Development of KD-Propeller Series Using a New Blade Section
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- Selected Papers of The Society of Naval Architects of Korea
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- 제1권1호
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- pp.76-90
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- 1993
A new propeller series is developed using the newly developed blade section (KH 18 section) which has better cavitation characteristics and higher lift-drag ratio at wade angle-of-attack range than a conventional section. The radial patch distribution of the new series propellers is variable stance they were designed adaptively to a typical wake distribution. Basic geometric particulars of the series propellers. such as chord length, thickness, skew and rake distributions, are determined on the basis of recent full scale propeller geometric data. The series is developed for propellers having 4 blades, and blade area ratios of 0.3, 0.45, 0.6 and 0.75. Mean pitch ratios are varied as 0.5, 0.6, 0.7, 0.95 and 1.1 for each blade area ratio. The new propeller series consists of 20 propellers and is named as the KD(KRISO-DAEWOO)-propeller series. Propeller open-water tests are performed at the towing tank, and cavitation observation tests and fluctuating pressure tests are carried out at the cavitation tunnel of KRISO.
본 논문에서는 얼굴 표정인식을 위한 새로운 지역 미세 패턴 기술 방법인 Signed Local Directional Pattern(SLDP)을 제안한다. SLDP는 얼굴 영상의 텍스쳐 정보를 표현하기 위해 에지 정보를 이용한다. 이는 기존의 방법들에 비해 뛰어난 구별 성능과 효율적인 코드 생성을 가능하게 한다. SLDP는 마스크 범위 이웃 화소들을 이용하여 에지 반응 값을 계산하고 이들 중 부호를 고려하여 에지 반응 값이 큰 에지 방향 정보를 가지고 만들어진다. 이는 기존 LDP에서 구별하지 못하던 비슷한 에지구조에 밝기 값이 반대인 지역 패턴을 구별할 수 있다. 본 논문에서는 얼굴 표정인식을 위해 얼굴 영상을 여러 영역으로 분할하고 각 영역으로부터 SLDP코드의 분포를 계산한다. 각 분포는 얼굴의 지역적인 특징을 나타내고 이들 특징을 연결해서 얼굴 전체를 나타내는 얼굴 특징 벡터를 생성한다. 본 논문에서는 생성된 얼굴 특징 벡터와 SVM(Support Vector Machine)을 이용해서 Cohn-Kanade 데이터베이스와 JAFFE데이터베이스에서 얼굴 표정인식을 수행했다. SLDP는 표정인식에서 기존 방법들보다 뛰어난 결과를 보여주었다.
Studying the spatial distribution in coherent fields such as turbulence and turbulence-induced force is important to model and evaluate turbulence-induced forces and response of structures in the turbulent flows. Turbulence field-based coherence function is commonly used for the spatial distribution characteristic of the turbulence-induced forces in the frequency domain so far. This paper will focus to study spectral coherent structure of the turbulence and induced forces in not only the frequency domain using conventional Fourier transform-based coherence, but also temporo-spectral coherence one in the time-frequency plane thanks to wavelet transform-based coherence for better understanding of the turbulence and force coherences and their spatial distributions. Effects of spanwise separations, bluff body flow, flow conditions and Karman vortex on coherent structures of the turbulence and induced pressure, comparison between turbulence and pressure coherences as well as intermittency of the coherent structure in the time-frequency plane will be investigated here. Some new findings are that not only the force coherence is higher than the turbulence coherence, the coherences of turbulence and forces depend on the spanwise separation as previous studies, but also the coherent structures of turbulence and forces relate to the ongoing turbulence flow and bluff body flow, moreover, intermittency in the time domain and low spectral band is considered as the nature of the coherent structure. Simultaneous measurements of the surface pressure and turbulence have been carried out on some typical rectangular cylinders with slenderness ratios B/D=1 (without and with splitter plate) and B/D=5 under the artificial turbulent flows in the wind tunnel.
In this study, an effective load increment method for multi modal adaptive non-linear static (pushover) analysis (NSA) for building type structures is presented. In the method, lumped plastisicity approach is adopted and geometrical non-linearties (second-order effects) are included. Non-linear yield conditions of column elements and geometrical non-linearity effects between successive plastic sections are linearized. Thus, load increment needed for formation of plastic sections can be determined directly (without applying iteration or step-by-step techniques) by using linearized yield conditions. After formation of each plastic section, the higher mode effects are considered by utilizing the essentials of traditional response spectrum analysis at linearized regions between plastic sections. Changing dynamic properties due to plastification in the system are used on the calculation of modal lateral loads. Thus, the effects of stiffness changes and local mechanism at the system on lateral load distribution are included. By using the proposed method, solution can be obtained effectively for multi-mode whereby the properties change due to plastifications in the system. In the study, a new procedure for determination of modal lateral loads is also proposed. In order to evaluate the proposed method, a 20 story RC frame building is analyzed and compared with Non-linear Dynamic Analysis (NDA) results and FEMA 356 Non-linear Static Analysis (NSA) procedures using fixed loads distributions (first mode, SRSS and uniform distribution) in terms of different parameters. Second-order effects on response quantities and periods are also investigated. When the NDA results are taken as reference, it is seen that proposed method yield generally better results than all FEMA 356 procedures for all investigated response quantities.
불확실성이 큰 해안환경을 효과적으로 고려할 수 있는 확률설계의 필요성이 요구되고 있다. 하지만 결정론적 설계법에 익숙한 설계자는 기존 방법과 유사하면서 확률적 개념이 도입된 설계법을 원한다. 따라서 국내외적으로 부분안전계수 설계법이 새로운 설계법으로 채택되고 있다. 국내에서는 경사식 방파제의 피복재로 Tetrapod가 널리 사용된다. 미국과 유럽에서 개발된 부분안전계수 설계법이 Tetrapod를 포함하고는 있지만 제한된 파랑 및 구조물 단면 조건에서 개발되었기 때문에 실제 설계에 사용하기에는 미흡한 부분이 있다. 본 연구에서는 무역항 16곳과 연안항 15곳의 116개 단면 및 파랑조건에서 FORM과 최적화 보정 기법을 사용하여 Tetrapod 피복블록의 부분안전계수를 산정하였다. 특히, Weibull 극치파고 분포의 형상 모수에 따른 부분안전계수를 제안하였다. 그 외 극치분포 형태에 대해서는 왜곡도와 형상 모수의 관계를 통해 본 연구의 부분안전계수를 적용할 수 있다. 마지막으로 제안된 부분안전계수를 기존 구조물에 적용하여 목표수준을 잘 만족하는지 확인하였고 기존에 개발된 부분안전계수보다 적용성과 실효성이 우수함을 보였다.
큰 병변에 대한 기존 감마나이프 방사선수술은 종종 체적 또는 선량 분할 단계들로 수행된다. 체적 분할의 경우, 병변은 처방된 선량 하에서 하루 또는 이틀, 3 ~ 6개월로 분할된 다중 세션에서 조사되는 하위 체적들로 분할되곤 한다. 치료의 전체 과정 동안, 이전 단계의 치료 정보는 세션 사이의 좌표 변환을 통해 새로 장착된 정위 프레임 상의 후속 세션에 반영될 필요가 있다. 그러나 동일한 정위 공간을 제외하고 기존 감마나이프 시스템으로는 이전 선량 분포를 구현하는 것은 실제로 어렵다. 최신 감마나이프 플랫폼을 사용하여 다단계 치료를 수행할 수 있기 때문에 치료 영역이 확장되고 있다. 이 연구의 목적은 정위적 공간에 기초한 영상 정합과 새로운 감마나이프 플랫폼을 사용하여 각 단계에서 처방 선량 결정과 같은 다단계 감마나이프 방사선수술 전략을 소개하는 것이다. 일반적으로 영상 정합에서 수술적으로 내장된 기준점 또는 내부 해부학적 랜드마크들이 변환 관계를 결정하는데 사용된다. 저자는 내부 해부학적 랜드마크들을 사용하는 예로서 4개 또는 6개의 해부학적 랜드마크를 사용하는 다중 세션 간의 좌표 변환 정확도를 비교하였다. 측정된 좌표들과 계산된 좌표들 사이의 불일치를 최소화하기 위해서 PseudoInverse 또는 Singular Value Decomposition을 사용하여 두 정위 공간 사이의 변환 행렬이 결정되었다. 변환 정확도를 평가하기 위해 측정된 좌표와 변환된 좌표들 사이의 차이, 즉
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70
Polycarbonate/Acrylonitrile-Butadiene-Styrene(PC/ABS) 블렌드의 분해효과를 조사하기 위해 고전단 압출 성형기의 스크류 회전속도와 전단시간의 함수로 PC/ABS의 물성변화에 영향을 미치는 산화방지제의 효과를 연구하였다. 인산계 산화방지제로 Tris-(2,4-di-tert-butyl-phenyl phosphate) (이후 A1로 명명) and Bis(2,4-dicumylphenyl) pentaerythritol diphosphite(이후 A3로 명명)가 사용되었고, 페놀계 산화방지제는 Octadecyl 3-(3,5-di-tert-butyl-4-hydroxyphenyl) propionate(이후 A2로 명명)가 사용되었다. 열적 물성은 TGA를 통해 측정되었고 고속 전단 가공 후 크게 감소하였다. 산화방지제 A3가 포함된 PC/ABS 블렌드는 다른 산화방지제에 비해 스트레스로 유발된 degradation과, 열적 degradation이 지연되었다. 고속 전단 가공 후 UTM을 사용한 기계적 물성 또한 산화방지제 종류에 따라 각각 감소하였고, 특히, 신율의 경우 크게 감소하는 거동이 나타난 것에 비해 인장강도의 변화는 매우 적었다. 스크류 회전속도 1000 rpm, 전단부하 시간 20초 조건에서의 신율로 예를 들면, 고속 전단 가공하기 전 신율인 148%에서 A1은 91.6%, A2는 63%, A3은 131%로 감소하였다. 형태학적 물성을 알기 위해 SEM을 사용하여 PC/ABS의 분산상을 조사하였고, 스크류 회전속도와 하중이 작용한 기간이 증가함에 따라 그 크기 분포가 감소하였다. 따라서, 세 종류 산화방지제 모두 고속 전단 가공에서 스트레스로 유발되는 PC/ABS 블렌드의 degradation을 억제하고, 그 효과는 A3가 가장 뛰어난 것을 확인하였다.
The objective of this research is to test the feasibility of developing a statewide truck traffic forecasting methodology for Wisconsin by using Origin-Destination surveys, traffic counts, classification counts, and other data that are routinely collected by the Wisconsin Department of Transportation (WisDOT). Development of a feasible model will permit estimation of future truck traffic for every major link in the network. This will provide the basis for improved estimation of future pavement deterioration. Pavement damage rises exponentially as axle weight increases, and trucks are responsible for most of the traffic-induced damage to pavement. Consequently, forecasts of truck traffic are critical to pavement management systems. The pavement Management Decision Supporting System (PMDSS) prepared by WisDOT in May 1990 combines pavement inventory and performance data with a knowledge base consisting of rules for evaluation, problem identification and rehabilitation recommendation. Without a r.easonable truck traffic forecasting methodology, PMDSS is not able to project pavement performance trends in order to make assessment and recommendations in the future years. However, none of WisDOT's existing forecasting methodologies has been designed specifically for predicting truck movements on a statewide highway network. For this research, the Origin-Destination survey data avaiiable from WisDOT, including two stateline areas, one county, and five cities, are analyzed and the zone-to'||'&'||'not;zone truck trip tables are developed. The resulting Origin-Destination Trip Length Frequency (00 TLF) distributions by trip type are applied to the Gravity Model (GM) for comparison with comparable TLFs from the GM. The gravity model is calibrated to obtain friction factor curves for the three trip types, Internal-Internal (I-I), Internal-External (I-E), and External-External (E-E). ~oth "macro-scale" calibration and "micro-scale" calibration are performed. The comparison of the statewide GM TLF with the 00 TLF for the macro-scale calibration does not provide suitable results because the available 00 survey data do not represent an unbiased sample of statewide truck trips. For the "micro-scale" calibration, "partial" GM trip tables that correspond to the 00 survey trip tables are extracted from the full statewide GM trip table. These "partial" GM trip tables are then merged and a partial GM TLF is created. The GM friction factor curves are adjusted until the partial GM TLF matches the 00 TLF. Three friction factor curves, one for each trip type, resulting from the micro-scale calibration produce a reasonable GM truck trip model. A key methodological issue for GM. calibration involves the use of multiple friction factor curves versus a single friction factor curve for each trip type in order to estimate truck trips with reasonable accuracy. A single friction factor curve for each of the three trip types was found to reproduce the 00 TLFs from the calibration data base. Given the very limited trip generation data available for this research, additional refinement of the gravity model using multiple mction factor curves for each trip type was not warranted. In the traditional urban transportation planning studies, the zonal trip productions and attractions and region-wide OD TLFs are available. However, for this research, the information available for the development .of the GM model is limited to Ground Counts (GC) and a limited set ofOD TLFs. The GM is calibrated using the limited OD data, but the OD data are not adequate to obtain good estimates of truck trip productions and attractions .. Consequently, zonal productions and attractions are estimated using zonal population as a first approximation. Then, Selected Link based (SELINK) analyses are used to adjust the productions and attractions and possibly recalibrate the GM. The SELINK adjustment process involves identifying the origins and destinations of all truck trips that are assigned to a specified "selected link" as the result of a standard traffic assignment. A link adjustment factor is computed as the ratio of the actual volume for the link (ground count) to the total assigned volume. This link adjustment factor is then applied to all of the origin and destination zones of the trips using that "selected link". Selected link based analyses are conducted by using both 16 selected links and 32 selected links. The result of SELINK analysis by u~ing 32 selected links provides the least %RMSE in the screenline volume analysis. In addition, the stability of the GM truck estimating model is preserved by using 32 selected links with three SELINK adjustments, that is, the GM remains calibrated despite substantial changes in the input productions and attractions. The coverage of zones provided by 32 selected links is satisfactory. Increasing the number of repetitions beyond four is not reasonable because the stability of GM model in reproducing the OD TLF reaches its limits. The total volume of truck traffic captured by 32 selected links is 107% of total trip productions. But more importantly, ~ELINK adjustment factors for all of the zones can be computed. Evaluation of the travel demand model resulting from the SELINK adjustments is conducted by using screenline volume analysis, functional class and route specific volume analysis, area specific volume analysis, production and attraction analysis, and Vehicle Miles of Travel (VMT) analysis. Screenline volume analysis by using four screenlines with 28 check points are used for evaluation of the adequacy of the overall model. The total trucks crossing the screenlines are compared to the ground count totals. L V/GC ratios of 0.958 by using 32 selected links and 1.001 by using 16 selected links are obtained. The %RM:SE for the four screenlines is inversely proportional to the average ground count totals by screenline .. The magnitude of %RM:SE for the four screenlines resulting from the fourth and last GM run by using 32 and 16 selected links is 22% and 31 % respectively. These results are similar to the overall %RMSE achieved for the 32 and 16 selected links themselves of 19% and 33% respectively. This implies that the SELINICanalysis results are reasonable for all sections of the state.Functional class and route specific volume analysis is possible by using the available 154 classification count check points. The truck traffic crossing the Interstate highways (ISH) with 37 check points, the US highways (USH) with 50 check points, and the State highways (STH) with 67 check points is compared to the actual ground count totals. The magnitude of the overall link volume to ground count ratio by route does not provide any specific pattern of over or underestimate. However, the %R11SE for the ISH shows the least value while that for the STH shows the largest value. This pattern is consistent with the screenline analysis and the overall relationship between %RMSE and ground count volume groups. Area specific volume analysis provides another broad statewide measure of the performance of the overall model. The truck traffic in the North area with 26 check points, the West area with 36 check points, the East area with 29 check points, and the South area with 64 check points are compared to the actual ground count totals. The four areas show similar results. No specific patterns in the L V/GC ratio by area are found. In addition, the %RMSE is computed for each of the four areas. The %RMSEs for the North, West, East, and South areas are 92%, 49%, 27%, and 35% respectively, whereas, the average ground counts are 481, 1383, 1532, and 3154 respectively. As for the screenline and volume range analyses, the %RMSE is inversely related to average link volume. 'The SELINK adjustments of productions and attractions resulted in a very substantial reduction in the total in-state zonal productions and attractions. The initial in-state zonal trip generation model can now be revised with a new trip production's trip rate (total adjusted productions/total population) and a new trip attraction's trip rate. Revised zonal production and attraction adjustment factors can then be developed that only reflect the impact of the SELINK adjustments that cause mcreases or , decreases from the revised zonal estimate of productions and attractions. Analysis of the revised production adjustment factors is conducted by plotting the factors on the state map. The east area of the state including the counties of Brown, Outagamie, Shawano, Wmnebago, Fond du Lac, Marathon shows comparatively large values of the revised adjustment factors. Overall, both small and large values of the revised adjustment factors are scattered around Wisconsin. This suggests that more independent variables beyond just 226; population are needed for the development of the heavy truck trip generation model. More independent variables including zonal employment data (office employees and manufacturing employees) by industry type, zonal private trucks 226; owned and zonal income data which are not available currently should be considered. A plot of frequency distribution of the in-state zones as a function of the revised production and attraction adjustment factors shows the overall " adjustment resulting from the SELINK analysis process. Overall, the revised SELINK adjustments show that the productions for many zones are reduced by, a factor of 0.5 to 0.8 while the productions for ~ relatively few zones are increased by factors from 1.1 to 4 with most of the factors in the 3.0 range. No obvious explanation for the frequency distribution could be found. The revised SELINK adjustments overall appear to be reasonable. The heavy truck VMT analysis is conducted by comparing the 1990 heavy truck VMT that is forecasted by the GM truck forecasting model, 2.975 billions, with the WisDOT computed data. This gives an estimate that is 18.3% less than the WisDOT computation of 3.642 billions of VMT. The WisDOT estimates are based on the sampling the link volumes for USH, 8TH, and CTH. This implies potential error in sampling the average link volume. The WisDOT estimate of heavy truck VMT cannot be tabulated by the three trip types, I-I, I-E ('||'&'||'pound;-I), and E-E. In contrast, the GM forecasting model shows that the proportion ofE-E VMT out of total VMT is 21.24%. In addition, tabulation of heavy truck VMT by route functional class shows that the proportion of truck traffic traversing the freeways and expressways is 76.5%. Only 14.1% of total freeway truck traffic is I-I trips, while 80% of total collector truck traffic is I-I trips. This implies that freeways are traversed mainly by I-E and E-E truck traffic while collectors are used mainly by I-I truck traffic. Other tabulations such as average heavy truck speed by trip type, average travel distance by trip type and the VMT distribution by trip type, route functional class and travel speed are useful information for highway planners to understand the characteristics of statewide heavy truck trip patternS. Heavy truck volumes for the target year 2010 are forecasted by using the GM truck forecasting model. Four scenarios are used. Fo~ better forecasting, ground count- based segment adjustment factors are developed and applied. ISH 90 '||'&'||' 94 and USH 41 are used as example routes. The forecasting results by using the ground count-based segment adjustment factors are satisfactory for long range planning purposes, but additional ground counts would be useful for USH 41. Sensitivity analysis provides estimates of the impacts of the alternative growth rates including information about changes in the trip types using key routes. The network'||'&'||'not;based GMcan easily model scenarios with different rates of growth in rural versus . . urban areas, small versus large cities, and in-state zones versus external stations. cities, and in-state zones versus external stations.