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이종해(Lee, Jong Hae),안영민(Ahn, Young Min),강창모(Kang, Chang Mo),김선민(Kim, Sun Min) 한국자동차공학회 2011 한국자동차공학회 부문종합 학술대회 Vol.2011 No.5
To enhance exterior unique & sporty feel’g, K5 door frame molding would become wider toward the end. Furthermore variable width is applied to the moving glass area. There’s no car with such a design applied to sash frame type door, which used to have typically constant cross-section shape. We accomplished that by changing method of door frame molding and by applying open’g w/strip molding which is made by injection and its function is to increasing height to compensate the w/strip position. Open’g w/strip molding shape is designed after logical procedure, containing definition of mandatory requirement, finding contradiction. TRIZ concept is applied for that.
이종순(Jong-Soon Lee),김기남(Gi-Nam Kim),서주원(Ju-Won Seo),김모세(Mo-Seh Kim),박건영(Kun-Young Park) 한국철도학회 2013 한국철도학회 학술발표대회논문집 Vol.2013 No.11
200m 이상의 장대교량은 정적 풍하중 뿐만 아니라 동적 내풍안정성을 동시에 만족하여야 한다. 특히 열차가 주행하는 교량의 안정성은 풍하중의 동적 효과 뿐만 아니라 열차에 의한 풍하중 효과를 고려하여야 한다. 본 연구에서는 장경간 도로/철도 병용교량에서 내풍안정 보강형 단면을 설계함에 있어서 열차의 존재 유무에 따른 공기력 계수의 변화를 검토하였다. 본 연구 검토 결과, 열차를 고려할 경우 정적 공기력은 고려하지 않을 경우 대비 약 60%가 증가하였고, Flap 또는 Fairing의 형상에 따른 와류진동에 미치는 영향은 Flap의 경우가 더 안정적인 것으로 분석되었다. 따라서, 철도교량에서는 차량-교량 상호작용에 의한 동적영향 뿐만 아니라 열차주행안정성을 위해 교량 단면의 와류진동 최소화가 필요할 것으로 판단된다. More than 200m span bridge as well as the static wind load shall meet the dynamic aerodynamic stability at the same time. In particular, the stability of the bridge driving the train dynamic effects of wind loads due to wind load effects, as well as trains to be taken into account. In this study, long-span road/rail bridge in combination with aerodynamic stability in designing reinforced cross-section due to the presence of the train changes in aerodynamic coefficients were investigated. Review the results of this study, considering the train if you do not consider the static aerodynamic contrast increased by about 60%, Flap Fairing on the shape of the vortex vibration or impact to be more stable in the case of the Flap was analyzed. Thus, the railway bridge vehicle-bridge interaction as well as dynamic effects caused by the trains operation stability of the bridge cross-section is considered to be necessary to minimize parasitic vibrations.
김모세(Mo Seh Kim),이종순(Jong Soon Lee),서주원(Ju Won Seo),김영남(Young Nam Kim) 한국철도학회 2013 한국철도학회 학술발표대회논문집 Vol.2013 No.5
교량이 장경간화 되고 고교각의 사용이 늘어남에 따라 교각의 단면이 커지고 비용이 증가하게 되어 더 효율적인 교각의 필요성이 커지고 있다. 중공단면 교각은 물량 절감, 자중 감소, 수화열 감소 등의 장점에도 불구하고 내진상세의 미비로 소성설계를 적용할 수 없어 특히 철도교 분야에서 적용되지 못하고 있었다. 그러나 최근 중공단면 교각의 내진상세 기준을 마련하기 위한 연구가 진행되고 있어 향후 적용 가능성이 열릴 전망이다. 본 연구에서는 철도교에 중공단면을 적용함에 따른 경제성을 검토하기 위하여 공사비를 산정하고 분석하였다. 고속철도 교량 중 소성설계가 적용된 중실단면 교각을 선정하여 중공단면으로 대체되었을 때와 기둥부 공사비를 비교하였다. 또한 교각의 높이, 직경 등을 변수로 하여 이에 따른 중공단면 교각의 물량 및 공사비의 증감을 분석하였다. As the long span and tall pier are applied frequently, an efficient pier section is required to reduce the sectional area and construction cost of a pier. Though a hollow section has the advantage of decreasing quantity, self-weight and hydration heat of a reinforced concrete pier, the absence of seismic details for plastic design obstructs the application of a hollow section especially in railway bridges. However, researches are ongoing to provide seismic details to design standards, so the use of a hollow section will be increased. In this study, construction cost of piers has been calculated to evaluate the benefit of a hollow pier. A solid pier of a high speed railway bridge has been selected and the construction cost of its pier shaft has been compared with the construction cost of a hollow pier which can replace the solid one. The change of material quantity and construction cost of hollow piers also has been investigated as the height and the diameter of piers vary.
김영준(Young Jun Kim),이종연(Jong Yeon Lee),구준모(June mo Koo),강용태(Yong Tae Kang) 대한설비공학회 2010 설비공학 논문집 Vol.22 No.4
The objectives of this study are to analyze the possibility of the landfill gas recycling for the middle and small scale landfills where the recycling facilities are not installed in Korea. It was found that the power generation plants by landfill gas were installed in domestic 15 landfills and the gas engine generation was adopted in 14 places. As the result of economic analysis, the landfill gas recycling is found to be available in 12 places and CERs of 153,693 tCO2e can be secured per year. Through the reduction of the air pollutants and VOCs, the social benefits of 730 million won accrue per year. Also, the power production of 18.8 GWh will substitute the crude oil imports of 4,048 TOE and the revenue of 2.49 billion won is expected to power trading. It is also found that the power generation plants by landfill gas will give the social benefits such as the reduction of the environmental problems and the substitution effect of crude oil imports.