• Magazine of the Korean Society of Agricultural Engineers
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• v.12 no.3
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• pp.2019-2028
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• 1970

1. Experiments were made for the efficient plowing method by the 4 wheel tractor, the results are as follow; 1) In case of plowing of inner side of the field, the efficient turning method to be the smallest turning time is the $\Omega$-shaped turning method in the turning distance less than 2r (r is the minimum turning radius of the tractor), and also, it is the U-shaped turning method in the turning distance larger than 2r. 2) 2.5r is most efficient in the unit turning section 'w' on plowing of the inner side of the field. 3) In case of plowing of outer side of the field, intermitted plowing method is efficient in case of W>-0.0345 L + 35.84, and also, semi-followed plowing method is efficient in case of W<-0.0345 L + 35.84. 4) The smaller the width of outer side of outer side of the field 'I' is, the higher is the plowing efficiency, and it is estimated that the minimum value 2r is suitable to 'I' in plowing of inner side and outer side of the field. 2. Study on the correlation between the unit field and plowing efficiencies obtained the following results; 1) plowing efficienies increase generally according as length-width ratio L/W and area A increase. 2) Percent of increase of plowing efficiencies decreases generally according as length-width ratio and area enlarge. 3) The limit that change of T is large owing to L/W is 6 for 20 a, 5 for 30 a, 4 for 50 a, 3 for 80 a, less than 2.5 for 100 a, generally, in L/W-T curve. 4) Rate of change of T-A curve is similar to rate of change of $T=A-\frac{2}{3}$ curve in spite of influence of L/W. 5) In case that length-width ratio is more than 3, effects of increase of 10 a area influenced upon plowing efficiencies are as much as effects of about 5 increase of length width ratio without correlation of size of the field. 6) In case that length-width ratio is 2 to 3, effects of increase of 10 a area influenced upon plowing efficiencies are as much as effects of about 4 to 2 increase of length-width ratio without correlation of size of the field, and the effects decrease according as not only length-width ratio decreases but also area increases, generally.

• Korean Journal of Ichthyology
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• v.11 no.1
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• pp.46-51
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• 1999

Age, hatching date and growth in length of juvenile Limanda yokohamae were determined by analysis of microstructure in otoliths. Monthly samples were collected by a beach seine in the shallow water off Gaduk-do from January to December, 1998. The juveniles were collected between February and April. Mean total length was $22.6{\pm}1.77\;mm$ ($\pm$SD) in February, $23.6{\pm}3.86\;mm$ in March, and $38.2{\pm}8.38\;mm$ in April. The core of otoliths ranged from 18 to $21\;{\mu}m$ in diameter and the growth increments were deposited concentrically from the hatching mark. The secondary growth layer began to appear at the 48 to 56-th increment. It indicates that L. yokohamae larvae may be completed the metamorphosis at this time of ca. 52 d after hatching, and moved into the shallow water for demersal stage. The hatching date calculated from the number of daily increments was between late November and early January, showing a peak in December. The total length (L, mm) was related to otolith radius (R, ${\mu}m$); L=0.055 R+5.81 ($r^2=0.88$). The growth in total length was represented by the Gompertz growth curve; $L_t=3.39e^{4.51(1-e^{-0.0067t})}$ ($r^2=0.81$). Daily growth rate was 0.35 mm/d at the age of 70 d and increased up to 0.55 mm/d at the age of 120 d.

• The Journal of the Institute of Internet, Broadcasting and Communication
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• v.20 no.1
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• pp.95-100
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• 2020

This paper related with the performance evaluation of mSE-MMA (modified Signed Error-Multi Modulus Algorithm) adaptive equalization algorithm which is possible to reduce the distortion that is occurs in nonlinear communication channel like as additive noise, intersymbol interference and fading. The SE-MMA algorithm are emerged in order to reducing the computational load compared to the presently MMA algorithm, it has the degraded equalization performance by this. In order to improve the performance degradation of SE-MMA, the mSE-MMA controls the step size according to the existence of arbitrary radius circle of equalizer output is centered at transmitted symbol point. The performance of proposed mSE-MMA algorithm were compared to present SE-MMA using the same channel and noise environment by computer simulation. For this, the recoverd signal constellation which is the output of equalizer, residual isi and MD (Maximum Distortion), MSE learning curve which is represents the convergence performance and SER which is represents the roburstness of noise were used as performance index. As a result of simulation, the mSE-MMA has more superior to the SE-MMA in every performance index, and was confirmed that mSE-MMA has roburstness to the noise in the SER performance than SE-MMA especially.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.29 no.1
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• pp.11-20
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• 2011

This study aimed to devise the method to construct safe and convenient bicycle road by considering the peripheral environmental factor related to using bicycle. Analyzing the existing design of bicycle road and construction case, this study established the method to design bicycle road that reflects site condition and presented the optimal design method for each type of bicycle road to construct safe and convenient bicycle road by analyzing the type of traffic accident for each type of bicycle road, surveying present situation and local survey. It was found that the optimum design of bicycle road for specification, width, curve radius, ascending slope, etc in consideration of peripheral environment and separating traffic between users of traffic means should be done by installing safety sign, safe facilities and separation facilities to design safe bicycle road. Further, the minimum traffic space of bicycle users and connection between bicycle roads should be ensured to design safe bicycle road. It is judged that information related to safety and convenience of bicycle road such as slope, route information, location of convenience facilities, information to the public traffic should be provided so as to activate the users of bicycle.

• Journal of Korean Society of Steel Construction
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• v.14 no.6
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• pp.735-746
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• 2002

The task of plastic theory is twofold: first, to set up relationships between stress and strain that adequately describe the observed plastic deformation of metals, and second, to develop techniques for using these relationships in studying of the mechanics of metal forming processes, and the anlaysis and design of structures. One of the major problems in the theory of plasticity is to describe the behavior of work-hardening materials in the plastic range for complex loading histories. This can be achieved by formulating constitutive laws either in the integral or differential forms. To adequately predict the response of steel members during cyclic loading, the hardening rule must account for the features of cyclic stress-strain behavior. Neithe of the basic isotropic and kinematic hardening rules is suitable for describing cyclic streess-strain behavior, although a kinematic hardening rule describes the nearly linear portions of the stabilized hystersis loops. There is also a limited expansion of the yield surface as predicted by the isotropic hardening rule. Strong ground motions or wind gusts affect the complex and nonproportional loading histories in the inelastic behavior of structues rather than the proportional loading. Nonproportional loading is defined as externally applied forces on the structure, with variable ratios during the entire loading history. This also includes the rate of time-dependency of the loads. For nonproportional loading histories, unloading may take place along a chord instead of the radius of the load surface. In such cases, the shape of the stress-strain curve has to be determined experimentally for all non-radial loading conditions. The plasticity models including two surface models ae surveyed based on a yield surface and a bound surface that represent a state of maximum stress. This paper is concerned with the improvement of a plasticity models of the two-surface type for structural steel. This is follwed by an overview of plasticity models on structural steel. Finally the need for further research is identified.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.7
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• pp.38-45
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• 2020

A magnetically levitating capsule train, which runs inside the sub-vacuum tube, can reach ultra-fast speeds by dramatically reducing the aerodynamic drag and friction. The capsule train uses the superconductor electrodynamic suspension (SC-EDS) method for levitation. The SC-EDS method has advantages, such as a large levitation gap and free of gap control, which could reduce the infra-construction cost. On the other hand, disadvantages, such as the large variation of the levitation-guidance gap and small damping characteristics in levitation-guidance force, could degrade the running stability and ride comfort of the capsule train. In this study, a dynamic analytical model of a capsule train based on the SC-EDS was developed to analyze the running dynamic characteristics. First, as important factors in the capsule train dynamics, the levitation and guidance stiffness in the SC-EDS system were derived, which depend non-linearly on the velocity and gap variation. A 3D dynamic analysis model for capsule trains was developed based on the derived stiffness. Through the developed model, the effects of the different running speeds on the ride comfort were analyzed. The effects of a disturbance from infrastructure, such as the curve radius, tube sag, and connection joint difference, on the running stability of the capsule train, were also analyzed.

• Journal of Astronomy and Space Sciences
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• v.10 no.2
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• pp.123-145
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• 1993

UBVRi photometry of Algol was carried out from December of 1988 to March of 1991 at Chungbuk National University Observatory and a total of 3465 observations in U, B, V, R, I were obtained. Three times of primary minimum light of JDH el 2447898.0938, JEH el 2448265.1205 and JDH el 2448288.0598, and two secondary minimum light of JDH el 2447808.1014 and JDH el 2448275.146 were determined from our observations. We analyzed simultaneously the UBVRI light curves of the Algol system with the Wilson-Devinney method for the determination of the photometric parameters. Indivisual masses for the 3 components of Algol are derived as $m_1$=3.36, $m_2$=0.76, $m_3$=1.6 in solar mass and radii as $R_1$=2.97, $R_2$=0.76 in solar radinus using i=$82.{\circ}47$, q=0.227, $r_1$=0.2102, $r_2$=0.2512 of our solution and some parameters of the spectroscopic solution of Hill et al. (1971). Our results is simiar to those reported by Kim (1989). The temperature of Algol C, $T_3$=8800 was obtained by means of fitting $l_1$, $l_2$, and $l_3$ of five colors to Planckian curve, and $R_3$=$1.6R_\odot$ is derived from its result. It is believed that its semidetached configuration of Algol A and B is the consequence of case B mass transfer. According to its location in a mass-radius diagram. Algol b may have evolved significantly in its Hburnning phase.

• Journal of Korean Society of Transportation
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• v.29 no.3
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• pp.103-114
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• 2011

In this study, we discuss a fatal accident severity model obtained from the analysis of 112 crash sites collected since 2000, and the resulting relationship between fatal accidents and roadway geometry design. From the 720 times computer simulations for improving driving safety, we then reached the following conclusions:. First, the result of cross and frequency-analyses on the car accident sites showed that 43.7% of the accidents occurred on the curved roads, 60.7% on the vertical curve section, 57.2% on the roadways with radius of curvature of 0 to 24m, 83.9% on the roads with superelevation of 0.1 to 2.0% and 49.1% on the one-way 2-lane roads; vehicle types involved are passenger vehicles (33.0%), trucks (20.5%) and buses (14.3%) in order of frequency. The results also show that the superelevation is the most influencing factor for the fatal accidents. Second, employing the Ordered Probit Model (OPM), we developed a severity model for fatal accidents being a function of on various road conditions so as to the damages can be predicted. The proposed model possibly assists the practitioners to predict dangerous roadway segments, and to take appropriate measures in advance. Third, computer simulation runs show that providing adequate superelevation on the segment where a fatal accident occurred could reduce similar fatal accidents by at least 85%. This result indicates that the regulations specified in the Rule for Road Structure and Facility Standard (description and guidelines) should be enhanced to include more specific requirement for providing the superelevation.

• Journal of the Korean Society for Nondestructive Testing
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• v.33 no.2
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• pp.129-137
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• 2013

A force calibration of a nanoindenter and a 3D morphology observation of indenters were carried out in this study. A microbalance calibrated with standard weights was used for measuring the loads generated by a nanoindenter. The indentation load could be calibrated from the ratio of measured and generated loads and the first contact load also could be detected from the microbalance data. By analyzing atomic force microscopy images of two indenters, curvature radii of apexes were determined by $19.71{\pm}3.03$ and $1043.94{\pm}50.91$ nm, respectively, for the nearly new indenter A and the severly worn indenter B. Corresponding bluntness depths were estimated by 1.22 and 64.56 nm for the both indenters by overlapping their profiles on the perfect pyramidal shape. In addition, nanoindentation curves obtained from a fused silica reference material with the both indenters showed a depth difference corresponding to the bluntness depth difference along the indentation depth axis. By shifting amounts of the bluntness depths along the horizontal axis, whole nanoindentation curves overlapped on themselves and resulted in nanohardness values consistent within 1.11 % without considering the complex indenter area function of each indenter.

• Journal of the Korean Society of Safety
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• v.31 no.1
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• pp.95-104
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• 2016

In general, the crash reduction effect of the rumble strip is reported to be about 30% in Korea, while it is about 40-60% in the United States. However, the effect is erroneously overestimated because the simple comparison was only made before and after the installation. Accordingly, this study will reassess the crash reduction effect of the rumble strip. The study will also examine the former's geometric characteristics as well as its effect on the causes of the crash. This study analyzed the crash effect while taking into consideration the changes in the horizontal and vertical alignment, including the width of pavement shoulders, using the crash data for two years before and after the installation of the rumble strip. The types of crash caused by the rumble strip were identified using the classification discriminant function. The crash effect on the rumble strip is estimated to be 28.3%, but the pure effect, with the exception of the effect by other elements, was analyzed to be 7.4%. For each expressway design element, the downhill section (2.0-3.0%), the section with less than 3,000 m and more than 10,000 m of the curve radius, and the section with less than 3.0 m of the pavement shoulder width were found to be effective in crash reduction. For each cause of crash, the rumble strip was analyzed to be effective in the reduction of crash caused by "not keeping the safe distance", "sleeping", "negligence in keeping eyes forward", and "excessive handle operation". In particular, the rumble strip was analyzed and seen to be especially effective in preventing crash caused by "not keeping a safe distance," and "sleeping". The installation of the rumble strip was found to be effective in the prevention of crash caused by "not keeping the safe distance" and "sleeping". The results of this study may thus be used in deciding the causes of crash and the installation location of the tailored rumble strip that would be suitable for the geometric characteristics of the roads. This study will also be helpful in the establishment of future traffic safety measures.