• Journal of the Korean Institute of Telematics and Electronics
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• v.25 no.2
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• pp.102-108
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• 1988

In this paper, a channel routing algorithm which considers cycle problem is proposed. The requirements of routing is given by pin numbers which imply interconnections between a upper block and lower block of the channel. Output is represented by interconnections among equipotential pins. When input is given, the algorithm constructs a channel representation graph and makes weight of each net. And then it checks cycle and finidhes the routing. If the cycle is detected, it finds path with maze routing. This algorithm have coded in C language on IBM-PC /AT. If cycle is not detected, the results are near optimal values. If it is detected, routing is possible as well.

• Journal of Power System Engineering
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• v.14 no.6
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• pp.29-34
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• 2010

As the steam temperature of fossil power plant boiler is increasing, the use of 9Cr-1Mo high alloy material is prevalent and it is needed to investigate the characteristics of low cycle fatigue for high alloy and austenite stainless steel that has used up to recently. As a result of test, in 9Cr-1Mo high alloy steel, the relation of strain and fatigue life is non-linear and the crack mode of low cycle fatigue is brittle but in the austenite stainless steel, that of strain and fatigue life is linear and the crack mode of low cycle fatigue is ductile. Comparing the fatigue life between high alloy and austenite stainless steel, there is no consistent characteristics as to strains. But the fatigue life of 9Cr-1Mo steel is longer by 25% than that of STS304 stainless steel in the relatively low, 0.3% strain. In the other strain, the fatigue life of two materials is similar.

• IE interfaces
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• v.25 no.2
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• pp.241-254
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• 2012

This paper studies the relationship between SCM(Supply Chain Management) metrics and corporate value (Tobin's Q) for manufacturing and wholesale/retail firms in Korea. Specifically, the multiple regression analysis is used to investigate the relationships 1) between inventory level, inventory turns, and days of inventory and Tobin's Q and 2) between cash-to-cash (C2C) cycle time including its components such as days of inventory, days sales outstanding, and days payable outstanding and Tobin's Q. The results indicate that there exist statistically significant negative relationships between inventory levels and days of inventory (DOI) and Tobin's Q. Also, we found that there exist commonly known negative correlations between days of raw materials inventory and days of work in process (WIP) inventory and Tobin's Q. For the C2C cycle time, we found that there -exists a statistically significant negative relationship between the C2C cycle time and Tobin's Q. Also, we found that there exist commonly known correlations between the two components of C2C cycle time and Tobin's Q such as the negative for DOI and days sales outstanding. This study clearly shows the negative relationship in general between inventory levels and corporate value and between C2C time and corporate value, and this kind of result has not been found by previous studies in Korea.

• Journal of the Korea Institute of Building Construction
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• v.10 no.1
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• pp.193-198
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• 2010

This study aimed at presenting the improvement plan for estimation of the repair and replacement cycle to analyze these current problems by considering the repair and replacement cycle theoretically and examining estimation status of home and abroad, and then drawing implication and problem based on brainstorming and expert opinion. The findings of a study is as follows. First, the problem is, for the domestic, that there is no clear standard of division to the cycle of repair and replacement and the repair and replacement cycle considering capability to deal with the change by construction method, development of the function of material and the number of years of progress is not being applied. That is, an estimation of economical repair and replacement cycle which considers the case that a large scale repair with the level of remodeling is done between 25 years and 35 years is necessary. For estimating the repair and replacement cycle, foreign country is providing this according to the use or the level of function of a building, but it is not the case for the domestic. A characteristic of each building should be reflected and the standard of estimation of the repair and replacement cycle to new construction material or method should be prepared to improve this. In addition, the method of classification of the subject item for the repair and replacement is necessary to be reorganized to be able to apply the standard of initial construction item of a building. Also, it is considered that a service standard which can reset the repair and replacement cycle based on status of a building with escape from the existing definite setup of the repair and replacement cycle through the management of background data of the repair and replacement is going to be necessary.

• Journal of the Korean Solar Energy Society
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• v.35 no.6
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• pp.25-33
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• 2015

In this study, heating performance of the air-cooled heat pump with vapor-injection (VI) cycles, re-heater and solar heat storage tank was investigated experimentally. Devices used in the experiment were comprised of a VI compressor, re-heater, economizer, variable evaporator, flat-plate solar collector for hot water, thermal storage tank, etc. As working fluid, refrigerant R410A for heat pump and propylene glycol (PG) for solar collector were used. In this experiment, heating performance was compared by three cycles, A, B and C. In case of Cycle B, heat exchange was conducted between VI suction refrigerant and inlet refrigerant of condenser by re-heater (Re-heater in Fig. 3, No. 3) (Cycle B), and Cycle A was not use re-heater on the same operating conditions. In case of Cycle C, outlet refrigerant from evaporator go to thermal storage tank for getting a thermal energy from solar thermal storage tank while re-heater also used. As a result, Cycle C reached the target temperature of water in a shorter time than Cycle B and Cycle A. In addition, it was founded that, as for the coefficient of heating performance($COP_h$), the performance in Cycle C was improved by 13.6% higher than the performance of Cycle B shown the average $COP_h$ of 3.0 and by 18.9% higher than the performance of Cycle A shown the average $COP_h$ of 2.86. From this results, It was confirmed that the performance of heat pump system with refrigerant re-heater and VI cycle can be improved by applying solar thermal energy as an auxiliary heat source.

• Journal of The Korean Astronomical Society
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• v.50 no.2
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• pp.21-27
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• 2017

The autoregressive method provides a univariate procedure to predict the future sunspot number (SSN) based on past record. The strength of this method lies in the possibility that from past data it yields the SSN in the future as a function of time. On the other hand, its major limitation comes from the intrinsic complexity of solar magnetic activity that may deviate from the linear stationary process assumption that is the basis of the autoregressive model. By analyzing the residual errors produced by the method, we have obtained the following conclusions: (1) the optimal duration of the past time for the forecast is found to be 8.5 years; (2) the standard error increases with prediction horizon and the errors are mostly systematic ones resulting from the incompleteness of the autoregressive model; (3) there is a tendency that the predicted value is underestimated in the activity rising phase, while it is overestimated in the declining phase; (5) the model prediction of a new Solar Cycle is fairly good when it is similar to the previous one, but is bad when the new cycle is much different from the previous one; (6) a reasonably good prediction of a new cycle can be made using the AR model 1.5 years after the start of the cycle. In addition, we predict the next cycle (Solar Cycle 25) will reach the peak in 2024 at the activity level similar to the current cycle.

• Journal of the Korean Society of Earth Science Education
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• v.9 no.2
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• pp.186-198
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• 2016

The purpose of this study is to identify the composition elements and processes of the rock cycle that pre-service teachers in earth science field understand. Second-year students majoring in earth science were selected as research objects, all of whom attended teacher's university located in the southern region. The methods of arranging the composition elements of the rock cycle in a structured way and displaying the cycle direction through the arrow and describing the cycle processes in detail were applied. Pre-service teachers recognized 5 composition elements: magma, igneous rocks, sediments, sedimentary rocks, metamorphic rocks of the rock cycle and cycle processes was represented into 20 branches. The cycle type was analyzed by four criteria: linear, triangular, circular, complex, some pre-teachers did not complete the loop of the cycle or some showed incomplete understanding of the cycle structure simply displayed in one direction. The rock cycle is an important theme of the earth system education characterized by dynamism and complexity.

• Transactions of the Korean Society of Automotive Engineers
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• v.15 no.4
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• pp.101-107
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• 2007

This study investigated the wear of the valve and seat insert seating faces. A tester, an exhaust valve and a seat insert were used. Test variables were cycle numbers ($2{\times}10^6,\;4{\times}10^6,\;6{\times}10^6\;and\;8{\times}10^6$) and Hz (10Hz and 25Hz). The other test conditions such as temperature ($350^{\circ}C$), fuel (LPG) and load (1960N) were fixed. The 10Hz tests indicated that the average Rmax of the valve increased at the rate of $7.76{\mu}m/10^6$ cycles starting from $29.42{\mu}m$ at the $2{\times}10^6$ cycles and that of the seat insert increased at the rate of $8.57{\mu}m/10^6$ cycles starting from $34.19{\mu}m$ at the $2{\times}10^6$ cycles. The 25Hz tests indicated that the average Rmax of the valve increased at the rate of $1.58{\mu}m/10^6$ cycles starting from $74.2{\mu}m$ at the $2{\times}10^6$ cycles and that of the seat insert increased at the rate of $1.25{\mu}m/10^6$ cycles starting from $83.95{\mu}m$ at the $2{\times}10^6$ cycles. The tribochemical reaction product covered the two seating faces, preventing the wear of the seating faces. As cycle numbers became greater, the average Rmax of the seating faces became greater, but the increase rate varied significantly depending on the Hz. The wear mechanism of the two faces was investigated through the tribochemical reaction.

• Journal of Energy Engineering
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• v.25 no.4
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• pp.198-206
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• 2016

Fuel economy label will be used as a national indicator in energy management, leading to the development of car technology manufacturer and plays a role in providing consumer vehicle purchase information. But the government's fuel economy label is continued consumer complaint is different and diminishing fuel economy were introduced by the government to measure the exact fuel economy label than resetting the 5-cycle test method in the US for the domestic vehicle standards. Originally two test mode in order to reduce the impact of the sharp increase in the resources required but methods of calculating a measured result value by driving all of the five test mode a variety of environmental conditions and the running pattern is reflected to the fuel economy label (city( FTP-75 mode), highway(HWFET mode)) and using 5-cycle correction formula for calculating a fuel consumption value and the equivalent value to calculate the result of the 5-cycle test. The compensation was calculated expression 30s, 5-Cycle Test Method of vehicles in 2011 was considered necessary to review the existing 5-cycle correction formula for the New Type car due to the recent rapid development of automotive technology. In this study, recent technology is targeting 14 units New Type car applied over the same test method and the existing check test mode specific fuel economy properties and, as a result of analyzing the corrected expression differences that have already been developed with the existing test vehicle resulting large did not show the difference was found to correction formula also not getting the existing fuel correction expression significant effect on the improvement of the current automobile technology as a maximum error of less than 1.5%.

• Transactions of the Korean Society of Automotive Engineers
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• v.20 no.4
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• pp.60-67
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• 2012

Most of a driving cycle is used to measure fuel consumption (FC) and emissions for a specified vehicle. A driving cycle was reflected geography and traffic characteristics for each country, also, driving pattern is affected these parameters such as vehicle dynamics, FC and emissions. Therefore, this study is an attempt to develop a driving cycle for military operational area. The proposed methodology the driving cycle using micro-trips extracted from real-world data. The methodology is that the driving cycle is constructed considering important parameters to be affected FC. Therefore, this approach is expected to be a better representation of heterogeneous traffic behavior. The driving cycle for the military operational area is constructed using the proposed methodology and is compared with real-world driving data. The running time and total distance of the final cycle is 1461 s, 13.10 km. The average velocity is 32.25 km/h and average grade is 0.43%. The Fuel economy in the final cycle is 5.93 km/l, as opposed to 6.10 km/l for real-world driving. There were about 3% differences in driving pattern between the final driving cycle and real-world driving.