• Journal of the Computational Structural Engineering Institute of Korea
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• v.31 no.5
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• pp.259-266
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• 2018

This is the study for developing the hetero-core optical fiber sensors which are purpose to measure the prestress of PSC bridges during the life cycle period. The goal of this study is to improve the resolution of hetero-core sensors. As a result of the test, it is possible to measure the displacement in $2{\mu}m$ increments. In other words, if the length of the sensor module is 30cm, it is possible to measure the prestress variations in 0.2MPa increments at specified compressive strength of concrete(fck) of 40MPa by Hook's Law. So it can be useful for development of a sensor module measuring internal prestress measurement.

• Plant Resources
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• v.3 no.3
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• pp.184-193
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• 2000

Soybean [Glycine max (L.) Merr.] seed weight is a important trait in cultivar development. Objective of this study was to identify and confirm quantitative trait loci (QTLs) for seed weight variation in the F2 and F2:3 generations. QTLs for seed weight were identified in F2 and F2:3 generations using interval mapping (MapMaker/QTL) and single-factor analysis of variance (ANOVA). In the F2 plant generation (i.e., F3 seed), three markers, OPL9a, OPM7a, and OPAC12 were significantly (P<0.01) associated with seed weight QTLs. In the F2:3 plant row generation (i.e., F4 seed), five markers, OPA9a, OPG19, OPL9b, OPP11, and Sat_085 were significantly (P<0.01) associated with seed weight QTLs. Two markers, OPL9a and OPL9b were significantly (P<0.05) associated with seed weight QTLs in both generations. Two QTLs on USDA soybean linkage group C1 and R were identified in both F2 and F2:3 generations using interval mapping. The linkage group C1 QTL explained 16% of the variation in seed weight in both generations, and the linkage group R QTL explained 39% and 41% of the variation for F2 and F2:3 generation, respectively. The linkage group C2 QTL identified in F2:3 generation explained 14.9% of variation. Linkage groups C1, C2 and R had previously been identified as harbouring seed size QTLs. The consistency of QTLs across generations and populations indicates that marker-assisted selection is possible in a soybean breeding program.

• Korean Journal of Optics and Photonics
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• v.1 no.2
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• pp.210-216
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• 1990

This study was performed to obtain fundamental data on temperature increases in the dental tissues irradiated by IO.opm laser radiation. For this purpose a experimental facility was established. which was composed of a CO2 laser. a shutter unit and a temperature sensing device. The temperature changes in the pulp chamber of extracted molars. during and after the laser irradiation. were measured as function of laser power. the time of irradration and the thickness of the sample. An empirical formula for the maximum temperature increases, $\DeltaT_m$ was derived from the measured data as follows; $\DeltaT_m=\alphaP\Delta\tauexp(-\betad)$$ where P. $\Delta\tau$ and d are the laser power(W). irradiation time{sec) and the thickness(mm) between pulp chamber and occlusal surface. respectively. Also a theoretical calculation model based on simplified assumptions were established and the results from the calculation were compared with the measured temperature data. A fairly good agreement was obtained.obtained.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.23 no.8
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• pp.923-929
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• 2019

The stability of the propulsion system is crucial for the autonomous vessel. Multiple power generation and propulsion systems should be provided for the stability of the propulsion system. High power generation capacity is calculated for stability, resulting in economical decline due to low load operation. To solve this problem, we need to optimize the power system. In this paper, an OPMS for electric propulsion ship is constructed. The OPMS consists of a hybrid power generation system, an energy storage system, and a control load system. The power generation system consists of a dual fuel engine, the energy storage system is a battery, and the control load system consists of the propulsion load, continuous load, intermittent load, cargo part load and deck machine load. The power system was constructed by modeling the characteristics of each system. For the experiment, a scenario based on ship operation was prepared and the stability and economical efficiency were compared with existing electric propulsion ships.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.39 no.3
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• pp.391-398
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• 2019

In general, truck-involved crashes increase severity in terms of both injury level and crash impact level. Recently, although the frequency and fatality of truck-involved crashes in Korea are rising, their associative studies are very limited. Therefore, the objective of this study is to identify critical factors influencing on injury severity of truck-involved crashes on Korean freeway system. To carry out this objective, this study uses an ordered probit model (OPM) based on a 6-year crash dataset from 2012 to 2017. From the analysis, eight variables were found to have a great effect on injury severity: older driver, crash speed, rear-end collision, number of vehicles involved, drowsy driving, nighttime (0:00 to 6:00) driving, overturn or rollover, and vehicle's fire after crash. However, injury severity was less severe in crashes under snowy condition and crashes to traffic facilities (i.e., crash alone).

• International Journal of Computer Science & Network Security
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• v.21 no.4
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• pp.103-114
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• 2021

A conceptual model can be used to manage complexity in both the design and implementation phases of the system development life cycle. Such a model requires a firm grasp of the abstract principles on which a system is based, as well as an understanding of the high-level nature of the representation of entities and processes. In this context, models can have distinct architectural characteristics. This paper discusses model multiplicity (e.g., unified modeling language [UML]), model singularity (e.g., object-process methodology [OPM], thinging machine [TM]), and a heterogeneous model that involves multiplicity and singularity. The basic idea of model multiplicity is that it is not possible to present all views in a single representation, so a number of models are used, with each model representing a different view. The model singularity approach uses only a single unified model that assimilates its subsystems into one system. This paper is concerned with current approaches, especially in software engineering texts, where multimodal UML is introduced as the general-purpose modeling language (i.e., UML is modeling). In such a situation, we suggest raising the issue of multiplicity versus singularity in modeling. This would foster a basic appreciation of the UML advantages and difficulties that may be faced during modeling, especially in the educational setting. Furthermore, we advocate the claim that a multiplicity of views does not necessitate a multiplicity of models. The model singularity approach can represent multiple views (static, behavior) without resorting to a collection of multiple models with various notations. We present an example of such a model where the static representation is developed first. Then, the dynamic view and behavioral representations are built by incorporating a decomposition strategy interleaved with the notion of time.

• Journal of Korea Technology Innovation Society
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• v.20 no.3
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• pp.732-753
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• 2017

Recently, when evaluating the technology values in the fields of biotechnology, pharmaceuticals and medicine, we have needed more to estimate those values in consideration of the period and cost for the commercialization to be put into in future. The existing discounted cash flow (DCF) method has limitations in that it can not consider consecutive investment or does not reflect the probabilistic property of commercialized input cost of technology-applied products. However, since the value of technology and investment should be considered as opportunity value and the information of decision-making for resource allocation should be taken into account, it is regarded desirable to apply the concept of real options, and in order to reflect the characteristics of business model for the target technology into the concept of volatility in terms of stock price which we usually apply to in evaluation of a firm's value, we need to consider 'the continuity of stock price (relatively minor change)' and 'positive condition'. Thus, as discussed in a lot of literature, it is necessary to investigate the relationship among volatility, underlying asset values, and cost of commercialization in the Black-Scholes model for estimating the technology value based on real options. This study is expected to provide more elaborated real options model, by mathematically deriving whether the ratio of the present value of the underlying asset to the present value of the commercialization cost, which reflects the uncertainty in the option pricing model (OPM), is divided into the "no action taken" (NAT) area under certain threshold conditions or not, and also presenting the estimation logic for option values according to the observation variables (or input values).

• Journal of Korean Society of Transportation
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• v.29 no.3
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• pp.103-114
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• 2011

In this study, we discuss a fatal accident severity model obtained from the analysis of 112 crash sites collected since 2000, and the resulting relationship between fatal accidents and roadway geometry design. From the 720 times computer simulations for improving driving safety, we then reached the following conclusions:. First, the result of cross and frequency-analyses on the car accident sites showed that 43.7% of the accidents occurred on the curved roads, 60.7% on the vertical curve section, 57.2% on the roadways with radius of curvature of 0 to 24m, 83.9% on the roads with superelevation of 0.1 to 2.0% and 49.1% on the one-way 2-lane roads; vehicle types involved are passenger vehicles (33.0%), trucks (20.5%) and buses (14.3%) in order of frequency. The results also show that the superelevation is the most influencing factor for the fatal accidents. Second, employing the Ordered Probit Model (OPM), we developed a severity model for fatal accidents being a function of on various road conditions so as to the damages can be predicted. The proposed model possibly assists the practitioners to predict dangerous roadway segments, and to take appropriate measures in advance. Third, computer simulation runs show that providing adequate superelevation on the segment where a fatal accident occurred could reduce similar fatal accidents by at least 85%. This result indicates that the regulations specified in the Rule for Road Structure and Facility Standard (description and guidelines) should be enhanced to include more specific requirement for providing the superelevation.