• 한국환경과학회:학술대회논문집
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• 한국환경과학회 2020년도 정기학술대회 발표논문집
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• pp.59-59
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• 2020

• 한국식품과학회지
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• 제49권1호
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• pp.85-89
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• 2017

고온에서 가열 살균한 냉동 해산물의 텍스처 경화 개선 효과를 당알코올을 이용한 얼음결정 억제 측면에서 연구, 고찰하여 상업적으로 적용 가능한 전처리 방법을 확립하였다. 레토르트 낙지, 오징어 및 소라의 텍스처 경화 현상 개선 실험 결과 2, 4%(w/w) 솔비톨 용액을 혼합 후 급속냉동, 해동 후 고온 가열한 경우 무처리구 대비 텍스처의 기계적 측정 지표인 경도값이 9-36% 내외 감소하여 텍스처 연화 효과가 발생하는 것으로 나타났다. 냉동 해산물의 냉동 과정에서 발생하는 얼음결정 형성에 따른 단백 조직의 수축에 의한 질긴 식감과 세포 조직 손상이 솔비톨 첨가에 따른 미세 얼음결정 형성과 보수력 향상으로 최소화되어 고온 가열 후에도 무처리구 대비 수분 용출이 감소하여 텍스처 연화가 발생함을 알 수 있었다(1,3,13-15). 또한 솔비톨 처리 시 단백 조직의 보수력 향상으로 중량 변화에 근거한 수율도 2-5% 내외 상승하였다. 오징어살과 소라살에서 5점 척도법 분석형 관능검사 결과 전처리 실험구의 탄력성 및 식감 기호도가 무처리구 대비 통계적 유의성 있게 0.2-0.4점 우수한 것으로 나타나 텍스처 기기 측정치와 동일하게 관능 분석에서도 텍스처 연화에 따른 식감 향상 효과가 검증 되었다. 이상과 같이 레토르트 냉동 해산물 원료의 냉동변성 현상을 억제하기 위하여 솔비톨과 염을 이용하여 급속 냉동시키는 얼음결정 억제 전처리 공정을 적용한 결과 오징어살과 소라살에서서 냉동변성 방지 효과가 확인되었으며, 오징어살의 최적 처리조건은 2% (w/w) 솔비톨 용액, 소라살의 최적 처리조건은 4% (w/w) 솔비톨 용액이었다.

• 한국환경과학회:학술대회논문집
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• 한국환경과학회 2020년도 정기학술대회 발표논문집
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• pp.65-65
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• 2020

• 한국지열·수열에너지학회논문집
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• 제19권3호
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• pp.1-13
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• 2023

Hydronic heated road pavement (HHP) systems have been well established and documented to provide road safety in winter season over the past two decades. However, most of the systems run on asphalt, only a few are tested with concrete, and there rarely is a comparison between those two common road materials in their performance. The aim of this study is to investigate the thermal performance of the concrete HHP systems, including surface temperature variations of experimental pavements in winter season. For preliminary study a small-scale experimental system was installed to evaluate the heat transfer characteristics of the concrete HHP in the test field. The system consists of 3 concrete slabs made of 1 m in width, 1 m in length, and 0.25 m in height. In these slabs, circulating water piping was embedded with different pipe depths of 0.08 m (Case A), 0.12 m (Case B), and 0.20 m (Case C) and same horizontal space of 0.16 m. Heating performance in winter season was tested with different inlet temperatures of 25℃, 30℃, 35℃ and 40℃ during the entire measurement period. Overall, the surface temperature of the concrete HHPs remained above 3℃ in all experimental conditions applied in this study. The results of the surface temperature measurement with respect to the pipe depth showed that Case B was the highest among the three cases. However, the closer the circulating water pipe was to the pavement surface, the greater the heat exchange rate. This results is considered that the heat is continuously accumulated inside the pavements and then the temperature inside the pavements increases, while the amount of heat dissipation decreases as the temperature difference between the inlet and outlet of circulating water decreases. In this preliminary test the applicability of the concrete HHP on road deicing was confirmed. Finally, the results can be used as a basis for studying the effects of various variables on road pavements through numerical analysis and for conducting large-scale empirical experiments.

• 한국지열·수열에너지학회논문집
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• 제19권2호
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• pp.8-19
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• 2023

Hydronic heated road pavement (HHP) systems have well studied and documented by many researchers. However, most of the systems run on asphalt, only a few are tested with concrete, and there rarely is a comparison between those two common road materials in their heating and cooling performance. The aim of this study is to investigate the thermal performance of the HHP, such as heat dissipation performance in winter season while focusing on the surface temperature of the concrete and asphalt pavement. For preliminary study a small-scale experimental system was designed and installed to evaluate the heat transfer characteristics of the HHP in the test field. The system consists of concrete and asphalt slabs made of 1 m in width, 1 m in length, and 0.25 m in height. In two slabs, circulating water piping was embedded at a depth of 0.12 m at intervals of 0.16 m. Heating performance in winter season was tested with different inlet temperatures of 25℃, 30℃, 35℃ and 40℃ during the entire measurement period. The results indicated that concrete's heating performance is better than that of asphalt, showing higher surface temperatures for the whole experiment cases. However, the surface temperature of both concrete and asphalt pavement slabs remained above 0℃ for all experimental conditions. The heat dissipation performance of concrete and asphalt pavements was analyzed, and the heat dissipation of concrete pavement was greater than that of asphalt. In addition, the higher the set temperature of the circulating water, the higher the heat dissipation. On the other hand, the concrete pavement clearly showed a decrease in heat dissipation as the circulating water set temperature decreased, but the decrease was relatively small for the asphalt pavement. Based on this experiment, it is considered that a circulating water temperature of 20℃ or less is sufficient to prevent road ice. However, this needs to be verified by further experiments or computational fluid dynamic (CFD) analysis.

• 대기
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• 제31권5호
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• pp.525-537
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• 2021

Black ices on road surfaces in winter tend to cause severe and terrible accidents. It is very difficult to detect black ice events in advance due to their localities as well as sensitivities to surface and upper meteorological variables. This study develops a methodology to detect the road sections vulnerable to black ice with the use of road surface temperature data obtained from a mobile road weather observation vehicle. The 7 experiments were conducted on the route from Nam-Wonju IC to Nam-Andong IC (132.5 km) on the Jungang Expressway during the period from December 2020 to February 2021. Firstly, temporal road surface temperature data were converted to the spatial data with a 50 m resolution. Then, the spatial road surface temperature was normalized with zero mean and one standard deviation using a simple normalization, a linear de-trend and normalization, and a low-pass filter and normalization. The resulting road thermal map was calculated in terms of road surface temperature differences. A road ice index was suggested using the normalized road temperatures and their horizontal differences. Road sections vulnerable to black ice were derived from road ice indices and verified with respect to road geometry and sky view, etc. It was found that black ice could occur not only over bridges, but also roads with a low sky view factor. These results are expected to be applicable to the alarm service for black ice to drivers.