• Journal of Institute of Control, Robotics and Systems
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• v.7 no.9
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• pp.723-732
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• 2001

In this paper, the neurofuzzy controller of optically guided AGV is proposed to improve the path-tracking performance A differential steered AGV has front-side and rear-side optical sensors, which can identify the guiding path. Due to the discontinuity of measured data in optical sensors, optically guided AGVs break away easily from the guiding path and path-tracking performance is being degraded. Whenever the On/Off signals in the optical sensors are generated discontinuously, the motion errors can be measured and updated. After sensing, the variation of motion errors can be estimated continuously by the dead reckoning method according to left/right wheel angular velocity. We define the estimated contour error as the sum of the measured contour in the sensing error and the estimated variation of contour error after sensing. The neurofuzzy system consists of incorporating fuzzy controller and neural network. The center and width of fuzzy membership functions are adaptively adjusted by back-propagation learning to minimize th estimated contour error. The proposed control system can be compared with the traditional fuzzy control and decision system in their network structure and learning ability. The proposed control strategy is experience through simulated model to check the performance.

• International Journal of Highway Engineering
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• v.18 no.5
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• pp.57-62
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• 2016

PURPOSES : The objective of this study is to evaluate the effect of size and depth of cavities on the pavement failure using the full-scale accelerated pavement testing. METHODS : A full-scale testbed was constructed by installing the artificial cavities at a depth of 0.3 m and 0.7 m from the pavement surface for accelerated pavement testing. The cavities were made of ice with a dimension of 0.5 m*0.5m*0.3m, and the thickness of asphalt and base layer were 0.2 m and 0.3 m, respectively. The ground penetrating radar and endoscope testing were conducted to determine the shape and location of cavities. The falling weight deflectometer testing was also performed on the cavity and intact sections to estimate the difference of structural capacity between the two sections. A wheel loading of 80 kN was applied on the pavement section with a speed of 10 km/h in accelerated pavement testing. The permanent deformation was measured periodically at a given number of repetitions. The correlation between the depth and size of cavities and pavement failure was investigated using the accelerated pavement testing results. RESULTS : It is found from FWD testing that the center deflection of cavity section is 10% greater than that of the intact section, indicating the 25% reduction of modulus in subbase layer due to the occurrence of the cavity. The measured permanent deformation of the intact section is approximately 10 mm at 90,000 load repetitions. However, for a cavity section of 0.7 m depth, a permanent deformation of 30 mm was measured at 90,000 load repetitions, which is three times greater than that of the intact section. At cavity section of 0.3 m, the permanent deformation reached up to approximately 90 mm and an elliptical hole occurred at pavement surface after testing. CONCLUSIONS : This study is aimed at determining the pavement failure mechanism due to the occurrence of cavities under the pavement using accelerated pavement testing. In the future, the accelerated pavement testing will be conducted at a pavement section with different depths and sizes of cavities. Test results will be utilized to establish the criteria of risk in road collapse based on the various conditions.

• Journal of the Korean Society of Costume
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• v.59 no.3
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• pp.109-130
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• 2009

This study examines the rotor characteristics of Guybang culture (women's living in Joseon) relics which the life images and mental world of women in Joseon if expressed to prepare rotor data to be utilized in modern design and information for color identity establishment of Korean women culture. The result of this study is as following: 1. From 176 pieces of relic photos, total of 1380 color chips were extracted. For color analysis, 1368 units (99.1%) of color data excluding achromatic 12 units (0.9%) among 1380 units of colors were used. With the standard of 10 color wheel of Munsell Color System, the result of studying distributions according to frequency, red was the highest by 25.9%, yellow was 21.4% in women's goods in Joseon period which the ratio of red and yellow was 473%. Other than that, GY 14.6%, YR 11.3% and RP 11.1% followed next which is studied that the warm colors that conveys enjoyable and glamorous feelings composed 84.3%; 2. As a result of tone analysis, high value low chroma ltg color showed highest distribution of 20% and d was 12.2%, b was 11.7% and sf was 8.8%. Generally, it showed high frequency in high value cocors such as ltg, sf and b of 40.5%t and in low chroma (ltg) and medium chroma (d, sf) of 41% and colors in bright and calm image was used the most. 3. As a result of analyzing relationship between hue & tone, the ltg tone of Y close to white in traditional color sensibility showed the highest frequency of 9.6% and ltg tone of GY(6.4%), b tone of RP(6.1%), and v(5.4%), b(5.4%), dp(5.3%) of R followed next. 4. As a result of analyzing the characteristics of coloring, it showed that in case of coloring contrasting hues, it is adjusted similar tones and in case of coloring less contrasting hue, the difference in tone is adjusted to be rather large to make harmonized coloring. Moreover, in case of coloring similar hues, the ratio of using same tone and similar tone was large which the coloring of calm image and dynamic image is all used.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.10
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• pp.151-157
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• 2018

Among the various sensors for measuring traffic, PVDF (polyvinylidene fluoride) piezoelectric sensors are used to classify vehicles because they can detect the axle of the vehicle. Piezoelectric sensors are embedded in road pavements and are always exposed to traffic loads and environmental loads. Therefore, the life expectancy is very short, less than 6 years. Traffic control is essential for reinstallation and data collection is interrupted during the failure period. The lifespan will increase if the sensor installation depth is increased. In this study, the sensor signal output was analyzed with a variable depth of sensor installation to verify the possibility of deeper installation. Furthermore, various parameters, such as the weight and speed, were analyzed. The wheel load is applied using APT. As a result, the MSI BL sensor output signal is higher than 100mV when installed at 3cm, which is reliable. If the location of the sensor is deeper in the pavement, the expected lifetime of the sensor is also increased. On the other hand, the MSI cable was found to be less than 100mV at the shallowest depth of 1cm, making it impossible for field applications.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.7
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• pp.275-282
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• 2018

Mountain trams are an environmental-friendly transportation system that run wirelessly on an embedded track constructed on previous mountain roads, and can run despite the frozen road. On the other hand, there is some difficulty on sharp and steep tracks. In this study, after possible technical problems were defined in mountain trams running on a sharp and steep track, the design solutions for the interface structure of bogie and carbody were proposed. In addition, a prototype was made and its performance was tested to verify the solutions. Because the difference in the distance of the inner and outer rails on a sharp curve is severe enough to interrupt running, independent rotating wheels with different angular speeds were developed and applied. To prevent derailment due to the large attack angle and lateral force caused by the previous vehicle of 2bogie-and-1carbody on the sharp curve, a vehicle with 1bogie-and-1carbody was designed and applied. A prototype vehicle of 1bogie-and-1carbody with independent rotating wheels was made to improve the performance during the test running on a small track. A coupler was designed to absorb the large rotations of 3 degrees-of-freedom between the carbodies of a mountain tram running on the steep curved track. After a small scale prototype was made, the performance was verified by a function test.

• Restorative Dentistry and Endodontics
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• v.33 no.6
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• pp.499-506
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• 2008

The purpose of this study was to compare the push-out strength of a fiber post cemented with various resin cements. Newly extracted 36 human mandibular premolars which had single root canal were selected and their crown portions were removed. The root canal was instrumented using $PROTAPER^{TM}$ system and obturated using continuous wave technique. In each root, a 9-mm deep post space was prepared. #2 translucent fiber post (DT Light post, Bisco Inc., Schaumburg, IL, U.S.A.) was cemented using injection technique with Uni-dose needle tip (Bisco) and six different resin cements. The tested resin cements were Duo-Link (Bisco Inc., Schaumburg, IL, U.S.A.), Variolink II (Ivoclar-Vivadent AG, Schann, Liechtenstein), Panavia F (Kuraray Medical Inc., Okayama, Japan), Multilink Automix (Ivoclar-Vivadent AG, Schann, Liechtenstein), RelyX Unicem (3M ESPE Dental Products, St. Paul, MN, U.S.A.), and Maxcem (Kerr Co., CA, U.S.A.). After storage in distilled water for 24 hours, each root was transversally sectioned into approximately 1-mm thick sections. This procedure resulted in 6 serial sections per root. Push-out test wasperformed using a universal testing machine (EZ Test, Shimadzu Co.) with a crosshead speed of 1 mm/min. The data were analyzed with one-way ANOVA and Tukey HSD (p=0.05). The push-out strength of the groups which cemented fiber post with Panavia F and Multilink Automix were lower than those of the other groups. But, there were no statistically significant difference among groups at a probability level of 0.05.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.3
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• pp.306-311
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• 2017

This paper deals with the design optimization of the kinematic characteristics of an automotive suspension system. The kinematic characteristics of the suspension determine the attitude of the wheels, such as the toe and camber, which not only relates to tire wear during driving, but also greatly affects the control of the vehicle and its stability, which corresponds to the motion performance of the vehicle. Therefore, it is very important to determine the characteristics of the suspension mechanism at the initial stage of the design. In this study, a displacement analysis is performed to determine the kinematic properties of the suspension for the McPherson strut suspension. For this purpose, a set of constraint equations for the joints constituting the suspension mechanism was established and a program was developed to solve them. We also used ADS, a design optimization program, to obtain the desired kinematic characteristics of the suspension. As the design variables for optimization, we used the coordinates of the hard points, which are the points of attachment of the suspension to the vehicle body, and are defined as the summation of the toe-in for the up and down movement of the wheel as the objective function. As the constraint functions, the maximum camber angle and minimum roll center height, which are design requirements, are considered. As a result of this study, it was possible to determine the optimal locations of the hard points that satisfy both constraint functions and minimize the change of the toe-in.

• Korean Journal of Cognitive Science
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• v.21 no.1
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• pp.157-175
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• 2010

Understanding dialogue participant's emotion is important as well as decoding the explicit message in human communication. It is well known that non-verbal elements are more suitable for conveying speaker's emotions than verbal elements. Written texts, however, contain a variety of linguistic units that express emotions. This study aims at analyzing components for constructing an emotion ontology, that provides us with numerous applications in Human Language Technology. A majority of the previous work in text-based emotion processing focused on the classification of emotions, the construction of a dictionary describing emotion, and the retrieval of those lexica in texts through keyword spotting and/or syntactic parsing techniques. The retrieved or computed emotions based on that process did not show good results in terms of accuracy. Thus, more sophisticate components analysis is proposed and the linguistic factors are introduced in this study. (1) 5 linguistic types of emotion expressions are differentiated in terms of target (verbal/non-verbal) and the method (expressive/descriptive/iconic). The correlations among them as well as their correlation with the non-verbal expressive type are also determined. This characteristic is expected to guarantees more adaptability to our ontology in multi-modal environments. (2) As emotion-related components, this study proposes 24 emotion types, the 5-scale intensity (-2~+2), and the 3-scale polarity (positive/negative/neutral) which can describe a variety of emotions in more detail and in standardized way. (3) We introduce verbal expression-related components, such as 'experiencer', 'description target', 'description method' and 'linguistic features', which can classify and tag appropriately verbal expressions of emotions. (4) Adopting the linguistic tag sets proposed by ISO and TEI and providing the mapping table between our classification of emotions and Plutchik's, our ontology can be easily employed for multilingual processing.

• Korean Journal of Applied Biomechanics
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• v.18 no.4
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• pp.171-177
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• 2008

This work intends to investigate the effects of pedaling directions on the muscle actions during the bicycle's uphill propulsion. A test rig was developed that consists of a bicyle with a special planetary geartrain, a height-adjustable treadmill, a rear-wheel support and a magnetic brake. A three-dimensional motion analysis was performed for measuring kinematic characteristics of the forward backward pedaling and the electromygraphy(EMG) measurements were simultaneously performed for estimating the muscle actions of the leg. In this work, four muscles are considered including Gastrocnemius muscle(GM), Vastus lateralis(VL), Tibialis anterior(TA) and Soleus(SOL) while the uphill slope is varied from $0^{\circ}$ to $6^{\circ}$. Raw EMG signals were first processed through the root-mean-square(RMS) averaging and then ensemble curves were derived by averaging the EMG RMS envelopes over 50 consecutive cycles. Results show that both the kinemactic characteristics and the muscle actions are significantly affected by the pedaling direction. The crank speed of the forward pedaling is higher but the difference in speed is reduced as the slope is increased. The ensemble curves of the :ac signals clearly exhibit some differences in their patterns, peak values and the corresponding locations with respect to the crank angle. The peak values of most EMG signals are higher for the forward pedaling regardless of the slope magnitude. However, the averages of the EMG signals are not observed to have a similar relationship with the pedaling direction, which seems to be affected by several factors such as less experience of the participants' backward pedaling. inappropriate bicycle design for the backward pedaling. These limitations will be further considered in future work.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.8
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• pp.582-594
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• 2016

Most studies on hybrid buses are on large-sized buses and not mid-sized low-floor buses. This study uses MATLAB simulation to evaluate the fuel efficiency of such buses powered by diesel. Based on the results, a hybrid electric vehicle system is recommended for the best combination of power and gear ratio. A parallel hybrid system was selected for the hybridization, which transmits front and rear wheel power independently. The necessary power to satisfy the target performance was calculated, and the applicable capacity area was designed. Dynamic programing was used to create and optimize a component sizing algorithm, which was used to scale the capacity of each component of the power source to satisfy the design criteria. The fuel efficiency rate, optimum power source capacity, and gear ratio can be improved by converting a conventional bus into a parallel hybrid bus.