• Journal of Chest Surgery
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• v.27 no.3
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• pp.187-190
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• 1994

Between March, 1989, and August, 1993, 10 patients underwent aortocoronary bypass surgery concomittant with cardiac valve replacement. They were 6 men and 4 women, the age ranging from 47 to 64. 7 patients underwent single valve replacement and 2 patients underwent double valve replacement, Another one patient underwent only CABG one year after valve replacement and he had no evidence of prosthetic valve failure. Total number of graft vessels were.15,14 were saphenous venous grafts and 1 was internal mammary artery graft. Dyspnea on exertion was frequent symptom and was found in all patients. 8 patients presented stable angina, only 1 patient presented postinfarct angina and another 1 patient presented no angina symptom. The graft was placed prior to valve replacement and periods of myocardial ischemia were kept at a minimum by maintaining coronary perfusion throughout operation. Postoperative course was uneventful and there was no hospital mortality, as was supported by many reports, it is our opinion that simultaneous valve replacement and aortotomy bypass graft does not increase the risk of cardiac valve replacement substantially.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.41 no.2
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• pp.85-90
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• 2013

A numerical analysis for the internal flow was carried out in order to analyze the leakage flow characteristics inside the damped bypass valve. This research has found that the valve characteristics became stable at above a specific temperature. Very small amount of leakage flow was occurred. But there was no effect in temperature. The more temperature fell, the more maximum pressure rate was increased.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.27 no.10
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• pp.1427-1434
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• 2003

Turbo- or Super-charging has been used to boost engine power for Gasoline- and Diesel Engine since beginning of 20th century. So far turbo-charger has enjoyed a high reputation in the charging field for its technical advantages such as no demand of operation power from engine and an excellent charging effect in a static operation at mid- and high engine speed. A mechanically driven super-charger, however, is now popular due to the high engine power at quick change of the driving mode - high engine torque even at low engine speed. Since super-charger needs operation power from engine, it is difficult to improve its relatively higher fuel consumption than that of turbo-charger. This negative point is still an obstacle to the wide use of supercharger. Super-charger using screw-type compressor will fulfill the purpose to reduce fuel consumption by minimizing operation power owing to no charge at idling or part load driving condition. This study aims to develop power control concept to achieve the minimization of operation power. A screw type super-charger was modified in design partially and installed with an internal bypass valve and a bypass tube to control charging pressure at part load. The various control concepts show a possibility to reduce operation power of super-charger.

• Transactions of the Korean Society of Automotive Engineers
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• v.11 no.6
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• pp.21-29
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• 2003

Boosting of engine power by using Turbo- or Super-charger is a solution to comply with $CO_2$-regulation in Europe. Turbo-charger is now playing a major role in the field of charging system thank to its technical advantages such as no demand of operation power from engine. A mechanically driven Super-charger, however, is now popular due to quick speed response to change of the driving mode-high engine torque even at low engine speed. Since Super-charger needs operation power from engine, it is difficult to improve its relatively higher fuel consumption than that of Turbo-charger. This negative point is still an obstacle to the wide use of Super-charger. This study aims to develop power control concept to achieve the minimization of operation power when it is not necessary to charge at idling or part load driving condition. A screw type Super-charger was modified in design partially and adapted an internal bypass valve and a bypass tube to control charging pressure at part load. The various control concepts show a possibility to reduce operation power of Super-charger and result in improvement of fuel consumption.

• Journal of Chest Surgery
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• v.56 no.3
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• pp.197-203
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• 2023

Background: The survival benefit of coronary artery bypass grafting (CABG) using the bilateral internal thoracic arteries (BITA) is well known; however, the role of BITA in concomitant aortic valve replacement (AVR) and CABG has not been studied. Methods: We retrospectively reviewed patients who underwent concomitant AVR and CABG. Cases not using an internal thoracic artery and less than 2 bypass grafts were excluded. We enrolled 114 patients in this study. The mean follow-up duration was 61.5±43.5 months. Results: Forty patients (35.1%) underwent CABG with a single internal thoracic artery (SITA) and 74 patients (64.9%) underwent CABG with BITA. The preoperative clinical characteristics were not significantly different between the 2 groups, with the exception of a higher prevalence of atrial fibrillation in the SITA group. Postoperative mortality and morbidity were not significantly higher in the BITA group than in the SITA group. In the univariable analysis, the survival of the BITA group was similar to that of the SITA group (p=0.157). Multivariable analysis showed that only mean age was a predictor of death (p=0.042), but using BITA was not an independent predictor (p=0.094). In low-risk patients whose preoperative ejection fraction was >45%, the survival of the BITA group was significantly better than that of the SITA group (p=0.043). Conclusion: BITA use in concomitant AVR and CABG showed no difference in mortality compared to using SITA. Although its impact on long-term survival was inconclusive, BITA use can be considered for low-risk patients.

• Journal of Chest Surgery
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• v.52 no.2
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• pp.109-111
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• 2019

We report the case of a female patient who underwent late reoperation following endocarditis surgery. The patient first underwent surgery at 22 years of age for endocarditis with aortic and tricuspid insufficiency. She underwent aortic root replacement with a homograft and tricuspid valve replacement with a tissue valve. Coronary artery bypass using the internal thoracic artery and ligation of the left main coronary artery were performed. Ten years later, failure of the homograft and the tricuspid valve developed. In the second operation, the patient underwent a successful Bentall operation and tricuspid valve replacement with a mechanical valve under deep hypothermia and retrograde cold cardioplegia without drainage.

• Journal of Chest Surgery
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• v.46 no.6
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• pp.457-460
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• 2013

Dynamic left ventricular (LV) outflow tract obstruction is a characteristic feature of hypertrophic cardiomyopathy; however, it can also occur in association with hyperdynamic LV contraction and/or changes in the cardiac loading condition, even in a structurally normal or near-normal heart. Here, we report a case of anemia-induced systolic anterior motion of the mitral valve and the resultant intraventricular obstruction in a patient who underwent coronary artery bypass grafting and suffered from anemia associated with recurrent gastrointestinal bleeding.

• Journal of Chest Surgery
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• v.26 no.12
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• pp.926-933
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• 1993

We experienced 20 patients with Takayasu`s disease who required 22 surgical procedures for critical arterial stenoses, aneurym of descending thoracic aorta, and aortic regurgitation from 1986 to 1993.Five patients had type I arteritis, seven patients had type II , seven patients had type III, and one patients had type IV.15 patients were female and 5 patients were male.Patients` ages ranged from 17 to 47 years and mean age was 29.1 years. The surgical procedures were as follows;autotransplantations of kidney[3], aortic valve replacements[2], ascending aorta-bilateral internal carotid artery bypasses[2], unilateral renal artery bypasses[2], bilateral renal artery bypasses[3], replacement of descending thoracic aorta[1], ascending aorta-abdominal aorta bypass[1], ascending aorta-right internal carotid artery bypass[1], ascending aorta-right internal carotid artery and left subclavian artery bypass[1], left common carotid artery-left-subclavian artery bypass[1], pulmonary artery angioplasty[1], left femoro-bilateral axillary bypass[1] and others[2]. There was no hospital death.Mean duration of follow-up was 42.7 months[ranged from 3 to 96 months].There was one late death and late mortality rate is 5.9%.Two patients was underwent second vascular procedures, one after 5 years and the other after 5 months.The other patients have done well after surgery.

• Journal of Mechanical Science and Technology
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• v.19 no.12
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• pp.2321-2329
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• 2005

One means of fulfilling $CO_2$ emission legislation is to downsize engines by boosting their power using turbochargers or mechanical superchargers. This reduces fuel consumption by decreasing the engine displacement. When a turbocharger, which is preferable to a mechanical supercharger in terms of fuel efficiency, is used, there is insufficient availability of exhaust gas energy at low engine speeds, resulting in an unfavorable engine response. Therefore, mechanically driven superchargers have increased in popularity due to their quick response to changing speeds in the transient phase. However, since a mechanical supercharger obtains its driving power from the engine, it is difficult to decrease its fuel consumption. This remains a large negative factor for superchargers, despite their excellent dynamic performance. This study aims to develop a power control concept to improve the fuel economy of a mechanical screw supercharger, which could then be used for engine downsizing.

• Journal of ILASS-Korea
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• v.25 no.1
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• pp.1-7
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• 2020

In the common rail fuel injection system, which is the core of diesel high efficiency and NO_X reduction, injection strategies such as high pressure injection of fuel, accurate injection rate control, and multistage injection are important to increase fuel atomization. In this study, the bypass type piezo injector for the electronic control based common rail injection system applied to diesel fuel vehicle was studied. In particular, the injection rate and internal fuel flow characteristics of the high-pressure injector according to the piezo stacking number and applied voltage were analyzed by theoretical numerical method. When the applied voltage changes, it is determined that additional fuel flow through the bypass compensates for the reduced valve driving force due to the change in the driving voltage.