9 research outputs found
Evaluation of Navigational Safety of Ships on the Korean Coast
There are winds and waves in the sea, and they are changed frequently in accordance with the weather. By analyzing them which have the closest relation to the ship's safe voyage, evaluating the seakeeping performance and then taking a proper action, navigators should carry out safe navigation on the sea.
The seakeeping performance can be defined as the ability of a ship to go to sea without any loss of performance, and successfully and safely execute her missions even in inclement weather conditions.
A ship in seaways suffers continuous disturbances by irregular waves, and ship motions with irregular waves cannot be easily described as a system model which is adequate to a control system. But, in general, for seakeeping analysis, ship motions in irregular seas can be estimated by the superposition of the motion responses in regular wave components of the sea spectrum.
After comparing and analyzing the winds and waves in major sea areas, this paper evaluates the navigational safety of ships on the Korean coast with potential dangerous seakeeping performance using the weather information provided by land.
The conclusion is as follows:
(1) It is possible that the safety of ships could be secured more accurately by evaluating the seakeeping performance of ships.
(2) When the weather is bad, the departure of ships could be controlled by evaluating the navigational safety of ships.
(3) When a ship is placed in commission in any area, this evaluation could be used to decide the type and size of ship in use.λͺ©μ°¨
Abstract = iii
Nomenclature = v
μ 1μ₯ μλ‘ = 1
1.1 μ°κ΅¬μ λ°°κ²½ λ° λͺ©μ = 1
1.2 μ°κ΅¬λ΄μ©κ³Ό μ°κ΅¬λ°©λ² = 2
μ 2μ₯ νκ΅ μ°μμ κΈ°μμ 보 = 4
2.1 νμꡬμ μ 4ꡬμ κ·Έ λΆκ·Όμ μ°ν΄κ΅¬μ = 8
2.2 νμꡬμ μ 5ꡬμ κ·Έ λΆκ·Όμ μ°ν΄κ΅¬μ = 17
2.3 νμꡬμ μ 6ꡬμ κ·Έ λΆκ·Όμ μ°ν΄κ΅¬μ = 21
2.4 νμꡬμ μ 7ꡬμ κ·Έ λΆκ·Όμ μ°ν΄κ΅¬μ = 26
2.5 νμꡬμ μ 8ꡬμ κ·Έ λΆκ·Όμ μ°ν΄κ΅¬μ = 32
2.6 νμꡬμ μ 9ꡬμ κ·Έ λΆκ·Όμ μ°ν΄κ΅¬μ = 37
2.7 νμꡬμ μ 10ꡬμ κ·Έ λΆκ·Όμ μ°ν΄κ΅¬μ = 43
2.8 νμꡬμ μ 11ꡬμ κ·Έ λΆκ·Όμ μ°ν΄κ΅¬μ = 48
μ 3μ₯ νν΄ μμ μ± νκ° λ°©λ² = 52
3.1 ν΄μν μ€ννΈλΌ = 52
3.2 λ΄νμ±λ₯ νκ°μμ = 53
3.3 λ΄νμ±λ₯μ νκ°μΉμ μνλ = 56
3.4 μμ ν κ° μμμ μν νν΄ μμ μ± νκ° = 59
μ 4μ₯ μ°μ νν΄ μ λ°μ μμ μ± νκ° = 60
4.1 μμΉκ³μ°μ 쑰건 = 60
4.2 ν΄μλ³ νν΄ μμ μ± νκ° = 62
4.3 μ νλ³ νν΄ μμ μ± νκ° = 82
μ 5μ₯ κ²°λ‘ = 85
μ°Έκ³ λ¬Έν = 8
κ°μ€ λΆλ°° λ€νΈμν¬ μμ€ν μ΅μ ν
μ΅κ·Όμ νκ²½μ€μΌκ³Ό μμκ³ κ°μ μν΄μ μΈλ₯νλμ μνμ μν₯μ μ΅μννλ μ§μκ°λ₯ν μ°μ
κ°λ°(sustainable development)μ λ§μ κ΄μ¬μ λ°κ³ μλ€. μ΄μ λ°λΌ νν곡μ₯μ νκ²½μΉνμ μΌλ‘ λ³νμν€κΈ° μν΄μ κ° κΈ°μ
λ€μ΄ λ¬Όμ§ λ° μλμ§λ₯Ό μ΅λν ν¨μ¨μ μΌλ‘ μ΄μ©ν μ μλ 곡μ μ€κ³κ° νλ°νκ² μ΄λ£¨μ΄ μ§κ³ μλ€.
νν 곡μ λ° λ°λ체 곡μ μ κ²½μ°, κ·λͺ¨κ° 컀μ§λ©΄μ λ§μ μ€λΉκ° 볡μ‘νκ² μ½νμμ΄μ λ§μ μλμ§λ₯Ό μλͺ¨νκ² λμ΄ μμ°λΉμ©μ μ¦κ°λ₯Ό κ°μ Έμλ€. νΉν μλμ§ λΉμ©μ΄ μ μ°¨ μ¦κ°νλ©΄μ μ΄μ κ°μ μλμ§μ λλΉλ₯Ό μ€μ΄κ³ , ν¬μ
λ μλμ§λ₯Ό μ΅λν νμ©νκΈ° μν λ°©νΈμΌλ‘ μλμ§λ₯Ό νμνκ±°λ μ¬νμ©νλ λ± μλμ§ λΉμ© μ κ°λ°©μμ κ΄μ¬μ κ°κ² λμλ€.
λ³Έ μ°κ΅¬λ κ°μ€ λΆλ°° λ€νΈμν¬ μμ€ν
μ λν΄μ μ΄λ¬ν μλμ§ λΉμ©μ μ κ°νκ±°λ λΆμ°λ¬Όμ μ¬νμ©νκΈ° μν 곡μ μ€κ³μ λν λ°©λ²λ‘ μ μ μνκ³ μ νλ€.
곡μ μ€κ³μ λν λ°©λ²λ‘ μ κΈ°μ‘΄μ λ§μ μ°κ΅¬κ° μ΄λ£¨μ΄μ Έ μλ€. Chemical Process Design, product and process design, conceptual design and chemical engineering design λ±μ μ λͺ©μΌλ‘ λ°©λ²λ‘ μ΄ μ μλμλ€. λ³Έ μ°κ΅¬μμλ μ΄λ¬ν μΌλ°μ μΈ frameworkλ₯Ό λ°νμΌλ‘ modeling, simulation and optimizationμ μν Engineering Design Procedureλ₯Ό μ μνκ³ , νΉμ ν Process structureμ λν΄μ μλμ§λΉμ© μ κ° λ° λΆμ°λ¬Ό μ¬νμ©μ μν μ¬λ‘λ₯Ό μ μ©νμ¬ κ³΅μ μ€κ³ μννμλ€. μ μλ λ°©λ²λ‘ μ douglas λ± νν곡μ μ€κ³μμ μ¬μ©λλ μμ¬κ²°μ κ³Όμ μμ κ·Έ ꡬ쑰λ₯Ό μ°©μνμλ€.
κ°μ€ λΆλ°° λ€νΈμν¬ μμ€ν
μ ν¬κ² λ κ°μ§λ‘ λΆλ₯νλ€. 곡μ₯λ΄μ λΆλ°°μμ€ν
κ³Ό 곡μ₯κ³Ό 곡μ₯ μ¬μ΄μ λΆλ°°μμ€ν
μΌλ‘ λλ μ μλ€. 곡μ₯λ΄μ λΆλ°° μμ€ν
μ 곡μ μ modeling μ μ΄μ μ λ§μΆμ΄ Design procedureλ₯Ό μ§ννλ€. λ€μ 곡μ₯κ³Ό 곡μ₯ μ¬μ΄μ λΆλ°°μμ€ν
μ μ°μ
λ¨μ§λ΄μ 곡μ₯κ³Ό 곡μ₯μ μ°κ²°νλλ° μ΄μ μ λ§μΆμ΄ Design Procedureλ₯Ό μ§ννλ€. μ΄λ¬ν λ€νΈμν¬ μμ€ν
μ byproduct recycling network, water reuse network, mass integration, heat integration λ±μΌλ‘ ꡬλΆν μ μλ€.
μμ 곡μ μ€κ³ λΆλΆ μ€ κ³΅μ₯λ΄μ λΆλ°°μμ€ν
μ λν λΆλΆμΌλ‘ Compressorμ Chillerμ λν 곡μ μ€κ³λ₯Ό Chanpter2μ Chapter3μμ λ€λ£¨κ³ , 곡μ₯κ³Ό 곡μ₯ μ¬μ΄μ λΆλ°°μμ€ν
μ λν λΆλΆμΌλ‘ Hydrogen Recycling Networkλ₯Ό Chapter4μμ λ΄μ©μ λ€λ£¬λ€.
μ μλ 곡μ μ€κ³ μ¬λ‘λ μ€μ 곡μ μ μ±κ³΅μ μΌλ‘ μ μ©λμμΌλ©°, μ΄λ‘ μΈν΄ μλμ§ μ κ° λ° μκ°μ κ°μ μ΄λ£¨μλ€. λ³Έ μ°κ΅¬μμλ LCD곡μ μμ μ¬μ©λλ μμΆκΈ°μ λλκΈ°μ λν 곡μ μ€κ³λ₯Ό μννμλ€. μ€μ 곡μ μ μ μ©ν κ²°κ³Ό μμΆκΈ°μ κ²½μ° λͺ¨λΈ μ νλκ° 95%μ΄μμ΄μμΌλ©°, λλκΈ°μ κ²½μ° typeμ λ°λΌμ 80-97%μ μ νλλ₯Ό 보μλ€. μ΄λ₯Ό μ΄μ©ν μλμ§ μ κ° λ°©μμΌλ‘ μμΆκΈ° μ΄μ κ°μ μ ν΅ν΄ μ½ 5%μ κ°μ λ μλμ§ μλͺ¨λμ 보μλ€. λν μμ ννλ¨μ§λ΄ 곡μ₯κ° μμ μ¬νμ© λ€νΈμν¬λ₯Ό μ€κ³νμλ€. μμ νμΉλΆμμ ν΅νμ¬ κ΅νλ§ κ΅¬μ±μ νμν μ΅μμ μμ μꡬ λ° μ μ λμ νμ
νκ³ , λ€νΈμν¬ κ΅¬μ±μ νμν λΉμ©κ³Ό κΈ°ν μ μ½μ‘°κ±΄μΌλ‘ μ΅μ ν λ¬Έμ λ₯Ό ꡬμ±νμ¬ κ³΅κΈμ²(source)μ μμμ²(sink) 곡μ₯κ°μ μ΅μ μΌλ‘ μμλ₯Ό μ¬νμ©νκΈ° μν λ€νΈμν¬λ₯Ό μ€κ³νμλ€. μ€μ μ°μ
νμ₯μμ μμ μ¬νμ© λ€νΈμν¬κ° ꡬμ±λμ΄ μ°κ° 100μ΅ μ΄μμ κ²½μ μ μΈ ν¨κ³Όλ₯Ό μ»κ³ μλ€.
μ μλ λ°©λ²λ‘ μ κ°μ€ λΆλ°° μμ€ν
μ λ°λΌ λ€μν 곡μ μ€κ³μ νλκ² μ μ©λ κ²μΌλ‘ κΈ°λλλ€.Gas is one of the essential utilities for operating chemical plants and is usually supplied by compressors of various types. For a large-scale chemical plant, the compression systems are interconnected to each other to form a complex gas-supply network and byproduct recycling network.
A complete Engineering Process design includes a critical review of the idea that there should be any process structure, the invention or selection of an appropriate process, optimization of the process, and an economic analysis of its probable profitability.
The principal goal of this thesis is to propose a systematic engineering design procedure to improve the profitability. In addition, this thesis is aimed to successfully apply the proposed methodology to an industrial process. In detail, the thesis offers a systematic engineering design procedure to design the process structure (unit, network, design) for industrial process.
Chapter 1 provides an introduction of Engineering Process design to this study. Chapter 2 describes unit structure process design of the modeling and optimization of the Turbo-Compression chiller systems in LCD process. Chapter 3 describes unit structure process design of the Hybrid Compressor Model for Optimal Operation of Compressed Dry Air System in LCD Production Industry. Chapter 4 describes network structure process design of the Byproduct Hydrogen Network Design using PSA and Recycling Unit for the Petrochemical Complex. Chapter 5 presents the conclusions and an outline for future works.
We believe that the proposed engineering design procedure can be successfully applied into many other process structures and that significant energy and cost savings can thus be expected from the consistently ensured process optimization.Docto
A Study on the Evaluation of Ship's Performance
As a ship gets bigger and faster lately, ship's structure or cargoes might be often damaged and the ship might be cut in two in extreme conditions by a wave impact on its bow. In this paper, the ship's performance such as seakeeping, maneuvering, stability and boarding comfort was evaluated by the training ship HANBADA.
The vertical acceleration, which is one of the factors for evaluating seakeeping performance, was measured under the various sea states by the hull stress monitoring system(HMS) on the bridge, and the results were compared with those of model test and theoretical studies. Then, we confirmed the seakeeping performance of T.S. HANBADA by comparing it with ITTC seakeeping criteria. This result will be a great help for the safe navigation by making it possible to estimate the possibility of work and the amount of risk under the various sea conditions with which it might confront, and the shipbuilding yard can be possible to construct the vessel with superior performance through these data measured on the actual ship.
Various turning tests were carried out according to the rudder angle, turning direction, loading condition and the ship's speed, after that they were compared with the IMO maneuvering standards. And maneuvering indexes such as K and T were also obtained through the turning tests. T.S. HANBADA has the large superstructures above the water line, so she is supposed to have relatively large leeway or to be difficult to course keeping under the strong winds. These effects will be more significant on berthing, unberthing or proceeding on low-speed at harbour. Therefore, it was calculated the wind forces and moments acting on her, and then found out how much leeway and count rudder angle would be happened with the relative wind direction and velocity.
Three or four typhoons are influencing on the Korean Peninsula in a year. Among them, typhoon 'Sara' in 1959, 'Rusa' in 2002 and 'Maemi' in 2003 accompanied with such a strong wind and heavy rain that they caused a catastrophic damage to the properties and/or lives. Especially typhoon 'Maemi' caused a lot of marine accidents such as sinking, stranding and collision etc. on the vessels at anchor in bay of Jinhae. If T.S. HANBADA will be begun with the influence of the typhoon, she usually escapes from the expected route or anchors at the bay of Jinhae. However, decisions of how to use the anchor and judgement of her safety at anchor depend on the experience of operators by this time. In this paper, the maximum permissible wind velocity was evaluated for keeping her on the safe conditions at anchor by comparing the holding power with the wind force on the hull.
Vessels are often capsized because of the loss of stability. If the rolling is intense because of excessive stability, the ship's machinery and/or cargoes as well as the ship's hull may be damaged and crew and passengers feel uncomfortable. On the contrary, when the stability is not enough, the ship may be easily inclined due to winds and/or waves and also be easily capsized because she will not be recovered soon after the inclination. Therefore, it was calculated the stability for the several loading conditions and compared with the IMO stability criteria. Also, the maximum roll angle was analyzed with the various sea states measured for 2 years on T.S. HANBADA. And then, it was presented how to escape the excessive roll from the parametric rolling.
When a vessel is underway in a heavy weather, passengers and crew have experience of seasickness which causes drowsiness, dizziness, headache, stomachache etc. In extreme conditions, they suffer from a serious trouble which is physiologically unrecoverable. Therefore it results in delay of spiritual activities or making errors from decrease of motivation, dropping off skills, poor recognition and poor judgement. In this paper, the international standards concerning about the occurrence of sickness and the possibility of works were analyzed, and the boarding comfort was evaluated by conducting several times of survey on cadets boarding on T.S. HANBADA. The result showed that one of the main factors of occurring the sickness was the vertical acceleration and the level was more than 0.2g. Also, it was presented the way how to reduce the sickness by changing the ship's speed and/or course in relation to the encounter period with the wave.μ 1 μ₯ μ λ‘ 1
1.1 μ°κ΅¬μ λ°°κ²½ λ° λͺ©μ 1
1.2 κ΄λ ¨ μ°κ΅¬ λν₯ 6
1.3 λ
Όλ¬Έμ κ΅¬μ± 8
μ 2 μ₯ λμ μ λ°μ νΉμ± λ° κ³μΈ‘ μμ€ν
10
2.1 λμ μ λ°μ μ μ λ° νΉμ± 10
2.2 μ£Όμ μ΄ν μ€μ 12
2.3 μ 체μλ ₯ κ°μ μ₯μΉ 15
2.3.1 μ 체μλ ₯ κ°μ μ₯μΉμ κ΅¬μ± 16
2.3.2 λ°μ΄ν° κ³μΈ‘ λ° λμ€νλ μ΄ 18
μ 3 μ₯ λ΄νμ±λ₯ νκ° 23
3.1 μ€μ μ‘°μ¬ 25
3.1.1 ν΄μμνμ λ°λ₯Έ κ°μλ λΉκ΅ 25
3.1.2 μ λ°κ³Ό νλμ λ§λ¨κ°μ λ°λ₯Έ κ°μλ λΉκ΅ 37
3.1.3 μ°μνν΄μ λμνν΄μ κ°μλ λΉκ΅ 41
3.2 μ΄λ‘ κ³μ° λ° λͺ¨νμνκ³Όμ λΉκ΅λΆμ 44
3.3 λ΄νμ±λ₯ νκ° 50
3.3.1 λ΄νμ±λ₯ νκ°μμμ κ·Έ μμ€ν
μ κ²°ν© 51
3.3.2 λ΄νμ±λ₯ νκ°μμμ λΆμ°μΉ 53
3.3.3 λ΄νμ±λ₯ νκ°μμμ λ°μνλ₯ λ° νκ³νμ€νΈμ°¨ 54
3.3.4 λ΄νμ±λ₯ νκ°μμμ νκ°μΉ 55
3.3.5 λ΄νμ±λ₯ νκ°μμμ μνλ λ° μλμνλ 55
3.3.6 λ΄νμ±λ₯μ§ν 56
3.3.7 λ΄νμ±λ₯ νκ° κ²°κ³Ό 58
3.4 μμ½ 60
μ 4 μ₯ μ‘°μ’
μ±λ₯ νκ° 62
4.1 μ λ° μ‘°μ’
μ±λ₯ κ³μΈ‘ μμ€ν
64
4.2 IMO μ‘°μ’
μ± κΈ°μ€ 66
4.3 λμ μ λ°μ μ‘°μ’
μ±λ₯ 71
4.3.1 λμ μ λ°μ μ νμ±λ₯ 72
4.3.2 λμ μ λ°μ μ‘°μ’
μ± μ§μ 80
4.3.3 λμ μ λ°μ μ μΉ¨λ‘ κ±°λ¦¬ 85
4.4 νμλ ₯μ μν₯μ κ³ λ €ν μ‘°μ’
μ±λ₯ 89
4.4.1 νμλ ₯κ³Ό μ 체λ ₯ μ΄λλ°©μ μ 89
4.4.2 νλ₯κ° λ° λμνκ° 97
4.4.3 λμ μ λ°μ μμΈμ μ¬μ© κΈ°μ€ 98
4.5 λμ μ λ°μ λ¬λ° μμ μ± νκ° 103
4.5.1 ννμ μν₯ 103
4.5.2 μΈλ ₯μ λν λΆμ 106
4.5.3 νμ£Όλ ₯μ λν λΆμ 108
4.5.4 λμ μ λ°μ λ¬λ° μμ μ± νκ° 119
4.6 μμ½ 121
μ 5 μ₯ 볡μμ±λ₯ νκ° 123
5.1 μ λ°μ 볡μμ± 123
5.2 IMO 볡μμ± κΈ°μ€κ³Ό λμ μ λ°μ 볡μμ± 127
5.2.1 IMO 볡μμ± κΈ°μ€ 128
5.2.2 λμ μ λ°μ 볡μμ± 130
5.3 λμ‘° ν‘μ μ΄λ 139
5.4 μμ½ 146
μ 6 μ₯ μΉμ κ° νκ° 148
6.1 μΈμ²΄ μ§λμ λν κ΅μ νμ€μ 149
6.2 κ°μλ λ³νμ λ°λ₯Έ μΉμ κ° μ‘°μ¬γλΆμ 153
6.2.1 μΉμ κ° μ‘°μ¬ 153
6.2.2 μΉμ κ° λΆμ 158
6.3 μΉμ κ° ν₯μμ μν μ΄ν λ°©μ 163
6.4 μμ½ 167
μ 7 μ₯ κ²° λ‘ 168
ε θ ζ η» 174
λΆ
A Study on a Vehicle Stability Control based on Wheel Lateral Force
νμλ
Όλ¬Έ (λ°μ¬)-- μμΈλνκ΅ λνμ : κΈ°κ³ν곡곡νλΆ, 2014. 8. κΉμ€μ.μ°¨λμ μμΈ μμ μ± μ μ΄ μμ€ν
μΈ ESC(Electronic Stability Control)λ μ§λ₯νμλμ°¨(Intelligent Vehicle)μμλ κ°μ₯ ν΅μ¬μ μΈ μ£Όν μμ μμ€ν
μΌλ‘ λ―Έκ΅, μ λ½ λ± μ μ§κ΅ λΏ μλλΌ κ΅λ΄μμλ μμ κ·μ μ λ°λΌ μ μ°¨λΆν° λ¨κ³μ μΌλ‘ μ μ©λκ³ μλ€. μ°¨λ λ΄ μΌμ μ 보λ‘λΆν° μ°¨λμ μμΈ μμ μ±μ νλ¨νκ³ λΈλ μ΄ν¬μ μμ§ ν ν¬ μ μ΄λ₯Ό ν΅ν΄ λ―Έλλ¬μ§μ μ΅μ νλ©° μ ν μ£Όν μ μμ μ±μ ν보νλ ESC μμ€ν
μ μ£Όν μ€ κ·Ήν μν μν© νμμ μ¬κ³ ννΌμ μ°¨λμ μμ μ μΈ μ£Όνμ 보쑰νλ€. μ΄λ₯Ό μν΄μ κ΄λ ¨ μΌμ λΆνμ κΈ°λ―Όν λ°μκ³Ό μ μ΄κΈ° λ° μμΈμμ΄ν°μ μ νν λμμ΄ νμμ μ΄λ€. νμ¬ μμ©νλ ESC μμ€ν
μ μ΄μ μμ μ‘°ν₯μ
λ ₯κ³Ό μ°¨λμ μλ, λ°λ κ±°λ μ 보λ‘λΆν° μ°¨λμ μμΈλ₯Ό μμΈ‘νλλ° μ΄μ λ°λ₯Έ κ³μ° μκ°, μμ€νμ
λ°μμ λ°λ₯Έ μ§μ°μκ° λ±μ΄ μλ°λλ νκ³κ° μμΌλ©°, μ°¨μΈλ ESC κΈ°μ λ‘μ μ°¨λμ μμΈμ μ§κ²°λλ ν νμ€(wheel force)μ μ§μ μΈ‘μ νμ¬ μ°¨λ μμΈμ μ΄μ λ°μνλ μ°κ΅¬κ° μ§νλκ³ μλ€.
λ³Έ μ°κ΅¬μμλ μμ© ESC μμ€ν
μμ μ¬μ©νλ μ°¨λ λ°λ κ±°λ μ λ³΄μΈ μμ¨(yaw rate) κΈ°λ° μ μ΄μ ν₯ν κ°λ°μ΄ μμλλ ν νμ€ μ 보 κΈ°λ° μ μ΄μ λ°μμκ° μ°¨μ΄μ κ·Έμ λ°λ₯Έ μ±λ₯μ λΉκ΅νκ³ λΆμνμλ€. μ΄λ₯Ό μνμ¬ λμμ°¨λμ λν κ³ μ λμ μ°¨λ λμνλͺ¨λΈμ κ°λ°νκ³ , μμ¨ μ μ΄ ESCμ ν νμ€ μ μ΄ ESC κ°μ μκ³ λ¦¬μ¦μ μ μνμ¬ ν΄μμ λΆμ(S/W simulation)μ μννμλ€. λν RCP(Rapid Control Prototyping) νλ«νΌ κΈ°λ°μ μν μ°¨λμ κ°λ°ν΄ μ€μ°¨μνμ μνν¨μΌλ‘μ¨ μκΈ° μκ³ λ¦¬μ¦μ ν¨κ³Όλ₯Ό κ²μ¦νμλ€. κ·Έλ¦¬κ³ μμ¨ μ μ΄ ESCμ ν νμ€ μ μ΄ ESCμ μ±λ₯ μ°¨μ΄λ₯Ό μ’ λ 보기μν΄ κΈ°μ‘΄μ ESC νμ€ μν λͺ¨λμ κΈ°λ°ν μ΅μ
μν© μν μλ리μ€λ₯Ό μ μνμ¬ ESC μκ³ λ¦¬μ¦μ ν¨κ³Όλ₯Ό νκ°νλ€.
λ³Έ μ°κ΅¬μ μ£Όμ κ²°κ³Όλ λ€μκ³Ό κ°λ€.
μ²«μ§Έλ‘ νμ¬ μμ© ESC μμ€ν
μ μΌλ°νλ μμ¨ μ μ΄ ESCλ ꡬ쑰μ μΌλ‘ μΌμ μ 보λ₯Ό μ·¨λνλ λ°μμκ° μ§μ°μ΄ λ°λμ μλ°λ¨μ λ°λΌ μ±λ₯μ ν₯μμν€λλ° νκ³κ° μμΌλ©°, λ°λ©΄ ν νμ€ κΈ°λ° μ μ΄ ESCλ μμ¨ μ μ΄ ESCμ λΉκ΅νμ¬ μλμ μΌλ‘ μλ΅μκ°μ΄ λ§€μ° λΉ λ₯΄λ©΄μ μ°¨λ μμΈ μμ μ± μ μ΄ μΈ‘λ©΄μμλ μ°μν¨μ ν΄μμ λΆμ λ°©λ²κ³Ό μ€μ°¨ μν λ°©λ²μ ν΅ν΄ μ λμ μΌλ‘ νμΈνμλ€.
λμ§Έλ‘ ν νμ€ κΈ°λ° μ μ΄ ESCλ λ³΄λ€ λΉ λ₯Έ μ μ΄ κ°μ
μΌλ‘ μμΈ μμ μ±μ 볡μμν€λ κ³Όμ μμ μ λλ ₯ κ°μ
μ΄ ν¬κ² μ€μ΄λ€λ©° μ΄λ¬ν κ²°κ³Όλ‘ μ£Όνμ€ NVH(Noise, Vibration and Harshness) νΉμ±λ ν₯μλλ©° ESC μλ μ€μ μ΄μ μκ° λλ μ μλ λΆμΎκ°μ μ€μ¬μ€ μ μμμ νμΈν μ μμλ€. λν μ΅κ·Ό κ³ κΈμ°¨λμ μ€μ¬μΌλ‘ ADAS(Advanced Driver Assistance System) μ₯μ°©μ΄ νλλ¨μ λ°λΌ ESC μμ€ν
μ λ³΄λ€ λμ λ΄κ΅¬μλͺ
μ μꡬνλ μν©μμ, μ λλ ₯ κ°μ
μ μ€μ¬μ€ κ°λ₯μ±μ΄ λμ ν νμ€ μ μ΄ ESC κ°λ°μ νμμ±μ΄ μ¦λνλ κ²κ³Όλ λΆν©νλ€.
λ§μ§λ§μΌλ‘ κΈ°μ‘΄μ ESC μμ€ν
λΏλ§ μλλΌ ν₯ν κ°λ°λ μ°¨μΈλ ESCλ ν΅ν©μμμ μ΄(UCC, Unified Chassis Control)μ²λΌ μ μ κ³ λνλλ λ₯λ μμ μ μ΄μμ€ν
μ ν¨κ³Όλ₯Ό νκ°νκΈ° μ ν©ν μλ‘μ΄ μ±λ₯ μ§νλ‘μ κ²½λ‘ μ΄ν 거리(path departure distance)μ μκ°(yaw angle)μ μ μνμλ€. κ·Έλ¦¬κ³ μ΄λ€ μ±λ₯ μ§νλ‘ λΉκ΅ν΄λ΄€μ λ ν‘λ°©ν₯ ν νμ€ μ μ΄ ESCλ λ³΄λ€ λ μ΅μ
μ μ£Όνμν©μμ μ°¨λμ μμΈμ μ΄ μ±λ₯ ν₯μ μ λκ° λ³΄λ€ ν¬λ€λ μ¬μ€μ νμΈνμλ€.κ΅λ¬Έμ΄λ‘ i
List of Tables vii
List of Figures ix
Nomenclature xvii
μ 1μ₯ μ λ‘ 1
1.1 μ°κ΅¬ λ°°κ²½ 1
1.2 μ ν μ°κ΅¬ λ° λν₯ 10
1.2.1 μ°¨λ μμΈ μμ μ± μ μ΄ κΈ°μ 10
1.2.2 μ°¨λ μμΈ μμ μ± μΌμ± κΈ°μ 26
1.3 μ°κ΅¬ λͺ©μ 35
1.4 μ°κ΅¬ μμ½ 37
μ 2μ₯ μ°¨λ λμν ν΄μ 39
2.1 μ°¨λ λμν λͺ¨λΈ 39
2.1.1 μ°¨λ λμνλͺ¨λΈ κ°λ° 39
2.1.2 μ°¨λ λμνλͺ¨λΈ κ²μ¦ 44
2.2 μ°¨λ λμ μμ μ± νκ° 46
2.2.1 μ°¨λ λμ μμ μ± νκ° λ°©λ² 46
2.2.2 μ°¨λ λμ μμ μ± ν΄μ νκ° 50
2.3 κ³ μ°° 56
μ 3μ₯ ν΄μ κΈ°λ° μ°¨λ μμΈμ μ΄ μκ³ λ¦¬μ¦ ν¨κ³Ό λΆμ 58
3.1 μ°¨λ λ°λ μμΈμ 보 κΈ°λ° μ μ΄ μκ³ λ¦¬μ¦ 58
3.2 μ°¨λ λ°λ μμΈμ 보 κΈ°λ° μ μ΄ μλ΅ ν΄μ 62
3.2.1 μμ¨ μ μ΄μ λ°λ₯Έ μ°¨λ μμΈμ μ΄ ν¨κ³Ό 62
3.2.2 μκ° μ§μ°μ λ°λ₯Έ μ°¨λ μμΈμ μ΄ ν¨κ³Ό 67
3.3 ν‘λ°©ν₯ ν νμ€ μ 보 κΈ°λ° μ μ΄ μκ³ λ¦¬μ¦ 75
3.4 ν‘λ°©ν₯ ν νμ€ μ 보 κΈ°λ° μ μ΄ μλ΅ ν΄μ 83
3.5 μμΈμ μ΄λ₯Ό μν μ£Όμ λ³μ λΆμ 90
3.6 κ³ μ°° 97
μ 4μ₯ μ€μ°¨κΈ°λ° μμΈμ μ΄ μκ³ λ¦¬μ¦ ν¨κ³Ό λΆμ 101
4.1 μκ³ λ¦¬μ¦ κ΅¬νμ© μν μ°¨λ κ°λ° 101
4.2 μ°¨λ κ±°λ νκ° μ€μ°¨μν 111
4.3 μκ³ λ¦¬μ¦μ λ°λ₯Έ μ°¨λ κ±°λ νΉμ± λΆμ 117
4.4 κ³ μ°° 127
μ 5μ₯ μ΅μ
μν© μλλ¦¬μ€ μμ± λ° μκ³ λ¦¬μ¦ νκ° 129
5.1 ν΄μκΈ°λ° μ΅μ
μν© μλλ¦¬μ€ μμ± 129
5.1.1 μ΅μ
μν© λμΆμ μν νλ‘μμ Έ 130
5.1.2 μ΅μ
μν© μ£Όν μλλ¦¬μ€ λμΆ 136
5.2 μ΅μ
μν© μλ리μ€μ λ°λ₯Έ μκ³ λ¦¬μ¦ νκ° 138
5.3 μ°¨λ μμΈ μμ μ± νκ° μ§ν 143
5.4 κ³ μ°° 154
μ 6μ₯ κ²°λ‘ λ° ν₯ν μ°κ΅¬ κ³Όμ 156
Bibliography 159
Abstract 165
Appendix 168Docto
Development of Hydrogen Recycling Network Design for Petrochemical Complex and Eco-Industrial Park
νμλ
Όλ¬Έ(μμ¬) --μμΈλνκ΅ λνμ :ννμ물곡νλΆ,2007.Maste