• International Journal of Highway Engineering
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• v.14 no.1
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• pp.95-102
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• 2012

This study has been conducted to characterize the relations between the accident rate and the overlap section elements where the horizontal alignment and vertical alignment are overlapped. The researches were performed on Horizontal curve sections of 4-lane highways with 100km/h of design speed and speed limit. Korea Highway Corporation's Geographic Figurative Information System was adopted for geometric organization and Highway Traffic Accident Statistics was used. The results reveal that sections made of a single slope without vertical curve has greater accident rate than those with vertical curve, and that sections with 1 vertical curve are higher in the accident rate than those with over 2 vertical curve. For the sections with 1 vertical curve, SAG sections are higher than CREST sections and for the previous straight section of horizontal curve are higher than curved ones. In particular, when the road surface is wet, the accident rate is closely related with SAG vertical curves or leftward horizontal curved sections. This study will have meanings that it proposes the importance of design of road alignment by taking consideration of 3D synthetic alignment conditions for improvement of the road safety.

• Journal of the Korean Society for Precision Engineering
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• v.15 no.9
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• pp.175-181
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• 1998

The coil spring is used in the suspension of automotive vehicles and small omnibus. Recently, it can be adopted hardening type spring which spring constant is accompanied by increasing displacement to increase passenger comfortability. One of methods which assert this characteristic is cylindrical-taper section coil spring. In this paper we calculate ideal spring characteristic curve from the given vehicle conditions, and show the design method of the cylindrical-taper section coil spring.

• Bulletin of the Society of Naval Architects of Korea
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• v.27 no.1
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• pp.3-10
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• 1990

Hull form can be described numerically by two approaches, one is to describe a hull form with a set of curves("curve approach"), and the other is to describe it with surfaces directly("surface approach"). This paper describes the numerical definition scheme of hull form using curve approach method which defines the hull form by a set of curves consisting of 2-dimensional transverse section curves and 3-dimensional longitudinal curves. A set of curves in the hull form definition scheme is described by the modified cubic spline which modified the general parametric cubic spline in order to ensure a very smooth curvature distribution within the curve segment even though a curve segment has large tangent angle at its end points. Illustrative examples are given showing the application of the method to represent the hull form of SWATH ship and oceanographic research vessel. Also, examples for hull form transformation are shown by using this method connected with transformation technique.

• Journal of the korean academy of Pediatric Dentistry
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• v.32 no.1
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• pp.89-100
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• 2005

The purpose of this study was to analyze the morphometrics of primary second molar and permanent first molar. Samples were consisted of normal occlusion in the primary dentition(50 males and 50 females) and permanent dentition(43 males and 43 females). Their upper and lower plaster casts were used and their measuring points were decided, through 3-dimensional laser scanning(3D Scanner, DS4060, LDI, U.S.A.), fitting standard horizontal plane were made for measuring the intercuspal distance, volume of intercuspal area and section curve. The results were as follows; 1. Average distance from the fit plane to the cusp tips of mandibular primary second molar was smaller than any other tooth. (0.05-0.09 mm in male and 0.04-0.09 mm in female). 2. Intercuspal distances of mandibular primary second molar and permanent first molar were larger in male than in female. Especially, there was statistical significance in primary second molar(p<0.05). 3. Intercuspal distance between distobuccal and distolingual cusp was larger in maxillary primary second molar, except cross intercuspal distances. And distances between distal and distolingual cusp, in mandibular primary second molar, between mesiolingual and mesiobuccal cusp, in maxillary first molar, and between distolingual and mesiolingual cusp, in mandibular first molar were larger than any other intercuspal distance. 4. Volume of intercuspal area of primary second molar and permanent first molar was larger in mandible than in maxilla and that of permanent first molar was 1.40-1.75 times of primary second molar (p<0.05). Also it was larger in male than in female, but there was no statistical significance. 5. In most cases, section curves were wider and deeper in permanent dentition than in primary dentition. Except cross intercuspal distances, in maxilla, section curve between mesiobuccal and mesiolingual cusp was the deepest in both dentition. In mandible, section curve between distobuccal and distal cusp was the deepest in permanent dentition and between distolingual and distal cusp was the deepest in primary dentition.

• 보존과학연구
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• s.27
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• pp.181-201
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• 2006

In this study, radiocarbon dating by the benzene synthesis method and liquid scintillation counting method were performed for the age determination of coal sample at the Cheongok-dong archaeologicalsite, Ulsan. The results of radiocarbon age(BP year) are section Ga #1 $2920\pm50$ BP year, section Ga #5 $3100\pm55$BP year, section Ga #6 $2820\pm60$ BP year, section Na #5 $2650\pm50$ BP year. These ages were converted to calibrated age(AD/BC year) using high precision curve. The products on the excavation of Cheongok-dong archaeological site, Ulsan, section Ga #1 BC 1260-980 BC, section Ga #5 BC1460-1200 BC, section Ga #6 BC 1110~830 BC, section Na #5 BC 920-760 BC. Comparison of samples with radiocarbon and archaeological ages for revealed the approximation.

• Journal of Environmental Science International
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• v.21 no.4
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• pp.471-478
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• 2012

In this study, the flow characteristic analysis at the curved-channel of the actual channel section is compared and reviewed using the 2D RMA-2 model and the 3D FLOW-3D model. the curve section with curve rate 1.044 in the research section is analyzed applying the frequency of he project flood of 100 years. According to the result, the issue for the application of the FLOW-3D Model's three-dimensional numeric analysis result to the actual river is found to be reviewed with caution. Also, application of the 3D model to the wide basin's flood characteristic is determined to be somewhat risky. But, the applicability to the hydraulic property analysis of a partial channel section and the impact analysis and forecast of hydraulic structure is presumed to be high. In addition, if the parameters to reflect the vegetation of basin and the actual channel, more accurate topological measurement data and the topological data with high closeness to the current status are provided, the result with higher reliability is considered to be drawn.

• Journal of the Society of Naval Architects of Korea
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• v.32 no.3
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• pp.29-36
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• 1995

This paper presents a variation method of the parent ship using sectional area curve & the definition of NURBS curve. That is, global variation of the hull form is made systematically by the geometrical property of sectional area curve, and Local variation of the hull form is executed by the definition of NURBS curve. Then the designer may determine New hull form considering New section area curve, design condition, etc.

• Communications of the Korean Mathematical Society
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• v.10 no.1
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• pp.1-10
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• 1995

In this paper we show that for each divisor class c of degree zero on a projective curve C (not necessarily smooth), there exists a unique function $\hat{h}_c$ on C up to bounded functions. Section 1 contain basic definitions and a brief summary of classical results on Jacobians and heights. In section 2, we prove the existence of "canonical height" on a singular curves and in section 3 we prove the analogouse results on N$\acute{e}$ron functions for singular curves. This is a part of the author's doctorial thesis at Ewha Womens University under the guidence of professor Sung Sik Woo.g Sik Woo.

• Communications of the Korean Mathematical Society
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• v.28 no.1
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• pp.177-181
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• 2013

In this note, we consider a curved tube with varying cross-section formed by rotating open bounded Euclidean domains with respect to a reference curve, and successfully give a lower bound to the threshold of the Laplacian on the tube, subject to Dirichlet boundary conditions on the surface and Neumann conditions at the ends of the tube. This generalizes the corresponding result in [1].

• International Journal of Highway Engineering
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• v.14 no.4
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• pp.149-162
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• 2012

PURPOSES : The causes of traffic accidents can be classified into the factors of highway users, vehicles, and driving environments. Traffic accidents result from the deficiency in single or combination of these three factors. The objective of this study is to define the "potentially hazardous sections of highway" in terms of traffic safety considering these three factors. METHODS : The test drivers performed repeated driving on these highway sections. The drivers and passengers recorded the sections on which the driving was uncomfortable, and the speeds on the sections excluding the uncomfortable sections were used for the development of the model. RESULTS : The model is composed of three sub-models for each of the horizontal curve, tangent, and the section where the curve starts/ends. The safe driving behavior coefficients by the horizontal curvature were derived by comparing the maximum operating speeds at which the vehicle may slide or deviate and the speeds at which the drivers feel comfort. The safety speeds on tangent were derived by the length of tangent section considering the driver's desired speeds under the traffic condition on which the drivers hardly influenced by the other vehicles. For the sections where the curve starts/ends, the driving behaviors were classified by the distances between the curves, and the safe acceleration/deceleration speeds were derived on which the drivers enter/exit the curve sections safely. CONCLUSIONS : Safety speed could then be regarded that the model suggested in this study may be useful to define the potentially hazardous highway section and contribute the improvement of highway safety.