• Title/Summary/Keyword: geometric design

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Evaluation of Hand-Arm Vibration Exposure Level and Work Environment Satisfaction of Workers in Automobile Manufacturer Assembly Process (자동차 제조업체 조립공정 근로자의 국소진동 노출 수준 및 작업환경 만족도 평가)

  • Seong-Hyun Park;Mo-Yeol Kang;Seung Won Kim;Sangjun Choi
    • Journal of Korean Society of Occupational and Environmental Hygiene
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    • v.33 no.2
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    • pp.103-114
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    • 2023
  • Objectives: This study was conducted to evaluate hand-arm vibration (HAV) exposure levels due to the use of power hand tools and to evaluate the determinants in the automobile assembly process. Methods: The exposure level to HAV was evaluated for 30 work lines in five assembly processes (body, engine, chassis, door, and design) that use air-powered tools and battery-powered tools and operate in circulation for two hours. The 2-hr equivalent energy vibration acceleration, A (2), of the task was measured. The 8-hr equivalent energy vibration acceleration, A (8), was estimated in consideration of the number of tasks that can be performed per day by each process. In addition, a survey on the working environment was conducted with workers exposed to vibration. Results: The geometric mean of the HAV exposure level, A (2), for a total of 30 tasks was 2.51 m/s2, and one case was 10.30 m/s2, exceeding TLV (2hr). The HAV exposure level of A (8) was evaluated from 1.03 m/s2 to 5.36 m/s2. A (2) showed a statistically significant difference (P<0.01) for each process, and the chassis process (GM=3.90 m/s2) was the highest. The larger the tool size and the longer the tool length, the higher was the vibration acceleration when using a battery-powered tool than an air-powered tool (P<0.01). Battery-powered tool users showed higher dissatisfaction on all items than did air-powered tool users. Conclusions: As a result of this study, it is necessary to implement a program to reduce the HAV exposure levels.

Factor Analysis on Psychological Cause of Speed Reduction in Expressway Tunnel Section Utilizing Importance-Performance Analysis (IPA) (고속도로 터널부 속도 감소에 관한 심리적 요인분석)

  • Lee, Ki Young;Kim, Tae Ho
    • KSCE Journal of Civil and Environmental Engineering Research
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    • v.30 no.2D
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    • pp.127-134
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    • 2010
  • Tunnel sections on the highway are different from rest of sections on the highway in terms of velocity, the number of passing cars, and vehicle density which, in particular, affect drivers' behavior before and after drivers pass through the tunnel. However, literature review reveals that former studies are too focused on quantitative indicator to consider qualitative aspects. Therefore, this paper conducts survey questionnaire and IPA (Importance Performance Analysis) to find out qualitative improvements on velocity drop on the tunnel sections. The results show as follows: First, drivers require improvements of tunnel form (length and curved form inside tunnel) which is derived from long distance tunnel. Second, experts primarily ask for amendment of geometric characteristics. With comparison of requirements of both drivers and experts, there are many differences in length of tunnel and form of curved tunnel. This also presents that drivers don't satisfy with both length of tunnel and form of curved tunnel that are provided as a part of highway design factors.

Determination of Not-Permitted Entrance/Exit Section at Curb Areas (단지 내 진출입 불허구간의 적정길이 산정에 관한 연구)

  • Kwon, Sung-Dae;Park, Je-Jin;Ha, Tae-Jun;Ha, Dong-Ik
    • KSCE Journal of Civil and Environmental Engineering Research
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    • v.30 no.4D
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    • pp.369-376
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    • 2010
  • At present, many problems in traffic operation and safety occurs since there is no clear design criteria on designating the not-permitted entrance/exit section at curb areas within complex areas. Even, there is no specific and detailed researches on the not-permitted entrance/exit section by now. This research calculated the proper length of the entrance/exit section at curb areas by dividing the access not-permitted section into the two sections. First, the calculation of the entrance section was done by considering the location of crosswalks, stop line clearance, the queue length of vehicles approaching to second lanes, and marginal distance for safety have been considered. Second, the calculation of the exit section was done by comparing and analyzing the distance between cars of the entrance section according to the investigation point and the distance considering the location of crosswalks, the behavior of exit vehicles and the length of vehicles. In conclusion, by presenting the proper length in consideration of the traffic operation and safety on the access not-permitted section within complex areas, it can be used as a traffic safety improvement alternative and will be contributed in establishing and operating the proper installation criteria for the access not-permitted section within complex areas.

Study on the Expression of Sensory Visualization through AR Display Connection - Focusing on Eye Tracking (AR 디스플레이 연결을 통한 감각시각화에 대한 표현 검토)

  • Ma Xiaoyu
    • The Journal of the Convergence on Culture Technology
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    • v.10 no.2
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    • pp.357-363
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    • 2024
  • As AR display virtual technology enters public learning life extensively, the way in which reality and virtual connection are connected is also changing. The purpose of this paper is to study the expression between the 3D connection sensory information visualization experience and virtual reality enhancement through the visual direction sensory information visualization experience of the plane. It is analyzed by examining the basic setting method compared to the current application of AR display and flat visualization cases. The scope of this paper is to enable users to have a better experience through the relationship with sensory visualization, centering on eye tracking technology in the four categories of AR display connection design: gesture connection, eye tracking, voice connection, and sensor. Focusing on eye tracking technology through AR display interaction and current application and comparative analysis of flat visualization cases, the geometric consistency of visual figures, light and color consistency, combination of multi-sensory interaction methods, rational content display, and smart push presented sensory visualization in virtual reality more realistically and conveniently, providing a simple and convenient sensory visualization experience to the audience.

Development of Optimum Grip System in Developing Design Tensile Strength of GFRP Rebars (GFRP 보강근의 설계 인장강도 발현을 위한 적정 그립시스템 개발)

  • You Young-Chan;Park Ji-Sun;You Young-Jun;Park Young-Hwan;Kim Keung-Hwan
    • Journal of the Korea Concrete Institute
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    • v.17 no.6 s.90
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    • pp.947-953
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    • 2005
  • Previous test results showed that the current ASTM(American Standard for Testing and Materials) grip adapter for GFRP(Glass Fiber Reinforced Polymer) rebar was not fully successful in developing the design tensile strength of GFRP rebars with reasonable accuracy. It is because the current ASTM grip adapter which is composed of a pair of rectangular metal blocks of which inner faces are grooved along the longitudinal direction does not take into account the various geometric characteristics of GFRP rebar such as surface treatment, shape of bar cross section as well as physical characteristics such as poisson effect, elastic modulus in the transverse direction and so on. The objective of this paper is to provide how to proportion the optimum diameter of inner groove in ASTM grip adapter to develop design tensile strength of GFRP rebar. The proportioning of inner groove in ASTM grip adapter is based on the force equilibrium of GFRP rebar between tensile capacity and minimum frictional resistance required along the grip adapter. The frictional resistance of grip adapter is calculated based on the compressive strain compatibility in radial direction induced by the difference between diameter of GFRP rebar and inner groove In ASTM grip. All testing procedures were made according to the CSA S806-02 recommendations. From the preliminary test results on round-type GFRP rebars, it was found that maximum tensile loads acquired under the same testing conditions is highly affected by the diameter of inner groove in ASTM grip adapter. The grip adapter with specific dimension proportioned by proposed method recorded the highest tensile strength among them.

Development of KD- Propeller Series using a New Blade Section (새로운 날개단면을 이용한 KD-프로펠러 씨리즈 개발)

  • J.T. Lee;M.C. Kim;J.W. Ahn;H.C. Kim
    • Journal of the Society of Naval Architects of Korea
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    • v.28 no.2
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    • pp.52-68
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    • 1991
  • A new propeller series is developed using the newly developed blade section(KH18 section) which behaves better cavitation characteristics and higher lift-drag ratio at wide range of angle-of-attack. The pitch and camber distributions are disigned in order to have the same radial and chordwise loading distribution with the selected circumferentially averaged wake input. Since the geometries of the series propeller, such as chord length, thickness, skew and rate distribations, are selected by regression of the recent full scale propeller geometric data, the performance prediction of a propeller at preliminary design stage can be mure realistic. Number of blades of the series propellers is 4 and the expanded blade area ratios are 0.3, 0.45, 0.6 and 0.75. Mean pitch ratios are selected as 0.5, 0.65, 0.8, 0.75 and 1.1 for each expanded area ratio. The new propeller series is composed of 20 propellers and is named as KD(KRISO-DAEWOO) propeller series. Propeller open water tests are performed at the experimental towing tank, and the cavitation observation tests and fluctuating pressure measurements are carried out at the cavitation tunnel of KRISO. $B_{P}-\delta$ curves, which can be used to select the optimum propeller diameter at the preliminary design stage, are derived from a regression analysis of the propeller often water test results. The KD-cavitation chart is derived from the cavitation observation test results by choosing the local maximum lift coefficient and the local cavitation number as parameters. The caviy extent of a propeller can be predicted more accurately by using the KD-cavitation chart at a preliminary design stage, since it is derived from the results of the cavitation observation tests in the selected ship's wake, whereas the existing cavitation charts, such as the Burrill's cavitation chart, are derived from the test results in uniform flow.

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Manganese and Iron Interaction: a Mechanism of Manganese-Induced Parkinsonism

  • Zheng, Wei
    • Proceedings of the Korea Environmental Mutagen Society Conference
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    • 2003.10a
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    • pp.34-63
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    • 2003
  • Occupational and environmental exposure to manganese continue to represent a realistic public health problem in both developed and developing countries. Increased utility of MMT as a replacement for lead in gasoline creates a new source of environmental exposure to manganese. It is, therefore, imperative that further attention be directed at molecular neurotoxicology of manganese. A Need for a more complete understanding of manganese functions both in health and disease, and for a better defined role of manganese in iron metabolism is well substantiated. The in-depth studies in this area should provide novel information on the potential public health risk associated with manganese exposure. It will also explore novel mechanism(s) of manganese-induced neurotoxicity from the angle of Mn-Fe interaction at both systemic and cellular levels. More importantly, the result of these studies will offer clues to the etiology of IPD and its associated abnormal iron and energy metabolism. To achieve these goals, however, a number of outstanding questions remain to be resolved. First, one must understand what species of manganese in the biological matrices plays critical role in the induction of neurotoxicity, Mn(II) or Mn(III)? In our own studies with aconitase, Cpx-I, and Cpx-II, manganese was added to the buffers as the divalent salt, i.e., $MnCl_2$. While it is quite reasonable to suggest that the effect on aconitase and/or Cpx-I activites was associated with the divalent species of manganese, the experimental design does not preclude the possibility that a manganese species of higher oxidation state, such as Mn(III), is required for the induction of these effects. The ionic radius of Mn(III) is 65 ppm, which is similar to the ionic size to Fe(III) (65 ppm at the high spin state) in aconitase (Nieboer and Fletcher, 1996; Sneed et al., 1953). Thus it is plausible that the higher oxidation state of manganese optimally fits into the geometric space of aconitase, serving as the active species in this enzymatic reaction. In the current literature, most of the studies on manganese toxicity have used Mn(II) as $MnCl_2$ rather than Mn(III). The obvious advantage of Mn(II) is its good water solubility, which allows effortless preparation in either in vivo or in vitro investigation, whereas almost all of the Mn(III) salt products on the comparison between two valent manganese species nearly infeasible. Thus a more intimate collaboration with physiochemists to develop a better way to study Mn(III) species in biological matrices is pressingly needed. Second, In spite of the special affinity of manganese for mitochondria and its similar chemical properties to iron, there is a sound reason to postulate that manganese may act as an iron surrogate in certain iron-requiring enzymes. It is, therefore, imperative to design the physiochemical studies to determine whether manganese can indeed exchange with iron in proteins, and to understand how manganese interacts with tertiary structure of proteins. The studies on binding properties (such as affinity constant, dissociation parameter, etc.) of manganese and iron to key enzymes associated with iron and energy regulation would add additional information to our knowledge of Mn-Fe neurotoxicity. Third, manganese exposure, either in vivo or in vitro, promotes cellular overload of iron. It is still unclear, however, how exactly manganese interacts with cellular iron regulatory processes and what is the mechanism underlying this cellular iron overload. As discussed above, the binding of IRP-I to TfR mRNA leads to the expression of TfR, thereby increasing cellular iron uptake. The sequence encoding TfR mRNA, in particular IRE fragments, has been well-documented in literature. It is therefore possible to use molecular technique to elaborate whether manganese cytotoxicity influences the mRNA expression of iron regulatory proteins and how manganese exposure alters the binding activity of IPRs to TfR mRNA. Finally, the current manganese investigation has largely focused on the issues ranging from disposition/toxicity study to the characterization of clinical symptoms. Much less has been done regarding the risk assessment of environmenta/occupational exposure. One of the unsolved, pressing puzzles is the lack of reliable biomarker(s) for manganese-induced neurologic lesions in long-term, low-level exposure situation. Lack of such a diagnostic means renders it impossible to assess the human health risk and long-term social impact associated with potentially elevated manganese in environment. The biochemical interaction between manganese and iron, particularly the ensuing subtle changes of certain relevant proteins, provides the opportunity to identify and develop such a specific biomarker for manganese-induced neuronal damage. By learning the molecular mechanism of cytotoxicity, one will be able to find a better way for prediction and treatment of manganese-initiated neurodegenerative diseases.

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Estimation of the Superelevation Safety Factor Considering Operating Speed at 3-Dimensional Alignment (입체선형의 주행속도를 고려한 편경사 안전율 산정에 관한 연구)

  • Park, Tae-Hoon;Kim, Joong-Hyo;Park, Je-Jin;Park, Ju-Won;Ha, Tae-Jun
    • Journal of Korean Society of Transportation
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    • v.23 no.7 s.85
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    • pp.159-163
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    • 2005
  • The propriety between suppliers and demanders in geometric design is very important. Although the final purpose of constructing roads is to concern about the driver s comfort, unfortunately, it has not been considered so far. We've considered the regularity and quickness in considering driver's comfort but there should be considered the safety for the accident as well. If drivers are appeared to be more speeding than designer's intention, there will be needed some supplements to increase the safety rate for the roads. Even if both an upward and downward section are supposed to exist at the same time for solid geometry of the roads like this, it is true that the recent design for the 3-D solid geometry section has been done as flat 2-D and the minimum plane curve radius and the maximum cant have been decided just by calculating without considering operating speed between an upward and downward section at the same point. In this investigation, thus, I'd like to calculate the safety of the cant by considering the speed features of the solid geometry for the first lane of four lane rural roads. To begin with, we investigated the driving speed of the car, which is not been influenced by a preceding car to analyze the influence of the geometrical structure by using Nc-97. Secondly, we statistically analyzed the driving features of the solid geometry after comparing the 6 sections, that is, measuring the driving speed feature at 12 points and combining the influence of the vertical geometry and plane geometry to the driving speed of the plane curve which was researched before. Finally, we estimated the value of cant which considers the driving speed not by using it which has applied uniformly without considering it properly, though there were some differences between a designed speed and driving speed through the result of the basic statistical analysis but by introducing the new safety rate rule, a notion of ${\alpha}$. As a result of the research, we could see the driving features of the car and suggest the safety rate which considers these. For considering the maximum cant, if we apply the safety rate, the result of this experiment, which considers 3-D solid geometry, there'll be the improvement of the driver's safety for designing roads. In addition, after collecting and analyzing the data for the road sections which have various geometrical structures by expanding this experiment it is considered that there should be developed the models which considers 3-D solid geometry.

DEVELOPMENT OF SAFETY-BASED LEVEL-OF-SERVICE CRITERIA FOR ISOLATED SIGNALIZED INTERSECTIONS (독립신호 교차로에서의 교통안전을 위한 서비스수준 결정방법의 개발)

  • Dr. Tae-Jun Ha
    • Proceedings of the KOR-KST Conference
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    • 1995.02a
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    • pp.3-32
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    • 1995
  • The Highway Capacity Manual specifies procedures for evaluating intersection performance in terms of delay per vehicle. What is lacking in the current methodology is a comparable quantitative procedure for ass~ssing the safety-based level of service provided to motorists. The objective of the research described herein was to develop a computational procedure for evaluating the safety-based level of service of signalized intersections based on the relative hazard of alternative intersection designs and signal timing plans. Conflict opportunity models were developed for those crossing, diverging, and stopping maneuvers which are associated with left-turn and rear-end accidents. Safety¬based level-of-service criteria were then developed based on the distribution of conflict opportunities computed from the developed models. A case study evaluation of the level of service analysis methodology revealed that the developed safety-based criteria were not as sensitive to changes in prevailing traffic, roadway, and signal timing conditions as the traditional delay-based measure. However, the methodology did permit a quantitative assessment of the trade-off between delay reduction and safety improvement. The Highway Capacity Manual (HCM) specifies procedures for evaluating intersection performance in terms of a wide variety of prevailing conditions such as traffic composition, intersection geometry, traffic volumes, and signal timing (1). At the present time, however, performance is only measured in terms of delay per vehicle. This is a parameter which is widely accepted as a meaningful and useful indicator of the efficiency with which an intersection is serving traffic needs. What is lacking in the current methodology is a comparable quantitative procedure for assessing the safety-based level of service provided to motorists. For example, it is well¬known that the change from permissive to protected left-turn phasing can reduce left-turn accident frequency. However, the HCM only permits a quantitative assessment of the impact of this alternative phasing arrangement on vehicle delay. It is left to the engineer or planner to subjectively judge the level of safety benefits, and to evaluate the trade-off between the efficiency and safety consequences of the alternative phasing plans. Numerous examples of other geometric design and signal timing improvements could also be given. At present, the principal methods available to the practitioner for evaluating the relative safety at signalized intersections are: a) the application of engineering judgement, b) accident analyses, and c) traffic conflicts analysis. Reliance on engineering judgement has obvious limitations, especially when placed in the context of the elaborate HCM procedures for calculating delay. Accident analyses generally require some type of before-after comparison, either for the case study intersection or for a large set of similar intersections. In e.ither situation, there are problems associated with compensating for regression-to-the-mean phenomena (2), as well as obtaining an adequate sample size. Research has also pointed to potential bias caused by the way in which exposure to accidents is measured (3, 4). Because of the problems associated with traditional accident analyses, some have promoted the use of tqe traffic conflicts technique (5). However, this procedure also has shortcomings in that it.requires extensive field data collection and trained observers to identify the different types of conflicts occurring in the field. The objective of the research described herein was to develop a computational procedure for evaluating the safety-based level of service of signalized intersections that would be compatible and consistent with that presently found in the HCM for evaluating efficiency-based level of service as measured by delay per vehicle (6). The intent was not to develop a new set of accident prediction models, but to design a methodology to quantitatively predict the relative hazard of alternative intersection designs and signal timing plans.

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A Review on Ultimate Lateral Capacity Prediction of Rigid Drilled Shafts Installed in Sand (사질토에 설치된 강성현장타설말뚝의 극한수평지지력 예측에 관한 재고)

  • Cho Nam Jun;Kulhawy F.H
    • Journal of the Korean Geotechnical Society
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    • v.21 no.2
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    • pp.113-120
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    • 2005
  • An understanding of soil-structure interaction is the key to rational and economical design for laterally loaded drilled shafts. It is very difficult to formulate the ultimate lateral capacity into a general equation because of the inherent soil nonlincarity, nonhomogeneity, and complexity enhanced by the three dimensional and asymmetric nature of the problem though extensive research works on the behavior of deep foundations subjected to lateral loads have been conducted for several decades. This study reviews the four most well known methods (i.e., Reese, Broms, Hansen, and Davidson) among many design methods according to the specific site conditions, the drilled shaft geometric characteristics (D/B ratios), and the loading conditions. And the hyperbolic lateral capacities (H$_h$) interpreted by the hyperbolic transformation of the load-displacement curves obtained from model tests carried out as a part of this research have been compared with the ultimate lateral capacities (Hu) predicted by the four methods. The H$_u$ / H$_h$ ratios from Reese's and Hansen's methods are 0.966 and 1.015, respectively, which shows both the two methods yield results very close to the test results. Whereas the H$_u$ predicted by Davidson's method is larger than H$_h$ by about $30\%$, the C.0.V. of the predicted lateral capacities by Davidson is the smallest among the four. Broms' method, the simplest among the few methods, gives H$_u$ / H$_h$ : 0.896, which estimates the ultimate lateral capacity smaller than the others because some other resisting sources against lateral loading are neglected in this method. But it results in one of the most reliable methods with the smallest S.D. in predicting the ultimate lateral capacity. Conclusively, none of the four can be superior to the others in a sense of the accuracy of predicting the ultimate lateral capacity. Also, regardless of how sophisticated or complicated the calculating procedures are, the reliability in the lateral capacity predictions seems to be a different issue.