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이재영(Jae-Young Lee),정우성(Woo-Sung Jung),권태순(Tae-Soon Kwon),방윤석(Yoon-Sock Bang) 한국철도학회 2009 한국철도학회 학술발표대회논문집 Vol.2009 No.11월
Recently, the national target of GHG reduction has be presented voluntarily in whole world as it will be allocated regionally in Post-Kyoto mechanism. Korean government will also set up the GHG reduction target of 2020 soon. In the Korean railroad, ERP(Eco-green Railway Program) 2020 has been performing to countermeasure climate change polices from 2008. The aim of this study was to analyze CO2 emission and to predict its prospects by 2020 if the additional efforts do not be carried out for CO2 reduction. The CO2 emission was calculated using the amount of energy consumption from the operation of railcars and facilities, and then the change till 2020 was estimated. In the future, the GHG reduction target of Korean Railroad in 2020 will be determined reasonably on the application of railroad policies and technologies.
권태순(Tae-Soon Kwon),이승태(Seung-Tae Lee),송철화(Chul-Hwa Song) 대한기계학회 2009 대한기계학회 춘추학술대회 Vol.2009 No.5
A new design feature of DVI+, to mitigate an ECC bypass fraction and to prevent switching an ECC outlet to a break flow inlet during a DVI line break, is presented for an advanced DVI system. The injected ECC water into the downcomer is easily shifted to the broken cold leg by a high steam cross flow which is coming from the intact cold legs during the late reflood phase of a LBLOCA in the current DVI system. For a protective ECC flow down channel from a high-speed cross flow in a downcomer, a 4-duct which is called an ECC extension duct is installed at the outside of a core barrel cylinder. The ECC extension duct has a gap (height to the radial direction) of 3/25~7/25 of the downcomer annulus gap. The DVI nozzle and the ECC extension duct are only connected by the ECC water jet which is called a hydrodynamic water bridge during an ECC injection period. Otherwise these two components are disconnected from each other without any pipes inside the downcomer. The ECC extension duct is fully separated ECC water down flow channels from the steam flow downcomer annulus during a LOCA event. The injected ECC water flows downward into the lower down comer through the ECC extension duct without a strong entrainment to a steam cross flow. The outer downcomer annulus of the ECC extension duct is the major steam flow zone coming from the intact cold leg during a LBLOCA. During a DVI line break, the separated DVI nozzle and extension duct have the effect of preventing the level of the cooling water from being lowered in the downcomer due to an inlet-outlet reverse phenomenon at the lowest position of the outlet of the DVI extension duct. The feasibility of DVI+ has been tested to evaluate the LOCA performance using the CFX code. The test results show that it predicts the ECC water flows to the lower downcomer well and the ECC bypass fraction is very low
하이브리드 커패시터의 열안정성 개선을 위한 LiFePO<sub>4</sub> 복합양극 소재에 관한 연구
권태순 ( Tae-soon Kwon ),박지현 ( Ji-hyun Park ),강석원 ( Seok-won Kang ),정락교 ( Rag-gyo Jeong ),한상진 ( Sang-jin Han ) 한국화학공학회 2017 Korean Chemical Engineering Research(HWAHAK KONGHA Vol.55 No.2
고온에서 Mn 이온 용출에 의한 성능저하를 보이는 스피넬 결정구조의 LiMn<sub>2</sub>O<sub>4</sub> 양극 하이브리드 커패시터의 대안으로 열안정성이 높은 올리빈 결정구조의 LiFePO<sub>4</sub> 기반 복합양극 소재의 적용가능성을 연구하였다. LiFePO<sub>4</sub>/활성탄 셀을 이용한 1.0~2.3 V의 충·방전을 통한 수명평가에서 상온(25 ℃) 및 고온(60 ℃) 조건 모두에서 충·방전 사이클이 진행됨에 따라 음극(활성탄)의 저전압화에 따른 열화로 인한 용량저하 현상이 나타났다. 이의 해결을 위해 50:50 중량비율로 LiFePO<sub>4</sub>/LiMn<sub>2</sub>O<sub>4</sub>, LiFePO<sub>4</sub>/Activated carbon 및 LiFePO<sub>4</sub>/LiNi<sub>1/3</sub>Co<sub>1/3</sub>Mn<sub>1/3</sub>O<sub>2</sub> 복합양극을 제조하여 모노셀 충·방전 실험을 수행한 결과, 층상구조의 LiNi<sub>1/3</sub>Co<sub>1/3</sub>Mn<sub>1/3</sub>O<sub>2</sub>를 사용한 전극이 안정적인 전압거동을 보였다. 또한, 2.3 V 및 80 ℃에서 1,000시간 부하를 통한 고온 안정성 실험에서도 LiFePO<sub>4</sub>/LiNi<sub>1/3</sub>Co<sub>1/3</sub>Mn<sub>1/3</sub>O<sub>2</sub> 복합양극이 상용 LiMn<sub>2</sub>O<sub>4</sub> 양극에 비해 약 2배 가량 높은 방전용량 유지율을 보였다 The application of composite cathode materials including LiFePO<sub>4</sub> (lithium iron phosphate) of olivine crystal structure, which has high thermal stability, were investigated as alternatives for hybrid battery-capacitors with a LiMn<sub>2</sub>O<sub>4</sub> (spinel crystal structure) cathode, which exhibits decreased performance at high temperatures due to Mn-dissolution. However, these composite cathode materials have been shown to have a reduction in capacity by conducting life cycle experiments in which a LiFePO<sub>4</sub>/activated carbon cell was charged and discharged between 1.0 V and 2.3 V at two temperatures, 25 ℃ and 60 ℃, which caused a degradation of the anode due to the lowered voltage in the anode. To avoid the degradation of the anode, composite cathodes of LiFePO<sub>4</sub>/LiMn<sub>2</sub>O<sub>4</sub> (50:50 wt%), LiFePO<sub>4</sub>/activated carbon (50:50 wt%) and LiFePO<sub>4</sub>/LiNi<sub>1/3</sub>Co<sub>1/3</sub>Mn<sub>1/3</sub>O<sub>2</sub> (50:50 wt%) were prepared and the life cycle experiments were conducted on these cells. The composite cathode including LiNi<sub>1/3</sub>Co<sub>1/3</sub>Mn<sub>1/3</sub>O<sub>2</sub> of layered crystal structure showed stable voltage behavior. The discharge capacity retention ratio of LiFePO<sub>4</sub>/LiNi<sub>1/3</sub>Co<sub>1/3</sub>Mn<sub>1/3</sub>O<sub>2</sub> was about twice as high as that of a LiFePO<sub>4</sub>/LiMn<sub>2</sub>O<sub>4</sub> cell at thermal stability experiment for a duration of 1,000 hours charged at 2.3 V and a temperature of 80 ℃.
권태순(Tae-Soon Kwon),박원희(Won-Hee Park) 한국산학기술학회 2016 한국산학기술학회논문지 Vol.17 No.5
본 연구에서는 장대터널의 철도차량 화재사고 진압을 위한 소방차량 운용 시 고려사항을 분석 및 검토하였다. 최근 들어 터널연장 10 km 이상의 긴 장대터널 시공사례가 늘고 있으며 경부선의 금정터널(연장 20.3 km)을 시작으로 영동선의 솔안터널(연장 16.7 km) 및 2016년 하반기 개통 예정인 수서고속선의 율현터널(연장 50.3 km)까지 점점 터널의 길이가 증가 하는 추세이다. 이에 따라 터널 내에서 철도차량 내 대형화재사고 발생으로 긴급정차 시에 승객의 피난시간이 길어지는데 반해 소방인력의 접근은 더욱 어려워져서 큰 인명피해의 발생이 우려된다. 이에 해외 선진국에서는 철도선로 주행이 가능한 특수소방차량을 개발 및 도입하여 운용 중에 있다. 따라서 국내에서도 기존 도로전용 소방차량이 아닌 철도터널 내에서 운행 이 가능한 특수소방차량 도입을 통한 대응체계 구축이 요구된다. 상기 목적으로 본 연구에서는 철도터널의 주요 환경과 철도 차량 내 화재발생에 따른 터널 내 열환경 변화를 분석하였다. 또한, 분석결과를 개발 중인 장대터널용 소방차량의 주요 사양 과 연계하여 국내 장대철도터널에서 소방차량 운용 시 주요 고려사항을 제안하였다. In this study, we investigated the operation of railroad fire fighting vehicles against fires on trains in a long railway tunnel. In recent years, long railway tunnels (more than 10 km in length) have been built and the number of such tunnels, such as the Geumjeong tunnel (20.3 km in length) on the Gyeongbu high speed line, Solan tunnel (16.7 km in length) on the Yeongdong line and Yulhyeon tunnel (50.3 km in length) on the Suseo high speed line which is scheduled to be opened in the second half of 2016, is increasing. Significant damage is to be expected, due to the increased evacuation time and limited accessibility of fire services when the train is stopped by an urgent fire in the tunnel. Special fire fighting vehicles capable of running on rails have been developed and operated in overseas advanced countries. Therefore, a fire-response system using Unimog vehicles, which can run on road and rail, instead of road vehicles, is necessary. The characteristics of the railway tunnel and thermal environmental change caused by a train fire in a tunnel were analyzed in this study. Also, the operational requirements of the railroad fire fighting vehicles were evaluated by taking into account the specifications of the railroad fire fighting vehicles under development.