• 디지털융복합연구
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• 제12권6호
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• pp.277-287
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• 2014

위치 기반 소셜 네트워크 서비스에서 사용자들은 체크인 데이터를 이용해 장소를 공유하고 커뮤니케이션을 한다. 체크인 데이터는 POI명, 카테고리, 장소 좌표/주소, 사용자 닉네임, 장소 평가 점수, 관련 글/사진/동영상 등으로 구성된다. 위치 기반 소셜 네트워크 서비스에서 이러한 체크인 데이터를 상황에 맞게 분석하면 다양한 맞춤형 서비스를 제공할 수 있다. 따라서, 본 논문에서는 사용자 체크인 데이터를 활용할 수 있는 LBSNS(Location-based Social Network Service) 기반 장소 추천 시스템을 개발하였다. LBSNS 기반 장소 추천 시스템은 체크인 데이터 중 장소 카테고리를 분석하여 가중치를 추출하고, 피어슨 상관계수를 이용해 사용자간의 유사도를 구한다. 그리고 협업적 필터링 알고리즘을 이용하여 추천 장소에 대한 선호도 점수를 구하고, 추천 대상 장소의 위치와 사용자의 현재 위치에 대해 유클라디안 알고리즘을 적용하여 거리 점수를 구한다. 마지막으로, 선호도 점수와 거리 점수에 대해 가중치 계수를 적용하여 상황에 맞게 장소를 추천한다. 또한, 본 논문에서는 실제 데이터를 이용한 실험을 통해 본 논문에서 제시한 시스템의 우수성도 입증하였다.

• 한국자원식물학회지
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• 제32권5호
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• pp.463-470
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• 2019

본 연구는 고품질 산양삼 생산을 위한 표준재배기술 개발을 위해 산양삼의 생육특성과 재배지의 입지환경 간의 상관관계를 구명하고자 하였다. 전국 9지역의 산양삼 재배지를 선정하여 13년생 산양삼의 생육특성을 조사하고, 각 재배지의 임상 및 토양 이화학성을 분석하여 입지환경과 산양삼 생육특성과의 상관관계를 확인하였다. 총9개의 재배지 중에서 산양삼의 생육특성은 거창과 함양 재배지에서 다른 재배지에 비해 유의적으로 높은 것으로 나타났다. 임산과의 상관관계를 확인한 결과, 산양삼의 부피는 재배지 임상의 흉고직경과 유의적인 정의 상관관계를 보였고, 활엽수의 비율과 유의적인 부의 상관관계, 침엽수의 비율과는 유의적인 정의 상관관계를 보였다. 침엽수의 비율이 100%로 확인된 영월 재배지의 산양삼 생육특성이 다른 재배지에 비해 유의적으로 높지 않은 것으로 확인되어, 이러한 결과는 침활혼효림에서 침엽수의 비율과 상관관계가 있는 것으로 판단된다. 토양 특성과의 상관관계 분석에서는 재배지 토양의 pH, K, Ca, Mg과 생육특성 간의 유의적인 부의 상관관계를 확인할 수 있었다. 이와 같이 산양삼의 생육특성과 입지환경 간의 상관관계를 분석한 결과, 산양삼의 생육은 재배지 임상의 흉고직경이 크고, 침활혼효림에서 침엽수의 비율이 높으며, 토양의 pH, K, Ca, Mg 함량이 높지 않은 재배지에서 적합하다는 것을 확인할 수 있었다. 본 연구의 결과를 통해 산양삼 재배에 적합한 재배적지의 입지환경 조건을 확인할 수 있었고, 산양삼은 7~20년 동안 무농약, 무비료의 청정환경에서 생산하는 것이 원칙이기 때문에 본 연구의 결과를 활용하여 향후 산양삼의 예상재배지를 선정하는데 있어 도움을 줄 수 있을 것으로 사료된다.

• International Journal of Aeronautical and Space Sciences
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• 제17권1호
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• pp.8-19
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• 2016

This paper investigates the effects of inlet turbulence conditions and near-wall treatment methods on the heat transfer prediction of gas turbine vanes within the range of engine relevant turbulence conditions. The two near-wall treatment methods, the wall-function and low-Reynolds number method, were combined with the SST and ${\omega}RSM$ turbulence model. Additionally, the RNG $k-{\varepsilon}$, SSG RSM, and $SST_+{\gamma}-Re_{\theta}$ transition model were adopted for the purpose of comparison. All computations were conducted using a commercial CFD code, CFX, considering a three-dimensional, steady, compressible flow. The conjugate heat transfer method was applied to all simulation cases with internally cooled NASA turbine vanes. The CFD results at mid-span were compared with the measured data under different inlet turbulence conditions. In the SST solutions, on the pressure side, both the wall-function and low-Reynolds number method exhibited a reasonable agreement with the measured data. On the suction side, however, both wall-function and low-Reynolds number method failed to predict the variations of heat transfer coefficient and temperature caused by boundary layer flow transition. In the ${\omega}RSM$ results, the wall-function showed reasonable predictions for both the heat transfer coefficient and temperature variations including flow transition onset on suction side, but, low-Reynolds methods did not properly capture the variation of the heat transfer coefficient. The $SST_+{\gamma}-Re_{\theta}$ transition model showed variation of the heat transfer coefficient on the transition regions, but did not capture the proper transition onset location, and was found to be much more sensitive to the inlet turbulence length scale. Overall, the Reynolds stress model and wall function configuration showed the reasonable predictions in presented cases.

• 대한기계학회논문집B
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• 제38권1호
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• pp.81-88
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• 2014

수평에 가깝게 설치된 튜브 원주면에 대해 평균 열전달계수를 결정하기 위한 실험적 연구를 수행하였다. 실험을 위하여 대기압 상태하의 물속에 잠긴 50.8 mm의 스테인리스강 튜브를 사용하였다. 과냉 및 포화 풀비등 조건을 모두 고려하였으며, 튜브 경사각은 수평으로부터 $9^{\circ}$까지 $3^{\circ}$ 간격으로 변경하였다. 포화상태에서는 튜브의 최하부로부터의 방위각이 $90^{\circ}$인 위치에서 측정한 국소비등열전달계수가 평균값으로 취급될 수 있으며, 이러한 경향은 튜브 경사각과는 무관함을 확인하였다. 그러나 물이 과냉상태인 경우, 평균 열전달계수의 위치는 경사각과 열유속에 의존한다. 열전달을 변화시키는 주된 열전달 기구는 액체교란 강도 및 기포군집에 의한 큰 기포 덩어리의 형성과 밀접한 관계가 있는 것으로 설명된다.

• 한국광학회지
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• 제15권4호
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• pp.287-292
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• 2004

광 커넥터 접합면의 스크래치가 삽입손실에 미치는 영향에 대하여 연구하였다. 광파의 투과계수가 스크래치의 깊이에 따라 선형적으로 변화한다고 가정하고 스크래치의 기하학적 파라미터들의 함수로 표현된 광 커넥터의 삽입손실을 계산하는 모델을 제시하였다. 3D Optical interferometry surface profiler를 이용하여 임의로 발생된 스크래치의 위치, 폭과 깊이와 같은 기하학적 파라미터들을 측정하였다. 측정된 삽입손실과 제안된 모델을 이용하여 계산한 삽입손실을 비교하여 스크래치의 깊이에 따라 선형적으로 변화하는 투과계수 식을 구하였다. 깊이에 따른 투과계수 식과 제시된 모델을 이용하여 스크래치로 인한 삽입손실을 스크래치의 위치, 폭과 깊이의 함수로 계산하였다. 스크래치가 코어 중심에서 코어 반경의 2배 정도를 벗어난 위치에 존재하면 삽입손실에 영향을 거의 주지 않음을 확인하였다.

• Journal of Advanced Marine Engineering and Technology
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• 제18권2호
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• pp.113-121
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• 1994

Since two oil shocks in 1970s, all of engine makers have persevered in their efforts to reduce specific fuel consumption and to increase engine power rate as much as possible in marine diesel engines. As a result, the maximum pressure in cylinders of these engines has been continuously increased. It causes direct axial vibration. The axial stiffness of crank shaft is low compared to old types of engine models by increasing the stroke/bore ratio and its major critical speed might occur within engine operation range. An axial damper, therefore, needs to be installed in order to reduce the axial vibration amplitude of the crankshaft. Usually the main critical speed of axial vibration for the propulsion shafting system with a 4-8 cylinder engine exists near the maximum continuous revolution(MCR). In this case, when the damping coefficient of the damper is increased within the allowance of the structural strength, its stiffness coefficient is also increased. Therefore, the main critical speed of axial vibration can be moved beyond the MCR. It has the same function as a conventional detuner. However, in the case of a 9-12 cylinder engine, the main critical speed of axial vibration for the propulsion shafting system exists below the MCR and thus the critical speed cannot be moved beyond the MCR by using an axial damper. In this case, the damping coefficient of an axial damper should be adjusted by considering the range of engine revolution, the location and vibration amplitude of the critical speed, the fore and aft vibration of the hull super structure. It needs to clarify the dynamic characteristics of the axial vibration damper to control the axial vibration appropriately. Therefore authors suggest the calculation method to analyse the dynamic characteristics of axial vibration damper. To confirm the calculation method proposed in this paper, it is applied to the propulsion shafting system of the actual ships and satisfactory results are obtained.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2008년도 추계학술대회 논문집
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• pp.1169-1177
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• 2008

The system of the railway signaling using the track transmits the approved speed to the location of a train and it. Referring to the way of transmitting train control information, there are the one transmitting it to the on-board system of a train using the direct track, the another transmitting it establishing an instrument, and the other transmitting an instrument by a railway track. The one is the method using the direct track as a conductor for composing the part of the track and attaining the information controlling a train by transmitting a signal to the track. It is used for the high-speed railway and the subway. The method using the track attains information by transmitting it to returned information, and the on-board system of a train attains it by magnetic coupling. Because many reinforcing bars on the concrete slab track are used, interaction between a rail and a reinforcing bar that is not produced on ballast track is made. Due to the interaction, the electric characteristic of rail is changed. In the current paper, we numerically computed the coupling coefficient between the rail and the reinforcing bar based on the concrete slab track throughout the model related to the rail and the reinforcing bar using the concrete slab track that is used in the second interval of the Gyeongbu high-speed railway, and we defined the coupling coefficient not changed in the electric characteristic of rail in the condition that there is no interaction between the rail and the reinforcing bar.

• Journal of the korean society of oceanography
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• 제34권1호
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• pp.22-35
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• 1999

The response of the tidal waves to friction effect is investigated in terms of deformation of Kelvin and Poincare modes, The 1st Poincare mode does not exist over the low frequency region less than the critical frequency of omega ${\omega}$${\sqrt{2f}}$, with ${\gamma}$/f=0.0, but the mode comes to exist in the presence of friction. When friction exists and its magnitude increases, the wave number increases, indicating that the wave length of the Poincare mode becomes increasingly short with increasing friction. The damping coefficient gradually increases with increasing friction over the high frequency region, but the trend is reversed over the low frequency region. In case of Kelvin wave the present study substantiates the characters of Kelvin wave examined by Mofjeld (1980) and Lee (1988). Based on the examination of frictional effects on the tidal wave propagation, the co-oscillating tides in the Yellow Sea are examined by considering both the head opening and bottom friction effects. As friction is introduced and increased in addition to partial opening at bay head, the location of the amphidromic point near the Shantung Peninsula moves more southwestward. This southwestward movement of the amphidromic point is increasingly compatible with the observed location of Ogura's or Nishida's tidal chart of the M$_2$ tide.

• 한국도로학회논문집
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• 제14권4호
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• pp.141-148
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• 2012

PURPOSES : This study demonstrates the need for the collection of road weather information in order to perform efficient snow removal works during the winter season. Snow removal operations are usually dependent upon weather information obtained from the Automatic Weather Station provided by the Korea Meteorological Administration. However, there are some difference between road weather and weather forecasts in their scope. This is because general weather forecasts are focused on macroscopic standpoints rather than microscopic perspectives. METHODS : In this study, the relationship between snow removal works and historical weather forecasts are properly analyzed to prove the importance of road weather information. We collected both weather data and snow removal works during winter season at "A" regional offices in Gangwon areas. RESULTS : Results showed that the validation of weather forecasts for snow removal works were depended on the height difference between AWS location and its neighboring roadway. CONCLUSIONS : Namely, it appears that road weather information should be collected where AWS location and its neighboring roadway have relatively big difference in their heights.

• Earthquakes and Structures
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• 제8권5호
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• pp.977-994
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• 2015

In this study, earthquake loads are investigated statistically and compared with the nominal earthquake loads calculated according to the Turkish Earthquake Code, namely: "Specifications for Structures to be Built in Earthquake Areas". For this purpose, the "actual" mean load values estimated from statistical methods and the nominal load values computed according the Seismic Code are compared, with respect to some variations in the basic parameters, such as the importance factor, building height, site coefficient, seismic zone and seismic load reduction factor. In addition to the data compiled from different regions of Turkey, the published data and information in the foreign literature are also used in the determination of the earthquake load statistics. Although the dead and live loads acting on a structure are independent of the geographical location of the structure, environmental loads, such as earthquake loads are highly dependent on the location of the structure. Accordingly, for the assessment of statistical parameters associated with earthquake loads, twelve different locations which can represent the different seismic zones of Turkey as accurately as possible are chosen. As a result of the code calibration procedure considered in this study, it is observed that the load values obtained from the Turkish Seismic Code may overestimate or underestimate the actual seismic loads in some of the seismic zones.