• Asian-Australasian Journal of Animal Sciences
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• v.24 no.8
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• pp.1157-1163
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• 2011

This study was conducted to determine the effect of the inclusion of different levels of ensiled cassava leaves (variety KM94) in the diets on performance and carcass characteristics of growing pigs in Vietnam. A total of 40 crossbreds pigs (Large White${\times}$Mong Cai, 20 males and 20 females) with an initial live weight of 23.5 kg (SD = 0.86) were randomly allocated to one of the four pens across 5 units. Four experimental diets were formulated for two growth periods, period 1 (60 days) for 20 to 50 kg and period 2 lasted 30 days, from 50 kg until slaughter. Four diets were formulated containing inclusion levels of ensiled cassava KM94 leaves diet of 0, 10, 15 and 20% in the DM. Diets were formulated based on previously determined ileal amino acid digestibility values of the KM94 products and were isonitrogenous and isocaloric on a metabolizable energy basis. Each pen of pigs was randomly assigned to one of the four dietary treatments. Dry matter intake and final weight tended to decreased with increasing levels of ensiled cassava KM94 leaves in the diet while there was a significant (p = 0.022) decrease in average daily gain. Protein depositions of the F1 pigs tended (p = 0.093) to decrease with increasing inclusion levels of ensiled cassava KM94 leaves. There was no significant difference in feed conversion ratio, carcass quality and fat gain between the groups of pigs. There were clear differences in feed costs among the experimental diets (p = 0.001) with increasing levels of ensiled cassava KM 94 leaves in the diet reducing feed costs. It was concluded that, in diets for growing pig, inclusion of ensiled cassava leaves reduces growth rate of pigs in Vietnam but increases profitability as measured by feed costs.

• Transactions of the Korean Society of Automotive Engineers
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• v.19 no.1
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• pp.95-100
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• 2011

The test was done on cars travelling at speeds of 20km/h, 60km/h and 100km/h, the performance testing mode for chassis dynamometer. In this test, the secondary waveform were measured, including those using faulty MAP sensors, oxygen sensors and spark plugs. The results from these measurements and their analysis of secondary waveform can be summarized as follows: 1) The secondary waveform measured from the faulty oxygen sensor showed a lot of noise around peak voltage and in the rising and falling sections during spark line which means that the air fuel mixture was non-homogeneous. 2) The secondary waveform from the faulty MAP sensor showed the worst shape compared to other sensors, including variation of spark line, state of air-fuel mixture and velocity of flame front. 3) The spark line time of secondary waveform using a faulty spark plug displayed the shortest and smallest energy spark line, which means that a misfire occurred.

• Transactions of the Korean Society of Automotive Engineers
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• v.21 no.5
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• pp.151-156
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• 2013

The experiment was done on cars travelling at the speeds of 20km/h, 60km/h and 100km/h using the performance testing mode for chassis dynamometer. In this experiment, the relativity between the secondary waveform coming from ignition coil and exhaust emissions were measured in case of cars with failures, in oxygen sensor, spark plugs. The following results obtained by analysis of the relativity between the secondary waveform and exhaust emissions. 1) When the oxygen sensor is failure, the average value of CO emission measured was 6.8 times higher than the standard CO emission value and the average value of HC emission measured was 2.3 times higher than the standard emission level. 2) When engine parts are in failure, more fuel enters the cylinder due to longer opening duration of injector, and it tended to make CO and HC emission values increase. 3) Combustion duration, the shape of flame propagation during spark line, and the size of the discharge-induced energy were the three main elements that directly cause variations in CO and HC emission values.

• Proceedings of the KIEE Conference
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• 2007.07a
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• pp.1167-1168
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• 2007

본 논문은 KTX36호(300km/h) 운행시 수집된 검측데이터를 효과적으로 분석하여 유지보수에 활용하기 위한 단락전류의 반파장주기(${\lambda}$/2)에 관한 연구수행 결과를 나타낸다. KTX36호는 현재 하나의 객실을 검측차로 개조하여 운행속도에서 각종 검측을 수행하고 있다. 우리나라의 고속선 궤도회로는 프랑스의 궤도회로와 달리 토공, 교량, 터널 구간으로 나뉘어 있으며, 상용전원 주파수도 프랑스는 50Hz, 우리나라는 60Hz를 사용하고 있어 정보전송을 위해 사용하는 반송주파수도 다르다. 또한 특성임피던스 와 감쇠정수/위상정수를 결정짓는 중요한 변수인 선로정수(R,L,G,C)가 다르기 때문에 KTX36호의 단락전류에 대한 반파장주기(${\lambda}$/2)는 검측데이터를 활용한 유지보수에 있어 매우 중요한 역할을 한다. 본 논문에서는 프랑스에서 사용하는 단락전류의 반파장주기 (${\lambda}$/2)에 대해 언급하고 연구결과 산출된 국내 단락전류의 반파장주기(${\lambda}$/2)를 비교하였다.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.1330-1336
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• 2007

The purpose of the study was to verify deduction of each coefficient necessary to analysis on micro-pressure waves and reliability of the analysis result. The tunnel running train model testing device used in the test was manufactured by scale of 1:60 and the study used a train model with ten cars long according to specifications of KTX model. The study applied tunnels with cross sections of $107.9m^3\;and\;95.1m^3$ and applied tunnel extensions with 1km, 0.75km and 0.5km. Also, the study tested train speed by changing it into 275, 300, 325 and 350km/h. The test device was a hydraulic launch system composed of a train model, a hydraulic launcher, a tunnel model and a brake. The study measured speed of a model trainby a speed sensor installed in the point of each 1.2m from the front of tunnel entrance and a pithead of tunnel exit and measured pressure change of internal tunnel continuously by installing pressure sensors in the entrance part of tunnel, in the middle part of tunnel and in the exit part of tunnel. As the result of the measurement, it was known that pressure slope of pressure wave happened in the entrance part of tunnel was increased by a nonlinear effect while spreading the tunnel or its pressure slope was reduced by diffusion. Also, the study compared and analyzed micro-pressure waves happened in the exit part of the tunnel by installing each kind of hoods in the entrance part of the tunnel to prevent reduction of micro-pressure waves.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
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• v.8 no.3
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• pp.232-242
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• 1997

In this paper, we have designed an active radio frequency identification system solving the problems of moving transponder which is identification range expanding and low battery consuming of transponder. Developed radio frequency identification system is a bidirectional data transmission system which is composed of decoder data transmission of 120 kHz and transponder data carrier of 60 kHz which is a subharmonic frequency response with ASK modulation. The experimental results, designed system operating at 9600 bps, show good performances with detecting the 40 km/h moving transponder up to the range of 2 and 15 ${mu}A$ low consuming current.

• Proceedings of the KSR Conference
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• 2002.05a
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• pp.47.2-60
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• 2002

전기철도(Electric Railway) 실용화 - 1879년 베를린(Berlin) 산업박람회에서 시멘스 할스케 (Siemens Halske) 회사가 소형 전기기관차로 객차 3량을 속도 12[Km/h]로 견인 운전 전기철도(Electric Railway) 상업운전 - 시멘스 할스케 회사가 1881년에 베를린시 부근의 리히테르펠데(Lichterfelde)에 전기철도를 건설하여 전기차에 의한 일반여객 수송(중략)

• International Journal of Highway Engineering
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• v.20 no.3
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• pp.85-92
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• 2018

PURPOSES : In this study, analyze the characteristics of IOC indicator 'threshold' which is needed when evaluating the traffic signal operation status with ESPRESSO in various grade road traffic environment of Seoul metropolitan city and derive suggested value to use in field practice. METHODS : Using the computerized database program (Postgresql), we extracted data with regional characteristics (Arterial, Collector road) and temporal characteristics (peak hour, non-peak hour). Analysis of variance and Duncan's validation were performed using statistical analysis program (SPSS) to confirm whether the extracted data contains statistical significance. RESULTS : The analysis period of the main and secondary arterial roads was confirmed to be suitable from 14 days to 60 days. For the arterial, it is suggested to use 20 km/h as the critical speed for PM peak hour and weekly non peak hour. It is suggested to use 25 km/h as the critical speed for AM peak hour and night non peak hour. As for the collector road, it is suggested to use 20 km/h as the critical speed for PM peak hour and weekly non peak hour. It is suggested to use 30 km/h as the critical speed for AM peak hour and night non peak hour. CONCLUSIONS : It is meaningful from a methodological point of view that it is possible to make a reasonable comparative analysis on the signal intersection pre-post analysis when the signal operation DB is renewed by breaking the existing traffic signal operation evaluation method.

• Korean Journal of Microbiology
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• v.19 no.1
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• pp.31-37
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• 1981

Avicelase, CMCase and salicinase of A.phoenicis K.U. 175 were purified from wheat bran culture by salting out with ammonium sulfate, dialysis and successive column chromatography Sephadex G-100. Optimum pH and temperature of avicelase were pH 3.8-4.8, $35-55^{\circ}C$ and that of CMCase, salicinase were pH4.5-5.5, $45-60^{\circ}C$ and pH 4.5-6.0, $45-60^{\circ}C$ respectively. These enzymes were relatively thermostable, alkali unstable and inhibited by $Ca^{++},\;Mn^{++},\;Cu^{++},\;and\;Hg^{++}$. Km values of avicelase, CMCase and salicinase were calculated to be $1.5{\times}10^{-4}M,\;5.5{\times}10^{-4}M\;and\;2.75{\times}10^{-5}M$ and Vmax values $1.66{\times}10^{-4}mM/min,\;3.33{\times}10^{-4}mM/min\;and\;1.14{\times}10^{-4}mM/min$, respectively.

• Journal of Auto-vehicle Safety Association
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• v.8 no.1
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• pp.13-18
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• 2016

More than 80 percent of traffic accidents related with lane departure believed to be the result of crossing the lane due to either negligence or drowsiness of the driver. Lane-departure related accident in the highway usually involve high fatality. Even though LDWS is believed to prevent accident 25% and reduce fatalities by 15% respectively, its effectiveness in performance is yet to be confirmed in many aspects. In this study, the vehicle lateral locations relative to warning zone envelop (earliest and latest warning zone) defined in ISO standard, ECE and NHTSA regulations are compared with respect to various factors including delays, vehicle speed and vehicle heading angle with respect to the lane. Since LDWS is designed to be activated at the speed over 60 km/h, vehicle speed range for the study is set to be from 60 to 100 km/h. The vehicle heading angle (yaw angle) is set to be up to 5 degree away from the lane (abrupt lane change) considering standard for lane change test using double lane-change test specification. The TLC is calculated using factors like vehicle speed, yaw angle and reaction time. In addition, the effect of vehicle type and reaction time have been considered to assess LDWS safety.