the drag, that sweeping depth of the gear was very stable in spite of types of the depth control devices. 9. An area of the horizontal wing of the H-wing type depth control device was $1.2{\times}2.4m^2$. A midwater trawl net of 2 ton hydrodynamic resistance was connected to the devices and towed with the velocity of 2.3 kts. Under these conditions the depth change of about 20m of the trawl net was obtained by controlling an angle or attack of $30^{\circ}$.

• Journal of the Korean Magnetics Society
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• v.7 no.3
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• pp.146-151
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• 1997

Buffer (t $\AA$)/ CoFe(35$\AA$)/Cu (50$\AA$)/Co (35$\AA$) sandwiches prepared by dc magnetron sputtering on Corning glass substrates using the $Co_{90}Fe_{10}$ and Co layers with different coercivities. Dependence of magnetoresistance on the type and thickness of buffer layers, and on the thickness of Cu and the magnetic layers in buffer/ CoFe/Cu /Co sandwiches were investigated. Magnetoresistance ratio and saturation field $H_s$ increased as thickness of the buffer layer becomes thicker, then decreased smoothly after a maximum value. An improved filed sensitivity was realized with the $Ni_{81}Fe_{19}$ buffer layer.