• Korean Journal of Plant Resources
• /
• v.31 no.4
• /
• pp.378-383
• /
• 2018

This study was carried out to investigate the optimum cultivation distance for high yielding cultivation of the new variety of Gomchwi in highland and lowland. The test material was used 'Sammany' variety and the area was cultivated with a highland of 750 m above sea level and a lowland of 20 m above sea level. The planting distance was 5 treatments of $20{\times}20cm$, $20{\times}30cm$, $30{\times}30cm$, $35{\times}40cm$ and $40{\times}40cm$, and the plant was cultivated at 35% shading net in the open field. The annual growth of 'Sammany' variety was higher in the highland than in the lowland, but the number of leaves was higher in the lowland than that in the highland. The leaf number per plant was the highest in the $40{\times}40cm$ plot and the more the planting distance was, the more tendency was. However, the leaf weight per plant was higher in the highland than in the lowland. The number of leaves per 10a were higher in the lowland than that of highland and the tendency was more as the planting distance was narrower. Yields were slightly higher in the highland than that of lowland and the highest treatment plot was 2,983 kg/10a in $20{\times}20cm$. In the second year, the growth was high in the highland, and the highland was high in the leaf number and leaf weight and the same tendency in the yields. Among the planting distances, Yields in both areas were the highest in the $20{\times}20cm$ treatment, with 3,369 kg/10a in lowland and 7,257 kg/10a in highland. The growth of the third year was slightly better in the highland than that of the lowland but the difference was not significant. However, the number of leaves and leaf weight per plant were higher in the lowland than that of highland. And, in terms of leaf number and yield per 10a, it was also higher in the lowland than that in the highland. The narrower the planting distance was increased yields, and the highest yield was 6,051 kg/10a in $20{\times}20cm$. The lowland was high in yield until the third year, but the highland was the highest in the second year and decreased slightly in the third year. The narrower the planting distance in the both areas, the higher the yield, and the leaf size tended to be small.

• Horticultural Science & Technology
• /
• v.33 no.1
• /
• pp.1-10
• /
• 2015

This study was conducted in three years (7-9 years after planting) to investigate vegetative growth, yield, fruit quality, and return bloom for optimum crop load based on different planting densities of adult 'Fuji'/M.9 apple trees. As plant materials, 'Fuji'/M.9 apple trees planted at $3.5{\times}1.5m$ (190 trees per 10 a), $3.5{\times}1.2m$ (238 trees per 10 a), and $3.2{\times}1.2m$ (260 trees per 10 a) spacing and trained as slender spindles were used. The crop load was assigned to five different object ranges as follows: 55-64, 65-74, 75-84, 85-94, and 95-104 fruit per tree. TCA increment, total shoot growth, return bloom, yield per tree, and yield efficiency tended to increase as planting density decreased, and fruit weight and soluble solid content tended to increase as the object range of crop load decreased. Fruit red color tended to increase as shoot growth decreased. For apple trees planted with 238 trees and 260 trees per 10a, biennial bearing occurred when the crop load was over 85-94 and 75-84 fruits, respectively. However, biennial bearing did not occur when the crop load was 95-104 fruits in apple trees planted with 190 trees per 10a. Accumulated yield tended to increase as planting density and crop load increased, but that of biennial bearing did not show such a difference. Based on our results, optimum crop load recommendations are to set 95-104 fruits per tree in 'Fuji'/M.9 mature apple trees planted at 190 trees per 10a, 75-84 fruits per tree at 238 trees per 10a, and 65-74 fruits per tree at 260 trees per 10a.

• Journal of Korean Society of Transportation
• /
• v.26 no.1
• /
• pp.155-164
• /
• 2008

Variable Message Signs (VMS) is one of the major components for Intelligent Transport Systems (ITS) services that provides real-time traffic and incident information to drivers. The objective of this research was to develop a method determining the optimal location of VMS considering safety and driving characteristics of various drivers. A driving simulator was utilized to evaluate how drivers can safely exit to off-ramp depending on various VMS locations while information relating route diversion was provided. The binary logistic regression and factor analysis were applied in developing a probability model that predicts the success of safe off-ramp exiting. Based on the developed probability model, a method to estimate the spacing between VMS and off-ramp is suggested. It is expected that the products of this study would be utilized as a tool in determining VMS locations for ITS planners and designers.

• 한국방재학회:학술대회논문집
• /
• 2011.02a
• /
• pp.156-156
• /
• 2011

중량물 혹은 철골구조물 등을 고정시키는데, 건축구조물의 철골기둥, 터빈 제네레이터 기기등을 콘크리트 구조물에 부착시키기 위해 널리 쓰인다. 1990년대 들어 국내 건물의 리모델링, 보수 및 유지관리의 증가에 따라 앵커의 사용량도 현저히 증가하고 있으나 대부분 고가의 외국산제품을 수입하고 있다. 현재 국내외에 주로 시행되는 앵커타입은 마찰형 앵커이나 마찰형 앵커와 달리 지압형 앵커의 경우, 외국에서는 이미 그 유효성에 대한 인식이 널리 퍼져있으며 각국의 지반조건에 적합한 설계법이 개발되었다. 그러나 국내의 경우 이러한 연구가 미진한 실정이며 이에 대한 연구가 절실한 상황이다. 본 연구에서는 중량물앵커(Heavy Duty Anchor)의 인장시험을 실시하여 내력을 규명하고 도출한 결과를 기존 시험연구 결과와 비교분석하여 기 제안된 이론식들과 사업경제성에대해 보다 깊이있고 정확한 적용성을 입증하는데 본 연구를 수행하였다. 시험을 통한 저강도 파괴시험의 결과 구조부재의 접합부에서 각 시험체마다 뽑힘파괴가 발생하였으며, 뽑힘파괴가 발생한 시험체는 앵커강재의 파괴력 또는 콘크리트의 콘파괴를 발생시키기에는 앵커슬리브의 확장력이 작게 작용되었다. 그 결과, 콘파괴 대신 구조부재의 접합부에서 뽑힘파괴가 발생되었으며 이를 통해 설계시, 앵커의 안정성을 증가시키기 위해 구조부재의 접합부를 연성적이며, 부가여력을 충분히 지니도록 설계하는 것이 효과적인 것으로 나타났다. 고강도 파괴시험의 결과 콘파괴가 발생되었음을 알 수 있는데, 본 시험에 사용된 앵커의 경우 정착위치가 구조물의 연단 모서리 거리와 너무 근접하여 앵커의 내력이 감소하게 되어 콘크리트의 콘강도가 발생되기 전에 먼저 파괴되었다. 따라서 설계시, 앵커의 파괴강도를 증가시키기 위해 앵커의 정착위치를 고려한 설치를 통해 앵커체결과정에서 적정 연단거리를 확보하는 것이 효과적인 것으로 나타났다. 앵커볼트 최소간격과 연단거리에 따른 파괴시험결과 앵커볼트의 간격이 허용범위 내에서 넓어질수록 불균등 부반력의 차는 감소하였으며, 최대 부반력도 감소하였다. 따라서 앵커의 파괴저항강도를 증가시키기 위해서는 허용범위 내에서 앵커볼트의 설치간격을 증가시키는 것이 효과적인 것으로 나타났다.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.6 no.3
• /
• pp.67-76
• /
• 2007

Although Hi-pass have been operated for alleviating traffic congestion and enhancing mobility in expressways since 2000, there is not any standard for safe operation. For that reason, we investigated about tubular markers, which is a typical facility for safety in Hi-pass. Tubular Markers are installed for separating same or opposite traffic flows spatially, supporting the marks at a place which has not only high possibility of accidents but distinguished carefulness of drivers. In this paper, it is noted two considerings; one is prevention of accident from the speed gap of autos and Hi-pass vehicles; the other is guarantee of necessary distance that Hi-pass vehicles could be changes the lanes for off-ramp. Focusing those considerations, it is proposed not only prefer distance of tubular markers, but also fundamental basic subjects. We anticipate that the results of this study would be useful reference in more safe and efficient tollgate operation of Hi-pass.

• Journal of Korean Society of Transportation
• /
• v.27 no.1
• /
• pp.35-42
• /
• 2009

One of the problems we face up at the time of planning or improving a transportation transfer facility is which modes and how close we have to put together. The goal here is to keep the connecting transportation mode as close as possible to the prime transit mode, so people travel a minimum transfer path, a distance from one mode to another. Too much a physical separation between modes will limit, even with an intensive improvement of the component links, the level of service of a transfer path as a whole. This study defined a transfer path as the whole stretch of the distance from an arrival point of one mode to the departure point of the connecting mode. The transfer path was divided into three typical segments as side walk, stairways, and indoor corridors. Preference surveys were made for each of these segments, resulting in relative resistance. The sum of individual segments weighted with the relative resistance will make a transfer resistance of the path, which in turn constitutes a transfer utility function together with the overall satisfaction score obtained by the interview survey. The transfer utility function has been utilized to evaluate the transfer distance between modes.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.11 no.6
• /
• pp.111-122
• /
• 2012

There has been a strong demand for providing diverse services to drivers utilizing existing ITS infrastructure. To this end, this study is aiming at improving the accuracy of a variable speed limit system by determining recommended speeds for the system utilizing the information from Urban Traffic Information System(UTIS) and Weather Information System(WIS). In order to determine appropriate speed limits under inclement weather conditions for the variable speed limit system, this study examined three methods: i) the method utilizing the information from WIS, ii) the method utilizing the information from UTIS, and iii) the method which combines the information from WIS and UTIS using different weights for diverse weather conditions. Finally, this study selected the third method which determines an appropriate speed limit using the relationship between the vehicle operating speed and the minimum stopping distance which is estimated using the existing speed limit, surface coefficient of friction and superelevation.

• Journal of the Korean Society for Aeronautical & Space Sciences
• /
• v.47 no.6
• /
• pp.397-404
• /
• 2019

Linear Shaped Charge (LSC) that is widely used as separation system in aerospace system has to charge lots of explosives due to lack of uniformity. In addition, it is hard to optimize shape of liner and explosives because of manufacturing process. In order to overcome aforementioned drawbacks, Precision Linear Shaped Charge (PLSC) is currently under development. PLSC is made in two steps: prepare liner independently and charge explosive uniformly. In this study, PLSC is designed to have proper amount of explosives and penetration test of PLSC with different stand-off distance from liner to target is conducted to confirm penetration performance. Based on the penetration test results of PLSC, the numerical analysis method using AUTODYN is established and verified. Penetration mechanism and characteristics of PLSC is analyzed from the numerical and experimental results.

• Journal of Aerospace System Engineering
• /
• v.17 no.6
• /
• pp.16-26
• /
• 2023

With the growing demand for unmanned aerial vehicles (UAVs), various collision avoidance methods have been proposed, mainly using LiDAR and stereo cameras. However, it is difficult to apply these sensors to small UAVs due to heavy weight or lack of space. The recently proposed methods use a combination of object recognition models and distance sensors, but they lack information on the obstacle size. This disadvantage makes distance determination and obstacle coordination complicated in an early-stage collision avoidance. We propose a method for estimating obstacle sizes using a monocular camera-YOLO and infrared sensor. Our experimental results confirmed that the accuracy was 86.39% within the distance of 40 cm. In addition, the proposed method was applied to a small UAV to confirm whether it was possible to avoid obstacle collisions.

• Journal of Korean Tunnelling and Underground Space Association
• /
• v.20 no.1
• /
• pp.11-22
• /
• 2018

The safety of tunnels is quantified by quantitative risk assessment when planning the disaster prevention facilities of railway tunnels, and it is decided whether they are appropriate. The purpose of this study is to estimate the probability of the train stopping in the tunnels at train fire, which has a significant effect on the results of quantitative risk assessment for tunnel fires. For this purpose, a model was developed to calculate the coasting distance of the train considering the coefficient of train running resistance. The probability of stopping in case of train fire in the tunnel is predicted by the Monte Carlo simulation method with the coasting distance and the emergency braking distance as parameters of the tunnel lengths and slopes, train initial driving speeds. The kinetic equations for predicting the coasting distance were analyzed by reflecting the coefficient train running resistance of KTX II. In the case of KTX II trains, the coasting distance is reduced as the slope increases in a tunnel with an upward slope, but it is possible to continue driving without stopping in a slope downward. The probability of the train stopping in the case of train fire in tunnel decreases as the train speed increases and the slope of the tunnel decreases. If human error is not taken into account, the probability that a high-speed train traveling at a speed of 250 km/h or above will stop in a tunnel due to a fire is 0% when the slope of the tunnel is 0.5% or less, and the probability of stopping increases rapidly as the tunnel slope increases and the tunnel length increases.