• Tribology and Lubricants
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• v.21 no.3
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• pp.142-148
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• 2005

In order to improve the fuel economy by design change of automatic transmission, various technologies such as increased shift stages, slip control of lock-up clutch and compact and low-weight design have been developed. And also many OEMs have developed their own ATFs as a part of these automatic transmissions. In this study, to investigate the effects of ATF characteristics on fuel economy, we got the worldwide OEM ATFs and made some reference fluids. And physical properties, frictional characteristics and fuel economy using dynamometer test for these fluids were evaluated. From the investigation, it was found that viscosities of ATFs are correlated with fuel economy in dynamometer test and reducing the viscosities made it possible to obtain fuel economy.

• Proceedings of the KSME Conference
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• 2008.11b
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• pp.2017-2022
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• 2008

The crude oil pump system is the equipment for transporting crude oil and it consists of 3 major components, a motor and an impeller which discharge underground crude oil, a pipestack that transmits the cooling oil and power, and a cooling oil unit & junction box that provides cooling oil and electric power. When considering the system characteristics that it has to be installed at a depth of deeper than 100 m, a design technology for the efficient control of the heat occurring at a conductor and motor is necessary and it is the essential factor for ensuring system durability. In this paper, therefore, cooling oil flow has been calculated to satisfy the limit value of the system temperature by analyzing heat flow considering the related losses such as loss of conductor, contact resistor loss at the conductor connection, and operation loss of motor. And the operation temperature has been set up based on the temperature of crude oil and the heat of motor and conductor. Also, a design for cooling of crude oil pump system has been proposed by calculating the operation pressure loss and selecting the capacity of a cooling oil pump and a heat exchanger.

• Journal of Auto-vehicle Safety Association
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• v.5 no.1
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• pp.16-24
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• 2013

Some GM (General Motors) vehicles are using a GMLAN (General Motors Local Area Network) communication protocol for control and diagnostics. The airbag control module uses vehicle speed information from the GMLAN to record the vehicle speed as pre-crash information. In order to use the vehicle speed information for crash reconstruction purposes, it helps to be able to understand the accuracy of the data. The actual vehicle speed is not expected to be the same as the GMLAN indicated speed in some situations like a spin or if there is hard braking. This paper compares the actual vehicle speed and vehicle speed information during specific vehicle maneuvers. Actual vehicle speed is calculated from a GPS sensor, while GMLAN vehicle speed is calculated from transmission output sensor by the Engine control module (ECM). Vehicle maneuvers defined as Mode #1, Mode #2, Mode #3. The Mode #1 maneuver simulates wheel lock-up and skidding f by hard-braking at a specific speed. The Mode #2 maneuver simulates a 90degree turn using a J-turn maneuver at a specific speed. The Mode#3 maneuver simulates a 180 degree turn using a spin type of maneuver at a specific speed. The study then compares the GMLAN speed and GPS speed to see what speed difference exists between them. The results of this paper are applicable to GM vehicles only. This paper catalogs the performance and limitations of two vehicles as useful reference for crash reconstructions where there is a need to understand the speed indicated in the pre-crash section of the SDM data.

• JSTS:Journal of Semiconductor Technology and Science
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• v.12 no.4
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• pp.433-448
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• 2012

A source-synchronous receiver based on a delay-locked loop is presented. It employs a shared global calibration control between channels, yet achieves channel expandability for high aggregate I/O bandwidth. The global calibration control accomplishes skew calibration, equalizer adaptation, and phase lock of all the channels in a calibration period, resulting in the reduced hardware overhead and area of each data lane. In addition, the weight-adjusted dual-interpolating delay cell, which is used in the multiphase DLL, guarantees sufficient phase linearity without using dummy delay cells, while offering a high-frequency operation. The proposed receiver is designed in the 90-nm CMOS technology, and achieves error-free eye openings of more than 0.5 UI across 9-28 inch Nelco4000-6 microstrips at 4-7 Gb/s and more than 0.42 UI at data rates of up to 9 Gb/s. The data lane occupies only $0.152mm^2$ and consumes 69.8 mW, while the rest of the receiver occupies $0.297mm^2$ and consumes 56.0 mW at the 7- Gb/s data-rate and supply voltage of 1.35 V.

• Journal of the Institute of Electronics Engineers of Korea TC
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• v.42 no.7 s.337
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• pp.35-40
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• 2005

This paper proposes a fractional-N phase-locked loop (PLL) frequency synthesizer using the 3rd order ${\Delta}{\sum}$ modulator for 900MHz medium speed wireless link. The LC voltage-controlled oscillator (VCO) is used for the good phase noise property. To reduce the lock-in time, a charge pump has been developed to control the pumping current according to the frequency steps and the reference frequency is increased up to 3MHz. A 36/37 fractional-N divider is used to increase the reference frequency of the phase frequency detector (PFD) and to reduce the minimum frequency step simultaneously. A 3rd order ${\Delta}{\sum}$ modulator has been developed to reduce the fractional spur VCO, Divider by 8 Prescaler, PFD and Charge pump have been developed with 0.25um CMOS, and the fractional-N divider and the third order ${\Delta}{\sum}$ modulator have been designed with the VHDL code, and they are implemented through the FPGA board of the Xilinx Spartan2E. The measured results show that the output power of the PLL is about -lldBm and the phase noise is -77.75dBc/Hz at 100kHz offset frequency. The minimum frequency step and the maximum lock-in time are 10kHz and around 800us for the maximum frequency change of 10MHz, respectively.

• Transactions of the Korean Society of Automotive Engineers
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• v.21 no.3
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• pp.157-164
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• 2013

A damper clutch in automatic transmission systems has some advantages of fuel economy and dynamic performance. Although a damper clutch operation improves a fuel economy of the vehicles, a positive operation of a damper clutch in a low vehicle speed induces abnormal vibration. This paper analyzed one of reasons for abnormal vibration by a damper clutch operation in low engine speed ranges. A simulation model was designed to confirm the effects of a damper clutch operation under unstable regions of an engine. A theoretical analysis was carried out about an engine operation stability. Simulation was conducted to depict abnormal vibration by a damper clutch operation in unstable regions of an engine performance curve. The effects of an engine operation region for abnormal vibration by a damper clutch was investigated according to the range and the slope of unstable regions. As a result of simulations, a damper clutch operation would be better to avoid an engine unstable regions.

• Journal of radiological science and technology
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• v.37 no.1
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• pp.37-47
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• 2014

The purpose of this study was to analyze translational and rotational adjustments during automatic rigid image-registration by using different control parameters for a total of five groups on TomoTherapy (Accuray Inc, Sunnyvale, CA, USA). We selected a total of 50 patients and classified them in five groups (brain, head-and-neck, lung, abdomen and pelvic) and used a total of 500 megavoltage computed tomography (MVCT) image sets for the analysis. From this we calculated the overall mean value(M) for systematic and random errors after applying the different control parameters. After randomization of the patients into the five groups, we found that the overall mean value varied according to three techniques and resolutions. The deviation for the lung, abdomen and pelvic groups was approximately greater than the deviation for the brain and head-and-neck groups in all adjustments. Overall, using a "full-image" produces smaller deviations in the rotational adjustments. We found that rotational adjustment has deviations with distinctly different control parameters. We concluded that using a combination of the "full-image" technique and "standard" resolution will be helpful in assisting with patients' repositioning and in correcting for set-up errors prior to radiotherapy on TomoTherapy.