• 한국방송∙미디어공학회:학술대회논문집
• /
• 한국방송∙미디어공학회 2022년도 하계학술대회
• /
• pp.1278-1281
• /
• 2022

현재 Action classification model은 computational resources의 제약으로 인해 video전체의 frame으로 학습하지 못한다. Model에 따라 다르지만, 대부분의 경우 하나의 action을 학습시키기 위해 보통 많게는 32frame, 적게는 8frame으로 model을 학습시킨다. 본 논문에서는 이 한계를 극복하기 위해 하나의 video의 많은 frame들을 mix-up과정을 거쳐 한장의 frame에 여러장의 frame 정보를 담고자 한다. 이 과정에서 video의 시간에 따른 변화(temporal- dynamics)를 손상시키지 않기 위해 linear mix-up이라는 방법을 제안하고 그 성능을 증명하며, 여러장의 frame을 mix-up시켜 모델의 성능을 향상시키는 가능성에 대해 논하고자 한다.

• 한국언론정보학보
• /
• 제71권
• /
• pp.274-298
• /
• 2015

이 연구는 프레임 개념과 편향성 개념을 통합적으로 연결해 재난 사고 뉴스의 정치사회적 의미를 해석했다. 국내 언론이 세월호 침몰 사고라는 특수한 재난 사고의 문제 정의, 원인 해석, 도덕적 평가, 그리고 사후 처방을 제시하는 과정에 어떤 프레임을 더 편향되게 배치했는지를 이론적으로 검정해 보았다. 또한 프레임의 편향성이 정치적 이념을 달리하는 보수 신문과 진보 신문 간에 어떤 차이가 있는지 비교 분석해 보았다. 내용 분석 결과를 제시하면 다음과 같다. 첫째, 세월호 사고 진단 프레임에서는 전체적으로 파편화>개인화>권위무질서>극화의 순으로 편향되어 있었다. <조선일보>는 파편화 편향성이, 한겨레는 권위무질서 편향성이 상대적으로 컸다. 둘째, 사고 평가에서는 책임 프레임>도덕적 프레임>문제 해결 프레임>사고 원인 프레임의 순으로 편향되어 나타났다. <조선일보>는 책임 프레임, 도덕적 프레임 편향적으로 사고를 평가했다. <한겨레>는 책임 프레임, 문제 해결 프레임 편향성이 두드러졌다. 셋째, 책임 소재 프레임에서는 정부>개인>조직의 순으로 편향되어 제시됐다. <조선일보>는 정부와 개인의 책임 편향성을 드러낸 반면에, <한겨레>는 상대적으로 정부에 책임을 더 강조하면서 조직에 대한 책임 편향성도 보였다. 넷째, 문제 해결 프레임에서는 전체적으로 주제적 프레임과 일화적 프레임 편향성이 엇비슷한 수준으로 나타났다. <조선일보>는 일화적 프레임으로, <한겨레>는 주제적 프레임으로 더 편향화하는 차이를 보였다. 세월호 사고의 평가와 해석에 대한 언론의 프레임 편향성과 함께 이념적 차이에 따른 언론 간의 편향성 차이를 사회적 맥락 차원에서 토론했다.

• 한국정밀공학회지
• /
• 제21권8호
• /
• pp.112-119
• /
• 2004

This paper develops a computer model of a cabover type large truck for estimating the effects of the mounted method of frame on handling performance. The computer model considers two mounted methods of frame; flange mounted and web mounted. Frame is modeled by finite elements using MSC/NASTRAN in order to consider the flexibility of frame. The reliability of the developed computer model is verified by comparing the actual vehicle test results with the simulation results. The actual vehicle test is performed in a double lane change course, and lateral acceleration, yaw rate, and roll angle are measured. To estimate the effects of the mounted method of frame on handling performance, simulations are performed with the flange mounted and web mounted frame. Simulation results show that the web mounted frame＇s variations of roll angle, lateral acceleration, and yaw rate are larger than the flange mounted frame＇s variations, especially in the high test velocity and the second part of the double lane course. Also, simulation results show that the web mounted frame＇s tendencies of roll angle, lateral acceleration, and yaw rate advance the flange mounted frame＇s tendencies, especially in the high test velocity and the second part of the double lane course.

• Structural Engineering and Mechanics
• /
• 제64권5호
• /
• pp.543-555
• /
• 2017

The non-linear behaviour of integral infilled frames (in which the infill and the frame are bonded together with help of various interface materials) is studied both experimentally and numerically. The experiments were carried out on one-sixth scale two-bay and three-storey reinforced concrete frames with and without infill against static cyclic loading. Three interface materials - cement mortar, cork and foam have been used in between the infill and the frame. The infill, interface and the frame are bonded together is called integral frame. The linear and non-linear behaviors of two dimensional bare frame and integral infilled frame have been studied numerically using the commercial finite element software SAP 2000. Linear finite element analysis has been carried out to quantify the effect of various interface materials on the infilled frames with various combinations of 21 cases and the results compared. The modified configuration that used all three interface materials offered better resistance above others. Therefore, the experiments were limited to this modified infilled frame case configuration, in addition to conventional (A1-integral infilled frame with cement mortar as interface) and bare frame (A0-No infill). The results have been compared with the numerical results done initially. It is found that stiffness of bare frame increased by infilling and the strength of modified frame increased by 20% compare to bare frame. The ductility ratio of modified infilled frame was 42% more than that of the conventional infilled frame. In general, the numerical result was found to be in good agreement with experimental results for initial crack load, ultimate load and deformed pattern of infill.

• 한국건축시공학회:학술대회논문집
• /
• 한국건축시공학회 2015년도 추계 학술논문 발표대회
• /
• pp.168-169
• /
• 2015

SMART Frame is a composite precast concrete structure system to deliver the advantages of both steel frame and reinforced concrete. Many studies have established to date that SMART Frame is more advantageous than conventional frame-type structure in terms of structural stability, constructability, economic viability as well as reduction of construction schedule. However, such studies have focused primarily on wall-type or flat slab-type apartment housing structures, failing to include Rahmen structures in their scope. Accordingly, this study aims to analyze the benefits of potential application of SMART Frame to RC Rahmen structures. As the structural stability and constructability of SMART Frame is already proven, this study reviews its benefits from the perspective of cost reduction. Conclusion of this study will be used subsequently in predicting the benefits of SMART Frame when it is adapted to RC Rahmen structures.

• 한국기계기술학회지
• /
• 제13권2호
• /
• pp.71-78
• /
• 2011

A kart is a vehicle without the suspension system and the differential gear. The kart frame as an elastic body plays the role of a spring. By the cornering of a kart, rolling, pitching and twisting motions are induced in the kart frame. Also the slip or noncontact of the wheel and a permanent deformation of the kart frame can be induced. In order to examine closely this phenomenon, measurement on height-displacements with various sensors and tracking system and analysis on the kart frame twisting characteristics with the rolling and pitching angle are needed. According to the measurement result, while driving in a curve at high speed the kart frame is quite twisted. Analysis on the measurement results shows that a kart used primarily in high speed requires a frame with low torsional stiffness and a frame material with high tensile strength and large elongation.

• 한국자동차공학회논문집
• /
• 제21권3호
• /
• pp.50-57
• /
• 2013

The high temperature thermal attacks in welding can affect the residual stress of a frame for automotive assembly accompanying frame deformation. Also the residual stress can induce the negative effect on durability performance of the automobile. In order to analyze the frame deformation, the simplified test frame which had the similar shape (form) of the real automotive frame was fabricated. The contactless optical 3D scanner was used for the shape difference measurement of the frame between before and after the welding. The FE-model of the test frame was composed and the deformation and residual stress simulation were performed. The simulated results were compared with the measured results for the reference of the frame design following as the variation of welding sequency. The deformation shape of the frame by simulation was in good agreement with that by the experimental measurement. In addition, the optimized welding sequency with reduced deformation after welding could be achieved through these analyses.

• 한국소음진동공학회:학술대회논문집
• /
• 한국소음진동공학회 2005년도 추계 학술대회논문집(수송기계편)
• /
• pp.194-199
• /
• 2005

Body-on-frame type vehicle has a set of frame bushes which are installed between body and frame fur vibration Isolation. Such frame bushes are important vibration transmission paths to passenger space. In order to reduce the vibration level of passenger space, therefore, the change of complex stiffness of the frame bushes is more efficient than modification of other parts of the vehicle such as body, frame and suspension. The purpose of this study is to reduce the vibration level for ride comfort by optimization of complex stiffness of frame bushes. In order to do this end, simple finite element vehicle model was constructed and the complex stiffness of frame bushes was set to be design variable. Objective function was defined to reflect passenger ride comfort and genetic algorithm and sub-structure synthesis were applied for minimization of the objective function.

• 한국소음진동공학회논문집
• /
• 제16권6호
• /
• pp.619-626
• /
• 2006

Body-on-frame type vehicle has a set of frame bushes between body and frame for vibration isolation. Such frame bushes are important vibration transmission paths to passenger space for excitations during driving. In order to reduce the vibration level of passenger space, therefore, change of complex stiffness of the frame bushes is more efficient than modification of other parts of the vehicle such as body, frame and suspension. The purpose of this study is to reduce the vibration level for ride comfort by optimization of complex stiffness of frame bushes. In order to do this, a simple finite element vehicle model was constructed and complex stiffness of the frame bushes was set to be design variables. The objective function was defined to reflect frequency dependence of passenger ride comfort. Genetic algorithm and sub-structure synthesis were applied for minimization of the objective function. After optimization level at a position of interest on the car body was reduced by about 43.7 % in RMS value. Causes for optimization results are discussed.

• KSII Transactions on Internet and Information Systems (TIIS)
• /
• 제8권1호
• /
• pp.165-182
• /
• 2014

An RFID systems employ efficient Anti-Collision Algorithms (ACAs) to enhance the performance in various applications. The EPC-Global G2 RFID system utilizes Frame Slotted Aloha (FSA) as its ACA. One of the common approaches used to maximize the system performance (tag identification efficiency) of FSA-based RFID systems involves finding the optimal value of the frame length relative to the contending population size of the RFID tags. Several analytical models for finding the optimal frame length have been developed; however, they are not perfectly optimized because they lack precise characterization for the timing details of the underlying ACA. In this paper, we investigate this promising direction by precisely characterizing the timing details of the EPC-Global G2 protocol and use it to derive a precise-optimal frame length model. The main objective of the model is to determine the optimal frame length value for the estimated number of tags that maximizes the performance of an RFID system. However, because precise estimation of the contending tags is difficult, we utilize a parametric-heuristic approach to maximize the system performance and propose two simple schemes based on the obtained optimal frame length-namely, Improved Dynamic-Frame Slotted Aloha (ID-FSA) and Exponential Random Partitioning-Frame Slotted Aloha (ERP-FSA). The ID-FSA scheme is based on the tag set estimation and frame size update mechanisms, whereas the ERP-FSA scheme adjusts the contending tag population in such a way that the applied frame size becomes optimal. The results of simulations conducted indicate that the ID-FSA scheme performs better than several well-known schemes in various conditions, while the ERP-FSA scheme performs well when the frame size is small.