PURPOSES : In the case of a turning maneuver at an at-grade intersection or changing the driving path, the trajectory of a vehicle with a long body, such as a large bus or an articulated bus, should be analyzed from the perspective of road design. In this study, an articulated bus was selected to analyze the off-tracking, swept path width, and lane encroach hment for vehicle turning. METHODS : In this study, four scenarios were developed for right- and U-turn situations. For the right-turn situation, cases were divided into radii of 15 m (Scenario 1) and 40 m (Scenario 2). For the U-turn situation, the cases were analyzed based on a U-turn after stopping at the stop line (Scenario 3) and without stopping at the stop line for the U-turn (Scenario 4). Each scenario was examined at 5° (Right-turn) and 10° (U-turn) angles to analyze the off-tracking, swept path width, and lane encroachment. In addition, four Global Positioning System (GPS) antennas were installed on top of the articulated bus to obtain the driving trajectory of the vehicle. GPS locational reference points were marked on the testing ground to improve positioning accuracy. RESULTS : As a result of the right-turn analysis at an intersection radius of 15 m (Scenario 1), the average off-tracking per angle was 1.04 m, the average swept path width was 3.89 m, and the lane encroachments occurred at an angle of 65° to 70°. For the right-turn analysis at an intersection radius of 40 m (Scenario 2), the average off-tracking per angle was 3.71 m, and the average swept path width was 3.31 m. Unlike the results for the 15-m radius, no lane encroachment was found. Furthermore, the averages of the off-tracking in the at-grade intersection U-turn situation were 2.65 m (Scenario 3) and 2.54 m (Scenario 4), and the average swept path width was 6.15 m. CONCLUSIONS : The required driving width when an articulated bus performs a turning maneuver at an at-grade intersection was analyzed, revealing the implications that must be considered for busway design.

When the center of stiffness and the center of mass of the structure differ under the seismic load, torsion is caused by eccentricity. In this study, an analysis model was modeled in which the positions of the core and the plane rotation axis of a 60-story torsional atypical structure with a plane rotation angle of 1 degree per floor were different. The structural behavior of the analysis model was analyzed, and the earthquake response behavior of the structure was analyzed based on the time history analysis results. As a result, as the eccentricity of the structure increased, the eccentricity response was amplified in the high-rise part, and the bending and torsional behavior responses were complex in the low-order vibration mode. As a result of the analysis, the maximum displacement and story drift ratio increased due to the torsional behavior. The maximum story shear force and the story absolute maximum acceleration showed similarities for each analysis model according to the shape of the vibration mode of the analysis model.

Demand for CFRP with new characteristics is increasing in various industrial fields, from parts materials to daily necessities, and research on this is also being actively conducted. CFRP is a material that realizes properties suitable for multiple functions that cannot be seen in a single material by physically combining two or more materials with different shapes and chemical compositions. When machining CFRP using a high-speed steel (HSS) drill or a TiAlN-coating drill with different rotation speed and feed speed, the cutting force was experimentally analyzed and the optimal tool material and cutting conditions were selected. The cutting force according to the change in rotation speed of the high-speed steel drill and the TiAlN-coating drill is compared.

Purpose: 본 연구의 목적은 본 연구의 목적은 2주간의 회전근개의 강화운동이 회전근개의 근육 두께, 견봉하 공간, 어깨 불안정성에 미치는 영향을 알아보고자 하는 것이다. Methods: 근골격계 질환이 없는 대상자 35명을 대상으로 수행하였으며, 횡격막 호흡을 하는 그룹과 횡격막 호흡을 하지 않는 그룹으로 나누었으며, 두 그룹 모두 필라테스를 수행하였다. 실험에 사용한 기기로는 Ultrasonography(US), Pulmonary function tests(FEV1 / FVC), Bioeletic Impedance Analysis, Sit and reach test를 사용하였다. 근골격계 질환이 없는 대상자 20명이 실험에 참여하였다. 근력 강화 운동은 2주 동안 주 5세트, 총 50세트 실시하였으며, 운동은 풀캔, 빈캔, 외회전 운동으로 진행하였다. 초음파를 이용하여 극상근과 극하근의 근육 두께와 견봉하 공간의 변화를 확인하였다. CSMI는 가시위근과 가시아래근의 근력을 평가하는 데 사용되었다. 정규성 검증을 실시한 후, 반복측정분산분석 (repeated measures of ANOVA)를 사용하여 운동 전, 1주후, 2주후를 비교하였다. 사후 분석을 위해 Fisher’s LSD를 실시하였다. Results: 근력의 비교에서 운동 2주 후 측정 시 내회전에서 유의한 차이가 있었다 (P <0.05). 외회전에서는 유의한 차이가 없었다 (P >0.05). 근육두께에서는 가시위근과 가시아래근의 근육 두께는 유의한 차이가 없었다 (P >0.05). 또한 봉우리밑 공간에서도 유의한 차이가 없었다 (P >0.05). Conlusion: 결론적으로, 빈캔 운동과 풀캔 운동, 측면 외회전 운동은 어깨관절 안쪽돌림의 근력 강화에 긍정적인 효과가 있었다

리그닌 분해효소의 생산은 나선형 리본이 있는 새로운 형태의 회전식 통풍관 생물 반응기(RTB)를 사용하여 느타리(Pleurotus ostreatus) No.42에 의해 실시하였다. 락게 이즈(laccase)의 최대 생산량은 배양 3일 후 약 8,200 U/ bioreactor 수준에 도달한 후 감소하였다. 반면에, 망간퍼 옥시데이즈(MnP)의 최대 생산은 6일 배양 후 약 8,400 U/bioreactor의 수준에 도달하였다. 그러나 이 발효조에서 리그닌퍼옥시데이즈(LiP)는 검출되지 않았다. 그 결과 회전식 통풍관 생물 반응기(RTB)가 리그닌 분해효소를 대규모 생산을 위해 성공적으로 생산할 수 있음을 보여주었다. 이 발효기에서 망간퍼옥시데이즈의 정제 과정은 Sepharose CL-6B, Superdex 75 prep grade 및 Mono-Q에 대한 크로마토그래피를 포함하여 정제하였다. 이 주요 효소는 sodium dodecyl sulfate-polyacrylamide 겔 전기영동(SDS-PAGE)에서 분자량 36,400, pI 3.95의 등전점(IEF)으로 각각 확인되었다. 이 발효기의 주요 효소 N-말단 서열은 정치 및 진탕배양과 같은 다른 배양조건에서 보고된 MnP3 효소와 동일하였다.

PURPOSES : This study was conducted to analyze the driving width of the vehicle body and off-track width of front-rear tires when a large vehicle or an articulated bus passes through a roundabout. METHODS : The driving width was measured using two methods considering the off-tracking tire and the size of the vehicle body. The test conditions of the roundabout were considered as follows: number of entry/exit sections (three-legs roundabout and four-legs roundabout), number of lanes (one lane and two lanes), driving speed (10 km/h, 20 km/h, and 30 km/h), driving trajectory (centerline and maneuver), and driving path (right turn, straight, left turn, and U-turn). The driving trajectories of large buses or articulated buses were analyzed using a road design simulation tool (AutoTURN Pro). RESULTS : Consequently, it was observed that the driving width calculated using the off-track width of the front and rear tires was lower than that analyzed for the vehicle body. The width was smaller in the case of driving in the one-lane roundabout than that in the two-lane roundabout. In particular, it was analyzed that the situation in which the turning path invades the lane appeared in left-turn (East → South) and U-turn (East → East) situations. The width was narrower in the case of driving in the one-lane roundabout than that in the two-lane roundabout. CONCLUSIONS : The study results are expected to be applied for designing roads when large buses or articulated buses are selected as design vehicles.

The emergency diesel generator of a nuclear power plant is a emergency AC power source that starts up within 10 seconds when a LOOP(Loss Of Off-site Power) occurs and supplies power to essential safety facilities. In this study, factors affecting start signal input time, engine rotation start time, 30% of engine rated speed, 80% of engine rated speed were studied to secure starting reliability. As a result, it was found that the section before the 30% of engine rated speed was affected by the mechanical management status from the start signal to the fuel oil linkage system. After the 30% of engine rated speed section, it was the maximum fuel supply section, and the time reduction effect through management improvement was insignificant.

The SnSe single crystal shows an outstanding figure of merit (ZT) of 2.6 at 973 K; thus, it is considered to be a promising thermoelectric material. However, the mass production of SnSe single crystals is difficult, and their mechanical properties are poor. Alternatively, we can use polycrystalline SnSe powder, which has better mechanical properties. In this study, surface modification by atomic layer deposition (ALD) is chosen to increase the ZT value of SnSe polycrystalline powder. SnSe powder is ground by a ball mill. An ALD coating process using a rotary-type reactor is adopted. ZnO thin films are grown by 100 ALD cycles using diethylzinc and H2O as precursors at 100oC. ALD is performed at rotation speeds of 30, 40, 50, and 60 rpm to examine the effects of rotation speed on the thin film characteristics. The physical and chemical properties of ALD-coated SnSe powders are characterized by scanning and tunneling electron microscopy combined with energy-dispersive spectroscopy. The results reveal that a smooth oxygenrich ZnO layer is grown on SnSe at a rotation speed of 30 rpm. This result can be applied for the uniform coating of a ZnO layer on various powder materials.

Chlorhexidine is a cationic bisbiguanide with broad antibacterial activity, and diverse activity encompassing gram-positive and gram-negative bacteria, yeasts, dermatophytes, and some lipophilic viruses. Chlorhexidine alters the permeability of the bacterial membrane. They also neutralize periodontal pathogens such as Streptococcus aureus, Porphyromonas gingivalis, and Prevotella intermedia. Porphyromonas gingivalis were cultured to isolate the Porphyromonas gingivalis outer membranes (OPG). Also, OPG were used to prepare large unilamellar liposomes with total lipids (OPGTL) extracted and prepared with the phospholipids mixture (PL). The effect of chlorhexidine digluconate on cell membrane kinetic changes was investigated using fluorescence polarization of n-(9-anthroyloxy) stearic acid with different rotational mobility depending on the probe substitution position (n) in the membrane phospholipid aliphatic chain. Chlorhexidine digluconate increased the hydrocarbon rotational mobility interior of the OPG, OPGTL and PL, but native and model membranes interfacial mobility were decreased. The sensitivity to increasing chlorhexidine digluconate effect on rotational mobility was proportional to the depth of probe position in descending order of 16-AP, 12-AS, 6-AS and 9-AS. Chlorhexidine digluconate disordering or ordering the effects on the membrane lipids may cause its bacteriostatic and bacteriocidal actions.

PURPOSES : In this study, we review the method and equations suggested in the usual guidelines to calculate the lane widening for curved sections, and proposed values of the widths and the amount of widening that reflected the driving trajectory of an articulated bus. METHODS : A simulation was used to obtain the trajectory of articulated bus, which is adequate for a Super-Bus Rapid Transit(S-BRT) service with the longest length of the design vehicle. This study was conducted by dividing the trajectory into curved and tangential sections, and the extent of widening was analyzed by changing the rotation angle by 5°. In addition, the results related to the amount of widening from the conducted analysis were applied to particular situation of right turns of an articulated bus at urban intersection. The possible conflict situations that may occur were analyzed. RESULTS : When analyzing the rotation angle at which the size of the driving width was set to be the largest for each lane center radius, the rotation angle for a lane center radius ( =15m) was 35°, the rotation angle for a lane center radius ( =20m) was 45°, the rotation angle for a lane center radius ( =25m) was 55°, and the rotation angle for a lane center radius ( =30m) was 60°. CONCLUSIONS : As the radius increases, the required driving width and the amount of widening decrease. The rotation angle that requires the largest driving width is presented. The results show that as the central radius ( ) of the lane increases, the amount of widening for each rotation angle decreases. In addition, based on the results of the analysis of the driving width for each rotation, the trajectory of an articulated bus was applied to an at-grade intersection to check the distance required for widening from the beginning point of the curve.

PURPOSES : In this study, the installation standards for micro-roundabouts at the intersection of local streets with two entering lanes of a 3.0 m lane width were developed. METHODS : The inscribed circle diameter where a design standard vehicle could turn around safely based on the lane width and speed was analyzed using AutoTURN software. A total of 864 analysis scenarios for different entering volume and left-turning ratio (10%, 20%, 30%, and 40%), intersection type (three-way and four-way), heavy vehicle ratio (0%, 5%, and 10%), and circle lane turning speed (10, 15, and 20 km/h) conditions were established and evaluated. VISSIM Micro-Simulation was used to estimate the entering volume for microroundabouts with LOS C. RESULTS : The results showed that the estimated entering volumes of the three-way and four-way micro-roundabouts with LOS C were 300~400 and 200~400 vehicle/hour/lane, respectively. CONCLUSIONS : It is demonstrated that the standard volume of entering vehicles for micro-roundabouts is approximately 200 vehicle/ hour/lane, considering the number of approach lanes, designed speed of circulating lanes, left turn ratio, and heavy vehicle ratio.

PURPOSES : The purpose of this study is to establish design criteria for right-turning lanes by analyzing the relationship between the speed and geometry of right-turning lanes in urban areas. METHODS : A right-turn vehicle with a traffic island was surveyed for 32 geometries and 4,012 vehicles. Using multiple regression, we developed a running speed prediction model based on the running speed characteristics and geometry scale. RESULTS : According to the analysis of the running speed of the right-turning channel, the 85th speed was 34.5-38.3 km/h, depending on the right-turning lane radius, and 32.4-39.0 km/h, depending on the channel width group. Based on the multi-regression, the right-turning radius and the channel width variables were statistically significant because of the influencing factors of the road speed. Two independent variables were positive (+) coefficients. CONCLUSIONS : In this study, we investigated the running speed state on the right-turning channel and the factors that influenced the running speed. In addition, the relationship between the running speed and other factors was modeled through statistical analysis, and a running speed prediction model was established. It was observed that the driving speed increased as the geometry scale increased. Based on the derived running speed model, the maximum design criteria for limiting the speed of the conductive channelized right-turning lane in urban areas were established.

In this paper, the dynamic response was analyzed by performing linear dynamic analysis using historic earthquake loads on twisted-shaped structures and fixed structure among free-form high-rise structures with atypical elevation shape following prior studies. In addition, the dynamic characteristics of the analysis models according to the plane rotation angle of the twisted structure were compared and analyzed. As a result of the analysis, as the plane rotation angle of the twisted structure increased, the interlayer deformation rate increased in the high-rise part of 50th floors or more. The story shear force and the story absolute acceleration were similar in the entire structure. In the case of the story shear force, the response of the twisted shape model was rather reduced in the middle part. As a result of analyzing the dynamic response, the vulnerable layer where the response amplification of the twisted structure occurs was found to be 31st story.

SPG (Shirasu porous glass) 원통형 막을 회전 시키는 회전 막유화를 사용하여 칼슘 알지네이트 미소 구체를 제조 할 때, 단분산 미소 구체를 제조하기 위한 회전 막유화 공정변수들의 최적 조건을 결정하였다. 회전 막유화의 공정 변수로는 막의 회전 속도, 막간 압력차, 연속상에 대한 분산상의 비율, 알지네이트 농도, 유화제의 농도, 안정제 농도, 가교제 농도 및 막의 세공 크기를 설정하고, 이들 변수로 제조된 알지네이트 미소 구체의 크기와 단분산성에 미치는 영향을 검토하였다. 이 결과 회전 막유화의 공정 변수들 중에서 막모듈의 회전 속도, 유화제의 농도, 가교제의 농도가 증가 할수록 미소 구체의 크기 가 감소하였으며, 반면에 연속상에 대한 분산상의 비율, 막간 압력차, 알지네이트 농도가 증가할수록 미소 구체의 크기가 증 가하였다. 세공 크기 3.2 μm인 SPG막을 사용한 회전 막유화에서 공정변수 조절을 통해 최종적으로 입자 크기가 4.5 μm의 단분산 알지네이트 미소 구체의 제조가 가능하였다.