• Proceedings of the Korea Institute of Fire Science and Engineering Conference
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• 2007.11a
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• pp.3-8
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• 2007

초고층건축물이 증가함에 따라 고강도콘크리트의 사용량이 증가하는 추세이다. 고강도콘크리트는 내구성 및 사용성이 우수한 장점을 가지고 있는 반면 화재시 심각한 폭렬현상을 발생시켜 콘크리트 내역 감소 및 철근의 노출로 인해 건물이 붕괴까지 이르게 되는 원인이 된다. 따라서 고강도콘크리트의 내화특성을 고려한 해석(열응력, 질량 이동, 폭렬) 과정을 거쳐 폭렬 저감방안을 모색하여야 한다. 이러한 폭렬 저감방안을 표층부의 온도상승 온도구배 저감 방안, 수중기압 저감/수분 이동을 용이하게 하는 방안, 폭렬억제형 피복콘크리트 이용방안, 폭렬에 의한 콘크리트의 비산을 방지하는 방안 등이 있으며 각 방안들은 장단점을 내포하고 있어 상황에 따라 탄력적으로 적용하여야 하며, 향후 고강도 콘크리트의 역학적 성상을 고려하여 단점을 보완하고 추가적인 대책용 수립할 수 있도록 많은 연구가 필요 할 것으로 판단된다.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.7 no.6
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• pp.1028-1033
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• 2006

In general the cooling of projection TV is realized with aluminum coupler and coolant. A new type of projection TV with plastic coupler is discussed. Compared with an aluminum coupler, the plastic coupler has the advantage of cost, but is not as good as aluminum one in cooling performance. Therefore it is thought that there may be some problems such as brightness degradation induced by insufficient cooling andit is needed to investigate the relation between phosphor brightness and temperature variation. In this paper, a procedure is developed to predict the brightness degradation of CRT in projection TV with plastic coupler. Thermal analysis for CRT in projection TV is performed using FEM (finite element method).

• Proceedings of the KIEE Conference
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• 2015.07a
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• pp.839-840
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• 2015

IPM(Interior Permanent Magnet) 모터는 마그네틱 토크와 릴럭턴스 토크를 이용하는 모터이다. 이런 IPM 모터에 쓰이는 영구 자석 중 희토류 자석은 온도에 취약한 특성이 있어 낮은 온도에 비해 높은 온도에서 더 쉽게 불가역감자가 발생할 수 있다. 또한 페라이트자석에 비해 상대적으로 가격이 비싸 희토류 저감 IPM 모터 개발이 지속적으로 진행되고 있다. 따라서 본 논문에서는 희토류 저감 IPM 동기모터의 영구자석 위치를 변화한 3가지 U자형 2층 IPM 모터 모델을 선정하여 회전자 전류의 크기 및 위상 그리고 약자속 제어를 고려한 불가역 감자 특성을 비교 및 분석하였다. 이렇게 분석한 결과를 바탕으로 IPM 설계 시 불가역감자에 강인한 설계 방법에 대하여 고찰하였다.

• Journal of the Korea Institute of Building Construction
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• v.24 no.2
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• pp.169-180
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• 2024

In this study, to suggest an efficient method of using coal gasification slag(CGS), a byproduct from integrated gasification combined cycle(IGCC), as a combined fine aggregate for concrete mixture, the diverse performances of concrete mixtures with combined fine aggregates of CGS, river sand, and crushed sand were evaluated. Additionally, using CGS, the reduction of the hydration heat and the strength developing performance were analyzed to provide a method for reducing the heat of hydration of mass concrete by using combined fine aggregate with CGS and replacing fly ash with cement. The results of the study can be summarized as follows: as a method of recycling CGS from IGCC as concrete fine aggregate, a combination of CGS with crushed sand offers advantages for the concrete mixture. Additionally, when the CGS combined aggregate is used with low-heat-mix designed concrete with fly ash, it has the synergistic effect of reducing the hydration heat of mass concrete compared to the low-heat-designed concrete mixture currently in wide use.

• Korean Chemical Engineering Research
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• v.47 no.1
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• pp.111-118
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• 2009

A hybrid SNCR/SCR plant was designed and manufactured, and experimented on the SNCR process in the first step to investigate the optimum operation conditions of SNCR, with the equivalence ratio of the reducing agent(NSR, 0.5~5.0), reaction temperature($850{\sim}1,100^{\circ}C$), nozzle type(wall nozzle, pipe nozzle), and nozzle position as variables. In the case of wall nozzles, the NOx reduction efficiency rapidly increased to 87% at 2.5 NSR and slowed down after this. Compared to the upward spray from the pipe nozzle, wall nozzles have narrower range of applicable reaction temperature. In the case of pipe nozzles, it rapidly increased to 77% at 1.5 NSR. But the pipe nozzle downward had no NOx reduction efficiency; on the contrary, NOx increased. When the reducing agent was sprayed upward from a pipe nozzle, the NOx reduction efficiency was 50~75% in the range of 0.5~1.5 NSR, and the NOx reduction efficiency was constant without fluctuations even in the change of reaction temperature from 890 to $1,000^{\circ}C$. When 5% urea solution was sprayed upward from the pipe nozzle, 200 ppm NOx decreased to approximately 60 ppm at 1.2 NSR, and the non-reacted $NH_3$ was 50~100 ppm. In this condition, we expect over 90% NOx reduction efficiency without additional supply of $NH_3$ to SCR at the back of SNCR.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.40 no.4
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• pp.245-253
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• 2016

The friction and deformation of a tire causes heat generation, which causes a temperature rise of the tire. This temperature rise can be a source of tire damage. The object of this study is to investigate the cooling effect of the application of a fin to the tire side to suppress the temperature rise. Eight different fin shapes were considered, and the sidewall surface temperature reduction owing to the cooling fin shape was numerically analyzed. In addition, the flow characteristics and heat transfer characteristics of the vortex of the pin rear were compared.

• Korean Journal of Food Science and Technology
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• v.49 no.2
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• pp.162-167
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• 2017

A Katsuobushi smoking machine was developed and evaluated to determine its benzo(a)pyrene reducing effect. The machine was equipped with two heaters for smoking and chamber heating. The smoke-generating system was equipped with a cadmium sulfide (CdS) smoke sensor, an on/off controller, and a rotating feeder with a smoke inlet. Raw bonito was steamed and then smoked under three smoke levels. After smoking at $45^{\circ}C$ for 108 h, the benzo(a)pyrene concentrations were 5.87, 7.83, and $11.41{\mu}g/kg$ at the low, middle, and high smoke levels, respectively. The benzo(a)pyrene concentrations after low-level smoking at 45, 65, and $85^{\circ}C$ for 108 h were 5.87, 4.82, and $3.27{\mu}g/kg$, respectively. Accordingly, the optimal conditions for benzo(a)pyrene reduction were a lower smoke level and higher smoking temperature. These optimal smoking conditions can be implemented with the newly developed machine, but is not possible using a conventional Katsuobushi smoking machine.

• Korean Chemical Engineering Research
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• v.43 no.2
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• pp.324-329
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• 2005

The efficiency of reducing nitric oxide using urea combined with alkali salt additives is reported in this study. The inlet concentration of NO is 500 ppm with air flow rates of 3 and 5 L/min. Reduction of NO was studied from 650 to $1,050^{\circ}C$ with urea concentrations of 0.3 to 1 mol/L. The efficiency for the reduction of NO increased by 44% when urea is added alone. A further increase in efficiency was observed in the presence of NaOH as additive in fact, the efficiency was increased by more than 25% and 75% when 0.5 mol/L and 1 mol/L NaOH were added with the urea. The efficiency for the reduction of NO increased with all additives, but descended in the order NaOH, $Na_2CO_3$, $NaNO_3$, HCOONa, and CHCOONa. The maximum efficiency of NaOH and $Na_2NO_3$ are 74% and 73%, respectively. All these additives did not alter the comparatively wide operating temperature window for reducing NO. However, sodium compounds do not shift the maximum NO concentration towards lower temperatures when the NO removal activity enhances.

• International Journal of Highway Engineering
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• v.11 no.3
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• pp.97-109
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• 2009

One of the main causes of asphalt rutting is high temperature of the pavement. Nevertheless, there has been few research on lowering the pavement temperature for reducing rutting. This study investigated the performance characteristics of moisture-retaining porous asphalt pavement, which is known to have a temperature reducing effect. The purpose of this study is to quantify the temperature reducing effect of moisture-retaining porous asphalt pavement and its effect of reducing rutting through Accelerated Pavement Testing(APT). Additionally, the possibility of reducing the thickness of the pavement in comparison to general dense grade pavement by analyzing structural layer coefficient of moisture retaining pavement. A total of three test sections consisting of two moisture-retaining porous asphalt pavement sections and one general dense-grade porous asphalt pavement section were constructed for this study. Heating and spraying of water were carried out in a regular cycle. The loading condition was 8.2 ton of wheel load, the tire pressure of $7.03kgf/cm^2$, and the contact area of $610cm^2$. The result of this experiment revealed that the temperature reducing effect of the pavement was about $6.6{\sim}7.9^{\circ}C$(average of $7.4^{\circ}C$) for the middle layer and $7.9{\sim}9.8^{\circ}C$(average of $8.8^{\circ}C$) for surface course, resulting in a rutting reduction of 26% at the pavement surface. Additionally, the structural layer coefficient of moisture retaining pavement measured from a laboratory test was 0.173, about 1.2 times that of general dense grade pavement. The general dense-grade porous asphalt pavement test section exhibited rutting at all layers of surface course, middle layer, and base layer, while the test sections of moisture-retaining porous asphalt pavement manifested rutting mostly at surface course only.

• Journal of the Korean Geotechnical Society
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• v.33 no.8
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• pp.17-27
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• 2017

Gangwon province which is located in northeast of Korea is the coldest region where average daily temperature is below zero during winter while the other regions are above zero. However, there have been insufficient researches on the insulation design and the effect of the insulation on the freezing damages, even though freezing damages were reported consistently in the lining of road tunnel during winter. In this study, to investigate the effect of insulations on the reduction of freezing damages, numerical analysis was performed considering geotechnical and meteorological characteristics in Gangwon province during winter. As a result, it was found that thickness of concrete and shotcrete in lining had negligible effect on the freezing depth while the insulation had significant effect on it. In addition, because the freezing depth is greatly affected by the thermal conductivity of the ground behind the lining in the period of cold weather, these effects should be considered in the estimation of the insulation thickness.