• Archives of design research
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• v.16 no.4
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• pp.185-196
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• 2003

The demand for an environment-friendly transportation system, equipped with low energy consumption, and low-or zero-pollution has been on the increase since the beginning of the World Trade Organization era. Simultaneously, the consistent growth of high-speed tram technology, combined with market share, has sparked a fierce competition among technologically-advanced countries like France, Germany, and Japan in an effort to keep the lead in high-speed train technology via extensive Research and development(R＆D) expenses. These countries are leaders in the race to implement the next-generation transportation system, build intercontinental rail way networks and export the high-speed train as a major industry commodity. The need to develop our own(Korean) 'high-speed train' technology and its core system technology layouts including original technology serves a few objectives: They boost the national competitive edge; they develop an environmental friendly rail road system that can cope with globalization and minimize the social and economic losses created by the growing traffic-congested delivery costs, environment pollution, and public discomforts. In turn, the 'G7 Project-Development of High Speed Railway Technology' held between 1996 and 2002 for a six-year period was focused on designing a domestic train capable of traveling at a speed of 350km/h combined and led to the actual implementation of engineering and producing the '2000 high-speed train:' This paper summarizes and introduces one of the G7 Projects-specifically, the design segment achievement within the development of train system engineering technology. It is true that the design aspect of the Korean domestic railway system program as a whole was lacking when compared with the advanced railroad countries whose early phase of train design emphasized the design aspect. However, having allowed the active participation of expert designers in the early phase of train design in the current project has led to a new era of domestic train development and the implementation of a way to meet demand flexibly with newly designed trains. The idea of a high-speed train in Korea and its design concept is well-conceived: a faster, more pleasant, and silent based Korean high-speed train that facilitates a new travel culture. A Korean-type of high-speed train is acknowledged by passengers who travel in such trains. The Korean high-speed prototype train has been born, combining aerodynamic air-cushioned design, which is the embodiment of Korean original design of forehead of power car minimized aerodynamic resistance using a curved car body profile, and the improvement of the interior design with ergonomics and the accommodation of the vestibule area through the study of passenger behavior and social culture that is based on the general passenger car.

• Journal of The Korean Society of Grassland and Forage Science
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• v.42 no.2
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• pp.73-78
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• 2022

This experiment was conducted to establish the technology for artificial hay preparation in Korea. Using far-infrared heater, a device that can control temperature, airflow, and far-infrared radiation was produced and conducted on the fourth harvested alfalfa. The drying conditions were carried out by selecting a total of four conditions. For each condition, the radiation rate was set to around 40% (33-42%), and the temperature was set at 58~65℃, and the speed of the airflow was fixed at 60m/s. The overall drying time was set to 30 min in the single and 60 min (30-30 min) and 90 min (30-30-30 min) in the complex condition, and the radiation rate and temperature were changed by time period. In the case of drying condition 1, the final dry matter (DM) content was 46.26%, which did not reach a DM suitable for hay. However, all of the alfalfa corresponding to the remaining drying conditions 2 to 7 showed a DM content of 80% or more, resulting in optimal alfalfa hay production. In power consumption according to the drying conditions, the second drying condition showed the lowest at 4.7 KW, and the remaining drying conditions were as high as 6.5 to 7.1 KW. The crude protein content was found to be high at an average of 25.91% and it showed the highest content in the 5th drying condition (26.93%) and the lowest value in the 6th drying condition (25.16%). The digestibility showed a high value with an average of 84.90%, and there was no significant difference among treatments (p>0.05). Considering the above results, it was judged that drying condition 2 was the most advantageous.