• 한국전자파학회논문지
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• 제25권3호
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• pp.259-268
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• 2014

본 논문에서는 S-파라메타를 이용한 절연 변압기의 고주파 파라메타 추출 방법을 제안한다. 정상상태에서 회로상수 추출은 고전적 방법인 무 부하, 단락 회로 시험을 통해 나온 측정값을 계산하여 추출하는 방법이 있으며, 본 논문에서는 VNA(Vector Network Analyzer)로 측정한 S-파라메타를 이용하여 추출하는 방법에 대한 연구를 수행하였다. 상용주파수인 60 Hz를 포함한 고주파 대역에서의 변압기 회로상수는 측정한 S-파라메타에 데이터 피팅(최적화) 방식을 이용하여 추출하였다. 기본적으로 절연변압기에서의 고주파 파라메타 추출은 기존에 제시하는 변압기 등가 회로에 표유정전용량(Stray capacitance)을 추가한 등가회로 형태로 제시된다. 이렇게 추출한 회로상수의 S-파라메타와 실제 측정한 S-파라메타 결과를 비교하여 유사함을 확인하였고, 변압기의 1차 측에 신호발생기를 입력한 후, 출력되는 2차 측의 전압과 고주파 등가회로를 이용하여 추출한 2차 측 전압을 비교하여 두 값이 일치하는 것을 확인하였다. 이 결과를 통해 S-파라메타를 이용한 절연 변압기의 고주파 파라메타 추출 방법의 타당성을 입증하였다.

• 여성건강간호학회지
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• 제4권2호
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• pp.173-186
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• 1998

In this study, both the literary survey as well as empirical research has been executed to test the validity of the scales that measure the construct of self-monitoring scale could not be classified into five factors as Snyder suggested. Many other scholars (Briggs, Cheek and Buss, 1980) suggested 3 different classifications which was accepted by Snyder and Gangestad (1986). John, Cheek and Klohnen (1996) claimed a two-factor classification. As has been discussed, factor analysis is used to prove convergent validity within the factor and discriminant validity between the factors. However, depending on the researchers, many variations in classification of the factors were found and a lack of content and discriminant validity was found in the previous research findings. It is also important to note that Snyder's self-monitoring scale, did not factor-load at over 30 for all 25 items, regardless of how many factors could be classified. According to findings of this study, the self-monitoring scale neither classified as five, three or two factors nor factor loaded as hypothesized. It is also clear that Snyder's self-monitoring scale lack convergent validity as the sub-factors of the scale fail to prove its uni-dimensionality. The A self-monitoring scale not only fail to overcome the problems of Snyder's self-monitoring scale but even lost the attractiveness of the self-monitoring scale. In this study, it was also found that the A self-monitoring scale was not classified as hypothesized in either in a two or three-factor classification. It is, of course, not desirable to use any scale that lacks convergent and discriminant validity even though it has been widely used but also has held a great deal of influence on the field of social psychology. To overcome the shortcomings of Snyder's self-monitoring scale, Lennox and Wolfe(1984) suggested 13 items. This study 1. was dedicated to test the validity and reliability of the scale, in which we found that the data presented in validity as the two factors were classified and loaded as expected. Reliability was also proven by checking Cronbach's alpha for each factor and for the total items. In addition, a confirmatory factor analysis was executed for the 13 items using LISREL 8.12 program to confirm convergent validity in a two-factor classification. The model was fitting and sound ; however, the self-monitoring scale was unfitted and not validated. Thus, it is recommended to use not the original or the abbreviated self-monitoring scale but the 13 items in future studies. It should also be noted that items 7 and 13 should be removed to obtain better uni-dimensionality for the 13 items. These items loaded at over .30, too high for the two factors in the test results of factor analysis. In addition, it is necessary to double-check the cause of two-hold loading at over .30 for the two factors. It could be a problem caused by data or by the scale itself. Therefore, additional studies should follow to better clarify this matter.

• 한국항해항만학회지
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• 제31권5호
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• pp.435-445
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• 2007

선체는 기본적으로 얇은 판부재들의 조합으로 구성되어 있으며 이들 중 상당수는 유공을 가진 유공판(Perforated plate)으로 이루어져있다. 선체에 설치된 유공판으로서는 선체 상갑판 해치(하역시설로 사용), 선저부의 거더와 플로어(중량경감과 선박 건조 및 검사시 통로확보용), 다이어프램(중량경감 및 파이프 관통의 목적)등이 있다. 이들 유공판에 압축하중이 작용하면 좌굴과 최종강도 특성이 크게 변화할 뿐만 아니라 수반되는 면내응력도 재 분포하게 되어 심각한 문제를 발생한다. 본 연구에서는 실선에서 사용 중인 유공보강판의 모델을 조사하여 비선형 유한요소법(ANSYS)을 사용하여 종방향 압축하중이 작용하는 경우에 대해서 유공비, 웹 치수, 웹 두께 그리고 보강재 단면을 변화시켜가며, 최종강도 시리즈 해석을 수행하고, 최종강도 예측 설계식을 제안하였으며, 식의 정도성을 검증하기 위하여 유한요소해석 결과와 비교하여 정도를 확인하였다. 제안된 설계식은 초기구조설계 시 유공보강판의 최종강도 계산에 유용하게 사용되리라 판단된다.

• 한국물환경학회지
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• 제28권3호
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• pp.347-358
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• 2012

The SWAT (Soil and Water Assessment Tool) should be calibrated and validated with observed data to secure accuracy of model prediction. Recently, the SWAT-CUP (Calibration and Uncertainty Program for SWAT) software, which can calibrate SWAT using various algorithms, were developed to help SWAT users calibrate model efficiently. In this study, three algorithms (GLUE: Generalized Likelihood Uncertainty Estimation, PARASOL: Parameter solution, SUFI-2: Sequential Uncertainty Fitting ver. 2) in the SWAT-CUP were applied for the Soyang-gang dam watershed to evaluate these algorithms. Simulated total streamflow and 0~75% percentile streamflow were compared with observed data, respectively. The NSE (Nash-Sutcliffe Efficiency) and $R^2$ (Coefficient of Determination) values were the same from three algorithms but the P-factor for confidence of calibration ranged from 0.27 to 0.81 . the PARASOL shows the lowest p-factor (0.27), SUFI-2 gives the greatest P-factor (0.81) among these three algorithms. Based on calibration results, the SUFI-2 was found to be suitable for calibration in Soyang-gang dam watershed. Although the NSE and $R^2$ values were satisfactory for total streamflow estimation, the SWAT simulated values for low flow regime were not satisfactory (negative NSE values) in this study. This is because of limitations in semi-distributed SWAT modeling structure, which cannot simulated effects of spatial locations of HRUs (Hydrologic Response Unit) within subwatersheds in SWAT. To solve this problem, a module capable of simulating groundwater/baseflow should be developed and added to the SWAT system. With this enhancement in SWAT/SWAT-CUP, the SWAT estimated streamflow values could be used in determining standard flow rate in TMDLs (Total Maximum Daily Load) application at a watershed.

• Wind and Structures
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• 제30권4호
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• pp.433-450
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• 2020

The strong turbulence characteristic of typhoon not only will significantly change flow field characteristics surrounding the large-scale wind turbine and aerodynamic force distribution on surface, but also may cause morphological evolution of coast dune and thereby form sand storms. A 5MW horizontal-axis wind turbine in a wind power plant of southeastern coastal areas in China was chosen to investigate the distribution law of additional loads caused by wind-sand coupling movement of coast dune at landing of strong typhoons. Firstly, a mesoscale Weather Research and Forecasting (WRF) mode was introduced in for high spatial resolution simulation of typhoon "Megi". Wind speed profile on the boundary layer of typhoon was gained through fitting based on nonlinear least squares and then it was integrated into the user-defined function (UDF) as an entry condition of small-scaled CFD numerical simulation. On this basis, a synchronous iterative modeling of wind field and sand particle combination was carried out by using a continuous phase and discrete phase. Influencing laws of typhoon and normal wind on moving characteristics of sand particles, equivalent pressure distribution mode of structural surface and characteristics of lift resistance coefficient were compared. Results demonstrated that: Compared with normal wind, mesoscale typhoon intensifies the 3D aerodynamic distribution mode on structural surface of wind turbine significantly. Different from wind loads, sand loads mainly impact on 30° ranges at two sides of the lower windward region on the tower. The ratio between sand loads and wind load reaches 3.937% and the maximum sand pressure coefficient is 0.09. The coupling impact effect of strong typhoon and large sand particles is more significant, in which the resistance coefficient of tower is increased by 9.80% to the maximum extent. The maximum resistance coefficient in typhoon field is 13.79% higher than that in the normal wind field.

• 대한조선학회논문집
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• 제54권2호
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• pp.151-160
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• 2017

Growing demand and rapid development of the synthetic fiber rope in mooring system have taken place since it has been used in deep water platform lately. Unlike a chain mooring, synthetic fiber rope composed of lightweight materials such as Polyester(polyethylene terephthalate), HMPE(high modulus polyethylene) and Aramid(aromatic polyamide). Non-linear stiffness and another failure mode are distinct characteristics of synthetic fiber rope when compared to mooring chain. When these ropes are exposed to environmental load for a long time, the length of rope will be increased permanently. This is called 'the creep phenomenon'. Due to the phenomenon, The initial characteristics of mooring systems would be changed because the length and stiffness of the rope have been changed as time goes on. The changed characteristics of fiber rope cause different mooring tension and vessel offset compared to the initial design condition. Commercial mooring analysis software that widely used in industries is unable to take into account this phenomenon automatically. Even though the American Petroleum Institute (API) or other classification rules present some standard or criteria with respect to length and stiffness of a mooring line, simulation guide considers the mechanical properties that is not mentioned in such rules. In this paper, the effect of creep phenomenon in the fiber rope mooring system under specific environment condition is investigated. Desiged mooring system for a Mobile Offshore Drilling Unit(MODU) with HMPE rope which has the highest creep is analyzed in a time domain in order to investigate the effects creep phenomenon to vessel offset and mooring tension. We have developed a new procedure to an analysis of mooring system reflecting the creep phenomenon and it is validated through a time domain simulation using non-linear mooring analysis software, OrcaFlex. The result shows that the creep phenomenon should be considered in analysis procedure because it affects the length and stiffness of synthetic fiber rope in case of high water temperature and permanent mooring system.

• 정보처리학회논문지C
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• 제17C권2호
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• pp.197-204
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• 2010

웹 기반의 학습 환경과 모바일 디바이스 기술과의 효과적인 통합은 개발자들에게 새로운 도전으로 여겨지고 있다. 그러나 모바일 디바이스의 스크린 사이즈는 너무 작고, 성능 또한 매우 떨어진다. 이런 모바일 기술의 한계로 인해 웹에서의 실시간 영상 전송을 수반하는 사이버 강좌와 같이 방대한 데이터를 모바일 스크린에 그대로 디스플레이 한다는 것은 많은 문제점을 야기시킨다. 먼저 사용자가 모바일 디바이스를 통하여 학습 내용을 정확하게 인지하기가 어렵고, 방대한 정보의 비디오 스트림을 연속적으로 모바일 디바이스로의 전송은 모바일 시스템에 많은 부하를 야기시킨다. 결과적으로 퍼스컴에서 활용하기 위해서 개발된 어플리케이션을 그대로 모바일 디바이스에서 사용하기가 적절하지 않으므로 모바일 디바이스에 알맞은 플레이어가 개발되어야 한다. 따라서 본 논문은 관심 영역의 트랜스코딩 기법을 이용한 모바일 프리젠테이션을 제안한다. 사이버 강좌 또는 원거리 강의와 같은 학습 영상의 연속적인 비디오 프레임을 모바일로 디스플레이하기 위해서는 고해상도 디지털영상과 모바일 디바이스 사이의 성능 차이를 극복해야 한다. 이를 해결하기 위한 트랜스코딩 기법은 화질의 손상을 초래하므로 높은 수준의 화질을 보장하기 위해서는 트랜스코딩과 선택된 학습 자원 사이의 시행착오에 의해서 적응될 수 있다.

• Steel and Composite Structures
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• 제47권1호
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• pp.91-102
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• 2023

To study the evaluation standard and control limit of mortar filling layer void length, in this paper, the train sub-model was developed by MATLAB and the track-bridge sub-model considering the mortar filling layer void was established by ANSYS. The two sub-models were assembled into a train-track-bridge coupling dynamic model through the wheel-rail contact relationship, and the validity was corroborated by the coupling dynamic model with the literature model. Considering the randomness of fastening stiffness, mortar elastic modulus, length of mortar filling layer void, and pier settlement, the test points were designed by the Box-Behnken method based on Design-Expert software. The coupled dynamic model was calculated, and the support vector regression (SVR) nonlinear mapping model of the wheel-rail system was established. The learning, prediction, and verification were carried out. Finally, the reliable probability of the amplification coefficient distribution of the response index of the train and structure in different ranges was obtained based on the SVR nonlinear mapping model and Latin hypercube sampling method. The limit of the length of the mortar filling layer void was, thus, obtained. The results show that the SVR nonlinear mapping model developed in this paper has a high fitting accuracy of 0.993, and the computational efficiency is significantly improved by 99.86%. It can be used to calculate the dynamic response of the wheel-rail system. The length of the mortar filling layer void significantly affects the wheel-rail vertical force, wheel weight load reduction ratio, rail vertical displacement, and track plate vertical displacement. The dynamic response of the track structure has a more significant effect on the limit value of the length of the mortar filling layer void than the dynamic response of the vehicle, and the rail vertical displacement is the most obvious. At 250 km/h - 350 km/h train running speed, the limit values of grade I, II, and III of the lengths of the mortar filling layer void are 3.932 m, 4.337 m, and 4.766 m, respectively. The results can provide some reference for the long-term service performance reliability of the ballastless track-bridge system of HRS.

• Steel and Composite Structures
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• 제48권2호
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• pp.207-233
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• 2023

Steel-concrete composite box girder bridges are widely used in the construction of highway and railway bridges both domestically and abroad due to their advantages of being light weight and having a large spanning ability and very large torsional rigidity. Composite box girder bridges exhibit the effects of shear lag, restrained torsion, distortion and interface bidirectional slip under various loads during operation. As one of the most commonly used calculation tools in bridge engineering analysis, one-dimensional models offer the advantages of high calculation efficiency and strong stability. Currently, research on the one-dimensional model of composite beams mainly focuses on simulating interface longitudinal slip and the shear lag effect. There are relatively few studies on the one-dimensional model which can consider the effects of restrained torsion, distortion and interface transverse slip. Additionally, there are few studies on vehicle-bridge integrated systems where a one-dimensional model is used as a tool that only considers the calculations of natural frequency, mode and moving load conditions to study the dynamic response of composite beams. Some scholars have established a dynamic analysis model of a coupled composite beam bridge-train system, but where the composite beam is only simulated using a Euler beam or Timoshenko beam. As a result, it is impossible to comprehensively consider multiple complex force effects, such as shear lag, restrained torsion, distortion and interface bidirectional slip of composite beams. In this paper, a 27 DOF vehicle rigid body model is used to simulate train operation. A two-node 26 DOF finite beam element with composed box beams considering the effects of shear lag, restrained torsion, distortion and interface bidirectional slip is proposed. The dynamic analysis model of the coupled composite box girder bridge-train system is constructed based on the wheel-rail contact relationship of vertical close-fitting and lateral linear creeping slip. Furthermore, the accuracy of the dynamic analysis model is verified via the measured dynamic response data of a practical composite box girder bridge. Finally, the dynamic analysis model is applied in order to study the influence of various mechanical effects on the dynamic performance of the vehicle-bridge system.