• Proceedings of the Korea Water Resources Association Conference
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• 2005.05b
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• pp.351-356
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• 2005

출구부 수심을 결정하는 것은 개수로 흐름을 해석하는 데 매우 중요하면서도 쉽지 않은 일이다. 출구부 수심을 결정하기 위해서는 무엇보다도 정확한 관측이 선행되어야 한다. 그러나 종종 그 형상이 복잡하고 부정확한 관측결과를 가져오는 경우도 있다. 이 때문에 본연구진은 보다 더 효과적으로 마찰계수와 출구부 수심을 결정하는 방법을 제안하고자 한다. 출구부 수심은 그 흐름 특성에 따라 상류일 경우에는 임계수심, 사류일 경우에는 등류수심과 거의 일치하며 이를 통해 출구부 수심을 양해적으로 산정하는 방법을 제안한다. 이 양해식은 관측된 '정류수심'자료를 통해 개발 및 검증되었으며, 여기서 정류수심은 하수관의 출구부에서부터 대략 관경의 0.7배 정도 떨어진 지점을 중심으로 형성되는 수심을 가리킨다.

• Journal of Korean Tunnelling and Underground Space Association
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• v.7 no.3
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• pp.259-267
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• 2005

This paper analyzed characteristic of temperature change as well as bottom of tunnel with thermometer according to tunnel length and region during one year. And it measured temperature distribution near tunnel portal. In the paper it was known that tunnel entrance and exit have different characteristic temperature distribution in accordiance with bottom of tunnel per tunnel length. Temperature of tunnel changed from tunnel exit to fifty meter and distribution of tunnel temperature was established uniform regardless of tunnel length. But temperature distribution of tunnel changed in tunnel entrance differ from tunnel exit in the location of one hundred twenty five meter and one hundred fifty meter. Cold air inflowed from tunnel entrance have influenced with the location of one hundred twenty five meter and one hundred fifty meter.

• Journal of the Korean Institute of Landscape Architecture
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• v.40 no.6
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• pp.161-172
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• 2012

The purpose of this study is to classify, evaluate and grade the existing highway tunnels to increase landscape and natural statistics keeping the structural safety about tunnel gates area and induce the ones that will be constructed in the future by drawing the improvements and restoring the techniques as an environment-friendly. To examine the types of tunnel gate area, total 54 tunnels were investigated by selecting Gyeongbu Expressway, Yeongdong Expressway, and Jungang Expressway. Tunnel entrances and exit ports were classified as a Wall-closed type and Protruding type, which is based on tunnel gate type. Vegetation Landscape types were classified as Multilayer-Same as the surrounding landscape_(MS), Multilayer-Difference of surrounding landscape_(MD), Single layer-Same as the surrounding landscape_(SS), Single layer-Difference of surrounding landscape_(SD), and a Desolate type which based on vegetation layers and environment-friendly. Potential vegetation recovery was identified based on the structural stability and revegetation potential of the tunnel. The factors include the structural stability of the slope height and slope gradient were selected. Revegetation potential was identified as a growth potential. This factor was used in the step to classify vegetation recovery potential of a tunnel. The result, which investigated the types of tunnel entrances and exit parts has found that the most typical in 33 places was a Wall closed type with 61.1% of the total ones. The case of vegetation landscape types was created but different from the ones surrounding it with 85.2% of the total ones. It is judged that the currently constructed vegetation of tunnel entrance and exit parts had put convenience on the safety and management before landscape consideration. In addition, tunnel entrance and exit parts with excellent potential for vegetation recovery were all Protruding type. In addition, it is judged that slope stability can easily obtain growth. Therefore, entrance and exist of the highway tunnels, which will be constructed in the future, should reflect location and the result of the natural and ecological survey in design by performing it in advance and their types, which minimize the damage area range, should be applied to the local characteristics suitably. In addition, the ecologically healthy tunnel construction should be done by introducing active vegetation recovery techniques based on its safety.

• Magazine of korean Tunnelling and Underground Space Association
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• v.20 no.2
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• pp.29-37
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• 2018

• Applied Chemistry for Engineering
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• v.10 no.5
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• pp.652-659
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• 1999

The trend of poisoning of reforming catalyst along with the position of anodic catalyst bed was studied. Keeping the conditions that steam to carbon ratio was 2.5, operating voltage was 0.75 V, current density was $140mA/cm^2$, the unit cell was operated during 24 hrs at a steady state. And then the cell was stopped, the catalysts packed in the position of inlet, middle and outlet were sampled individually and then the amount of carbon, Li and K poisoned were analysed. After 100 hrs operated, the catalysts at the same positions were analysed at the same manner. The result of this experiment was as followings. After 24 hrs operated, the poisoning amounts of Li and K in the catalyst were 0.27 wt% at inlet, 0.23 wt% at middle and the highest value 1.59 wt% at outlet. After 100 hrs, the amount of poisoning is the highest in the catalyst packed at the inlet of unit cell. The performance simulation of unit cell explained these trends of poisoning catalysts. The simulation told that the catalyst in the region of the inlet of unit cell treated the 90% of initial methane flow rate and the highest electrochemical reaction happened in this region. So the catalysts of this region were the most poisoned with carbon, Li and K and also the rate of poisoning is faster than that of the catalyst at other regions. The temperature at the region of outlet of unit cell was $30^{\circ}C$ higher than that of other regions, so more Li, and K vaporized than at other regions and little reforming reaction at this region made the catalysts poisoning rate low.

• Proceedings of the Korea Water Resources Association Conference
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• 2006.05a
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• pp.510-514
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• 2006

하수관은 평상시 개수로 흐름특성을 가지며, 설계강우를 초과하는 홍수사상이 발생하는 경우에만 만수되어 관로 흐름특성이 나타난다. 개수로 흐름은 Froude수에 의해 상류와 사류로 구분되며, 일반적으로 등류수로로 가정한 후 유출량 또는 수심 등 흐름 변위를 산정한다. 사류인 경우 하수관 출구부에서 등류수심이 발생한다고 가정하면 해석이 용이하지만 길이가 짧은 하수관에서 실험을 수행한 결과 등류조건을 조성하기가 용이하지 않았다. 따라서 등류수심이 발생한다는 가정 하에 개발된 기존 마찰계수 산정식의 보완이 필요하다. 완변이 부등류 해석법을 이용하여 부등류 마찰계수 산정식을 개발하고자 시도하였으며, 이를 등류 마찰계수 산정식의 결과와 비교하였다.

• Journal of the Korea institute for structural maintenance and inspection
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• v.7 no.3
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• pp.175-181
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• 2003

In this reseach, a seepage test is carried out for three kinds of soil using a upward seepage equipment. Reliability about the existing method of pipining investigation were verified making an estimate of the critical velocity, the critical hydraulic gradient, and hydraulic conductivity and so on. Also, sensitive analyses were carried out using Plaxis that is FEM Program about design factors of scour. The height of core had a big infulence on the hydraulic gradient of the embankment's lower part in the result of sensitive anaylsis. Also, second only to the height of core, and the slope of embankment, the width of crest had influence on scour. However, the change of hydraulic gradient in the effluent gateway had a little influence on the crest width of core. Using these results of sensitive analysis on designing, hydraulic gradient in the effluence gateway turned out to be reducing by altering design factors that change of sensitiveness is big, in case of the hydraulic gradient bigger than the standard hydraulic gradient.

• Proceedings of the Korea Water Resources Association Conference
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• 2007.05a
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• pp.1348-1352
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• 2007

국내에서는 만곡 하천 횡단 구조물에 의한 흐름 분석이 대부분이며, 만곡부 상 하류에 걸쳐 사교(skew bridge)의 형태로 존재하는 교량에 의한 흐름 분석이 부족한 실정이다. 따라서 불규칙 삼각망을 이용하여 유한 체적법에 기반을 둔 2차원 모형으로 FLUMEN 모형을 선정하여 만곡부 상 하류에 사교형태로 위치한 교량에 의한 흐름 특성 변화를 분석하였다. 만곡부 상 하류부에 걸쳐 교량 건설 전후의 5개 횡단면과 하천중심선을 기준으로 3개의 종단면 흐름 특성을 분석하고, 1차원 수리모형 결과와 비교하였다. 만곡 상류부에 위치한 교량 상류 수심 분포는 대략 2.7%의 상승을 나타내고 유속은 우안에서 교량 건설 전보다 증가하며, 좌안 근처에서는 감소하여 분포하였다. 또한 만곡 출구부에 위치한 교량 하류부에서는 수심의 횡단분포는 교량 건설 전후 거의 일치하지만, 유속은 교량 건설 전보다 만곡 내측 주변에서 증가하고, 최대 유속 또한 약 6.5% 증가하여 만곡 내측에서의 단위 폭당 유량 증가가 명확하게 나타났다. 만곡부에서는 교량 건설 후 유속은 $4.39{\sim}7.02%$ 감소하며, 수심은 교량 건설 전에 비해 $3.27{\sim}4.76%$ 증가하여 나타났다.

• Proceedings of the Korea Water Resources Association Conference
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• 2010.05a
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• pp.228-232
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• 2010

두 가지 어류 이동용 여수로 설계안에 대하여 유한요소법 기반의 레블�V 기법을 이용하여 흐름을 모의하고 적용성을 검토하였다. 첫 번째 설계안은 저수지에서 여수로로 직각 형태의 유입부를 가지고 있으며, 두 번째 설계안은 부드러운 곡면 형태의 유입부를 가지고 있다. 수치해석 결과를 자유수면의 위치, 압력분포 등의 특성을 중심으로 여수로 수리모형 실험 결과와 비교하였다. 그 결과, 직각 형태의 유입부를 갖는 설계안의 경우, 유입부의 응력분포의 영향으로, 평탄하지 않은 자유수면형과 압력분포를 보이는 것을 관찰할 수 있었다. 반면에 곡선형태의 유입부를 갖는 여수로의 경우에는 수면형과 압력분포에서 완만한 변화를 보이는 것이 관측되었다. 여수로 정상부에서 대기압보다 작은 부압의 분포는 두 가지 설계안 모두 비슷한 분포를 보였다. 여수로의 출구부에서는 측면부에서는 와류의 영향으로 인하여 수면의 상승을 관찰할 수 있었다. 결론으로서 곡면 유입부 형태의 여수로가 완만한 천이역을 갖고 있으며, 어류이동측면에서 유리함을 확인할 수 있었다.

• Journal of the Korean Society for Railway
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• v.16 no.6
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• pp.454-459
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• 2013

Pressure waves are generated and propagate in a tunnel when train enters tunnel high speed. A compression wave due to the entry of train head propagates along the tunnel and is reflected at tunnel exit as an expansion wave. An expansion wave due to the entry of the train tail propagates along the tunnel and is reflected at tunnel exit as a compression wave. These pressure waves are repeatedly propagated and reflected at the tunnel entrance and exit. Severe pressure changes causes ear-discomfort for passengers in the cabin and micro pressure waves around the tunnel exit. It is necessary to analyze the transient pressure phenomena in tunnels qualitatively and quantitatively, because pressure change rate is considered as one of the major design parameters for optimal tunnel cross sectional area and repeated fatigue force on car body. In this study, we developed a characteristics method based on a fixed mesh system and boundary conditions for crossing trains and analyzed this system using an X-t diagram. The results of the simulation show that offsetting of pressure waves occurs for special entry conditions of a crossing train.