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趙昌衍 公州大學校 地域開發硏究所 1995 地域開發硏究論叢 Vol.3 No.1
The purposes of this study are to itentify locational types of the KIA auto parts industry and to find out the factors which influence location decision and change. For this purposes, subcontractors of KIA automobile company have been selected as research subjects to examine patterns and processes of locational changes. The results of the study are as follows; This study has also investigated location patterns of auto part companies which suppiled KIA. The results of the analysis confirms us that location of auto part companies supplied KIA are mostly located in the Seoul metropolitan area and other location decision factors is cheap land available for plant. Locational change factors are cheap land and need of JIT.
서울시 중심지역의 인구변화와 학령인구에 대한 지리적 연구
조창연 서울대학교 지리교육과 1979 지리학과 지리교육 Vol.9 No.1
In terms of the average rate of population change, we can think of three periods which include the first period (1960-1966), the middle period (1966-1970) and the last period (1970-1975). Ia the first period, 55 Dongs (66 percent) out of 84, saw a decrease. In the middle period, there was a population decrease in 48 Dongs (84 percent) out of 58. In the last period, 33 Dongs (90 percent) out of 37, had a population decrease. In the last period, the population in the central part of the city decreased slightly and showed very little increase in comparison with the first and middle period. In the middle and last period, the population was significiently decentralized. In this area of study, we find high correlation between the residential and the school-age population. In the first period, due to the entrance examination for middle school, the school-age population was highly concentrated in the central area such as Chung-Woon Dong, Ka-Hae Dong and Hae-Hwa Dong in Chung-Ro Ku, Jang-Choong Dong and Pil-Dong in Joong Ku and Choong Jung Ro in Su-Dae-Moon Ku. This was because the famous primary and middle schools were located in these areas. However, in the last period, the school-age population, aged from five to nineteen, decreased together with the decentralization of the residential population. Along with this tendency, many primary schools lost actual and potential school-age students. The introduction of the middle school entrance policy in 1969 also strongly affected the concentration pattern of school-age students away from the centrally located old and prestigous primary schools. At the same time, the implementation of the primary school district system has brought about the closing of many schools in order to adjust to school attendance needs in their school districts. The primary and middle school-age population has declined, But there was little difference between the periods noted. The rate of change is much higher for the primary school-age population than in the middle. And the school-age population of primary schools changes more regularly in the crowded primary school area than in the middle and high school area. We find that the distribution patterns of the high school-age population and the general population are not equal. Through the population distribution of the high school aged, we can see that some of the school-age population seems to relate to employment in the central city. The school-age population is mostly high in the central part of the city. We find two typical aspects of this school-age population. The correlation between the spatial distribution of the general population and the school-age population was somewhat different in the different ages and periods. There was much difference between the middle period (1966-1970) and the last period (1970-1975). There existed a high correlation (r=0.83) between the change of the school-age population and the change of the population as a whole in the middle period. A low correlation (r=0.50) appeared in the last period. This means that in the last period, decentralization of the population from the central part of the city did not much influence the school-age population. This also means that population composition is affected by the characterestics of age structure in the central part of the city. So we need to study more about the age structure of the population which forms the central part of the city in the future.
조창연,신홍규,박동영,홍남표,김병희 한국공작기계학회 2006 한국공작기계학회 추계학술대회논문집 Vol.2006 No.-
The Injection molding process has a high accuracy, good reproducibility in high numbers and at lows cost. However, it has been known that it is hard to understand the size limitation and requirement for a very highly pressure and various parameters. In order to overcome these problems, we developed an injection molding system for production of micro-LGP(Light Guide Plate) and carried out various experiments with respect to injection pressure, molding temperature, back pressure, and molding time etc. And also, in order to overcome molding defects such as flow marks, non-fill, and sticking etc., the peltier elements for stable control of molding temperature was used. Through various experiments and analyses, the performance and validity of our injection molding system confirmed. Finally, we compared results and parameters of an injection molding system with those of a hot embossing system. Consequently, we proved that, compared with a hot embossing process, an injection molding process will likely have a better performance, cost-effectiveness and yield.
自動車 部品工業의 空間的 特性 : 現代, 大宇, 起亞自動車의 部品業體를 中心으로
趙昌衍 公州大學校 地域開發硏究所 1996 地域開發硏究論叢 Vol.4 No.1
The purpose of this study is to identify spatial characteristics of the auto parts industry. The results of this study are as follows. 1. The distribution of the auto parts plant was deeply related to the location of assembly plant. 2. Subcontractors of Hyundai automobile company were mostly concentrated on the south-east region and those of Daewoo and Kia on the Seoul metropolitan area. 3. According to the distribution by the cummulative percentage of distance, 69% of auto parts companies supplying Hyundai are located within 150km from the Hyundai assembly company, however, 69.2% and 80.6% of auto parts companies supplying Daewoo and Kia, respectively, are located within 50km from each own assembly company.