• Proceedings of the Korea Water Resources Association Conference
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• 2018.05a
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• pp.273-273
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• 2018

하천유량을 산정하는 전통적인 방법은 수위-유량관계(stage-discharge relation)를 이용하는 것이며, 최근에는 하천특성에 따라 연속적으로 유속을 직접 측정하고 지표유속법(index velocity method) 또는 유속분포법(velocity profile method)을 이용하는 방법도 적용되고 있다. 연속으로 유속을 측정하는 방법에는 전자파 또는 영상이미지를 이용하여 표면유속을 측정하는 방법과 수중에 초음파 유속계를 설치하여 수중의 유속을 측정하는 방법이 있으며, 국내에서는 초음파 유속계를 이용하는 방법이 주로 활용되고 있다. 본 연구에서는 전자파표면유속계(MU2720)로 측정된 표면유속과 지표유속법을 이용하여 하천유량 산정방법을 검토하였다. 본 연구는 홍천강의 홍천군(반곡교)와 홍천군(홍천교), 한탄강의 철원군(한탄대교) 수위관측소에서 2016년도에 전자파표면유속계로 측정된 43개의 자료(평균유속 0.61~2.56m/s)를 이용하였다. 전자파표면유속계에 의한 유속측정은 한 지점에 고정하여 측정하지 않고 여러 개의 측선을 분할하여 표면유속을 측정하였으며, 단면 평균유속(Vm)과 가장 상관성이 높은 측선(지점)의 유속을 지표유속으로 하여 지표유속(vi)과 평균유속과의 관계식을 작성하고, 이를 통해 유량을 산정하였다. 여기서 평균유속은 전자파표면유속계로 측정한 유속을 이용하여 산정한 값이다. 그 결과 지표유속과 평균유속관계식의 결정계수($R^2$)는 0.9874~0.9976이었으며, 측정 평균유속과 지표유속관계식으로 산정된 평균유속과의 평균 편차율은 2.26~3.80%로 표면유속과 지표유속법을 이용한 유량산정 방법의 적정성을 확인할 수 있었다. 따라서 현재 국내에서 자동유량측정시스템에 초음파유속계만 상용화되고 있으나 향후에는 하천특성에 따라 전자파표면유속계를 이용하는 방법도 고려해 볼 필요가 있을 것으로 판단된다.

• Journal of Korean Society of Transportation
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• v.22 no.5
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• pp.75-87
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• 2004

Along the seashore regions in Korea, though strong winds with very large strength are frequently witnessed, no system which can provide appropriate speed information for driving vehicle has been introduced. The driving against strong winds could be very dangerous because of the high possibility of accidents such as rollover and collision. These accidents usually resulted from driver's forced driving try even in difficult situation for steering vehicle, and sometimes overspeed without consideration of wind impact to the vehicles. To reduce accident caused by strong winds, it is important to inform drivers of appropriate driving speeds by perceiving strong winds. By setting up WIS at the main points where strong winds frequently appear and using the variable message sign(VMS) connected to the on-line whether information system, it tis possible to provide desired speed information, which can maintain vehicles' tractive force and maximum running resistance. The case study is conducted on the case of Mokpo-Big-Bridge, which is under construction at Mokpo city. The result show that in case the annual average direction of wind is South and the wind speed is over 8m/hr, the desired speed, which is required in order for vehicles running to South direction to maintain the marginal driving power, is 60km/hr. In addition, for the case of a typhoon such as Memi generated in 2003 year, if wind speed had been 18m/sec in Mokpo city at that time, the running resistance at the speed of 40km/hr is calculated as 1131N. This resistance can not be overcome at the 4th gear(1054N) level, therefore, the gear of vehicles should be reduced down to the 3rd level. In this case, the appropriate speed is 40km/h, and at this point the biggest difference between running resistance and tractive force is generated.

• Korean Journal of Cognitive Science
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• v.27 no.3
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• pp.441-467
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• 2016

This fMRI study is aim to investigate effects of competitive environment in cognitive empathic process in human brain. Empathy is known as a crucial factor for human's adaptive behavior in aspects of social cognition and it is almost automatic process, on the other hand competitive situation is psychologically devastated environment to win someone for getting rewards. We hypnotized that reading and understanding of other person's mind are a specific characteristic related to survival evolutionarily, however competition would have an effect on the empathic cognitive process because of mechanisms of competition. To manipulate the competitive atmosphere, one researcher took a role of competitor against participants and they were instructed to get monetary rewards when their performance was better than a competitor. 21 participants(9 males and 12 females) performed to judge the emotional valence of the empathic task consisted of illustrated images with various situation could be experienced in real world as on $1^{st}$ person perspective in both competitive and non-competitive condition, and did same performance with objects stimulus in control condition. In order to examine the competition effects on empathic process,, hemodynamic response were obtained during fMRI session and the imaging data were analyzed to identify brain regions where responses to each condition across the two consecutive runs. Participants' reaction time in competitive condition was faster statistically significant than non-competitive one. Activation for competitive condition increased in the following areas: ACC, mPFC, SMG, thalamus extended caudate and Nacc, parahippocampal gyrus, and for non-competitive condition increased paracingulate gyrus, temporal pole, vmPFC, superior occipital gyrus. As a result of regression analysis using empathic scores as covariance, the rSMG, IFG, fusiform gyrus, thalamus, putamen were correlated with higher empathic levels, and TPJ were correlated with lower empathic scores. We suggest that these observations could mean competitive environment have an effect on neural base of cognitive empathic process.

• Journal of the Korean Chemical Society
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• v.55 no.2
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• pp.208-217
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• 2011

The effects of pH and temperature on the removal of two dyes (neutral red; NR and malachite green oxalates; MG) from aqueous effluents using Maghnia montmorillonite clay in a batch adsorption process were investigated. The results showed the stability of the optical properties of MG in aqueous solution and adsorbed onto clay under wide range of pH 3-9. However, the interaction of NR dye with clay is accompanied by a red shift of the main absorption bands of monomer cations under pH range of 3-5, whereas, those of neutral form remains nearly constant over the pH range of 8-12. The optimal pH for favorable adsorption of the dyes, i.e. ${\geq}$90% has been achieved in aqueous solutions at 6 and 7 for NR and VM respectively. The most suitable adsorption temperatures were 298 and 318 K with maximum adsorption capacities of 465.13mg/g for NR and 459.89 mg/g for MG. The adsorption equilibrium results for both dyes follow Langmuir, Freundlich isotherms. The numerical values of the mean free energy $E_a$ of 4.472-5.559 kj/mol and 2.000-2.886 kj/mol for NR and MG respectively indicated physical adsorption. Various thermodynamic parameters, such as ${\Delta}H^{\circ}$, ${\Delta}S^{\circ}$, ${\Delta}G^{\circ}$ and Ea have been calculated. The data showed that the adsorption process is spontaneous and endothermic. The sticking probability model was further used to assess the potential feasibility of the clay mineral as an alternative adsorbent for organic ion pollutants in aqueous solution.

• Journal of Biomedical Engineering Research
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• v.31 no.3
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• pp.217-226
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• 2010

The lower limb orthosis with a pneumatic rubber actuator, which is intended for the assistance and the enhancement of muscular activities of lower limbs was developed in this study. Compared to other knee extension assistive devices being developed by other researchers, our device is designed especially for the elderly people and intended only for slight assistance so that the subjects can keep their muscular strength. For the effectiveness of system, muscular activities of major muscles in lower limbs during sit-to-stand (STS) and squat motion were measured and analyzed. Subjects were performed the STS and squat motion with and without lower limb orthosis. We made comparison muscular activities between with and without lower limb orthosis. Lower limb orthosis was controlled using muscular stiffness force feedback that is controlled by muscular activities of the measured muscle from force sensor. For analysis of muscular activities, electromyography of the subjects was measured during STS and squat motion, and these were measured using MP 150(BIOPAC Systems, Inc.). Muscles of interest were rectus femoris(RF), vastus lateralis(VL), vastus medialis(VM) and vastus intermedius(VI) muscles in lower limbs of the right side. A biodex dynamometer was used to measure the maximal concentric isokinetic strength of the knee extensors of wearing and not wearing orthosis on right side. The test were performed using the concentric isokinetic mode of test with the velocity set at 60°/s for muscles around the knee joints. The experimental result showed that muscular activities in lower limbs wearing orthosis using muscular stiffness force of a vastus medialis muscle was reduced and knee extension torque of an knee joint wearing lower limb orthosis was increased. With this, we confirmed the effectiveness of the developed lower limb orthosis.

• Journal of Satellite, Information and Communications
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• v.12 no.3
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• pp.108-113
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• 2017

The OBCP called 'operator on board' is that of a procedure to be executed on-board, which can be easily be loaded, executed, and also replaced, without modifying the remainder of the FSW. The use of OBCP enhances the on-board autonomy capabilities and increases the robustness to ground stations outages. The OBCP engine which is the core module of OBCP component in the FSW interprets and executes of the procedures based on script language written using a high-level language, possibly compiled, and it is relying on a virtual machine of the OBCP engine. FSW team in KARI has studied OBCP since 2010 as FSW team's internal projects, and made some OBCP engines such as Java KVM, RTCS/C and KKOMA on ERC32 processor target only for study. Recently we have been studying ESA's OBCP standard and implementing Lua and MicroPython on LEON2-FT/AT697F processor target as the OBCP engine. This paper presents the design and implementation of Lua for the OBCP engine on AT697F processor with VxWorks RTOS, and describes the evaluation result and performance of the OBCP engine.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.8 no.3
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• pp.11-19
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• 2009

At present, an intelligent transport system (ITS) is being actively introduced as an alternative plan to solve various transport problems, and a traffic information provision service, a field of ITS, is being provided to users through diverse media. However, the evaluation of how useful the traffic information provided to the road users is limited to a simple questionnaire, and the systematic evaluation about what factors affect the usefulness of traffic information has not been realized. Therefore, it is impossible to calculate user convenience occurring due to traffic information, This paper aimed to develop an index to evaluate user satisfaction levels with traffic information and develop a user satisfaction level model. A result of establishing a user satisfaction level model by executing a questionnaire survey for the analysis object of variable message sign (VMS), a representative information provision medium, showed that 'desire satisfaction', 'trust', 'understanding', and 'efficiency' have an effect. Of them, the 'understanding' showed the highest level, so it was seen that, in case of VMS, how easily the character, figure, expression, etc. provided in the information was understood by users has the biggest effect on the satisfaction level of the information. The next levels of effects on the satisfaction was in the order of 'user trust', 'efficiency', and 'desire satisfaction'.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.2D
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• pp.193-201
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• 2011

The provision of traffic information plays an important role in increasing social benefit not only by saving travel time for individuals but also by improving the efficiency of road operation. VMS(Variable Message Sign) helps on-wheel drivers easily understand the road situation, and also provides real-time traffic information to people on the streets. However, it has not been sufficiently studied on how traffic information based on VMS influences on the drivers' selection of route. This study investigated how drivers use VMS traffic information and how they are satisfied with it. Then, the model of drivers' route selection was specified with the types of traffic information and the expected travel time to examine the influence on the selection of drivers' route. The model was estimated and analyzed in three types according to the condition of detour roads, and the rate of route change and the degree of sensitivity was calculated from the estimation. The results of analysis are as follows. the $1^{st}$ type model showed the 10% of route change for the travel time saving of 5minutes, and the 81.6% of route change for the travel time saving of 20minutes. The $2^{nd}$ type led to the range of route change from 14.2% to 92.7% over the 5 through 20 minutes of travel time saving. The $3^{rd}$ model resulted in the 99.1% of route change. The sensitivity of route change showed the highest for the travel time saving of 11 minutes with the $1^{st}$ type model, 9 minutes with the $2^{nd}$ type model, and 5 minutes with the $3^{rd}$ type model respectively.

• Journal of Korean Society of Transportation
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• v.29 no.3
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• pp.61-72
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• 2011

In the benefits of ITS, there are intangible gains from real-time traffic information as well as classical gains such as travel time saving. These intangible gains are difficult to be estimated by existing transportation investment appraisal commonly used in SOC investment. The major reason is not because of the absence of methodology but because of the absence of generalized values of particular benefits from real time traffic information. This research explores the value of real-time traffic information on VMS that is the most representative of ITS services, by using CVM with Double Bounded Dichotomous Choice Question. Willingness-To-Pay (WTP) functions of drivers are built with survival functions using various types of probability distribution functions such as Exponential, Log-logistic, and Weibull functions. The results reveal that Log-logistic distribution is the most appropriate distribution model to estimate WTP, and the estimated coefficients are stable through LR (Likelihood Ratio) test. For the further study, it is recommended to perform statistical tests of temporal and spatial transferability that is not examined in this research due to the lack of data.

• Journal of Internet Computing and Services
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• v.5 no.3
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• pp.99-108
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• 2004

We have designed and implemented a Voice Messenger System(VMS) for sending and receiving voice data in order to measure and analyze the performance of a multimedia data transfer system using PDAs(Personal Digital Assistants) in a fast wireless LAN environment. The VMS has been configured as an infrastructure network by integrating a wireless intra-network based on IEEE 802,11 b standard with a wired network based on Ethernet. A sending time, a receiving time and a round-trip time(RTT) have been measured by varying its pecket size from 256 to 6656 bytes, Besides, we have performed the experiments to see which NIC is more stable between CF and PCMCIA type in such a wireless LAN environment, The results of such experiments show that the NIC with PCMClA type is better than that with CF type from the points of both efficiency and stability. The performance of a notebook computer with the attachment of a wireless NIC that is used as a VMS client is almost constant by varying its packet size when transferring voice data. However, with PDA client, in the case of receiving packets from the VMS server, the performance is the best when the pecket size is 6656 bytes, In addition, in the case of sending packets from PDA client to the VMS server, the performance is the best when the packet size is 4096 bytes. Even with the same pecket size, the time of receiving packets from the VMS server to PDA is longer than the time of sending packets from PDA to the VMS Server, Thus, we conclude that when PDA is used as a client by applying different pecket size when sending and receiving packets should be achieved a better performance over a wireless LAN environment.