• KSCE Journal of Civil and Environmental Engineering Research
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• v.39 no.1
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• pp.63-71
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• 2019

The two-fluid model proposed by Herman and Prigogine is useful for analyzing macroscopic traffic flow in a network. The two-fluid model is used for analyzing a network through the relationship between the ratio of stopped vehicles and the average moving speed of the network, and the two-fluid model has also been applied in the urban transportation network where many signalized or unsignalized intersections existed. In general, the average travel speed and moving speed of a network decrease, and the ratio of stopped vehicles and low speed vehicles in network increase as the traffic demand increases. This study proposed the two-fluid model considering congested and uncongested traffic situations. The critical velocity and the weight factor for congested situation are calibrated by minimizing the root mean square error (RMSE). The critical speed of the Seoul network was about 34 kph, and the weight factor of the congestion on the network was about 0.61. In the proposed model, $R^2$ increased from 0.78 to 0.99 when compared to the existing model, suggesting that the proposed model can be applied in evaluating network performances or traffic signal operations.

• Composites Research
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• v.32 no.5
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• pp.284-289
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• 2019

In the present paper, the dynamic force-moment equilibrium equations, driving power and energy equations are analyzed to formulate the equation for fuel economy(km/liter) equivalent to the driving distance (km) divided by the fuel volume (liter) of the vehicle, a selected model of gasoline powered KIA K3 (1.6v). In addition, the effects of the dynamic parameters such as speed of vehicle (V), vehicle total weight(M), rolling resistance ($C_r$) between tires and road surface, inclined angle of road (${\theta}$), as well as the aerodynamic parameters such as drag coefficient ($C_d$) of vehicle, air density(${\rho}$), cross-sectional area (A) of vehicle, wind speed ($V_w$) have been analyzed. And the possibility of alternative materials such as lightweight metal alloys, fiber reinforced plastic composite materials to replace the conventional steel and casting iron materials and to reduce the weight of the vehicle has been investigated by Ashby's material index method. Through studies, the following results were obtained. The most influencing parameters on the fuel economy at high speed zone (100 km/h) were V, the aerodynamic parameters such as $C_d$, A, ${\rho}$, and $C_r$ and M. While at low speed zone (60 km/h), they are, in magnitude order, dynamic parameters such as V, M, $C_r$ and aerodynamic ones such as $C_d$, A, and ${\rho}$, respectively.

• Geophysics and Geophysical Exploration
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• v.22 no.1
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• pp.21-28
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• 2019

We perform a 3D tomographic inversion using surface wave dispersion curves to obtain S-velocity model and radial anisotropy beneath Saudi Arabia. The Arabian Peninsula is geologically and topographically divided into a shield and a platform. We used event data with magnitudes larger than 5.5 and epicentral distances shorter than $40^{\circ}$ during 2008 ~ 2014 from the Saudi Geological Survey. We obtained dispersion curves by using the multiple filtering technique after preprocessing the event data. We constructed SH- and SV-velocity models and consequently radial anisotropy model at 10 ~ 60 km depths by inverting Love and Rayleigh group velocity dispersion curves with period ranges of 5 ~ 140 s, respectively. We observe high-velocity anomalies beneath the Arabian shield at 10 ~ 30 km depths and low-velocity anomalies beneath the Arabian platform at 10 km depth in the SV-velocity model. This discrepancy may be caused by the difference between the Arabian shield and the Arabian platform, that is, the Arabian shield was formed in Proterozoic thereby old and cold, while the Arabian platform is covered by predominant Paleozoic, Mesozoic, and Cenozoic sedimentary layers. Also we obtained radial anisotropy by estimating the differences between SH- and SV-velocity models. Positive anisotropy is observed, which may be generated by lateral tension due to the slab pull of subducting slabs along the Zagros belt.

• The Journal of Korea Institute of Information, Electronics, and Communication Technology
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• v.12 no.2
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• pp.135-141
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• 2019

Internet of thing becomes more active, many sensor devices are increasing. Sensors can use network wired network or use mobile communication network. From the viewpoint of the transmission rate, the mobile communication network can be roughly divided into two types of high-speed communication and low-speed communication. In the case of hundreds of millions of sensors in the mobile communication network, resources are wasted to use high-speed communication. Communication is required to reduce the transmission rate and appropriately allocate resources without wasting such resources. As the Internet of Thing has been activated, Narrowband Internet of Thing(NB-IoT), which is one of the low-power technologies in recent mobile communications, is in the spotlight from various companies. Currently, it can be seen that only NB-IoT or other low power consumption communication has the potential to be able to connect to the Internet with rapidly increasing sensor devices. In this paper, we designed and implemented a heater controller using Huawei NB-IoT communication Module, a server that collects controller information, and an application that allows default settings for devices. The main function of this system is to collect temperature and heater status and give it to the server, control the heater from the server, and set parameters for the heater to operate automatically. The system can be applied to places where wired communication is not established, such as road information, smart agriculture, and small reservoirs as well as heaters.

• Journal of Convergence for Information Technology
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• v.11 no.4
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• pp.26-34
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• 2021

In the era of the Fourth Industrial Revolution, the future battlefield will carry out multi-area operations with hyper-connected, high-speed and mobile systems. In order to prepare for changes in the future, the Korean military intends to develop various weapons systems and form a multi-layer tactical network to support On The Move communication. However, current tactical networks are limited in support of On The Move communications. In other words, the operation of multi-beam antennas is necessary to efficiently construct a multi-layer tactical network in future warfare. Therefore, in this paper, we look at the need for multi-beam antennas through the operational scenario of a multi-layer tactical network. In addition, based on development consideration factors, features of rotary-wing and fixed-wing aircraft, we present the location and operation of airborne relay drone installations of multi-beam antennas.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.22 no.2
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• pp.386-391
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• 2021

Turbocharging is becoming a key technology for both diesel and gasoline engines. Regarding gasoline engines, turbocharging can help reduce carbon dioxide (CO2) emissions when used in conjunction with other technologies. This paper presents measurements of the turbine efficiency of pulsating flow in a twin-scroll turbocharger for gasoline engines. A cold gas test bench with a pulse generator was manufactured. The turbine efficiencies were calculated using the measured data of the instantaneous pressure and temperature of the inlet and exit of the turbine. The measurements were carried out at turbine speeds from 60,000 to 100,000 rpm under a pulsating flow of 25.0 Hz and 33.0 Hz. The turbine efficiencies ranged from 0.517 to 0.544. At the pulse frequency, 33.3 Hz, the variations in efficiency were 7.7% and 2.6% at turbine speeds of 60,000 rpm and 100,000 rpm, respectively. The turbine efficiency of the pulsating flow compared to those of steady flow was 7.0% and 3.0% lower at a turbine speed of 60,000 rpm and 100,000 rpm, respectively. The pulsating flow deteriorated the turbine efficiency, but the effects of pulsating flow decreased with increasing turbine speed.

• Journal of Korean Society of Forest Science
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• v.100 no.2
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• pp.154-164
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• 2011

This study was conducted to develop the semi-crawler type mini-forwarder that can be operated comfortable small-scale logging operation in the steep terrain and also used at a variety of operations such as the civil work in erosion control and forest-road. Considering the minimum turning radius and the width of forest operation road, the total length, width and loading capacity of the semi-crawler type mini-forwarder is 5,750 mm, 1,900 mm and $2.5m^{3}$, respectively. The maximum engine power is 96ps at 3600 rpm. Selected hydraulic pumps are consists of two main pumps and two sub-main pumps. Main hydraulic pumps are utilized to running motor of the front wheel and rear crawler. Sub-main pumps are utilized to the actuation parts such as steering, crane, out-rigger and dump cylinder. The transmission was adapted as the HST (Hydro-Static Transmission) system. The driving parts are designed and manufactured as the front wheel type and the rear crawler type. The steering type was manufactured as the ackerman type. Driving control parts type was designed and manufactured as driver's seat type of normal cars. It is also attached on auxiliary equipments such as winch, log grapple and out-rigger. The traveling speed of the semi-crawler type mini-forwarder in forest road was 5.3 km/hr to 7.7 km/hr.

• Journal of the Korean Geosynthetics Society
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• v.20 no.1
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• pp.1-8
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• 2021

In urban areas, structures are installed deep underground in the lower part of the structure to utilize space. Therefore, a retaining wall is used to prevent earth pressure from the ground when constructing a structure. Due to the development of construction technology, retaining wall applied to excavation work are used to prevent danger such as falling rocks and landslides in temporary facilities when construction or retaining walls are installed. In general, the application of a retaining wall to a temporary facility during the embankment construction is the case of expanding an existing roads or railways. Therefore, it is necessary to study the retaining wall applied to the embankment construction such as the double-track site of the high-speed railway. In this study, two types of common one row H-pile retaining wall and two types of IER retaining wall were analyzed, and the stability of the retaining wall applied to the construction of double-track of the high-speed railway was analyzed. The earth retaining wall is a construction method that combines forced pile applied to the stabilization of the slope with the wall of the earth retaining wall. As a result of the analysis, the IER retaining wall had maximum lateral displacement of 19.0% compared to the type with H-plie installed only in the front while dynamic load was applied. In addition, the slower the speed of high-speed railway, the more displacement occurred, and the results show that more caution is needed when designing the ground in low-speed sections.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.2
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• pp.377-384
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• 2022

Vortex-induced vibration (VIV) occurs owing to the vortex generated from the back side of the appendages of ships and submarines during operation. Recently, the importance of high-order modes (HOMs) vibration and fatigue failure has become increasingly emphasized by increasing the speed of ships and the size of structures. In addition, predicting the vibration of HOMs is significantly necessary as the VIV becomes stronger in the fast flow speed condition than in the low flow speed condition. This study introduces a methodology according to HOMs hybrid Fluid Structure Interaction (FSI) for predicting the HOMs VIV on the hydrofoils. The HOMs FSI system is verified by comparing the VIV results from the FSI simulation with the experimental results. Finally, the effectiveness of the HOMs FSI is determined by applying the maximum von-Mises stress obtained from the VIV on the hydrofoil to the S-N curve released from Det Norske Veritas (DNV). VIV results from the HOMs FSI include the lock-in characteristics as well as a significant increase of more than 10 times compared with that of low-order modes (LOMs) FSI. In the future works, advanced studies will be required for improving cantilever boundary conditions and the shape of hydrofoils.

• Journal of the Korea institute for structural maintenance and inspection
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• v.25 no.6
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• pp.50-59
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• 2021

Currently, the response correction factor is calculated by comparing the response measured by the load test on a bridge with the response analyzed in the initial analytical model. Then the load rating and the load carrying capacity are evaluated. However, the response correction factor gives a value that fluctuates depending on the measurement location and load condition. In particular, when the initial analytical model is not suitable for representing the behavior of a bridge, the range of variation is large and the analysis response by the calibrated model may give a result that is different from the measured response. In this study, a pseudo-static load test was applied to obtain static response with dynamic components removed under various load conditions of a vehicle moving at a low speed. Static response was measured on two similar PSC-I girder bridges, and the response correction factors for displacement and strain were calculated for each of the two bridges. When the initial analysis model was not properly set up, it is verified that the response of the analytical model corrected by the average response correction factor does not fall within the margin of error with the measured response.