• Journal of Korean Society of Steel Construction
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• v.22 no.4
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• pp.377-388
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• 2010

The flexural behavior of composite HSB600 and HSB800 I-girders under a positive moment was investigated using the material non-linear moment-curvature analysis method. Three representative composite sections with different ductility properties were selected as the baseline sections in this study. Using these baseline sections, the moment-curvature program was verified by comparing the flexural strength and the moment-curvature curve obtained from the program with those obtained using the non-linear FE analysis of ABAQUS. In the FE analysis, the composite girders were modeled three-dimensionally with flanges, the web, and the concrete slab as thin shell elements, and initial imperfections and residual stresses were imposed on the FE model. In the moment-curvature and FE analyses, the 28-day compressive strength of the concrete slab was assumed to be 30-50 MPa, and the HSB600 and HSB800 steels were modeled as elasto-plastic strain-hardening materials, with the concrete as the CEB-FIP model. The effects of the ductility ratio of the composite girder, the type of steel, the compressive strength of the concrete deck, and the location of the plastic neutral axis on the flexural characteristics were analyzed.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.34 no.10
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• pp.1-6
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• 2006

This paper predicts the stall characteristics of three-dimensional wings. An iterative decambering approach is introduced into the nonplanar lifting surface method to take into consideration the stall characteristics of wings. An iterative decambering approach uses known airfoil lift curve and moment curve to predict the stall characteristics of wings. The multi-dimensional Newton iteration is used to take into consideration the coupling between the different sections of wings. Present results are compared with experiments and other numerical results. Computed results are in good agreement with other data. This scheme can be used for any wing with the twist or control surface and for wing-wing configurations such as wing-tail configuration or canard-wing configuration.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.14 no.2
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• pp.229-239
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• 1996

for shortening of running time on existing line, speed up railways feel strongly the necessity of it, for fully realizing a role of transportation system, for human life style is high. and increasing of time value. Especially curved lines zone have crucial effects on the speed of train, in case the shortening of running time, it is thought, speed up in curved lines zone, considering a character of route alignment in korea, we obtain saving time using lateral force index for safety running of train and comfortable ride of passengers. The results of this study show that all curved zone improvements for the shortening of the train running time more efficiently than extension of transition curve.

• Journal of the Korean Mathematical Society
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• v.45 no.5
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• pp.1443-1482
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• 2008

In this paper we define a Myller configuration in a Finsler space and use some special configurations to obtain results about Finsler subspaces. Let $F^{n}$ = (M,F) be a Finsler space, with M a real, differentiable manifold of dimension n. Using the pull back bundle $({\pi}^{*}TM,\tilde{\pi},\widetilde{TM})$ of the tangent bundle $(TM,{\pi},M)$ by the mapping $\tilde{\pi}={\pi}/TM$ and the Cartan Finsler connection of a Finsler space, we obtain an orthonormal frame of sections of ${\pi}^{*}TM$ along a regular curve in $\widetilde{TM}$ and a system of invariants, geometrically associated to the Myller configuration. The fundamental equations are written in a very simple form and we prove a fundamental theorem. Important lines in a Finsler subspace are defined like special lines in a Myller configuration, geometrically associated to the subspace: auto parallels, lines of curvature, asymptotes. Torse forming vector fields with respect to the Cartan Finsler connection are characterized by means of the invariants of the Frenet frame of a versor field along a curve, and the new notion of torse forming vector fields in the sense of Myller is introduced. The particular cases of concurrence and parallelism in the sense of Myller are completely studied, for vector fields from the distribution $T^m$ of the Myller configuration and also from the normal distribution $T^p$.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.173-180
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• 2008

The major objective of this study is to proposal of measuring method and design for the testing curved railway in which the tilting train runs. In order to the speed-up of conventional lines that have many curve lines, there needs a improvement construction of substructure such as the straight or double track work and so on. But in this case, it needs to have a plenty of the cost and the period. Therefore, the tilting train which provides the high-speed service effectively in curve tracks was developed. Besides, the efficiency prediction and the linear synthesis of the existing conventional line for a tiling train service were examined on the preceding studies. So, in this paper we propose the measuring plan and the design of the improvement sections in the testing curved track which was decided as a results of material analysis and field research concerning the extension possibility of transition curves and the bearing of track due to the new developed train traveling. And we look forward to playing a decisive role as reference data on the improvement construction project for the commercial service of the tilting train.

• Journal of the Korean Solar Energy Society
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• v.31 no.6
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• pp.111-124
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• 2011

The objective of this study is to develop the blind control strategy and method which reduce negative effect of incoming daylight on visual comfort of occupants, minimize psychological anxieties caused by frequent motions of a blind, and maximize positive effect of incoming daylight by opening/closing of a blind. In previous researches on blind controls, major problem is that the time interval and amount of blind movement do not meet the control objective at the inflected zone of solar profile curve. To overcome these limitations revealed in theprevious researches, following tasks were performed in this study. i)To establish the control objective to accomplish the goal of this study. ii)To develop the control methods and algorithms which prevent glare on the work-plane at any time and which control the time interval and amount of blind movement to follow the control objective at various solar profile angle curves. This study proposed the control strategy and method that define the base control section implying the inflection point within the control objective zone and subsequently, divide the control sections for the residual time zones. The proposed strategy and method are found to increase the incoming daylight and solar irradiation by 0 to 15 %.

• The Transactions of the Korean Institute of Power Electronics
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• v.25 no.2
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• pp.118-126
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• 2020

A solar array simulator is a special power supply that regulates the output voltage and current to simulate the characteristics of a photovoltaic panel. The operating point of the panel is difficult to control with a single controller because of the non-linearity of the output curve, which is determined by the amount of irradiation, temperature, and panel material. In the conventional method, the output curve is divided into sections through the current and the voltage mode controls. It reduces the overall performance of the system due to the interchanging control mode. By using the single mode controller, the noise interference of the measured value and the stability of the control around the maximum power point were demonstrated. To solve these issues, this study proposes a new unified controller. The stability of the controller was analyzed along with operating principles, and performance improvement was experimentally verified.

• Journal of Multimedia Information System
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• v.5 no.4
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• pp.235-244
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• 2018

Potential maximum soil moisture retention (S) is a dominant parameter in the Soil Conservation Service (SCS; now called the USDA Natural Resources Conservation Service (NRCS)) runoff Curve Number (CN) method commonly used in hydrologic modeling for event-based flood forecasting (SCS, 1985). Physically, S represents the depth [L] soil could store water through infiltration. The depth of soil moisture retention will vary depending on infiltration from previous rainfall events; an adjustment is usually made using a factor for Antecedent Moisture Conditions (AMCs). Application of the method for continuous simulation of multiple storms has typically involved updating the AMC and S. However, these studies have focused on a time step where S is allowed to vary at daily or longer time scales. While useful for hydrologic events that span multiple days, this temporal resolution is too coarse for short-term applications such as flash flood events. In this study, an approach for deriving a time-variable potential maximum soil moisture retention curve (S-curve) at hourly time-scales is presented. The methodology is applied to the Napa River basin, California. Rainfall events from 2011 to 2012 are used for estimating the event-based S. As a result, we derive an S-curve which is classified into three sections depending on the recovery rate of S for soil moisture conditions ranging from 1) dry, 2) transitional from dry to wet, and 3) wet. The first section is described as gradually increasing recovering S (0.97 mm/hr or 23.28 mm/day), the second section is described as steeply recovering S (2.11 mm/hr or 50.64 mm/day) and the third section is described as gradually decreasing recovery (0.34 mm/hr or 8.16 mm/day). Using the S-curve, we can estimate the hourly change of soil moisture content according to the time duration after rainfall cessation, which is then used to estimate direct runoff for a continuous simulation for flood forecasting.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.4
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• pp.1389-1400
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• 2013

This study developed an operating rule curve (ORC) for multipurpose water supply (irrigation and environmental water) in heightened agricultural reservoir. Among the 20 reservoirs in improvement project of agricultural reservoir dam heightening, the 4 representative reservoirs (Ungyang, Gungchon, Yongam and Unam) were selected for the study according to the analysis of statistical characteristics. Available environmental water supply amounts during irrigation and non-irrigation periods, which is the range from release restricted water level to high water level were estimated by water balance analysis using reservoir operation model. Reliability, resiliency and vulnerability criteria for water system performance were used to assess the multiple water supply capacity. The ORC was presented as the percentile rank for the daily reservoir water level from the results of reservoir operation using the past couple of decades weather data. The water levels for each percentile were divided into 3 buffer sections representing drought (5~25%), normal (25~75%), and flood (75~95%) year to operate the heightened agricultural reservoir with ORC.

• Journal of Korean Society of Transportation
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• v.22 no.7 s.78
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• pp.139-146
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• 2004

Road design should be conformed to the expectancy of drivers. The alignment such as long tangent followed by the sharp horizontal curve should be avoided for the road design consistency. Currently, operating speed profile model is generally used to check the consistency of the successive road alignments. In this model, the hypothesis about the drivers' behaviour on the long tangent followed by the sharp horizontal curve is also included. This study compares the hypothesized drivers' behaviour in the existing operating speed profile model with the actual drivers' behaviour observed at the two lane rural roads. In addition to this, comparison between the acceleration for the vehicles approaching and departing horizontal curves suggested by the foreign research and the value observed at this study was made, From this study, it was concluded that the hypothesis in the existing model was well representing the actual drivers' behaviour. The deceleration for vehicles approaching the horizontal curves was ranged $0.39{\sim}1.06m/s^2$ with the average of $0.66m/s^2$. The average acceleration for the vehicles departing horizontal curves was $0.22m/s^2$.