• Proceedings of the Korean Vacuum Society Conference
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• 2011.08a
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• pp.326-326
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• 2011

최근 다양한 종류의 태양전지의 연구가 수행되고 있으며 그 중 박막형 태양전지 및 웨이퍼 실리콘 기반의 태양전지의 경우 태양전지의 효율 및 생산단가를 충족시키는 것에 연구의 목적이 집중되어 있다. 이러한 사항을 만족시키기 위하여 대면적 PECVD기반의 플라즈마 소스를 적용하려는 연구가 진행되고 있으며 결정질의 실리콘 박막 증착에 있어서 다중접합 태양전지 기준으로 효율 10% 내외를 유지하면서 결정질 기준 증착속도 0.5 nm/sec의 성과를 보이고 있다. 하지만 단위 가격 당 전력 생산 단가의 경쟁력을 확보하기 위하여 증착속도의 고속화에 대한 연구가 더욱 진행되어야 한다. 본 연구에서는 새로운 플라즈마 방전 개념으로서 Gas의 분사되는 Jet을 plasma에 통과시켜 증착속도의 향상을 도모하는 plasma 소스를 제시하였다. 새로운 방전 개념을 이용하여 다양한 공정조건인 압력(3~8 torr), Gas ratio([SiH4]/[H2]), RF power에서의 Plasma의 특성을 확인 하였으며 해당 조건에서의 박막 특성을 확인하여 비정질 기준 3 nm/sec, 결정질 기준 결정화도 약 70%의 조건에서 증착속도 2 nm/sec의 결과를 확인하였다. 또한 해당 조건에서의 효율 및 FF, $V_{oc}$, $I_{sc}$를 확인하여 태양전지로서의 적용가능성을 확인하였다. 마지막으로 해당소스의 대면적 적용가능성을 확인하기 위하여 대면적 plasma 개념의 모델중 하나인 In-line 개념의 plasma source로서의 적용 가능성을 제시하였다.

• Journal of Korean Society of Transportation
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• v.24 no.2 s.88
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• pp.101-112
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• 2006

Currently, highway design speed is determined by considering highway function, area type, and terrain type. Sometime it is pointed out that determining a reasonable design speed which is both efficient and safe is not an easy task and that Practicing engineers often select an unsuitable design speed on purpose, capitalizing on some ambiguous and discretionary expressions in describing the highway design speed. This undesirable Problem is arising mostly due to the fact, that the current geometric design standard fails to include rolling terrain type and can not reflect the whole characteristics of land use patterns adjacent to the design highway route. A recent research was Published considering this problem and it attempted to improve the highway design speed determining process. In this research Project, tn see the effects of this recently developed procedure, a new and reduced design speed was calculated based on the new Procedure and subsequently another highway design route was selected. The travel time. construction cost. and the expected degree of safety associated with the new route were assessed to be compared with the ones with the existing procedure. As a result. it was found that the new procedure was successful in reflecting the localities such as terrain type and area type into better determining highway design speed, eliminating much of highway engineers' discretion when applying engineering judgments. Also the new Procedure is keen to produce a more economical highway project. In other words, despite of producing reduced amount of user benefits accrued, in the new highway route, the construction cost has been cut significantly leading to higher values in B/C. NPV, and IRR. Also EMME-II output, which Provided the link assigned volumes, rendered only a slightly reduced Levels of Service along surrounding links in the study network. This reduction was believed to occur because of lower design speed and it had been expected from the beginning.

• Aerospace Engineering and Technology
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• v.6 no.2
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• pp.205-210
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• 2007

A LOX pump rotordynamic design was performed for a 75 ton thrust liquid rocket engine. Axial positions of an inducer, an impeller and bearings on a shaft are decided on the basis of the experience achieved by previously developed turbopump which has the similar layout. The result of pump hydraulic design was reflected in the present study to decide axial length of the inducer and impeller. A distance from the rear bearing to the impeller was considered as a design parameter for load distribution of the bearings. Asynchronous eigenvalue analysis was performed as a function of rotating speeds and bearing stiffness to investigate critical speed of the LOX pump. From the numerical analysis, it is found that the LOX pump with the proper bearing loads safely operates as a sub-critical rotor of which critical speed is high enough compared to the operating speed 11,000 rpm.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.19 no.4
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• pp.45-54
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• 2020

This study investigated basic data on walking characteristics, including walking speed and cognitive-response for the elderly, and based on these, the time of walking signal was calculated. The on-site survey examined the actual pedestrian crossing speed using a stopwatch, and the age was divided into groups of ordinary people and the elderly. Analysis of the data showed that the average walking speed for the general public was 1.29 m/s, while the average walking speed for the elderly was 1.13 m/s, higher than that of the general public. In addition, the lower speed of the 15th percentile was analyzed to 1.01 m/s for the general population and 0.85 m/s for the elderly, showing a lower walking speed than the standard for the general area and 0.8 m/s for the protected area. However, for senior citizens who use walking sticks or wheelchairs, the speed of the lower 15th-percentile is 0.73 m/s, which is lower than the current standard of protected areas, according to the analysis.

• Tunnel and Underground Space
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• v.27 no.4
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• pp.230-242
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• 2017

Seismic velocities measured from in-situ tests (n=177) and through rock core samples (n=1,035) are reviewed in light of construction standards, widely used standards as a first-hand approximation of rock classification solely based on seismic velocities. In-situ down hole tests and refraction survey for soft rocks showed seismic velocities of 1,400~2,900 m/s which is faster than those specified in construction standards. For moderate~ hard rocks, in-situ down hole tests and refraction survey showed 2,300~3,800 m/s which roughly corresponds with the range specified in the construction standards. A similar trend is also observed for seismic velocities measured from rock core samples. The observed differences between construction standards and seismic velocities can be explained in two ways. If construction standards are correct the observed differences may be explained with seismic velocities affected by underlying fast velocities and also possibly with selection of intact cores for velocity measurement. Alternatively, construction standards may have intrinsic problems, namely artificial discrete boundaries between soft rocks and moderate rocks, application of foreign standards without consideration of geologic setting and lack of independent verification steps. Therefore, we suggest a carefully designed verification studies from a test site. We also suggest that care must be exercised when applying construction standards for the interpretation and accessment of rock mass properties.

• Proceedings of the KAIS Fall Conference
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• 2010.11a
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• pp.176-179
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• 2010

본 논문에서는 고속철도 폐색분할 설계를 위한 요구사항을 도출하였다. 경부고속철도 열차제어시스템은 고정폐색방식으로 KTX가 차량의 물리적 특성, 선로환경 등을 고려하여 분할된 폐색구간을 진입할 때, 선행열차의 점유폐색을 기준으로 궤도회로로부터 해당폐색의 열차 진입/진출속도, 운행가능거리, 감속도 등의 운행정보를 전송받는다. 그리고 차상열차제어시스템은 지상에서 수신한 운행정보를 통해 열차제어곡선을 생성하고 열차가 해당폐색의 기준속도를 초과했을 경우, 비상제동명령을 내려 열차의 안전한 운행을 보장한다. 폐색분할은 열차의 안전한 운행을 위해 고정폐색방식에서 수행되는 기본설계로, 폐색분할 설계 결과는 궤도회로를 비롯한 지상열차제어장치의 수량을 산정하는 기준이 된다. 따라서 본 논문에서는 최고운행속도 300km/h로 운행하는 경부고속철도 폐색분할 설계를 기준으로 폐색분할을 위한 입력요구사항에 대해 분석하였다.

• Transactions of the Korean Society of Mechanical Engineers
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• v.13 no.6
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• pp.1269-1281
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• 1989

본 연구에서는 H를 고정하고 L을 변화시켜가며 내부의 유동구조가 어떻게 변하는가를 살펴보고, 특히 재부착이 일어나는 경우에는 급확대 부분만 존재하는 기존 실험결과와 비교분석하여 하류의 급축소부분이 전체 유동구조에 어떤 영향을 미치는가를 살펴보고자 한다. 실험에서 사용된 작동유체는 공기이며, 입구관 직경은 110mm, 급확대점과 급축소점사이의 연결부 직경은 220mm, 연결부의 길이는 L=300, 600 그리고 900mm의 3가지를 선택하였으며 기준속도는 입구관의 중심속도로 9.71 m/s이다. 입구직경(110mm)을 기준으로 한 Reynolds 수는 $R_{e}$=73,000 이고 입구관반경과 연결부반경의 차이인 계단높이(H=55mm)를 기준으로 하면 $R_{e=36}$ ,500이다. 연결부 의 급확대부분에서 입구관반경을 기준으로 한 반경확대비는 2이고 급축소부분의 반경 축소비는 1/2이다. 측정항목은 유동방향의 벽면압력분포, 유동방향의 평균속도분포 및 난류강도 등이며, L=900mm인 경우는 반경방향과 원주방향의 난류강도, Reynolds 전단응력도 측정되었다.

• Journal of Korean Society of Transportation
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• v.17 no.1
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• pp.19-28
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• 1999

This study deals with developing Critical GaP Model and Merge Probability Model which describe traffic patterns in the microscopic view, for the Purpose of suggesting a proper design criteria within the climbing lane section. Minimum tolerance speeds at the end of the climbing lane are calculated 60km/hr for 2-lane freeway, and 75km/hr for 4-lane freeway. In case of 2-lane freeway, the result is same as existing design criteria. and a new value is 15km/hr higher than existing design criteria for 4-lane freeway. In addition, auxiliary length at the end of the climbing lane is needed about 200m for 4-lane freeway to adjust high minimum tolerance speed. Therefore we propose to increase minimum tolerance speed for 4-lane freeway.

• The Journal of Korean Society for Radiation Therapy
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• v.33
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• pp.25-33
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• 2021

Purpose : The purpose of this study is to evaluate the accuracy and usefulness of the Trigger mode for the Respiratory Gated Radiation Therapy (RGRT) Materials and methods : A QUASAR respiratory phantom that inserted a 3 mm fiducial marker (a gold marker) was used to estimate the accuracy of the Trigger mode. And the 20 bpm was used as reference respiration rate in this study. The marker that placed at the center of the phantom was contoured, and the lower threshold of a gating window was fixed at 2.0 mm using an OBI with Truebeam STx^TM. The upper threshold was measured every 0.5 mm from 1.0 mm to 3.0 mm. The respiration rates were changed every 10 bpm from 10 bpm to 60 bpm. We repeatedly measured five times to check the error rate of the trigger mode in the same condition. Result : The differences of a distance from a peak phase to upper threshold, 1.0 to 3.0 mm at a 20 bpm as a reference for 3 days in a row were 0.68±0.05 mm, 0.91±0.03 mm, 1.23±0.03 mm, 1.42±0.04 mm, and 1.66±0.06 mm, respectively. Measurement result of changes in respiratory rate compared to baseline respiratory rate in maximum absolute difference. The coefficient of determination (R2) to estimate the correlation between the respiration velocity and variation of absolute difference was on average 0.838, 0.887, 0.770, 0.850, and 0.906. The p-values of all the variables were below 0.05. Conclusion : Using Trigger mode during respiratory gated radiation therapy (RGRT), accuracy and usefulness of trigger mode at reference breathing rate were confirmed. However, inaccuracies depending on the rate of breathing it could be uncertain in case of respiration rate is faster than 20 bpm as a standard respiration rate compared to slower than 20 bpm. Consequently, when conducting a RGRT using the trigger mode, real time monitoring is required with well educated respiration.

• Proceedings of the Korea Institute of Fire Science and Engineering Conference
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• 2011.11a
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• pp.328-333
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• 2011

본 연구에서는 뇌병변 복지관에서 장애인 이동형태에 따른 속도를 측정하기 위해서 두가지 실험을 실시하였다. 첫째는 평상시의 이동속도를 측정하였고, 두 번째로 화재나 재난상황을 가정으로, 실제 대피 실험을 하여 이동속도를 측정하였다. 측정결과를 정상인과의 비교를 통해 분석하고, 장애인 시설 피난 안전에 관한 기준 마련을 위한 기초데이터를 제공한다. 실험 결과 뇌병변 장애인들은 정상인들에 비해 평균이동속도가 현저히 느리고 거동이 불편한 이들이 있기 때문에 표준편차가 큰 값을 갖고 있다. 따라서 대피시의 피난성공을 위한 피난 기준 및 시설 확충이 필요한 것을 확인하였다.