• Journal of Institute of Convergence Technology
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• v.3 no.2
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• pp.11-15
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• 2013

These days, the quality of goods is required to improve in the process of manufacturing the semiconductor through the short working hours and clean transportation. The non-contact transport device using magnetic levitation can be a solution in the manufacturing process. The non-contact transport device, using electromagnetic actuation, is the system that can actually transport them by only using attraction force from the electromagnetic source without authentic contact. Moreover, the system using electromagnetic force has a substantial number of benefits ranging from unrestricted design to unlimited expansion. Especially, the price is competitive. The non-contact transport device, using electromagnetic force, has another merits in controlling by giving the same amount of attraction force to ferromagnetic body. By controlling the currents given to coil, the operator is able to decide the direction of the transportation. In order to design the optimal system, we implemented five different things such as the presence of the links below the electromagnetic, the electromagnet changes due to coupling method, the change according to the thickness of the links below electromagnet, due to changes in between electromagnetic distance direction, and the size of the current. Through simulations and the optimum design, it seems to control easily and figure out the exact size of power. It might definitely be the non-contact transport that can sharply reduce tiny scratches and particles in the process of manufacturing the semiconductor.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.7 no.5
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• pp.147-158
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• 2008

Recently, Intelligent Transportation System (ITS) has been actively developed and built since the Transportation System Efficiency Promotion Act was enacted. However, since mutual connection among transportation information systems was not considered, the integration of transportation information services did not occur. Accordingly, the Ministry of Land Transport and Maritime Affairs established and announced the technical standard on ITS. In this study, the conformance testing of the transportation information and communication system interface standard on data exchange between the Transportation Information Center and terminals was researched The test items were categorized as data request tests and data providing tests by analyzing the communication procedures specified in the standard. A detail testing scenario was created for each item. The test assessment was established based on the conformance of data exchange procedures and the accuracy of data packet messages. Under the established technical standard, the number of times that tests should be performed was thought set to 30 and the success rate was set to 95%. The purpose of this study is to help the ITS of Korea perform the integrated management of transportation information by researching methods for conformance testing on the technical standard on ITS.

• Journal of The Geomorphological Association of Korea
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• v.25 no.2
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• pp.15-29
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• 2018

The sediment transport process in a river reflects the process of geomorphological change in the watershed, influencesthe river bed variation and the river channel migration, and is a parametric phenomenon that exhibits a dynamic self-adjusting process. Sediment load is divided into bedload and suspended load depending on the dominant mechanism. Quantitative sediment load is important information for solving river problems. Because it is difficult and time consuming to measure bedload, compared to that ofsuspended load, data on the sediment transport load and the research required for the gravel-bed rivers are insufficient. This study is to analyze the ratio of the bedload to the total sediment load in gravel-bed rivers. The sediment load ratio in gravel-bed rivers increases with the flow rate per unit width, and the rate of the bedload varies more rapidly than the suspended load. The sediment transport efficiency coefficient has been affected by the ratio of the flow depth to the mean diameter of particles and has been dependent on the shear velocity Reynolds number. So $A^{\ast}$ and $B^{\ast}$ are introduced to compensate for the uncertainties such as bed materials, sediment transport, and flow velocity distribution, and the coefficient of bedload ratio has been presented. For the sediment load data in experimental channels and rivers, A* was 3.1. The dominant variables of $B^{\ast}$ were $u_*d_m/{\nu}$ in the gravel-bed and h/dm in the sand-bed. When $B^{\ast}$ the is the same, in the experimental channels the coefficient of bedload ratio was affected by the bed forms, but in the rivers it was of little difference between the gravel-bed and sand-bed.

• International Journal of Computer Science & Network Security
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• v.22 no.6
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• pp.109-114
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• 2022

The article is devoted to analyzing the police influence on road safety formation. The globalization processes confirm the study's relevance, provoking population mobility and the need to increase freight traffic. The study aims to identify the factors that affect road safety and the activities of the police and the EU transport safety units. An empirical analysis using factor analysis, correlation analysis, and general scientific methods of cognition were carried out to achieve the goal. The analysis results found that the number of police officers affects road safety, but not in all countries, which confirms the importance of other factors. Based on the analysis results of the scientific literature, the factors affecting transport safety are legislative regulation, the use of innovative technologies, transport infrastructure, geography, and psycho-physical and emotional drivers factors. It has been proved that the police authorities and units cannot fully ensure transport safety in the European Union because the safety is formed by a complex of actions by the state and road users.

• Journal of Korean Society for Atmospheric Environment
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• v.29 no.5
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• pp.656-667
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• 2013

The non-exhaust coarse, fine, and ultrafine particles were characterized by on-road driving measurements using a mobile sampling system. The on-road driving measurements under constant speed driving revealed that mass concentrations of roadway particles (RWPs) were distributed mainly in a size range of 2~3 ${\mu}m$ and slightly increased with increasing vehicle speed. Under braking conditions, the mode diameters of the particles were generally similar with those obtained under constant speed conditions. However, the PM concentrations emitted during braking condition were significantly higher than those produced under normal driving conditions. Higher number concentrations of ultrafine particles smaller than 70 nm were observed during braking conditions, and the number concentration of particles sampled 90 mm above the pavement was 6 times higher than that obtained 40 mm above the pavement. Under cornering conditions, the number concentrations of RWPs sampled 40 mm above the pavement surface were higher than those sampled 90 mm above the pavement. This might be explained that a nucleation burst of a lot of vapor evaporated from the interaction between the tire and the road pavement under braking conditions continuously occurred by cooling during the transport to the sampling height 90 mm, while, for the case of cornering situations, the ultrafine particle formation was completed before the transport to the sampling height of 40 mm.

• Polymer(Korea)
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• v.27 no.4
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• pp.385-391
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• 2003

Lithium p-［Methoxyoligo(ethyleneoxy)］ benzenesulfonates (LiEOnBS) with different repeating unit of ethylene oxide were synthesized and were used for preparing gel-polymer electrolytes. The conductivities and lithium ion transference number were measured as a function of Li-salt concentration and repeating unit of ethylene oxide of the LiEOnBS. The maximum conductivity of the resulting gel-polymer electrolyte was found to be 4.89${\times}$10$\^$－4/ S/cm (LiEO7.3BS, 0.5 M) at 30$^{\circ}C$. The lithium ion transference number (t$\sub$Li$\sub$＋//) measurement were performed by means of the combination do polarization and ac impedance methods in gel-polymer electrolytes. Lithium ion transference number was measured to be in the range of 0.75∼0.92 for the LiEOnBS containing gel-polymer electrolytes. The maximum t$\sub$Li$\sub$＋// was obtained to be 0.92 for the 0.1 M LiEOnBS containing polymer electrolytes. The synthesized LiEOnBS showed single ion transport like characteristics when n was large than 3.

• Journal of Korean Society of Transportation
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• v.30 no.4
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• pp.61-70
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• 2012

This research explores different non-work trip characteristics between the elderly group (65+) and the working age group (20-64) using heteroscadastic ordered logit model. The analysis is based on travel survey data of Seoul Metropolitan area in 2006. The results show that age induces heteroscadasticity and the model provides a better fit than ordered logit model. The factors increasing the number of non-work trip of the elderly were driver's license and household income. Conversely, the number of non-work trips decreased in those groups that were male, with a job, in aging, and with the number of preschool children. The factors having opposite effects (increased the number of non-work trips in the working age groups and decreased in the elderly group) between the elderly group and working age group were age and job.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.4
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• pp.26-40
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• 2018

The aim of this research is to analyze factors affecting bicycle accidents using the PLS structural equation. Accident types in this study were categorized into total accidents, serious injuries including death, and light injuries which occurred at nationwide Si Gun Gu. It was found that urbanization was the main factor for bicycle accidents through the accident models developed in this study. Population, ratio of economically active population, density of intersections, ratio of urbanized area, commercial and industrial land-uses, number of drive license holders, number of education institutions, number of parks were the main factors causing bicycle accidents. Besides, length of bicycle roads, number of bicycles, and ratio of bicycle as mode choice also increased bicycle accidents.

• Journal of Korean Society for Atmospheric Environment
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• v.16 no.6
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• pp.607-623
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• 2000

Major trends of ozone concentration variations in Korea were investigated by using observation data from around 100 stations for the period of 1991∼1997. In addition, important regulating those variations were inferred. Three measures such as the number of days exceeding 80ppb, the 95th percentile of daily maxima, and the annual average concentration were used for the analysis of multi-scale ozone concentration variations. Three areas in the southwest (Sosan, Mokpo, and Cheju) of which monitoring has been operated since 1995 showed the highest annual average concentrations over; this was noted because of the high annual average in the Yosu area in the early 1990s. Large increases in annual average concentrations were observed along the relatively cleaner areas connecting Kangnung and Kwangju(northeast to southwest), in contrast to polluted areas connecting Seoul and Pusan(northeast to southeast). Both the number of exceedance days and the daily maximum concentration were nearly constant in the Greater Seoul Area in spite of interannual flucturations associated with year-to-year changes in air temperature. Within the Greater Seoul Area, all three measures usually showed the same trend; they decreased in the middle and west and increased in the east and northeast. All three measures including the number of exceedance days increased largely at Sillim where the average concentration was high but no exceedance days were recorded in the early 1999s, Nationwide ozone concentration variations appear to be determined by the competitive influence of long-range transport and local urban emissions, Within the city including the Greater Seoul Area, changes in emission which accompany changes in population and in the number if vehicles ( in the process of urban development) were found to be important components of ozone concentration variations.

• Journal of Korean Society of Water and Wastewater
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• v.34 no.1
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• pp.45-52
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• 2020

Even though sewers have been conventionally designed to prevent from sediment deposition using a specified minimum velocity or shear stress at a particular depth of flow or with a particular frequency of occurrence, it was appreciated that these methods do not consider the characteristics and concentration of the sediment and the specific hydraulic conditions of the sewer with sediment. In this study, a densimetric Froude number formula was suggested considering particle diameter and volumetric concentration of the sediment as well as flow depth and flowrate, based on several domestic field inspections, which was compared with other formulas proposed by previous investigators. When the sediment concentration was not considered, the calibration coefficient of 0.125-1.5 to the densimetric Froude numbers of this study was needed to obtain the similar ones with previous investigators'. For the densimetric Froude number formula obtained with consideration of sediment concentration, the exponent value of term C_v was almost the same as that of previous results and that of d₅₀/R_h was similar for F_r < 2.2.