마이크로웨이브 레이더를 이용한 수역관측에 있어서의 수치 시뮬레이션 이용 (Use of Numerical Simulation for Water Area Observation by Microwave Radar)
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- 한국해양환경ㆍ에너지학회지
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- 제15권3호
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- pp.208-218
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- 2012
수면에서의 마이크로웨이브 후방산란 수치 시뮬레이션 기법을 개발하였다. 수치 시뮬레이션은 수조나 실해역 실험의 대체수단으로서, 수면에서의 마이크로웨이브 후방산란 과정의 이해, 마이크로웨이브 레이더를 이용한 수면 관측시스템과 관측방법의 평가에 이용된다. 이 논문에서는 다양한 수면 조건에 대한 수치 시뮬레이션의 적용 예와 수치 시뮬레이션의 유용성에 대해서 기술하였다. 적용 예로서, 고정안테나 펄스 도플러 레이더의 1) 도플러 이미지, 2) 레이더 조사폭 영향, 3) 하천 수위 관측과, 4) 합성 개구 레이더 (SAR) 의 해면 이미지를 보여준다. 해면으로부터의 마이크로웨이브 후방산란 수치 시뮬레이션을 통하여, 1) 파랑계측에 있어서 펄스 도플러 레이더의 주파수 변조 이미지가 진폭 변조 이미지에 비해서 유용함을 보였다. 2) 연속파 레이더를 이용한 파랑계측에 있어서의 레이더 해면 조사폭의 영향에 대한 Rheem[2008]의 보고와 관련해, 레이더 조사폭이 도플러 스펙트럼에 미치는 영향을 조사하여, 파랑계측에 적합한 레이더의 조사 조건을 보였다. 3) 펄스 도플러 레이더를 이용한 해면 조위관측 알고리듬을 하천의 유속과 수위 추정에 응용함에 있에서, 알고리듬의 적용성과 계측성능을 평가했다. 4) SAR 이미지 생성 메케니즘의 이해와 SAR 이미지를 이용한 해면 관측 알고리듬의 평가를 위해, 수치 시뮬레이션을 이용하여 해면의 SAR 이미지를 생성하였다.
본 연구에서는 수원 성균관대학교 내 Frequency Domain Reflectometry (FDR) 토양수분 측정 장비 및 COSMIC-ray 중성자 측정 장비를 통한 토양수분 지점 관측 사이트를 확립하였다. 또한 양질의 토양수분 데이터 확보를 위해 연구지역 내 토질실험, 토질별 FDR 토양수분 데이터 및 COSMIC-ray 중성자 개수의 시계열 분석, 관측한 토양수분 데이터와 위성 기반 토양수분 데이터와의 비교분석을 실시하였다. 2014년도부터 6개 지점에서 표층으로부터 5 cm에서 40 cm까지 총 24개의 FDR 센서를 5~10 cm 깊이별로 설치하여 토양수분 데이터를 측정하였다. 해당 지점들의 토질 분석결과, Sand에서 Loamy Sand까지의 다양한 토질이 불균질한 층을 이루어 분포되어 있는 것으로 판단되었다. 측정된 토양수분 데이터는 강우 데이터와 높은 상관성을 보이며, 위성 산출 토양수분 데이터와의 비교에서도 상대적으로 높은 상관관계와 낮은 평균제곱근편차(Root mean square deviation, RMSD)값을 보여주었다. 2014년도 설치 지역 토양수분 데이터의 신뢰도가 확보됨에 따라 2015년도에는 10개의 FDR 토양수분 측정 장비 및 COSMIC-ray 중성자 측정 장비가 추가로 설치되어 성균관대학교의 Soil Moisture site with FDR and COSMIC-ray(SM-FC) 연구지역이 구축되었다. SM-FC에 설치된 COSMIC-ray 중성자 측정 장비의 최초 검증을 위해 2015년 8~11월의 COSMIC-ray 중성자 데이터 및 FDR 토양수분 데이터가 활용되었다. 중성자기반 토양수분 값과 전체 지점 FDR 토양수분 평균값을 비교한 결과 매우 높은 상관관계를 볼 수 있었다 (상관계수 0.95). 이러한 연구를 통해 성균관대학교 SM-FC는 향후 한반도 지역 위성 및 모델 토양수분 데이터를 검증하는 대표 연구지역이 될 것으로 기대된다.
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70
The objective of this research is to test the feasibility of developing a statewide truck traffic forecasting methodology for Wisconsin by using Origin-Destination surveys, traffic counts, classification counts, and other data that are routinely collected by the Wisconsin Department of Transportation (WisDOT). Development of a feasible model will permit estimation of future truck traffic for every major link in the network. This will provide the basis for improved estimation of future pavement deterioration. Pavement damage rises exponentially as axle weight increases, and trucks are responsible for most of the traffic-induced damage to pavement. Consequently, forecasts of truck traffic are critical to pavement management systems. The pavement Management Decision Supporting System (PMDSS) prepared by WisDOT in May 1990 combines pavement inventory and performance data with a knowledge base consisting of rules for evaluation, problem identification and rehabilitation recommendation. Without a r.easonable truck traffic forecasting methodology, PMDSS is not able to project pavement performance trends in order to make assessment and recommendations in the future years. However, none of WisDOT's existing forecasting methodologies has been designed specifically for predicting truck movements on a statewide highway network. For this research, the Origin-Destination survey data avaiiable from WisDOT, including two stateline areas, one county, and five cities, are analyzed and the zone-to'||'&'||'not;zone truck trip tables are developed. The resulting Origin-Destination Trip Length Frequency (00 TLF) distributions by trip type are applied to the Gravity Model (GM) for comparison with comparable TLFs from the GM. The gravity model is calibrated to obtain friction factor curves for the three trip types, Internal-Internal (I-I), Internal-External (I-E), and External-External (E-E). ~oth "macro-scale" calibration and "micro-scale" calibration are performed. The comparison of the statewide GM TLF with the 00 TLF for the macro-scale calibration does not provide suitable results because the available 00 survey data do not represent an unbiased sample of statewide truck trips. For the "micro-scale" calibration, "partial" GM trip tables that correspond to the 00 survey trip tables are extracted from the full statewide GM trip table. These "partial" GM trip tables are then merged and a partial GM TLF is created. The GM friction factor curves are adjusted until the partial GM TLF matches the 00 TLF. Three friction factor curves, one for each trip type, resulting from the micro-scale calibration produce a reasonable GM truck trip model. A key methodological issue for GM. calibration involves the use of multiple friction factor curves versus a single friction factor curve for each trip type in order to estimate truck trips with reasonable accuracy. A single friction factor curve for each of the three trip types was found to reproduce the 00 TLFs from the calibration data base. Given the very limited trip generation data available for this research, additional refinement of the gravity model using multiple mction factor curves for each trip type was not warranted. In the traditional urban transportation planning studies, the zonal trip productions and attractions and region-wide OD TLFs are available. However, for this research, the information available for the development .of the GM model is limited to Ground Counts (GC) and a limited set ofOD TLFs. The GM is calibrated using the limited OD data, but the OD data are not adequate to obtain good estimates of truck trip productions and attractions .. Consequently, zonal productions and attractions are estimated using zonal population as a first approximation. Then, Selected Link based (SELINK) analyses are used to adjust the productions and attractions and possibly recalibrate the GM. The SELINK adjustment process involves identifying the origins and destinations of all truck trips that are assigned to a specified "selected link" as the result of a standard traffic assignment. A link adjustment factor is computed as the ratio of the actual volume for the link (ground count) to the total assigned volume. This link adjustment factor is then applied to all of the origin and destination zones of the trips using that "selected link". Selected link based analyses are conducted by using both 16 selected links and 32 selected links. The result of SELINK analysis by u~ing 32 selected links provides the least %RMSE in the screenline volume analysis. In addition, the stability of the GM truck estimating model is preserved by using 32 selected links with three SELINK adjustments, that is, the GM remains calibrated despite substantial changes in the input productions and attractions. The coverage of zones provided by 32 selected links is satisfactory. Increasing the number of repetitions beyond four is not reasonable because the stability of GM model in reproducing the OD TLF reaches its limits. The total volume of truck traffic captured by 32 selected links is 107% of total trip productions. But more importantly, ~ELINK adjustment factors for all of the zones can be computed. Evaluation of the travel demand model resulting from the SELINK adjustments is conducted by using screenline volume analysis, functional class and route specific volume analysis, area specific volume analysis, production and attraction analysis, and Vehicle Miles of Travel (VMT) analysis. Screenline volume analysis by using four screenlines with 28 check points are used for evaluation of the adequacy of the overall model. The total trucks crossing the screenlines are compared to the ground count totals. L V/GC ratios of 0.958 by using 32 selected links and 1.001 by using 16 selected links are obtained. The %RM:SE for the four screenlines is inversely proportional to the average ground count totals by screenline .. The magnitude of %RM:SE for the four screenlines resulting from the fourth and last GM run by using 32 and 16 selected links is 22% and 31 % respectively. These results are similar to the overall %RMSE achieved for the 32 and 16 selected links themselves of 19% and 33% respectively. This implies that the SELINICanalysis results are reasonable for all sections of the state.Functional class and route specific volume analysis is possible by using the available 154 classification count check points. The truck traffic crossing the Interstate highways (ISH) with 37 check points, the US highways (USH) with 50 check points, and the State highways (STH) with 67 check points is compared to the actual ground count totals. The magnitude of the overall link volume to ground count ratio by route does not provide any specific pattern of over or underestimate. However, the %R11SE for the ISH shows the least value while that for the STH shows the largest value. This pattern is consistent with the screenline analysis and the overall relationship between %RMSE and ground count volume groups. Area specific volume analysis provides another broad statewide measure of the performance of the overall model. The truck traffic in the North area with 26 check points, the West area with 36 check points, the East area with 29 check points, and the South area with 64 check points are compared to the actual ground count totals. The four areas show similar results. No specific patterns in the L V/GC ratio by area are found. In addition, the %RMSE is computed for each of the four areas. The %RMSEs for the North, West, East, and South areas are 92%, 49%, 27%, and 35% respectively, whereas, the average ground counts are 481, 1383, 1532, and 3154 respectively. As for the screenline and volume range analyses, the %RMSE is inversely related to average link volume. 'The SELINK adjustments of productions and attractions resulted in a very substantial reduction in the total in-state zonal productions and attractions. The initial in-state zonal trip generation model can now be revised with a new trip production's trip rate (total adjusted productions/total population) and a new trip attraction's trip rate. Revised zonal production and attraction adjustment factors can then be developed that only reflect the impact of the SELINK adjustments that cause mcreases or , decreases from the revised zonal estimate of productions and attractions. Analysis of the revised production adjustment factors is conducted by plotting the factors on the state map. The east area of the state including the counties of Brown, Outagamie, Shawano, Wmnebago, Fond du Lac, Marathon shows comparatively large values of the revised adjustment factors. Overall, both small and large values of the revised adjustment factors are scattered around Wisconsin. This suggests that more independent variables beyond just 226; population are needed for the development of the heavy truck trip generation model. More independent variables including zonal employment data (office employees and manufacturing employees) by industry type, zonal private trucks 226; owned and zonal income data which are not available currently should be considered. A plot of frequency distribution of the in-state zones as a function of the revised production and attraction adjustment factors shows the overall " adjustment resulting from the SELINK analysis process. Overall, the revised SELINK adjustments show that the productions for many zones are reduced by, a factor of 0.5 to 0.8 while the productions for ~ relatively few zones are increased by factors from 1.1 to 4 with most of the factors in the 3.0 range. No obvious explanation for the frequency distribution could be found. The revised SELINK adjustments overall appear to be reasonable. The heavy truck VMT analysis is conducted by comparing the 1990 heavy truck VMT that is forecasted by the GM truck forecasting model, 2.975 billions, with the WisDOT computed data. This gives an estimate that is 18.3% less than the WisDOT computation of 3.642 billions of VMT. The WisDOT estimates are based on the sampling the link volumes for USH, 8TH, and CTH. This implies potential error in sampling the average link volume. The WisDOT estimate of heavy truck VMT cannot be tabulated by the three trip types, I-I, I-E ('||'&'||'pound;-I), and E-E. In contrast, the GM forecasting model shows that the proportion ofE-E VMT out of total VMT is 21.24%. In addition, tabulation of heavy truck VMT by route functional class shows that the proportion of truck traffic traversing the freeways and expressways is 76.5%. Only 14.1% of total freeway truck traffic is I-I trips, while 80% of total collector truck traffic is I-I trips. This implies that freeways are traversed mainly by I-E and E-E truck traffic while collectors are used mainly by I-I truck traffic. Other tabulations such as average heavy truck speed by trip type, average travel distance by trip type and the VMT distribution by trip type, route functional class and travel speed are useful information for highway planners to understand the characteristics of statewide heavy truck trip patternS. Heavy truck volumes for the target year 2010 are forecasted by using the GM truck forecasting model. Four scenarios are used. Fo~ better forecasting, ground count- based segment adjustment factors are developed and applied. ISH 90 '||'&'||' 94 and USH 41 are used as example routes. The forecasting results by using the ground count-based segment adjustment factors are satisfactory for long range planning purposes, but additional ground counts would be useful for USH 41. Sensitivity analysis provides estimates of the impacts of the alternative growth rates including information about changes in the trip types using key routes. The network'||'&'||'not;based GMcan easily model scenarios with different rates of growth in rural versus . . urban areas, small versus large cities, and in-state zones versus external stations. cities, and in-state zones versus external stations.
다편파 레이더 산란계 시스템 (L, C, X-밴드 안테나)에서 얻어진 편파별 후방산란계수와 토양수분함량과의 상관성을 분석하고 후방산란계수를 이용 토양수분함량을 추정하고자 하였다. 콩 생육시기에 따른 밴드별 후방산란계수 변화 관측 결과 L-밴드 후방산란계수가 C-, X-밴드후방산란계수보다 높게 나타났고, 모든 안테나 밴드에서 콩 생육초기에는 VV-편파가 HH, HV-편파보다 후방산란계수가 높게 나타났다. HH-편파가 VV-편파보다 후방산란계수가 높게 나타나는 시기는 밴드에 따라 차이를 보였다. L-밴드의 경우 7월 20일 (DOY 200), C, X-밴드는 7월 30일 (DOY 210)부터 HH-편파가 다른 편파들 보다 후방산란계수가 높게 나타났다. 모든 안테나 편파별 후방산란계수가 9월 29일 (DOY 271)에 최대값을 보였고, 그 이후 수확기 (DOY 294) 까지 감소하였다. L-밴드 HH-편파와 VV-편파 간의 차이는 꼬투리가 생성되는 착협기 (R3, DOY 228) 부터 다른 밴드에 비해 크게 나타났고, 반면에 C-밴드 HH-편파와 VV-편파 간의 차이는 착협성기 (R4, DOY 242) 이후 증가폭이 크게 나타났다. 후방산란계수와 토양수분함량과의 변화를 분석한 결과 생육기간동안 토양수분함량 변이가 컸고, 전체 생육기간에서는 모든 밴드별 후방산란계수와 토양수분함량 간에 상관성이 나타나지 않았다. 하지만 엽면적지수가 2 이하 (R2, DOY 224) 일 때 후방산란계수가 증가함에 따라 토양수분함량도 증가하는 경향을 보였다. 밴드별 후방산란계수와 토양수분함량과의 상관관계를 분석하였다. 전체 생육기간에서는 모든 밴드에서 두 변수간의 상관계수가 낮게 나타났다 (
현재 우리나라의 교통정책은 도로의 신설 확장은 지양하고, 도로의 선형 및 시설을 개량하여 안전성을 증대시키고, 친환경적이며 효율적으로 운영할 수 있는 방향으로 나아가고 있다. 이는 국가 도로사업 중 하나인 제2차 국도 5개년계획('06~'10)이 확장 53건(71%), 개량 22건(29%)인 반면, 제3차 국도 5개년계획('11~'15)은 확장 22건(30%), 개량 50건(70%)로 변화된 것으로 나타나고 있다. 이러한 시설개량위주의 도로사업을 좀 더 효과적으로 추진하기 위해서는 도로의 안전성을 객관적이고 과학적으로 판단하여 사업을 선정하고, 사업에 따른 안전성 향상에 대한 평가가 이루어져야 한다고 판단된다. 본 연구는 이러한 도로별 안전성 분석 및 평가를 위한 모형을 개발하는데 목적이 있다. 본 연구의 주요내용은 미국의 HSM (Highway Safety Manual)을 근간으로 하여 한국실정에 맞게 도로의 안전성을 분석하고 평가할 수 있는 모형을 개발하는 것이다. 모형 정립을 위한 데이터 구축은 전라북도 권역 5개 국도호선을 대상으로 기하구조 요인이 동일하다고 판단되는 구간을 동질성 구간으로 구분하였고, 구분된 1,452개 구간에 대하여 도로 기하구조, 시설물, 교통량, 기상상태, 토지이용 등의 대표값을 수집하였다. 수집된 자료는 교통사고와 각 도로요소의 상관관계 분석을 수행하여 어떠한 요인이 교통사고에 큰 영향을 미치는지 분석하였고, 이를 바탕으로 음이항회귀모형으로 사고모형을 정립하였다. 개발된 모형을 가지고 교통량과 도로구간연장을 이용하여 발생사고건수를 예측하는 안전성능함수와 도로기하구조 및 교통특성 등의 변화에 따라 사고빈도 변화를 결정하는 사고수정계수를 도출하였다.
This study, as a basic research to manage a Chinese Medicine Health Promotion Center by way of showing an example, is a before and after experiment research for simple group to verify a difference with cholesterol, health status and perception of health in order to confirm a effectiveness of diet and regimen according to the 4th status of physical constitution. Research object was chosen of 42 persons who operate a physical constitutional dietary regimen among them after selecting professors and clinical nurses (55 persons) majoring in the science of nursing who participated in Chinese Medicine-oriented Nurse Training Course from Aug. of 2001 to Feb. of 2002 all over the country. Diagnostic tools for physical constitution was used of the questionary that is currently consisted of physical constitution grouping test in Eastern & Western Diagnose Center of K Medical Center, and rating of health status was used of the tool that standardized CMI(Cornell Medical Index) to be available for Korean, and perception measurement for health status was used of a visual analogue scale for the health status that each one perceive personally, and physiological status was measured of cholesterol in blood. Analysis for the collected data was carried out by percentage,
수자원 계획 및 운영을 위한 수요량을 추정하는데 있어, 실제 이용 추세를 반영한 생활용수나 공업용수와 달리 농업용수는 용수공급시설의 규모를 결정하기 위한 방법론이 주로 적용되어 왔다. 이는 불가피하게 농업용수의 과다추정으로 이어질 수 있으며, 전체 수자원 계획의 관점에서 각 용도별 용수 수급계획의 불균형을 초래할 수 있다. 본 연구에서는 기존 방법론과 비교하여 순물소모량 개념의 접근방법의 차이에 대해 고찰하였으며, 이를 제주도 전역에 적용하여 농업용수 수요량 특성을 분석하였다. 수요량 산정에 핵심적인 인자인 증발산량의 정확한 추정을 위하여 SWAT 모형을 적용하고, 제주도 지역의 지형 및 기상, 유출, 물이용 특성을 반영한 유역 모델링을 수행하였으며, 기존 물수지 결과와 비교하여 모델링 자료의 신뢰성을 평가하였다. 과거기간(1992~2013년)에 대해 제주도 전체의 수요량은 연간 427 mm로 분석되었으며, 동부와 서부 해안지역을 중심으로 상대적으로 높은 수요량을 나타내었다. 유역면적
북한지역에서 핵실험으로 추정되는 두 번의 발파가 관측되었다. 한국지질자원연구원 관측소와 한중 공동관측소는 북한과 주변국간의 경계에 고르게 분포하고 있다. 본 연구에서는 북한 핵실험 장소로부터 200 km에서 550 km 거리에 있는 광대역 지진 관측소의 자료를 사용하여 북한의 2차례 핵실험을 비교 분석하였다. 관측소별 1차 실험과 2차 실험의 초동 Pn 도착 시간차를 비교함으로서 상대적인 위치이동을 계산할 수 있다. Pn 속도를 8 km/s로 가정하고, 실험 장소와 관측소간의 기하학적인 관계를 이용하여 계산한 결과, 2차 장소는 1차 장소로부터 서북서 방향으로 2 km 거리에 위치하는 것으로 추정된다. P 파로부터 계산된 2차 실험의 실체파 규모는 평균적으로 4.5이나, 관측소별로는 최대 5.2에서 최소 4.1로 아주 큰 차이를 보인다. 이에 비해 Lg 파로부터 계산한 2차 실험의 규모는 평균적으로 4.6이며, 관측소별로 최대 4.7에서 최소 4.3사이로 P 파에 의한 규모에 비해 관측소간의 차이가 작다. 1, 2차 실험의 이동 윈도우 주파수 스펙트럼은 매우 비슷한 패턴을 보여 주며 두 실험의 초동 P 파의 모서리 주파수는 거의 차이가 없다. 따라서 2차 실험의 깊이가 1차 때와 비슷한 것으로 추정된다. 2차 실험의 폭발력은 관측소별 1차와 2차의 지반속도비로부터 계산한 결과 1차에 비하여 8배 큰 것으로 추정된다.