• Journal of Veterinary Clinics
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• v.35 no.3
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• pp.93-96
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• 2018

This study aimed to establish an injection protocol to determine the precise CT scan timing in canine abdominal multi-phase CT using the test bolus method. Three dynamic scans with different contrast injection parameters were performed using a crossover design in eight normal beagle dogs. A contrast material was administered at a fixed dose of 200 mg iodine/kg as a test bolus for dynamic scans 1 and 2, and 600 mg iodine/kg as a main bolus for dynamic scan 3. The contrast materials were administered with 1 ml/s in dynamic scan 1, and 3 ml/s in dynamic scan 2 and 3. The mean arrival time to the appearance of aortic enhancement in dynamic scan 3 was similar to that in dynamic scan 2, and different significantly to that in dynamic scan 1. The mean arrival time to the peak aortic and pancreatic parenchymal enhancement in dynamic scan 3 was similar to that in dynamic scan 1, and different significantly to that in dynamic scan 2. In multi-phase CT scan, a test bolus should be injected with the same injection duration of a main bolus, to obtain the precise arrival times to peak of arterial or pancreatic parenchymal enhancement.

• Journal of ILASS-Korea
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• v.11 no.4
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• pp.228-233
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• 2006

There are two types of electric controlled fuel injection system in the gasoline engines of common vehicles. One is fuel return system and the other is fuel returnless system according to the methods of controlling injection pressures. It is important to understand the characteristics of these system in loaming and studying of engine, but it is very difficult without a special equipment in reality. The purpose of this paper is to develop the emulation system that can be compensated with the amount of injection fuel according to various driving conditions, battery voltage, cooling water temperature, and engine speed, may be appeared in real driving, and especially can analyze the difference between the electric signal controlling the amount of injection fuel and its result, and nullity injection duration. With the developed system, we can conveniently set various and completed driving condition and so can acquire the useful information such as non-uniformity rate and mass of injection fuel using waveform analysis and measurement modules. It must be a very useful and sophisticated system to instruct and learn the features and operating states of injection system, and to study f3r improving the performance of it.

• Geomechanics and Engineering
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• v.12 no.5
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• pp.739-752
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• 2017

This study was intended to evaluate the improved strength of the ground by applying the bio grouting method to a loose sandy ground. The injection material was prepared in the form of cement-like powder, with the bio injection material produced by microbial reactions. The grouting test was conducted under the conditions similar to the field where the bio injection material can be applied. In addition, the injection materials (cement and sodium silicate No. 3) used for Labile Waterglass (LW) method and the conventional grouting methodwere prepared through a two-solution one-step process. The injection into the specimens was done at a pressure of 150 kPa and then, with a bender element, their moduliof elasticity were measured on the 7th, 14th, 21st and 28th curingdays to analyze their strengths according to the duration of curing. It was confirmed that in all injection materials the moduli of elasticity increased over time. In particular, when 30% of the bio injection material was added to 100% cement, the modulus of elasticity tended to increase by about 15%. This confirmed that the applicability became higher when the bio injection material was used in place of the conventional sodium silicate.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.30 no.5 s.248
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• pp.465-471
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• 2006

Controlled auto-ignition(CAI) combustion, offers the potential to improve fuel economy and reduce emission simultaneously. In this study, CAI-combustion was achieved in a single cylinder gasoline DI engine with modified camshafts in order to restrict the gas exchange process. We investigated the effects of air-fuel ratio, residual EGR rate and injection timing such as early injection and late injection on the attainable CAI combustion region. The effect of injection timings on combustion characteristic such as start of combustion, combustion duration and heat release rate was also investigated. From the result early injection causes the mixture to ignite earlier and burn more quickly due to the exothermic reaction during the recompression and gives rise to good mixing of the fuel/air. On the other hand, late injection extended the operation region more than early injection but the emissions of HC and NOx were more or less increased than early injection.

• Journal of ILASS-Korea
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• v.22 no.1
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• pp.1-7
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• 2017

Recently, Performance and fuel efficiency of gasoline engines have been improved by adopting direct injection (DI) system instead of port fuel injection (PFI) system. However, injecting gasoline fuel directly into the cylinder significantly reduces the time available for mixing and evaporation. Consequently, particulate matters(PM) emissions increase. Moreover, as the emission regulations are getting more stringent, not only the mass but also the total number of PM should be reduced to satisfy the Euro VI regulations. Increasing the fuel injection pressure is one of the methods to meet this challenge. In this study, the effects of increased fuel injection pressures on combustion and emission characteristics were experimentally examined at several part load conditions in a 1.6 liter commercial gasoline direct injection engine. The main combustion durations decreased about $2{\sim}3^{\circ}$ in crank angle base by increasing the fuel injection pressure due to enhanced air-fuel mixing characteristics. The exhaust emissions and number concentration distributions of PM with particle sizes were also compared. Due to enhanced combustion characteristics, THC emissions decreased, whereas NOx emissions increased. Also, the number concentrations of PM, larger than 10 nm, also significantly decreased.

• Korean Journal of Animal Reproduction
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• v.7 no.1
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• pp.3-14
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• 1983

Estrus was induced and the therapeutic effect was examined with 25mg of PGF2$\alpha$ intramuscular injection and 3mg of PGF2$\alpha$ intraovarian injection to Holstein and Simmental cows which were raised in the large size stockfarms and the dairy farms, and were diagnosed to anestrus. The results obtained were summarized as follows: 1. The estrus inducing effect observed in the cows treated by PGF2$\alpha$ was 83.3% with 25/30 heads in the intramuscular injection group, and 86.7% with 26/30 heads in the intraovarian injection group. 2. Average duration from PGF2$\alpha$ administration to the onest of estrus was 2.7 day in the intramuscular injection group, and 2.6 days in the intraovarian injection group. 3. In status of estrus in the cows treated by PGF2$\alpha$, vigorous estrus was 12.0%, normal estrus 60.0% and silent estrus was 28.0% in the intramuscular injection group, and vigorous estrus was 15.4%, normal estrus 61.5%, and silent estrus 23.1% in the intraovarian injection group. 4. Conception rate in the cows induced to estrus was 64.0% in the intramuscular injection group and 65.4% in the intraovarian injection group.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2004.03a
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• pp.79-84
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• 2004

This paper report our preliminary results of characterizing the jet structures of kerosene injection into quiescent atmosphere and a Mach 2.5 crossflow at various preheat temperature. A heating system has been designed and tested that can prepare heated kerosene of 0.8 kg up to 670 K at a pressure of 5.5 ㎫. Temperature measurement near the injector shows that the temperature of pressurized kerosene can be kept constant during the experimental duration. Comparison of kerosene jet structures in the preheat temperature range of 290-550 K demonstrates that with injection pressure of 4 ㎫ the jet plume turns into vapor phase completely at injection temperature of 550 K, while keeping the penetration depth essentially unchanged. The results suggest that the injection of vaporized fuel would improve the performance of a liquid hydrocarbon-fueled supersonic combustor because the evaporation process is now omitted.

• Transactions of the Korean Society of Automotive Engineers
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• v.11 no.1
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• pp.87-94
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• 2003

Recently, LPLi(Liquied-Phase LPG injection) system is studied for the new stringent emission regulations. But , there are some problems to be solved such as injector tip icing and fuel leakage for LPLi system development. In this paper, the icing problem near injector tip which leads to difficulty of accurate A/F control was studied and reported. Icing of injector tip and port wall was observed at all the cases in this study regardless of injection duration and angle, air humidity change. The spray angle of LPLi was observed approximately two times wider than that of Gasoline injection. This makes the LPLi spray collide with intake port around injector tip. Temperature of the wetted area was decreased and icing of water vapor contained in intake air because of evaporation of the fuel film. The ice of the injector tip and port wall is also affected by the materials related to heat transfer.

• Transactions of the Korean Society of Automotive Engineers
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• v.15 no.5
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• pp.24-29
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• 2007

This study aims to provide a fundamental data for directly injected hydrogen fuel engines. Spray, ignition and combustion characteristics of hydrogen were studied using constant volume chamber. For spray visualization, hydrogen was vertically injected into a combustion chamber at various condition, for example, injection pressure, ambient pressure. And an argon laser was used for the shadowgraph photography by applying optical method. Also, to investigate heat-release rate and flame propagations, spark was ignited on hydrogen injected at the different time after injection and the duration of injection was also changed. Processes of ignition and combustion were analyzed by heat-release rate calculated by pressure history and were observed by shadowgraph photography The results gave much knowledge of spray, ignition and combustion characteristics of hydrogen.

• Transactions of the Korean Society of Automotive Engineers
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• v.9 no.2
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• pp.59-66
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• 2001

This experimental study is to investigate the flow characteristics of the multi-hole nozzle used in the fuel injection system of a heavy-duty diesel engine. A multi-hole diesel nozzle with a 2-spring nozzle holder was used in this study and without changing the total orifice exit area, its hole number varied from 3($d_n$=0.42mm) to 8($d_n$=0.25mm). The injection pressure and needle lift were measured and Bosch type injection rates measurement system was used. The discharge flowrates of each orifice in the multi-hole nozzle changed by the flow conditions inside the nozzle sac hole. In case that pump speed and injection quantity were low, the orifice located in the vertex of nozzle tip had a great deal of injection quantity compared with that of others. As the increment of multi-hole number, the injection duration and the mean injection pressure decrease. The mean and peak injection rates, however, increase. Actually, the mean flow coefficient(${C_d}_{(mean)}$) increases, too. The flow coefficient of the multi 8 hole was evaluated as Cd(mean)=0.74 and that is the maximum value among the examined conditions.