• Journal of ILASS-Korea
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• v.24 no.4
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• pp.178-184
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• 2019

Diesel engines have the advantages of higher thermal efficiency and lower CO2 emissions than gasoline engines, but have the disadvantages that particulate matter (PM) and nitrogen oxides (NOx) emissions are greater than those of gasoline engines. In particular, nitrogen oxides (NOx) emitted from diesel engines generates secondary ultrafine dust (PM2.5) through photochemical reactions in the atmosphere, which is fatal to humans. In order to reduce nitrogen oxides (NOx), pre-treatment systems such as EGR, post-treatment systems such as LNT and Urea SCR have been actively studied. The Urea SCR consists of an injection device injecting urea agent and a catalytic device for reducing nitrogen oxides (NOx). The nitrogen oxide (NOx) reduction performance varies greatly depending on the urea uniformity in the exhaust pipe. In this study, spray characteristics according to the spray hole structure were confirmed, and the influence of spray uniformity on spray characteristics was studied through engine evaluation.

• International Journal of Naval Architecture and Ocean Engineering
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• v.4 no.4
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• pp.403-411
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• 2012

This study presents the nano-sized particle emission characteristics from a small turbocharged common rail diesel engine applicable to prime and auxiliary machines on marine vessels. The experiments were conducted under dynamic engine operating conditions, such as steady-state, cold start, and transient conditions. The particle number and size distributions were analyzed with a high resolution PM analyzer. The diesel oxidation catalyst (DOC) had an insignificant effect on the reduction in particle number, but particle number emissions were drastically reduced by 3 to 4 orders of magnitude downstream of the diesel particulate filter (DPF) at various steady conditions. Under high speed and load conditions, the particle filtering efficiency was decreased by the partial combustion of trapped particles inside the DPF because of the high exhaust temperature caused by the increased particle number concentration. Retarded fuel injection timing and higher EGR rates led to increased particle number emissions. As the temperature inside the DPF increased from $25^{\circ}C$ to $300^{\circ}C$, the peak particle number level was reduced by 70% compared to cold start conditions. High levels of nucleation mode particle generation were found in the deceleration phases during the transient tests.

• The Korea Journal of Herbology
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• v.36 no.3
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• pp.39-46
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• 2021

Objectives : Mangifera indica leaves are well known for having a variety of benefits, including anti-inflammatory, anti-tumor, diabetic retinopathy and diabetic vasculosis. However, the effects of Mangifera indica leaves on hair loss inhibition have not been studied. In this study, we investigated to find out the activity of Mangifera indica leaves on hair loss. Methods : 2,2'-azino-bis-3-ethylbenzothiazoline-6-sulphonic acid(ABTS) analysis was performed to confirm the antioxidant efficacy of the water extract of Mangifera indica leaves (WEML). To examine the effect of WEML on cell viability in dermal papillar (DP) cells, 3-(4,5-dimethylthiazol-2-yl)-5-(3-carboxymethoxyphenyl)-2-(4-sulfophenyl)-2H-tetra Zolium (MTS) analysis was performed. The changes in the mRNA expression level of the hair loss and hair growth-related genes in dermal papilla cells by WEML treatment were confirmed by quantitative RT-PCR. Results : In dermal papilla (DP) cells, ABTS analysis and MTS analysis of WEML showed antioxidant efficacy and low cytotoxicity. As a result of gene expression analysis through Quantitative RT-PCR, no changes in hair growth-related genes BMP6 and CTNNB1 was confirmed. but inhibitory activity of WEML on hair loss-related genes EGR1, SGK, DKK1, SRD5A1 and SRD5A2 was confirmed. Conclusion : We confirmed that WEML has excellent antioxidant efficacy and a inhibitory activity of hair loss-related genes including 5α-reductase genes. These results suggest that Mangifera indica leaves have a potential activity as a hair loss treatment for hair loss and hair growth. Biochemical or molecular biological research on hair loss is needed.

• Journal of ILASS-Korea
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• v.25 no.4
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• pp.178-187
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• 2020

The current emission regulations, US Tier-4 and EU Stage-V, are only able to satisfy the regulations when all currently mass-produced emission reduction technologies such as EGR, DOC, DPF, and SCR are applied. Therefore, in this study, for the application of the Urea-SCR system to non-road diesel engines, the database was established by measuring the NO, NO2 concentration and calculating the NO2/NOx ratio based on the catalyst temperature and exhaust mass flow rate. Also, based on the measured NO2/NOx ratio data, a mathematical model was proposed to predict the NO2/NOx ratio at SCR catalyst, and the suitability of the model was verified through steady-state and transient mode. As a result of comparing the NO2/NOx ratio measured at the DOC outlet under the steady-state condition to two model values separately, the R2 was 0.9811 for the 3D map model and 0.9303 for the mathematical model. And in the case of the NO2/NOx ratio measured at the DPF outlet, the R2 was 0.9797 for the 3D map model and 0.935 for the mathematical model. It was confirmed that the R2 with the model value of the 3D Map of the mathematical model in the transient mode is 0.957, which shows high reliability.

• Journal of Korean Neurosurgical Society
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• v.55 no.6
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• pp.370-374
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• 2014

To present a case of cauda equina syndrome (CES) caused by chronic inflammatory demyelinating polyneuropathy (CIDP) which seemed clinically similar to Charcot-Marie-Tooth disease type1 (CMT1). CIDP is an immune-mediated polyneuropathy, either progressive or relapsing-remitting. It is a non-hereditary disorder characterized by symmetrical motor and sensory deficits. Rarely, spinal nerve roots can be involved, leading to CES by hypertrophic cauda equina. A 34-year-old man presented with low back pain, radicular pain, bilateral lower-extremity weakness, urinary incontinence, and constipation. He had had musculoskeletal deformities, such as hammertoes and pes cavus, since age 10. Lumbar spine magnetic resonance imaging showed diffuse thickening of the cauda equina. Electrophysiological testing showed increased distal latency, conduction blocks, temporal dispersion, and severe nerve conduction velocity slowing (3 m/s). We were not able to find genetic mutations at the PMP 22, MPZ, PRX, and EGR2 genes. The pathologic findings of the sural nerve biopsy revealed thinly myelinated nerve fibers with Schwann cells proliferation. We performed a decompressive laminectomy, intravenous IgG (IV-IgG) and oral steroid. At 1 week after surgery, most of his symptoms showed marked improvements except foot deformities. There was no relapse or aggravation of disease for 3 years. We diagnosed the case as an early-onset CIDP with cauda equine syndrome, whose initial clinical findings were similar to those of CMT1, and successfully managed with decompressive laminectomy, IV-IgG and oral steroid.

• Journal of Power System Engineering
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• v.20 no.6
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• pp.93-98
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• 2016

Environmental problems are issued throughout all over the world and which are needed the strength management. In case of the diesel cars are also being developing and studying continuously about various after-treatments device such as EGR, LNT, SCR, DPF and DOC etc. which are used for decreasing $NO_X$ and PM. The air temperature goes up to $39^{\circ}C$ in summer and goes down to $-20^{\circ}C$ in winter because of the location. These changing of the temperature can effect to the engine and harmful exhaust gas discharged and it seems to make the increase - decrease different. The result of the evaluate while changing between the test-mode and the air temperature, which expresses that WLTC-mode is 2.2 times and FTP_75 mode is 4.1~6 times increase to the comparison NEDC-mode of the current regulation. The exhaust characteristic of $NO_X$ by the changing temperature increases in the low temperature and 4.3 times in $14^{\circ}C$ and 21.3 times in $-7^{\circ}C$ with maximum when it compares to $23^{\circ}C$. The fuel efficiency of the different weight car and engine with same data is about 5.7 % in maximum.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.22 no.9
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• pp.1317-1324
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• 1998

In general, DI gasoline engine has the advantages of higher power output, higher thermal efficiency, higher EGR tolerance and lower emissions due to the operation characteristics of increased volumetric efficiency, compression ratio and ultra-lean combustion scheme. In order to apply the concept of stratified charge into direct injection gasoline engine, some kinds of methodologies have been adapted in various papers. In this study, a reflector was adapted around the injector nozzle to apply the concept of stratified charge combustion which leads the air-fuel mixture to be rich near spark plug. Therefore, the mixture near the spark plug is locally rich to ignite while the lean mixture is wholly introduced into the combustion chamber. The characteristics of combustion is analyzed with the variations of fuel injection pressure and load in a stratified -charge direct injection single cylinder gasoline engine. The obtained results are summarized as follows ; 1. The MBT spark timing approached to TDC with the increase of load on account of the increase of evaporation energy, but has little relation with fuel injection pressure. 2. The stratification effects are apparent with the increase of injection pressure. It is considered by the development of secondary diffusive combustion and the increase of heat release of same region, but proceed rapidly than diesel engine. Especially, in the case of high pressure injection (l70bar) and high load (3.0kgf m), the diffusive combustion parts are developed excessively and results in the decrease of peak pressure than in the case of middle load. 3. The index of engine stability, COVimep value, is drastically decreased with the increase of load. 4. To get better performance of DI gasoline engine development, staged optimizaion must be needed such as injection pressure, reflector, intake swirl, injection timing, chamber shape, ignition system and so on. In this study, the I50bar injection pressure is appeared as the optimum.

• Journal of Korean Neurosurgical Society
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• v.65 no.5
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• pp.697-709
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• 2022

Objective : The present study aimed to identify the function of ischemic stroke (IS) patients' peripheral blood and its role in IS, explore the pathogenesis, and provide direction for clinical research progress by comprehensive bioinformatics analysis. Methods : Two datasets, including GSE58294 and GSE22255, were downloaded from Gene Expression Omnibus database. GEO2R was utilized to obtain differentially expressed genes (DEGs). Gene Ontology (GO) and Kyoto Encyclopedia of Genes and Genomes (KEGG) pathway enrichment analysis of DEGs were performed using the database annotation, visualization and integrated discovery database. The protein-protein interaction (PPI) network of DEGs was constructed by search tool of searching interactive gene and visualized by Cytoscape software, and then the Hub gene was identified by degree analysis. The microRNA (miRNA) and miRNA target genes closely related to the onset of stroke were obtained through the miRNA gene regulatory network. Results : In total, 36 DEGs, containing 27 up-regulated and nine down-regulated DEGs, were identified. GO functional analysis showed that these DEGs were involved in regulation of apoptotic process, cytoplasm, protein binding and other biological processes. KEGG enrichment analysis showed that these DEGs mediated signaling pathways, including human T-cell lymphotropic virus (HTLV)-I infection and microRNAs in cancer. The results of PPI network and cytohubba showed that there was a relationship between DEGs, and five hub genes related to stroke were obtained : SOCS3, KRAS, PTGS2, EGR1, and DUSP1. Combined with the visualization of DEG-miRNAs, hsa-mir-16-5p, hsa-mir-181a-5p and hsa-mir-124-3p were predicted to be the key miRNAs in stroke, and three miRNAs were related to hub gene. Conclusion : Thirty-six DEGs, five Hub genes, and three miRNA were obtained from bioinformatics analysis of IS microarray data, which might provide potential targets for diagnosis and treatment of IS.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.2
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• pp.188-193
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• 2015

It has been generally recognized that $N_2O$(Nitrous Oxide) emission from marine diesel engines has a close correlation with $SO_2$(Sulfur Dioxide) emission, and diversity of fuel elements using ships affects characteristics of the $N_2O$ emission. According to recent reports, in case of existence of an enough large NO(Nitric Oxide) generated as fuel combustion, effect of the $SO_2$ emission in exhaust gas on the $N_2O$ formation is more vast than effect of the NO. Therefore, $N_2O$ formation due to the $SO_2$ element operates on a important factor in EGR(Exhaust Gas Recirculation) systems for NOx reduction. An aim of this experimental study is to investigate that intake gas of the diesel engine with increasing of $SO_2$ flow rate affects $N_2O$ emission in exhaust gas. A test engine using this experiment was a 4-stroke direct injection diesel engine with maximum output of 12 kW at 2600rpm, and operating condition was set up at a 75% load. A standard $SO_2$ gas with 0.499%($m^3/m^3$) was used for changing of $SO_2$ concentration in intake gas. In conclusion, the diesel fuel included out sulfur elements did mot emit the $SO_2$ emission, and the $SO_2$ emission in exhaust gas according as increment of the $SO_2$ standard gas had almost the same ratio compared with $SO_2$ rate in mixture inlet gas. Furthermore, the $N_2O$ element in exhaust gas was formed as $SO_2$ mixture in intake gas because increment of $SO_2$ flow rate in intake gas increased $N_2O$ emission. Hence, diesel fuels included sulfur compounds were combined into $SO_2$ in combustion, and $N_2O$ in exhaust gas should be generated to react with NO and $SO_2$ which exist in a combustion chamber.

• Transactions of the Korean Society of Automotive Engineers
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• v.14 no.3
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• pp.178-185
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• 2006

This paper investigates the steady-state combustion characteristics of the Homogeneous charge compression ignition(HCCI) engine with variable valve timing(VVT) and dimethyl ether(DME) direct injection, to find out its benefits in exhaust gas emissions. HCCI combustion is an attractive way to lower carbon dioxide($CO_2$), nitrogen oxides(NOx) emission and to allow higher fuel conversion efficiency. However, HCCI engine has inherent problem of narrow operating range at high load due to high in-cylinder peak pressure and consequent noise. To overcome this problem, the control of combustion start and heat release rate is required. It is difficult to control the start of combustion because HCCI combustion phase is closely linked to chemical reaction during a compression stroke. The combination of VVT and DME direct injection was chosen as the most promising strategy to control the HCCI combustion phase in this study. Regular gasoline was injected at intake port as main fuel, while small amount of DME was also injected directly into the cylinder as an ignition promoter for the control of ignition timing. Different intake valve timings were tested for combustion phase control. Regular gasoline was tested for HCCI operation and emission characteristics with various engine conditions. With HCCI operation, ignition delay and rapid burning angle were successfully controlled by the amount of internal EGR that was determined with VVT. For best IMEP and low HC emission, DME should be injected during early compression stroke. IMEP was mainly affected by the DME injection timing, and quantities of fuel DME and gasoline. HC emission was mainly affected by both the amount of gasoline and the DME injection timing. NOx emission was lower than conventional SI engine at gasoline lean region. However, NOx emission was similar to that in the conventional SI engine at gasoline rich region. CO emission was affected by the amount of gasoline and DME.