• KOREAN JOURNAL OF PACKAGING SCIENCE & TECHNOLOGY
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• v.29 no.3
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• pp.175-179
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• 2023

This paper analyzes the vibration characteristics within the cargo compartment of a three-wheeled cargo bike when used on both regular roads and dedicated bicycle lanes. When cargo is loaded into the cargo compartment of a cargo bike and driven on the road, the shocks and vibrations transmitted from the ground can potentially affect the transported goods and even lead to product damage. As the vibration characteristics applied to the cargo compartment may vary depending on the condition of the road, vibration sensors were attached to the cargo bike's cargo compartment for data collection during operation on different road types. According to KS T ISO 13355 standards, the cargo bike can withstand vibrations within the range of 10 Hz to 60 Hz when operating on both bicycle lanes and regular roads. However, it is observed that there are peaks exceeding the profile in the frequency range of 3-6 Hz. In the 70-200 Hz range, the profile is exceeded on both regular roads and bicycle lanes, with a tendency for higher exceedance on bicycle lanes. The Grms value within the frequency range of KS T ISO 13355 is 5.926 m/s² (0.604 Grms). When operating on bicycle lanes with cargo, the Peak envelope optimization PSD value is 6.553 Grms, while on bicycle lanes, it is 7.708 Grms, indicating a difference of at least tenfold.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.12
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• pp.53-59
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• 2019

To reduce the vibrations and shocks during the cargo transportation of high value-added goods, the vibration history was measured on the truck transportation section (Asan-Uiwang) and the freight train transportation section (Uiwang-Pusan). The internal vibrations of the container were obtained by attaching acceleration sensors in three axis directions (longitudinal, lateral. and vertical directions) on the front and rear bogies. The rail vibration profile (0.29Grms) proposed in ASTM D-4169 was approximately 50% higher than the truck vibration profile (0.54Grms). The overall vibration was 16% and 33 % lower in the longitudinal and transverse directions, respectively, compared to the ASTM truck transport vibration profile. On the other hand, the vertical vibration measurement history partially exceeded the ASTM truck transport vibration profile over the range, 4 - 15Hz, and over 60Hz. The vibration measurement history of the cargo train was similar to that of the road. The longitudinal and lateral vibration history was lower than the ASTM D-4169 rail vibration profile, while the vertical history was over 30Hz.

• Journal of the Korean Society of Industry Convergence
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• v.19 no.2
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• pp.62-68
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• 2016

Laser distance measuring systems are used in many fields with high precision. However, when measuring the reflector such as the mirror and the black color, a laser distance measuring system does not guarantee the measurement accuracy. In order to measure the shape of the cargo, this study proposes the radar distance measurement system. The radar distance measuring system is composed of a distance measuring unit with a 24 GHz antenna module, a signal processing and control board and the 1-axis tilting unit. And, this study developed a monitoring program to monitor the measured data. In order to evaluate performance of the developed system, the distance measurement tests are carried out. The distance error was about 6-15 cm. However, considering the size of the cargo, the precision is not a problem. And, cargo shape was measured by using the distance information measured by the 1-axis tilting unit. It could get a 2 dimension shape profile for the cargo stacked in a yard.

• Journal of Ocean Engineering and Technology
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• v.30 no.4
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• pp.235-242
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• 2016

In general, ship hull form design is carried out in two stages. In the first stage, the longitudinal variation of the sectional area curves is adapted from a similar mother ship to determine the volume distribution in ships. At this design stage, the initial design conditions of displacement, longitudinal center of buoyancy, etc. are satisfied and the global hydrodynamic properties of the structure are optimized. The second stage includes the local designing of the sectional forms. Sectional forms are related to the local pressure resistance in the fore- and aft-body shapes, cargo boundaries, interaction between the hull and propeller, etc. These relationships indicate that the hull sections need to be optimized in order to minimize the local resistance. The volumetric balanced (VOB) variation of ship hull forms has been suggested by Kim (2013) as a generalized, systematic variation method for determining the sectional area curves in hull form design. This method is characterized by form parameters and is based on an optimization technique. This paper emphasizes on an extensional function of the VOB considering a geometrical wave profile. We select a container ship and an LNG carrier to demonstrate the applicability of the proposed technique. Through analysis, we confirm that the VOB method, considering the geometrical wave profile, can be used as an efficient tool in the hull form design for ships.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2012.05a
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• pp.101-103
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• 2012

Various applications store informations using difference databases according to respective goals. However, in order to serve data in several databases with one application program, it is needed to integrate data in respective databases. This paper describes development of integrated middle-ware system that selects only necessary informations from heterogeneous databases and save them.

• Journal of Navigation and Port Research
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• v.33 no.4
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• pp.283-288
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• 2009

To improve maritime security and enhance international shipping commerce within US ports in addition to ISPS (International Ship and Port Facility Security Code), the TWIC (Transportation Worker Identification Credential) program is working on the maritime field from the October 15, 2008 in the United States. In this paper, the program is reviewed and investigated in terms of goal, benefit, solution, and related legislation so forth In addition, other maritime security programs including MMD (Merchant Mariner Document), FAST (Free and Secure Trade), SIDA (Security Identification Display Areas). and Air Cargo security program was analyzed and compared in order to obtain relationship and difference with the program in terms of enrollment frequency, list and method of security check, and profile of each program As a result of this paper, the program is mostly to improve maritime security, protect individual privacy, and enhance commerce rather than other programs.

• Fashion & Textile Research Journal
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• v.16 no.2
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• pp.245-254
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• 2014

The purpose of this study was to describe 20's to 30's men's fashion lifestyle and develop clusters in grooming related variables. We also tried to interpret profile of clusters, and determine the difference between different level of grooming clusters in appearance care behaviors, and clothing behaviors such as clothing selection, preference of clothing image and design in men's wear. Data was obtained using the survey methods by convenience sampling. Frequency analysis, factor analysis, cluster analysis, chi-square test, and t-test were used for analysis using SPSS 18.0. The result of factor analysis of men's lifestyle show that 5 factors are extracted. Two different clusters were formed after the K-means cluster analysis. We realized that the level of grooming activity is significantly associated with the young men's major expenditure item, and beauty/care items, and the reason for exercise. The level of grooming was strongly associated with clothing selection behaviors. In addition, there is a significant difference in preferred image between two different grooming groups. In the feminine image, HG group favored more than LG group. The preferred design was associated with the degree of grooming as well. Unique and stylish top and bottom styles such as cargo, hiphop, and boots cut were favored more by HG group than LG group. We suggest that we can do market segmentation by the degree of the grooming activity, considering the current men's taste and trend to extend market share.

• Korean Journal of Poultry Science
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• v.46 no.1
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• pp.31-37
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• 2019

A chicken clathrin-associated adaptor protein $3-{\delta}$ subunit 2 (AP3S2) is a subunit of AP3, which is involved in cargo protein trafficking to target membrane with clathrin-coated vesicles. AP3S2 may play a role in virus entry into host cells through clathrin-dependent endocytosis. AP3S2 is also known to participate in metabolic disease developments of progressions, such as liver fibrosis with hepatitis C virus infection and type 2 diabetes mellitus. Chicken AP3S2 (chAP3S2) gene was originally identified as one of the differentially expressed genes (DEGs) in chicken kidney which was fed with different calcium doses. This study aims to characterize the molecular characteristics, gene expression patterns, and transcriptional regulation of chAP3S2 in response to the stimulation of Toll-like receptor 3 (TLR3) to understand the involvement of chAP3S2 in metabolic disease in chicken. As a result, the structure prediction of chAP3S2 gene revealed that the gene is highly conserved among AP3S2 orthologs from other species. Evolutionarily, it was suggested that chAP3S2 is relatively closely related to zebrafish, and fairly far from mammal AP3S2. The transcriptional profile revealed that chAP3S2 gene was highly expressed in chicken lung and spleen tissues, and under the stimulation of poly (I:C), the chAP3S2 expression was down-regulated in DF-1 cells (P<0.05). However, the presence of the transcriptional inhibitors, BAY 11-7085 (Bay) as an inhibitor for nuclear factor ${\kappa}B$ ($NF{\kappa}B$) or Tanshinone IIA (Tan-II) as an inhibitor for activated protein 1 (AP-1), did not affect the expressional level of chAP3S2, suggesting that these transcription factors might be dispensable for TLR3 mediated repression. These results suggest that chAP3S2 gene may play a significant role against viral infection and be involved in TLR3 signaling pathway. Further study about the transcriptional regulation of chAP3S2 in TLR3 pathways and the mechanism of chAP3S2 upon virus entry shall be needed.