• 한국수정란이식학회지
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• 제8권2호
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• pp.151-157
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• 1993

The present study was undertaken to determine the optimal condition for parthenogenetic activation of rabbit oocytes by electric stimulation in vitro in an attempt to develop nuclear transplantation techniques for cloning mammalian embryos and animals. Freshly ovulated oocytes were collected from superovulated rabbits from 13 to 26 hrs. after hCG injection. The cumulus-free oocytes were activated parthenogetically by repeated stimuli of square direct electric pulses in O.3M mannitol solution. After applying electric stimulations of different voltages, pulse durations and pulse times, all of the oocytes were cultured in TCM-199 with 10% FCS for 96 hours in a 5% $CO_2$ incubator, and their developmental potential in vitro was examined. The higher activation rate (68.9%) was achieved at the voltage of 2.0kv/cm, the pulse duration of 60 $\mu$sec and three pulse times and the activation rate of 100% was achieved at the pulse duration of 100 and 200 $\mu$sec, the voltage of 1.5kv/cm and three pulse times. Although the higher rates of activation of oocytes were achieved at 100 and 200 $\mu$sec, none of them developed to blastocyst in vitro. The oocytes collected 18~20 hours post hCG injection showed the highest rate of activation and development to blastocyst in vitro than the oocytes collected 13~15 or 25~26 hours post hCG injection. Therefore, it can be suggested that the application of electric stimulation of 2.0kv/cm, 60 $\mu$sec and three pulse times to the oocytes collected at 18~20 hours post hCG injection would be more beneficial for the parthenogenetic activation of oocytes in rabbits.

• 한국임상수의학회지
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• 제21권2호
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• pp.168-171
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• 2004

The effects of alterations of dose of xylaznie (X) and Zoltil$\circledR$ (TZ) on canine anesthesia were examined. Experimental groups were divided into three (Group 1: X 1.1 mg/kg and TZ 10 mg/kg, Group 2: X 1.65 mg/kg and TZ 7.5 mg/kg, Group 3: X 2.2 mg/kg and TZ 5 mg/kg), and each had 5 dogs. A femoral artery was catheterized for measurement of blood pressure, and baseline value was measured. The dogs were sedated with xylazine intramuscularly, then after 10 minutes TZ were injected intravenously. Mean arterial blood pressures (MAP), duration of analgesia, mean arousal time (MAT) and mean walking time (MWT) after TZ injection were measured, and the depth of analgesia and the quality of recovery were scored. The values of MAP were recorded from the time of pre-xylazine injection to arousal. Duration of analgesia and was assessed by tail clamping test, and which were done at 10 minutes intervals after TZ injection. The decreases of MAP from 40 minutes after TZ injection were significant (p<0.05). In group 2, MAP at 20 minutes, and from 40 minutes to arousal were significantly decreased (p<0.05). In group 3, MAP were significantly decreased from 40 minutes. MAT were 62.2$\pm$9.2 minutes in group 1, 60.2$\pm$7.5 minutes in group 2, and 71.0$\pm$6.9 minutes in group 3. MAT in group 3 was significantly increased compared with group 2 (p<0.05), and the differences of MWT among each groups were not significant (p>0.05). The scores of quality of recovery were significantly lowered in group 3 compared with group 1 or group 2, which means the side effects of recovery were less occurred. Thus, it was considered that the combination X 2.2 mg/kg IM and TZ 5 mg/kg IV is more effective to surgical procedures and to prevent long and rough recovery of Zoletil anesthesia.

• 한국자동차공학회논문집
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• 제19권6호
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• pp.17-22
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• 2011

This study is to investigate the effect of the cetane number in ultra low sulfur diesel fuel on combustion characteristics and exhaust emissions at 1500 rpm and 2.6bar BMEP in low-temperature diesel combustion with 1.9L common rail direct injection diesel engine. Low-temperature diesel combustion was achieved by adopting external high EGR rate with the strategic injection control without modification of engine components. Test fuels are ultra low sulfur diesel fuel (sulfur less than 12 ppm) with two cetane numbers (CN), i.e., CN30 and CN55. For the CN30 fuel, as a start of injection (SOI) timing is retarded, the duration of an ignition delay was decreased while still longer than $20^{\circ}CA$ for all the SOI timings. In the meanwhile, the CN55 fuel showed that an ignition delay was monotonically extended as an SOI timing is retarded but much shorter than that of the CN30 fuel. The duration of combustion for both fuels was increased as an SOI timing is retarded. For the SOI timing for the minimum BSFC, the CN30 produced nearly zero PM much less than the CN55, while keeping the level of NOx and the fuel consumption similar to the CN55 fuel. However, the CN30 produced more THC and CO than the CN55 fuel, which may come from the longer ignition delay of CN30 to make fuel and air over-mixed.

• Journal of Dental Anesthesia and Pain Medicine
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• 제23권3호
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• pp.135-141
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• 2023

Background: The limited studies on the effect of buffering on the clinical efficacy of articaine have reported controversial results. The purpose of this study was to clinically compare the pain of injection, anesthetic success, onset, and duration of pulpal anesthesia of buffered 4% articaine with epinephrine 1:100000 versus a non-buffered 4% articaine with epinephrine 1:100000 formulation for buccal infiltration of the mandibular first molar. Methods: Sixty-three volunteers were enrolled in the study. All volunteers received two injections consisting of a single mandibular first molar buccal infiltration with 1.8 ml of 4% articaine with epinephrine 1:100000 and 1.8 ml of 4% articaine with epinephrine 1:100000 buffered with 8.4% sodium bicarbonate. The infiltrations were applied in two separate appointments spaced at least one week apart. After injection of the anesthetic solution at the examined site, the first molar was pulp-tested every 2 min for the next 60 min. Results: Successful pulpal anesthesia was recorded in 69.8% of cases using non-buffered articaine solution and 76.2% of cases using buffered articaine solution, with no significant difference between the formulations (P = 0.219). The mean time of anesthesia onset for the volunteers with successful anesthetic outcome in both formulations (n = 43) was 6.6 ± 1.6 min for the non-buffered articaine solution and 4.5 ± 1.6 min for the buffered solution, which differed significantly (P = 0.001). In the same volunteers, the mean duration of pulpal anesthesia was 28.4 ± 7.1 min for non-buffered articaine solution and 30.2 ± 8.5 min for buffered articaine solution, with no significant difference between the formulations (P = 0.231). Considering the pain of injection, regardless of the anesthetic success, the mean values of VAS were 11.3 ± 8.2 mm for the non-buffered articaine solution and 7.8 ±6.5 mm for the buffered articaine solution, which differed significantly (P = 0.001 < 0.05). Conclusion: According to the present study, 4% articaine with epinephrine can benefit from buffering and provide better anesthetic behavior, with improved onset and less pain during injection.

• 한국자동차공학회논문집
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• 제20권2호
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• pp.116-122
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• 2012

The purpose of this study is to investigate the overall spray behavior characteristics for various injection conditions in a gasoline direct injection(GDI) injector with multi-hole. The spray characteristics, such as the spray penetration, the spray angle, and the injection quantity, were studied through the change of the injection pressure, the ambient pressure, and the energizing duration in a high-pressure chamber with a constant volume. The n-heptane with 99.5% purity was used as the test fuel. In a constant volume chamber, the injected spray was visualized by the spray visualization system, which consisted of the high-speed camera, the metal-halide lamp, the injector control device, and the image analysis system with the image processing program. It was revealed that the injection quantity was mainly affected by the difference between the injection pressure and the ambient pressure. For low injection pressure conditions, the injection quantity was decreased by the increase of the ambient pressure, while it nearly maintained regardless of the ambient pressure at high injection pressure. According to the increase of the ambient pressure in the constant volume chamber, the spray development became slow, consequently, the spray tip penetration decreased, and the spray area increased. In additions, the circular cone area decreased, and the vortex area increased.

• 한국자동차공학회논문집
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• 제21권5호
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• pp.15-24
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• 2013

Numerical studies were conducted to investigate the internal flow field and combustion characteristics of DISI engine with methanol blended in gasoline. Dual injection was applied and the characteristics were compared to single injection strategy. The amount of the fuel injection was corresponded to air-fuel ratio of each fuel for complete combustion. The preforming model in this study, software STAR-CD was employed for both modeling and solving. The operating speed condition were at 4000 rpm/WOT (Wide open throttle) where the engine was fully warmed. The results of single injection with M28 showed that the uniformity, equivalence ratio, in-cylinder pressure and temperature increased comparing to gasoline (M0). When dual injection was applied, there was no significant change in uniformity and equivalence ratio but the in-cylinder pressure and temperature increased. When M28 fuel and single injection was applied, the CO (Carbon monoxide) and NO (Nitrogen oxides) emission inside the combustion chamber increased approximately 36%, 9% comparing with benchmarking case in cylinder prior to TWC (Three Way Catalytic converter). When dual stage injection was applied, both CO and NO emission amount increased.

• 한국자동차공학회논문집
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• 제21권6호
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• pp.155-165
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• 2013

The effect of gaseous ammonia direct injection on the engine performance and exhaust emissions in gasoline-ammonia dual fueled spark-ignition engine was investigated in this study. Results show that based on the gasoline contribution engine power increases as the ammonia injection timing and duration is advanced and increased, respectively. However, as the initial amount of gasoline is increased the maximum power output contribution from ammonia is reduced. For gasoline-ammonia, the appropriate injection timing is found to range from 320 BTDC at low loads to 370 BTDC at high loads and the peak pressures are slightly lower than that for gasoline due to the slow flame speed of ammonia, resulting in the reduction of combustion efficiency. The brake specific energy consumption (BSEC) for gasoline-ammonia has little difference compared to the BSEC for gasoline only. Ammonia direct injection causes slight reduction of $CO_2$ and CO for all presented loads but significantly increases HC due to the low combustion efficiency of ammonia. Also, ammonia direct injection results in both increased ammonia and NOx in the exhaust due to formation of fuel NOx and ammonia slip.

• 한국마린엔지니어링학회:학술대회논문집
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• 한국마린엔지니어링학회 2006년도 전기학술대회논문집
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• pp.67-68
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• 2006

This study suggests a precision flow control system that enables fluid injection of a few grams at a time in a few ms time duration. The fluid injection system suggested here consists of a high pressure fluid pump, a 3 way 3 position directional control valve, an injector and an orifice. The orifice is located between the directional control valve and the injector. By supplying current signal to the directional control valve, the prescribed small amount of fluid can be supplied to a plant through the injector. The control robustness of the suggested system against the disturbances like the pressure change in a plant and the viscosity variation of the injected fluid is secured easily by using an orifice with very small inside diameter and setting the supply pressure with comparatively high value. The control performances of the suggested system are verified by numerical simulations and experiments. The outcomes of this research could be applied to the common rail injection control of lubrication oil for large size marine diesel engines, and other industrial plants.

• 동력기계공학회지
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• 제18권5호
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• pp.156-163
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• 2014

Diesel engine is most suitable one for biodiesel fuel because the compression-ignition diesel engine has desirable fuel consumption due to higher thermal efficiency and in addition, the improvement of the fuel consumption also leads to a reduction of $CO_2$ emission and then it does not need to have spark-ignition system, which means that there is less charge on the technic and complexity. In this study, the spray behavior characteristics of the vegetable palm oil were analyzed by using a common-rail injection system of commercial diesel engine and the results were compared with those obtained for the diesel fuel. The injection pressures and blend ratios of palm oil and diesel(BD3, BD5, BD20, BD30, BD50, and BD100) were the main parameters. The experiments were conducted for different injection pressures: 500bar, 1000bar, 1500bar, and 1600bar by setting injection duration to $500{\mu}s$. Consequently, it was found that there is no significant difference in the macro characteristics of the spray behavior(spray penetration and spray angle) in response to change in the blend ratio of palm oil and diesel at a fixed injection pressure. In particular, all experiments showed the spray angle about $12^{\circ}{\sim}13^{\circ}$.

• 한국연소학회:학술대회논문집
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• 한국연소학회 2014년도 제49회 KOSCO SYMPOSIUM 초록집
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• pp.283-284
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• 2014