• Journal of Korea Technology Innovation Society
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• v.14 no.spc
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• pp.1232-1255
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• 2011

This paper proposes a model for demand forecasting that will require less effort in the process of utilizing the new product diffusion model while also allowing for more objective and timely application. Drawing upon the theoretical foundation provided by the hype cycle model and the consumer adoption model, this proposed model makes it possible to estimate the maximum market potential based solely on bibliometrics and the scale of the early market, thereby presenting a method for supplying the major parameters required for the Bass model. Upon analyzing the forecasting ability of this model by applying it to the case of the hybrid car market, the model was confirmed to be capable of successfully forecasting results similar in scale to the market potential deduced through various other objective sources of information, thus underscoring the potentials of utilizing this model. Moreover, even the hype cycle or the life cycle can be estimated through direct linkage with bibliometrics and the Bass model. In cases where the hype cycles of other models have been observed, the forecasting ability of this model was demonstrated through simple case studies. Since this proposed model yields a maximum market potential that can also be applied directly to other growth curve models, the model presented in the following paper provides new directions in the endeavor to forecast technology diffusion and identify promising technologies through bibliometrics.

• Restorative Dentistry and Endodontics
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• v.26 no.4
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• pp.341-349
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• 2001

Dental caries is the most common oral disease. There are many factors contributing to its development, but complete understanding and prevention are not fully known. However, it is possible to remineralize the early enamel curious lesion by fluoride containing remineralization solution. Recently the pH-cycling model has been used to examine the effect of fluoride solution on remineralization of artificial caries in vitro as it can closely simulate the conditions encountered in vivo within a carefully controlled environment. The aim of this study was to evaluate the remineralizing effects of supersaturated buffer solutions under pH-cycling model. The specimen with 3mm-diameter was made using mature bovine incisors which has no caries and has sound enamel surface. Early curious lesions were produced by suspending each specimens into demineralization solution at pH 5.0 for 33 hours and the specimen whose surface hardness value ranged from 25 to 45 VHN were used. The pH cycling treatment regimen consisted of 5 min soaks of three treatment solutions four times per days for 15 days and the continuous cycling of demineralization and remineralization were carried out for 15 days. Following the pH-cycling treatment regimen, the specimens' surface microhardness were measured by the Vickers hardness test (VHN) and analyzed by ANOVA and Duncan's multiple-range test. 1. The surface microhardness value of supersaturated solution, Senstime, and Gagline groups were increased after pH cycling, and that of supersaturated solution was significantly Increased compared to saline group(P<0.05). 2. The surface remineralization effect of fluoride containing solutions was accelerated by saliva under pH-cycling mode 3. The pH cycling model was considered appropriate to mimic the intra-oral pH changes when evaluating demineralization and remineralization in vitro. Under the results of above study, salivary remineralization effect can be improved by fluoride containing remineralization solution. The pH-cycling model was considered appropriate to mimic the intra-oral pH changes when evaluating demineralization and remineralization in vitro.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.40 no.2
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• pp.349-354
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• 2015

This paper is about utilizing magnetic sensor to measure magnetic signal and analyze the form of magnetic signal for vehicle detection. For magnetic sensor, MR sensor from Honeywell company was used, and Helmholtz coil of which 3 axis' length is 1.2 m was manufactured to check the capability of the sensor and estimate its ability to detect the magnetic field. Vehicle detection was performed in following steps: installing sensor in road lane and non-road lane; estimating magnetic field when the vehicle is run by the driver; and estimating magnetic field of 7 different vehicles with different sizes. Also, sensor was installed at SUV and small-sized vehicle's park and non-park area to analyze the form of magnetic field. Lastly, the form of magnetic field made by different parts of the vehicle was analyzed. Based on the analysis, the form of magnetic field's magnetic peak value was bigger for road lane than non-road lane, complicated form was useful to distinguish the road lane above the installed sensor and the location of the running car, and the types of vehicle could be sorted because the variance of the magnetic field was bigger for bigger size of the vehicle. Also, it was confirmed that the forms of vehicle in parts-by-parts estimates.

• Journal of Korean Society of Transportation
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• v.19 no.6
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• pp.143-160
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• 2001

Micro-simulation models have been recognized as an efficient assessment tool in developing traffic signal control technologies. In this paper a prototype of a microscopic simulation model which can be applied to evaluate the performance of traffic-adaptive signal control strategies was developed. In the simulation process, space-based arrays were appled to estimate parameters of car following and lane changing models. Two levels of link types, a micro-type and macro-type links, were also embodied in the simulation process. The proposed model was tested on a test network consists of 9 intersections. The performance of the proposed model was evaluated in link by link comparisons with the results of NETSIM. The results show that the proposed model could appropriately simulate traffic flows of the test network. The model also produces traffic adaptive signal timings, cycle lengths and green times for turning movements, based on the detector data. It implies that the optimization process of the model produces reasonable signal timings for the test network on the cycle basis.

• Journal of Korea Society of Industrial Information Systems
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• v.11 no.2
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• pp.69-78
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• 2006

This paper is concerned with analyzing the images of Korean automobiles using, so called, sensory engineering, which adapts the sensory and subjective assessment of human beings in evaluating the quality of product. The methodology of analysis is suggested in this paper according to the following steps. First, 14 pairs of adjectives, which describe the image of object cars in view of the semantic differential method, are derived from consulting with several expert panels. Nextly, factor analysis is performed in order to obtain the axises, by which the images space of the object automobiles are specified, and then the images of the object automobiles are measured by the coordinate of all the object automobiles in the image space. In this paper, a sensory estimation experiment is performed to a panel consisting with In undergraduate students residing in the region of Daegu. From the result of analysis of this paper, target images, which the automobile manufacturers are intended, are achieved by and large except one company.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.11 no.6
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• pp.31-39
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• 2012

This study aims to suggest a methodology of localizing and calibrating parameters, such as acceleration, deceleration, and lane changing which are the basis of car following model in interrupted traffic flow to overcome the limitation of origin and destination based transportation simulation and to verify the application of activity-based model for use in Korean roadway condition in a large scale area or a city. Especially, we figured out that a proper cell size reflecting Korean traffic conditions is 1.0m rather than 7.5m which is default size and a methodology of tracking vehicle behavior characteristics through tracking vehicle ID is suggested on this study. In addition, vehicle running characteristics in real interrupted traffic flow is analyzed through subdividing vehicle types and updating vehicle type ratio. For verification of suggested model, some portion of Dalgubyul-ro in the Daegu city is tested, and the possibility of realization of interrupted traffic flow in simulation is studied.

• Journal of Yeungnam Medical Science
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• v.26 no.1
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• pp.74-77
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• 2009

There are debates about whether peripherally induced movement disorders exist. We report a case of upper limb tremor induced by peripheral nerve injury. A 20-year-old male patient presented with pain and tremor of the left upper extremity, 2 days after a car accident. Magnetic resonance images of the brain and cervical spine were normal. His past medical history was unremarkable and there were no family members with symptoms of movement disorders. He suffered from an aggravating tremor for about 10 minutes, four to six times a day. We treated the patient with medication, epidural infusion, cervical nerve root block and trigger point injection of the trapezius muscle. The pain subsided 50% and the incidence of tremor attacks was reduced to once or twice a day. The role of peripheral trauma in the genesis of movement disorders has not been generally accepted. It is unclear whether peripheral trauma can induce dystonia and other movement disorders. It has been proposed that peripheral trauma can alter sensory input and induce cortical and subcortical reorganization that generates a movement disorder. Some studies provide evidence for central reorganization following peripheral injury.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.22 no.1
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• pp.402-408
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• 2021

Vehicle engineering analysis in the event of an accident caused by a car built on mechanical design has not been investigated in-depth but relies on the subjective experience knowledge of the investigator. This study analyzed the correlation between the speed, progress, steering, and braking before impact, which is consistent with the final stop position, by drawing a site situation chart using the CAD (CAD) program and repeating 250 crashes using the PC-Crash program. The following situations were investigated: lower impact velocity; greater impact speed of the vehicle, which is not affected significantly by the departure angle; higher vehicle speed, such as the effective impact velocity, after the impact; higher vehicle speed; and lower vehicle speed. (Ed note: I am unsure what you are saying here. It appears contradictory and not a complete sentence. Please check the changes.)The simulation results of this study identified the process of returning to the magnetic progression lane after recognizing the opposite porter while Mighty was carried out on the uphill left-curve section in a position that crossed the center line, and the collision of the porter's front left side, pushing the porter in the right diagonal direction and making the front stop towards approximately 11 o'clock.

• Structural Engineering and Mechanics
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• v.80 no.5
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• pp.491-501
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• 2021

A difference in subgrade settlement between two rails of a track manifests as lateral differential subgrade settlement. This settlement causes unsteadiness in the motion of trains passing through the corresponding area. To illustrate the effect of lateral differential subgrade settlement on the dynamic response of a vehicle-track coupling system, a three-dimensional vehicle-track-subgrade coupling model was formulated by combining the vehicle-track dynamics theory and the finite element method. The wheel/rail force, car body acceleration, and derailment factor are chosen as evaluation indices of the system dynamic response. The effects of the amplitude and wavelength of lateral differential subgrade settlement as well as the driving speed of the vehicle are analyzed. The study reveals the following: The dynamic responses of the vehicle-track system generally increase linearly with the driving speed when the train passes through a lateral subgrade settlement area. The wheel/rail force acting on a rail with a large settlement exceeds that on a rail with a small settlement. The dynamic responses of the vehicle-track system increase with the amplitude of the lateral differential subgrade settlement. For a 250-km/h train speed, the proposed maximum amplitude for a lateral differential settlement with a wavelength of 20 m is 10 mm. The dynamic responses of the vehicle-track system decrease with an increase in the wavelength of the lateral differential subgrade settlement. To achieve a good operation quality of a train at a 250-km/h driving speed, the wavelength of a lateral differential subgrade settlement with an amplitude of 20 mm should not be less than 15 m. Monitoring lateral differential settlements should be given more emphasis in routine high-speed railway maintenance and repairs.

• International Journal of Computer Science & Network Security
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• v.23 no.6
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• pp.27-34
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• 2023

This paper proposed an Inter-Carrier-Interference (ICI) Canceling Orthogonal Frequency Division Multiplexing (OFDM) receiver for 5G mobile system to support 500 km/h linear motor high speed terrestrial transportation service. A receiver in such high-speed train sees the transmission channel which is composed of multiple Doppler-shifted propagation paths. Then, a loss of sub-carrier orthogonality due to Doppler-spread channels causes ICI. The ICI Canceler is realized by the following three steps. First, using the Demodulation Reference Symbol (DMRS) pilot signals, it analyzes three parameters such as attenuation, relative delay, and Doppler-shift of each multi-path component. Secondly, based on the sets of three parameters, Channel Transfer Function (CTF) of sender sub-carrier number 𝒏 to receiver sub-carrier number 𝒍 is generated. In case of 𝒏≠𝒍, the CTF corresponds to ICI factor. Thirdly, since ICI factor is obtained, by applying ICI reverse operation by Multi-Tap Equalizer, ICI canceling can be realized. ICI canceling performance has been simulated assuming severe channel condition such as 500 km/h, 2 path reverse Doppler Shift for QPSK, 16QAM, 64QAM and 256QAM modulations. In particular, for modulation schemes below 16QAM, we confirmed that the difference between BER in a 2 path reverse Doppler shift environment and stationary environment at a moving speed of 500 km/h was very small when the number of taps in the multi-tap equalizer was set to 31 taps or more. We also confirmed that the BER performance in high-speed mobile communications for multi-level modulation schemes above 64QAM is dramatically improved by the use of a multi-tap equalizer.