• Transactions of the Korean Society of Mechanical Engineers B
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• v.27 no.10
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• pp.1427-1434
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• 2003

Turbo- or Super-charging has been used to boost engine power for Gasoline- and Diesel Engine since beginning of 20th century. So far turbo-charger has enjoyed a high reputation in the charging field for its technical advantages such as no demand of operation power from engine and an excellent charging effect in a static operation at mid- and high engine speed. A mechanically driven super-charger, however, is now popular due to the high engine power at quick change of the driving mode - high engine torque even at low engine speed. Since super-charger needs operation power from engine, it is difficult to improve its relatively higher fuel consumption than that of turbo-charger. This negative point is still an obstacle to the wide use of supercharger. Super-charger using screw-type compressor will fulfill the purpose to reduce fuel consumption by minimizing operation power owing to no charge at idling or part load driving condition. This study aims to develop power control concept to achieve the minimization of operation power. A screw type super-charger was modified in design partially and installed with an internal bypass valve and a bypass tube to control charging pressure at part load. The various control concepts show a possibility to reduce operation power of super-charger.

• Transactions of the Korean Society of Automotive Engineers
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• v.11 no.6
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• pp.21-29
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• 2003

Boosting of engine power by using Turbo- or Super-charger is a solution to comply with $CO_2$-regulation in Europe. Turbo-charger is now playing a major role in the field of charging system thank to its technical advantages such as no demand of operation power from engine. A mechanically driven Super-charger, however, is now popular due to quick speed response to change of the driving mode-high engine torque even at low engine speed. Since Super-charger needs operation power from engine, it is difficult to improve its relatively higher fuel consumption than that of Turbo-charger. This negative point is still an obstacle to the wide use of Super-charger. This study aims to develop power control concept to achieve the minimization of operation power when it is not necessary to charge at idling or part load driving condition. A screw type Super-charger was modified in design partially and adapted an internal bypass valve and a bypass tube to control charging pressure at part load. The various control concepts show a possibility to reduce operation power of Super-charger and result in improvement of fuel consumption.

• Journal of Chest Surgery
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• v.23 no.2
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• pp.370-376
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• 1990

From April, 1981, through March, 1989, 30 patients had received valve replacements and 1 patient had received foreign body removal for infective endocarditis at Seoul National University Hospital. There were 22 male and 9 female patients, ranged in age from 22 to 59 [mean 34.9] years. Twenty-three had native valve endocarditis, 7 had prosthetic valve endocarditis and 1 had infected transvenous permanent pacemaker electrode in right heart. Twenty-four required operation during active phase of disease and 7 during inactive phase. The infecting organism was Streptococcus in 10 patients, Staphylococcus in 5 patients, both Staphylococcus and Streptococcus in 1 patient, E. coli in 2 patients, and Candida in 1 patient. Indications for Surgery were congestive heart failure in 20, systemic emboli in 5, combination of both in 3, congestive heart failure with uncontrolled sepsis in 2, and complete heart block in 1 patient. Hospital mortality was 9.7% [3/31], and all were the patients who received emergency operation. There were 2 late mortality [7.7 %] due to acute myocardial infarction and recurrent endocarditis. This report suggests that the surgical treatment can be achieved with acceptable low mortality and morbidity in medically intractable congestive heart failure, emboli and sepsis.

• Transactions of the Korean Society of Automotive Engineers
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• v.5 no.5
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• pp.20-26
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• 1997

A System for reducing vehicle body roll by active control is developed. The stabilizer bar with hydraulic rotary actuator produces anti-roll moment which suppresses roll tendency. This reduction of roll improves the driving safety as well as the ride comfort. Vehicle test data shows considerable reduction of roll angle during steady-state turning. Also improvement of ride comfort is achieved by making the actuator freely rotatable, i.e. by connecting all chambers of actuator in normal driving conditions. A control algorithm using steering wheel angle and vehicle speed signal as input valve is applied. It is compared with signal of the G-sensor.

• Journal of the Korean Society for Precision Engineering
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• v.20 no.1
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• pp.187-195
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• 2003

The performance of shock absorber is directly related to the car behaviour and performance, both for handling and ride comfort. The displacement sensitive shock absorber has two modes of damping force (i.e. soft and hard) according to the position of piston. In this study, a mathematical nonlinear dynamic model is introduced to predict the performance of displacement sensitive shock absorber. Especially in this paper, the transient zone is considered and the simulation result is well fit with experimental data. And the vehicle dynamic characteristic of displacement sensitive shock absorber is presented using quarter car simulation model. The simulation results of frequency response are compared with passive shock absorber.

• Journal of Mechanical Science and Technology
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• v.19 no.12
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• pp.2321-2329
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• 2005

One means of fulfilling $CO_2$ emission legislation is to downsize engines by boosting their power using turbochargers or mechanical superchargers. This reduces fuel consumption by decreasing the engine displacement. When a turbocharger, which is preferable to a mechanical supercharger in terms of fuel efficiency, is used, there is insufficient availability of exhaust gas energy at low engine speeds, resulting in an unfavorable engine response. Therefore, mechanically driven superchargers have increased in popularity due to their quick response to changing speeds in the transient phase. However, since a mechanical supercharger obtains its driving power from the engine, it is difficult to decrease its fuel consumption. This remains a large negative factor for superchargers, despite their excellent dynamic performance. This study aims to develop a power control concept to improve the fuel economy of a mechanical screw supercharger, which could then be used for engine downsizing.

• Journal of Veterinary Clinics
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• v.35 no.6
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• pp.269-272
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• 2018

A 4-year-old, 6.1 kg intact female dachshund was referred to the Animal Medical Center with acute right hind limb lameness. Radiographs revealed fractures of iliac body and tibia in the right limb. In addition, the dog exhibited tricuspid valve regurgitation and moderate heartworm infection in the right ventricle and main pulmonary artery on echocardiogram. To obtain stable anesthetic conditions for operation, an adult heartworm removal procedure was previously followed by repair of the complex fractures. All surgical procedures were done without complication and with stable patient conditions. At a one month postoperative follow-up, the dog was doing well with normal ambulation and no tricuspid valve regurgitation as well.

• Journal of Chest Surgery
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• v.33 no.6
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• pp.476-486
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• 2000

Background: Pulmonary atresia with intact ventricular septum(PA/IVS) is an anatomically heterogenous anomaly with a variety of surgical strategies possible. The purpose of the study is to evaluate the influence of right ventricular size on the early and midterm results of surgical repair of PA/IVS. Material and method: Medical records of 20 consecutive patients with PA/IVS operated on between January 1993 and August 1999 were retrospectively reviewed. There were 12 boys and 8 girls whose ages ranged from 2 days to 14.5 months (median 6 days). Their body weight ranged from 2.52kg to 9.35 kg(median 3.18kg). The preoperative Z-value of the diameter of the tricuspid valve(T-valve) was less than or -4 in 5 patients, between -4 and -2 in 1, between -2 and 0 in 7, between 0 and 2 in 6, and greater than or 2 in 1. All patients who had z-value of tricuspid valve greater than -2.05 were attempted biventricular repair(n=15) and all patients who had it smaller than -4.4 underwent systemic-pulmonary shunt operation only(n=3) or bidirectinal cavopulmonary shunt with right ventricular reconstruction(n=2). Result: Two early deaths(2/20, 10%) occurred. Both were infants who underwent transannular patch with shunt. One of these two had huge right ventricle(Z-value of tricuspid valve = 5). There were 2 late non-cardiac deaths 3 and 7 months after operations respectively. Follow-up was completed in all children at a mean of 35.3 months(range, 5 to 54 months). 10 of 11 survivors who underwent transannular patch or valvotomy with or without shunt procedure were in NYHA functional class I even though some of them had small interatrial communication or patent shunt. All three patients who had shunt procedure only at initial palliation completed Fontan procedures with no death. Two patients who underwent right ventricular outflow reconstruction with bidirectional cavopulmonary shunt were also in good condition. Conclusion: The transanular RVOT patch or valvotomy with or without systemic-pumonary shunt as an initial palliative procedure to achieve biventricular repair for the patients who had neither too small nor too large right ventricle(-2.05$\leq$Z-value of T-value of T-valve$\leq$2) could be performed at low operative risk(1/14 7.1%). Systemic-pulmonary shunt procedure and bidirectional cavopulmonary shunt procedure for the patients who had small right ventricle(Z-value of T-valve$\leq$4.4) could be also performed with low risk. But a patient with huge right atrium and ventricle(Z-value of t-valve=5) had poor operative result.

• Transactions of the Korean Society of Automotive Engineers
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• v.10 no.3
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• pp.192-200
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• 2002

Semi-active suspension systems are greatly expected to be in the mainstream of future controlled suspensions for passenger cars. In this study, a continuous variable damper for a passenger car suspension is developed, which is controlled actively and exhibits high performance with light weight, low cost, and low energy consumption. To get fast response of the damper, reverse damping mechanism is adapted, and to get small pressure change rate after blow-off, a pilot controlled proportional valve is designed and analyzed. The reverse continuous variable damper is designed as a HS-SH damper that offers good body control with reduced transferred input force from tire, compared with any other type of suspension system. The damper structure is designed, so that rebound and compression damping force can be tuned independently, of which variable valve is placed externally. The rate of pressure change with respect to the flow rate after blow-off becomes smooth when the fixed orifice size increases, which means that the blow-off slope is controllable using the fixed orifice size. The damping force variance is wide and continuous, and is controlled by the spool opening, of which scheme is usually adapted in proportional valves. The reverse continuous variable damper developed in this study is expected to be utilized in the semi-active suspension systems in passenger cars after its performance and simplicity of the design is confirmed through real car test.

• Proceedings of the Acoustical Society of Korea Conference
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• spring
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• pp.469-474
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• 2002

In recent years, modularization of engine parts has increased the application of plastic products in air intake systems. Plastic intake manifolds provide many advantages including reduced weight, contracted cost, and lower intake air temperatures. These manifolds, however, have some weakness when compared with customary aluminium intake manifolds, in that they have low sound transmission loss because of their lower material density. This low transmission loss of plastic intake manifolds causes several problems related to flow noise, especially when the throttle is opened quickly. The physical processes, responsible for this flow noise, include turbulent fluid motion and relative motion of the throttle to the airflow. The former is generated by high-speed airflow in the splits between the throttle valve and the inner-surface of the throttle body and surge-tank, which can be categorized into the quadrupole source. The latter induces the unsteady force on the flow, which can be classified into the dipole source. In this paper, the mechanism of noise generation from the turbulence is only investigated as a preliminary study. Stochastic noise source synthesis method is adopted for the analysis of turbulence-induced, i.e. quadrupole noise by throttle at quick opening state. The method consists of three procedures. The first step corresponds to the preliminary time-averaged Navier-Stokes computation with a $k-\varepsilon$ turbulence model providing mean flow field characteristics. The second step is the synthesis of time-dependent turbulent velocity field associated with quadrupole noise sources. The final step is devoted to the determination of acoustic source terms associated with turbulent velocity. For the first step, we used market available analysis tools such as STAR-CD, the trade names of fluid analysis tools available on the market. The steady state flows at three open angle of throttle valve, i.e. 20, 35 and 60 degree, are numerically analyzed. Then, time-dependent turbulent velocity fields are produced by using the stochastic model and the flow analysis results. Using this turbulent velocity field, the turbulence-originated noise sources, i.e. the self-noise and shear-noise sources are synthesized. Based on these numerical results, it is found that the origin of the turbulent flow and noise might be attributed to the process of formulation and the interaction of two vortex lines formed in the downstream of the throttle valve. These vortex lines are produced by the non-uniform splits between the throttle valve and inner cylinder surface. Based on the analysis, we present the low-noise design of the inner geometry of throttle body.