• 한국응용과학기술학회지
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• 제14권1호
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• pp.77-87
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• 1997

PFO(pyrolized fuel oil) and $C_{10}^{+}$ oil, which are the residual heavy oils form a NCC(naphtha cracking center), were heat-treated to produce the precursor-pitch for carbon materials. After PFO was initially distilled near $300^{\circ}C$ to separate the volatile matters recovering as high-quality fuel oil, the residuum of nonvolatile precursor-pitch was then thermally pyrolized in the temperature ranges from $350^{\circ}C$ to $450^{\circ}C$. Spinnable isotropic pitch with the softening point of $200^{\circ}C$ and the toluene insolubles of 36wt% was obtained at $365^{\circ}C$, and then was successfully spun through a spinneret(0.5mm diameter). After spinning, an isotropic carbon fiber of $25{\mu}m$ diameter was obtained via oxidation and craboniation procedures. Mesophase spherules began to be observed from the product pitch pyrolized at $400^{\circ}C$, and bulk mesophase with a flow texture was observed above $420^{\circ}C$. In the case of $C_{10}^{+}$ was the feed was polymerized in the presence $H_2SO_4$ at room temperature to increase the molecular weight and then heat-treated gradually up to $200{\sim}250^{\circ}C$. The products obtained with the softening point of $80{\sim}190^{\circ}C$ were carbonized at 500 and $1000^{\circ}C$ to examine the morphology.

• 대한환경공학회지
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• 제35권12호
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• pp.929-936
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• 2013

DAF (Dissolved air flotation) 공정에서 공기포화장치(Saturator)와 미세기포 발생노즐은 미세기포 형성에 중요한 영향을 미치는 장치이다. 미세기포 발생 효율을 증가시키기 위해서는 공기포화장치 용기 안에서 기-액 접촉 효율을 증가시키고, 미세기포 발생노즐까지 이송 배관 내 압력을 일정하게 유지해 주어야 한다. 본 연구에서는 공기포화장치 내 순환수 유입 분사노즐과 포화수 이송 배관, 미세기포 발생노즐에 의한 미세기포 발생에 미치는 영향을 공기체적법과 기포 크기, 기포의 잔류시간 측정을 통해 비교해 보았다. 순환수 유입 분사노즐을 설치하고, 포화수의 이송 배관 내 압력손실이 발생하지 않는 구조, 미세기포 발생노즐의 통과유속을 증가시킬 경우 미세기포 발생 성능이 증가하였다.

• 한국화재소방학회논문지
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• 제25권4호
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• pp.89-93
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• 2011

(초)고층건축물에서 승강로가 연기 확산의 주요 통로였기 때문에 승강기를 통해 피난하는 것은 권장되지 않았다. 하지만 북미에서는 승강로를 연기로부터 방호하기 위해, 승강로를 가압하는 방식을 사용하여 왔다. 이번 시험은 실제로 승강로 급기가압 방식을 이용해서 연기 전파를 차단할 수 있는지와 피난수단으로 승강기를 사용할 수 있는지를 검증하기 위해 고층 아파트에서 실시되었다. 시험 결과 승강로가압은 공기의 이동에 의한 마찰손실이 작았기 때문에 150 CMM의 풍량에서 승강장과 세대 사이에 50 Pa의 차압을 전층에 고르게 형성시켰다. 또한 1개층 세대 문과 승강기 문이 동시에 개방되었을 때, 180 CMM의 풍량으로 연기의 역류를 차단할 수 있는 방연풍속을 형성하였다. 그리고 승강로가압은 모든 문이 닫힌 상태에서 차압유지에 필요한 풍량과 1개층이 개방되었을 때 방연풍속을 유지하는데 필요한 풍량의 차가 작아서 과압의 우려가 낮을 것으로 예상되었다. 따라서 이번 시험을 통해 고층아파트의 화재 시에 승강로가압을 적용하면 일반인과 피난약자의 피난수단으로 승강기를 사용할 수 있음을 확인하였다.

• 한국토양비료학회지
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• 제46권4호
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• pp.260-269
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• 2013

Two single-crystals of fully dehydrated, partially $Li^+$-exchanged zeolites X (Si/Al = 1.09, crystal 1) and Y (Si/Al = 1.56, crystal 2), were prepared by flow method using 0.1 M $LiNO_3$ at 393 K for 48 h, respectively, followed by vacuum dehydration at 673 K and $1{\times}10^{-6}$ Torr. Their structures were determined by single-crystal X-ray diffraction techniques in the cubic space group $Fd\bar{3}$ and $Fd\bar{3}m$ at 100(1) K for crystals 1 and 2, respectively. They were refined to the final error indices $R_1/wR_2$ = 0.065/0.211 and 0.043/0.169 for crystals 1 and 2, respectively. In crystal 1, about 53 $Li^+$ ions per unit cell are found at three distinct positions; 9 at site I', 19 at another site I', and the remaining 25 at site II. The residual 25 $Na^+$ ions occupy three equipoints; 2 are at site I, 7 at site II, and 16 at site III'. In crystal 2, about 31 $Li^+$ ions per unit cell occupy sites I' and II with occupancies at 22 and 9, respectively; 3, 4, 23, and 3 $Na^+$ ions are found at sites I, I', II, and III', respectively. The extent of $Li^+$ ion exchange into zeolite X (crystal 1) is higher than that of zeolite Y (crystal 2), ca. 73% and 56% in crystals 1 and 2, respectively.

• 한국물환경학회지
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• 제23권1호
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• pp.27-32
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• 2007

This study focused on estimating the feasibility of a strong basic anion exchanger (PA312OH) as a sorbent for the removal of residual reactive dye and saving chemicals and water. Cellulose reactive dye C.I.RB49 was tested because reactive dye is the largest single group of dyes and that dye needs larger amount of inorganic salts as dyeing agent but nearly 50% of reactive dyes may be lost to the effluent. The adsorption characteristics of PA312OH for C.I.RB49 were as follows. Ion-selectivity among the dye and inorganic salts was Dye > ${SO_4}^{2-}$ > ${CO_3}^{2-}$ > $Cl^-$. C.I.RB49 was exchanged more than 3 times ${SO_4}^{2-}$ and ${CO_3}^{2-}$ and $Cl^-$ was not exchanged absolutely. The exchanging velocity was increased exponentially with increasing temperature. This result is positive effect on treating the high temperature dyeing process wastewater. The exchanged dye percents to initial were 96.8% and 99% at flow rate 20.5 mL/min. and 3.7 mL/min.. The exchanging capacity of PA312OH for C.I.RB49 was 215.2 mg/g at conc.=369.2 mg/L, Temp.=$25^{\circ}C$. 74% inorganic salts were recrystallized from real dark reactive color dyeing wastewater treated with PA312OH.

• 한국자동차공학회논문집
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• 제20권2호
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• pp.21-29
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• 2012

A dual loop waste heat recovery system with Rankine steam cycles for the improvement of fuel efficiency of gasoline vehicles has been investigated. A high temperature loop (HT loop) only recovers the heat of the exhaust gas. A low temperature loop (LT loop) recovers the residual heat from the HT loop, the coolant heat and the remaining exhaust gas heat. The two separate loops are coupled with a heat exchanger. This paper has dealt with a layout of the dual loop system, the review of the working fluids, and the design of the cycle. The design point and the target heat recovery of the HT boiler, a core part of a HT loop, have been presented. The prototype of the HT boiler was evaluated by experiment. For the performance evaluation of the HT boiler, inlet temperature of the HT boiler working fluid was set equal to the temperature degree of sub-cool of $5^{\circ}C$ at the condensing pressure. The exit condition was the degree of super-heat set at $5^{\circ}C$. The characteristics of the HT boiler such as heat recovery and pressure drops of fluids were evaluated with varying flow rates and inlet temperatures of exhaust gas under various evaporating pressure conditions.

• 한국지반환경공학회 논문집
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• 제15권3호
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• pp.5-13
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• 2014

본 논문에서는 준설토를 활용한 경량혼합토(LWFS)의 연약지반개량 적용성에 대해 검토한 내용을 다루었다. 현재까지 제시된 경량혼합토의 공학적 특성에 관한 연구결과를 종합 분석하여 경량혼합토의 물성을 정리하였으며, 그 결과를 토대로 임의의 현장조건을 가정하여 경량혼합토공법과 SCP 공법 및 DCM 공법 적용 시에 대한 3차원 수치해석을 수행하였다. 연약지반개량공법 비교해석 결과, 경량혼합토 공법을 적용하는 경우 SCP 공법을 적용하는 수준 이상의 침하관리가 가능하며, 경량혼합토의 목표성능에 따라 침하발생 수준을 조절할 수 있는 것으로 검토되었다. 또한 DCM 공법과 비교 시 경량혼합토 재료의 경량성으로 과잉간극수압 발생량이 현저히 작아져 잔류침하를 최소화할 수 있는 것으로 검토되었다.

• 대한조선학회논문집
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• 제53권5호
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• pp.400-409
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• 2016

In recent, shipping companies have made an enormous effort to improve the operation of vessel in various approaches, due to recession of shipping market and increasing competition among shipping companies. One of important parameters for improving the efficiency of vessel is the resistance performance that consist of friction and residual resistance. Especially, it is recognized that the friction resistance tends to be affected by conditions of vessel’s surface and occupies approximately 70~90% of the total resistance for slow speed ships. In general, the surface of vessel is covered with various type of paint to reduce fouling and corrosion. As time goes by, however, it is so hull roughness would be increased by fouling over the wetted surface that anti-fouling paints, such as CDP(Controlled Depletion Paint), Tin-Free SPC(Self Polishing Co-polymer) or Foul Release, are applied evenly on the hull surface. Nevertheless, these anti-fouling paints could not prevent fouling absolutely. A fundamental study on evaluating ship resistance performance variation due to hull roughness has been performed using a commercial software, Star-CCM+, which solves the continuity and Navier-Stokes equations for incompressible and viscous flow. The results of present simulation for plate are compared with some experimental data available and the effect of surface roughness to ship resistance performance is discussed.

• International Journal of Naval Architecture and Ocean Engineering
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• 제7권1호
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• pp.100-114
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• 2015

This paper deploys optimization techniques to obtain the optimum hull form of KSUEZMAX at the conditions of full-load draft and design speed. The processes have been carried out using a RaPID-HOP program. The bow and the stern hull-forms are optimized separately without altering neither, and the resulting versions of the two are then combined. Objective functions are the minimum values of wave-making and viscous pressure resistance coefficients for the bow and stern. Parametric modification functions for the bow hull-form variation are SAC shape, section shape (U-V type, DLWL type), bulb shape (bulb height and size); and those for the stern are SAC and section shape (U-V type, DLWL type). WAVIS version 1.3 code is used for the potential and the viscous-flow solver. Prior to the optimization, a parametric study has been conducted to observe the effects of design parameters on the objective functions. SQP has been applied for the optimization algorithm. The model tests have been conducted at a towing tank to evaluate the resistance performance of the optimized hull-form. It has been noted that the optimized hull-form brings 2.4% and 6.8% reduction in total and residual resistance coefficients compared to those of the original hull-form. The propulsive efficiency increases by 2.0% and the delivered power is reduced 3.7%, whereas the propeller rotating speed increases slightly by 0.41 rpm.

• 지적과 국토정보
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• 제45권1호
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• pp.207-224
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• 2015

본 연구의 목적은 부동산평가에 있어 소득접근법에 속하는 무형자산의 평가기법을 고찰하는 데 있다. 소득접근법에 의한 무형자산의 가치는 장래 기대되는 경제적 편익을 현재가치로 환원한 값이다. 관계법령의 무형자산의 평가기준으로는 감정평가에 관한 규칙, 지식재산기본법, 국유재산법의 규정을 검토하였다. 경제적 편익의 추계방법으로는 외삽법, 생애주기분석법, 감응도분석법, 시뮬레이션분석법, 판단법, 타불라라사법을, 자본환원율과 할인율의 추계방법으로는 시장추출법, 자본가격결정모형, 조성법, DCF모형, 가중평균자본비용법을 고찰하였다. 대상무형자산의 자본환원방법으로는 사용료절감법, 초과이익환원법, 이윤분할법, 업체가치잔여법, 가상소득환원법 등을 살펴보았다.