• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.23 no.5
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• pp.338-354
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• 2024

With the development of cooperative driving technology, automated driving systems can share dynamic state and intention information in real-time. Accordingly, it has become possible to develop a model that comprehensively represents the influence of multiple vehicles by integrating the shared information to obtain the dynamic state information of all vehicles on the road in real time. This study developed a risk field model that can explain interactions between vehicles in real-time information of vehicles when calculating in an edge RSU in an infrastructure-centered cooperative driving environment to be used to assess the risk of a specific point of an autonomous vehicle and create a safe local route. The model showed that the range of risk influences increased as the velocity increased, the bias changed depending on the direction of acceleration, and caculating time decreases.

• Journal of Korean Tunnelling and Underground Space Association
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• v.7 no.2
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• pp.153-163
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• 2005

This paper presents two case studies for tunnelling in Bangkok: a subway tunnel site and a flood diversion tunnel site. The first case study is related to ground displacement response for dual tunnel Bangkok MRT subway. The MRT subway project of Bangkok city consists of dual tunnels about 20 km long with 18 subway stations. The tunnels are seated in the firm first stiff silty clay layer between 15-22 m in depth below ground surface. The behavior of ground deformation response based on instrumentation is presented. The back analysis based on plain strain FEM analysis is also presented and agrees with field performance. The shear strain of FEM analysis is in the range of 0.1-1% and in accordance with the results of self boring pressuremeter tests. Meanwhile, the second case study is related to the EPB tunnelling bored underneath through underground obstruction. The Premprachakorn flood diversion tunnel is the shortcut tunnel to divert the flood water in rainy season into the Choapraya river. The tunnel was bored by means of EPB shield tunnelling in very stiff silty clay layer at about 20-24 m in depth. During flood diversion tunnel bored underneath the existing Bangkok main water supply tunnel and pile foundation of the bridge, instrumentation was monitored and compared with predicted FEM analysis. The prevention risk potential by means of predicting damage assessment is also presented and discussed.