• 한국도로학회논문집
• /
• 제10권3호
• /
• pp.33-46
• /
• 2008

국도와 지방도의 2차로도로에서 정면충돌사고, 교행시 측면접촉 고정물체 충돌 사고 비율이 매우 높게 나타나고 있다. 따라서 본 연구에서는 2차로도로의 횡단면과 평면선형에 대한 문제점과 개선점을 찾아내 2차로도로의 교통소통과 안전성을 개선하는 방향을 찾고자 하였다. 이를 위해 평면곡선 구간에 대한 안전성 평가지표를 선정하여, 선형개량, 확폭, 편경사의 효과를 평가하고, 사례연구를 통해 이를 검증하고 경제성을 분석하였다. 연구 결과, 2차로도로 평면선형구간의 안전성 평가지표로 "직선부 평균주행속도-곡선부 평균주행속도 차이(${\geq}10km/h$)"를 선정하였으며, 선형이 취약한 구간의 안전성 향상을 위해서는 선형개량이 가장 큰 효과를 거둘 수 있으며, 그 후에 편경사 개선과 확폭이 병행되어야 운영적 측면과 안전성 측면에서 큰 효과를 거둘 수 있음을 밝혀냈다. 또한 본 연구는 선형개량이 막연히 시설 및 간단한 개선보다 얼마나 좋은지를 정량적으로 제시하였다는 점에서 그 의의를 찾을 수 있다.

• 유체기계공업학회:학술대회논문집
• /
• 유체기계공업학회 2004년도 유체기계 연구개발 발표회 논문집
• /
• pp.119-124
• /
• 2004

In this study, a rotor blade of a Curtis turbine is investigated. Bezier curve is generally used to define the profile of turbine blades. However, this curve gives a feature of global control, which is not proper to a supersonic impulse turbine blade. Thus, a blade design method is developed by using B-spline curve so that local control is possible to obtain an optimized blade section. To design a Curtis turbine blade section systematically, the blade section has been changed by varying three design parameters using central composite design method. Flow analyses have been carried out for the blade sections, and the effects of design parameters are evaluated.

• 대한기계학회논문집
• /
• 제19권4호
• /
• pp.1005-1012
• /
• 1995

This paper proposes a new approach for modeling sweep surfaces. The overall modeling procedure consists of following steps : (1)remeshing the section curves based on the curve lengths ; (2)remeshing the guide curve and the boundary curves based on a given sweeping rule ; (3)obtaining intermediate section curves at the remeshed points of the guide curve by blending the initial section curves ; (4)compensation of the intermediate section curves ; (5)interpolating the initial and intermediate curves using Hermite interpolant. The resulting sweep surface is expressed in a G$^{2}$ bicubic parametric spline surface.

• 대한수학회논문집
• /
• 제17권4호
• /
• pp.741-754
• /
• 2002

In this paper we present an error bound for cubic spline approximation of conic section curve. We compare it to the error bound proposed by Floater [1]. The error estimating function proposed in this paper is sharper than Floater's at the mid-point of parameter, which means the overall error bound is sharper than Floater's if the estimating function has the maximum at the midpoint.

• 조명전기설비학회논문지
• /
• 제26권6호
• /
• pp.47-52
• /
• 2012

DAS(Distribution Automation System) is equipped with several software applications such as service restoration, loss minimization, and protective relay coordination. The software applications of DAS are very sensitive to the amount of section load being carried by a particular section of distribution lines. Moreover, each software application requires a different parameter of the section load according to its purpose. Therefore, This paper proposes a new section load management method using real-time measurement data of the distribution lines. In order to provide accurate data to DAS applications, this method considers section loads in terms of the relationship of power versus time. In order to establish that the proposed method is feasible, a performance-testing simulator was developed, and case studies were conducted for a modified real distribution network.

• 건축역사연구
• /
• 제26권4호
• /
• pp.35-44
• /
• 2017

The purpose of this study is to classify three-Kan hipped and gable-roofed Buddhist temples with the construction of their eave curve of part chunyeo and examine the characteristics and causes. The conclusions have been drawn as follows: First, there are largely three ways to secure symmetry in eave curve of part chunyeo. One is to obtain symmetry in eave curve of part chunyeo by making the size of eaves curves on well sides the same and forming symmetric curves in the front section along with the side roof and then forming the straight line in the central part (hereinafter referred to as the long straight line section method). The second is a method to enlarge eaves curves in the front and form eaves curves on the roof section to be symmetric (hereinafter referred to as the front is larger than side eaves curves method). The third is the method to make eaves curves in the roof section to be symmetric by adjusting the roof length and making difference between the front and side roof's length minimum (hereinafter referred to as the roof length-controlling method). Second, there are 16 cases applying two or more methods, and they are the mainstream. Third, there are 12 cases applying the front is larger than side eaves curve method and roof length-controlling method both, which seems to be the most universal. To sum up, they secured symmetry in roof edges considering the construction of seonjayeon and pyeongyeon according to the size of the structure, recognition on the directions of entrance into the area of the building, forms of planes, harmony with structures around, recognition on roof curves in accordance with the size, and also structural faults in the chunyeo part.

• 호남수학학술지
• /
• 제29권3호
• /
• pp.475-480
• /
• 2007

In this paper we find the point at which the rational B$\'{e}$zier curve has the given tangent direction. We also analyze the geometric properties of the point of quadratic rational B$\'{e}$zier curve.

• 한국정밀공학회:학술대회논문집
• /
• 한국정밀공학회 2001년도 춘계학술대회 논문집
• /
• pp.426-429
• /
• 2001

Many various products are manufactured which have sculptured surfaces recently. Constructing surface of these models is required technique called reverse engineering. In reverse engineering, a product which has sculptured surfaces is measured and we create surface model to acquire complete model data of object. Measured point data needs preprocess and sampling. Next a set of point data in a plane fit section curve. At last, surface is generated by fitting to section curves. Here we uses sweep surface. Sweep surface is compatible fitting CAD model to drawing. This paper discusses converting approximation of NURBS surface as a standard surface.

• Tribology and Lubricants
• /
• 제22권2호
• /
• pp.79-86
• /
• 2006

As the gerotor set with ideal profile meshes too tight, the reduction in the size of the rotor is generally adopted for a smooth operation. In this paper, a method of the profile modification for providing clearances was proposed. The meshing properties of the gerotor were analyzed and the non-boundary section of the inner rotor was identified, which denoted that the adjacent chambers were in the same pressure state. Clearances were imposed on the non-boundary section of the inner rotor, and then the profile of that section was modified as a composite curve of arcs. The other sections of the inner rotor were also interpolated as arcs. Thus, the whole profile of the inner rotor was designed as a composite curve of arcs.

• 한국도로학회논문집
• /
• 제17권5호
• /
• pp.115-122
• /
• 2015

PURPOSES: Recently, many local governments have applied chicanes for traffic calming to ensure environment-friendly comfortable and safe roads. However, the geometry of a chicane is designed for speed reduction using a curved portion. This study aims to improve the road geometry conditions of chicanes for reducing carbon emissions and maintaining appropriate driving speeds by considering the relationship between road geometry and carbon emissions. METHODS: This study was conducted as follows. First, carbon emissions corresponding to changing acceleration of vehicles were studied. Second, vehicle acceleration caused by the relationship between the curve radius and the straight length was studied. Accordingly, desirable conditions of curve radius and length of the straight section for reducing carbon emissions were proposed. RESULTS: The existing literature on chicanes present the minimum value of stagger length and path angle in the primary variable condition. This study suggests the maximum values of the curve radius and length of straight section in the primary variable condition. Therefore, if a vehicle's speed at a chicane is 30 km/h, this study suggests a curve radius of up to 24 m. In addition, if the vehicle's speed is 24 km/h, this study suggests a length of straight section of up to 6.6 m. These are the geometric conditions for considering the control of acceleration to the vehicle's maximum speed. CONCLUSIONS: This paper proposes an application of geometric conditions to reduce carbon emissions and maintain appropriate speeds of vehicles through a combination of curve radius and length of straight section.