• Journal of the Korea institute for structural maintenance and inspection
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• v.27 no.6
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• pp.120-129
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• 2023

To evaluate the vertical loads on railway bridges, conventional load tests are typically conducted. However, these tests often entail significant costs and procedural challenges. Railway conditions involve nearly identical load profiles due to standardized rail systems, which may appear straightforward in terms of load conditions. Nevertheless, this study aims to validate load tests conducted under operational train conditions by comparing the results with those obtained from conventional load tests. Additionally, static and dynamic structural behaviors are extracted from the measurement data for evaluation. To ensure the reliability of load testing, this research demonstrates feasibility through comparisons of existing measurement data with sensor attachment locations, train speeds, responses between different rail lines, tendency analysis, selection of impact coefficients, and analysis of natural frequencies. This study applies to the Dongho Railway Bridge and verifies the applicability of the proposed method. Ten operational trains and 44 sensors were deployed on the bridge to measure deformations and deflections during load test intervals, which were then compared with theoretical values. The analysis results indicate good symmetry and overlap of loads, as well as a favorable comparison between static and dynamic load test results. The maximum measured impact coefficient (0.092) was found to be lower than the theoretical impact coefficient (0.327), and the impact influence from live loads was deemed acceptable. The measured natural frequencies approximated the theoretical values, with an average of 2.393Hz compared to the calculated value of 2.415Hz. Based on these results, this paper demonstrates that for evaluating vertical loads, it is possible to measure deformations and deflections of truss railway bridges through load tests under operational train conditions without traffic control, enabling the calculation of response factors for stress adjustments.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.32 no.1A
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• pp.19-30
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• 2012

Recently, vision-based dynamic deflection measurement techniques have significant interests and are getting more popular owing to development of the high-quality and low-price camcorder and also image processing algorithm. However, there are still several research issues to be improved including the self-vibration of vision device, i.e. camcorder, and the image processing algorithm in device aspect, and also the application area should be extended to measure three dimensional movement of floating structures in application aspect. In this study, vision-based dynamic motion measurement technique using multiple targets is proposed to measure three dimensional dynamic motion of floating structures. And also a new scheme to select threshold value to discriminate the background from the raw image containing targets. The proposed method is applied to measure the dynamic motion of large concrete floating quay in open sea area under several wave conditions, and the results are compared with the measurement results from conventional RTK-GPS(Real Time Kinematics-Global Positioning System) and MRU(Motion Reference Unit).

• Journal of the Institute of Electronics Engineers of Korea SP
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• v.47 no.6
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• pp.19-27
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• 2010

This paper proposes a method for enhancing detection performance and reducing computational cost when detecting a human face by applying B-spline active contour to the frame difference of consecutive images. Firstly, the method estimates amount of user's motion using kurtosis. If the kurtosis is smaller than a pre-defined threshold, it is considered that the amount of user's motion is insufficient and thus the contour fitting is not applied. Otherwise, the contour fitting is applied by exploiting the fact that the amount of motion is sufficient. Secondly, for the contour fitting, difference edges are detected by combining the distance transformation of the binarized frame difference and the edges of current frame. Lastly, the face is located by assigning the contour fitting process to the detected difference edges. Kurtosis-based motion amount estimation can reduce a computational cost and stabilize the results of the contour fitting. In addition, distance transformation-based difference edge detection can enhance the problems of contour lag and discontinuous difference edges. Experimental results confirm that the proposed method can reduce the face localization error caused by the contour lag and discontinuity of edges, and decrease the computational cost by omitting approximately 39% of the contour fitting.

• Journal of the Korea Concrete Institute
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• v.14 no.6
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• pp.934-941
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• 2002

It is important to consider the effect of member size when estimating the ultimate strength of a concrete flexural member because the strength always decreases with an increase of member size. In this study, the size effect of a reinforced concrete (RC) beam was experimentally investigated. For this purpose, a series of beam specimens subjected to four-point loading were tested. More specifically, three different effective depth (d$\approx$15, 30, and 60 cm) reinforced concrete beams were tested to investigate the size effect. The shear-span to depth ratio (a/d=3) and thickness (20 cm) of the specimens were kept constant where the size effect in out-of-plane direction is not considered. The test results are curve fitted using least square method (LSM) to obtain parameters for the modified size effect law (MSEL). The analysis results show that the flexural compressive strength and the ultimate strain decrease as the specimen size increases. In the future study, since $\beta_1$ value suggested by design code and ultimate strain change with specimen size variation, a more detailed analysis should be performed. Finally, parameters for MSEL are also suggested.

• Journal of the Korean Institute of Gas
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• v.2 no.1
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• pp.99-106
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• 1998

In order to investigate the impact properties of structural materials for LNG tank, instrumented Charpy impact tests were carried out at cryogenic temperatures. $9\%$ Ni steel showed a superior fracture resistance because of less degradation in toughness until 77 K. From the load-deflection curve obtained by an instrumented methods it was found that with the decrease of temperature from 173 K to 77 K, the peak load in the curve increased, but the total absorbed energy decreased. In addition, the energy absorbed during the crack growth was larger than one absorbed in the process of crack initiation. In SUS304L material, the energy absorbed in the process of the crack initiation was relatively large, but the energy absorbed in the process of crack growth was small, the behavior of absorbed energy was well agreed with the observations of the fracture surface which showed a relatively smooth fracture surface. The absorbed Charpy impact energy in the case of A5083 alloy was lower as compared with other steels, and some cracks were observed along the crack propagation direction at the fracture surface of 77 K.

• Journal of Korean Society of Steel Construction
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• v.18 no.6
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• pp.793-804
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• 2006

Various PSC and steel-concrete composite railway bridges are being developed for short-medium spans with structural and economic efficiency. According to the design concept, the prestressed composite girder bridge has the advantages of being lightweight and having low girder depth, with the capacity for long spans. However, the dynamic behavior under a passing train is one of the critical issues concerning these railway bridges designed with more flexibility. Therefore, it is very important to evaluate the modal parameters before performing dynamic analyses. In this paper, real-scale prestressed composite girders were fabricated as a test model and modal testing was carried out to evaluate modal parameters including natural frequency and modal damping ratio. During the modal testing, a digitally controlled vibration exciter as well as an impact hammer was applied to obtain frequency-response functions, and the modal parameters were also evaluated after the fracture of test models. With application of reliable properties from modal tests, the estimation of dynamic performances of prestressed composite girder railway bridges can be obtained from various parametric studies on dynamic behavior under the passage of a moving train.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.1 no.1
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• pp.41-51
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• 2002

As Advanced Traveler Information System(ATIS) is the kernel of the Intelligent Transportation System, it is very important how to manage data from traffic information collectors on a road and have at borough grip of the travel time's change quickly and exactly for doing its part. Link travel time can be obtained by two method. One is measured by area detection systems and the other is estimated by point detection systems. Measured travel time by area detection systems has the limitation for real time information because it Is calculated by the probe which has already passed through the link. Estimated travel time by point detection systems is calculated by the data on the same time of each. section, this is, it use the characteristic of the various cars of each section to estimate travel time. For this reason, it has the difference with real travel time. In this study, Artificial Neural Networks is used for estimating link travel time concerned about the relationship with vehicle detector data and link travel time. The method of estimating link travel time are classified according to the kind of input data and the Absolute value of error between the estimated and the real are distributed within 5$\~$15minute over 90 percent with the result of testing the method using the vehicle detector data and AVI data of Namsan Tunnel $\#$1. It also reduces Time lag of the information offered time and draws late delay generation and dissolution.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.30 no.6
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• pp.541-547
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• 2017

Climate change has become the main cause of the exacerbation in natural disasters. Social Overhead Capital(SOC) structure needs to be checked for displacement and crack periodically to prevent damage and the collapse caused by natural disaster and ensure the safety. For efficient structure maintenance, the optical image technology is applied to the Structure Health Monitoring(SHM). However, optical image is sensitive to environmental factors. So it is necessary to verify its validity. In this paper, the accuracy of estimating the vertical displacement was verified with respect to environmental condition such as natural light, measurement distance, and the number of image sheets. The result of experiments showed that the effect of natural light on accuracy of estimating vertical displacement was the greatest of all. The measurement angle which was affected by the change in measurement distance was also important to check the vertical displacement. These findings will be taken into account by applying appropriate environmental condition to minimize errors when the bridge was measured by camera. It will also enable the application of optical images to the SHM.

• Journal of the Society of Cosmetic Scientists of Korea
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• v.44 no.2
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• pp.161-170
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• 2018

Skin aging degree can be objectively measured using the instrumental analysis. The purpose of this study was to evaluate the anti-aging effects of a cream containing 8000 PPM of resveratryl triacetate (RTA) in the human skin test. Twenty female subjects were given test products twice a day for 8 weeks on the face, and wrinkles, sagging, elasticity, dermis denseness, moisture and brightness were measured every 4 weeks by instrument analysis. After 4 and 8 week-use of the test product, total wrinkle area decreased (5.12%, 4.86%), total wrinkle volume decreased (10.53%, 8.41%), sagging decreased (4.69%, 5.91%), elasticity increased (2.84%, 3.98%), dermis denseness increased (15.65%, 20.80%), water content increased (5.83%, 7.37%), lightness ($L^*$ value) increased (0.79%, 1.07%), and individual typology angle ($ITA^{\circ}$) increased (5.43%, 4.95%)compared with the baseline values before treatments, and all these changes were statistically significant (p < 0.05). No adverse skin reactions were observed in all participants during the study period. This study supports the anti-aging effects of the test product.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.40 no.12
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• pp.1005-1011
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• 2016

The fundamental reason for gear noise is transmission error. Transmission error occurs because of STE (static transmission error) and DTE (dynamic transmission error), while a pair of gears is meshing. These errors are generated by the deflection of the teeth and the friction on the surface of the teeth. In addition, the vibration generated by transmission error leads to excited bearings. The bearings support the shafts, and the noise is radiated after exciting the gear casing. The analysis of the contact stress in helical gear tooth flanks indicates that it is due to impact loading, such as the sudden engagement and disengagement of a gear. Stress analysis is performed for different roll positions, in order to determine the most critical roll angle. Dynamic analysis is performed on this critical roll position, in order to evaluate variation in stresses and tooth contact force, with respect to time. In this study, transmission error analysis was implemented on a spur and helical gear with involute geometry and a modified geometry profile. In addition, in order to evaluate the intensity of impact due to sudden engagement and significant backlash, the impact factor was calculated using the finite element analysis results of static and dynamic maximum bending stresses.