• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.21 no.6
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• pp.21-35
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• 2022

With the support of local and central governments, various incentive policies for "green" cars have been established, and the number of electric vehicle users has been rapidly increasing in recent years. As a result, much attention is being given to establishing a user-centered charging infrastructure. A standard for the number of electric vehicle chargers to be supplied is being prepared based on building characteristics, but there is quite limited research on the appropriate ratio of slow and fast chargers based on the characteristics of each place. Therefore, this study derived an appropriate penetration ratio based on data about the distribution ratio of common slow chargers. These data were collected using a survey of actual electric vehicle users. Next, an analysis was done on how to categorize the needs of charging environments and to determine what criteria or characteristics to use for categorization. Based on the results of the survey analysis, three types of places were derived. Type-1 places require 10% of chargers to be slow chargers, Type-2 places require 40-60% of chargers to be slow chargers (i.e., around equal distribution of slow and fast chargers), and Type-3 places require more than 80% of chargers to be slow chargers. The required levels of slow chargers were classified by place type and by individual using latent class cluster analysis, which made it possible to categorize them into five clusters related to socioeconomic variables, vehicle characteristics, traffic, and charging behaviors. It was found that there was a high correlation between charging behavior, weekend travel behavior, gender, and income. The results and insights from this study could be used to establish charging infrastructure policies in the future and to prepare standards for supplying charging infrastructure according to changes in the electric vehicle market.

• Korean Journal of Forensic Psychology
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• v.11 no.2
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• pp.135-153
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• 2020

Identifiable victim effect refers to the tendency of greater sympathy and helping behavior to identifiable victims than to abstract, unidentifiable ones. This research tested whether this tendency also affects third-party's punishment and compensation judgments in jury context for public's legal judgments. In addition, through the Identifiable victim effect in such legal judgment, we intended to explain the effect of 'the bill named for victim', putting the victim's real name and identity at the forefront, which is aimed at strengthening the punishment of related crimes by gaining public attention and support. To do so, we conducted experiments with hypothetical traffic accident scenarios that controlled legal components while manipulating victim's identifying information. In experiment 1, each participant read a scenario of an anonymous victim (unidentifiable condition) or a nonanonymous victim that included personal information such as name and age (identifiable condition) and made judgments on the degree of punishment and compensation. The results showed no effect of identifiability on third-party's punishment and compensation judgments, but moderation effect of BJW was obtained in the identifiable condition. That is, those with higher BJW showed greater tendency of punishment and compensation for identifiable victims. In Experiment 2, we compared an anonymous victim (unidentifiable condition) against a well-conducted victim (positive condition) and ill-conducted victim (negative condition) to test the effects of victim's characteristics on punishment for offender and compensation for victims. The results showed lower compensation for an ill-conducted victim than for an anonymous one. In addition, across all conditions except for negative condition, participants made punishment and compensation judgments higher than the average judicial precedents of 10-point presented in the rating scale. This research showed that victim's characteristics other than legal components affects third-party's legal decision making. Furthermore, we interpreted third-party's tendency to impose higher punishment and compensation with effect of 'the bill named for victim' and proposed social and legal discussion for and future research.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.1
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• pp.252-264
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• 2023

This paper proposes a design of a dual-band band-pass filter that integrates a λg/2 open SIR structure, a transmission line, and a fork-type structure with symmetric and asymmetric open stubs. To obtain the dual-band effect, the proposed filter uses the SIR structure and adjusts the impedance ratio of the SIR structure. Therefore, the position of the harmonics of the filter is shifted through the adjustment of the impedance ratio, and this can obtain a double-band effect. In order to obtain the dual-band characteristics, the dual-band effect is obtained by inserting a open stub between the SIR structures with the SIR structure divided in half. In addition, the second frequency response is obtained by adjusting the length of the open symmetrical stub in the fork-shaped structure. The asymmetrical open stub in the fork form achieves optimum bandwidth by adjusting the length. Therefore, the first center frequency of the proposed band-pass filter is 5.896 GHz and the bandwidth is 13.6 %. At this time, the measurement results are 0.13 dB and 33.6 dB. The second center frequency is 5.906 GHz and the bandwidth is 13.6 %. At this time, the measurement results are 0.15 dB and 19.8 dB. The reason is that when the impedance ratio (Δ) is higher than 1, the position of the harmonic is shifted to a lower frequency band. However, if the impedance ratio (Δ) is lowered by one step, the position of harmonics will move to a higher frequency band. The function of the filter designed using these characteristics can be obtained from the measurement result. The proposed band-pass filter has no coupling loss and no via energy concentration loss because there is no coupling structure of input/output and no via hole. Therefore, system integration is possible due to its excellent performance, and it is expected that dedicated short-range communication (DSRC) system applications used in traffic communication systems will be possible.

• Journal of the Korean Geotechnical Society
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• v.24 no.4
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• pp.79-88
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• 2008

Recently, the high speed railway comes into the spotlight as the important and convenient traffic infrastructure. In Korea, Kyung-Bu high speed train service began in bout 400 km section in 2004, and the Ho-Nam high speed railway will be constructed by 2017. The high speed train will run with a design maximum speed of 300-350 km/hr. Since the trains are operated at high speed, the differential settlement of subgrade under the rail is able to cause a fatal disaster. Therefore, the differential settlement of the embankment must be controlled with the greatest care. Furthermore, the characteristics and causes of settlements which occurred under construction and post-construction should be investigated. A considerable number of studies have been conducted on the settlement of the natural ground over the past several decades. But little attention has been given to the compression settlement of the embankment. The long-term settlement of compacted fills embankments is greatly influenced by the post-construction wetting. This is called 'hydro collapse' or 'wetting collapse'. In spite of little study for this wetting collapse problem, it has been recognized that the compressibility of compacted sands, gravels and rockfills exhibit low compressibility at low pressures, but there can be significant compression at high pressures due to grain crushing (Marachi et al. 1969, Nobari and Duncan 1972, Noorany et al. 1994, Houston et al. 1993, Wu 2004). The characteristics of compression of fill materials depend on a number of factors such as soil/rock type, as-compacted moisture, density, stress level and wetting condition. Because of the complexity of these factors, it is not easy to predict quantitatively the amount of compression without extensive tests. Therefore, in this research I carried out the wetting collapse tests, focusing on various soil/rock type, stress levels, wetting condition more closely.

• The Journal of the Convergence on Culture Technology
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• v.9 no.3
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• pp.137-143
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• 2023

This study was conducted to analyze factors affecting the length of stay in children with injuries by determining relationships between length of stay and characteristics of children(aged 0 to 12) with injuries. 7,804 patients aged 0 to 12 who participated in the Korea Nation Hospital Discharge In-Depth Injury Surveys, got a diagnosis of sequelae of injuries and of other consequences of external causes(S00-T98), and were discharged between 1 January 2016 and 31 December 2020 were investigated. A frequency analysis, independent samples t-test, and ANOVA were performed. Also, to identify factors affecting the length of stay, a regression analysis was performed. The average length of stay for the patients investigated in this study was 5.5 days. The length of stay for school-age children(aged 7 to 12) and children who had either public or private coverage was higher than that for preschoolers(aged 0 to 6) and children who didn't have public or private coverage, respectively. The length of stay for children admitted to a hospital in a rural area(Jeolla-do or Gyeongsang-do) was higher than that for children admitted to a hospital in a metropolitan area and the length of stay for children admitted to a hospital that had 100-299 hospital beds was relatively long. However, children who first visited a hospital for outpatient care stayed relatively short in hospital and children who had been burned or injured in traffic crashes stayed relatively long in hospital. Children who got a secondary diagnosis and had a principal procedure or who died after being discharged were in hospital for a long time. The findings of this study shall be useful, as they identified characteristics related to the length of stay for Korean children with injuries and factors that determine the length of stay for those children by analyzing the national dataset, or more specifically, the data from the Korea National Hospital Discharge In-Depth Injury Surveys. The risk of child injuries can be easily reduced by taking actions to prevent them and providing safety education programs. The present study has provided essential baseline data for the provision of aggressive care for child injuries and the establishment of a range of policies for child injury prevention.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.7
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• pp.902-909
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• 2023

This study evaluated the performance test of a small-sized LTE-Maritime(LTE-M) transceiver that was developed and promoted to expand the use of intelligent maritime traf ic information services led by the Ministry of Oceans and Fisheries with the aim of supporting the prevention of maritime accidents. Accoriding to statistics, approximately 30% of all marine accidents in Korean water occur with ships weighing less than 3 tons. Therefore, the blind spots of maritime safety must be supplemented through the development of small-sized transceivers. The small transceiver may be used in fishing boats that are active near coastal waters and in water leisure equipment near the coastline. Therefore, verifying whether sufficient performance and stable communication quality are provided is necessary, considering the environment of their real usage. In this study, we reviewed the communication quality goals of the LTE-M network and the performance requirements of small-sized transceivers suggested by the Ministry of Oceans and Fisheries, and proposed a test plan to appropriately evaluate the performance of small-sized transceivers. The validity of the proposed test method was verified for six real-sea areas with a high frequency of marine accidents. Consequently, the downlink and uplink transmission speeds of the small-sized LTE-M transceiver showed performances of 9 Mbps or more and 3 Mbps or more, respectively. In addition, using the coverage analysis system, coverage of more than 95% and 100% were confirmed in the intensive management zone (0-30 km) and interesting zone (30-50 km), respectively. The performance evaluation method and test results proposed in this paper are expected to be used as reference materials for verifying the performance of transceivers, contributing to the spread of government-promoted e-navigation services and small-sized transceivers.

• Journal of the Korea institute for structural maintenance and inspection
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• v.27 no.6
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• pp.120-129
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• 2023

To evaluate the vertical loads on railway bridges, conventional load tests are typically conducted. However, these tests often entail significant costs and procedural challenges. Railway conditions involve nearly identical load profiles due to standardized rail systems, which may appear straightforward in terms of load conditions. Nevertheless, this study aims to validate load tests conducted under operational train conditions by comparing the results with those obtained from conventional load tests. Additionally, static and dynamic structural behaviors are extracted from the measurement data for evaluation. To ensure the reliability of load testing, this research demonstrates feasibility through comparisons of existing measurement data with sensor attachment locations, train speeds, responses between different rail lines, tendency analysis, selection of impact coefficients, and analysis of natural frequencies. This study applies to the Dongho Railway Bridge and verifies the applicability of the proposed method. Ten operational trains and 44 sensors were deployed on the bridge to measure deformations and deflections during load test intervals, which were then compared with theoretical values. The analysis results indicate good symmetry and overlap of loads, as well as a favorable comparison between static and dynamic load test results. The maximum measured impact coefficient (0.092) was found to be lower than the theoretical impact coefficient (0.327), and the impact influence from live loads was deemed acceptable. The measured natural frequencies approximated the theoretical values, with an average of 2.393Hz compared to the calculated value of 2.415Hz. Based on these results, this paper demonstrates that for evaluating vertical loads, it is possible to measure deformations and deflections of truss railway bridges through load tests under operational train conditions without traffic control, enabling the calculation of response factors for stress adjustments.

• Journal of the Society of Disaster Information
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• v.20 no.2
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• pp.339-350
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• 2024

Purpose: This study analyzes accessibility of 10 hydrogen charging stations in Seoul and identifies areas that were difficult to access. The purpose is to re-analyze accessibility by adding a new location in terms of equity and safety of location placement, and then draw implications by comparing the improvement effects. Method: By applying the location-allocation model and the service area model based on network analysis of the ArcGIS program, areas with weak access were identified. The location selection method applied the 'Minimize Facilities' method in consideration of the need for rapid arrival to insufficient hydrogen charging stations. The limit distance for arrival within a specific time was analyzed by applying the average vehicle traffic speed(23.1km/h, Seoul Open Data Square) in 2022 to three categories: 3,850m(10minutes), 5,775m(15minutes), 7,700m(20minutes). In order to minimize conflicts over the installation of hydrogen charging stations, special standards of the Ministry of Trade, Industry and Energy applied to derive candidate sites for additional installation of hydrogen charging stations among existing gas stations and LPG/CNG charging stations. Result: As a result of the analysis, it was confirmed that accessibility was significantly improved by installing 5 new hydrogen charging stations at relatively safe gas stations and LPG/CNG charging stations in areas where access to the existing 10 hydrogen charging stations is weak within 20 minutes. Nevertheless, it was found that there are still areas where access remains difficult. Conclusion: The location allocation model is used to identify areas where access to hydrogen charging stations is difficult and prioritize installation, decision-making to select locations for hydrogen charging stations based on scientific evidence can be supported.

• The Journal of the Acoustical Society of Korea
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• v.43 no.1
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• pp.9-18
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• 2024

The importance of active sonar systems is emerging due to the quietness of underwater targets and the increase in ambient noise due to the increase in maritime traffic. However, the low signal-to-noise ratio of the echo signal due to multipath propagation of the signal, various clutter, ambient noise and reverberation makes it difficult to identify underwater targets using active sonar. Attempts have been made to apply data-based methods such as machine learning or deep learning to improve the performance of underwater target recognition systems, but it is difficult to collect enough data for training due to the nature of sonar datasets. Methods based on mathematical modeling have been mainly used to compensate for insufficient active sonar data. However, methodologies based on mathematical modeling have limitations in accurately simulating complex underwater phenomena. Therefore, in this paper, we propose a sonar signal synthesis method based on a deep neural network. In order to apply the neural network model to the field of sonar signal synthesis, the proposed method appropriately corrects the attention-based encoder and decoder to the sonar signal, which is the main module of the Tacotron model mainly used in the field of speech synthesis. It is possible to synthesize a signal more similar to the actual signal by training the proposed model using the dataset collected by arranging a simulated target in an actual marine environment. In order to verify the performance of the proposed method, Perceptual evaluation of audio quality test was conducted and within score difference -2.3 was shown compared to actual signal in a total of four different environments. These results prove that the active sonar signal generated by the proposed method approximates the actual signal.

• Journal of The Korean Association For Science Education
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• v.44 no.1
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• pp.57-75
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• 2024

This study aimed to investigate the current state and educational needs of risk education related to science and technology as perceived by secondary science teachers. A survey was conducted with a total of 366 secondary science teachers. The results are as follows. First, There were more teachers who had not provided education on risks arising from science and technology in terms of risk perception, risk assessment, and risk management than those who had not. Global warming was the most common risk taught by teachers, followed by earthquakes, artificial intelligence, and traffic accidents. Second, teachers recognized that they lacked understanding that the achievement standards of the 2022 revised science curriculum include risks that may occur due to science and technology, but they thought they were prepared to teach. Third, teachers recognized that their understanding of risk perception was higher than that of risk management and risk assessment. Fourth, the experience of teachers in training on risk was very limited, with fewer having training in risk assessment and risk management compared to risk perception. The most common training experienced was in laboratory safety. Fifth, teachers recognized that their capabilities for the 10 goals of risk education were not high. Middle school teachers or teachers majoring in integrated science education evaluated their capabilities relatively highly. Sixth, many teachers thought it was important to address risks in school science education. They prioritized 'information use', 'decision-making skills', and 'influence of mass media', in that order, for importance and called for urgent education in 'action skills', 'information use', and 'influence of risk perception'. Seventh, as a result of deriving the priorities of education needs for each of the 10 goals of risk education, 'action skills', 'influence of risk perception', and 'evaluate risk assessment' were ranked 1st, 2nd, and 3rd, respectively.