• Korean Journal of Applied Biomechanics
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• v.24 no.2
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• pp.139-149
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• 2014

The purpose of this study was to evaluate the effect of angle change of forefoot's adhesive outsole on the electromyographic activity (EMG) of the erector spinae and selected lower limbs muscle during downhill walking over $-20^{\circ}$ ramp. Thirteen male university students (age: $25.4{\pm}3.9$ yrs, height: $176.2{\pm}5.1$ cm, weight: $717.4{\pm}105.0$ N) who have no musculoskeletal disorder were recruited as the subjects. To assess the myoelectric activities of selected muscles, six of surface EMG electrodes with on-site pre-amplification circuitry were attached to erector spinae (ES), rectus femoris (RF), biceps femoris (BF), tibialis anterior (TA), lateral gastrocnemius (LG), and medial gastrocnemius (MG). To obtain maximum EMG levels of the selected muscles for normalization, five maximum effort isometric contraction were performed before the experimental trials. Each subject walked over $0^{\circ}$ and $20^{\circ}$ ramp with three different forefeet's EVA outsole (0, 10, $20^{\circ}$) in random order at a speed of $1.2{\pm}0.1$ m/s. For each trial being analyzed, five critical instants and four phases were identified from the recording. The results of this study showed that the average muscle activities of MG and LG decreased in $20^{\circ}$ shoes compared to $0^{\circ}$ and $10^{\circ}$ ones in the initial double limb stance (IDLS). In initial single limb stance (ISLS) phase, the average muscle activities of ES increased with the angle of forefoot's adhesive outsole, indicating that the increment of shoes' angle induce upper body to flex anteriorly in order to maintain balance of trunk. In terminal double limb stance (TDLS) phase, average muscle activities of TA significantly increased in $20^{\circ}$ outsole compared to $0^{\circ}$ and $10^{\circ}$ ones. There was no external forces acting on the right foot other than the gravity during terminal single limb stance (TSLS) phase, all muscles maintained moderate levels of activity.

• Korean Journal of Applied Biomechanics
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• v.25 no.2
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• pp.191-198
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• 2015

Objective : The purpose of this study was to conduct biomechanical analysis of varying backpack loads on the lower limb movements during downhill walking over $-20^{\circ}$ ramp. Method : Thirteen male university students (age: $23.5{\pm}2.1yrs$, height: $175.7{\pm}4.6cm$, weight: $651.9{\pm}55.5N$) who have no musculoskeletal disorder were recruited as the subjects. Each subject walked over $20^{\circ}$ ramp with four different backpack weights (0%, 10%, 20% and 30% of body weight) in random order at a speed of $1.0{\pm}0.1m/s$. Five digital camcorders and two force plates were used to obtain 3-d data and kinetics of the lower extremity. For each trial being analyzed, five critical instants were identified from the video recordings. Ground reaction force, loading rate, decay rate, and resultant joint moment of the ankle and the knee were determined by the inverse dynamics analysis. For each dependent variable, one-way ANOVA with repeated measures was used to determine whether there were significant differences among four different backpack weight conditions (p<.05). When a significant difference was found, post hoc analyses were performed using the contrast procedure. Results : The results of this study showed that the medio-lateral GRFs at RHC in 20% and 30% body weight were significantly greater than the corresponding value in 0% of body weight. A consistent increase in the vertical GRFs as backpack loads increased was observed. The valgus joint movement of the knee at RTO in 30% body weight was significantly greater than the corresponding values in 0% and 10% body weight. The increased valgus moment of 30% body weight observed in this phase was associated with decelerating and stabilizing effects on the knee joint. The results also showed that the extension and valgus joint moments of the knee were systematically affected by the backpack load during downhill walking. Conclusion : Since downhill walking while carrying heavy external loads in a backpack may lead to excessive knee joint moment, damage can occur to the joint structures such as joint capsule and ligaments. Therefore, excessive repetitions of downhill walking should be avoided if the lower extremity is subjected to abnormally high levels of load over an extended period of time.

• Journal of Korean Society of Transportation
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• v.27 no.4
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• pp.115-126
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• 2009

The lane-change behavior usually consists of discretionary lane-change and mandatory lane-change types. For the first type, drivers change lanes selectively to maintain their own driving condition and the second type is the case that the drivers must change the current lane, which can occur in recurrent congestion sections like merging and weaving sections. The mandatory lane-change behavior have a great effect on the operation condition of freeway. In this paper, we first generate data such as traffic volumes, speeds, densities, and the number of lane-change within the merging and weaving sections using the data of individual vehicle collected from time-lapse aerial photography. And then, the data is divided into the stable and congested flow by analyzing the speed variation pattern of individual vehicles. In addition, the number of lane-changing from ramp to mainline within every 30-meter interval is investigated before and after traffic congestion at study sites and the distribution of lane-changing at each 30-meter point is analyzed to identify the variation of lane-changing ratio depending on the stable and congested flows. To recognize the effect of mainline flow influenced by ramp flow, this study also analyzes the characteristics of the lane-changing distributions within the lanes of mainline. The purpose of this paper is to present the basic theory to be used in developing a lane-changing model at the merging and weaving sections on freeways.

• International Journal of Highway Engineering
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• v.12 no.2
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• pp.33-41
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• 2010

It is stated in the highway geometric design guide that expressway interchange types should be selected considering a set of input variables including travel demand, topography, construction cost and interchange spacing. However, this selection method has a problem of providing different interchange types even for the same input variables depending upon different applications of engineers discretion. A procedure that produces consistent results is necessary and this paper presents the development of an efficient and reliable procedure based on the quantification of road user costs and construction costs on interchanges. To develop this procedure, a survey of existing expressway interchange types in South Korea was made and 10 basic interchange types and 52 supplementary interchange types were identified. To relate road user costs and construction costs to these interchange types, this research uses two method. First, interchange types were expressed by a set of ramp configurations. Second, road user benefits and construction costs associated with these different interchange types were formulated based on the current national guide of the expressway economical analysis. As a result, it was proved that an interchange type to provide minimum costs could be selected consistently and this research result should be useful for future expressway geometric designs.

• Journal of the Society of Naval Architects of Korea
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• v.36 no.2
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• pp.9-21
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• 1999

The waterjet is very widely used today in propulsion system of high speed vessel but manufacturer is limited because of an efficiency and a difficulty of a manufacture on the inlet configuration of the waterjet. The importancy in designing the inlet configuration of the waterjet lies on the minimization of the cavitation which is largely affecting the efficiency. In this paper, the configuration analysis is carried out to find a optimum shape which is minimizing the cavitation using a two dimensional potential-based panel method with an inlet configuration of a flush type. Also, it is developed a direct design method finding an inlet configuration by a given pressure distributions. The numerically obtained optimum shape using this configuration analysis method show a good agreement compared to the Kashiwadani's results. It is carried out a direct design method over a lip and a ramp of an inlet configuration wish pressure distributions obtained a result of the configuration analysis and the results show a good agreement compared to original configuration.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.2
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• pp.719-727
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• 2013

Four-step travel-demand modeling based on a trip-level has been widely used over many decades. However, there has been a wide variance between forecasted- and real-travel demands, which leads less reliable on the model implications. A primary reason is that person's real travel behavior is not properly captured throughout the model developments. An activity-based modeling (ABM) approach was proposed and developed toward increasing the accuracy and reality of person's travel behavior in the U.S. since 1990', and stands as a good alternative to replace the existing trip-based approach. The paper contributes to the understanding of how the ABM approaches are dissimilar to the trip-based modeling approach in terms of estimation units, estimation process, their pros and cons and etc. We examined three activity-based travel demand model systems (DaySim, CT-Ramp, and CEMDAP) that are most commonly applied by many MPOs (Metropolitan Planning Organization). We found that the ABM approach can effectively explain multi-dimensional travel decision-makings and be expected to increase the predictive accuracy. Overall, the ABM approach can be a good substitute for the existing travel-demand methods having unreliable forecasts.

• Journal of rehabilitation welfare engineering & assistive technology
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• v.4 no.1
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• pp.81-86
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• 2010

This paper is case study on design, manufacture and application of customized assistive device for the ADL of person with brain lesions. The study had carried out from October 2010 to November 2010 and 2 clients from Assistive device case management demonstration project which is performed by Daegu assistive and rehabilitation center had participated. Case A, a 47-year-old man with brain lesions, stays only on the floor and could not get close to the usual toilet by himself because of the poor low extremities muscle strength and function. The moveable-toilet and customized ramp had applied to Case A. He clambers up the ramp and reach to the toilet easily. Case B, a 8-year-old boy with brain lesions, had difficulties with self-feeding because of his clumsy hand. Several existing feeding aids were applied but not appropriated. A customized feeding aid was designed and manufactured out of regard of Case A's ROM and right hand size. And his occupational therapist works together continuously to make him feed himself in the near future. Already-made assistive devices were not appropriate to Case A and B and to solve this problem, customized assistive devices were applied. The importance and needs of design and manufacture of assistive device were recognized through these case study.

• Journal of Mechanical Science and Technology
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• v.20 no.9
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• pp.1436-1448
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• 2006

This paper describes the effects of injection rate shaping on the combustion, fuel consumption and emission of $NO_x$ and soot of a medium duty diesel engine. The focus is on the influence of four different injection rate shapes, square type 1, square type 2, boot and ramp, with a variation of maximum injection pressure and start of injection (SOI). The experiments were carried out on a 1 liter single cylinder research diesel engine equipped with an amplifier-piston common rail injection system, allowing the adjustment of the injection pressure during the injection event and thus injection rate as desired. Two strategies to maintain the injected fuel mass constant were followed. One where rate shaping is applied at constant injection duration with different peak injection pressure and one strategy where rate shaping is applied at a constant peak injection pressure, but with variable injection duration. Injection rate shaping was found to have a large effect on the premixed and diffusion combustion, a significant influence on $NO_x$ emissions and depending on the followed strategy, moderate or no influence on soot emission. Only small effects on indicated fuel consumption were found.

• Restorative Dentistry and Endodontics
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• v.27 no.2
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• pp.158-174
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• 2002

The aim of this study was to investigate the effect of light irradiation modes on polymerization shrinkage, degree of cure and microleakage of a composite resin. VIP$^{TM}$ (Bisco Dental Products, Schaumburg, IL, USA) and Optilux 501$^{TM}$ (Demetron/Kerr, Danbury, CT, USA) were used for curing Filtek$^{TM}$ Z-250 (3M Dental Products, St. Paul., MN, USA) composite resin using following irradiation modes: VIP$^{TM}$ (Bisco) 200mW/$\textrm{cm}^2$ (V2), 400mW/$\textrm{cm}^2$ (V4), 600mW/$\textrm{cm}^2$ (V6), Pulse-delay (200 mW/$\textrm{cm}^2$ 3 seconds, 5 minutes wait, 600mW/$\textrm{cm}^2$ 30seconds, VPD) and Optilux 501$^{TM}$ (Demetron/Kerr) C-mode (OC), R-mode (OR). Linear polymerization shrinkage of the composite specimens were measured using Linometer (R&B, Daejeon, Korea) for 90 seconds for V2, V4, V6, OC, OR groups and for up to 363 seconds for VPD group (n=10, each). Degree of conversion was measured using FTIR spectrometer (IFS 120 HR, Bruker Karlsruhe, Germany) at the bottom surface of 2 mm thick composite specimens V2, Y4, V6, OC groups were measured separately at five irradiation times (5, 10, 20, 40, 60 seconds) and OR, VPD groups were measured in the above mentioned irradiation modes (n=5 each). Microhardness was measured using Digital microhardness tester (FM7, Future-Tech Co., Tokyo, Japan) at the top and bottom surfaces of 2mm thick composite specimens after exposure to the same irradiation modes as the test of degree of conversion(n=3, each). For the microleakage test, class V cavities were prepared on the distal surface of the ninety extracted human third molars. The cavities were restored with one of the following irradiation modes : V2/60 seconds, V4/40 seconds, V6/30 seconds, VPD , OC and OR. Microleakage was assessed by dye penetration along enamel and dentin margins of cavities. Mean polymerization shrinkage, mean degree of conversion and mean microhardness values for all groups at each time were analyzed using one-way ANOVA and Duncan's multiple range test, and using chi-square test far microleakage values. The results were as follows : . Polymerization shrinkage was increased with higher light intensity in groups using VIP$^{TM}$ (Bisco) : the highest with 600mW/$\textrm{cm}^2$, followed by Pulse-delay, 400mW/$\textrm{cm}^2$ and 200mW/$\textrm{cm}^2$ groups, The degree of polymerization shrinkage was higher with Continuous mode than with Ramp mode in groups using Optilux 501$^{TM}$ (Demetron/Kerr). . Degree of conversion and microhardness values were higher with higher light intensity. The final degree of conversion was in the range of 44.7 to 54.98% and the final microhardness value in the range of 34.10 to 56.30. . Microleakage was greater in dentin margin than in enamel margin. Higher light intensity showed more microleakage in dentin margin in groups using VIP$^{TM}$ (Bisco). The microleakage was the lowest with Continuous mode in enamel margin and with Ramp mode in dentin margin when Optilux 501$^{TM}$ (Demetron/Kerr) was used.

• Journal of the Korea institute for structural maintenance and inspection
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• v.16 no.4
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• pp.34-43
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• 2012

The behaviors of the curved bridges which has been constructed in the RAMP or Interchange are very complicate and different than orthogonal bridges according to the variations of radius of curvature, skew angle and spacing of shoes. Occasionally, the camber of girder and negative reactions can be occurred due to bending and torsional moment. In this study, the effects on the negative reaction in the curved bridge were investigated on the basis of design variables such as radius of curvature, skew angle, and spacing of shoes. For this study, the twin-steel box girder curved bridge with single span which is applicable for the RAMP bridges with span length(L) of 50.0m and width of 9.0m was chosen and the structural analysis to calculate the reactions was conducted using 3-dimensional equivalent grillage system. The value of negative reaction in curved bridges depends on the plan structures of bridges, the formations of structural systems, and the boundary conditions of bearing, so, radius of curvature, skew angle, and spacing of shoes among of design variables were chosen as the parameter and the load combination according to the design standard were considered. According to the results of numerical analysis, the negative reaction in curved bridge increased with an decrease of radius of curvature, skew angle, and spacing of shoes, respectively. Also, in case of skew angle of $60^{\circ}$ the negative reaction has been always occurred without regard to ${\theta}/B$, and in case of skew angle of $75^{\circ}$ the negative reaction hasn't been occurred in ${\theta}/B$ below 0.27 with the radius of curvature of 180m and in ${\theta}/B$ below 0.32 with the radius of curvature of 250m, and in case of skew angle of $90^{\circ}$ the negative reaction hasn't been occurred in the radius of curvature over 180m and in ${\theta}/B$ below 0.38 with the radius of curvature of 130m, The results from this study indicated that occurrence of negative reaction was related to design variables such as radius of curvature, skew angle, and spacing of shoes, and the problems with the stability including negative reaction will be expected to be solved as taken into consideration of the proper combinations of design variables in design of curved bridge.