• 한국콘크리트학회:학술대회논문집
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• 한국콘크리트학회 2006년도 춘계 학술발표회 논문집(II)
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• pp.129-132
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• 2006

This paper is to investigate passing performance of high performance concrete between reinforcing bar depending on maximum size of coarse aggregates. Increase in maximum size of coarse results in decrease in water demand and sand to aggregate to secure target slump flow. The larger the maximum size of coarse aggregates is, the denser the space between reinforcing bar is, the amount of concrete passed through the reinforcing bar cage shows to decrease. HPC has favorable passing performance, regardless of aggregate size, when only vertical reinforcing bar is arranged. Whereas, when vertical and horizontal reinforcing bar is arranged at the same time, proper space between reinforcing bar is considered larger than 32mm in case of using 20mm coarse aggregate, 38mm in case of using 25mm aggregate. The increase in maximum size of coarse aggregate leads to increase compressive strength slightly. Length change shows to be decreased with the increase in maximum size of coarse aggregate.

• 대한기계학회논문집B
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• 제25권6호
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• pp.776-785
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• 2001

Hot-wire measurements are performed in boundary layers developing on a NACA0012 airfoil over which wakes pass periodically. The Reynolds number based on chord length of the airfoil is 2$\times$10(sup)5 and the wakes are generated by circular cylinders rotating clockwise and counterclockwise around the airfoil. This paper and its companion Part II describe the phenomena of wake-induced transition of the boundary layers on the airfoil using measured data; phase-and time-averaged streamwise mean velocities, turbulent fluctuations, integral parameters and wall skin frictions. This paper describes the background and facility together with results of time-averaged quantities. Due to the passing wake with mean velocity defects and high turbulence intensities, the laminar boundary layer is periodically disturbed at the upstream station and becomes steady-state transitional boundary layer at the downstream station. The velocity defect in the passing wake changes the local pressure at the leading of the airfoil, significantly affects the time-mean pressure distribution on the airfoil and eventually, has influence on the transition process of the boundary layer.

• 한국지능시스템학회:학술대회논문집
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• 한국지능시스템학회 2008년도 춘계학술대회 학술발표회 논문집
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• pp.276-285
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• 2008

교통량조사 방법은 루프검지기와 피에조센서를 주로많이 사용하여 차량의 숫자만을 파악하여 교통주기를 계산하는 방법을 사용하나 교통량을 파악하는 방법은 단순한 교통량에담 국한되는것이 아니라 다중교통특성인 진입로의 길이, 도로의 폭. 보행자의 수, 통과차량수. 지체자량수등 관련되는 교통대안을 총 망라하여 새로운 교통량인 혼잡도라는 개념을 대표대안으로 선정하면 바로 교통주기에 적용할수 있다. 본 논문에서는 서로 관련성이 없는 교통대안들을 AHP 방법을 사용하여 교통주기 계산에 즉시 사용할수 있는 공통 분모인 새로운 교통대안을 찾아내는 알고리즘을 개발하고 이를 새로운 교통량 개념인 혼잡도라는 교통량을 찾아내는 퍼지센서알고리즘을 구성하는데 적용한다. 시뮬레이션을 통해 타 교통제어방법과 비교하여 지체차량시간이 줄어듬을 보여준다.

• Structural Engineering and Mechanics
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• 제55권1호
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• pp.111-135
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• 2015

Bridge behavior under passing traffic loads has been studied for the past 50 years. This paper presents how to model congestion on bridges and how the maximum dynamic stress of bridges change during the passing of moving vehicles. Most current research is based on mid-span dynamic effects due to traffic load and most bridge codes define a factor called the dynamic load allowance (DLA), which is applied to the maximum static moment under static loading. This paper presents an algorithm to solve the governing equation of the bridge as well as the equations of motions of two real European trucks with different speeds, simultaneously. It will be shown, considering congestion in eight case studies, the maximum dynamic stress and how far from the mid-span it occurs during the passing of one or two trucks with different speeds. The congestion effect on the maximum dynamic stress of bridges can make a significant difference in the magnitude. By finite difference method, it will be shown that where vehicle speeds are considerably higher, for example in the case of railway bridges which have more than one railway line or in the case of multiple lane highway bridges where congestion is probable, current designing codes may predict dynamic stresses lower than actual stresses; therefore, the consequences of a full length analysis must be used to design safe bridges.

• 한국전기전자재료학회논문지
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• 제18권11호
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• pp.1048-1055
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• 2005

The formula to calculate a variation of optical path length of single crystal by the electric field was derived by this study. The formula was applied to $Bi_{12}SiO_{20}$ single crystal. The results are as follows. In case of the applied electric field in the body diagonal direction and the passing light along the same direction, the variation of optical path length had the largest value. The symmetry of the space distribution of optical path length satisfied $E3C_2\;8C_3$, the set of elements of the symmetry of $Bi_{12}SiO_{20}$ single crystal. The property which gave the largest influence to the variation of optical path length is the strain of length by the Inverse piezoelectric effect. The second influence, is the variation of the refractive index by the electro-optic effect. The variation of optical path length by the inverse piezoelectric effect and by the electro-optic effect have a reverse sign each other.

• 대한방사선치료학회지
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• 제29권2호
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• pp.53-64
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• 2017

목 적: 표적의 길이가 긴(length) 환자의 용적회전변조 방사선치료(V-MAT) 시 회전방향 오차의 크기에 따른 선량차이 경향을 $HexaPOD^{TM}$ evo RT system(6DoF couch)을 통해 알아보고 그 유용성을 평가하고자 하며, 이에 따른 회전오차 보정의 필요성을 제안하고자 한다. 대상 및 방법: 본원에서 치료를 받은 Esophagus cancer와 SCL을 포함한 Breast cancer 환자 중 HexaPOD 6DoF(Six-Degree of Freedom) couch를 사용한 10명을 대상으로 하였다. 6DoF couch를 이용하여 Rx(pitch), Ry(roll), Rz(yaw) 방향의 회전오차의 적용여부에 따른 선량차이를 알아보기 위하여 x, y, z축에 대한 자세오차를 확인하고, 자세 회전오차 값을 6DoF couch에 부여 임의의 오차를 발생시켜 변형된 선량계측 품질보증(Delivery Quality Assurance, DQA)을 시행, 점 선량과 감마값을 비교 분석하였다. 추가적으로 3cm의 직경에 5, 10, 15, 20 cm의 길이를 가진 각각의 표적의 치료계획에 회전오차의 크기를 $1^{\circ}$ 간격으로 적용한 후, 표적의 길이와 회전오차의 종류 및 크기에 따른 감마통과율의 변화양상을 확인했다. 결 과: 자세 회전오차가 적용된 경우의 점 선량과 감마통과율의 평균오차는 각각 Rx 방향에서 $2.50{\pm}1.11%$, $84.1{\pm}7.39%$, Ry 방향에서 $2.36{\pm}1.16%$, $81.0{\pm}8.49%$, Rz 방향에서 $2.35{\pm}1.10%$, $84.4{\pm}6.99%$를 나타냈다. 또한, 표적의 길이와 회전오차의 종류 및 크기에 따른 감마통과율 분석 결과 Ry 방향을 제외한 Rx와 Rz 방향에서 회전오차가 커질수록 감마통과율은 전반적으로 감소하는 경향을 보였으며, 특히 10 cm의 표적, Rz 방향으로 $2.5^{\circ}$ 회전오차가 부여된 경우에서 가장 낮은 감마통과율인 74.2 %를 나타냈다. 결 론: 표적의 길이가 긴 치료부위의 용적회전변조 방사선치료 시 회전오차의 보정은 필요하며, 6DoF couch의 사용은 환자자세의 재현성과 치료의 질적 효율을 높일 것으로 사료된다.

• 전자공학회논문지B
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• 제33B권7호
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• pp.11-20
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• 1996

In this paper, the performance of the IeEE 802.4 token-passing is analyzed under the assumption that all nodes have finite buffers and finite THT (token tolding time). The loads generated at nodes are assumed to be asymmetric. The priority mechanism is not considered. This paper derives an approximate matrix equation of the queue length distributin in terms of the number of nodes, frame arrival rate and mean service time of a frame in steady state. Based on the matrix equation, the mean token rotation time, the mean waiting time and the blocking probability are derived analytically. the analytic results are compared with simulation results in order to show that the deviations are small.

• 산업기술연구
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• 제19권
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• pp.313-320
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• 1999

Steel railway bridge gets vibration from moving load ; additionally, this kind of moving load is going to be a sufficient reason, which causes fatigue damage to steel railway bridge. Fatigue damage and stress curve were raised by moving load depends on span length in steel railway bridge. In other words, stress curve appears index regarding every axial load in short span, but self weight lets stress curve's change decrease in proportion to increasing span length. Thereby, we have studied that how the steel railway bridge appear fatigue damage in proportion to span length of steel railway bridge. Dynamic strain was measured in 4 steel plate-girder railway bridge during the trains was passing, which is located on the line of Kyoung-chun railway. And time history response analysis has been done in order to ensure actual survey. The results of this study show the decreased of the fatigue damage in steel railway bridge according to length of span. This paper ends is bases research of fatigue design in steel railway bridges according to span length.

• 한국지능시스템학회:학술대회논문집
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• 한국퍼지및지능시스템학회 1998년도 The Third Asian Fuzzy Systems Symposium
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• pp.596-700
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• 1998

Nowadays, with increasing many vehicles on restricted roads, the conventional traffic light creates prove startup-delaytime and end-lag-time. The conventional traffic light loses the function of optimal cycle. And so, 30∼45% of conventional traffic cycle is not matched to the present traffic cycle. In this paper proposes electrosensitive traffic light using fuzzy look up table method which will reduce the average vehicle waiting time and improve average vehicle speed. Computer simulation results prove that reducing the average vehicle waiting time which proposed considering passing vehicle length for optimal traffic cycle is better than fixed signal method which doesn't consider vehicle length.

• 전자공학회논문지C
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• 제34C권8호
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• pp.88-100
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• 1997

This paper proposes a new concept for an optimal traffic signal cycle method which will reduce the average vehicle waiting time and improve average vehicle speed. Electro sensitive traffic system can extend the traffic cycle when there ar emany vehicles in the road or it can reduce the traffic consider vehicle length, so it can cause oveflow and reduce average vechicel waiting time at the intersection, we propose on optimal traffic cycle with fuzzy ruels and neural network. Computer simulation results prove that reducing the average vehicle waiting time which proposed considering passing vehicle's length for the optimal traffic cycle better than fixe dsignal method dosen't consider vehicle length.