• Fire Science and Engineering
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• v.34 no.2
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• pp.103-109
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• 2020

This study aims to investigate the improvement in basic CPR quality on the basis of the hip joint angle of the rescuer among students in the Department of Emergency Medical Technology who completed a basic CPR curriculum. In this study, we carried out a comparative analysis using SimPad SkillReporter and Resusci Anne® QCPR® to measure the quality of CPR (depth of chest compressions, full relaxation, compression speed, and more) on the basis of the rescuer's hip joint angle in accordance with the 2015 AHA Guidelines and conducted chest compressions and CPR 5 times in a 30:2 ratio. It was found that maintenance of the rescuer's hip joint angle at 90 degrees while compressing and relaxing the chest made a statistically significant difference in both the experimental and control groups. Moreover, this indicated that the closer the hip joint angle was to 90 degrees, the better was the quality of basic CPR. However, there was no significant difference in the hip joint angle, degree of CPR, depth of chest compressions, chest compression speed, chest compression and relaxation percentages (%), accuracy of chest compressions, hands-off time during CPR, and percentage of chest compression time (p > 0.05). Maintaining the hip joint angle at 90 degrees for basic CPR was not significantly different from not maintaining this angle. Nonetheless, good results have been obtained at moderate depth and 100% recoil. Therefore, good outcome and high-quality CPR are expected.

• Journal of the Korean Society of Industry Convergence
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• v.20 no.2
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• pp.105-113
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• 2017

Recently the direct injection diesel engine is the most efficient one available for road vehicles, so this fundamental advantage suggests the compression injection diesel engine are a wise choice for future development efforts. The compression ignition diesel engine, with its bigger compression ratios if compared to the SI engine, offers a higher thermodynamic efficiency, also additionally the diesel engine with its less pumping losses due to the throttled intake charge as in a SI engine has higher fuel economy. But the largest obstacle to the success of this engine is meeting emission standards for Nitric oxides and particulate matter while maintain fuel consumption advantage over currently available engines. Thus its use should be largely promoted, however, diesel engine emits more Nitric oxides and particulate matter than other competing one. There has been a trade-off between PM and NOx, so efforts to reduce NOx have increased PM and vice versa, but trap change this situation and better possibility emerge for treating NOx emission with engine related means, such as injection timing, equivalence ratio, charge composition, and engine speed. The common rail direct injection system is able to adjust the fuel injection timing in a compression ignition engine, so this electronically controlled injection system can reduce the formation of NOx gas without increase in soot. In this study it is designed and used the engine test bed which is installed with turbocharge and intercooler. In addition to equipped using CRDI by controlling injection timing with mapping modulator, it has been tested and analyzed the engine performance, combustion characteristics, and exhaust emission as operating parameters.

• Proceedings of the Korean Society of Marine Engineers Conference
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• 2005.06a
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• pp.92-100
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• 2005

Since HiMSEN H21/32, a new medium speed diesel engine of Hyundai's own design, was introduced in 2001, Hyundai has added new models of H25/33 and H17/28 into HiMSEN engine family. These two new engines take after faithfully to the original HiMSEN concept of a PRACTICAL engine by Hi-Touch and Hi-Tech. The prototype of H25/33 was developed jointly with Rolls Royce Bergen originally and also introduced in 2001. But most of the engine design have been changed by Hyundai for the commercial versions to be a member of HiMSEN family, which has little interchangeability with the prototype. H17/28 is now under development as the smallest size of the family. This new engine also has the longest stroke of a class engine, which has been proven as the best basis for future environmental challenge. The higher compression ratio of 17 and optimized Miller Timing with Simplified pulse turbocharging system applied all HiMSEN engines as which showed the most practical solution against current heavy fuel combustion issues for the time being before introducing digital control system. This paper describes the design and development of these new HiMSEN engines and also reviews the service experiences of H21/32 and H25/33, which launched successfully.

• Journal of Advanced Navigation Technology
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• v.14 no.1
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• pp.93-101
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• 2010

In this study, the performance characteristics of turbocharged engine is analyzed. The methods of engine performance improvements are suggested not only for full load characteristics of the engine but also for partial load characteristics of the engine, which is more frequently used in actual driving conditions. The compression ratio of the compressor is increased rapidly in a straight line pattern until 1260 engine rpm, and after that it is increased slowly to 2.5 ratio. Also the brake mean effective pressure increased until 1260 engine rpm and decreased rapidly after 1600 engine rpm. The higher the pressure ratio, the better the fuel consumption, air excess ratio and brake mean effective pressure. But those are higher in the rated revolution range than in the mid-low revolution range. The turbocharger is operated in a stable condition from 1260 rpm and its efficiency is low in the low speed range for the reason of its characteristics. The results of this study can be applied in the fundamental control methods of turbocharged engine for stable load and speed.

• Proceedings of the Korean Geotechical Society Conference
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• 1992.10a
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• pp.113-120
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• 1992

The construction of container terminal at Brani, Singapore required the improvement of soft clay layer having the thickness of about 6.5m, average moisture content of 79.4%, liquid limit of 90.4%, plastic limit of 21.8%, field vane strength of 10 to 25 KPa, pre-consolidation pressure of 225 to 60 KPa and compression index of 0.4 to 1.0. For the improvement of this layer, Colbon drains of 1.3m spacing in triangular pattern were installed to the bottom of the layer and surcharge of more than 11.25m high sand fill was later applied to the treated area. The settlement and lateral displacement of the ground were measured and the speed of surcharge filling was controlled, based on these readings. The removal of surcharge was determinied using the estimated time for the 90% degree of consolidation under the design pressure of 180KPa. The field and laboratory test results show that the soft clay layer has been improved substantially in its strength and consolidation characteristics: increase in strength of about 50KPa and pre-consolidation pressure and decrease in void ratio and compression index.

• Journal of the Institute of Electronics Engineers of Korea SD
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• v.41 no.4
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• pp.75-82
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• 2004

The channel transmission ratio is speeded up by the combination of the Huffman algorithm, the model scheme of the lossy transform having minimum average code lengths for the image information and good instantaneous decoding capability, with the Lempel-Ziv algorithm showing the fast processing performance during the compression process. In order to increase the processing speed during the compression process, ICMEP algorithm is proposed and the entropy encoder of HDTV is designed and inspected. The ICMEP entropy encoder have been designed by choosing the top-down method and consisted of the source codes and the test benches by the behavior expression with VHDL. As a simulation results, implemented ICMEP entropy encoder confirmed that whole system efficiency by memory saturation prevention and compressibility increase improves.

• International Journal of Highway Engineering
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• v.9 no.4
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• pp.171-184
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• 2007

Chemical admixture stabilization has been extensively used in both shallow and deep stabilization in order to improve inherent properties of the soil such as strength and deformation behavior. An increment in strength, a reduction in compressibility, an improvement of the swelling or squeezing characteristics and increasing the durability of soil are the main aims of the admixtures for soil stabilization. Recently, the various advanced cement stabilizer mixing technique was developed. Advanced cement stabilizer mixing technique is environmentally-friendly and has an excellent mixing property and outstanding mixing speed. In this study, to develop the rural road pavement technology using cement stabilizer, compaction and unconfined compression test were performed with various mixing ratio and two types of soil(clay and silty soil). And the freezing/thaw test and bending strength test performed to develop suitable cement stabilizer material for stabilization of rural road. Based on the test results, the liquid types of cement stabilizer material and silty soil mixture are most suitable for rural road construction and although the mixing ratio is low, cement stabilizer mixture is effective for durability of rural road surface layer.

• Journal of the Institute of Electronics Engineers of Korea CI
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• v.38 no.2
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• pp.33-41
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• 2001

Currently, the compression is one of the most important technology in multimedia society. Audio files arc rapidly propagated throughout internet Among them, the most famous one is MP-3(MPEC-1 Laver3) which can obtain CD tone from 128Kbps, but tone quality is abruptly down below 64Kbps. MPEC-II AAC(Advanccd Audio Coding) is not compatible with MPEG 1, but it has high compression of 1.4 times than MP 3, has max. 7.1 and 96KHz sampling rate. In this paper, we propose an algorithm that decreased the capacity of AAC encoding computation but increased the processing speed by optimizing psychoacoustic model which has enormous amount of computation in MPEG 2 AAC encoder. The optimized psychoacoustic model algorithm was implemented by C++ language. The experiment shows that the psychoacoustic model carries out FFT(Fast Fourier Transform) computation of 3048 point with 44.1 KHz sampling rate for SMR(Signal to Masking Ratio), and each entropy value is inputted to the subband filters for the control of encoder block. The proposed psychoacoustic model is operated with high speed because of optimization of unpredictable value. Also, when we transform unpredictable value into a tonality index, the speed of operation process is increased by a tonality index optimized in high frequency range.

• Transactions of Materials Processing
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• v.31 no.5
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• pp.253-260
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• 2022

In this study, the microstructural characteristics of a high-speed-extruded Mg-5Bi-3Al (BA53) alloy and its tensile, compressive, and high-cycle fatigue properties are investigated. The BA53 alloy is successfully extruded at a die-exit speed of 16.6 m/min without any hot cracking using a large-scale extruder for mass production. The homogenized BA53 billet has a large grain size of ~900 ㎛ and it contains fine and coarse Mg₃Bi₂ particles. The extruded BA53 alloy has a fully recrystallized microstructure with an average grain size of 33.8 ㎛ owing to the occurrence of complete dynamic recrystallization during high-speed extrusion. In addition, the extruded BA53 alloy contains numerous fine lath-type Mg₃Bi₂ particles, which are formed through static precipitation during air cooling after exiting the extrusion die. The extruded BA53 alloy has a high tensile yield strength of 175.1 MPa and ultimate tensile strength of 244.4 MPa, which are mainly attributed to the relative fine grain size and numerous fine particles. The compressive yield strength (93.4 MPa) of the extruded BA53 alloy is lower than its tensile yield strength, resulting in a tension-compression yield asymmetry of 0.53. High-cycle fatigue test results reveal that the extruded BA53 alloy has a fatigue strength of 110 MPa and fatigue cracks initiate at the surface of fatigue test specimens, indicating that the Mg₃Bi₂ particles do not act as fatigue crack initiation sites. Furthermore, the extruded BA53 alloy exhibits a higher fatigue ratio of 0.45 than other commercial extruded Mg-Al-Zn-based alloys.

• Transactions of the Korean Society of Automotive Engineers
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• v.11 no.6
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• pp.86-92
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• 2003

To analyze the characteristics of ozone formation, measurements of the concentrations of individual exhaust hydrocarbon species have been made under various engine operating parameters in a 2-liter 4-cylinder engine for natural gas and LPG. Tests were performed at constant engine speed, 1800 rpm for two compression ratios of 8.6 and 10.6, with various operating parameters, such as excess air ratio of 1.0~1.6, bmep of 250~800 na and spark timing of BTDC 10~$55^{\circ}$. It was found that the natural gas gave the less ozone formation than LPG in various operating conditions. This was accomplished by reducing the emissions of propylene($C_3H_6$), which has relatively high maximum incremental reactivity factor, and propane($C_3H_8$) that originally has large portion of LPG. In addition, the natural gas show lower values in the specific reactivity and brake specific reactivity. Higher compression ratio of the test engine showed higher non methane HC emissions. However, specific reactivity value decreased since fuel species of HC emissions increase. brake specific reactivity showed almost same values under high bmep, over 500kPa for both fuels. This means that the increase of non methane HC emissions and the decrease of specific reactivity with higher bmep affect each other simultaneously. With advanced spark timing, brake specific reactivity values of LPG were increased while those of natural gas showed almost constant values.