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조성음악 안에서의 Schoenberg의 대위법적인 기법 연구
한만섭,이진우 全南大學校 藝術硏究所 1995 藝術論集 Vol.1 No.-
Counterpoint is a traditional art, and Schoenberg, as a practitioner of this art, evolved out of tridition and maintained an essentially traditional outlook, as revealed in his many statements and in his works, which show the influence of Brahms, Wagner, and Mahler. His early works also reveal him as an essentially countrapuntal composer. Bach had the primary influence upon his contrapuntal idiom; from Wagner he acquired the concept of motivic and thematic combination, and from both Wagner and Mahler a linear concept fundamentally. Schoenberg represented the culmination of a ployphonic and contrapuntal reactivation which began with Wagner, and which coincided with a breakdown of traditional harmony. The decrease in the power of harmony premitted preater freedom and boldness in the linear, con-trapuntal sphere.
韓萬燮 서울대학교 1963 서울대학교 論文集 Vol.13 No.-
A complete description of the Subsonic Wind Tunnel of Seoul National University, which was dedicated in September, 1961, was presented in this report. Included also are calibration test results and characteristic test data. The tunnel is of a horizontal, closed-circuit type with power supplied by a 1200 RPM constant speed, variable pitch propeller (6ft in diameter) driven by a 75 HP induction motor, and one of U.S. Aerolab Development Company Series 87 wind tunnels. The test section of 38" x 54" is 8 feet long. The contraction ratio is 6.16. An air velocity is controlled rapidly and precisely by varying the pitch of the propeller. For model force measurements an Aerolab mechanical beam balance is provided. This balance measures six component data, three components at a time. Recently, the tunnel is equipped with two 18 mesh damping screens to reduce turbulence ad to obtain better flow quality. The tunnel has been calibrated and surveys have shown that the maximum speed is 184 mph, the maximum variation of velocity over the test section is within ±0.8% of mean without damping screens and ±0.18% with damping screens and these values decrease as air velocity increases. The angularity of the flow over the section is within ±0.2˚ except corners. Without the damping screens, its peak value is ±0.8˚, and with damping screens ±0.6˚ in yaw direction. The tunnel energy ratio of kinetic energy of the air flow per second to the energy input to the propeller per second is 5.8 without damping screens and 4.9 with damping screens based on the air velocity of 160 mph. These value decrease as the velocity decreases. The turbulence factor was determine by a "turbulence sphere" method. The critical Reynolds numbers for three spheres (5, 4, and 2.9 inche in diameter ) were surveyed by a strain guage sting balance. The results show that turbulence factors range between 1.25 and 1.4 without damping screens and 1.12 ∼ 1.25 with the screens as air velocity varies. However, these factors have to be checked with other turbulence aurvey methods.
한만섭,오흥운 한국도로학회 2012 한국도로학회논문집 Vol.14 No.4
PURPOSES: Traffic situation of Seoul City is different each administrative district. because each administrative district population, average travel speed, etc are different. thus, regionally differentiated policy is necessary. METHODS: In this study, first, it is to implement the cluster analysis using the traffic factor of twenty-five administrative districts in Seoul,categorize it into the cluster and understand the properties. second, related factors of speed were derived. and method to increase the speed was investigated. we choose the eleven traffic factors such as the number of traffic accident cases, total length, speed, the number of cross section,the number of cross section per km, the rate of roads, registered cars, population attending office and school, population density, area. RESULTS : In the results, first, we could categorize the Seoul-City administrative district into three clusters. in order to find Factors associated with speed a simple regression analysis was performed. and the number of intersections per km is closely related to the speed. CONCLUSIONS: Through this study, transportation policies reflecting local traffic-related characteristics are required. PURPOSES: Traffic situation of Seoul City is different each administrative district. because each administrative district population, average travel speed, etc are different. thus, regionally differentiated policy is necessary. METHODS: In this study, first, it is to implement the cluster analysis using the traffic factor of twenty-five administrative districts in Seoul,categorize it into the cluster and understand the properties. second, related factors of speed were derived. and method to increase the speed was investigated. we choose the eleven traffic factors such as the number of traffic accident cases, total length, speed, the number of cross section,the number of cross section per km, the rate of roads, registered cars, population attending office and school, population density, area. RESULTS : In the results, first, we could categorize the Seoul-City administrative district into three clusters. in order to find Factors associated with speed a simple regression analysis was performed. and the number of intersections per km is closely related to the speed. CONCLUSIONS: Through this study, transportation policies reflecting local traffic-related characteristics are required.