• Proceedings of the Korea Water Resources Association Conference
• /
• 2020.06a
• /
• pp.183-183
• /
• 2020

Accurate quantitative precipitation estimation plays an important role in hydrological modelling and prediction. Instantaneous quantitative precipitation estimation (QPE) by utilizing the weather radar data is a great applicability for operational hydrology in a catchment. Previously, regression technique performed between reflectivity (Z) and rain intensity (R) is used commonly to obtain radar QPEs. A novel, recent approaching method which might be applied in hydrological area for QPE is Long Short-Term Memory (LSTM) Networks. LSTM networks is a development and evolution of Recurrent Neuron Networks (RNNs) method that overcomes the limited memory capacity of RNNs and allows learning of long-term input-output dependencies. The advantages of LSTM compare to RNN technique is proven by previous works. In this study, LSTM networks is used to estimate the quantitative precipitation from weather radar for an urban catchment in South Korea. Radar information and rain-gauge data are used to evaluate and verify the estimation. The estimation results figure out that LSTM approaching method shows the accuracy and outperformance compared to Z-R relationship method. This study gives us the high potential of LSTM and its applications in urban hydrology.

• Magazine of the Korean Society of Agricultural Engineers
• /
• v.18 no.2
• /
• pp.4116-4120
• /
• 1976

With the use of many rivers increased nearly to the capacity, the need for information concerning daily quantities of water and the total annual or seasonal runoff has became increased. A systematic record of the flow of a river is commonly made in terms of the mean daily discharge Since. a single observation of stage is converted into discharge by means of rating curve, it is essential that the stage discharge relations shall be accurately established. All rating curves have the looping effect due chiefly to channel storage and variation in surface slope. Loop rating curves are most characteristic on streams with somewhat flatter gradients and more constricted channels. The great majority of gauge readings are taken by unskilled observers once a day without any indication of whether the stage is rising or falling. Therefore, normal rating curves shall show one discharge for one gauge height, regardless of falling or rising stage. The above reasons call for the correction of the discharge measurements taken on either side of flood waves to the theoretical steady-state condition. The correction of the discharge measurement is to consider channel storage and variation in surface slope. (1) Channel storage As the surface elevation of a river rises, water is temporarily stored in the river channel. There fore, the actual discharge at the control section can be attained by substracting the rate of change of storage from the measured discharge. (2) Variation in surface slope From the Manning equation, the steady state discharge Q in a channel of given roughness and cross-section, is given as {{{{Q PROPTO SQRT { 1} }}}} When the slope is not equal, the actual discharge will be {{{{ { Q}_{r CDOT f } PROPTO SQRT { 1 +- TRIANGLE I} CDOT TRIANGLE I }}}} may be expressed in the form of {{{{ TRIANGLE I= { dh/dt} over {c } }}}} and the celerity is approximately equal to 1.3 times the mean watrr velocity. Therefore, The steady-state discharge can be estimated from the following equation. {{{{Q= { { Q}_{r CDOT f } } over { SQRT { (1 +- { A CDOT dh/dt} over {1.3 { Q}_{r CDOT f }I } )} } }}}} If a sufficient number of observations are available, an alternative procedure can be applied. A rating curve may be drawn as a median line through the uncorrected values. The values of {{{{ { 1} over {cI } }}}} can be yielded from the measured quantities of Qr$.$f and dh/dt by use of Eq. (7) and (8). From the 1/cI v. stage relationship, new vlues of 1/cI are obtained and inserted in Eq. (7) and (8) to yield the steady-state discharge Q. The new values of Q are then plotted against stage as the corrected steadystate curve.

• Journal of Korean Society of Coastal and Ocean Engineers
• /
• v.32 no.5
• /
• pp.296-306
• /
• 2020

It has been reported that the wave heights measured by Wave and Tide gauges (WTG) have been underestimated, and thus it is important to improve its measuring accuracy for enhancing estimation of harbor tranquility. In this study, the significant wave heights from WTG were calibrated using measured data from AWAC and Waverider buoys moored at the same four locations with the WTG. It was observed that the product of significant wave height and peak wave period, HT, was not underestimated but linearly proportional between the measurements by two instruments. This linearity was applied to develop 3^rd order polynomial functions that best represented the relationship between HT and significant wave heights measured by WTG. These functions were then applied to calibrate the WTG significant wave heights that were lower than 0.7 m, the critical value established for the low waves in this study. The results showed that the linearity between the AWAC (or Waverider buoy) and calibrated wave heights were improved, and the magnitude of underestimated WTG wave heights were increased to be more realistic. The results of this study are expected to be effectively applied for other data sets obtained by WTG only, to increase the observation accuracy of WTG and to improve the estimation of harbor tranquility.

• The Journal of Korean Academy of Prosthodontics
• /
• v.43 no.5
• /
• pp.662-670
• /
• 2005

Statement of problem: Little is known about the effect of abutment preparation procedure on do-torque values in different implant platform and the relationship of final do-torque values with different implant platform size. Purpose: This study evaluated the effect of abutment preparation procedure on do-torque values in different implant platform and the relationship of final do-torque values with different implant platform size. Material and method: Six ITI implants (2 narrow-neck implants, 2 regular-neck implants, 2 wide-neck implants) and six Branemark implants (2 narrow platforms, 2 regular platforms, 2 wide platforms) were embedded in each acrylic resin block with epoxy resin. Eighteen $synOcta^(R)$ abutments (6 narrow-neck implant-abutments, 6 regular-neck implant-abutments, 6 wide-neck implant-abutments) and eighteen esthetic abutments (6 narrow platform-abutments, 6 regular platform-abutments, 6 wide platform-abutments) were tightened to each implant with digital torque gauge. Initial do-torque values were measured using digital torque gauge. After preparation of abutments, Final do-torque values were measured with digital torque gauge. Results and conclusion: 1. Screws loosening or abutments motion were not detected in all experimental group, but some scratches of implant-abutment joints were detected in all group 2. Reduction ratios of final do-torque values were greater than initial do-torque values in all measured group, except in narrow-neck implant-abutment group (p<0.05). 3. Reduction ratios of final do-torque values in wide-neck implant-abutment group were greater than regular-neck implant-abutment group (p<0.01). 4. The greatest standard deviation value was detected in wide platform group in both implant systems.

• The Journal of Korean Academy of Prosthodontics
• /
• v.45 no.6
• /
• pp.717-723
• /
• 2007

Statement of problem. Unreasonable distal cantilevered implant-supported prosthesis can mask functional problems of reconstruction temporarily, but it can cause serious strain and stress around its supported implant and surrounding alveolar bone. Purpose. The purpose of this study was to evaluate strain of implants supporting distal cantilevered fixed prosthesis with two different cantilevered length under distal cantilevered static load. Material and methods. A partially edentulous mandibular test model was fabricated with auto-polymerizing resin (POLYUROCK; Metalor technologies, Stuttgart, Swiss) and artificial denture teeth (Endura; Shofu inc., Kyoto, Japan). Two implants-supported 5-unit screw-retained cantilevered fixed prosthesis was made using standard methods with Type III gold alloy (Harmony C&B55; Ivoclar-vivadent, Liechtenstein, Germany) for superstructure and reinforced hard resin (Tescera; Ivoclar-vivadent, Liechtenstein, Germany) for occlusal material. Two strain gauges (KFG-1-120-C1-11L1M2R; KYOWA electronic instruments, Tokyo, Japan) were then attached to the mesial and the distal surface of each standard abutment with adhesive (M-bond 200; Tokuyama, Tokyo, Japan). Total four strain gauges were attached to test model and connected to dynamic signal conditioning strain amplifier (CTA1000; Curiotech inc., Paju, Korea). The stepped $20{\sim}100$ N in 25 N increments, cantilevered static load 8mm apart (Group I) or 16mm apart (Group II), were applied using digital push-pull gauge (Push-Pull Scale & Digital Force Gauge, Axis inc., Seoul, Korea). Each step was performed ten times and every strain signal was monitored and recorded. Results. In case of Group I, the strain values were surveyed by $80.7{\sim}353.8{\mu}m$ in Ch1, $7.5{\sim}47.9{\mu}m/m$ in Ch2, $45.7{\sim}278.6{\mu}m/m$ in Ch3 and $-212.2{\sim}718.7{\mu}m/m$ in Ch4 depending on increasing cantilevered static load. On the other hand, the strain values of Group II were surveyed by $149.9{\sim}612.8{\mu}m/m$ in Ch1, $26.0{\sim}168.5{\mu}m/m$ in Ch2, $114.3{\sim}632.3{\mu}m/m$ in Ch3, and $-323.2{\sim}-894.7{\mu}m/m$ in Ch4. Conclusion. A comparative statistical analysis using paired sample t-test about Group I Vs Group II under distal cantilevered load shows that there are statistical significant differences for all 4 channels (P<0.05).

• The Korean Journal of Pain
• /
• v.18 no.2
• /
• pp.271-274
• /
• 2005

Cervical radicular pain has been recognized as a common cause of neck, shoulder and arm pain. The initial recommended therapy is based on the medical treatment by anti-inflammatory, analgesic agents, rest, traction and physical therapy. In the case of failure with these therapies, the classical alternative is a surgical discectomy, but this is associated with numerous risks inherent to invasive procedures. As a result, a number of percutaneous intradiscal therapies have developed over the last 3 decades, which have specifically focused on the pathology of the disc. However, these treatments have considerable limitations and success rates, and none allow for the extraction of a quantifiable amount of nucleus pulposus via a 17 gauge introducer using fluoroscopic guidance alone. Herein, we describe our experience using a $Dekompressor^{(R)}$ on a 52 year-old female patient with a cervical disc herniation. Percutaneous decompression in the treatment of cervical disc herniation was successfully performed, with a good outcome.

• Elastomers and Composites
• /
• v.46 no.2
• /
• pp.102-111
• /
• 2011

The innerliner for a tire has excellent impermeability, air retention and good flex properties. The innerliner offers a role to improve performance parameter, such as air retention and tire durability that is of praricular importance for commercial tires. In order to improve the gas barrier properties of a innerliner, most of the innerliner rubbers, such as a halogenated butyl rubber(HIIR), brominated poly(isobutylene-co-isoprene)(BIIR), brominated polyisobutylene-co-paramethylstyrene(BIMS) are used as nanocomposites with nano fillers such as silicates, graphite etc. Innerliners based on nanocomposites may allow gauge adjustments and permeability reductions with potential improvement in tire durability. This article discusses potential innerliner permeablity reduction and compounding parameters on the properties of nanocomposite based innerliners.

• Journal of the Korean Society for Nondestructive Testing
• /
• v.19 no.5
• /
• pp.363-368
• /
• 1999

Ultrasonic pulse-echo methods measuring the transit time through specimens have been widely used in determination of ultrasonic velocity and thickness of specimens. Usually, to determine the velocity of the ultrasonic. the transit time of the ultrasonic pulse through specimen is measured by using the ultrasonic measuring equipment such as the oscilloscope including ultrasonic pulser/receiver and the thickness of the specimen is measured by using the length measuring instrument such as micrometer or vernier calipers etc., i. e. each parameter is measured by using each measuring method. In the case of the measuring the thickness of a specimen by using the ultrasonics. the ultrasonic equipments, which measure the thickness, such as the ultrasonic thickness gauge must be calibrated by using the reference block of which the ultrasonic velocity is known beforehand. In the present work, we proposed a new method for simultaneous measurement of ultrasonic velocity and thickness without reference blocks. Experimental results for several specimens show that proposed method have good agreements with those by traditional ultrasonic method.

• Journal of the Korean Institute of Rural Architecture
• /
• v.15 no.3
• /
• pp.17-24
• /
• 2013

This study examined and investigated architectural characteristics such as the use of buildings, the number of layers, and structure, and roof landscape characteristics such as roof types, materials, and color in rural villages which were located on the street on the assumption that the landscape of rural villages should be managed by considering visual aspects. The results were as follows. The commonest frequency was found in 'residence'(2/3) for the use of buildings and 'masonry structure'(2/3) for the structure. 'Wood structure' and 'light gauge steel structure(prefabricated structure)' were also commonly found. The results suggest that although many rural houses have partially improved by agricultural and fishery development projects and garden suburbs has been increased by city residents' desire for rural life, there have been still many old houses. Frequently used roof types were a gambrel roof and a hipped roof. Roof materials were mixed in several materials such as tiles, slate, panels, color steel plate, reinforced concrete, and asphalt shingles. Roof color was also mixed in several colors such as reddish N7 and N0.5 of Neutral color, 10R3/6 and 10R3/10 of R color, 7.5B4/10 and 7.5B7/8 of B color and 5G8/6 of G color. The result suggests that roof color impedes the landscape of rural villages on the street. Based on the results, some roofs of rural villages were improved by the support of the government or the local governments but there are still many old roofs. The mixture of improved roofs and old roofs mainly contributed to impeding the landscape of rural villages and it was probably caused by the lack of systematic landscape plans by individual improvement of buildings. Therefore, it is necessary to devise systematic landscape plans in consideration of local identity and neighboring environment. In particular, the guideline for roof color influencing a street landscape should be established.

• Journal of the Korean Society for Railway
• /
• v.7 no.4
• /
• pp.332-338
• /
• 2004

The two projects about the high speed train have been performed in Korea, one project is the commercial run of high speed train(KTX) from Seoul to Busan and the other is the development of original high speed train(HSR 350x). As the successful results, the service run of KTX had been launched on the 1st of April, 2004 and HSR 350x had been fabricated in June, 2002 and has been tested in the Kyoungbu line and Honam line since then. The railway has the track irregularities which cause vibrations, such as rail joints, turnout, level crossing, transition curves and super-elevation ramps, and variations in the track level(z-axis) and the gauge(y-axis). Generally, the ride comfort for railway is evaluated by using the vibrations. In this paper, the ride comfort indices according to mc 513R and ISO 10056 have been reviewed when the high-speed trains are operated on both Kyoungbu line and Honam line. Also, the ride characteristics for KTX and HSR 350x on the high speed line and the conventional line have been analyzed and evaluated. The results show that the high-speed train has no problem from the viewpoint of the comfort ride on the high speed line and the conventional line and the ride index for HSR 350x is same as that for KTX in the high speed(300 km/h).