• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.1A
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• pp.45-52
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• 2010

This study pointed on the dynamic impact of AGT (Automated Guide-way Transit) bridge, due to concrete rail prominence. An experiment was done with 30 m P.S.C. bridge in AGT test line in Kyungsan. An artificial prominence with 10 mm hight, was installed at the mid span of concrete rail. And computer simulation was executed for the artificial prominence. As an experiment result, in the case of with prominence, bridge acceleration responses are increased 50% at the speed range of 20 km/h-60 km/h, and bridge displacement responses increased slightly. With these results, the prominence of concrete rail can be induce excess impact and vibration. And the computer program simulated much the same as experiments. So this program can be used for AGT bridge design and formulate the standard of concrete rail management.

• Proceedings of the Acoustical Society of Korea Conference
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• spring
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• pp.56-60
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• 1999

본 논문은, 자동차에서 발생할 수 있는 다양한 형태의 잡음이 섞인 음성을 대상으로, 잡음에 강인한 파라미터들을 사용하여 인식기들을 구축하였으며, 이들 파라미터를 비교 평가하였다. 실험에 사용된 음성 데이터는 차종, 속도, 도로 환경, 라디오 ON/OFF, 창문 개폐여부 등 다양한 잡음 환경에서 수집하였다. 실험에서 비교된 파라미터는 MFCC(Mel-Blrequency Cepstral Coefficient)와 PLP(Perceptually Linear Prediction) 이며, 각각의 파라미터에 대해서 MKM(Modified k-mean)을 이용하여 코드북을 작성하였고, DHMM(Discrete Hidden Markov Model)을 인식알고리즘으로 사용하였다. 실험 결과로서, 아스팔트 도로에서 창문을 닫고, 라디오를 켜지 않은 상태에서 60km/h로 주행시 $96.25\%$로 가장 높은 인식률을 얻었고, 고속도로에서 창문을 열고 100km/h로 주행시에는$60\%$로 가장 낮은 인식률을 얻었다.

• 한국도로학회지:도로
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• v.17 no.3
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• pp.54-60
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• 2015

개발 시스템은 실용적 측면에서는 기존 수동형 장비에 비해 최대 20배(기존 2km/h, 개발장비 40km/h) 효율성을 향상시켰다. 국제민간항공기구(ICAO) 에서 권고하고 있는"Runway Surface evenness"에 대응할 수 있는 시스템을 개발하였으며, 개발 시스템은 국내 외 공항포장관리에 적용할 수 있는 시스템으로써 유관기관과 협력하여 향후 국내 외 장비시장에 진출할 수 있는 기술을 확보하였다.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2004.05a
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• pp.69-69
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• 2004

고무타이어를 주행륜으로 사용하고 무인운전으로 운행되는 고무차륜 AGT 경량전철 차량의 성능최고 속도는 70km/h이고 운행최고속도는 60km/h로 차량 표준사양에서 결정되어 고시되었다. 그러나 차량이 운행되는 노선의 다양한 곡률반경에 따라 제한속도가 결정되어야 하고, 고무타이어가 손상된 경우를 가정한 안전 제한속도도 결정해야 한다. 본 논문의 목적은 설계 및 제작이 완료된 한국형 표준 고무차륜 AGT 경량전철 차량에 대해 운행노선의 곡선반경에 따른 제한속도, 고무타이어의 손상에 따른 안전 제한속도, 그리고 이상의 조건들에 대한 승객의 승차감을 해석하여 제안하는 것이다.(중략)

• Journal of Physiology & Pathology in Korean Medicine
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• v.16 no.6
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• pp.1211-1216
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• 2002

To evaluate whole-body vibration(WBV) exposure and fatigue-decreased proficiency(FDP) boundary in passenger car driver, several roads in Busan were divided into 3 types by the condition of road surface; Road 1 was partially damaged, Road 2 was normal without damage, and Road 3 was better than Road 2. The results were following: The highest passenger driver's exposures to whole-body vibration acceleration and fatigue-decreased proficiency boundary at 40km/h were 0.108m/s² and about 2099 minutes in Road 2 for xh axis, 0.134m/s² and about 1585 minutes in Road 2 for yh axis, and 0.183m/s² and about 1053 minutes in Road 2 for zh axis, respectively. The highest passenger driver's exposures to whole-body vibration acceleration and fatigue-decreased proficiency boundary at 80km/h were 0.219m/s² and about 830 minutes in Road 3 xh axis, 0.203m/s² and about 918 minutes in Road 3 for yh axis, and 0.622m/s² and about 195 minutes in Road 1 for zh axis, respectively. The highest vector sums of whole-body vibration exposure at 40km/h and 804km/h were 0.328m/s² in Road 2 and 0.730m/s² in Road 1, respectively. The highest crest factors at 40km/h were 4.25 in Road 1 for xh, 4.51 in Road 3 for yh, and 5.81 in Road 2 for zh, respectively. The highest crest factors at 80km/h were 5.57 in Road 1 for xh, 5.60 in Road 2 for yh, and 6.46 in Road 3 for zh, respectively. The highest transmissibilities of whole-body vibration from floor to seat at 40km/h and 80km/h were 0.89 in Road 3 and 0.82 in Road 3 for xh axis, 0.83 in Road 3 and 0.87 in Road 1 and 2 for yh, and 0.80 in Road 2 and 0.92 in Road 1 tor zh axis, respectively. The highest fatigue-decreased proficiency boundaries for whole-body vibration exposure of passenger car driver in floor and seat were 457 minutes in Road 3 and 583 minutes in Road 3 at 40km/h and 159 minutes in Road 2 and 251 minutes in Road 2 at 80km/h, respectively.

• Journal of the Korean Society of Safety
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• v.33 no.2
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• pp.145-151
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• 2018

In this study, the track-bridge interaction analysis was performed using an analytical model considering the track structure, thereby taking into account the linear conditions (R=650 m, cant variation $160{\pm}60mm$) and the dynamic characteristics of the bridge. As a result of the study, the allowable speed on the example bridge considered was calculated at 200 km/h based on vertical deflection, vertical acceleration, and irregularity in longitudinal level, but was also evaluated at 170km/h based on the coefficient of derailment, wheel load reduction, and lateral displacement of the rail head. It is considered desirable to set the speed 170km/h to the speed limit in order to secure the safety of both the bridge and the track. It is judged that there will be no problems with ensuring rail protection and train stability in the speed band.

• Proceedings of the KSR Conference
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• 1998.05a
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• pp.393-400
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• 1998

In this study, the crash situations and general crash analysis methods of railway rolling stocks were explained. To calculate the applied load and the maximum stress in the carbody when two aluminum railway vehicles were shunted, the finite element models for the carbody and the coupling system were made. The characteristic curve of draft gear which had a function to reduce impact force was modeled by nonlinear bar elements and the carbody was modeled by shell elements. Two shunting speeds, 5km/h and 8km/h, were considered and the results were analyzed and compared with static analysis case. Also, the aluminum railway vehicle with 60km/h was crashed against rigid wall to examine the global behavior of the carbody.

• Journal of Korean Society for Atmospheric Environment
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• v.15 no.2
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• pp.89-100
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• 1999

The rain water samples were collected at Chunchon and Seoul by using wet only automatic sampler from January 1996 through 1997. The daily base rain water samples collected over than 95% rainy events components, $SO_4^{-2}$, $NO_3^-$, $CI^-$, NH_4^+$, $Ca^{2+}$, $Mg^{2+}$, $Na^+$, and $K^+$, by ion chromatography. In 1996, about 77% of sampled rain water showed below pH 5.6 and the 60% of rain water was lower than pH 5.0. The volume weighted average pH was 4.7 at all sites. In 1997, the volume weighted average pH was 4.6 and 4.9 at Seoul and Chunchon, respectively. Among the rain water samples,, 87% and 55% fo samples showed below than pH 5.6 and 5.0, respectively. The pH value of Chunchon was significantly (p＜0.05) lower than Seoul at the rain samples for less than 20mm rainfall. However conductivity of the rain samples were 20.9$\mu$S/cm for 1996 and 27.7$\mu$S/cm for 1997 at Seoul, and 19.1$\mu$S/cm for 1996 and 14.1$\mu$S/cm for 1997 at Chunchon. $H_2SO_4$ and $HNO_3$ contributed 65.9% and 29.6% of free acidity at Seoul, respectively. The ratio of [$NO_3^-$]/[nss-$SO_4^{-2}$] were 0.43 at Seoul and 0.51 at Chunchon for rain samples for less than 20mm rainfall. The annual wet deposition of $CI^-$, $NO_3^-$, $SO_4^{-2}$, $H^+$M, $Na^+$, NH_4^+$, $K^+$, $Mg^{2+}$, and $Ca^{2+}$, respectively, 568.8kg/$ extrm{km}^2$, 1489.3kg/$\textrm{km}^2$, 3184.8kg/$\textrm{km}^2$, 20.9kg/$\textrm{km}^2$, 249.4kg/$\textrm{km}^2$, 1091.2kg/$\textrm{km}^2$, 189.8kg/ $\textrm{km}^2$, 90.2kg/$\textrm{km}^2$ and 702.4kg/$\textrm{km}^2$ at Seoul for 1996; 656.4kg/$\textrm{km}^2$, 2029.7kg/$\textrm{km}^2$, 3280.7kg/$\textrm{km}^2$, 27.2kg /$\textrm{km}^2$, 229.4kg/$\textrm{km}^2$, 1063.9kg/$\textrm{km}^2$, 106.9kg/$\textrm{km}^2$, 78.2kg/$\textrm{km}^2$, 645.3kg/$\textrm{km}^2$ at Seoul for 1997; 116.9kg/ $\textrm{km}^2$, 983.3kg/$\textrm{km}^2$, 1797.0kg/$\textrm{km}^2$, 21.4kg/$\textrm{km}^2$, 83.2kg/$\textrm{km}^2$, 648.1kg/$\textrm{km}^2$, 78.0kg/$\textrm{km}^2$, 22.2kg/$\textrm{km}^2$, 368.8kg/$\textrm{km}^2$ at chunchon for 1996; 100.2kg/$\textrm{km}^2$, 1077.6kg/$\textrm{km}^2$, 1754.0kg/$\textrm{km}^2$, 13.4kg/$\textrm{km}^2$, 146.0kg/$\textrm{km}^2$, 602.3kg/$\textrm{km}^2$, 88.8kg/$\textrm{km}^2$, 16.2kg/$\textrm{km}^2$ and 206.8kg/$\textrm{km}^2$ at chunchon for 1997.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.6
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• pp.80-89
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• 2016

The median exclusive bus lanes with the purpose of improving public transport as part of a public transport promoting policy propel to improves the speed of the bus and guarantee punctuality security of public transportation for citizen satisfaction. In Median Exclusive bus lanes, Intersection operational methods are classified as turn prohibition, left turn, left turn U-Turn after turn prohibition. However, there are not clear criteria for applying for turn left U-Turn and related researches. The purpose of this study is to search a method for more safely operation when we operate turn left U-Turn in median exclusive bus lanes intersection. As a result, Bus stop in median exclusive bus lane should set back 12m for left turn, 17m for left turn U-turn during 60km/h and set back 13m for left turn, 17m for left turn U-turn during 50km/h.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.40 no.5
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• pp.445-454
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• 2020

Non-breakaway crashworthy sliding posts move rigidly with a vehicle in the early stage of vehicle impact. During this stage, a vehicle imparts its linear momentum to the post, experiencing first-stage speed loss followed by second-stage loss from the crush of the energy-absorbing pipe (EAP) installed under the guide rail. An EAP is the key element of a crashworthy sliding post and should be confined to the post foundation. This paper covers the development of an EAP for a sliding post of 507 kg, which is a sliding post type frequently used in Korea for cantilever signs. Detailed explanations of the designs for an EAP structure using LS-DYNA impact simulation are given, and the crashworthiness of the systems are confirmed through crash tests. The EAP presented in this paper can accommodate impacts from 0.9 ton-60 km/h to 1.3 ton-80 km/h, and is applicable to foundations up to 2.7 m in length.