Earticle

신제품개발 관련 선행연구에 따르면 급격한 시장변화와 빠른 기술변화에 적응하고 신제품개 발 성공을 위해서 연구개발과 마케팅 부서 간 긴밀한 통합이 필요하다. 지금까지는 주로 IT와 하이테크 기업들을 대상으로 부서간통합과 신제품개발에 대한 연구가 많이 진행되어왔다. 본 연 구는 국내 건축재 중소제조업체들 중 연구개발과 마케팅부서가 분리되어있는 기업의 담당자들 에게 설문을 실시하고 실증분석을 진행하였다. 실증분석에 따르면 최고경영자 및 상급관리자의 태도와 조직구조 관련 요인들 중 공식화가 부서간통합에 유의한 영향을 미친다는 가설이 지지되 었다. 이는 국내 중소기업들의 신제품개발에 있어서 최고경영자 및 상급관리자의 영향이 매우 크다는 것을 의미한다. 또한 부서간통합에 있어서도 비공식적·개인적 의사소통보다 기업의 체계 적·공식적 업무절차의 영향이 크다는 것을 의미한다. 하지만, 선행연구와는 달리 부서간통합에 대한 경쟁 및 기술불확실성의 영향력은 확인하지 못했다. 또, 조직구조 요소들 중 집중화와 보상 체계의 영향력은 확인할 수 없었다. 본 연구의 시사점으로 국내 건축재 같은 비첨단산업의 중소 기업의 창업자와 관리자는 부서간통합과 신제품개발 성과를 위해서 합리적 권한위임, 조직문화 창조 등과 같은 최고경영자 및 상급 경영자의 태도에 힘쓰는 것이 필요하고 업무절차의 표준화, 문서화 등과 같은 공식화된 조직구조를 잘 갖추는 것이 필요하다는 것을 알 수 있었다. 나아가, 본 연구의 한계와 향후 연구방향에 대해 논의하였다.

Based on previous studies on new product development, it is generally accepted that tight integration between R&D and marketing department is necessary for successful NPD. Until now, a lot of studies have been performed on the samples of IT and high technology companies. In this study, we surveyed 230 R&D and marketing managers in 29 building material production companies in Korea. These sample firms have separate R&D and marketing departments. The results are as follows. First, the hypothesis that the attitudes of CEO and upper managers have a positive effect on the integration between R&D and marketing is confirmed. This finding suggests that, in Korean building material production companies, the influence of CEO and upper managers on the integration, such as rational delegation and establishing innovative organization culture, is extremely important for NPD successes. Second, the hypothesis is supported that formalization, an organizational structure factor, has a positive effect on the integration. For successful NPD in non-high technology industries, entrepreneurs and small business managers need to build good formalized organization structures such as standard procedures and formal communication channels that facilitate information flows. Different from the previous studies, however, we cannot confirm the hypothesis that competitive and technology uncertainties had an effect on the integration between R&D and marketing. Lastly, we discuss the limitations and future research directions.

The overhead contact line (OCL) is a key piece of equipment for transmitting electrical energy to the pantograph of rail cars. Recently, a 400 km/h OCL was applied to the Honam high-speed line, and its performance was examined by running HEMU-430X. For the study, we analyzed the current of catenary wire concurrently while running HEMU-430X in the Honam high-speed line. Specifically, this study recorded the currents for each speed during operation of the railway vehicle. The analysis of the frequency of line current showed generation of third-harmonics, 15th-harmonics, 17th-harmonics, and 19th-harmonics. The current of catenary wire is a basic technology assessment used to determine the electrical safety of electric railway systems, and it can be used as a technology for analyzing circulating currents generated in the current configuration, as well as for analyzing electric fatigue of the OCL components.

In this paper, A technique for detecting contact loss at the input power of a railway vehicle has been studied when the contact loss occurs in the feed system. The impedance of the actual railway line was applied to the modeling of the feed system, and modeling was performed based on the performance of the electric railway vehicle. The input voltage and current of the railway vehicle through modeling were analyzed by applying TEO and STFT signal processing technique.

The aims of the demand response market are stabilization of the power supply and improving of the reliability of the power system. The various applications of the energy storage system (ESS) in the railway systems are studied and implemented to raise the energy efficiency. It is one of the most important how to determine the obligation reduction capacity (ORC) in participation to the demand response market because it has an influence on the profit extremely. In this paper, when participating to the demand response market with demands in the urban railway, we calculated the available ORC and economically evaluated ESS based on the real load data.

To execute load curtailment efficiently for Urban Railway Load, the load patterns of the Urban Railway Load and available amount of load curtailment over the Urban Railway Load are analyzed through comparing the load to the common power loads. In addition, the current policies of the load curtailment for the Urban Railway Load are investigated and the problems of those are presented. Based on the researches, the optimal load curtailment strategies for the Urban Railway Load are proposed to minimize the consumer's utility diminishment and the costs of the use of energies. Finally, the optimal load curtailment strategies are applied to the real Urban Railway Load, the results shows that proposed methods are efficient and cost effective while the amount of load curtailment is minimized.

In this paper, because of global environmental problems such as energy shortage and abnormal climate, green energy development and energy saving technology development is being magnified. Heat insulation, the most basic and traditional energy saving method, is highly expected. Especially, simple and advanced heat insulation technique based on Nano material is promising future technology. The railway system also requires heat insulation. Especially, traditional heat insulator such as glass wool has been adopted frequently to rolling stock. The heat insulator is also adopted in general railway service buildings. Take account of cost-effective heat blocking performance, the heat insulator shall be adopted in diverse fields such as electric power, railroad, signal and communication. The only and direct solution for this problem is installing heat insulator with outstanding endurance, corrosion resistance and heat resistance to block outer heat Upgrading heat specification of equipment can be a solution, but since price and maintenance cost rise severely, this plan might be incongruous. In this research, energy saving effect of ultrathin heat insulator film was demonstrated by installing the film on roof of electrical room.

We investigated that effects of annealing ambient on the characteristics of functional nano thin film synthesized on glass substrate. The functional nano thin films were annealed by using rapid thermal annealing (RTA) equipment in vacuum, oxygen and nitrogen ambient, respectively. The hardness of the functional nano thin films were measured by a standard hardness testing method (ASTM D3363) such as a H-9H, F, HB and B-6B pencil (Mitsubishi, Japan). Also, the adhesion of the functional nano thin films were measured by a standard adhesion testing method (ASTM D3359) using scotch tape (3M, Korea). The contact angle of the functional nano thin films was measured by a contact angle analyzer (Phoenix 300 Touch, S.E.O.). The optical property of functional nano thin films was measured via UV-visible spectroscopy (S-3100, Scinco).

This paper proposes the optimal operation of ESS (Energy Storage System) in the substation of urban railway in an economical point of view. Since the load patterns of urban railway have different characteristics with the general power demand pattern, the characteristics motivate us to develop the optimal operation algorithm for ESS under Korean electricity billing system. We also introduce two different ESS operation strategies for peak load shaving and electricity consumption charge minimization respectively, and formulate each scheme. Historical data from Namgwangju substation are used for economical comparison of the strategies. The results show that the proposed algorithm is the most cost-effective ESS operation scheme among the strategies and reduces around 5 percent of electric charges compared to the charge without ESS operation.

Energy Saving Methods in existing railway vehicle are considered by active approach such as regenerative energy storage and utilization, eco driving, etc. On the other hands, energy saving measures in railway station are operated by passive method such as reduction of operating time in ventilation system, cooing system and power equipment. To reduce energy and for independence in railway system, it requires an active energy saving measures. It needs to its own power source besides the power source of electric supply company such as renewable energy and regenerative energy and take the advantage of power storage system and stored power are used in optimum time. This paper deal with 3-level NPC inverter and T-type NPC inverter that used in various multi-level topology applicable to the railway system.

This paper deals with regenerative energy in railway system which one of the largest customer in terms of load capability. Unlike the other loads of power system, loads of railway systems change in time and space. It has a characteristic amount of generating regenerative energy by frequent starting and braking in railway system. Therefore, it is expected higher utilization in railway system than the other systems. The purpose of DC power supply simulation is analyzing backed energy, regenerative energy by each railway vehicle and substation. In this paper, regenerative energy utilization are analyzed using DC power supply simulation and it is performed changing major influence on the design such as the number of installing absorber, internal resistance value, no-load voltage value at substation or operating parameters at regenerative energy utilization. After simulating, results are compared and analyzed.

This paper proposes the method for determination of the capacities of ESS (Energy Storage System) and PCS (Power Conditioning System) for the peak load shaving based on the load data in the substation of urban railway. In addition, this paper analyze the actual measurement of loads in the substation of urban railway. The load of a weekday in the substation of urban railway is high around rush hours in the morning and evening, which is different from that of a normal substation. The required capacities of ESS and PCS become larger as the amount of peak load shaving is higher, and are affected from the patterns of daily load in the substation.