The present study suggests that science fiction is a beneficial teaching resource to encourage students to develop ethical creativity. Liberal arts education is to cultivate a free and/or flexible thinker and introspect humanity and reading literary texts can help enhance ethicality as well as empathic understanding under the contexts of social acts of human relationships and interactions. Including these two features, science fiction suggests how to cope with two-faced future technology with both benefits and harm for humankind. This quality of science fiction helps students think critically but flexibly so as to make thoughtful choices considering humanity. Lowry's The Giver throws a question on the balance between technology and humanity, showing that memory and emotion are the most fundamental and essential value to be true humans. This study presents the reason why literature is beneficial to construct ethical reasoning by identifying the two key factors – memory and emotion – to understand humans and humanity. Also, the study attempts to share some ideas of how to adopt the text to help students enhance ethical/moral thinking skills, discussing the idea of humanity.

Volatile organic compounds(VOCs) are toxic carcinogenic compounds found in wastewater. VOCs require rapid removal because they are easily volatilized during wastewater treatment. Electrochemical advanced oxidation processes(EAOPs) are considered efficient for VOC removal, based on their fast and versatile anodic electrochemical oxidation of pollutants. Many studies have reported the efficiency of removal of various types of pollutants using different anodes, but few studies have examined volatilization of VOCs during EAOPs. This study examined the removal efficiency for VOCs (chloroform, benzene, trichloroethylene and toluene) by oxidization and volatilization under a static stirred, aerated condition and an EAOP to compare the volatility of each compound. The removal efficiency of the optimum anode was determined by comparing the smallest volatilization ratio and the largest oxidization ratio for four different dimensionally stable anodes(DSA): Pt/Ti, IrO2/Ti, IrO2/Ti, and IrO2-Ru-Pd/Ti. EAOP was operated under same current density (25 mA/cm2) and electrolyte concentration (0.05 M, as NaCl). The high volatility of the VOCs resulted in removal of more than 90% within 30 min under aerated conditions. For EAOP, the IrO2-Ru/Ti anode exhibited the highest VOC removal efficiency, at over 98% in 1 h, and the lowest VOC volatilization (less than 5%). Chloroform was the most recalcitrant VOC due to its high volatility and chemical stability, but it was oxidized 99.2% by IrO2-Ru/Ti, 90.2% by IrO2-Ru-Pd/Ti, 78% by IrO2/Ti, and 75.4% by Pt/Ti anodes The oxidation and volatilization ratios of the VOCs indicate that the IrO2-Ru/Ti anode has superior electrochemical properties for VOC treatment due to its rapid oxidation process and its prevention of bubbling and volatilization of VOCs.

The setting of values on door hinge mounting compensation for door assembly tolerance is a constant quality issue in vehicle production. Generally, heuristic methods are used in satisfying appropriate door gap and level difference, flushness to improve quality. However, these methods are influenced by the engineer's skills and working environment and result an increasement of development costs. In order to solve these problems, the system which suggests hinge mounting compensation value using CAE (Computer Aided Engineering) analysis is proposed in this study. A structural analysis model was constructed to predict the door gap and level difference, flushness through CAE based on CAD (Computer Aided Design) data. The deformations of 6-degrees of freedom which can occur in real vehicle doors was considered using a stiffness model which utilize an analysis model. The analysis model was verified using 3D scanning of real vehicle door hinge deformation. Then, system model which applying the structural analysis model suggested the final adjustment amount of the hinge mounting to obtain the target door gap and the level difference by inputting the measured value. The proposed system was validated using the simulation and showed a reliability in vehicle hinge mounting compensation process. This study suggests the possibility of using the CAE analysis for setting values of hinge mounting compensation in actual vehicle production.

신재생 에너지의 확대를 위한 대용량 에너지 저장장치로서 레독스 흐름전지 기술의 중요성이 부각되고 있다. 레독스 흐름전지는 양극 및 음극 전해액을 셀에 순환시켜 전해액에 용해되어 있는 활물질의 산화 및 환원 반응을 유도시키는 전지로서 전지의 효율 및 수명 확보를 위해서 양쪽 전해액을 분리시켜 주며 이온전달을 일으킬 수 있는 멤브레인의 사용이 필수적이다. 그러나 기존 레독스 흐름전지에 사용되는 멤브레인은 활물질 차단 특성, 이온 전달 특성, 물리화학적 내구성 및 가격 측면에서 부족한 특성이 많으며, 이를 개선함으로서 레독스 흐름전지의 효율, 수명 향상 및 가격저감 효과를 얻을 수 있다. 본 연구에서는 이러한 레독스 흐름전지용 멤브레인의 문제점을 정리하고, 이를 개선시키기 위한 멤브레인 소재 및 구조설계 전략에 대해 논의한다. 특히 활물질 차단과 내구성 향상 혹은 가격저감을 동시에 만족시키는 복합막 기술을 소개한다.

This study aims to provide a real-time information to the driver by effectively operating the advanced safety device attached to the freight vehicle, thereby minimizing insecure behavior of the driver such as speeding, rapid acceleration, sudden braking, And improve driving habits to prevent accidents and save energy. Advanced safety equipment is a device that warns the driver that the vehicle leaves the driving lane regardless of the intention of the driver and reduces the risk of traffic accidents by mitigating or avoiding collision by detecting a frontal collision during driving.The main contents of this report are as follows: In case of installing a warning device on a lane departing vehicle (excluding a light vehicle) and a lorry or special vehicle with a total weight exceeding 3.5 tonnes, the driver must continue to operate unless the driver releases the function.In addition, when the automatic emergency braking system is installed, the structure should be such that the braking device is operated automatically after warning the driver when the risk of collision with the running or stopped vehicle in the same direction is detected in front of the driving lane.

The objective of this study was to evaluate the effectiveness of various crack inducers to be used in the advanced reinforced concrete pavement (ARCP) by conducting yard tests. Some of cracks are induced in ARCP to reduce the stresses in steel bars and to form more uniformly spaced cracks so that the required steel bar amount can be decreased and at the same time the pavement performance can be improved. In this study, an experimental ARCP was constructed for the length of 22.4 m, width of 1.12 m, and thickness of 0.26 m. The anchor lugs were placed at both ends of ARCP to pretend continuities of the system. 8 crack inducers with a uniform spacing of 2.8 m were installed in different manners when placing concrete, so the test length of the experimental ARCP was 19.6 m. The variables of crack inducers included the shape, material, installed depth, and installing method. The basic shape of the crack inducer represented a round face and a flat opposite face with a height of 50 mm and a width of 10 mm. The slightly different shaped crack inducers were installed for inducing cracks at both ends of ARCP. The crack inducers were primarily made of glass fiber reinforced plastic (GFRP) but a crack was induced using a polyethylene sheet inducer. The installed depths of the crack inducers were 30, 40 and 70 mm to the top of the crack inducer from the pavement surface. Most crack inducers were preinstalled on the transverse steel bar locations before concrete pouring, but 2 crack inducers were installed just after concrete placement when concrete was still fresh. The temperature measurement sensors of i-Buttons and thermocouples were installed at the top, middle and bottom of slab to measure the temperature variations of slab. The displacement transducers were also installed at the crack locations to measure the crack width movements. The experimental results showed that the cracks were induced at all the locations where the crack inducers were placed. In addition to the induced cracks, just one crack was formed naturally. The crack patterns on the surface of pavement were all comparable. The crack width measurement data showed that there were slight differences in the crack width movements among the cracks but all the cracks including both the induced and naturally formed cracks moved little within a 0.1 mm range. Therefore, any type of the crack inducers employed in this study can be used to initiate cracks in ARCP.