• 수산해양기술연구
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• 제32권1호
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• pp.33-41
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• 1996

In order to obtain the most favourable classification system for fishing gears, the problems in the existing systems were investigated and a new system in which the fishing method was adopted as the criterion of classification and the kinds of fishing gears were obtained by exchanging the word method into gear in the fishing methods classified newly for eliminating the problems was established. The new system to which the actual gears are arranged is as follows ; (1)Harvesting gear \circled1Plucking gears : Clamp, Tong, Wrench, etc. \circled2Sweeping gears : Push net, Coral sweep net, etc. \circled3Dredging gears : Hand dredge net, Boat dredge net, etc. (2)Sticking gears \circled1Shot sticking gears : Spear, Sharp plummet, Harpoon, etc. \circled2Pulled sticking gears : Gaff, Comb, Rake, Hook harrow, Jerking hook, etc. \circled3Left sticking gears : Rip - hook set line. (3)Angling gears \circled1Jerky angling gears (a)Single - jerky angling gears : Hand line, Pole line, etc. (b)Multiple - jerky angling gears : squid hook. \circled2Idly angling gears (a)Set angling gears : Set long line. (b)Drifted angling gears : Drift long line, Drift vertical line, etc. \circled3Dragged angling gears : Troll line. (4)Shelter gears : Eel tube, Webfoot - octopus pot, Octopus pot, etc. (5)Attracting gears : Fishing basket. (6)Cutoff gears : Wall, Screen net, Window net, etc. (7)Guiding gears \circled1Horizontally guiding gears : Triangular set net, Elliptic set net, Rectangular set net, Fish weir, etc. \circled2Vertically guiding gears : Pound net. \circled3Deeply guiding gears : Funnel net. (8)Receiving gears \circled1Jumping - fish receiving gears : Fish - receiving scoop net, Fish - receiving raft, etc. \circled2Drifting - fish receiving gears (a)Set drifting - fish receiving gears : Bamboo screen, Pillar stow net, Long stow net, etc. (b)Movable drifting - fish receiving gears : Stow net. (9)Bagging gears \circled1Drag - bagging gears (a)Bottom - drag bagging gears : Bottom otter trawl, Bottom beam trawl, Bottom pair trawl, etc. (b)Midwater - drag gagging gears : Midwater otter trawl, Midwater pair trawl, etc. (c)Surface - drag gagging gears : Anchovy drag net. \circled2Seine - bagging gears (a)Beach - seine bagging gears : Skimming scoop net, Beach seine, etc. (b)Boat - seine bagging gears : Boat seine, Danish seine, etc. \circled3Drive - bagging gears : Drive - in dustpan net, Inner drive - in net, etc. (10)Surrounding gears \circled1Incomplete surrounding gears : Lampara net, Ring net, etc. \circled2Complete surrounding gears : Purse seine, Round haul net, etc. (11)Covering gears \circled1Drop - type covering gears : Wooden cover, Lantern net, etc. \circled2Spread - type covering gears : Cast net. (12)Lifting gears \circled1Wait - lifting gears : Scoop net, Scrape net, etc. \circled2Gatherable lifting gears : Saury lift net, Anchovy lift net, etc. (13)Adherent gears \circled1Gilling gears (a)Set gilling gears : Bottom gill net, Floating gill net. (b)Drifted gilling gears : Drift gill net. (c)Encircled gilling gears : Encircled gill net. (d)Seine - gilling gears : Seining gill net. (e)Dragged gilling gears : Dragged gill net. \circled2Tangling gears (a)Set tangling gears : Double trammel net, Triple trammel net, etc. (b)Encircled tangling gears : Encircled tangle net. (c)Dragged tangling gears : Dragged tangle net. \circled3Restrainting gears (a)Drifted restrainting gears : Pocket net(Gen - type net). (b)Dragged restrainting gears : Dragged pocket net. (14)Sucking gears : Fish pumps.

• 한국자동차공학회논문집
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• 제10권1호
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• pp.153-161
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• 2002

This paper develops a finite element model for crashworthiness analysis ova small-sized bus. The full vehicle finite element model is composed of 31,982 shell elements,599 beam elements,42 bar elements, and 34,204 nodes. The model uses four material models (such as elastic, elastic-plastic(steel), rigid. and elastic-plastic (rubber) material model) of PAM-CRASH. The model uses four contact types to define sliding interfaces in ten areas. A frontal crash test using an actual vehicle with 30mph velocity to a rigid barrier is carried out. Vehicle pulses at lower part of left and right b-pillar are measured, and deformed shapes of frame and driver seat's lower left area are photographed. A frontal crash simulation using the developed full vehicle finite element model is performed with PAM-CRASH installed in super computer SP2. The simulation is performed with the same conditions as the test. The measured vehicle pulses and photographed deformed shapes from the test are compared to ones from the simulation to validate the reliability of the developed model.

• 한국정밀공학회지
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• 제17권4호
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• pp.226-232
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• 2000

This paper develops a finite element model for studying the crashworthiness analysis of a mid-size truck. A simulation for a truck frontal crash to a rigid barrier using the model is performed with PAM-CRASH installed in super computer SP2. Full vehicle model is composed of 86467 shell elements, 165 beam elements and 98 bar elements, and 86769 nodes. The model uses four material model such as elastic, elastic-plastic(steel), rigid and elastic-plastic(rubber) material model which are in PAM-CRASH. Frame and suspension system are modeled with 28774 shell elements and 31412 nodes. Cab is modeled with 34680 shell elements and 57 beam elements, and 36254 nodes. Bumper is modeled with 2262 shell elements, and 2508 nodes. Axle, steering shaft, etc are modeled using beam or bar elements. Mounting parts are modeled using rigid bodies. Bodies are interconnected using nodal constrains or joint options. To verify the developed model, frontal crash test with 30mph velocity to a rigid barrier is carried out. In the crash test, vehicle pulse at lower part of b-pillar is measured, and deformed shapes of frame and driver seat area are photographed. Those measured vehicle pulse and photographed pictures are compared those from the simulation to verify the developed finite element model.

• 한국자동차공학회논문집
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• 제8권6호
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• pp.182-193
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• 2000

Several metrics have been used in crash discrimination algorithms in order to have timely air bag deployment during all frontal crash modes. However, it is still challengine to have timely air bag deployment especially during the oblique, the pole and the underride crash mode. Therefore, in this paper a new crash discrimination algorithm was proposed, using the absolute value of the deceleration change multiplied by the velocity change as a metric, and processing the metric as a function of the velocity change. The new algorithm was applied for all frontal crash modes of a minivan and a sports utility vehicle, and it resulted in timely air bag deployment for all frontal crash modes including the oblique, the pole and the underride crash mode. Moreover, it was proposed that an accelerometer be installed at each side of the rails, rockers or pillars to assess the crash severity of each side and to deploy the frontal air bags at different time especially during an asymmetric crash such as an oblique and an offset crash. As an example, the deceleration pulses measured at the left and right B-pillar·rocker locations were processed through the new algorithm, and faster time-to-fires were obtained for the air bag at the struck side for the air bag at the other side.

• 대한기계학회:학술대회논문집
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• 대한기계학회 2001년도 추계학술대회논문집A
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• pp.489-494
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• 2001

This paper develops a finite element model for frontal crash analysis of a large-sized truck. It is composed of 220 parts, 70,041 nodes and 69,073 elements. This paper explains only major parts' models in detail such as frame, cab, floor, and bumper which affect on crash analysis a lot. In order to prevent penetration not only at a part itself but also between parts, all contact areas are defined using type-36, self-impact type. The developed model's reliability is validated by comparing simulation and crash test results. The results used for model validation are vehicle pulses at B-pillar, and frame and deformation of frame and cab. The frontal crash simulation is performed with the same conditions as crash test. And, it is performed using PAM-CRASH installed in super-computer SP2. The developed model whose reliability is verified may be used as a base to develop a finite element model for occupant behavior and injury coefficient analysis.

• 한국소성가공학회:학술대회논문집
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• 한국소성가공학회 2009년도 춘계학술대회 논문집
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• pp.187-190
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• 2009

Recently, automotive companies have invested in vehicle weight reduction and clean car development because of oil price rises and environmental problems. In particular, USA car makers have developed the vehicle spending 1 liter per 34km complying with PNGV(Partnership for a new generation of vehicle) and Europe car makers have developed the vehicle spending 3 liters per 100km. The USA government announced "The green car policy" in order to boost production of more fuel effective cars in 2009. According to the policy, it will be restricted to sell the car which spends more than 1 liter per 14.9km by 2020. To satisfy the current situations on automotive market, hydroforming technology has widely adapted vehicle structures such as engine cradle, chassis frame, A pillar, radiator support, etc. However, automotive companies have to consider formability and performance to improve and maximize the benefit from this technology in advance of detail design. The paper deals with one of the vehicle weight reduction methods using tube hydroforming technology and platform commonality in front suspension. FEA simulation is also introduced to evaluate hydro-formability and NVH performance at the beginning of design stage which is the best way to reduce the failure cost.

• 한국생산제조학회지
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• 제18권6호
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• pp.697-701
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• 2009

A simple method for the fabrication of porous nano-master for the anti-reflection effect on the transparent substrates is presented. In the conventional fabrication methods for antireflective surface, coating method using materials with low refractive index has usually been used. However, it is required to have a high cost and long processing time for mass production. In this paper, we developed a porous nano-master with anti-reflective surface for the molding stamper of the injection mold, hot embossing and UV imprinting by using the aluminum anodizing process. Through two-step anodizing and etching processes, a porous nano-master with anti-reflective surface was fabricated at the large area. Pattern size Pore diameter and inter-pore distance are about 130nm and 200nm, respectively. In order to replicate anti-reflective structure, hot embossing process was performed by varying the processing parameters such as temperature, pressure and embossing time etc. Finally, antireflective surface can be successfully obtained after etching process to remove selectively silicon layer of AAO master.

• 자동차안전학회지
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• 제16권1호
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• pp.12-20
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• 2024

Side impact with MDB (moving deformable barrier) is common in side crash test protocols around the globe, most of which are quite similar to that of US NCAP side impact protocol but IIHS side impact protocol is considered to be the most harsh one due to the MDB's weight and impact speed. In this study US NCAP side impact and IIHS side impact test conditions are compared with respect to delta-V (impulse of the test vehicle), roll speed, and yaw speed as well as survival space (the smallest distance between the front driver seat cushion center to B pillar after the test). Error factors (friction between tire and ground, tolerance of vertical and longitudinal position of the MDB with respect to the test vehicle), which are resident in the test protocol is studied with respect to the global vehicle behavior (delta-V, roll, yaw) as well as survival space.

• Journal of Preventive Medicine and Public Health
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• 제36권4호
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• pp.377-382
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• 2003

Objectives : The purpose of this study was to investigate the predictor associated transitions with each stage of smoking cessation based on the Transtheoretical Model, and to provide basic data for smoking cessation programs for adolescents. Methods : The participants were 297 current and former smokers, obtained from stratified random sampling of 2nd graders from 127 high schools in B cities. The data were collected between April 6th and 16th 2002, using a structured self-report questionnaire, and analyzed using a multiple logistic regression, with the SPSS program for Windows (Version 10.0). Results : The predictors of transition from precontemplation to contemplation were consciousness raising (OR=1.22, 95% CI:1.07-1.40), coping pros (OR=.84, 95% CI:.70-1.00) and attitude of parents to smoking (OR=2.97,95% Cl: 94-9.24). The predictors of transition from contemplation to preparation were helping relationships (OR=.83, 95% CI:.72-.96), self-liberation (OR=1.15, 95% CI: 99-1.33) and nicotine dependence (OR=.76, 95% CI: 56-1.03). The only predictor of transition from preparation to action was the social pros (OR=.66, 95% CI:.57-.82). The predictors of transition from action to maintenance were self-reevaluation (OR=.81, 95% CI:.71-.92) and negative affective situation (OR=.85, 95% CI:.72-1.00). Conclusion : Adequate examination on the factors for predicting the transitional stages of change for smoking cessation in Koreans are presented in this study. The results of this study will become the pillar of smoking cessation Planning and application programs.

• 대한간호학회지
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• 제33권8호
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• pp.1101-1110
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• 2003

Purpose. The purpose of this study was to identify the stage of change of smoking cessation behavior and investigate factors associated with the stage of smoking cessation behavior according to the transtheoretical model. Methods. The participants, 297 smokers & quitters were selected by a stratified random sampling from 127 high school sophomore students in B city. Data were collected from April 6th to 16th, in 2002 using the structured self-report questionnaire. Results. The subjects were distributed in each stage of change of smoking cessation behavior: there were 46 subjects (15.5%) in precontemplation, 73 subjects (24.6%) in contemplation, 67 subjects(22.3%) in preparation, 56 subjects (18.5%) in action, 55 subjects (18.5%) in maintenance. Compared to the precontemplation and contemplation, people in preparation tended to smoke daily more and smoked for a shorter time, and as precontemplation progressed to the maintenance, past 1 year smoking cessation frequency increased and friends smoking decreased. Smoking onset age was the earliest in preparation, and the latest in maintenance. Helping relationships and self relationships are used a lot in precontemplation and also in contemplation. In preparation, self liberation and helping relationships are used a lot, in action, self liberation and helping relationships, and in maintenance, self liberation and environmental reevaluation. At each stage, the score of negative affect situation was the highest, but the one of negative affect situation, positive social situation, habitual strength, weight control decreased as precontemplation progressed to the maintenance. While the score of social pros and coping pros decreased with increasing stage, the one of cons tended to increase. Through stepwise discriminant analysis, it was found that social pros, smoking onset age, delf-libration were the most influencing powers among factors associated with the stages of smoking cessation behavior. Conclusions. This study suggested that, in developing an effective smoking cessation intervention for adolescents, all the stage of a client's cessation had to be assessed prior to applying intervention programs. In addition, the results of this study will become a pillar of smoking cessation program planning and application.