• Journal of Biosystems Engineering
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• 제9권2호
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• pp.1-7
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• 1984

The engines mounted on power-tillers are used as power source in various kinds of works such as plowing, harrowing, transporting, spraying, water pumping and threshing, etc. But the engines have not been used effectively from a standpoint of fuel consumption because of lack of proper power transmission system and lack of understanding of fuel consumption characteristics of the engines. Therefore, this study was attempted to establish proper power transmission system between the power-tiller engines and various implements. In order to accomplish the above objective, firstly, power requirement and pulley sizes for various implements, which are driven by the power-tiller engines, were investigated to find out whether the power transmission system is proper. Secondly, partload variable engine-speed test was conducted for 3 different sizes of diesel engines to measure to specific fuel consumption. Thirdly, the present power transmission systems were analyzed in terms of specific fuel consumption, and proper power transmission systems were suggested for various implements. The results of this study are summarized as follows: 1. Power requirement for each fixed-type implement of power-tiller varied from 1.5 ps to 11 ps according to its type and operating conditions, but generally in the range of 2.5 ps to 7 ps. 2. Each power tiller and implement were equipped with only one size of pully with few exeptions. With the present power transmission systems, the engines can't be utilized effectively in terms of fuel economy. The pulley size of engine or implement should be diversified to provide the optimum engine speed for different implements. 3. For a diesel eninge with the rated power output of 6 ps, the optimum engine speed to minimize specific fuel consumption was 2200 rpm for the power reguirement in the range of 6 ps or more, 1700 rpm in the range of 4 to 6 ps, and 1200 rpm in the range of 4 ps or less. 4. For a diesel engine with the rated power output of 8 ps, the optimum engine speed was 2200 rpm for the power requirement in the range of 7 ps or more, 1700 rpm in the range of 4.8 to 7 ps, and 1200 rpm in the range of 4.8 ps or less. 5. For a diesel engine with the rated power output of 10 ps, the optimum engine speed was 2200 rpm for the power requirement in the range of 8.4 ps or more, 1700 rpm in the range of 5.4 ps to 8.4 ps, and 1200 rpm in thr range of 5.4 ps or less. 6. Provided the existing implements are dirven by 8 ps diesel engines, the optimum size of engine pulley should be larger than 120mm for the works of requiring less than 4 ps and 90-110mm for the works requiring 4.5-6.5 ps in order to minimize fuel consumption.

• 대한치과교정학회지
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• 제42권6호
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• pp.280-290
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• 2012

Objective: This study aimed to compare the effects of conventional and orthodontic mini-implant (OMI) anchorage on tooth movement and arch-dimension changes in the maxillary dentition in Class II division 1 (CII div.1) patients. Methods: CII div.1 patients treated with extraction of the maxillary first and mandibular second premolars and sliding mechanics were allotted to conventional anchorage group (CA, n = 12) or OMI anchorage group (OA, n = 12). Pre- and post-treatment three-dimensional virtual maxillary models were superimposed using the best-fit method. Linear, angular, and arch-dimension variables were measured with software program. Mann-Whitney U-test and Wilcoxon signed-rank test were performed for statistical analysis. Results: Compared to the CA group, the OMI group showed more backward movement of the maxillary central and lateral incisors and canine (MXCI, MXLI, MXC, respectively; 1.6 mm, p < 0.001; 0.9 mm, p < 0.05; 1.2 mm, p < 0.001); more intrusion of the MXCI and MXC (1.3 mm, 0.5 mm, all p < 0.01); less forward movement of the maxillary second premolar, first, and second molars (MXP2, MXM1, MXM2, respectively; all 1.0 mm, all p < 0.05); less contraction of the MXP2 and MXM1 (0.7 mm, p < 0.05; 0.9 mm, p < 0.001); less mesial-in rotation of the MXM1 and MXM2 ($2.6^{\circ}$, $2.5^{\circ}$, all p < 0.05); and less decrease of the inter-MXP2, MXM1, and MXM2 widths (1.8 mm, 1.5 mm, 2.0 mm, all p < 0.05). Conclusions: In treatment of CII div.1 malocclusion, OA provided better anchorage and less arch-dimension change in the maxillary posterior teeth than CA during en-masse retraction of the maxillary anterior teeth.

• Clinical and Experimental Pediatrics
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• 제53권12호
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• pp.1012-1017
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• 2010

Purpose: Transcatheter closure has become an effective therapy in most patients with patent ductus arteriosus (PDA). However, there are difficulties in transcatheter closure of PDA in small children. We reviewed clinical outcomes of transcatheter closure of PDA in children weighing less than 10 kg in a single center. Methods: Between January 2003 and December 2009, 314 patients with PDA underwent transcatheter closure in our institute. Among them, 115 weighed less than 10 kg. All of these patients underwent transcatheter closure of PDA using either COOK Detachable $Coil^{(R)}$, PFM Nit-$Occlud^{(R)}$, or Amplatzer duct $occluder^{(R)}$. A retrospective review of the treatment results and complications was performed. Results: The mean age of patients was $9.1{\pm}5.9$ months (median, 8 months), and mean weight was $7.6{\pm}1.8kg$ (median, 7.8 kg). The mean diameter of PDA was $3.2{\pm}1.4mm$ (median, 3 mm). Complete occlusion occurred in 113 patients (98%). One patient was sent to surgery because of a failed attempt at device closure, and another patient had a small residual shunt after device placement. The average mean length of hospital stay was $3.0{\pm}3.3$ days, and mean follow-up duration was $21.0{\pm}19.6$ months. There were no major complications in any of the patients. Conclusion: Transcatheter closure of PDA is considered safe and efficacious in infants weighing less than 10 kg. With sufficient experience and further effort, transcatheter closure of PDA can be accepted as the gold standard of treatment for this group of patients.

• 한국생산제조학회지
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• 제19권3호
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• pp.321-325
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• 2010

This study analyzes the results with the simulation of heat transfer, structural stress, fatigue and vibration on main parts of engine. The maximum temperature is shown by $300.73^{\circ}C$ on the upper part of piston with the heat transfer. Maximum total deformation or equivalent stress is shown by 65.31mm or 21364MPa respectively at the upper plane of piston with the structural analysis inclusive of heat transfer. The minimum life is shown by the cycle less than $10^7$ at the part of crankshaft with the fatigue analysis. The frequency with the maximum amplitude of deformation is shown by 14Hz. Maximum total deformation or equivalent stress is shown respectively by 93.99mm on the upper plane of piston or 42625MPa at the part connected with crack shaft and connecting rod at 14Hz. The durability of engine design can be verified by using the analysed result of this study.

• 한국수정란이식학회지
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• 제26권1호
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• pp.1-7
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• 2011

The purpose of this study was to determine the relationship between conception rate and other parameters (body condition score; BCS, progesterone concentrations and follicle size) before estrus induction with CIDR(intravaginal progesterone-releasing controlled internal drug release). The conception rate in cows with < 2.75, 2.75 to 3.25, and 3.25 <, BCS regardless of AI (artificial insemination) time was 46.6%, 63.3%, and 46.6% at CIDR insertion, respectively. The conception rate regardless of BCS was 54.9% in cows inseminated based on detected estrus, and 48.7% in cows inseminated at 72 to 80 hours (timed artificial insemination, TAI) after removal of CIDR. The conception rate regardless of AI time was 40.0% in cows with low progesterone concentrations (less than 1.0 ng/ml), and 56.6% in cows with high progesterone concentrations (more than 1.0 ng/ml) at CIDR injection. The conception rate regardless of progesterone concentrations was 53.8% in cows inseminated based on detected estrus, and 38.0% in cows of TAI after removal of CIDR. The conception rate regardless of AI time was 43.3% in cows with small follicle (less than 5 mm), 53.3% in cows between 5 mm to 10 mm of follicle, and 63.3% in cows with large folliclc (more than 10 mm) at CIDR injection, respectively. The conception rate regardless of follicle size was 58.4% in cows inseminated based on detected estrus, and 45.9% in cows of TAI after removal of CIDR. These results indicated that if the cows with BCS 2.75 to 3.25, active corpus luteum, and/or large dominant follicle (more than 10 mm) are used for estrus induction, the conception rate will be greater.

• 대한지역사회영양학회지
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• 제5권4호
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• pp.624-632
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• 2000

Nutrition related factors were investigated in one hundred and two hypertensive patients(Male : 44, female : 58) before they started drug treatment or diet therapy. The mean age of men and women were 49.9 and 53.5, respectively. Among the men, their mean SBP and DBP were 165.8 mmHg/108.4 mmHg. Fifty six point eight percent of men was classified as having in stage 3 hypertension(SBP $\geq$ 180 mmHg, or DBP $\geq$ 110 mmHg) and 45.5% was classified as having low renin hypertension (serum renin < 2.5 ng/ml/h). The proportion of overweight or obesity assessed by BMI($\geq$ 25) or body fat percent( $\geq$ 21%) was 47.7% or 80.9%, respectively. Men showed 19.1% of hypertriglyceridemia(serum TG $\geq$ 200 mg/dl), 42.6% of hypercholesterolemia(serum cholesterol $\geq$ 220 mg/dl), and 17.0% was observed as having serum cholesterol higher than 240 mg/dl. The proportion of men with high risk of cardiovascular disease was 72.3% assessed by atherogenic index( $\geq$3.4). The prevalence of drinking was 86.4% including a daily drinking proportion of 15.8%. Among women, their mean SBP and DBP were 162.6 mmHg/104.3 mmHg. Less women(43.1%) were classified as having stage 3 hypertension and more women were observed in low renin hypertension(55.1%). The prevalence of obesity or overweight assessed by BMI( $\geq$ 25) was 31.0% and 76.3% with body At percent($\geq$28%). Women revealed 24.1% of hypertriglyceridemia and 36.2% of hypercholesterolemia. The proportion of women who showed high risk of cardiovascular disease(atherogenic index $\geq$ 3.4) was 63.8%. The smoking rate was 8.6% and drinking rate was 43.1%.

• The Journal of Advanced Prosthodontics
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• 제3권2호
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• pp.57-62
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• 2011

MATERIALS AND METHODS. Ceramics have a long history in fixed prosthodontics for achieving optimal esthetics and various materials have been used to improve ceramic core strength. However, there is a lack of information on how color is affected by fabrication procedure. The purpose of this study was to evaluate the effects of various dentin ceramic thicknesses and repeated firings on the color of zirconium oxide all-ceramic system (LavaTM) fabricated using CAD/CAM technology. MATERIALS AND METHODS. Thirty disc-shaped cores, 12 mm in diameter with a 1 mm thickness were fabricated from zirconium oxide based all ceramic systems ($Lava^{TM}$, 3M ESPE, St Paul, MN, USA) and divided into three groups (n = 10) according to veneering with dentin ceramic thicknesses: as 0.5, 1, or 1.5 mm. Repeated firings (3, 5, 7, or 9) were performed, and the color of the specimens was compared with the color after the initial firing. Color differences among ceramic specimens were measured using a spectrophotometer (VITA Easyshade, VITA Zahnfabrik, Bad $S{\ddot{a}}ckingen$, Germany) and data were expressed in CIELAB system coordinates. A repeated measures ANOVA and Bonferroni post hoc test were used to analyze the data (n = 10, ${\alpha}=.05$). RESULTS. $L^{\ast}a^{\ast}b^{\ast}$ values of the ceramic systems were affected by the number of firings (3, 5, 7, or 9 firings) (P<.001) and ceramic thickness (0.5, 1, or 1.5 mm) (P<.001). Significant interactions were present in $L^{\ast}a^{\ast}b^{\ast}$ values between the number of firings and ceramic thickness (P<.001). An increase in number of firings resulted in significant increase in $L^{\ast}$ values for both 0.5 mm and 1.5 mm thicknesses (P<.01, P=.013); however it decreased for 1 mm thickness (P<.01). The $a^{\ast}$ values increased for 1 mm and 1.5 mm thicknesses (P<.01), while it decreased for 0.5 mm specimens. The $b^{\ast}$ values increased significantly for all thicknesses (P<.01, P=.022). As the dentin ceramic thickness increased, significant reductions in $L^{\ast}$ values (P<.01) were recorded. There were significant increases in both $a^{\ast}$ and $b^{\ast}$ values (P<.01) as the dentin ceramic thickness increased. CONCLUSION. The number of firings and dentin ceramic thickness have a definite effect on the final color of all ceramic system tested. The mean ${\Delta}E$ value increased as the dentin ceramic thicknesses increased for zirconium-oxide based all ceramic specimens tested. However, the mean ${\Delta}E$ values were less than 3.7${\Delta}E$ units which is rated as a match in the oral environment.

• 한국정보통신학회논문지
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• 제23권8호
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• pp.959-965
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• 2019

본 논문에서는 CMOS 65-nm 공정을 이용하여 위성 통신 시스템에서 Ka-band를 지원하기 위한 저잡음 증폭기를 설계하였다. 제안된 저잡음 증폭기는 고이득 모드와 저이득 모드로 구성되어있으며, 입력신호의 크기에 따라 이득을 제어하도록 설계하였다. 전력소모를 줄이기 위해 회로 전체의 공급전압을 1 V 이하로 제한하였으며, 인버터 구조의 이득제어 회로에 대해 기술하였다. 제작된 회로의 크기를 줄이기 위해 3D EM 시뮬레이터를 사용하였으며, 패드를 포함하며 $0.33mm^2$의 면적을 갖는다. 제작된 증폭기는 3 dB 대역폭에서 -7 dB의 이득제어 범위를 가지며 반사계수는 고이득 모드에서 -6 dB, 저이득 모드에서 -15 dB 미만으로 측정되었다.

• Journal of Chest Surgery
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• 제35권1호
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• pp.20-26
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• 2002

배경: 관상동맥수술에서 동맥도관의 장점이 확인되면서, 우위망동맥(right gastroepiploic artery)의 사용이 점차 늘고 있다. 우위망동맥을 근위부 협착이 심하지 않은 관상동맥에 유근이식편(pedicled uaft)으로 사용할 경우 역행성 혈류가 발생할 수 있다는 보고들이 많아지면서, 수술 전에 역행성 혈류를 예측하려는 시도가 계속되고 있다. 본 연구는 정상 관상동맥과 우위망동맥 사이에 생리적으로 존재하는 혈압차(Vessure difference: PD)를 증명하고 협착 관상동맥의 경협착 맥압차(trans-stenosis pressure gradient: TSPG)와의 상관관계를 분석함으로써, 우위대망동맥을 유근이식편으로 사용할 때 역행성 혈류가 발생할 수 있는 근위부 협착의 정도를 예측하기 위해 고안되었다. 대상 및 방법,. 1998년 7월부터 1999년 2월까지 관상동맥 조영술에서 정상으로 판정된 12명의 환자에서 우관상동맥과 우위망동맥(혹은 복강동맥; celiac uef)의 압력을 측정하여 혈관 사이의 혈압차(PD)를 측정하였다. 관상동맥협착이 확인된 29명의 환자에서는 경협착 맥압차(TSPG)를 측정하였다. 결과:정상 환자군에서 우관상동맥과 우위망동맥의 수축기혈압은 143$\pm$23 : 134$\pm$17 mmHg(p<0.005), 이완기혈압은 74$\pm$13 : 73$\pm$14 mmHg(p=NS), 평균혈압은 100$\pm$16 : 97$\pm$15mmHg이었다(p<0.05). 동맥 사이의 압력차(PD)는 수축기혈압 -8~25 mmHg, 이완기혈압 -4~7 mmHg, 평균혈압 -1 ~ 10mmHg이었다(p<0.05). 관상동맥협착 환자군에서 경협착맥압차(TSPG)는 75% 미만의 협착의 경우 -4~l9(7$\pm$5.8) mmHg이고, 75% 이상의 협착의 경우 7~74(27$\pm$18.3) mmHg이었다(p<0.005). 75% 이상의 협착에서는 관상동맥의 경협착 맥압차(TSPG)가 우위망동맥과의 생리적 혈압차(PD) 보다 크고, 협착 원위부 관상동맥의 혈압도 우위망동맥 혈압보다 유의하게 낮았다(p<0.001). 결론: 관상동맥우회술 후 역행성 혈류의 발생원인이 우위대망동맥과 협착하부 원위부 관상동맥 사이의 압력차이라고 가정할 때, 본 연구의 결과는 우위대망동맥을 75%이상 협착병소에 유근이식편으로 사용할 경우 역행성 혈류가 발생할 가능성이 적어진다는 것을 시사할 수 있다.

• Journal of Korean Dental Science
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• 제3권1호
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• pp.5-10
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• 2010

This study sought to compare the amounts of posterior anchorage loss during the en masse retraction of the upper anterior teeth between orthodontic mini-implant (OMI) and conventional anchorage reinforcement (CAR) such as headgear and/or transpalatal arch. The subjects were 52 adult female patients treated with sliding mechanics (MBT brackets, .022" slot, .019X.025" stainless steel wire, 3M-Unitek, Monrovia, CA, USA). They were allocated into Group 1 (N=24, Class I malocclusion (CI), upper and lower first premolar (UP1LP1) extraction, and CAR), Group 2 (N=15, Cl, UP1LP1 extraction and OMI), and Group 3 (N=13, Class II division 1 malocclusion, upper first and lower second premolar extraction, and OMI). Lateral cephalograms were taken before (T0) and after treatment (T1). A total of 11 anchorage variables were measured. Analysis of variance was used for statistical analysis. There was no significant difference in treatment duration and anchorage variables at T0 among the three groups. Groups 2 and 3 showed significantly larger retraction of the upper incisor edge (U1E-sag, 9.3mm:7.3mm, P<.05) and less posterior anchorage loss (U6M-sag, 0.7~0.9mm:2mm, P<.05; U6A-sag, 0.5mm:2mm, P<.01) than Group 1. The ratio of retraction amount of the upper incisor edge per 1 of anchorage loss in the upper molar made for the significant difference between Groups 1 and 2 (4.6mm:7.0mm, P<.05). Group 3 showed a relatively distal inclination of the upper molar (P<.05) and the intrusion of the upper incisor and first molar (U1E-ver, P<.05; U6F-ver, P<.05) compared to Groups 1 and 2. Although OMI could not shorten the treatment duration, it could provide better maximum posterior anchorage than CAR.