• Journal of Power System Engineering
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• v.14 no.1
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• pp.27-33
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• 2010

We investigate some operation characteristics and energy efficiency of the BLDC motor system driven by different two types power conversion method depends on same battery source for applying to electrical motor propulsion system of a small ship. Also, we suggest an estimation manner of operating performances such as total running distance and operating speed of ships from basic discharge voltage characteristics of batteries. Through some experiments, direct power conversion was better than indirect method on the view point of energy efficiency and the voltage discharge characteristics could be used as important design factor for estimating operating performances of small ships driven by electrical motors.

• Tribology and Lubricants
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• v.10 no.4
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• pp.59-68
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• 1994

This study is concerned with the change of physical and chemical properties of the used oil in gasoline and LPG engine. The used oils of engine were sampled from dynamometer and cars. The field tests of car were done in city and on highway. The properties of oil were TAN, TBN, visocity, oxidation, ZDTP depletion factor and etc. Also the relation between the chemical change and antiwear property was studied. From the study, it was shown that the decrease of antiwear property of used oil was depended on the changes of ZDTP depletion factor as well as TAN (total acid number). Also, it was found that the oil used by LPG car was deteriorated within the shortest distance among the other gasoline cars. The antiwear property of oil decreased as the running distance increased. The gasoline engine oil drove mainly on highway was the least deteriorate of properities for the same running distance.

• Journal of the Korean Regional Science Association
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• v.6 no.1
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• pp.57-68
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• 1990

The purpose of this study is to develop the models to predict the noise PCE (Passenger Car Equivalence) of large running vehicles through noise prediction models. The noises were measured at the distance of 7.5M, 11.0M, and 14.5M from the noise source with test vehicles running at the speed of 40 Km/h, 60 Km/h, and 80 Km/h while normal traffic were detoured. Total noise levels were measured while vehicles were running at given speeds, Engine noise level was considered as the noise of its idle running at the three vehicle speeds shown above friction noise level was ascertained by moving the vehicle at given speeds without the engin operating. The noise prediction models for each noise source were developed by factors which affect to the each noise level. As a result of this paper, the reduction of total vehicle noise by increasing the distance to the noise source from 10 M to 15 M is as much as that by dropping its speed from 60 Km/h to 40 Km/h. Also, the reduction of PCE of total noise of large vehicle by making the noise source to that by reducing its speed from 80 Km/h to 60 Km/h. Enging noise PCE, which is in range between 65 and 160, is larger than friction noise PCE which is in range 3.5 and 5.5. Engin noise is the main noise of the large vehicles while friction noise is that of the small vehicles. Machine noise for large vehicles, and engin noise for small vehicles should be tightly controlled to reduce the vehicle noise. A low noise engine and tire, and the shape of vehicle body are needed to be developed to reduce noise further.

• Transactions of the Korean Society of Automotive Engineers
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• v.4 no.1
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• pp.1-15
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• 1996

This study is concerned with the property changes(chemical and mechanical) of the used oil in diesel engine, which were sampled from a test engine with dynamometer and various cars. The properties of oil are TAN, viscosity, oxidation, ZDTP depletion factor and etc. Also the relation between the change of chemical and antiwear property of used oil was strongly related to ZDTP depletion factor as wall as the change of TAN(total acid number), sulfation and pentan unsoluble contents which were reated to the formation of protect film in sliding area. The oil used in pick-up(small) truck engine was deteriorated within the shortest distance than that of other cars. The antiwear property of used oil was decreased sharply as the running distance were over 5,000km. The oil used to mini bus was the least to deteriorate of properities for the funning distance.

• The Korean Journal of Physiology
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• v.13 no.1_2
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• pp.1-12
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• 1979

To evaluate the present status of physical fittness of Korean long distance runners, body fat, pulmonary functions, maximal oxygen intake and oxygen debt were measured in 5 elite marathoners (A group), 6 college student runners (B group) and 3 middle school student runners (C group). After laboratory tests, full course marathon running was performed in 2 elite marathoners during which their heart rates were monitored continuously. The results are summerized as follows: 1) Total body fat in all three groups are in the range of 13-15% of their body weight. 2) In all three groups, average values of various pulmonary functions were within the normal limits, but those of tidal volume were higher and respiratory rate were lower in comparison to normal values. These phenomena may represent respiratory adaptations against training. The average resting oxygen consumptions in A,B and C were $322{\pm}23$, $278{\pm}14$ and $287{\pm}16$m1/min, respectively. 3) In all three groups, resting blood pressures were in the normal range, but the resting heart rate was slightly lower in groups A $(56{\pm}3\;beats/min)$ and B $(64{\pm}2\;beats/min)$ and higher in group C $(82{\pm}9\;beats/min)$ in comparison to normal values. These changes in cardiovascular functions in marathoners may also represent adaptive phenomena. 4) During treadmill running the minute ventilation and oxygen consumption of the runners increased lineally with work load in all three groups. When the oxygen consumption was related to heart rate, it appeared to be a exponential function of the heart rate in all three groups. 5) The average maximal heart rates during maximal work were $196{\pm}3$, $191{\pm}3$ and $196{\pm}5\;beats/min$ for groups A,B and C, respectively. Maximal oxygen intakes were $84.2{\pm}3.3\;ml/min/kg$ in group A, $65.2{\pm}1.1\;ml/min/kg$ in group B and $58.7{\pm}0.4\;ml/min/kg$ in group C. 6) In all three groups, oxygen debts and the rates of recovery of heart rate after treadmill running were lower than those of long ditsance runners reported previously. 7) The 40 km running time in 2 elite marathoners was recorded to be $2^{\circ}42'25'$, and their mean speed was 243 m/min (ranged 218 to 274 m/min). The heart rate appeared to increase lineally with running speed, and the total energy expenditure during 40 km running was approximately 1360.2 Calories. From these it can be speculated that if their heart rates were maintained at 166 beats/min during the full course of marathon running, their records would be arround $2^{\circ}15'$. Based on these results, we may suspect that a successful long distance running is, in part, dependent on the economical utilization of one's aerobic capacity.

• Journal of The Korean Association of Information Education
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• v.13 no.2
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• pp.135-144
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• 2009

The purpose of this study was to explore strategies for promoting distance education program and for providing total information for teachers about curriculum of distance educational training institute. In 2007, there were 65 institutes of distance education training, but we don't have enough information about curriculum of the institutes. To analyze curriculums of the institutes, it had been selected 33 institutes of 65, and 567 of performance training programs, 317 of optional programs, and 23 of free training programs. The following results were obtained : (1) It calls for easy accessibility to distance educational training institutes (2) It has to overcome biased status that private institutes have more courses than government institutes'. (3) It will be needed to make diverse courses for teacher's capabilities. (4) It calls for course development of several subject matters (5) It will be needed to maintenance for running course continuously. (6) It has to make supporting plan for excellent courses by government.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.1315-1319
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• 2011

As government's policy is enacted to reduce greenhouse gas emission in transportation sector, railroad sector has to estimate amount of emission and propose feasible methods to reduce emission. To calculate accurate emission of railroad sector, we performed a study on the calculation model development for Tier 3 GHG emission factors. According to IPCC guide line, Tier 3 emission factor reflects individual characteristic of diesel locomotive. For this reason, we estimated GHG emission factor by stratified diesel locomotive and the result show difference of emission factor by notch changing. Therefore, the analysis of notch frequency during operation is required to develop Tier 3 emission factor, and we analysed a running pattern of diesel locomotive. As a result, idle and 8 notch consist about 70% of total running distance. In conclusion, the calculation model suppose that Tier 3 GHG emission factor is the sum of multiplied emission factor by weights in each notch. This result can contribute to Tier 3 emission factor calculation and reduction method development of emission in railroad sector by managing driving efficiency and technology development.

• The Korean Journal of Emergency Medical Services
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• v.3 no.1
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• pp.102-115
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• 1999

This study was performed to investigate transport activities and strategize improvement of 119 rescue. We reviewed emergency care records of users who were transported by 119 rescue of six agencies in Chungnam from July 13, 1998 to August 8, 1998. The results were as follows ; 1. In sex distribution of users, the male was 65.0%. And the highest age group among users was above sixties(21.6%), then thirties in second order(19.3%). Accident was 50.8% as occupied first cause of transport, and then acute disease 22.8%. The highest requester for 119 rescue call was patient's families(47.1%) and average number of 119 rescue users per day was 20.9. 2. The nonurgent state of users was 58.9%. The frequency of users was 26.0 persons at sunday in most frequently, weekend and holiday was more common than ordinary day, and most frequent weather state was cloudy(23.8 persons). 3. Total running distance of 119 ambulance was 7.0km in average. Call time by users was 20-24 hours most commonly(21.9%). In then running time by each transport stage, 8 minutes were taken from 119 call receipt to scene arrival, 13 minutes from scene arrival to hospital. The kinds of pre-hospital care by 119 rescuer was vital sign check(81.2%), wound dressing or fracture fixation(41.2%), airway maintenance and O2 supply(30.4%).

• Explosives and Blasting
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• v.8 no.1
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• pp.3-16
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• 1990

The cautious blasting works had been used with emulsion explosion electric M/S delay caps. Drill depth was from 3m to 6m with Crawler Drill $\varphi{70mm}$ on the calcalious sand stone(sort-moderate-semi hard Rock). The total numbers of feet blast were 88. Scale distance were induces 15.52-60.32. It was applied to propagation Law in blasting vibration as follows. Propagtion Law in Blasting Vibration $V=K(\frac{D}{W^b})^n$ where V : Peak partical velocity(cm/sec) D : Distance between explosion and recording sites (m) W : Maximum Charge per delay-period of eighit milliseconds or more(Kg) K : Ground transmission constant, empirically determind on th Rocks, Explosive and drilling pattern ets. b : Charge exponents n : Reduced exponents Where the quantity $D/W^b$ is known as the Scale distance. Above equation is worked by the U.S Bureau of Mines to determine peak particle velocity. The propagation Law can be catagrorized in three graups. Cabic root Scaling charge per delay Square root Scaling of charge per delay Site-specific Scaling of charge per delay Charge and reduction exponents carried out by multiple regressional analysis. It's divided into under loom and over loom distance because the frequency is verified by the distance from blast site. Empirical equation of cautious blasting vibration is as follows. Over 30m----under l00m----- $V=41(D/3\sqrt{W})^{-1.41}$ -----A Over l00m-----$V= 121(D/3\sqrt{W})^{-1.66}$-----B K value on the above equation has to be more specified for furthur understang about the effect of explosives, Rock strength. And Drilling pattern on the vibration levels, it is necessary to carry out more tests.

• Journal of the Korean Professional Engineers Association
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• v.24 no.6
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• pp.97-105
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• 1991

The cautious blasting works had been used with emulsion explosion electric M/S delay caps. Drill depth was from 3m to 6m with Crawler Drill ø70mm on the calcalious sand stone (soft-moderate-semi hard Rock). The total numbers of fire blast were 88 round. Scale distance were induces 15.52-60.32. It was applied to propagation Law in blasting vibration as follows. Propagation Law in Blasting Vibration (Equation omitted) where V : Peak partical velocity(cm/sec) D : Distance between explosion and recording sites(m) W : Maximum Charge per delay-period of eighit milliseconds o. more(kg) K : Ground transmission constant, empirically determind on the Rocks, Explosive and drilling pattern ets. b : Charge exponents n : Reduced exponents Where the quantity D / W$^n$ is known as the Scale distance. Above equation is worked by the U.S Bureau of Mines to determine peak particle velocity. The propagation Law can be catagrorized in three graups. Cubic root Scaling charge per delay Square root Scaling of charge per delay Site-specific Scaling of charge per delay Charge and reduction exponents carried out by multiple regressional analysis. It's divided into under loom and over 100m distance because the frequency is verified by the distance from blast site. Empirical equation of cautious blasting vibration is as follows. Over 30 ‥‥‥under 100m ‥‥‥V=41(D/$^3$√W)$\^$-1.41/ ‥‥‥A Over 100 ‥‥‥‥under 100m ‥‥‥V=121(D/$^3$√W)$\^$-1.56/ ‥‥‥B K value on the above equation has to be more specified for furthur understang about the effect of explosives, Rock strength. And Drilling pattern on the vibration levels, it is necessary to carry out more tests.