• 한국소음진동공학회:학술대회논문집
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• 한국소음진동공학회 2011년도 춘계학술대회 논문집
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• pp.158-160
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• 2011

• 한국산학기술학회논문지
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• 제16권8호
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• pp.5534-5540
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• 2015

철도 신호제어시스템에서 열차의 위치 및 점유 유무를 검지하기 위하여 궤도회로 이외에 axle counter적용 사례가 증가하고 있는 추세이다. 이에 본 연구에서는 열차검지 및 차축계수의 신뢰성을 높이기 위해 axle counter의 센서 방식을 지자기 센서 방식과 근접센서 방식을 비교하였으며, 그에 따른 차이점과 결과를 제시하였다. 또한, 정확한 차축검지를 위한 센서부의 취부조건 등을 고려한 설치에 대해 현장 경험을 기반으로 적용된 결과를 제시한다. 본 연구에서는 차축검지의 신뢰성 향상을 위해 센서의 위상차를 판단할 수 있도록 설계 변경한 결과 차축검지 기능뿐만 아니라 다양한 기능까지(열차의 방향검지, 열차속도검지 등) 수행할 수 있는 확장성을 확보하였다. 또한 열차의 종별, 무게 등의 특성에 종속되지 않았으며, 자체적으로 제작한 차축검지를 위한 모의차축 이송장치와 Test Bed를 구축하여 Lab. 테스트를 수행한 결과 350km/h의 속도에서도 차축 검지의 누락이 발생하지 않았음을 확인하였다. 이를 통해 열차의 검지뿐만 아니라 통과하는 열차의 속도와 편성 수, 선로전환기 통과 시 철사쇄정 조건 그리고 건널목 장치에도 적용할 수 있는 기반을 마련하였으며, 향후 철도 신호제어 시스템 전반에 확대 적용하게 되면 열차안전운행에 많은 기여를 할 것으로 판단된다.

• 소음진동
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• 제7권6호
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• pp.959-966
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• 1997

In general, the booming noise intensity at tunnel exit is strongly related to the gradient of the compression wave front created by high speed train entering the tunnel. This paper presents some results in relation with the compression wave front produced when the high speed train enters a tunnel. Four kinds of tunnel entrance shape with real dimensions were studied to investigate the formation of compression wave front inside tunnel by train entering tunnel. Computations were carried out using three-dimensional compressible Euler equation with vanishing viscosity and conductivity of fluid. According to the results, the flow disturbances occured at tunnel entrance were eliminated by tunnel hood with same cross sectional area. The compression wave front is formed completely at 30-40m from tunnel entrance. The maximum pressure gradient of compression wave front is reduced by 29.8% for the inclined tunnel hood and reduced by 21.5% for the tunnel hood with holes at the top face with tunnel without hood. The length of the inclined hood is 15m and the length of the hood with holes is 20m.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2010년도 춘계학술대회 논문집
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• pp.448-454
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• 2010

Currently a KTX train of 20-car formation is 388m long and carries 931 passengers including one captain and three crews which is quite a few to cover the lengthy service area and many customers. On the other hand, if a passenger wants to talk to an attendant, he has to wait for an attendant passing by his/her seat or walk to an intercom which is placed at every other car. Any of these choices is inconvenient. So, in this paper, we presented a system design for developing an audio/visual communication system for a passenger and an attendant. The system was analyzed and designed according to the Object-Oriented methodology with UML (Unified Modeling Language). Based on a problem statement, a Use-case Diagram, Sequence Diagrams, Class Diagram, State Charts, collaboration Diagram were generated. The design will be used in system implementation to a HEMU-400X test train and to be tested.

• 한국소음진동공학회:학술대회논문집
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• 한국소음진동공학회 1997년도 춘계학술대회논문집; 경주코오롱호텔; 22-23 May 1997
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• pp.627-635
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• 1997

In general, the booming noise intensity at tunnel exit is strongly related to the gradient of the compression wave front created by high speed train entering the tunnel. This paper presents some results in relation with the compression wave front produced when the high speed train enters a tunnel. Four kinds of tunnel entrance shape with real dimensions were studied to investigate the formation of compression wave front inside tunnel by train entering tunnel. Computations were carried out using three-dimensional compressible Euler equation with vanishing viscosity and conductivity of fluid. According to the reslts, the flow disturbance occured at tunnel entrance were eliminated by tunnel hood with same cross sectional area. The compression wave front is formed completely at 30-40m from tunnel entrance. The maximum pressure gradient of compression wave front is reduced by 29.8% for the inclined tunnel hood and reduced by 21.5% for the tunnel hood with holes at the top face with tunnel without hood. The length of the inclined hood is 15m and the length of the hood with holes is 20m.

• 한국전기전자재료학회논문지
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• 제35권2호
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• pp.134-142
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• 2022

기존의 시행착오를 거쳐 소재를 개발하는 방법은 조금씩 한계를 보이고 있는데, 왜냐하면 산업과 기술이 고도화되고 기능성 소재가 가져야 하는 특성은 복잡해지면서 그 요구치가 높아지고 있기 때문이다. 이를 극복하기 위해 데이터 기반의 인공신경망으로 복잡한 소재 공간을 빠르게 탐색하여 소재 개발을 가속화하고자 하는 연구들이 진행되고 있다. 특히 결정그래프 합성곱 인공신경망은 결정 소재의 구조에 따른 특성을 학습하는 인공신경망으로 소재의 특성(생성 에너지, 밴드갭, 부피 탄성 계수 등)을 양자역학 기반의 제일원리 계산보다 빠르게 예측한다. 본 논문에서는 46,629개의 결정구조 데이터와 그 생성 에너지를 공공데이터베이스에서 불러와 결정그래프 합성곱 인공신경망 모델을 학습시키고 이를 특성 예측에 적용해 보는 예제를 설명한다. 이를 통해 간단한 프로그래밍 지식으로 소재 특성 예측 모델을 재현해 보고 원하는 데이터 셋과 연구 분야에 적용할 수 있을 것으로 기대된다. 인공지능 모델의 개발은 앞으로 더 복잡한 특성을 가져야만 하는 소재의 개발을 위해 넓은 범위의 소재를 탐색해야만 하는 과정을 획기적으로 단축시켜 소재 개발의 가속화를 촉진시킬 것으로 생각된다.

• 수도
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• 제24권4호통권85호
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• pp.79-87
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• 1997

In an effort to prevent the formation of DBPs from disinfection and the microbial regrowth in distribution systems, the ozonation followed by biological filtration process in drinking water treatment train has been recently developed as an alternative process to reduce effectively water-born organic matter as precursor. There are, however, insufficient for the consistent information and data about the relation between ozone dosage based on organic surrogate parameter, TOC or DOC and effect of ozonation on BDOC formation. This study is to review critically for the effect of ozonation on biodegradability on the basis of published technical papers including the output from author's research laboratory. It truned out that : 1. ozonation in the presence of organic matter has a tendancy to increase in BDOC content, 2. the rate of BDOC formation was maximum below 1mg $O_3/mg$ DOC of ozone dose, but about maximum content of BDOC was obtainable at the range from 1.5mg $O_3/mg$ DOC to 2mg $O_3/mg$ DOC, 3. from above 1mg $O_3/mg$ DOC, the rate of BDOC formation became slow down, 4. from above 2mg $O_3/mg$ DOC, BDOC formation was quantitatively negligible, In conclusion, it needs further systematic study and research concerned to biodegradability and treatability by ozonation in terms of organic characteristics and experimental conditions because it was hard to find out the consistent experimental data comparable each other that were performed by numbers of research authors.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2005년도 춘계학술대회 논문집
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• pp.291-298
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• 2005

This paper describes the characteristic feather of propulsion system adopting mass production. The train formation is composed of 4 cars by 2 Motor cars and 2 Train cars. Acceleration rate must be 3.0 km/h/s or more when the car starts up to 35km/h by 16ton of passenger load. The system information supervision is easy because the system is controlled to perfect digital circuits, all information of an action is stored in a memory and is managed. The control system is composed of a fully digital circuit and a high level software such as C language. The DSP TMS320C31 is used for main processor and has the capability of 50MHz, 32bit floating point operation and has a C compiler. Therefore, the implementation of control algorithm and the change of function are easy. VVVF inverter using IGBT conducted variable combined test, environment test using chamber, interface test and field test etc.

• 한국소음진동공학회논문집
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• 제23권11호
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• pp.1020-1026
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• 2013

An accurate railway environmental noise prediction model is required to make the proper solution of the railway noise problems. In this paper, an engineering model for predicting the noise of conventional passenger cars is presented considering the acoustic source strength in octave-band frequencies and the propagation over grounds with varying surface properties. Since the formation of a train can be variable, the source strength of each locomotive and passenger car was estimated by measuring the pass-by noise and analysing the wheel-rail rolling noise. Some validation cases show on the average small differences between the predictions of the present model and the measurement results.

• 대한환경공학회지
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• 제33권12호
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• pp.893-899
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• 2011

정수처리공정별 THMs 현황과 영향인자와의 상관성 등 생성특성을 분석하고 저감할 수 있는 운영방안을 연구하였다. M정수장의 처리공정은 전염소-응집-침전-여과-오존-활성탄-후염소로 구성되어 있다. 공정별 THMs 농도는 응집침전여과의 기본공정에서 92~93%가 생성되어 전염소처리공정이 주된 영향을 미치는 것으로 조사되었다. THMs 생성과 원수수온, $KMnO_4$소비량의 결정계수는 0.80, 0.72로 높게 나타났으며 정수장에서는 원수수온과 $KMnO_4$소비량으로 생성농도를 예측하는 것이 효율적이라 판단된다. 중염소처리를 한 경우 정수 THMs이 전염소처리의 48% 수준으로 나타나, 염소 주입지점만 변경하는 중염소 처리가 THMs 저감에 유용한 방식으로 판단된다. 전구물질 제거를 위한 분말 활성탄 실험에서는 전염소 앞단에 주입하는 경우에 THMs 생성이 줄었다. 생성된 THMs 제거에는 에어스트리핑 방법이 효과가 있었다.