• Proceedings of the Korean Operations and Management Science Society Conference
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• 1993.04a
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• pp.483-492
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• 1993

미래의 차의 선택사항이 될 여행정보시스템을 설치하여 그 성능의 인간공학적 조사를 수행하였다. 이 시스템을 실제로 GM자동차 Oldsmobile Toronado형 100대에 설치하여 사용자가 얼마나 쉽게, 빨리 그리고 안락하게 갈 수 있고, 어떻게 하면 좀 더 이것을 인간공학적으로 향상시킬수 있는 가를 연구하였다. 100대중 23대는 대학교에서 연구를 하고 나머지는 AAA회사의 회원권을 가진 지역사용자들에게 AAA회사와 AVIS회사를 통하여 대여를 하여 컴퓨터차(TravTek시스템)의 성능과 효율성을 시험하였다. 그 내용을 살펴보면, 차에 부착된 컴퓨터의 컬러화면으로 사용자에게 도로를 보여주고, 컴퓨터가 최단거리를 제시하여 운전자에게 컴퓨터음성과 화면으로 길을 안내한다. 그 파급효과로 도로 체증현상을 막고, 기름의 낭비도 절약하고, 밤에도 안전하게 운행할 수 있게 할 뿐만아니라 처음보는 거리라고 하더라도 컴퓨터가 안내하면서 목적지까지 무사히 도착할 수 있게 하여 준다. 이러한 시스템을 설치한 차를 타고 여행할 때, 여행자가 과연 얼마나 안락하게 여행할 수 있으며, 도로의 체증현상을 줄이고, 사고를 예방하며, 차의 설계와 목적이 인간공학적으로 합당한 가를 알아보고자 하는 연구이다. 인간공학적 평가 인자들은 (1) 운전자의 수행도, (2) 사용자 선호도, (3) 사용자 인식, (4) 운행정보등이다. 그리고 컴퓨터음성을 사용하였을 때와 사용하지 않았을 때의 두가지 경우와 (1) 움직이는 컴퓨터지도를 사용하였을 때 (2) 단순화한 도로안내를 사용하였을 때, (3) 컴퓨터 지도를 사용하지 않았을 경우(종이지도사용)에 관해 위의 4가지 인간공학적 인자들을 평가하고자 한다. 이 연구는 아직도 진행중이라 발표하고자 하는 논문역시 현재까지의 연구결과를 토대로 발표하는 것이므로 완전한 결론을 내릴 수는 없고, 진행과 정의내용과 토의사항과 잠정적인 결론을 제시하고자 한다. 의거한 작업순서 결정을 위해 우선 BB의 상한을 구하는 연구를 행했다. 이를 위해 우선 단일작업장에서 야기될 수 있는 모든 상황을 고려한 최적 작업순서 결정규칙을 연구했으며, 이의 증명을 위해 이 규칙에 의거했을 때의 보완작업량이 최소가 된다는 것을 밝혔다. 보완작업 계산의 효율성을 제고하기 위해 과부하(violation)개념을 도입하였으며, 작업유형이 증가된 상황에서도 과부하 개념이 보완작업량을 충분히 반영할 수 있음을 밝혔다. 본 연구에서 제시한 최적 작업순서 규칙에 의거했을 때 야기될 수 있는 여러가지 경우의 과부하를 모두 계산했다. 앞에서 개발된 단일작업량의 최적 작업순서 결정규칙을 이용하여 다작업장의 문제를 실험했다. 이 문제는 규모가 매우 크므로 Branch & Bound를 이용하였으며, 각 가지에서 과부하량이 최적인 경우만을 고려하는 휴리스틱을 택하여 실험자료를 이용하여 여러 회 반복실험을 행했다. 그리고 본 연구의 성과를 측정하기 위해 휴리스틱 기법시 소요되는 평균 CPU time 범위에서, 랜덤 작업순서에 따른 작업할당을 반복실험하여 이중 가장 좋은 해와 비교했다. 그러나 앞으로 다작업장 문제를 다룰 때, 각 작업장 작업순서들의 상관관계를 고려하여 보다 개선된 해를 구하기 위한 연구가 요구된다. 또한, 준비작업비용을 발생시키는 작업장의 작업순서결정에 대해서도 연구를 행하여, 보완작업비용과 준비비용을 고려한 GMMAL 작업순서문제를 해결하기 위한 연구가 수행되어야 할 것이다.로 이루어 져야 할 것이다.태를 보다 효율적으로 증진시킬 수 있는 대안이 마련되어져야 한다고 사료된다.$\ulcorner$순응$\lrcorner$의 범위를 벗어나지 않는다. 그렇기 때문에도 $\ulcorner$순응$\lrcorner$과 $\ulcorner$표현$\lrcorner$

• 한국지구과학회:학술대회논문집
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• 2010.04a
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• pp.17-17
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• 2010

본 연구는 학생들의 과학 경험의 정도를 정량화 하는데 있어 통일된 측정 도구를 제시하는 것이다. 측정 도구를 구성하는 요인들은 선행연구를 통해 학교 안 과학 경험은 일반 활동 경험, 과학 탐구 경험, 실험 기구 경험으로 세분화 되며 학교 밖 과학 경험은 일반 활동 경험, 취미 활동 경험, 현장 견학 경험 6개의 영역으로 구분을 할 수 있었다. 각각의 요인을 구성하는 질문은 NAEP(1987)에서 사용된 과학 경험 검사 도구와 신영준(2000)의 과학 경험 검사 도구의 문항 중 일부를 발췌하고 더불어 과학 경험에 대한 개방적인 설문지를 통하여 1차 검사를 실시하여 얻은 답변 중 빈도가 많은 답변과 중등 교과서의 탐색적 분석을 통해 영역별 10문항씩 6개 영역의 문항을 선정하였다. 사전 설문조사와 선행 연구를 바탕으로 개발한 검사지를 고등학교 1학년 학생 413명을 대상으로 2차 검사를 실시하였다. 개발한 측정 도구의 타당도는 내용타당도와 구인타당도로 검사하였다. 내용타당도는 2명의 현직 중등교사와 2명의 과학교육전문가가 각 문항이 측정하고자 하는 목적에 부합하는지 심사하였고, 구인타당도는 요인분석을 통해 검사하였다. 신뢰도는 Cronbach $\alpha$를 통하여 문항을 분석하였다. 6개의 영역의 요인에 대하여 타당도와 신뢰도 분석 결과 6개 영역으로 구성된 60문항의 측정 도구는 학생들의 과학 경험을 측정하는 도구로서 적절하다는 결론을 내렸다.

• The Journal of Bigdata
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• v.8 no.2
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• pp.233-248
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• 2023

In the process of building the future of smart cities, innovation in mobility and road infrastructure is one of the most important topics. In particular, with the proliferation of autonomous vehicles and various types of mobility on the road, such as electric bicycles, electric kickboards, and electric wheels, roads have a variety of actors to accommodate, including traditional cars and pedestrians, and conflicts between them need to be resolved. Complete streets, a term coined in the United States in 2003, refers to the design and operation of roads that consider the equitable safety and convenience of all road users, including pedestrians, bicyclists, public transportation users, personal mobility (PM) users, and automobile drivers. Currently, many cities overseas are implementing complete streets, and research is being actively conducted to institutionalize them. However, there is a lack of research and discussion on complete streets in Korea. Therefore, this study aims to formalize the main factors to be considered in the design of complete streets by collecting and analyzing the opinions of academic and practitioner experts through the Delphi method. A total of three Delphi surveys were conducted, collecting free responses from experts through the first open-ended survey and organizing them into keywords to create the second and third closed-ended surveys. The second and third rounds of the survey consisted of a total of 52 questions, and 34 items out of 52 were selected as the final factors.

• The Journal of the Acoustical Society of Korea
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• v.38 no.3
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• pp.352-362
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• 2019

The old residences and shops in the backside blocks are affected by the traffic noises from the main road. The noise of the backside roads is affected by the following factors such as the height of the roadside buildings, the distance between the road and the backside streets, distance among adjacent roadside buildings, and the difference of the adjacent building heights. The both noise levels on the road and the backside street were measured simultaneously in 15 urban blocks of a city which can be categorized into two types of roadside building plans ; 1) one single building along the street, 2) buildings arranged on one axis beside the road. As the results, there is no significant noise reduction due to the width of the buildings in general. However, in the cases of buildings arranged on one axis beside the road, it was found that the average noise reduction was 12 dB(A) on the basis of the building height of 4 m. Also, it was analysed that for each 4 m increase in the building height, noise reduction occurred by 2 dB(A) beyond building height of 4 m. In general, it was proved that the noise of the back streets is mainly affected by the lowest height of the roadside buildings. It was found that noise is increased by 1 dB(A) for each 4 m increase of the height difference between adjacent buildings. Also, It was revealed that for each 0.5 m increase in the distance between roadside building, noise reduction decreased by 1 dB(A).

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.5
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• pp.19-29
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• 2023

The accident rate in South Korea is simply classified according to the road type and the number of lanes, but other countries apply various factors affect accidents. In this study, national highways where accidents occurred were divided into urban, rural, older, and modern roads using TAAS(Traffic Accident Analysis System) data, and a model of accident costs savings is suggested. As a result of analyzing 1,416.2 km, the fatality rate(person/100mil-vehicle·km) was 4.21 for urban-older, 1.37 for urban-modern, 2.18 for rural-older, and 0.99 for rural-modern roads. The rates of urban roads had a higher result than rural. The injury rate(person/100mil-vehicle·km) for urban-older was 182.63, that for urban-modern was 103.42, that for rural-older was 67.44, and that for rural-modern road was 42.96, which showed a similar pattern to fatality rates. Accident rates of a modern road were much lower than the KDI Guideline. The benefit of applying the result of this study was calculated and the valuation of accident costs savings is increased from 0.6% to 14.1%, while B/C is improved from 0.626 to 0.724.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.13 no.6
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• pp.34-42
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• 2014

This study is a fundamental research to determine the emergency evacuation roads considering road network function and connectivity. First of all, the functional aspects of the road networks are analyzed in the target area, Sejong city, by using degree centrality(DC) and closeness centrality(CC) from GIS based database. Secondly, how network connectivity makes a change in user's travel pattern and travel time and how it affects the whole network are analyzed using TransCAD simulation program. Finally, after performing cluster analysis of index, first and second emergency evacuation roads are determined by judging the characteristics of clusters. The results of this research will be helpful for making a decision to diminish secondary damages when confronting unexpected disasters.

• Journal of the Korean Applied Science and Technology
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• v.36 no.1
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• pp.23-33
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• 2019

After making tea by steaming the Burdock(Arctium lappa) nine times and drying it nine times, the ingredients and functions of the Burdock tea were compared to those of M company. The tea's calories were 346.48kcal/100g, carbohydrates were 72.75g/100g, crude protein was 11.98g/100g, and crude ash was 5.01g/100g. The total of free sugars were 31.93mg/100, among them, fructose was 26.27, sucrose was 1.27 mg/100g. The inorganic material contents were 1,476.21mg/100g of potassium, 255.96 mg/100g of calcium and 311.41 mg/100g of magnesium. The saturated fatty acids were 40.73mg/100g and the unsaturated fatty acids were 59.27mg/100g, among which the linoleic acid was 41.28mg/100g, the palmitic acid was 33.11mg/100g, the oleic acid was 10.07mg/100g and linolenic acid was 7.92mg/100g. DPPH radical scavenging was 33.9% of teas that were developed, 2.3% of M's tea for comparison, and 37.2% of indiex material. ABTS radical scavenging were 90.7% of teas developed, 85.9% of M's tea and 37.2% of index materials, and SOD like activities were 11.3% of teas developed and 50.5% of M's teas. The flavonoid content was 2.6 fold of the tea developed, 2.9 fold of M's tea and 1.7 fold of index material. The polyphenol content was 33.8 fold of teas developed, 38.9 fold of the M's tea and 13.8 fold of the index material. The sensory evaluation compare to the one-time extract and the five-time extract. Based on the one-time extract, the color were 65.9 % of the five-time extract tea were developed, 12.8 % of the M's tea. Flavour were 78.0% of the tea developed and 33.3% of the M's tea, tastes were 71.4% of the tea developed, 20.7% of the M's tea. The cart for comparison showed that while the extract decreased as we developed it, the overall symbolism decreased to 21.4% after five time extracts, the developed tea decreased to 72.1%. We believe that the developed tea will have a greater effect on preventing and improving diseases as it has a stronger antioxidant function, more effective substances, and a higher level of symbolism than the comparative M squared tea and surface substance.

• Proceedings of the Korean Vacuum Society Conference
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• 2015.08a
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• pp.169.1-169.1
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• 2015

최근 디스플레이 기술은 급속도로 발전해 가고 있다. 디스플레이 산업의 눈부신 성장에 발맞추어 초고화질, 초고선명, 고속 구동 및 대형화 등을 포함하는 최신 기술의 디스플레이 구동이 필요하다. 이러한 요구사항을 만족하기 위해서는 각 픽셀에 영상정보를 기입하는 충전시간을 급격히 감소시켜야 하고 따라서 픽셀 트랜지스터(TFT)의 이동도는 급격히 증가해야 한다. 따라서 차세대 디스플레이 실현을 위해서 고이동도 특성을 구현 할 수 있는 신물질의 개발이 매우 중요하다. 현재 산화물박막트랜지스터는 차세대 디스플레이 실현을 위해 가장 주목받고 있으며, 실제로 산화물박막 트랜지스터의 핵심소재인 In-Ga-Zn-O(a-IGZO) 산화물의 경우 국내외에서 디스플레이에 적용되어 생산이 시작되고있다. 그러나 a-IGZO 산화물의 경우 이동도가 $5-10cm^2V{\cdot}s$ 수준이어서 향후 개발 되어질 초고해상도/고속구동 디스플레이 실현(이동도 $50cm^2V{\cdot}s$)에는 한계가 있다. 따라서 본 연구에서는 이를 해결 할 수 있는 'post-IGZO' 개발을 위해 In2O3에 Ga2O3를 조성별로 고용시켜 박막의 구조적, 전기적, 광학적 특성 및 TFT를 제작하여 특성 연구를 진행하였다. 조성은 In2O3에 Ga2O3를 7.5%~15% 도핑 하였으며, Sputtering을 이용하여 indium gallium oxide(IGO) 박막을 제작하였다. 박막은 상온 및 $300^{\circ}C$에서 증착 하였으며 증착 된 IGO 박막은 Ga=12.5% 까지는 In2O3에 Ga이 모두 고용되어 cubic In2O3 poly crystalline을 나타내는 것을 확인하였으며 Ga=15%에서 Gallium 관련 2차상이 확인되었다. Ga양이 변화함에 따라 박막의 전기적 특성이 조절 가능하였으며 이를 이용하여 IGO 박막을 30 nm 두께로 증착 하여 IGO 박막을 channel layer로 사용하는 bottom gate structured TFTs를 제작 하였다. IGO TFTs는 Ga=10%에서 on/off ratio ${\sim}10^8$, 그리고 field-effect mobility $84.8cm^2/V{\cdot}S$를 나타내며 초고화질, 초고선명 차세대 디스플레이 적용 가능성을 보여 준다.

• Korean Journal of Ecology and Environment
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• v.43 no.1
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• pp.103-116
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• 2010

The key objective of this study was to analyze sampling efficiency of various fish sampling gears for a lentic ecosystem health assessment. This survey was conducted at twelve sampling locations of Jinyang Reservoir in November, 2008 and June, 2009. Sampling gears used in the field were fyke net (FN), gill net (GN), trammel net (TN), casting net (CN), minnow trap (MT), and kick net (KN). Fishes sampled in Jinyang Reservoir were 29 species, in which tolerant species, as a proportions of the total numbers, dominated the fish community compared to the sensitive species. Overall sampling indicated that 28 species (3,567 individuals) were sampled by the CN and 15 species (3,108 individuals) were sampled by the FN along with 14 species (577 individuals) by the TN, 7 species (107 individuals) by the GN, 6 species (59 individuals) by MT, and 5 species (95 individuals) by KN, respectively. Statistical analysis (MANOVA), based on CPUE of the fishing gears showed that fish species and numbers of the CN were significantly (p < 0.05) greater than those of any other sampling gears. In contrast, sampling gear of MT and KN showed the least efficiency in our survey. This survey is a preliminary results for the tests of sampling gear's efficiency in lentic ecosystems, thus further extensive studies are required for the verification.

• Geophysics and Geophysical Exploration
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• v.9 no.1
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• pp.30-36
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• 2006

Japan's first pilot-scale $CO_2$ sequestration experiment has been conducted in Nagaoka, where 10400 t of $CO_2$ have been injected in an onshore aquifer at a depth of about 1100 m. Among various measurements conducted at the site for monitoring the injected $CO_2$, we conducted time-lapse crosswell seismic tomography between two observation wells to determine the distribution of $CO_2$ in the aquifer by the change of P-wave velocities. This paper reports the results of the crosswell seismic tomography conducted at the site. The crosswell seismic tomography measurements were carried out three times; once before the injection as a baseline survey, and twice during the injection as monitoring surveys. The velocity tomograms resulting from the monitoring surveys were compared to the baseline survey tomogram, and velocity difference tomograms were generated. The velocity difference tomograms showed that velocity had decreased in a part of the aquifer around the injection well, where the injected $CO_2$ was supposed to be distributed. We also found that the area in which velocity had decreased was expanding in the formation up-dip direction, as increasing amounts of $CO_2$ were injected. The maximum velocity reductions observed were 3.0% after 3200 t of $CO_2$ had been injected, and 3.5% after injection of 6200 t of $CO_2$. Although seismic tomography could map the area of velocity decrease due to $CO_2$ injection, we observed some contradictions with the results of time-lapse sonic logging, and with the geological condition of the cap rock. To investigate these contradictions, we conducted numerical experiments simulating the test site. As a result, we found that part of the velocity distribution displayed in the tomograms was affected by artefacts or ghosts caused by the source-receiver geometry for the crosswell tomography in this particular site. The maximum velocity decrease obtained by tomography (3.5%) was much smaller than that observed by sonic logging (more than 20%). The numerical experiment results showed that only 5.5% velocity reduction might be observed, although the model was given a 20% velocity reduction zone. Judging from this result, the actual velocity reduction can be more than 3.5%, the value we obtained from the field data reconstruction. Further studies are needed to obtain more accurate velocity values that are comparable to those obtained by sonic logging.