• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.15 no.1
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• pp.7-14
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• 2002

In this paper, neutral networks are used to build models of oxide film etched In CHF$_3$/CF$_4$ with a magnetically enhanced reactive ion etcher(MERIE). A statistical 2$\^$4-1/ experimental design plus one center point was used to characterize relationships between process factors and etch responses. The factors that were varied include radio frequence(rf) power, pressure, CHF$_3$ and CF$_4$ flow rates. Resultant 9 experiments were used to train neural networks and trained networks were subsequently tested on its appropriateness using additionally conducted 8 experiments. A total of 17 experiments were thus conducted for this modeling. The etch responses modeled are dc bias voltage, etch rate and etch uniformity A qualitative, good agreement was obtained between predicted and observed behaviors.

• Journal of Environmental Science International
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• v.23 no.9
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• pp.1655-1662
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• 2014

A comprehensive fractionation technique was applied to a set of water samples obtained along drinking water treatment process with ozonation and biological activated carbon (BAC) process to obtain detailed profiles of dissolved organic matter (DOM) and to evaluate the haloacetic acid (HAA) formation potentials of these DOM fractions. The results indicated that coagulation-sedimentation-sand filtration treatment showed limited ability to remove hydrophilic fraction (28%), while removal of hydrophobic and transphilic fraction were 57% and 40%, respectively. And ozonation and BAC treatment showed limited ability to remove hydrophobic fractions (6%), while removal of hydrophilic and transphilic fractions were 25% and 18%. The haloacetic acid formation potential (HAAFP)/dissolved organic carbon (DOC) of hydrophilic fraction was the highest along the treatment train and HAAFP/DOC of hydrophilic fraction was higher than hydrophobic and transphilic fraction as 23%~30%, because of better removal for hydrophobic fraction both in concentration and reactivity.

• Journal of Navigation and Port Research
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• v.30 no.3 s.109
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• pp.181-187
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• 2006

In the wave spectrum distribution based on linear wave theory, the appearance of a giant wave whose wave height reaches to 30m has been considered next to almost impossible in a real sea However since more than 10 giant waves were observed in a recent investigation of global wave distribution which was carried out by the analysis of SAR imagines for three weeks, the existence of the giant waves is being recognized and it is considered the cause of many unknown marine disasters. The change of wave height distribution concerning a formation of wave train, nonlinear wave to wave interaction and so on were raised as the causes of the appearance of the giant waves, but the occurrence mechanism of the giant waves hasn't been cleared yet. In present study, we investigated appearance circumstances of the giant waves in real sea and its occurrence mechanism was analyzed based on linear and nonlinear wave focusing theories. Also, through a development of numerical model of the nonlinear $schr\"{o}dinger$ equation, the formations of the giant wave from progressive wave train were reproduced.

• Journal of the Korean Geotechnical Society
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• v.29 no.1
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• pp.5-12
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• 2013

The critical velocity effect on railway trackbed means the amplification of vibration energy when the train running-speed and group velocity of ground surface wave are superimposed. It is called a pseudo-resonance phenomenon of time domain. In the past, it was not issued because the train speed was low and the ground group velocity was higher. But since the high-speed train is introduced, critical velocity reported causing a track irregularity. So far, theoretical analysis has been performed because of the complexity of formation process. However it requires reasonable consideration which is similar to actual track and trackbed conditions. In the present paper, finite element analysis to verify the critical velocity effect is performed considering each track structure and trackbed supporting stiffness. As a result, the deformation amplification caused by the critical velocity effect is verified to analyze each supporting stiffness and track system.

• Journal of the Korean Society for Railway
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• v.10 no.5
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• pp.473-479
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• 2007

Lateral vibration at the tail of KTX train was found during the acceptance test. In order to settle the problem of lateral vibration, the wheel conicity was changed 1/40 to 1/20. However, we should evaluate the running safety of vehicle with 1/20 wheel conicity because modification of wheel conicity may cause the running performance to be worse and critical speed to reduce. In this paper, we calculate critical speed of KTX bogie as wheel conicity increase and analyze the running safety for KTX that has 20 car trainset formation using VAMPIRE. and compare with the test results of KHST to validate analysis results on high speed line. A analysis results show that critical speed of 0.3 wheel conicity is over 375km/h and curving performance of 1/20wheel conicity is better than 1/40. Also, we examinate the running performance of KTX to check out possibility to increase speed of KTX on conventional line. A analysis results show that it is possible to increase up to 10% the speed of KTX on tangent line but KTX on a curved line should be operated with the speed of conventional train.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.12 no.10
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• pp.758-765
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• 2002

KITECH and ODS performed a study of internal and external noise prediction of the Korean high speed prototype test train(HSR 350X). The object of this study was 3 kinds of cars, trailer car(TT2), motorized car(TMI ) and power car(TPI) and the predicted noise was for the two different driving speeds in free field and tunnel conditions. Data of carbody design and noise sources were delivered from manufactures. Some of noise sources which were not available in the project team, were chosen by experiences of ODS. Internal noise level of each car was predicted for two cases i.e, at 300 km/h and 350 km/h. In addition sound transmission path and dominant noise sources were also investigated for each section of the car, which is circular shell typed part of whole carbody. In case of TT2, the dominating sound transmission path is the (floor in terms of structure-borne noise and air-borne noise. The main noise sources are structure-borne noise from the yaw-damper and air-borne noise from the wheel/rail contact, whereas the dominating sound transmission path of TMI are floor and sidewall below the window in terms of structure-borne noise. The main noise sources of TMI are structure-borne noise from motor/gear unit and the yaw-damper in the free field, and air-borne noise from the wheel/rail contact and structure-borne noise from motor/gear unit in the tunnel. Through the external noise prediction for the KHST test train formation, the noise form the wheel/rail contact is estimated as one of the major sources. In addition, the noise specification of sub-component was proposed for managing each sub-surpplier to reach the KHST noise requirement. The specification provide the sound power of machinery part and transmission loss of component of carbody structure. The predicted noise level in each case exceeded the required limit. Through this study, the noise characteristics of the test train were investigated by simulation, and then the actual test will be performed in near future. Both measured and calculated data will be compared and further work for noise reduction will be continued.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2002.05a
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• pp.917-923
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• 2002

KITECH and ODS performed a study of internal and external noise prediction of the KHST test train. The object of this study was 3 kind of cars; trailer car(TT2), motorized car(TM1) and power car(TP1) and the predicted noise was calculated for the two different driving speeds in free field and tunnel conditions. Data of carbody design and noise sources were delivered from each manufactures. Some of noise sources which were not available in project team, were chosen by experiences of ODS. Internal noise level of each car were predicted for two cases i.e, at 300 km/h and 350 km/h. In addition sound transmission path and dominant noise sources were also investigated of each section of car, which is circular shell typed part of whole carbody. In case of TT2, the dominating sound transmission path is floor in terms or structure-borne noise and air-borne noise. The main noise sources are structure-borne noise from the yaw-damper and air-borne noise from the wheel/rail contact, whereas the dominating sound transmission path of TM1 are floor and sidewall below the window in terms of structure-borne noise. The main noise sources of TM1 are structure-borne noise from motor/gear unit and the yaw-damper in the free field, and air-borne noise from the wheel/rail contact and structure-borne noise from motor/gear unit in the tunnel. Through the external noise prediction for the KHST test train formation, the noise form the wheel/rail contact is estimated as one of the major sources. In addition, the noise specification of sub-component was proposed for managing each sub-surpplier to reach the KHST noise requirement. The specification provide the sound power of machinery part and transmission loss of component of carbody structure. The predicted noise level in each case exceeded the required limit. Through this study, the noise characteristics of the test train were investigated by simulation, and then the actual test will be performed in near future. Both measured and calculated data will be compared and further work for noise reduction will be continued.

• Journal of Microbiology and Biotechnology
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• v.1 no.2
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• pp.136-141
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• 1991

Optimum culture conditions for the formation of nitrile hydratase by Brevibacterium sp. CH2 were investigated. Addition of ferric and ferrous ions greatly increased the nitrile hydratase formation. The effects of nitriles, amides, and acids as an inducer on the formation of nitrile hydratase were investigated. Isobutyramide was the best inducer among the tested compounds. When Brevibacterium sp. CH2 was cultivated for 23 h at $30^{\circ}C$ in a optimized medium containing 15 g of glucose, 5 g of bacto peptone, 3 g of yeast extract, 3 g of malt extract, 1 g of $KH_2$$PO_4$, 1 g of $K_2$$HPO_4$, 1 g of NaCl, 0.5 g of isobutyramide, 0.2 g of MgSO$_4$ㆍ7$H_2O$, and 0.02g of $FeSO_4$ㆍ$7H_2$O per liter of distilled water with pH controlled at 7.1, the maximum total activity was 665 units/ml of the culture broth and the specific activity was 70 units/mg of the dry cells. The medium optimization increased the specific activity of Brevibacterium sp. CH2 2.2 times.

• Bulletin of the Korean Chemical Society
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• v.31 no.7
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• pp.1956-1962
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• 2010

The formation of diverse spiral waves was studied in a polyacrylamide gel membrane with ruthenium(4-vinyl-4'-methyl-2,2'-bipyridine)bis(2,2'-bipyridine)bis(hexafluorophosphate) by a gas-free Belousov-Zhabotinisky (BZ) reaction system containing 1,4-cyclohexanedione (1,4-CHD). The gel membrane was found to be receptive for observing propagating waves since a clearer wave-train is obtained during a long reaction time without any disturbance from the immobilized metal catalyst which can be dissolved into the highly acidic solution of the BZ system. The distinctive waves in the system basically depend on both $BrO_3$ and 1,4-CHD in the initial phase, and are influenced by the intensity of illumination of visible light.

• Transactions of the Korean Society of Automotive Engineers
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• v.16 no.2
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• pp.143-149
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• 2008

The present study is mainly motivated to investigate the vaporization, auto-ignition and spray combustion processes in DI diesel engine using DME and n-heptane. In order to realistically simulate the dimethyl ether (DME) spray dynamics and vaporization characteristics in high-pressure and high-temperature environment, the high-pressure vaporization model has been utilized. The interaction between chemistry and turbulence is treated by employing the Representative Interaction Flamelet (RIF) model. The detailed chemistry of 336 elementary steps and 78 chemical species is used for the DME/air reaction. Based on numerical results, the detailed discussion has been made for the distinctly different combustion characteristics of DME diesel engine in term of vaporization, ignition delay, pollutant formation, and heat release rate.