• Journal of the Korean Ceramic Society
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• v.49 no.2
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• pp.197-203
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• 2012

In this study, in order to improve densification of $La_{0.8}Ca_{0.2}Cr_{0.9}Co_{0.1}O_{3-\delta}$ (LCCC), which is known for one of the most proper candidate interconnector materials in the solid oxide fuel cells, $CaCrO_4$ was prepared via solid oxide synthesis route and added to the LCCC with different amount and particle sizes. As the amount of the $CaCrO_4$ increased, porosity of the sintered samples increased, and the pore size was proportional to the particle size of the $CaCrO_4$. This supports the fact that the $CaCrO_4$ phase forms liquid during sintering and permeate into the matrix leaving behind large pores. Then the liquid reacts with the matrix through the solid solution. However, when the samples were sintered with a slow ramp up rates, the porosity decreased. This is thought to be caused by the progressive solid solution of $CaCrO_4$ before the temperature reach to the melting temperature and forms a fluent amount of liquids. The sintering behavior of the LCCC with the addition of $CaCrO_4$ was analyzed through the transient liquid phase sintering on the basis of the microstructure observation and phase identification by x-ray diffraction.

• Journal of Korean Society of Transportation
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• v.27 no.1
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• pp.143-155
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• 2009

A dynamic traffic assignment (DTA) has recently been implemented in many practical projects. The core of dynamic model is the inclusion of time scale. If excluding the time dimension from a DTA model, the framework of a DTA model is similar to that of static model. Similar to static model, with given exogenous travel demand, a DTA model loads vehicles on the network and finds an optimal solution satisfying a pre-defined route choice rule. In most DTA models, the departure pattern of given travel demand is predefined and assumed as a fixed pattern, although the departure pattern of driver is changeable depending on a network traffic condition. Especially, for morning peak commute where most drivers have their preferred arrival time, the departure time, therefore, should be modeled as an endogenous variable. In this paper, the authors point out some shortcomings of current DTA model and propose an alternative approach which could overcome the shortcomings of current DTA model. The authors substitute a traditional definition for time-dependent OD table by a new definition in which the time-dependent OD table is defined as arrival time-based one. In addition, the authors develop a new DTA model which is capable of finding an equilibrium departure pattern without the use of schedule delay functions. Three types of objective function for a new DTA framework are proposed, and the solution algorithms for the three objective functions are also explained.

• Journal of the Korean Chemical Society
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• v.35 no.4
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• pp.414-421
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• 1991

High-purity alumina powder was prepared by extracting the natural alumino-silicate mineral (halloysite) in H$_2$SO$_4$ solution. For the selective precipitation of alum and aluminum hydroxide, the solubility diagram was prior calculated by also considering the formation of hydroxides and carbonates for all the metal ions in an aqueous solution, which allow us to control the contamination of impurities envolved in the natural minerals. Ammonium aluminum sulfate (alum) and alumium hydroxide could be successfully prepared at pH = 1.5∼2.5 and pH = 6∼8, respectively according to our solubility diagrams. The purity of alum-and hydroxide-derived ${\alpha}-Al_2O_3$ was determined to be 99.7${\%}$ and 99.0${\%}$, respectively, which indicates the former route would be more desirable for the large scale application. It is also worthy to note that the impurities like Na and Si were strongly reduced in the former (Na = 0.05${\%}$, Si = 0.09${\%}$) compared to the latter (Na = 0.29${\%}$, Si = 0.12${\%}$).

• Journal of the Korean Chemical Society
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• v.53 no.6
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• pp.677-682
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• 2009

ZnS:Mn/ZnS core-shell quantum dots (QDs), were synthesized via a thermal decomposition reaction of organometallic precursors in a hot solvent mixture. The synthetic conditions of the quantum dots were monitored at various reaction temperatures for the core formation, while the shell formation temperature was fixed at 135$^{\circ}C$. The obtained colloidal nanocrystals at corresponding temperatures were characterized by UV-Vis, solution photoluminescence (PL) spectroscopies, and further obtained powders were characterized by XRD, HR-TEM, and EDXS analyses. The synthetic temperature condition to obtain the best PL emission intensity for the core-shell QD was 135$^{\circ}C$, for both core and shell formation. At this temperature, solution PL spectrum showed a narrow emission peak at 583 nm with a relative PL quantum efficiency of 42.15%. In addition, the measured spherical particle sizes for the ZnS:Mn/ZnS nanocrystals via HR-TEM were in the range of 4.0 to 5.4 nm, while ellipsoidal particles were obtained at 150$^{\circ}C$.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.21 no.6
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• pp.1-20
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• 2022

The basic way to charge vehicles for using road and public transport networks is the entry-exit toll system. This system works by reading Hi-Pass and public transportation cards of the vehicles using card readers. However, the problems of navigating a route in consideration of entry-exit toll systems include the non-additive costs of enumerating routes. This problem is known as an NP-complete task that enumerates all paths and derives the optimal path. So far, the solution to the entry-exit toll system charging has been proposed in the form of transforming the road network. However, unlike in the public transport network where the cards are generalized, this solution has not been found in situations where network expansion is required with a transfer, multi-modes and multiple card readers. Hence, this study introduced the Link Label for a public transportation network composed of card readers in which network expansion is bypassed in selecting the optimal path by enumerating the paths through a one-to-one k-path search. Since the method proposed in this study constructs a relatively small set of paths, finding the optimal path is not burdensome in terms of computing power. In addition, the ease of comparison of sensitivity between paths indicates the possibility of using this method as a generalized means of deriving an optimal path.

• The Korean Journal of Pain
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• v.1 no.2
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• pp.214-222
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• 1988

With the arm in hyperabduction, we have carried out 525 procedures of supraclavicular brachial plexus block from Aug. 1976 to June 1980, whereas block with the arm in adduction has been customarily performed by other authors. The anesthetic procedure is as follows: 1) The patient lies in the dorsal recumbent position without a pillow under his head or shoulder. His arm is hyperabducted more than a 90 degree angle from his side, and his head is turned to the side opposite from that to be blocked. 2) An "X" is marked at a point 1 cm above the mid clavicle, immediately lateral to the edge of the anterior scalene muscle, and on the palpable portion of the subclavian artery. The area is aseptically prepared and draped. 3) A 22 gauge 3.5cm needle attached to a syringe filled with 2% lidocaine (7~8mg/kg of body weight) and epineprine(1 : 200,000) is inserted caudally toward the second portion of the artery where it crosses the first rib and parallel with the lateral border of the muscle until a paresthesia is obtained. 4) Paresthesia is usually elicited while inserting the needle tip about 1~2 em in depth. If so, the local anesthetic solution is injected after careful aspiration. 5) If no paresthesia is elicited, the needle is withdrawn and redirected in an attempt to elicit paresthesia. 6) If, after several attempts, no paresthesia is obtained, the local anesthetic solution is injected into the perivascular sheath after confirming that the artery is not punctured. 7) Immediately after starting surgery, Valium is injected for sedation by the intravenous route in almost all cases. The age distribution of the cases was from 11 to 80 years. Sex distribution was 476 males and 49 females (Table 1). Operative procedures consisted of 103 open reductions, 114 skin grafts combined with spinal anesthesia in 14, 87 debridements, 75 repairs, i.e. tendon (41), nerve(32), and artery (2), 58 corrections of abnormalities, 27 amputations above the elbow (5), below the elbow (3) and fingers (17), 20 primary closures, 18 incisions and curettages, 2 replantations of cut fingers. respectively (Table 2). Paresthesia was obtained in all cases. Onset of analgesia occured within 5 minutes, starting in the deltoid region in almost all cases. Complete anesthesia of the entire arm appeared within 10 minutes but was delayed 15 to 20 minutes in 5 cases and failed in one case. Thus, our success rate was nearly 100%. The duration of anesthesia after a single injection ranged from $3\frac{1}{2}$ to $4\frac{1}{2}$, hours in 94% of the cases. The operative time ranged from 0.5 to 4 hours in 92.4% of the cases(Table 3). Repeat blocks were carried out in 33 cases when operative times which were more than 4 hours in 22 cases and the others were completed within 4 hours (Table 4). Two patients of the 33 cases, who received microvasular surgery were injected twice with 2% lidocaine 20 ml for a total of $13\frac{1}{2}$ hours. The 157 patients who received surgery on the forearms or hands had pneumatic tourniquets (250 torrs) applied without tourniquet pain. There was no pneumothorax, hematoma or phrenic nerve paralysis in any of the unilateral and 27 bilateral blocks, but there was hoarseness in two, Horner's syndrome in 11 and shivering in 7 cases. No general seizures or other side effects were observed. By 20ml of 60% urcgratin study, we confirm ed the position of the needle tip to be in a safer position when the arm is in hyperabduction than when it is in adduction. And also that the humoral head caused some obstraction of the distal flow of the dye, indicating that less local anesthetic solution would be needed for satisfactory anesthesia. (Fig. 3,4).

• The KIPS Transactions:PartD
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• v.12D no.3 s.99
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• pp.417-428
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• 2005

Today, IT organizations perform projects with vision related to marketing and financial profit. The objective of realizing the vision is to improve the project performing ability in terms of QCD. Organizations have made a lot of efforts to achieve this objective through process improvement. Large companies such as IBM, Ford, and GE have made over $80\%$ of success through business process re-engineering using information technology instead of business improvement effect by computers. It is important to collect, analyze and manage the data on performed projects to achieve the objective, but quantitative measurement is difficult as software is invisible and the effect and efficiency caused by process change are not visibly identified. Therefore, it is not easy to extract the strategy of improvement. This paper measures and analyzes the project performance, focusing on organizations' external effectiveness and internal efficiency (Qualify, Delivery, Cycle time, and Waste). Based on the measured project performance scores, an OT (Opportunity Tree) model was designed for optimizing the project performance. The process of design is as follows. First, meta data are derived from projects and analyzed by quantitative GQM(Goal-Question-Metric) questionnaire. Then, the project performance model is designed with the data obtained from the quantitative GQM questionnaire and organization's performance score for each area is calculated. The value is revised by integrating the measured scores by area vision weights from all stakeholders (CEO, middle-class managers, developer, investor, and custom). Through this, routes for improvement are presented and an optimized improvement method is suggested. Existing methods to improve software process have been highly effective in division of processes' but somewhat unsatisfactory in structural function to develop and systemically manage strategies by applying the processes to Projects. The proposed OT model provides a solution to this problem. The OT model is useful to provide an optimal improvement method in line with organization's goals and can reduce risks which may occur in the course of improving process if it is applied with proposed methods. In addition, satisfaction about the improvement strategy can be improved by obtaining input about vision weight from all stakeholders through the qualitative questionnaire and by reflecting it to the calculation. The OT is also useful to optimize the expansion of market and financial performance by controlling the ability of Quality, Delivery, Cycle time, and Waste.

• Proceedings of the Korean Powder Metallurgy Institute Conference
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• 2000.04a
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• pp.9-10
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• 2000

An important business-field of world-wide steel-industry is the coating of thin metal-sheets with zinc, zinc-aluminum and aluminum based materials. These products mostly go into automotive industry. in particular for the car-body. into building and construction industry as well as household appliances. Due to mass-production, the processing is done in large continuously operating plants where the mostly cold-rolled metal-strip as the substrate is handled in coils up to 40 tons unwind before and rolled up again after passing the processing plant which includes cleaning, annealing, hot-dip galvanizing / aluminizing and chemical treatment. In the liquid Zn, Zn-AI, AI-Zn and AI-Si bathes a combined action of corrosion and wear under high temperature and high stress onto the transfer components (rolls) accounts for major economic losses. Most critical here are the bearing systems of these rolls operating in the liquid system. Rolls in liquid system can not be avoided as they are needed to transfer the steel-strip into and out of the crucible. Since several years, ceramic roller bearings are tested here [1.2], however, in particular due to uncontrollable Slag-impurities within the hot bath [3], slide bearings are still expected to be of a higher potential [4]. The today's state of the art is the application of slide bearings based on Stellite\ulcorneragainst Stellite which is in general a 50-60 wt% Co-matrix with incorporated Cr- and W-carbides and other composites. Indeed Stellite is used as the bearing-material as of it's chemical properties (does not go into solution), the physical properties in particular with poor lubricating properties are not satisfying at all. To increase the Sliding behavior in the bearing system, about 0.15-0.2 wt% of lead has been added into the hot-bath in the past. Due to environmental regulations. this had to be reduced dramatically_ This together with the heavily increasing production rates expressed by increased velocity of the substrate-steel-band up to 200 m/min and increased tractate power up to 10 tons in modern plants. leads to life times of the bearings of a few up to several days only. To improve this situation. the Mechanical Alloying (MA) TeChnique [5.6.7.8] is used to prOduce advanced Stellite-based bearing materials. A lubricating phase is introduced into Stellite-powder-material by MA, the composite-powder-particles are coated by High Energy Milling (HEM) in order to produce bearing-bushes of approximately 12 kg by Sintering, Liquid Phase Sintering (LPS) and Hot Isostatic Pressing (HIP). The chemical and physical behavior of samples as well as the bearing systems in the hot galvanizing / aluminizing plant are discussed. DependenCies like lubricant material and composite, LPS-binder and composite, particle shape and PM-route with respect to achievable density. (temperature--) shock-reSistibility and corrosive-wear behavior will be described. The materials are characterized by particle size analysis (laser diffraction), scanning electron microscopy and X-ray diffraction. corrosive-wear behavior is determined using a special cylinder-in-bush apparatus (CIBA) as well as field-test in real production condition. Part I of this work describes the initial testing phase where different sample materials are produced, characterized, consolidated and tested in the CIBA under a common AI-Zn-system. The results are discussed and the material-system for the large components to be produced for the field test in real production condition is decided. Outlook: Part II of this work will describe the field test in a hot-dip-galvanizing/aluminizing plant of the mechanically alloyed bearing bushes under aluminum-rich liquid metal. Alter testing, the bushes will be characterized and obtained results with respect to wear. expected lifetime, surface roughness and infiltration will be discussed. Part III of this project will describe a second initial testing phase where the won results of part 1+11 will be transferred to the AI-Si system. Part IV of this project will describe the field test in a hot-dip-aluminizing plant of the mechanically alloyed bearing bushes under aluminum liquid metal. After testing. the bushes will be characterized and obtained results with respect to wear. expected lifetime, surface roughness and infiltration will be discussed.

• Journal of Korean Society of Transportation
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• v.22 no.5
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• pp.89-97
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• 2004

The Korea Air Force(KAF) has operated freight flights based on the prefixed time and route schedule, which is adjusted once in a month. The major purpose of the operation of freight flights in the KAF is to distribute necessary supplies from the home air base to other air bases. The secondary purpose is to train the young pilots to get more experiences in navigation. Each freight flight starts from and returned to the home air base everyday except holidays, while it visits several other air bases to accomplish its missions. The study aims to forecast freight demand at each base by using time series analysis, and then it tried to optimize the cost of operating flights by solving vehicle routing problem. For more specifically, first, several constraints in operating cargos were defined by reviewing the Korea Air Force manuals and regulation. With such constraints, an integer programming problem was formulated for this specific routing problem allowing several visits in a tour with limitation of maximum number of visits. Then, an algorithm to solve the routing problem was developed. Second, the time series analysis method was applied to find out the freight demand at each air base from the mother air base in the next month. With the forecasted demands and the developed solution algorithm, the oprimum routes are calculated for each flight. Finally, the study compared the solved routing system by the developed algorithm with the existing routing system of the Korea Air Force. Through this comparison, the study proved that the proposed method can provide more (economically) efficient routing system than the existing system in terms of computing and monetary cost. In summary, the study suggested objective criteria for air routing plan in the KAF. It also developed the methods which could forecast properly the freight demands at each bases by using time series analysis and which could find the optimum routing which minimizes number of cargo needed. Finally, the study showed the economical savings with the optimized routing system by using real case example.

• Journal of Korean Society of Transportation
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• v.22 no.5
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• pp.139-149
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• 2004

As the expansion of road capacity has become impractical in many urban areas, congestion pricing has been widely considered as an effective method to reduce urban traffic congestion in recent years. The principal reason is that the congestion pricing may lead the user equilibrium (UE) flow pattern to system optimum (SO) pattern in road network. In the context of network equilibrium, the link tolls according to the marginal cost pricing principle can user an UE flow to a SO pattern. Thus, the pricing method offers an efficient tool for moving toward system optimal traffic conditions on the network. This paper proposes a continuous network design program (CNDP) in network equilibrium condition, in order to find optimal congestion toll for maximizing net economic benefit (NEB). The model could be formulated as a bi-level program with continuous variable(congestion toll) such that the upper level problem is for maximizing the NEB in elastic demand, while the lower level is for describing route choice of road users. The bi-level CNDP is intrinsically nonlinear, non-convex, and hence it might be difficult to solve. So, we suggest a heuristic solution algorithm, which adopt derivative information of link flow with respect to design parameter, or congestion toll. Two example networks are used for test of the model proposed in the paper.