• Journal of Biomedical Engineering Research
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• v.19 no.6
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• pp.603-609
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• 1998

To anlyze the diffuse axonal injury of the human brain, 3-D finite element models of the adult, two and three years child were developed. Triangular type acceleration which had its maximum value 200g was applied to investigate the effects of acceleration direction and duration time. The pattern of high shear stress generated at the brain stem, pones and midbrain was similar to the pattern of DAI seen in the clinical observation, especially high maximum shear stress was detected in the brain stem of the six year old child model under flexional acceleration. As the duration of acceleration increased generated pressure and maximum shear stress also increased. For the children's model relatively small pressure was generated regardless of the acceleration direction and continued much longer compared with adult's model. From this analysis maximum shear stress was revealed more proper indicator to predict DAI compared to HIC in case of angular acceleration loading.

• Journal of the Korean Geotechnical Society
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• v.18 no.2
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• pp.39-49
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• 2002

This paper describes a numerical method for pile foundation subjected to earthquake loading using dynamic Winkler foundation model. To verify the numerical method, shaking table tests were carried out. In shaking table tests, accelerations and pile bending moments were measured for single pile and pile groups with a spacing-to-diameter ratio of 2.5 under fixed input base acceleration. In numerical analysis, the input base and free field accelerations measured from shaking table tests were used as input base motions. Based on the results obtained, free field acceleration was magnified relative to input base acceleration, whereas pile head accelerations reduced relatively to free field acceleration for soil-pile interaction. Measured and predicted bending moments for both cases have maximum value within the distance 10cm(4d) from the pile top. However, there are some differences between the results of numerical analysis and shake table test below 10cm(4d) from the pile top.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.39 no.2
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• pp.179-185
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• 2015

Although an accelerometer is a sensor that measures acceleration, it cannot be used by itself to measure the acceleration when the orientation of the sensor changes. This paper introduces a Kalman filter for the estimation of a sensor acceleration based on a six-axis inertial sensor (i.e., a three-axis accelerometer and three-axis gyroscope). The novelty of the proposed Kalman filter lies in the fact that its state vector includes not only the tilt angle variable but also the sensor acceleration. Thus, the filter can explicitly estimate the latter with a high accuracy. The accuracy of acceleration estimates were validated experimentally under three different dynamic conditions, using an optical motion capture system. It could be concluded that the performance of the proposed Kalman filter was comparable to that of the state-of-the-art estimation algorithm employed by the Xsens MTw. The proposed algorithm may be more suitable than inertial/magnetic sensor-based algorithms for various applications adopting six-axis inertial sensors.

• Journal of the Korean Institute of Intelligent Systems
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• v.21 no.4
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• pp.469-474
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• 2011

This paper presents the intelligent tracking method for maneuvering target using the positional error compensation of the maneuvering target. The difference between measured point and predict point is separated into acceleration and noise. K-means clustering and TS fuzzy system are used to get the optimal acceleration value. The membership function is determined for acceleration and noise which are divided by K-means clustering and the characteristics of the maneuvering target is figured out. Divided acceleration and noise are used in the tracking algorithm to compensate computational error. While calculating expected value, the non-linearity of the maneuvering target is recognized as linear one by dividing acceleration and the capability of Kalman filter is kept in the filtering process. The error for the non-linearity is compensated by approximated acceleration. The proposed system improves the adaptiveness and the robustness by adjusting the parameters in the membership function of fuzzy system. Procedures of the proposed algorithm can be implemented as an on-line system. Finally, some examples are provided to show the effectiveness of the proposed algorithm.

• Journal of Biosystems Engineering
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• v.30 no.3 s.110
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• pp.147-154
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• 2005

The improved hitch device, which connecting the trailer to power tiller, was developed. This device, composed with spring and rubber, could reduce the vibration and shock levels during driven on off-road. The vertical vibration accelerations for the improved hitch device were measured at 6 positions, i.e. engine, hitch, seat, and three points in trailer (front, middle, and rear) for not driving but at low engine speed of 500 rpm, and compared with the existing hitch device. The results of this study could be summarized as follows; The average vibration acceleration up to 120 Hz was $0.4m/s^2$ at engine part, but it was 0.08 and $0.05m/s^2$ at trailer for existing and improved hitch device, respectively. About $38\%$ of average acceleration level could be absorbed for the improved hitch device compared with existing hitch device. The average vibration acceleration up to 40 Hz was reduced to 0.12 and $0.06m/s^2$ at trailer for existing and improved hitch device respectively, showing the reduction effect of $50\%$. The maximum acceleration occurred at up to 20 Hz of low frequency was much higher than total acceleration occurred at up to 120 Hz, which means that much loss or damage could be occurred during transporting of agricultural products on off-road. The portions of average acceleration occurred at up to 20 Hz of low frequency were $27\%\;and\;21\%$ for the existing and improved hitch device, respectively.

• Journal of Korean Society of Transportation
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• v.27 no.6
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• pp.69-77
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• 2009

The maximum and mean acceleration rates of vehicles estimated from the stopping conditions at signalized intersections provided an important clue to analyze traffic accident investigation when there was a dispute about legal liability such as first entering vehicle at the intersection, etc. This paper provided the maximum and mean acceleration rates of vehicles reflecting current traffic conditions in Korea through field studies. The mean acceleration rates of vehicles at stopline were measured up to 50m at the intervals of 5m. Results showed that the mean acceleration rate for bus was found to be $1.011^m/s^2{\sim}1.314^m/s^2$(0.1g~0.13g), and for passenger car was $1.548^m/s^2{\sim}1.818^m/s^2$(0.16g~0.19g). Statistical test results indicated that the observed differences from vehicle types and vehicle positions were statistically significant for the all ranges tested. It is expected that the accuracy of accident investigation practice will be improved by applying the acceleration rate values presented in this paper.

• International Journal of Highway Engineering
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• v.10 no.4
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• pp.247-255
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• 2008

According to "A guide Book to Highway Design", most road elements are chosen based on a certain design speed in order to ensure obtaining safe and smooth traffic operating. However, road safety in practical way is corelative to not only all element of roads but also road shape, for example, between straight line and curves line and between curved lines. Also, it is relates to alignments such as horizontal alignment, vertical alignment, and cross section. That is, the practical road design should be examined in both sides of 3 dimension and consecutiveness as the practical road is a 3-dimensional successive object. The paper presents a concept for acceleration to evaluate consistency of road considering actual road shape on 3-dimension. Acceleration of vehicle is influential to road consistency based on running state of vehicle and state of drivers. Especially, the magnitude of acceleration is a quite influential element to drivers. Based on above, the acceleration on each point 3-D road can be calculated and then displacement can be done. Computation of acceleration means total calculation on each axis.

• Journal of the Korean Geotechnical Society
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• v.36 no.6
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• pp.17-34
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• 2020

In response spectrum analysis of pile-supported structure, an amplified seismic wave should be used as the input ground acceleration through the site-response analysis. However, each design standard uses different input ground acceleration criteria, which leads to confusion in determining the appropriate input ground acceleration. In this study, the ground accelerations were calculated through dynamic centrifuge model test, and the response spectrum analysis was performed using the calculated ground acceleration. Then, the moments derived from the test and analysis were compared, and a method for determining the appropriate input ground acceleration in response spectrum analysis was presented. Comparison of the experimental and simulated results reveals that modeling of the ground using elastic springs allows proper simulation of the natural period of the structure, and the use of a seismic wave that is amplified at the ground surface as the input ground acceleration provided the most accurate results for the response analysis of pile-supported structures in sands.

• Earthquakes and Structures
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• v.5 no.1
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• pp.49-65
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• 2013

This article presents the statistical characteristics of elastic floor acceleration spectra that represent the peak response demand of non-structural components attached to a nonlinear supporting frame. For this purpose, a set of stiff and flexible general moment resisting frames with periods of 0.3-3.6 sec. are analyzed using forty-nine near-field strong ground motion records. Peak accelerations are derived for each single degree of freedom non-structural component, supported by the above mentioned frames, through a direct-integration time-history analysis. These accelerations are obtained by Floor Acceleration Response Spectrum (FARS) method. They are statistically analyzed in the next step to achieve a better understanding of their height-wise distributions. The factors that affect FARS values are found in the relevant state of the art. Here, they are summarized to evaluate the amplification and/or reduction of FARS values especially when the supporting structures undergo inelastic behavior. The properties of FARS values are studied in three regions: long-period, fundamental-period and short-period. Maximum elastic acceleration response of non-structural component, mounted on inelastic frames, depends on the following factors: inelasticity intensity and modal periods of supporting structure; natural period, damping ratio and location of non-structural component. The FARS values, corresponded to the modal periods of supporting structure, are strongly reduced beyond elastic domain. However, they could be amplified in the transferring period domain between the mentioned modal periods. In the next step, the amplification and/or reduction of FARS values, caused by inelastic behavior of supporting structure, are calculated. A parameter called the response acceleration reduction factor ($R_{acc}$), has been previously used for far-field earthquakes. The feasibility of extending this parameter for near-field motions is focused here, suggested repeatedly in the relevant sources. The nonlinearity of supporting structure is included in ($R_{acc}$) for better estimation of maximum non-structural component absolute acceleration demand, which is ordinarily neglected in the seismic design provisions.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.49 no.9
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• pp.739-748
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• 2021

This paper discusses the prediction and validation of design loads of satellite components using modal mass acceleration curve (Modal MAC). To calculate the acceleration upper bound of the satellite components subjected to the launch environment by the Modal MAC, the parameters of SpaceX Falcon 9 launch vehicle were used, and the acceleration upper bound curve in the modal domain was derived. After that, the maximum acceleration loads applied to the satellite components were predicted by combining Modal MAC with the spacecraft interface loads of the satellite/launch vehicle and modal information of the satellite. In addition, the accuracy of the Modal MAC was validated through comparison with the results of the coupled loads analysis using a simple satellite and launch vehicle model.